Highway information system

The present invention relates to a system for receiving, processing, and storing real-time data from various types of input, including but not limited to information from a vehicle's micro-processing systems, a driver information card, a vehicle information card, and physical attributes of the driver/owner. In addition, the collected data is then transmitted to various entities via a Highway Information System which may include networked sensors to receive the collected data and processors to process the data. The processors may be capable of downloading the collected data to a data storage unit whereby various entities can access the data. In the alternative, the processors may also be capable of automatically transmitting the collected data directly to the various entities via wireless transmission.

FIELD OF INVENTION 
This invention relates to a system for collecting vehicle data and driver 
data and transmitting the collected data to networked data receivers 
whereby the collected data can be transmitted to external entities and 
devices. 
BACKGROUND OF THE INVENTION 
Over 4,000 micro-processors currently operate the systems of a modern 
vehicle. Such micro-processors are currently used to control important 
vehicle systems, such as the ignition system, the fuel mixture and flow, 
the transmission system, and anti-lock braking systems. Each system is 
prone to malfunction, which may result in poor performance or complete 
breakdown of the vehicle. Upon such a malfunction, repair shops must 
subject the vehicle's systems to a series of diagnostic tests to locate 
the problematic system, thereby increasing the cost of repairs and 
maintenance on the vehicle. 
In addition, vehicle manufacturers spend a great deal of time and money 
researching and testing such systems and may not learn of poorly designed 
systems for many years. This delay decreases the ability of vehicle 
manufacturers to quickly and efficiently replace poorly designed systems 
and, eventually, leads to increased costs to consumers. Moreover, vehicle 
manufacturers would benefit from information, on a real-time basis, 
relating to how their vehicles are being driven, how their vehicles are 
performing with respect to, for example, gas mileage, brakes, accidents, 
parts replacements, etc. In addition, consumers can get first hand up to 
the minute information regarding vehicle performance before they purchase 
the vehicle. Such information allows manufacturers to design better, more 
efficient vehicles for realistic driving styles. 
There are many other entities, in addition to the vehicle manufacturers, 
that would benefit from such collected information. For example, 
hospitals, insurance companies, the Department of Motor Vehicles (DMV), 
the Department of Transportation (DOT), law enforcement, environmental 
monitoring companies, and vehicle repair shops, to name a few. 
Thus, there is a need for a Highway Information Network which is capable of 
receiving real-time data regarding operation of a vehicle's systems and 
driver's driving patterns and transmitting the same to various external 
entities and devices. 
SUMMARY OF THE INVENTION 
The present invention relates to a system for receiving, processing, and 
storing real-time data from various types of input, including but not 
limited to information from a vehicle's micro-processing systems, a driver 
information card, a vehicle information card, and physical attributes of 
the driver/owner. In addition, the collected data is then transmitted to 
various entities via a Highway Information System. 
The Vehicle Data System for data collection (hereinafter referred to as the 
"Vehicle Data System" or "VDS") includes a processor mounted or otherwise 
installed in a vehicle. The processor (hereinafter referred to as the 
"Vehicle Data Processor" or "VDP") is capable of receiving data from the 
vehicle's various mechanical and electrical/electronic systems, 
micro-processing systems, information cards, and physical inputs. The data 
received can be processed and output to external sources as will be 
discussed below. In addition, the VDP controls the vehicle's ignition 
system and can prevent unauthorized persons from starting the vehicle. The 
VDS is preferably equipped with a transmitting device capable of alerting 
law enforcement authorities of possible theft or tampering with the data 
collection system. The VDS may be provided with a Global Positioning 
Satellite (GPS) unit giving law enforcement authorities the ability to 
track the vehicle. In a preferred embodiment, the user is prompted by the 
VDP to input some form of physical data, i.e., retinal scan, fingerprint, 
voice recognition, and to insert a driver and/or vehicle information card 
into a card reader/writer that is designed to work in conjunction with the 
VDP. The VDP matches the data to information stored in memory and grants 
authorization to the user. This method alleviates the problems associated 
with, for example, lost or misplaced keys. If the data does not create a 
match, the VDS will not permit the user to drive the vehicle. During the 
trip, the VDS constantly monitors the vehicle's systems and provides data 
regarding the operation of such vehicle. This data can be transmitted to 
law enforcement authorities, hospitals, the DMV, the DOT, or transmitted 
or sold to repair shops, car manufacturers, or other third-parties having 
an interest in the data a VDS can accumulate. 
In particular, the collected data can be transmitted to the above-mentioned 
entities via a Highway Information System. Such a Highway Information 
System may include networked sensors to receive the data transmitted by 
the VDS as well as processors to process the data. The processors may be 
capable of downloading the collected data to a data storage unit whereby 
various entities can access the data. In the alternative, the processors 
may also be capable of automatically transmitting the collected data 
directly to the various entities via wireless transmission. 
As will be discussed shortly, the Highway Information System of the present 
invention may be configured in a hierarchical manner whereby data relating 
to a small road can be collected and accessed as well as data relating to 
large interstate and international highways. 
If, at any time, the VDP is tampered with or disabled, the VDS is provided 
with a radio transmitter or a transponder, used to alert law enforcement 
authorities of such tampering. In this way, the present invention prevents 
a potential theft from by-passing the VDS system. 
It is envisioned that the system of the present invention would be 
desirable to many different entities, such as, for example, car 
manufacturers, repair shops, law enforcement authorities, environmental 
monitoring companies, the DMV, and insurance companies, to name a few. For 
example, the present invention will decrease vehicle thefts as well as any 
unauthorized use, thereby lowering insurance costs. Also, the present 
invention will provide vehicle manufacturers with valuable data about 
their vehicles, which may result in more efficient and reliable vehicles. 
Other objects and features of the present invention will become apparent 
with the following detailed description, considered in conjunction with 
the accompanying drawing figures. It is to be understood, however, that 
the drawing, which are not to scale, are designed solely for the purpose 
of illustration and are not a definition of the limits of the invention, 
for which reference should be made to the appended claims.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
With reference to FIGS. 1-4, the vehicle data system ("VDS") 1, comprises a 
vehicle data processing unit ("VDP" or "vehicle processor") 3 for 
communicating and collecting data from various vehicle systems 15 and 
physical input devices 5, e.g., a microphone 5A for voice recognition, a 
card reader/writer 5B and a scanner 5C such as a hand or retinal scanner. 
Further, vehicle data system 1 is provided with an electronic data storage 
unit 7 for storing the collected data. The vehicle data system 1 is 
capable of collecting vehicle data and writing the collected data onto 
removable information cards 28, 30, 32, 34, as will be discussed shortly. 
The vehicle data system 1 can also compare newly entered physical data to 
physical data previously stored onto data storage unit 7 and allow the 
driver to drive the automobile if access is authorized. The vehicle data 
system 1 also provides the function of displaying relevant information to 
a display unit such as visual display unit 9 and auditory display unit 11 
for communicating with a driver. The auditory display unit 11 may be 
coupled to the existing sound system. Information such as, for example, 
the status of the various vehicle systems 15 can be displayed. In 
addition, information as to whether access to the vehicle is authorized 
may be displayed. The vehicle data system 1 then sends the collected data 
to a card reader/writer 5B. The present invention also includes a 
transceiver 13 for communicating with external entities and devices. 
Accordingly, the collected data may be sent directly to the transceiver 13 
for transmitting the collected data to several of the external entities 
previously discussed above. As used herein, the term vehicle is intended 
to include any means to transport people or things, such as any type of 
passenger car, van or sports utility vehicle, boats, planes, race cars, 
and any other type of commercial or non-commercial vehicle presently or 
hereinafter known. Furthermore, as used herein, the term vehicle systems 
15 is intended to refer to those systems within a vehicle that are 
mechanical, or electrical, or those that may be controlled by a 
micro-processor of a type known in the art, such as, by way of 
non-limiting example, ignition systems 22, fuel flow and mixture systems 
24, and transmission systems 26, to name a few. 
Referring now to FIG. 1, there is shown a vehicle data system 1 for the 
collection of vehicle data and the storage of the collected vehicle data. 
This system includes a processing unit 3, input-output devices 5, vehicle 
systems 15, display devices 9 and 11, a storage device 7, and a 
transceiver 13. The processing unit 3 may be, for example, a software or 
firmware controlled processor or any other comparable type of unit for 
sending, retrieving and analyzing data, and controlling devices within the 
vehicle to initiate pre-programmed responses as a result of the analyzed 
data, such as, for example, a programmable micro-processor, 
micro-computer, mini-computer, a PLC-type controller, Application-Specific 
Integrated Circuit (ASIC) or the like. 
Referring to FIG. 2, one possible type of the input-output devices 5 from 
FIG. 1 is depicted. In particular, there is shown an information card 
reader/writer ("card reader") 5B. The card reader 5B is in communication 
with the processing unit 3. The processing unit 3 may receive data from 
input-output devices 5 such as the card reader 5B. In one embodiment of 
the invention, the card reader may read information from one or a 
plurality of information cards, such as a first information card 28, a 
second information card 30, a third information card 32, and a fourth 
information card 34. Information cards 28, 30, 32, 34 can be one of 
several types, such as, for example, Erasable Programmable Read-Only 
Memory (EPROM), bar coded cards, magnetic strip cards, Single In-Line 
Memory Module (SIMM), smart cards, etc. The first information card 28 can 
include information related to the driver of the vehicle, i.e. driver 
data. Such information may include, but is not limited to, information 
generally found on a state-issued driver's license, driving records, 
medical information, family/relatives information, and insurance 
information. Medical information, may include, for example, blood-type, 
medical history, emergency contact information, and the like. The second 
information card 30 can include information related to the vehicle itself, 
i.e. vehicle data. For example, the second information card may include, 
but is not limited to, the vehicle make, model, the VIN, vehicle 
registration information, vehicle inspection information, vehicle 
maintenance histories, vehicle repair histories, and the like. The third 
information card 32 can serve as a debit card to pay for highway, bridge 
and tunnel tolls, park entrance fees, and the like. The third information 
card 32 may include account balance information, i.e. how much money is on 
the debit card. The fourth information card 34 can serve as a passenger 
card to keep track of which passengers may be present in the vehicle at 
any time, or contain other information such as whether there are children 
in the vehicle, the driver's and passengers' blood types, emergency 
contact information, and the like. Essentially, the fourth information 
card 34 is similar to the first information card 28, except that the 
fourth information card 34 is to be used by passengers not drivers. One 
skilled in the art will realize, however, that any number of information 
cards containing information of any type, may be utilized. 
The driver of the vehicle (and any passengers of the vehicle who may have 
the fourth information cards 34) would then have to download information 
from the information cards 28, 30, 32, 34 to the card reader 5B. The 
downloading of the information can take one of several forms. For example, 
the driver may swipe a card with a magnetic strip through a card reader 
5B, insert a Smart Card into the card reader 5B or the like. Once the 
information from one or more of the information cards 28, 30, 32, 34 has 
been inputted, the processing unit 3 can retrieve the downloaded 
information from the card reader 5B. 
Referring again to FIG. 1, the processing unit 3 is capable of retrieving 
vehicle data from the vehicle's systems. For example, the processing unit 
3 may retrieve malfunction information such as that related to the 
ignition system 22, the fuel mixture and fuel flow system 24, the 
transmission 26, the anti-lock braking system, and the like. In addition, 
vehicle data such as average, maximum and minimum speeds driven, average 
fuel consumption, distance traveled, and the like may be retrieved from 
the vehicle's systems and/or calculated by the processing unit 3. This 
information may then be displayed on the visual display unit 9, the 
auditory display unit 11, or both. 
Once the processing unit 3 receives the collected data, this information 
can be stored in a data storage device 7. Data storage device 7 may be, 
for example, a hard disk of the type known in the art or any other device 
capable of storing data for use by the processing unit 3. 
In a preferred embodiment, the collected data would be linked to or 
associated with a specific driver, at the very least, based on the 
information retrieved from the first information card 28 and to the 
specific vehicle based on the information from the second information card 
30. 
Once the collected data is stored onto a data storage device 7, it is 
capable of being accessed by the processing unit 3 in order to display the 
collected data to the driver. The collected data may be displayed on a 
visual display device 9, an auditory display device 11, or both. 
In addition, the collected data which is stored on the data storage device 
7 can be outputted to the information cards 28, 30, 32, 34 via the 
input-output device 5 such as the card reader/writer 5B. Such outputted 
information may include automobile diagnostics, automobile efficiencies, 
driver's driving history, etc. Since the information cards 28, 30, 32, 34 
are easily removable from the card reader/writer 5B, the information 
contained on the information cards 28, 30, 32, 34 can be easily 
transferred to many third-parties such as, for example, a central database 
16, the Department of Transportation (DOT) 40, law enforcement 42, vehicle 
manufacturers 43, insurance companies 44, Division of Motor Vehicles (DMV) 
45, and hospitals 46, to name a few. Insurance companies 44 would benefit 
from receiving the outputted information in that they would receive 
information not normally reported to insurance companies by drivers. For 
example, information such as running red lights and stop signs, vehicle 
self-repairs, speeding, etc. In addition, the DMV 45 would benefit by 
saving time, money, and effort by requiring that only vehicles which need 
to be inspected are inspected. For example, if the collected information 
relating to the brakes and the exhaust of the vehicle is satisfactory with 
the DMV 45, then the DMV 45 may not need to inspect the vehicle. 
Furthermore, the collected data, instead of or in addition to being stored 
on the data storage device 7 which is internal to the vehicle, may be 
outputted to a Highway Information System which will allow third-party 
entities to either directly receive the collected data or retrieve the 
collected data from external data storage devices using the Highway 
Information System which will be discussed below in detail. 
In the case of an accident, the VDS 1 may prompt the driver to speak into 
microphone 5A or respond in order to determine if the driver is all right. 
If the driver does not respond, the VDS 1 can alert the proper 
authorities, call the nearest hospital, provide vehicle location, provide 
medical records, etc. 
Referring now to FIG. 3, there is shown a third-party card reader/writer 36 
that may receive the input of information cards 28, 30, 32, 34. In 
addition, the third-party card reader/writer 36 may write relevant 
information onto the information cards 28, 30, 32, 34 such as, for 
example, the date for the next oil change or the DMV may update the 
driver's driving record, etc. Information received by the third-party card 
reader/writer 36 can also be downloaded to a local database 35. 
Referring now to FIG. 4, there is shown a system which is used to deter the 
unauthorized use of a vehicle and prevent theft of the same. In 
particular, a driver/owner of a vehicle will first set-up the system by 
storing the driver's physical data onto the data storage device 7. Such 
physical data may include the entry of a password via a keyboard, a 
driver's voice, a driver's retinal scan, a driver's hand print, or the 
like. The physical data may be retrieved from the driver/owner by the use 
of a keyboard, a microphone, a retinal scanner or a hand-scanner. The 
retrieved physical data may be stored onto the data storage device 7. 
Referring to FIG. 2, upon entering the vehicle, the driver must download 
information from the first and second information cards 28, 30. As 
previously discussed, this may be accomplished, for example, by swiping 
the information cards 28, 30 through the card reader 5B. This information 
is then transmitted to the processing unit 3. Once the information from 
the information cards has been transmitted to the processing unit 3, the 
processing unit 3 then requests the information from the driver. By use of 
the visual display device 9 and/or auditory display device 11, the 
processing unit 3 may, for example, prompt the driver to recite a 
pre-determined phrase into a microphone 5A. With the use of voice 
recognition software known in the art, the processor compares the newly 
entered voice with that which is stored on the data storage device 7 by 
analyzing the voice patterns. Of course, the processing unit 3 may also 
request the driver to provide the input of a hand-print using a scanner 
SC, which may be a hand-scanner, or the input of a retinal scan using a 
scanner 5C, which may be a retinal scanner. These inputs would be compared 
in a manner similar to the voice comparison discussed above. 
The processing unit 3 determines whether the drive is authorized to operate 
the vehicle. If the driver is not authorized to operate the vehicle, the 
processing unit 3 initiates a safety mode. The safety mode essentially 
disables the vehicle. In order to disable the vehicle, the processing 
unit, which is in communication with several, if not all, of the vehicle 
systems, transmits a control signal to certain vehicle systems. For 
example, a control signal sent to the unit controlling the fuel-flow 
system 24 may prevent any fuel from entering the engine of the vehicle. 
Another example may be where a control signal is sent to the unit that 
controls the ignition system 22 whereby disallowing the starting of the 
vehicle. One skilled in the art will realize that there are many methods 
to temporarily disable the vehicle. Upon the disablement of the vehicle, a 
transceiver 13 would alert the local authorities that there is an 
unauthorized use in progress by transmitting an alert signal. In addition, 
the system preferably includes a Global Positioning Satellite (GPS) unit 
14. GPS data from the GPS unit 14 can also be routed by the processor unit 
3 to transceiver 13 to be sent along to law enforcement as part of the 
alert signal. This will allow the local authorities to quickly locate the 
vehicle. The use and operation of GPS systems are well-known in the art 
and, therefore, the systems require no further discussion. 
If the driver is authorized to operate the vehicle, the driver may choose 
to modify the vehicle's settings. For example, the driver/owner of the 
vehicle may choose to add or remove family members or friends from the 
list of drivers eligible to operate the vehicle. This feature is 
particularly useful for rental car businesses, which could grant access 
only to their rental customers and have access to real-time information 
regarding their customer's usage and driving patterns such as miles 
driven, amount of gas in tank, if driver was speeding, time engine has 
been shut-off, etc. In addition, the rental business can be provided with 
information as to the exact minute the vehicle was in the customer's 
possession and the exact minute it was dropped-off to the rental office. 
Each time a new customer rents a vehicle, the driver information could be 
updated by the rental company. This alleviates the problems associated 
with unauthorized friends and relatives operating the rental vehicle. 
It is preferred, with reference to both of the embodiments of the present 
invention discussed above, that the processor 3 is mounted in such a 
position in the vehicle so that it is not visible and cannot easily be 
accessed by the driver or any person in the vehicle. The purpose of 
placing the processor 3 in such a manner is to deter anyone from tampering 
with the processor 3 in an unauthorized manner. Unauthorized tampering may 
include, for example, a person trying to power-down the system, reprogram 
the processor 3, physically damage the system, or the like. 
As an additional safeguard, to deter or prevent the unauthorized tampering 
with the processor 3 or any other system component, it is preferred that 
the present invention automatically transmit a warning signal upon such 
tampering. Such a signal may be transmitted directly to a pre-determined 
local authority, a security agency, the police, or the like. In 
particular, the transmission of the tamper warning signal may preferably 
be sent by using the transceiver 13, previously discussed above. For 
example, if someone were to tamper with the data storage device 7 by 
attempting to store new information or delete existing information, a 
tamper signal could be sent to the processor 3 which would then send a 
tamper warning signal to the transceiver 13, which would ultimately 
transmit a tamper warning signal to the police. 
Alternatively, a transponder 50, which is an art-recognized transceiver in 
that it contains both a transmitter and receiver, may be used to 
automatically transmit a signal when a pre-determined "trigger" is 
received by the transponder 50. The "trigger," which in an art-recognized 
manner is often in the form of a pulse, can be sent by the processor 3 
upon the unauthorized tampering as discussed above. Other system 
components may also be set-up to send a "trigger" to the transponder 50 
directly upon the tampering of each component. This may be accomplished 
using some type of wireless communication known in the art. The 
transponder 50 can be a separate unit not attached to the transmitter 13 
previously discussed. In this manner, it can have a separate power supply 
52. A separate power supply has advantage that it will not power-down if 
the power supply VDP powers-down. Furthermore, a separate unit allows for 
additional ease in hiding the transponder 50. This feature will assist in 
insuring the authenticity of the data in that a warning signal will be 
sent if any one attempts to manipulate of delete any of the data contained 
in the processor 3 or the data storage device 7. Furthermore, this will 
aid in preventing an override of the VDS 1 in that a warning signal will 
be transmitted upon any attempts to override the system. 
In addition, the driver, while in the vehicle, may also choose to activate 
the transponder 50 which will contact the police and have the vehicle 
tracked in a situation where the vehicle is hijacked. This may be 
accomplished by having a panic button 53 which is in communication with 
the processing unit 3, in communication directly with the transponder 50, 
or both. The panic button 53 may be placed in a position easily accessible 
to the driver. If the panic button 53 is directly in communication with 
the processing unit 3, pressing the panic button 53 will cause a warning 
signal to be sent to the police, or the like, via the transceiver 13. In 
addition, since the processing unit 3 can also control the vehicle's 
systems 15, pressing the panic button 53 can also disable the vehicle 
within a reasonable distance so that the system 1 has sufficient time to 
alert the police or the authorities of the hijack in process. In addition, 
a driver may want to stop the vehicle as soon as possible without having 
the vehicle travel a reasonable distance. In such a case, the driver would 
have to, for example, press the panic button 53 twice. The processor 3 
would be programmed to stop the car as soon as possible upon receipt of 
such an instruction. The use of the panic button 53 in conjunction with 
the system 1 will aid in reducing or preventing hijackings. 
Referring now to FIG. 5, there is shown the networked sensors 107 and 
transmission line 109 of the Highway Information System of the present 
invention which are used in conjunction with the VDS 1 contained in 
vehicle 101. The VDS 1 is capable of transmitting collected data such that 
networked sensors 107 receive such transmitted collected data. In the 
preferred embodiment sensors 107 are deployed along a roadway in such a 
manner that allows the sensors 107 to easily and effectively receive the 
transmitted collected data. The sensors 107 are networked together by 
transmission line 109. One skilled in the art will realize that the 
sensors 107 may be one of many types, such as, by way of non-limiting 
example, radio, infrared or ultrasonic transceivers or receivers, passive 
or active transponders, or other art-recognized sensors for collecting or 
exchanging data from a moving or stationary object. One skilled in the art 
will also recognize that the transmission lines 109 may be one of several 
types, for example, copper wire, fiber optic cables. In addition, it 
should be noted that the transmission line 109 may actually be wireless. 
In particular, wireless communication, such as, radio frequency (RF) and 
infrared radiation (IR), may be utilized. 
Referring now to FIG. 6, there is shown a more detailed layout of the 
Highway Information System of the present invention. In particular, there 
is shown a first module 114, a second module 115, a third module 116 and a 
fourth module 117. The first module 114 contains sensors 107, a processor 
111 and a local data storage unit such as module data storage unit 112. 
The collected data is received by processor 111 which may be one of the 
types previously discussed with respect to processor 3. The collected data 
received by the processor may be downloaded locally into module data 
storage unit 112. The collected data may also be downloaded directly from 
the processor 111 to a cluster data storage unit 113. In addition, the 
collected data may be transmitted directly to third party entities. In the 
preferred embodiment, the first module 114 is placed on or near the 
entrance of a highway or roadway. The sensors 107 of the first module 114 
may be used to check whether the VDS 1 is operating properly. In addition, 
the first module 114 may also be used to check whether the driver and the 
passengers in the vehicle have the proper information cards 28-34. This is 
accomplished by the first module receiving a first set of vehicle data and 
driver data, i.e. collected data, from the VDS 1 and transmitting the same 
to the sensors 107 of first module 114. In the event that the VDS 1 is not 
operating properly or the driver/passengers did not insert the appropriate 
information cards into the VDS 1, the first module 114 will alert the 
proper authorities, for example, the police. The method by which the alert 
warning transmission will be transmitted to entities such as the police, 
will be discussed below shortly. In addition to sending the alert signals, 
the first module 114 also may transmit an enablement signal to the VDS 1 
in order to power-on the VDS 1, i.e. awake it from sleep-mode. Once the 
VDS 1 is powered-on, it is able to transmit the collected data. The VDS 1 
may stay powered-on until it is turned-off by the use of, for example, a 
timer. In the alternative, the VDS 1 may stay powered-on until it is 
turned-off by a signal transmitted from another module such as a module 
which may be located at an exit ramp of a highway or road. The fourth 
module 117, which will be discussed shortly, is the type of module that 
would be located at an exit ramp. 
Once the vehicle 1 passes the first module 114, the vehicle next enters the 
second module 115. The second module 115 is essentially the same as the 
first module 114, except that the second module 115 would preferably 
contain several more sensors 107. As discussed above, since the VDS 1 has 
been powered-on, another set of collected data contained in the VDS 1 is 
capable of being transmitted to the sensors 107. The processor 111, 
contained in the second module 115, is able to receive the collected data 
and store it on module data storage 112 or directly to cluster data 
storage 113. 
Next, the vehicle would go to the third module 116. The third module 116 is 
the same as the second module 115 but is shown for illustration purposes. 
In particular, in the preferred embodiment, the Highway Information System 
would include several modules such as the second module 115 and third 
module 116 along a highway or roadway so that these modules span virtually 
the entire length of the highway. 
The fourth module 117 is essentially the same as the first module 114. The 
fourth module 117, however, would preferably be placed at or near the exit 
of a roadway or highway. The fourth module 117 is capable of receiving 
another set of vehicle data and driver data and is capable of transmitting 
a disablement signal in order to power-down the VDS 1, i.e., place the VDS 
1 in a sleep-mode or stand-by mode. Modules 114-117 form one cluster used 
in the Highway Information System. As shown in FIG. 6, it is preferable 
that the modules 114-117 are networked together. In addition, it is 
preferable that the data collected from modules 114-117 be stored on 
cluster data storage 113. It should be noted that a cluster need not 
necessarily include a first module 114, a second module 115, a third 
module 116 and a fourth module 117. In fact, a cluster may contain any 
combination and number of the aforementioned modules. In the preferred 
embodiment, several clusters are networked together. It is preferable that 
several clusters are networked together whereby the data collected from 
the clusters may be stored onto a central database (not shown). It is 
envisioned that the networked clusters may span through town, city, state 
and interstate roadways and highways. In addition, the networked clusters 
may also span on an international level. 
Further, it is envisioned that the networked modules will be arranged in a 
hierarchical manner as shown, for example, in FIG. 6. 
Referring now to FIG. 7, there is shown examples, which are in no way 
limiting, of some external third-party entities that may be interested in 
receiving the data collected from the sensors, i.e. vehicle data and 
driver data. Such entities may include, for example, hospitals 46, law 
enforcement agencies 42, vehicle manufacturers 43, insurance companies 44, 
the DMV 45, the DOT 40, repair shops, vehicle dealers, consumers 47, news 
broadcasters 48, to name a few. 
Hospitals 46 may be interested in receiving the collected data because if, 
for example, a driver is involved in an accident, medical records which 
may consist of information regarding a driver's and/or passenger's name, 
blood type, medical history, next of kin, emergency contact numbers, 
insurance information, and the like, may be obtained by the hospital prior 
to the driver/passenger arriving at the hospital 46. This, of course, 
would prove beneficial in the sense that the hospital can prepare for the 
arrival of the patient accordingly. The data collected, of course, may be 
transmitted in real-time. 
Law enforcement agencies, such as the police, may be interested in 
receiving collected data. For example, the police can get information, 
down to specific modules and clusters, as to which vehicles were speeding, 
or driving without valid registration, insurance, or license for example. 
Vehicle dealerships may also be interested in receiving the collected data 
from the sensors 107 on a real-time basis. For example, a customer may 
enter a FORD.TM. dealership with the intent of purchasing a TAURUS.TM.. 
Prior to making such a purchase, customers can get first-hand, up to the 
minute information regarding vehicle performance before they purchase a 
vehicle. This is particularly significant in that the vehicle performance 
information received by the customers is not provided by the dealerships 
trying to sell vehicles, but by a non-biased, independent source. 
The collected data may also, of course, be acessed directly by the 
consumers 47 without having to involve other entities, such as vehicle 
dealerships. In this way, consumers may be able to sit at home at their 
computers and determine whether it is prudent, for example, to take a 
certain highway based on traffic conditions, or purchase a certain vehicle 
based on vehicle performance, or even to determine the location of their 
spouse's vehicle at a particular moment. 
Insurance companies 44 would also benefit from receiving the collected data 
in that they would receive information not normally reported to insurance 
companies by drivers. Such information may include, for example, running 
red lights, running stop signs, vehicle self repairs, speeding, daily 
miles driven, and even whether the driver has insurance. 
In addition, the DMV 45 would also benefit by saving time, money, and 
effort by requiring that only vehicles which need to be inspected are 
inspected. For example, if the collected data relating to the brakes and 
the exhaust of the vehicle is within the DMV guidelines, then the DMV may 
not need to inspect the vehicle. 
Furthermore, those vehicles that need to be serviced or were involved in an 
accident may be called in for an inspection by the DMV prior to the 
scheduled date for such an inspection by the DMV. This is particularly 
helpful in that it would reduce, for example, the number of hazardous 
vehicles, vehicle breakdowns, wrecks on the road. 
These entities may receive either real-time data or delayed data. In some 
instances, it may be necessary to have some data transmitted on a 
real-time basis. In such a situation, the Highway Information System would 
operate in the following manner. The data would be transmitted from the 
VDS 1 contained within a vehicle 101 to the networked sensors 114-117. The 
received data would then be sent to the processor 111. Thereafter, the 
processor 111 would be configured so that the data would be automatically 
transmitted, using the transceiver 110, to the proper external entities. 
This situation is particularly applicable in cases where an emergency 
signal must be transmitted from the VDS 1, for example, to the police or 
hospital 46. 
In addition, external entities, such as hospitals 46, law enforcement 42, 
to name a couple, may want access to the collected data. Accordingly, the 
external entities may access the module data storage units 112 using 
transceiver 110, cluster data storage unit 113 using transceiver 119, or a 
central data storage unit (not shown). The entity requesting the collected 
data would decide whether to receive the collected data from module data 
storage unit 112, cluster data storage unit 113, or a central data storage 
unit based on the scope of the data requested. In particular, if an entity 
would like data relating to traffic congestion, accidents, environmental 
conditions such as fog and fire, or the like on a specific part of a road, 
for example, the entity would access the module data storage units 112. If 
the entity would like similar data relating to certain part of a highway 
with multiple modules, for example, the entity would access the cluster 
data storage units 113. Further, if the entity needed similar information 
relating to a certain state highway with several clusters, the entity may 
access a central data storage unit. 
The information relating to traffic congestion, highway conditions, and 
highway/traffic reports of that nature may be transmitted directly to news 
broadcasters 48 such as radio stations and television stations so that it 
can, accordingly, be broadcasted on the news. Of course, the information 
can also be stored onto a central data storage unit so that media services 
such as the above-mentioned radio stations and television stations can 
access the same. 
Also, vehicle manufacturers, vehicle repair shops, or the like, may want 
information such as frequency of vehicle repairs, vehicle malfunctions, 
driver complaints, and/or driver comments. This type of information, for 
example, may be retrieved from the vehicle systems 15, may be entered by 
the driver using a keyboard 5D, or both. Thereafter, the information may 
either be stored onto a central data storage unit to be accessed by or 
sent directly to the third-party entities as mentioned above. 
Moreover, the data may be collected by a data collection entity 300 that 
could in turn sell any or all data collected to one or more of the 
entities described above. 
Thus, while there have been shown and described and pointed out fundamental 
novel features of the invention as applied to preferred embodiments 
thereof, it will be understood that various omissions and substitutions 
and changes in the form and details of the disclosed invention may be made 
by those skilled in the art without departing from the spirit of the 
invention. It is the intention, therefore, to be limited only as indicated 
by the scope of the claims appended hereto.