Abstract:
Systems and methods for the automatic detection of yard move status for drivers of commercial motor vehicles (CMV). One method includes defining a geo-fenced region for a yard and determining a location of the vehicle in relation to the geo-fenced region. The location is used, along with other vehicle and driver parameters, to automatically detect a start of the yard move status and an end of the yard move status using a processor.

Description:
BACKGROUND 
     Embodiments of the invention relate to systems and methods for the automatic detection of yard move status for drivers of commercial motor vehicles. 
     Operators of commercial motor vehicles (“CMV&#39;s”) are required to meet certain specific performance standards and regulations for operating such vehicles. For example, some operators of the CMV&#39;s are required to meet hours-of-service regulations. 
     The current U.S. Department of Transportation proposal requires a driver to select on an Electronic Logging Device (ELD) the applicable special driving category before the start of the status and deselect when the indicated status ends. One of the special driving category statuses is the yard move status. 
     SUMMARY 
     One embodiment of the invention provides a method of detecting a yard move status for a driver of a commercial motor vehicle. The method includes defining a geo-fenced region for a yard and determining a location of the vehicle using a positioning system and the geo-fenced region. The method also includes automatically detecting a start of the yard move status and an end of the yard move status using a processor. 
     Another embodiment of the invention provides a system configured to detect a yard move status for a driver of a commercial motor vehicle. The system includes a base unit installed in the vehicle, at least one processor, and at least one physical computer storage medium. The at least one physical computer storage medium includes stored executable instructions that, when executed by the at least one processor, cause the at least one processor to perform operations to detect the yard move status. The operations include defining a geo-fenced region for a yard and determining, using a positioning system and the geo-fenced region, a location of the vehicle. The operations also include automatically detecting a start of a yard move status and an end of a yard move status using a processor. 
     Another method includes at least one physical computer storage medium including stored instructions. The stored instructions, when executed, detect yard move status for a driver of a commercial motor vehicle. The at least one physical storage medium includes instructions which, when executed by a processor, perform operations which include determining a location of the vehicle using a positioning system and a geo-fenced region. The operations also include automatically detecting a start of a yard move status, and automatically detecting an end of a yard move status. 
     In each of the embodiments, distributed processing divides certain tasks between a base unit and a portable device. The base unit defines boundaries and detects when the vehicle crosses those boundaries. The portable device prompts the driver to identify the start of a yard move status. The portable device also automatically ends a yard move status. There are numerous benefits to this distributive processing including a reduced load, increased speed, and a better response time. 
     Other aspects of the invention will become apparent by consideration of the detailed description and accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic illustration of a system structured in accordance with an embodiment of the invention. 
         FIG. 2  illustrates a base unit of the system in  FIG. 1  in a block diagram format. 
         FIG. 3  is the location of a vehicle relative to a geo-fenced region. 
         FIG. 4  is a flow diagram to determine yard move status for the beginning of a trip when a driver changes, a vehicle ignition is initiated, or a manual request for a yard move is sent. 
         FIG. 5  is a flow diagram to prompt the driver if a yard move status has not been entered. 
         FIG. 6  is a flow diagram to determine if a vehicle and driver remain in a yard move status. 
     
    
    
     DETAILED DESCRIPTION 
     Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being carried out in various ways. 
     In one particular embodiment, the invention provides a system for logging performance of a driver operating a vehicle having a vehicle information system from which at least one vehicle operating parameter may be obtained in a performance monitoring process. The vehicle operating parameters collected through the vehicle information system and information such as operator identity from a portable device are wirelessly communicated to a remote host through a network such as the Internet. 
       FIG. 1  shows a performance monitoring system  100  for use with a commercial motor vehicle (“CMV”)  104 . Although the CMV  104  illustrated is a tractor configured to tow a trailer (not shown), the performance monitoring system  100  can also be implemented in other types of CMV&#39;s such as construction vehicles and agricultural equipment. The CMV  104  includes an engine  108  that drives the CMV  104 , and is controlled by an electronic control unit (“ECU”)  112  that determines operating information or parameters from the engine  108 , and other parts of the CMV  104 . Operating parameters monitored by the ECU  112  include speed, hours of service, operating status, ignition switch status, trip distance, total vehicle distance, and the like. 
     The performance monitoring system  100  also includes an electronic on-board recorder (“EOBR”) base unit  116  that communicates with the ECU  112  through an information bus  118  conforming to standards such as SAE J1939 and SAE J1708 network buses. The base unit  116  has a plurality of functions including, but not limited to, time keeping and data logging. In one implementation, the base unit  116  records and stores CMV information or data from the ECU  112  that is necessary to comply with U.S. Department of Transportation regulations such as those mentioned above. The performance monitoring system  100  also includes a portable device such as a mobile phone  120   a , a tablet  120   b , a laptop computer  120   c , or the like, that communicates with the base unit  116 . The portable device may be an Android, Apple iOS, Microsoft Windows or similar based device. In one embodiment, the portable device includes an application for logging purposes. The application processes and stores data from the base unit  116  retrieved from the information bus  118 . The application allows for manual entries made by the driver. The application also generates Hours of Service (HOS) compliance data, vehicle performance data, and driver performance data. This data included driving time and driving distance. The base unit  116  communicates with the portable device through a cable or wireless link  122   a ,  122   b ,  122   c . The link  122   a ,  122   b ,  122   c  may be a serial cable, such as a USB cable. Other exemplary links include a wireless personal-area-network such as Bluetooth, Wi-Fi, Near Field Communication, and the like. The portable device generally supports multiple platforms such as smart phones  120   a , tablets  120   b , and computers such as laptops  120   c.    
     The performance monitoring system  100  includes a remote server  123  running a remote application that wirelessly communicates with the portable device via a network such as the Internet, detailed hereinafter. An application on the portable device may send data to the remote server  123  for viewing, reporting, and analyzing. A global position satellite (“GPS”) system or other positioning system  128  also communicates with the ECU  112  and/or the base unit  116  so that information from the GPS system  128  (such as time and location) is available to the CMV  104 . In some embodiments, at least a portion of the information stored in the base unit  116  or information communicated to and from the base unit  116  is encrypted. 
     Processing is distributed or shared between the base unit  116  and the portable device. The base unit  116  stores geo-fenced boundaries for the home terminal location, herein referred to as “the work reporting location.” The base unit  116  uses coordinates from the GPS system  128  and determines if those coordinates are within the geo-fenced region. The base unit generates an event which identifies whether a point is within the geo-fenced region. 
     The portable device process prompts the driver to identify the start of a yard move status. The portable device also automatically ends a yard move status when it determines that a vehicle is no longer within the geo-fenced boundary. In another embodiment when the end of a yard move status is detected, the portable device prompts the driver to declare the end of a yard move status. 
     In another embodiment, the portable device maintains all logic including the geo-fenced data. The base unit  116  is only responsible for reporting the vehicle location and odometer at preset intervals in real-time. 
       FIG. 2  shows the base unit  116  in a block diagram format. The base unit is a low-power, custom designed telematics device that incorporates a processor  202 . In another embodiment, the base unit  116  is a telematics device which gathers vehicle data from the on-board diagnostic (OBD) connector and includes a GPS receiver. 
     As shown, the base unit  116  includes a processor (such as a microprocessor, controller or application-specific-integrated-circuit (“ASIC”)  202 . The processor  202  preferably includes a custom programmed STM32ARM Cortex M3 microcontroller with 768 Kbytes of program flash memory and 96 Kbytes of static RAM memory, running a free license Real Time Operating System such as FreeRTOS. The processor includes a watchdog  204 , temperature sensor  206 , and real-time clock (RTC)  208 , which provides a real-time clock function to allow software to accurately determine a time with a predetermined resolution. In some embodiments, the RTC  208  is required to remain operational while the CMV  104  ( FIG. 1 ) does not provide power to the base unit  116 . 
     The processor  202  is coupled to a storage medium  210 . The storage medium  210  is physical, non-transient storage device. The storage medium  210  is preferably a non-volatile megabyte flash memory device  32 , but could also be any type of non-volatile flash memory including a NAND or NOR interface or a serial or parallel interface. In addition, the storage medium  210  may be a combination of RAM, ROM, EEPROM, CD-ROM, magnetic disk storage, other magnetic storage devices, or any other medium that could be used to store computer executable instructions or data structures. 
     The processor  202  is coupled to an accelerometer  212 . The base unit  116  also includes a USB micro AB connector  214  to transmit and receive data through a USB connector of an external portable device. The received data is filtered and protected with a USB protection and filtering module  216  before going to the processor  202 . The processor  202  is coupled to a Bluetooth button  218 . Additionally, the processor  202  displays the status of the base unit  116  with a plurality of status light-emitting-diodes  220  that are red (R), yellow (Y), blue (B), and green (G). 
     To communicate with the portable device, the base unit  116  includes a Bluetooth Module  222  configured to be connected to the processor. To receive a GPS signal from the GPS system  128  ( FIG. 1 ), the base unit  116  includes a GPS receiver module configured to be connected to the processor. 
     The processor  202  is coupled to a vehicle communication module (VCM)  226 . The VCM  226  preferably incorporates a custom programmed STM32ARM Cortex M3 microcontroller with 64 Kbytes of programmed flash memory and 20 KB of static RAM memory. This VCM  226  is coupled to a CMV  228  interface connector that connects to the CMV power bus  230 . Bus  230  provides communication between the ECU  112  ( FIG. 1 ) and the SAE J1708/SAE J1850 network bus  118   a , the SAE J1939/CAN network bus  118   b , and the ISO/KWP bus  118   b . KWP is a Keyword Protocol promulgated by the International Organization for Standardization. 
     In the embodiment shown, the base unit  116  receives its power from the CMV  104  through the CMV interface connector  228  and a CMV power bus  230 . The power is regulated and surge-protected with a Battery Voltage (BATV) protection and filtering system  238 , and a power supply circuit  240  that is preferably a 5.0 V switch mode power supply. This power supply and voltage protection and filtering system  238  are coupled to the processor  202 , where the signals are converted with the Analog-to-Digital Converter (ADC)  242 . The power supply  240  is also connected to USB type A connector  244  and a linear regulator  246 . Preferably, the linear regulator is a 3.3V low-dropout (LDO) linear regulator. 
       FIG. 3  shows the yard move status of a vehicle  300  based on its location relative to a geo-fenced region  305 . The geo-fenced region  305  is the normal work reporting location. It may coincide with a physical fence, or the geo-fenced region  305  may be a portion of the area within a physical fence. In order to detect a yard move status for the driver of a CMV, the physical computer storage medium includes instructions that, when executed by at least one processor  202  ( FIG. 2 ) determine whether the vehicle  300  has started or whether a driver has changed, i.e. whether the CMV has a different driver from the previous driver. The start of a vehicle  300  may be detected by a sensor interconnected with the vehicle ignition system or using another method. The driver change may be detected through a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus that includes an application programmable to be associated with the driver. 
     Once the start of the vehicle or the driver change has been detected, the location of the vehicle is determined using a GPS system  128  ( FIG. 1 ) and the geo-fenced region  305 . The physical computer storage medium includes instructions that are executed using a processor  202  ( FIG. 2 ) to determine if a vehicle is located within the geo-fenced region  305 . If the vehicle is not initially located within the geo-fenced region  305  after the vehicle start or driver change, then the processor  202  ( FIG. 2 ) automatically detects that the vehicle is not making a yard move. The process to automate identifying a yard move status is terminated. 
     If the vehicle  300  is in the geo-fenced region  305  when there is a vehicle start or driver change then the processor detects if the vehicle  300  is moving. The base unit  116  ( FIG. 1 ) monitors the vehicle speed reported over one or more of the vehicle&#39;s on-board diagnostics (OBD) busses and/or by monitoring the odometer of vehicle  300  as reported over the OBD bus or busses. If the vehicle  300  does not report the odometer over the OBD bus, then the base unit  116  ( FIG. 1 ) creates an artificial odometer by integrating periodic vehicle speed readings from the OBD bus. The artificial or integrated odometer can be used to monitor the vehicle&#39;s relative movement (i.e. distance traveled since ignition). If the vehicle  300  is moving, then the vehicle movement is monitored until it stops or the vehicle  300  leaves the geo-fenced region  305 . 
     In another embodiment, the GPS receiver module  224  ( FIG. 2 ) reports both vehicle speed and location. The GPS coordinates are used to determine a vehicle speed that can be integrated to create an artificial odometer. Alternatively, successive GPS derived location (i.e. latitude and longitude) can be subtracted to calculate the distance traveled in increments which produces another form of artificial odometer. If the base unit includes an accelerometer, then periodic accelerometer readings can be integrated to derive vehicle speed, and therefore, determine whether the vehicle is moving. If the vehicle  300  is moving, then the vehicle movement is monitored until it stops or the vehicle  300  leaves the geo-fenced region  305 . 
     If the vehicle  300  is not moving inside the geo-fenced region  305 , then the processor  202  ( FIG. 2 ) determines if the driver is identified. Additionally, if a yard move was requested manually, then the processor  202  ( FIG. 2 ) determines if the driver is identified. A yard move request can be manually set by the driver using an application on a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus. The driver is automatically identified when the driver logs onto an application on a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus before the start of a trip. If the driver is not identified, then the driver did not log in and vehicle location and movement are monitored until the vehicle leaves the geo-fenced region, or the driver logs in. If the driver is identified, the processor  202  ( FIG. 2 ) determines if the driver has set a yard move status and prompts the driver to set one if it was not set. This prompt comes from a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ) or similar apparatus. If the driver does not set the yard move status, then the process to automate identifying a yard move status is terminated. 
     If the driver sets a yard move status, the location of the vehicle  300  is monitored to check that the vehicle is still located in the geo-fenced region  305 . If the vehicle is outside the geo-fenced region  305  then the yard move status is terminated because the vehicle  300  is no longer moving within the yard. If the vehicle  300  is in the geo-fenced region  305 , then the processor  202  ( FIG. 2 ) checks to see if the driver is still logged in. If the driver is not logged in, then the yard move status is terminated. If the driver is logged in, then a check is run to see if the driver is still in yard move status. If the driver is not in yard move status, then the yard move is terminated. If the driver is still in yard move status, then the processor  202  ( FIG. 2 ) continues to check if the vehicle  300  is in the geo-fenced region  305 , and if the driver is still logged in. The driver remains in a yard move status, until the vehicle  300  leaves the geo-fenced region  305 , the driver logs out of the application, or the driver changes the yard move status. 
       FIG. 4  is a flow diagram to determine yard move status for the beginning of a trip when a driver changes, a vehicle starts, or a manual request for a yard move is sent. This process is distributed between the base unit and the portable device to reduce the load, increase speed, and obtain a better response time. In order to detect a yard move status for the driver of a CMV, the physical computer storage medium includes instructions that, when executed by at least one processor  202  ( FIG. 2 ) determine whether the vehicle  300  ( FIG. 3 ) has started  405  or whether a driver has changed  400 , i.e. whether the CMV has a different driver from the previous driver. The start of a vehicle  405  may be detected by a sensor interconnected with the vehicle ignition system or using another method. The driver change  400  may be detected through a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus that includes an application programmable to be associated with the driver. 
     Once the start of the vehicle  405  or the driver change  400  has been detected, the location of the vehicle is determined at step  410  using a GPS system  128  ( FIG. 1 ) and the geo-fenced region  305  ( FIG. 3 ). The physical computer storage medium includes instructions that are executed by a processor  202  ( FIG. 2 ) to determine if a vehicle is located within the geo-fenced region  305  ( FIG. 3 ). If the vehicle is not initially located within the geo-fenced region  305  ( FIG. 3 ) after the vehicle start  405  or driver change  400 , then the processor  202  ( FIG. 2 ) automatically detects that the vehicle is not making a yard move. The process to automate identifying a yard move status is terminated at step  415 . 
     If the vehicle  300  is in the geo-fenced region  305  when there is a vehicle start  405  or driver change  400 , then the processor  202  ( FIG. 2 ) detects if the vehicle  300  ( FIG. 3 ) is moving at step  420 . The base unit  116  ( FIG. 1 ) monitors the vehicle speed reported over one or more of the vehicle&#39;s on-board diagnostics (OBD) busses and/or by monitoring the odometer of vehicle  300  as reported over the OBD bus or busses. If the vehicle  300  ( FIG. 3 ) does not report the odometer over the OBD bus, then the base unit  116  ( FIG. 1 ) creates an artificial or integrated odometer by integrating periodic vehicle speed readings from the OBD bus. The artificial odometer can be used to monitor the vehicle&#39;s  300  ( FIG. 3 ) relative movement (i.e. distance traveled since ignition). If the vehicle  300  ( FIG. 3 ) is moving then the vehicle movement is monitored until it stops or the vehicle  300  ( FIG. 3 ) leaves the geo-fenced region  305  ( FIG. 3 ). 
     In another embodiment, the GPS receiver module  224  ( FIG. 2 ) reports both vehicle speed and location. The GPS coordinates can be used to determine a vehicle speed that can be integrated to create an artificial odometer. Alternatively, successive GPS derived location (i.e. latitude and longitude) can be subtracted to calculate the distance traveled in increments which produces another form of an artificial odometer. If the base unit includes an accelerometer, then periodic accelerometer readings can be integrated to derive vehicle speed, and therefore, determine whether the vehicle is moving. If the vehicle  300  ( FIG. 3 ) is moving then the vehicle movement is monitored until it stops or the vehicle  300  ( FIG. 3 ) leaves the geo-fenced region  305  ( FIG. 3 ). 
     If the vehicle  300  ( FIG. 3 ) is not moving inside the geo-fenced region  305  ( FIG. 3 ) then the processor  202  ( FIG. 2 ) determines if the driver is identified at step  430 . Additionally, if a yard move was requested manually at step  425 , then the processor  202  ( FIG. 2 ) determines if the driver is identified at step  430 . A yard move request can be manually set by the driver using an application on a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus. The driver is automatically identified when the driver logs onto an application on a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus before the start of a trip. If the driver is not identified, then the driver did not log in, and vehicle location and movement are monitored at steps  410  and  420  until the vehicle leaves the geo-fenced region, or the driver logs in. If the driver is identified, the processor  202  ( FIG. 2 ) determines if the driver has set a yard move status at step  500  of  FIG. 5 . 
       FIG. 5  is a flow diagram to prompt the driver if a yard move status has not been entered. If the driver is identified as determined in  FIG. 5 , then the processor  202  ( FIG. 2 ) determines if the driver has set a yard move status at step  500 . If a yard move status was not set, then the driver is prompted to set the yard move status at step  510 . This prompt comes from a mobile device  120   a  ( FIG. 1 ), tablet  120   b  ( FIG. 1 ), computer  120   c  ( FIG. 1 ), or similar apparatus. If the driver does not set the yard move status as determined at step  515 , then the process to automate the identification of a yard move status is terminated at step  520 . If the driver sets a yard move status as determined at step  515 , the location of the vehicle  300  ( FIG. 3 ) is monitored at step  600  in  FIG. 6 . 
       FIG. 6  is a flow diagram to determine if a vehicle and driver remain in a yard move status. This processing is distributed between the base unit and the portable device to reduce the load, increase speed, and obtain a better response time. If the driver sets a yard move status as determined at step  515  of  FIG. 5 , the location of the vehicle  300  ( FIG. 3 ) is monitored at step  600  to determine if the vehicle is still located in the geo-fenced region  305  ( FIG. 3 ). If the vehicle is outside the geo-fenced region  305  ( FIG. 3 ) then the yard move status is terminated at step  605  because the vehicle  300  ( FIG. 3 ) is no longer moving within the yard, and the routine ends at step  610 . If the vehicle  300  ( FIG. 3 ) is in the geo-fenced region  305  ( FIG. 3 ) as determined at step  600 , then the processor  202  ( FIG. 2 ) determines if the driver is still logged in at step  615 . If the driver is not logged in, then the yard move status is terminated at step  605 , and the routine ends at step  610 . If the driver is logged in, then the processor  202  ( FIG. 2 ) determines if the driver is still in yard move status at step  620 . If the driver is not in yard move status, then the yard move is terminated at step  605 , and the routine ends at step  610 . If the driver is still in yard move status then the processor  202  ( FIG. 2 ) continues to check if the vehicle  300  is in the geo-fenced region  305 , and whether the driver is still logged in. The driver remains in a yard move status until the vehicle  300  ( FIG. 3 ) leaves the geo-fenced region  305  ( FIG. 3 ) at step  600 , the driver logs out of the application at step  615 , or the driver changes the yard move status at step  620 . 
     Various features and aspects of embodiments of the invention are set forth in the following claims.