Patent Abstract:
A system and method for alerting responsible personnel to perform a post-trip inspection check for passengers remaining on a bus at the end of a trip by issuing audible and/or visual alerts when the bus is parked and the motor shut off at the end of the trip. The ignition switch ( 47 ) must be placed in ACCESSORY position and a park brake applied for the system to be rendered capable of being disarmed by operation of a disarming device ( 45 S) at the rear of the bus. Operation of the disarming device is indicated by a correct sequence of operating conditions of the device, namely first non-actuated, then actuated, and then non-actuated. The system includes a SNOOZE state that allows the ignition switch to be temporarily turned off during a trip and the alert to be stopped by pressing a snooze switch.

Full Description:
FIELD OF THE INVENTION  
       [0001]     This invention relates to motor vehicles that are capable of transporting a large number of people at one time, school busses being prime examples. More particularly, the invention relates to the electrical systems of such vehicles that are equipped with post-trip inspection alert systems for alerting responsible persons, such as school bus drivers, to walk to the rear of their busses at the end of each trip during which pupils have been transported to make sure that none remain inside, and continuing the alert for some interval of time so long as a device at the rear of a bus fails to be manually operated after the end of a pupil-carrying trip so to alert not only the bus driver but also anyone else in the immediate vicinity that a responsible person has not walked to the rear of the vehicle to check for pupils left on board.  
       BACKGROUND OF THE INVENTION  
       [0002]     Certain motor vehicles that transport people in substantial numbers at one time, such as school busses, are required by law and/or regulation to comply with certain requirements related to the well-being of the people they transport, school pupils in the case of school busses. A typical school bus has a front entrance/exit door at a side of the vehicle opposite the driver&#39;s seat, and a center aisle running from front to rear with a row of seats along each side of the aisle.  
         [0003]     As a school bus is preparing to stop to pick up or drop off pupils at various locations along a route, it gives certain signals to other vehicles in the immediate vicinity as an indication that it is coming to a stop for a pick-up. The driver may operate one or more switches to begin flashing certain exterior lamps and/or deploy stop signs at the sides of the bus, or such signals may be issued automatically in one way or another based on conditions indicating that the bus is about to stop for a pick-up or drop-off.  
         [0004]     Once the bus has been brought to a complete stop, the front entrance/exit door is opened to allow pupils to board or exit the bus. After the pupils have entered and seated themselves, or alternatively exited, the door is closed. After that, the flashing lamps are extinguished, the deployed stop signs are retracted, and the bus proceeds to the next stop.  
         [0005]     Upon the last pupil or pupils having been dropped off, the bus typically proceeds to its final destination which may be on school premises or in a parking yard for school busses not necessarily on the premises of any school.  
         [0006]     A number of incidents have been publicly documented where one or more pupils have been left inside a bus after the bus has been parked and the driver has left. These are situations that obviously should not have occurred, but for whatever reason or reasons, actually did.  
         [0007]     In efforts to minimize the risk that such incidents might occur in the future, it has been proposed to equip the electrical systems of school buses with systems for alerting responsible persons, chiefly the bus driver, to walk to the rear of the bus at the end of each trip during which pupils have been transported to make sure that none remain inside. Such systems typically rely on the manual actuation of a device near the rear of the bus as an indication that a responsible person has in fact walked to the rear of the bus.  
         [0008]     Upon the bus being parked at the end of a trip, a typical system will give an alarm of some sort to alert the driver and possibly other individuals in the immediately vicinity of the need to check the bus for any remaining pupils. If the device at the rear of the bus continues not to be manually actuated within some interval of time after the bus has been parked and the motor shut off, the alarm will continue. In some systems, the driver is given the option of delaying the alarm for a limited time after the expiration of which the failure to have actuated the device at the rear of the bus will cause the alarm to be given.  
         [0009]     U.S. Pat. Nos. 5,128,651, 5,874,891, 6,107,915, and 6,259,358 B1 and US Patent Application Publication No. 2003/0030550 A1 describe various systems that require manual actuation of a device at the rear of a bus as an indicator that a responsible person has walked to the rear to check for any persons remaining on the bus after they should have de-boarded. They disclose various conditions for arming and disarming the systems, various conditions for triggering alarms, and various conditions for allowing alarms to be turned off.  
         [0010]     In some systems like that of U.S. Pat. No. 5,128,651, operation of the vehicle&#39;s ignition switch to OFF position is effective to give an alarm. U.S. Pat. No. 5,128,651 allows for the ignition switch to be turned from OFF to ON to silence an alarm without having to manually operate a device at the rear of the bus, but when the ignition switch is again turned to OFF, the alarm will be given and can be shut off only by manual actuation of the device at the rear of the bus.  
         [0011]     The system of U.S. Pat. Nos. 5,874,891 allows the driver to deactivate the alarm system with the engine still running (ignition switch in ON) by walking to the rear of the bus and then manually actuating the device at the rear. While that is alleged to be a convenience to the driver, U.S. Pat. No. 5,128,651 seems to consider that possibility undesirable because it would allow any pupil, either on the pupil&#39;s own initiative or on instruction from the driver, to deactivate the system by manually operating the device at the rear while the driver remains driving the bus.  
       SUMMARY OF THE INVENTION  
       [0012]     The present invention relates to a system and method for alerting responsible personnel to perform a post-trip inspection check for passengers remaining on the bus at the end of a trip. The invention requires that the ignition switch be in the ACCESSORY position in order for the system, once armed, to be rendered capable of being disarmed by actuation of a disarming device at the rear of the bus. Because a key-operated ignition switch can be operated only by a key, the invention minimizes the risk that the disarming device at the rear can disarm the system in the absence of a responsible person like the bus driver being present.  
         [0013]     A preferred embodiment of the invention enables the disarming device to disarm the system when the ignition switch is in ACCESSORY position, and that is considered especially desirable because it enables disarming after the bus has been parked and the motor turned off, but still requires presence of a responsible person who has the ignition key, like the bus driver.  
         [0014]     Accordingly, one general aspect of the invention relates to a bus comprising a motor that propels the bus and that is turned on and off by an ignition switch that is selectively operable to at least OFF, IGNITION, and ACCESSORY positions and a bus body comprising an interior and an exterior.  
         [0015]     A driver&#39;s seat is at one side of the interior at a front of the body, and an entrance/exit door is at the other side opposite the driver&#39;s seat for allowing passengers to board and exit when open.  
         [0016]     An aisle runs rearward from the front, and passenger seats are adjacent the aisle.  
         [0017]     An electrical system of the bus comprises: signaling devices on the exterior of the bus body that, when activated, signal that the bus is stopping to allow passengers to enter or exit; one or more alert devices for giving alerts within and immediately surrounding the bus; and an electrical system controller (ESC) that processes data from various sources to provide output data for performing certain functions incidental to operation of the bus via various virtual controllers in the ESC.  
         [0018]     One virtual controller controls the alert devices by processing data indicating status of the entrance/exit door, data indicating status of the signaling devices, data indicating status of the ignition switch, and data indicating status of a disarming device disposed proximate a rearmost passenger seat.  
         [0019]     The one virtual controller: is set from an UNARMED state to an ARMED state upon processing data disclosing concurrence of the ignition switch being in IGNITION position, the door being open, and the signaling devices being active; is set from the ARMED state to a TRIGGERED state upon processing data disclosing concurrence of the ignition switch being in OFF position and the signaling devices not being active; is set from the TRIGGERED state to a SNOOZE state upon processing data disclosing concurrence of the ignition switch being in the ACCESSORY or IGNITION position and a snooze switch being pressed; and is rendered capable of being reset from TRIGGERED and SNOOZE states to the UNARMED state upon processing data disclosing concurrence of operation of the disarming device and of the ignition switch being in the ACCESSORY position.  
         [0020]     A more specific aspect is that the one virtual controller, is rendered capable of being reset from TRIGGERED and SNOOZE states to the UNARMED state upon processing data disclosing concurrence of operation of the disarming device and of the ignition switch being in ACCESSORY position, and is actually reset to the UNARMED state when the processing of data discloses concurrence of operation of the disarming device, of the ignition switch being in ACCESSORY position, and of a park brake of the bus being applied.  
         [0021]     Another general aspect of the invention relates to a method for alerting responsible personnel to perform a post-trip inspection check for passengers remaining on the bus at the end of a trip.  
         [0022]     Still another aspect relates to how operation of the disarming device is indicated to the one virtual controller. Specifically, operation is indicated by a correct operational sequence of non-actuated, then actuated, and then non-actuated.  
         [0023]     Still another aspect relates to a snooze feature that allows the driver to silence an alert that is given during a trip due to the motor being temporarily shut off before the trip is resumed. Silencing the alert in this way does not defeat the system because if the bus does not resume the trip within a predetermined amount of time, the system reverts to TRIGGERED state. Resuming the trip before reversion to TRIGGERED state prevents expiration of a snooze timer would otherwise resets the system to TRIGGERED state upon expiring.  
         [0024]     The foregoing, along with further aspects, features, and advantages of the invention, will be seen in the following disclosure of a presently preferred embodiment of the invention depicting the best mode contemplated at this time for carrying out the invention. The disclosure includes drawings, briefly described as follows. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0025]      FIG. 1  is a general schematic diagram of portions of a school bus electrical system relevant to principles of the present invention.  
         [0026]      FIG. 1A  is a top plan view of the layout of a typical school bus.  
         [0027]      FIG. 2  is a general schematic diagram of the inventive post-trip inspection alert system including a virtual controller that receives input data, processes data, and issues output data.  
         [0028]      FIG. 3  is a diagram showing various operational states for the inventive post-trip inspection alert system.  
         [0029]      FIG. 4  is a general software strategy diagram for use in describing an implementation of an algorithm in the virtual controller for selectively placing the inventive post-trip inspection alert system in the various operational states.  
         [0030]      FIG. 5  is a more detailed software strategy diagram that that describes a DISABLED state of the algorithm and an UNARMED state of the algorithm.  
         [0031]      FIG. 6  is a more detailed software strategy diagram that describes an ARMED state of the algorithm.  
         [0032]      FIGS. 7A and 7B  together are a more detailed software strategy diagram that describes a TRIGGERED state of the algorithm.  
         [0033]      FIGS. 8A and 8B  together are a more detailed software strategy diagram that describes a SNOOZE state of the algorithm. 
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0034]      FIG. 1A  shows a school bus  10  comprising a body  12  mounted on a chassis that comprises a motor  14  for propelling the bus. On its interior, body  12  has a driver&#39;s seat  16  at the left front and an entrance/exit door  18  (shown open) at the right front opposite seat  16 . A steering wheel  20  and instrument cluster  22  are in front of seat  16 .  
         [0035]     Bus  10  comprises an electrical system  23  that may comprise separate body and chassis system controllers that can communicate with each other, or alternatively a single system controller. For purposes of the present disclosure, bus  10  is considered to have a body electrical system controller (ESC)  24  (see  FIG. 1 ) that exercises control over certain equipment of body  12  that includes a city horn  26 , headlamps  28 ,  30 , a cluster alarm  32 , pupil warning lamps  34 ,  36 , and deployable stop signs  38 ,  40  (shown deployed).  
         [0036]      FIG. 1A  further shows body  12  to have a center aisle  42  running rearward from the front of the body and rows of passenger seats  44  adjacent either side of aisle  42 . Body  12  also comprises a rear emergency exit door  45  at the rear end of aisle  42 .  
         [0037]      FIG. 1  shows various inputs to ESC  24  that include a disarm input  46 , an ignition switch  47 , a park brake input  48 , a pupil warning input  50 , a door open input  52 , and a snooze input  53 .  
         [0038]     General principles of the invention can be understood by considering  FIGS. 2 and 3  in light of the following description.  
         [0039]     The programming of ESC  24  with an algorithm according to the present invention creates a unique virtual controller  54  shown in  FIG. 2 .  
         [0040]     Various input data processed by a processor of ESC  24  during iterations of the algorithm may be considered as inputs to virtual controller  54 . The various input data shown in  FIG. 2  are designated: 
        BUS_Post_Trip_Insp_Switch,     Accessory_Signal,     Ignition_Signal,     BUS_PTI_Snooze_Switch     Park_Brake_Signal,     BUS_Door-Open_Cmd,     BUS_PWL_Active_Flag,     BUS_LT_RED_PWL_Req, and     BUS_RT_RED_PWL_Req.        
 
         [0050]     Various output data that result from processing performed by the processor during iterations of that algorithm may be considered as outputs of virtual controller  54 . The various output data shown in  FIG. 2  are designated: 
        Low_Beam_Override_Req,     Elec_City_Horn_Req_Sem,     EGC_Alarm_AlwaysBeep-Req, and     EGC_Alarm_ 1  ShortBeep-Req.        
 
         [0055]     Ignition switch  47  functions to turn motor  14  on and off and is disposed in or near cluster  22 . A key is required to operate ignition switch  47  selectively to ACCESSORY, OFF, IGNITION, and CRANK positions. The IGNITION position may sometimes be referred to as ON position. The key is typically inserted into the switch when the switch is in OFF position. Turning the inserted key counterclockwise from OFF position places the switch in ACCESSORY position. Turning the inserted key clockwise from OFF position places the switch first in IGNITION, or ON, position. Turning the key still farther clockwise against a return spring places the switch in CRANK position for cranking motor  14  at starting. Typically the key can be physically removed from the switch only in OFF position.  
         [0056]     The data input Ignition_Signal and Accessory_Signal are derived from ignition switch  47 . Ignition_Signal, when true, indicates to virtual controller  54  that ignition switch  47  is in either IGNITION or CRANK position. The data input Accessory_Signal, when true, indicates to virtual controller  54  that ignition switch  47  is in either ACCESSORY or IGNITION position.  
         [0057]     When ignition switch  47  is in either OFF or ACCESSORY position, motor  14  is off. When ignition switch  47  is in IGNITION position, the motor  14  is either running after having been cranked and started, or is enabled to run if cranked. When ignition switch  47  is in IGNITION position, both Ignition_Signal and Accessory_Signal are true, but when ignition switch  47  is in ACCESSORY position, only Accessory_Signal is true. When ignition switch  47  is in OFF position, neither Ignition_Signal nor Accessory_Signal is true. By processing both Ignition_Signal and Accessory_Signal, virtual controller  54  can distinguish each of the three positions, ACCESSORY, OFF, and IGNITION.  
         [0058]     BUS_Post_Trip_Insp_Switch is an element of the disarm input  46 . When a disarming device at the rear of the bus, such as an existing switch  45 S associated with a lever that can be selectively positioned to bar and unbar rear door  45 , or alternatively a devoted switch near the rear door, operates from a non-actuated state to an actuated state, BUS_Post_Trip_Insp_Switch operates from false to true. Depending on the specific switch, the switch may be a normally open switch that is closed when actuated, or a normally closed switch that is open when actuated. The switch is typically spring-biased. Again depending on the particular switch, actuation may occur by depressing the switch actuator against the spring-bias or by releasing the switch actuator to allow the spring-bias to operate the switch from non-actuated to actuated. BUS_Post_Trip_Insp_Switch corresponds to disarm input  46 .  
         [0059]     Park_Brake_Signal is derived from a source named Park_Brake_Ind  48  and is true when a park brake of the bus is being applied. The park brake is typically applied after the bus has been parked at the end of a trip. Park_Brake_Signal and Park_Brake_Ind correspond to park brake input  48 .  
         [0060]     BUS_Door Open_Cmd is derived from a source BUS_Door_Control  52  and is true when the bus driver is requesting that door  18  be open. This is one of alternate ways to signal door opening. Another way would be by using a door switch at the door to signal door open and door closed. BUS_Door_Control and BUS_Door_Open Cmd correspond to Door Open Input  50 .  
         [0061]     BUS_PWL_Active_Flag is derived from a source designated BUS_PWL_Flash_Processor. It is true when the a pupil warning is being given. In the particular embodiment shown in  FIG. 1A , pupil warning is given by the flashing of lights  34 ,  36  and the deployment of stop signs  38 ,  40 .  
         [0062]     BUS_LT_RED_PWL_Req and BUS_RT_RED_PWL_Req are derived from a source designated Bus_Pupil_Warning_Lght_Handler and are true when the driver is requesting pupil warning either by actuation of a devoted switch or by some other action.  
         [0063]     In case certain lamps used for signaling pupil warning may flash at times other than for pupil warning, the processing of BUS_PWL_Active_Flag assures that flashing of the lights is due to pupil warning and not some other function. Collectively, BUS_LT_RED_PWL_Req, BUS_RT_RED_PWL_Req, and BUS_PWL_Active_Flag correspond to pupil warning input  50 .  
         [0064]     BUS_PTI_Snooze_Switch is derived from a snooze push-button switch  57  located in or near cluster  22  and corresponds to snooze input  53  in  FIG. 1 . BUS_PTI_Snooze_Switch is true when switch  57  is being actuated, i.e. switch actuator being pressed.  
         [0065]     Low_Beam_Override_Req is effective through a headlights handler  59 , and when true, is requesting headlamps  28 ,  30  to operate at low beams.  
         [0066]     Elec_City_Horn_Req_Sem is effective through a horn handler  61 , and when true, requests horn  26  to sound.  
         [0067]     EGC_Alarm_AlwaysBeep_Req is effective through an alarm handler  63 , and when true, requests cluster alarm  32  to continually sound, i.e. continually beep.  
         [0068]     EGC_Alarm_ 1 ShortBeep_Req is effective through handler  63 , and when true, requests cluster alarm  32  to sound once for a short time and then stop, i.e. beep once.  
         [0069]      FIG. 3  shows a succession of operational states of the inventive post-trip inspection alert system beginning with a DISABLED state  100  followed in succession by an UNARMED state  102 , an ARMED state  104 , and a TRIGGERED state  106 . When snooze switch  57  is actuated while the system is in the TRIGGERED state, the system switches to a SNOOZE state  108 .  
         [0070]     The system transitions from one state to another depending on the status of various input signals to virtual controller  54 . Virtual controller  54  is created by an algorithm that is programmed in the processor of ESC  24 , hence the adjective “virtual”. Once the algorithm is first enabled, such as when the ignition switch is turned to a position other than OFF, the algorithm begins its first iteration at a start point  110  with the presumption that the system is in DISABLED state  100 . If the status of the park brake is good, the system state advances to the UNARMED state  102 . Presuming that the bus will be embarking on a passenger-transporting trip, the system will remain in UNARMED state  102  until such time as virtual controller  54  detects that passengers are being transported. Transportation of passengers is indicated to virtual controller  54  by concurrence of a pupil warning provided by pupil warning input  50  and opening of entrance/exit door  18  provided by door open input  52 , whereupon the system state advances from UNARMED state  102  to ARMED state  104 .  
         [0071]     The system remains in ARMED state  104  until such time as motor  14  is turned off and any pupil warning has ceased. Typically that will occur at the end of a passenger trip after all passengers have de-boarded. At that time the system is set from ARMED state  104  to TRIGGERED state  106  by virtual controller  54  processing data disclosing concurrence of motor  14  being turned off provided by ignition switch  47  and the pupil warning devices not being active.  
         [0072]     Upon entering TRIGGERED state  106 , virtual controller  54  starts a timing function and also issues a low-level alert intended to remind the bus driver to check the bus for any pupils who for whatever reason may still be in the bus. The low-level alert comprises cluster alarm  32  beeping continually and headlamps  28  and  30  flashing low beams. The timing function allows the bus driver an appropriate amount of time, approximately one minute for example, to walk along aisle  42  to the rear of the bus and actuate switch  45 S.  
         [0073]     Upon processing data disclosing that switch  45 S has not been actuated within the allotted one minute time after the onset of TRIGGERED state  106 , virtual controller  54  then causes one or more alert devices to give a high-level alert. A high-level alert is more prominent than the low-level alert and is intended to cover a larger area, not only inside the bus, but in the immediate vicinity surrounding the bus, to alert others who may be present in the vicinity besides the driver that the bus has not been checked to assure that all pupils are off the bus. The high-level alert comprises not only continued flashing of the headlamps, but further includes honking horn  26 . For example, a high-level alert may be given for up to ten minutes more after the one-minute low-level alert.  
         [0074]     The system is capable of being placed in SNOOZE state  108  from TRIGGERED state  106  upon virtual controller  54  processing data disclosing concurrence of actuation of snooze switch  57  and of ignition switch  47  being in either ACCESSORY or IGNITION position.  
         [0075]     The system is capable of being reset from both TRIGGERED state  106  and SNOOZE state  108  to UNARMED state  102  upon virtual controller  54  processing data disclosing concurrence of actuation of disarming switch  45 S and of ignition switch  47  being in ACCESSORY position. However, according to the disclosed preferred embodiment of the invention, actual resetting to UNARMED state  102  is also conditioned on the park brake also being set. By requiring that ignition switch  47  be in ACCESSORY position, it is assured that motor  14  has not been re-started after having been shut off, and that a key is present in the ignition switch. Consequently, the system cannot be disarmed by merely actuating the disarming device, i.e. switch  45 S. The ignition switch must also be turned to ACCESSORY position at the time that the disarming device is actuated, and in the disclosed embodiment the still further condition that the park brake be set must also be satisfied.  
         [0076]     If the system remains in TRIGGERED state  106  for a certain amount of time without the disarming device being operated, the timing function, which continues after time allotted to the TRIGGERED state (i.e. one minute low-level alert, ten minutes high-level alert), will eventually shut off the alert devices that are giving the high-level alert so as not to drain the bus batteries.  
         [0077]     In case the parking brake is indicated as possibly faulty, by a “bad status” for example, the system is placed in DISABLED state  100 . A ‘bad status’ input to virtual controller  54  is depicted as a fault in the park brake module. The fault can range from a sensor input error to a brake system failure.  
         [0078]      FIG. 4  depicts steps of the algorithm that creates virtual controller  54 .  
         [0079]     Various parameters are instrumental in execution of the algorithm. Parameters already mentioned include: BUS_Post Trip_Insp_Switch, Accessory_Signal, Ignition_Signal, BUS_PTI_Snooze_Switch, Park_Brake_Signal, BUS_Door Open_Cmd, BUS_PWL_Active_Flag, BUS_LT_Red_PWL_Req, and BUS_RT_Red_PWL_Req. Further parameters include: BUS_PTI_Ignition_Off_Delay Timer, BUS_Post Trip_Alarm_Timer, BUS_Post_Trip_Alert_Timer, and BUS_PTI_Snooze_Timer which provide respective timing functions that will be eventually explained. BUS_Post_Trip_Lag_Flag, BUS_Post_Trip-Timer_Flag, BUS_Post_Trip_Button_Pushed_Flag, and BUS_Post_Trip_Alert_Flag are respective flags that can be set and reset. The purposes of the various flags will also be eventually explained. Bus_Post_Trip_Alarm_State indicates one of the possible system states: DISABLED, UNARMED, ARMED, TRIGGERED, and SNOOZE.  
         [0080]     The algorithm repeatedly iterates at an appropriate frequency which may be constant or variable depending on processing priorities. After its start  500 , the algorithm executes a first step  501  that determines the park brake status. If the status is “bad”, meaning consistently bad for the past five seconds for example, the system will not operate except to remain in DISABLED state  100  as indicated at step  502 . The Post Trip Alarm, Post Trip Alert, and PTI Snooze timing functions are stopped, and the Bus Post Trip Lag Flag is reset. Thereupon execution of the algorithm stops (step  503 ) until the next iteration is requested.  
         [0081]     Whenever a subsequent execution of the algorithm discloses that park brake status is not “bad”, a step  504  determines the state of the system, which is still DISABLED state  100  as indicated by Bus_Post_Trip_Alarm_State. Consequently, the algorithm executes according to steps shown  FIG. 5 .  
         [0082]      FIG. 5  shows that during a step  505 , BUS_Post_Trip_Alarm_State is set to UNARMED state  102 , and EGC_Alarm_ 1 ShortBeep_Req is set true causing cluster alarm  32  to give one short beep that is intended to inform the driver that the system is now UNARMED.  
         [0083]     A subsequent step  506  checks the status of ignition switch  47 . If Accessory_Signal and Ignition_Signal are both false, ignition switch  47  is indicated in OFF position, resulting in a step  507  that sets Send_Flag_ 61207 . The purpose of Send_Flag_ 61207  will be eventually explained. Thereafter the algorithm continues in UNARMED state  102  to a step  508 .  
         [0084]     When step  506  discloses that ignition switch  47  is not in OFF position, the system remains in UNARMED state  102  and the algorithm continues directly with step  508 , the difference being that step  507  is omitted so that Send_Flag_ 61207  is not set.  
         [0085]     Step  508  stops two timing functions BUS_Post_Trip_Alarm_Timer, and BUS_Post_Trip_Alert_Timer (meaning the timing functions stop counting down), and resets the BUS_Post_Trip_Lag_Flag.  
         [0086]     A step  509  determines the status of door  18  and the pupil warning signal and causes the system to remain in UNARMED state  102  as long as door  18  is not open at the same time as a pupil warning is being given, and as long as a pupil warning is not being given at the same time that the door is open. If the door is not open and the pupil warning is not being given, then that iteration of the algorithm stops.  
         [0087]     When the algorithm next iterates, it repeats steps  501  and  504 , but after step  504  executes a step  511  to determine if the system is in UNARMED state  102 . As long as UNARMED state  102  continues, steps  508  and  509  follow step  511  and the algorithm then stops until the next iteration.  
         [0088]     Whenever step  509  determines that door  18  is open while pupil warning is being given, a step  510  is performed setting BUS_Post_Trip_Alarm_State to ARMED state  104 . When the algorithm next iterates, step  511  will be followed by a further step  512 . With the system now in ARMED state  104 , the sequence of steps shown in  FIG. 6  is performed.  
         [0089]     A first step  513  in  FIG. 6  determines the status of ignition switch  47  to ascertain if it is still in IGNITION position or if it has been operated out of IGNITION position. As long as ignition switch  47  is still in IGNITION position, a subsequent step  514  determines if BUS_PTI_Ignition_Off_Delay_Timer has expired, meaning having timed out. As long as that timer has not expired, BUS_Post_Trip_Lag_Flag is reset (step  515 ). A step  516  then determines if the Ignition_Signal is “back on”, meaning simply is the switch in IGNITION position.  
         [0090]     If ignition switch  47  is in IGNITION position, a step  517  stops BUS_PTI_Ignition_Off_Delay_Timer. A subsequent step  518  determines if BUS_Post_Trip_Lag_Flag is set and not new (meaning not newly set during this iteration of the algorithm) and if the pupil warning is not being given. If either the flag is not set or pupil warning is being given, the algorithm stops to await the next iteration. Should both the flag be set and not new and pupil warning not be also given, a step  519  sets BUS_Post_Trip_Alarm_State to TRIGGERED, starts BUS_Post_Trip_Alarm_Timer, resets BUS_Post_Trip_Timer_Flag, and resets BUS_Post_Trip_Button_Pushed_Flag, after which this iteration of the algorithm stops.  
         [0091]     Had step  513  disclosed that the Ignition_Signal was off and new, the algorithm would have performed a step  520  before the algorithm advanced to step  514 . Step  520  comprises starting BUS_PTI_Ignition_Off_Delay_Timer. The delay is defined by a parameter BUS_PTI_Ignition_Off_Delay_Const, and in the embodiment shown the length of the delay is 0.5 second.  
         [0092]     Had step  514  disclosed that the BUS_PTI_Ignition_Off_Delay_Timer had expired, it would have set BUS_Post_Trip_Lag_Flag at a step  521  before the algorithm advanced to step  516 .  
         [0093]     The purpose of BUS_PTI_Ignition_Off_Delay_Timer can now be explained. As the algorithm executes, some of the data that it processes each time that it executes is obtained from “snapshots”. In electrical and electronic systems, data taken by one snapshot may not be the true data for any one or more of various reasons, such as electrical noise, a momentary random event such as an interrupt, etc. In the case of ignition switch  47 , the act of turning the switch from IGNITION position to OFF or ACCESSORY position will result in Ignition_Signal changing from true (i.e., on) to false (i.e., off). In order to assure that the switch has in fact been operated from IGNITION, the BUS_PTI_Ignition_Off Delay_Timer is started by step  520  when step  513  first discloses that Ignition_Signal has changed from true to false. BUS_PTI_lgnition_Off_Delay_Const is a programmable parameter that sets the amount of time to be timed, 0.5 seconds as mentioned.  
         [0094]     The algorithm runs sufficiently fast that the first execution of step  514  after the timer has started will disclose that the time has not expired. This results in step  515  resetting BUS_Post_Trip_Lag_Flag. As long as Ignition_Signal remains false while BUS_PTI_Ignition_Off_Delay_Timer is timing the 0.5 second delay, step  513  will by-pass step  520  and proceed directly to step  514 . If Ignition_Signal has remained false for the 0.5 second delay, the next time that step  514  is performed, that step will be followed by step  521  that then sets BUS_Post_Trip_Lag_Flag. Should a momentary event cause Ignition_Signal to indicate true as BUS_PTI_Ignition_Off_Delay_Timer is timing, then step  517  will stop the timer from counting down to prevent it from expiring. The setting of BUS_Post_Trip_Lag_Flag is used as the indicator that ignition switch  47  is not in IGNITION position. One of the conditions of step  518  however is that BUS_Post_Trip_Lag_Flag be set, but not newly set, meaning not newly set during the current iteration. Hence at the first setting of BUS_Post_Trip_Lag_Flag, step  519  will not be performed after step  518 , and the algorithm will iterate beginning at start  500 . As long as Ignition_Signal has remained false, the next time that step  518  occurs, BUS_Post_Trip_Lag_Flag will still be set and not newly set. If BUS_LT_Red_PWL_Req and BUS_LT_Red_PWL_Req are also both false, step  519  will follow. Otherwise the algorithm will continue to iterate until they are.  
         [0095]     BUS_Post_Trip_Lag_Flag serves to cause at least one additional iteration after the first determination that the ignition switch has actually been turned to OFF or ACCESSORY position. The purpose of the additional iteration is to assure that the latest pupil warning light request data, which is processed later in the loop, is taken into account.  
         [0096]     When execution of the steps of  FIG. 6  results in the system state being set to TRIGGERED state  106 , step  519  is followed by the next iteration of the algorithm beginning at start  500 , and assuming that step  501  continues to disclose park brake status as good, proceeding through steps  504 ,  511 , and  512  after which a step  522  is performed. Step  522  will disclose that the system has been set to TRIGGERED state  106 , and that results in the algorithm proceeding to perform the sequence of steps shown in  FIGS. 7A and 7B .  
         [0097]     An initial step  523  resets BUS_Post_Trip_Lag_Flag to ensure an additional iteration. A following step  524  checks the status of BUS_Post_Trip_Timer_Flag and BUS_Post_Trip_Alarm_Timer. If either BUS_Post_Trip_Timer_Flag is not false or BUS_Post_Trip_Alarm_Timer has not expired, a step  525  is performed next. However, if both BUS_Post_Trip_Timer_Flag is false and BUS_Post_Trip_Alarm_Timer has expired, a step  524 A is performed before step  525 . Step  524 A starts BUS_Post_Trip_Alarm_Timer and sets BUS_Post_Trip_Timer_Flag.  
         [0098]     Step  525  determines the status of both ignition switch  47  and the park brake switch. If both the ignition switch is in ACCESSORY position and the park brake is being applied, the algorithm determines the status of the disarming switch  45 S at the rear of the bus via a sequence of steps  526 ,  527 , and  528 . If either the ignition switch is not in ACCESSORY position or the park brake is not being applied, the algorithm sets the value of BUS_Post_Trip_Button_Pushed_Flag to 0. After either step  528  or step  529 , the algorithm performs a step  530 .  
         [0099]     The status of disarming switch  45 S is indicated by BUS_Post_Trip_Button_Pushed_Flag that can have any one of four unique values, 0, 1, 2, or 3.  
         [0100]     BUS_Post_Trip_Button_Pushed_Flag is assigned the value 0 by the algorithm before the algorithm reaches step  525 . Step  526  checks the switch status to assure that BUS_Post_Trip_Button_Pushed_Flag has been reset to 0 and to assure that the disarming switch is not being actuated , i.e. is off, i.e. false. This corresponds to the rear door lever being in position barring the rear door from opening.  
         [0101]     When step  526  confirms that BUS_Post_Trip_Button_Pushed_Flag has been set to 0 and that disarming switch  45 S is off, step  531  sets BUS_Post_Trip_Button_Pushed_Flag to the value 1.  
         [0102]     So long as disarming switch  45 S remains non-actuated, i.e. off, during ensuing iterations of the algorithm, the value of BUS_Post_Trip_Button_Pushed_Flag remains  1 , and the algorithm will proceed through steps  527  and  528  without changing that value.  
         [0103]     Whenever actuation of the disarming switch is first detected, step  527  will be followed by a step  532  before step  528  is performed. Step  532  advances the value of BUS_Post_Trip_Button Pushed Flag to 2, after which the algorithm proceeds to step  528 . If actuation of the disarming switch has ceased by the time step  528  executes, that step will cause a step  533  to be performed before step  530 . Step  533  advances the value of BUS_Post_Trip_Button_Pushed_Flag to 3.  
         [0104]     The purpose of the sequence of requiring BUS_Post_Trip_Button_Pushed to advance through values 0 through 3 in succession is to provide the maximum assurance that the disarming switch has actually been actuated and returned to its pre-actuation condition. The sequence checks the detailed sequence of switch conditions that occur when the switch is initially non-actuated, then actuated, and returned to non-actuated.  
         [0105]     Step  530  checks the status of the BUS_Post_Trip_Alarm_Timer, the Post_Trip_Timer Flag, and the BUS_Post_Trip_Button_Pushed_Flag.  
         [0106]     If disarming switch  45 S has not been actuated and released within the time allotted by the alarm timer, the algorithm will proceed to a first entry point A in the sequence of steps shown in  FIG. 7B . On the other hand, if the disarming switch has been actuated and returned to non-actuated condition within the time allotted by the alarm timer, the algorithm will proceed to a step  534  still in  FIG. 7A  that sets BUS_Post_Trip_Alarm_State to UNARMED and causes the cluster alarm  32  to give one short beep to announce UNARMED state  104 .  
         [0107]     After step  534 , the algorithm proceeds to a second entry point B in  FIG. 7B . That second entry point is at a step  535  that checks the status of ignition switch  47  and snooze switch  57 . The current iteration of the algorithm will stop unless the ignition switch is in ACCESSORY or IGNITION position and the snooze switch has been pressed, in which case a step  536  would be performed before the current iteration stops. With the driver presumably at the rear of the bus when the disarming switch is operated, he or she cannot be pressing the snooze switch, in which case step  536  does not occur and the system remains in UNARMED state  104 .  
         [0108]     When the algorithm next iterates, steps  501 ,  504 , and  511  will be performed after which step  508  resets BUS_Post_Trip_Lag_Flag and stops BUS_Post_Trip_Alarm_Timer and BUS_Post_Trip_Alert_Timer. Since the driver will not be giving the pupil warning, step  509  will no longer be able to arm the system although the driver can open the door to allow himself or herself to exit after having turned ignition switch  47  off and removed the key.  
         [0109]     Should step  530  disclose that the BUS_Post_Trip_Button_Pushed_Flag value is not 3, then the algorithm proceeds to performs steps shown in  FIG. 7B  beginning with a step  537  that determines enablement of Bus_Post_Trip_Alert_Timer. If Bus_Post_Trip_Alert_Timer is not enabled, then a step  538  starts it and also sets BUS_Post_Trip_Alert_Flag.  
         [0110]     When successive iterations of the algorithm ahead of step  537  reach step  537  for the first time, the steps immediately following step  537  will cause the low-level alarm to be given. That low level alarm will continue for one minute unless the disarming switch at the rear of the bus is operated in accordance with the sequence described earlier within that one minute time interval. After steps  537  and  538 , a step  539  determines if Bus_Post_Trip_Alert_Timer has expired, and if it is determined that it has not expired, a step  540  determines if BUS_Post_Trip_Timer_Flag is true. If that flag is not true, a step  543  sets EGC_Alarm_AlwaysBeep_Reg, causing cluster alarm  32  to continually sound as the algorithm continually iterates. A next step  544  determines the ignition switch status.  
         [0111]     If ignition switch  47  is in OFF position, both Acccessory_Signal and Ignition_Signal will be false, and a step  546  will set Send_Flag_ 61207  before a step  545  is performed. If ignition switch  47  is in either ACCESSORY position or IGNITION position, then step  546  is omitted, and step  545  determines if BUS_Post_Trip_Alert_Flag is true. If BUS_Post_Trip_Alert_Flag is true, a step  547  issues Low_Beam_Override_Req=100 before step  535  is performed. If BUS_Post_Trip_Alert_Flag is false, step  547  is omitted. (The =100 qualifier following Low_Beam_Override_Req means that when the low beams are on, they are on at 100% intensity.)  
         [0112]     The purpose of BUS_Post_Trip_Alert_Flag is to provide a toggle for timing the low beams of headlamps  28 ,  30  and city horn  26  on and off. The toggle occurs by BUS_Post_Trip_Alert_Flag being repeatedly set for 0.5 second and then reset for 0.5 second. BUS_Post_Trip_Alert_Timer times the 0.5 second time intervals.  
         [0113]     Should step  540  disclose that BUS_Post_Trip_Timer_Flag is true, a step  542  determines if BUS_Post_Trip_Alert_Flag is true. If BUS_Post_Trip_Alert_Flat is not true, the algorithm proceeds to step  535 . If it is true, a step  548  issues Elec_City_Horn_Req_Sem and Low_Beam_Override_Req=100. The _SEM qualifier following Elec_City_Horn_Req means that the horn request is conveyed via semaphore.  
         [0114]     BUS_Post_Trip_Alert_Timer was first started by step  519  when the system state changed from ARMED state  104  to TRIGGERED state  106 . As long as that BUS_Post_Trip_Alert_Timer has not expired and BUS_Post_Trip_Button_Pushed_Flag does not have the value  3 , step  530  will be followed by step  537 . Collectively, steps  538 ,  539 ,  540 ,  541 , and  542  will toggle the BUS_Post Trip_Alert Flag. The toggling is monitored by step  545  to turn the headlamp low beams on at 100% intensity for 0.5 second and then off for 0.5 second via step  547 . For the first minute of TRIGGERED state  106  step  543  will set EGC_Alarm_AlwaysBeep_Req by continually setting EGC_Alarm_AlwaysBeep_Req at each iteration of the algorithm. Cluster alarm  32  will therefore continually sound until either the request is discontinued or cluster  22  is placed in a sleep mode that discontinues operation of devices in the cluster like cluster alarm  32 .  
         [0115]     Because certain conditions may place the cluster in sleep mode before the inventive algorithm has concluded, setting Send_Flag_ 61207  serves to override the effect of those conditions and keep the cluster awake until the algorithm concludes.  
         [0116]     Consequently during the first minute of TRIGGERED state  106 , cluster alarm  32  will continually sound and the headlamp low beams will flash. That is the low_level warning.  
         [0117]     After the first minute has elapsed without the system being disarmed, the high-level warning is given. The first time that step  524  is performed after the first minute in TRIGGERED state  106  has elapsed, it will determine that BUS_Post_Trip_Alarm_Timer has expired. Since BUS_Post_Trip_Timer_Flat is also false, step  524  will be followed by step  524 A that restarts BUS_Post_Trip_Alarm_Timer and sets BUS_Post_Trip_Timer_Flag to true.  
         [0118]     With BUS_Post_Trip_Timer_Flag now true, step  540  will be followed by step  542 . With steps  537 ,  538 ,  539 , and  541  still toggling BUS_Post_Trip_Alert_flag, step  542  in conjunction with step  548  will now not only continue to flash the headlamp low beams, but also to turn horn  26  on and off with the flashing of the headlamps. Since step  543  is no longer setting EGC_Alarm_AlwaysBeep_Req at each iteration of the algorithm, cluster alarm  32  does not sound during high-level alert.  
         [0119]     If the system has not been disarmed within the additional ten minutes during which the high-level alert is being given, the first time that step  530  is performed after the expiration of the additional ten minutes, it will return the system to UNARMED state  102 , discontinuing the alert in order to conserve battery power.  
         [0120]     With the system in TRIGGERED state  106 , actuation of snooze switch  57  places the system in SNOOZE state  108 , setting BUS_Post_Trip_Alarm_State to SNOOZE. The purpose of SNOOZE state  108  is to allow the driver to interrupt TRIGGERED state  106  for a limited amount of time. When the algorithm reaches step  535  for the first time after snooze switch  57  has been actuated, i.e. set to true, the immediately following step  536  sets EGC_Alarm_ 1 ShortBeep_Req to true, causing cluster alarm  32  to sound briefly to announce SNOOZE state  108 . A BUS_PTI_Snooze_Minute_Counter is set to BUS_PTI_Snooze_Minutes_Param. BUS_PTI_Snooze_Timer is also started. BUS_PTI_Snooze_Timer counts sixty second, i.e. one minute, time intervals.  
         [0121]     At the next iteration of the algorithm, steps  501 ,  504 ,  511 , and  522  will be performed. With step  522  now disclosing that the system is no longer in TRIGGERED state  106 , a step  550  is next executed resulting in the sequence of steps shown in  FIGS. 8A and 8B . A first step  551  in  FIG. 8A  stops, but does not reset, BUS_Post_Trip_Alarm_Timer and BUS_Post Trip_Alert_Timer. A following step  552  determines the status of ignition switch  47 .  
         [0122]     If ignition switch  47  in step  552  is in a position other than ACCESSORY position, then a step  553  sets BUS_Post Trip_Button Pushed_Flag to 0. If the ignition switch is in ACCESSORY position and the park brake is being applied, then the status of disarming switch  45 S is determined by steps  554 ,  555 ,  556  which will be recognized as a sequence identical to sequence  526 ,  527 ,  528  in  FIG. 7A . Depending on the determination of each step  554 ,  555 ,  556 , the value of BUS_Post_Trip_Button_Pushed_Flag may be advanced. Hence, the status of the disarming switch will have been determined at the time that a step  560  occurs.  
         [0123]     Step  560  determines whether the disarming switch has been depressed and released. If it has, then a step  561  sets BUS_Post_Trip_Alarm_State to UNARMED, sets EGC_Alarm_ 1 ShortBeep_Req to true, causing cluster alarm  32  to sound briefly to announce UNARMED state  102 , and stops BUS_PTI_Snooze_Timer. This allows the disarming switch to return the system to UNARMED state  102  from SNOOZE state  108 . Thereupon the algorithm performs a step  562 . When step  560  determines that the disarming switch has not been depressed and released, step  561  is omitted and  562  is performed immediately after step  560 .  
         [0124]     Step  562  determines if the BUS_PTI_Snooze_Timer has expired and if the BUS_PTI_Snooze_Minutes_Counter is greater than zero. Although some positive number of minutes (determined by BUS_PTI_Snooze_Minutes_Param) is set in BUS_PTI_Snooze_Minutes_Counter at the first performance of step  536  ( FIG. 7B ), the first performance of step  562  will indicate that snooze time has not yet expired because the first sixty seconds of snooze time are just starting, and therefore the algorithm will execute steps in  FIG. 8B .  
         [0125]     When step  562  determines that BUS_PTI_Snooze_Timer has expired and that the BUS_PTI_Snooze_Minutes_Counter is greater than zero, then steps  563  and  564  are performed before steps in  FIG. 8B  are executed. Step  563  decrements BUS_PTI_Snooze_Minutes_Counter by one, thereby subtracting one minute from the number of minutes remaining. Step  564  determines if BUS_PTI_Snooze_Minutes_Counter is greater than zero. If it is, then a step  565  starts BUS_PTI_Snooze_Timer to count down another 60 seconds. If it is not, then step  565  is omitted.  
         [0126]     A first step  566  in  FIG. 8B  determines if the bus is moving at a speed greater than some minimum, 3 kilometers per hour in this embodiment, and less than some maximum. Step  566  also determines if the source of the speed data is good. If that status is good and speed is in the range between the minimum and maximum, then a step  567  sets BUS_PTI_Snooze_Minutes_Counter to BUS_PTI_Snooze_Minutes_Param and also starts BUS_PTI_Snooze_Timer. Then a step  568  is performed.  
         [0127]     When step  567  determines either that status is not good or speed is not within the range, then step  568  is performed immediately after step  566  with step  567  being omitted.  
         [0128]     Step  568  determines the status of ignition switch  47 . If either Ignition_Signal or Accessory_Signal is newly off, then a step  569  starts BUS_PTI_Ignition_Off_Delay_Timer with the same 0.5 second BUS_PTI_Ignition_Off_Delay_Const. If that is not the case, then step  569  is omitted.  
         [0129]     A step  570  determines if BUS_PTI_lgnition_Off_Delay_Timer has expired, meaning having timed out. As long as that timer has not expired, BUS_Post_Trip_Lag_Flag is reset (step  57   1 ). A step  573  then determines if the Ignition_Signal or Accessory_Signal is “back on”, meaning simply is the switch in IGNITION position or ACCESORY position. When step  570  determines that BUS_PTI_Ignition_Off_Delay_Timer has expired, a step  572  sets BUS_Post_Trip_Lag_Flag before step  573  is performed.  
         [0130]     When step  573  determines that the Ignition_Signal or Accessory_Signal is “back on”, a step  574  stops BUS_PTI_Ignition_Off_Delay_Timer before a step  575  is performed. If that is not the case, then step  575  is performed immediately after step  573  with step  574  being omitted.  
         [0131]     By comparison of the sequence of steps  568 ,  569 ,  570 ,  571 ,  572 ,  573 , and  574  with the sequence steps  513 ,  520 ,  514 ,  515 ,  521 ,  516 , and  517 , the description of the former sequence given earlier leads one to understand that the purpose of the latter sequence is to assure that the ignition switch is actually in either ACCESSORY position or IGNITION position.  
         [0132]     Step  575  determines either if BUS_PTI_Snooze_Timer has expired, the count of BUS_PTI_Snooze_Minutes_Counter is zero, and bus speed is below the minimum 3 kilometers per hour or if ignition switch  47  is in OFF position and there is no pupil warning input  50 . If either is true, then a step  576  returns the system to TRIGGERED state  106 , starts BUS_Post_Trip_Alarm_Timer, resets BUS_Post_Trip_Timer_Flag, resets BUS_Post Trip_Button Pushed_Flag and stops BUS_PTI_Snooze_Timer.  
         [0133]     If both are not true, the algorithm stops to await the next iteration.  
         [0134]     The ability to place the alert system in SNOOZE state  108  by turning ignition switch  47  to either ACCESSORY or IGNITION position and then pressing snooze switch  57  provides a certain maximum amount of time, 20 minutes for example as set by BUS_PTL_Snooze_Minutes_Param, for the driver to temporarily switch the system out of the TRIGGERED state before either the system is disarmed or the alert is resumed. SNOOZE state  108  temporarily discontinues the alert that is being given, either high-level or low-level.  
         [0135]     There may be situations during a trip where the alert should not be given because the driver shuts off motor  14  temporarily before the trip is completed. (Keep in mind that shutting off the motor with the system in ARMED state  104  changes the system state to TRIGGERED state  106  setting off the alert.) If conditions that caused the system state to change to SNOOZE state  108  remain unchanged for the allotted snooze time, i.e. 20 minutes, the system automatically reverts to TRIGGERED state  106  to prevent the system from being defeated. In the usual course of a trip before all pupils are either picked up or dropped off, motor  14  will be typically be restarted and the bus will again be driven within the allotted snooze time. Operation of the bus at or above 3 km/hr continually resets the BUS_PTI_Snooze_Minutes_Counter to 20 minutes and keeps the system in SNOOZE state  108 . The system state will change from SNOOZE state  108  to TRIGGERED state  106  when ignition switch  47  is again turned off at the end of the trip.  
         [0136]     Whenever the algorithm proceeds through steps  501 ,  504 ,  511 ,  512 , and  522  to step  550 , and step  550  discloses that BUS_Post Trip_State is not in SNOOZE state  108 , a step  580  that is identical to step  502  occurs placing the system in DISABLED state  100 .  
         [0137]     While a presently preferred embodiment of the invention has been illustrated and described, it should be appreciated that principles of the invention are applicable to all embodiments that fall within the scope of the following claims.

Technology Classification (CPC): 1