Abstract
A risk management system for vehicles comprising the steps of:placing a vehicle control system for a vehicle in communication with a control station remote from the vehicle through a wireless communication network including a receiver on board the vehicle;assessing risk information for a user of the vehicle using risk information held in an information system remote from the vehicle; anddetermining risk status for the user of the vehicle, wherein signals sent in either direction, through the wireless communication network, between the remote control station and the vehicle control system are processed to control the operation of the vehicle by the vehicle control system in response to the determined risk status of the user of the vehicle. A vehicle control system for use in implementation of the risk management system is also disclosed.
Information
| Application ID | 452/CHE/2009 |
| Invention Field | ELECTRICAL |
| Date of Application | 2009-03-02 |
| Publication Number | 05/2012 |
Applicants
| Name | Address | Country | Nationality |
|---|---|---|---|
| BAJAJ AUTO LIMITED | LOCAL BUSINESS ADDRESS:- NEW NO.6, OLD NO. 157, II FLOOR, HABIBULLAH ROAD, T.NAGAR, CHENNAI-600 017 | India | India |
| FLASH ELECTRONICS (INDIA) PRIVATE LIMITED | B-11/3 MOHAN CO-OPERATIVE INDUSTRIAL ESTATE NEW DELHI-110044 | India | India |
Inventors
| Name | Address | Country | Nationality |
|---|---|---|---|
| PRADEEP SHRIVASTAVA | BAJAJ AUTO LIMITED AKURDI, PUNE-411035, | India | India |
| PAULI KATHURIA | FLASH ELECTRONICS (INDIA) PRIVATE LIMITED. B-11/3 MOHAN CO-OPERATIVE INDUSTRIAL ESTATE NEW DELHI-110044 | India | India |
Specification
This invention relates to risk management and control systems for vehicles.
A widespread problem for law enforcement agencies is automobile theft. Automobile theft comprises a substantial portion of crime statistics to the extent that the public have been required to adopt measures to minimise the risk of theft of their vehicles. Such measures may include physical restraints as well as electronic immobilizers which operate when a car thief enters the vehicle. Various electronic immobilizers are known in the art and these may involve cutting off power supply to vehicle components, such as ignition systems, or preventing fuel supply when the car is in a parked condition. Key to all of these measures is response to a situation, of unauthorised use, sensed at the vehicle itself. Once such condition is sensed, tracking and immobilisation measures may be put into effect.
For example, European Patent 1878628 is directed to a vehicle anti-theft system and a method for determining the position of a vehicle. In this system, whenever there Is a message that a vehicle is stolen, this indication is transmitted to the vehicle and hence to a server, the engine can be cut off or supply of fuel to the engine can be stopped.
This system has a small camera installed in the vehicle which can take the passenger's photograph and the photograph can be sent to the server through a wireless network. At present, various engine control systems are being provided for security purposes or for tracking of vehicles. Global positioning systems (GPS) are widely used in GPS-equipped fleet vehicles, public transportation systems, delivery trucks, and carrier services which have receivers to monitor their locations at all times for the purpose of efficiency and driver safety at any point of time.
Other systems of this kind are described in patent literature.
Theft, however, is not the only issue surrounding vehicles. A large proportion of vehicles may be purchased subject to various financial arrangements, involving payment by installment, including credit arrangements and insurance arrangements. Credit arrangements, such as hire purchase agreements and other loan structures, make purchase of a vehicle easier. However, there is a risk of default on payment of amounts due under such agreements. The only security offered often being the vehicle itself. Similarly, with insurance arrangements, some may be made compulsory by government authorities as part of vehicle registration procedures. There is a risk that vehicle owners will default on the payments due under such
compulsory vehicle insurance policies which puts themselves and the public at risk of injury which cannot be properly compensated for through the insurance system. An analogous problem may also arise in the case of insurance payments that are required as part of a hire purchase or other loan arrangement. The vehicle owner may choose not to pay insurance premiums putting the finance provider at risk of uncompensable loss or damage to the vehicle. In extreme cases, the defaulter may abscond with the vehicle. Such contingencies reduce the value of the vehicle as security or collateral and ultimately result in less access of the public to finance arrangements to purchase a vehicle. This Is a socially undesirable situation.
In addition to the financial status of the authorised user of the vehicle, there may be other status information that may be relevant to the security interest of a finance provider or insurer. For example, if an authorised user of the vehicle has committed a traffic offence, such as drink driving or other offence that suggests a risk to the security of the finance provider or insurer, there is also a security issue.
It is the object of the present invention to provide a risk management system that provides greater security for finance providers and insurers of vehicles. Implementation of the risk management system involves a vehicle control system and it is a further object of the invention to provide a vehicle control system in the form of an engine control system.
With the first object In view, the present invention provides a risk management system for vehicles comprising the steps of:
placing a vehicle control system for a vehicle in communication with a control station remote from the vehicle through a wireless communication network including a receiver on board the vehicle;
assessing risk information for a user of a vehicle using risk information held in an information system remote from the vehicle; and
determining risk status for the user of the vehicle; wherein signal(s) sent in either direction, through the wireless communication network, between the remote control station and the vehicle control system are processed to control operation of the vehicle by a control unit of the vehicle control system in response to the determined risk status of the user of the vehicle.
The risk information is primarily financial risk information as described in this specification. Financial risks may include risks arising from requirement(s) related to finance provision, such as loan provision, or insurance provision. Risk information may be for an authorised user being a user with a finance or insurance contract concerning the vehicle but the system can be configured to comprehend any user including an unauthorised user. A number of users may be accommodated by the system allowing risk management by reference to risk information for a number of users of the vehicle if necessary.
The wireless communication network is advantageously a cellular network which may involve use of a GSM infrastructure or network, as described in ETSI standards the contents of which are hereby incorporated herein by reference. Other communication systems and protocols, such as W-CDMA and CDMA infrastructure, may be used. Preferably, however, a GSM based receiver system may be installed, on the risk manager's instruction, on board the vehicle. This receiver may communicate through SMS using a GSM network system, such as a mobile network system; through GPRS; or through a GPS enabled GSM network though inclusion of GPS is not essential. The receiver also enables vehicle tracking facilitating vehicle recovery operations where this is found necessary. GSM infrastructure provides a degree of security and resistance to tampering as described below.
The vehicle control system is any means for controlling operation of the vehicle in accordance with the risk management system and, typically, includes a vehicle control unit - most advantageously an electronic control unit (ECU) - which may be programmed, with a software customised control architecture to process the signal(s) sent in either direction, through the wireless communication network, between the remote control station and the vehicle control system.
To this end, the invention provides, in a further aspect, a vehicle control system comprising a vehicle control unit for controlling operation of a vehicle wherein the vehicle control unit is in communication with a control station, remote from the vehicle, through a wireless communication network having a receiver on board the vehicle and processes signal(s) sent in either direction, through the wireless communication network, between the remote control station and the vehicle control unit for controlling operation of the vehicle in response to risk status of a user of the vehicle as determined following assessment of risk information, for the user of the vehicle, as held in an information system remote from the vehicle.
Most advantageously and preferably, for reasons which will become apparent, the vehicle control system is an engine control system with an engine control unit programmed with software to control operation of engine component(s) to enable the required control over vehicle operation.
The vehicle may be powered by any suitable motive means or power system including engines and electric motors and other means. The fuel used in an engine is not of importance to an engine. The vehicle may have a hybrid power system.
The vehicle control unit, typically an electronic control unit or ECU, may be programmed only to operate, or permit normal operation of the vehicle, typically by normal operation of the engine, if correctly interfaced to the risk manager's wireless signal, advantageously GSM, receiver on-board the vehicle. This provides a significant degree of security and minimizes the need for tamper protection and it is unnecessary to continuously check whether tampering with the system has occurred.
The vehicle control unit may be programmed only to act on the basis of correctly coded signals, such as SMS messages, sent through the wireless communications network to the on board receiver of the vehicle. Such coded signals may require to be authenticated or verified, for example, to come from the correct remote control station. That is, the vehicle control system may only operate on the basis of signals sent with a communication key, for example, in the form of a specific identification code or number, which may be unique and should match both a communication key for the vehicle control system and a communication key for the authorised remote control station for the vehicle. A vehicle chassis number may be convenient for this purpose. To that end, the vehicle control system may be programmed with a unique identification code, or the GSM receiver or modem may be provided with a unique identification code, such that the vehicle is controlled in accordance with the systems of the invention whether or not there is tampering with the vehicle control system or GSM module including modem or receiver by the authorised user(s) or others.
A convenient means to achieve this is by SIM card which is inserted into the GSM or other cellular wireless network modem when the system is initialized. SMS messages between vehicle and control station are advantageously encoded for still greater security, decoding only occurring when control signal verification is passed successfully. If such matching of communication keys does not occur the vehicle control system may be disabled, advantageously by disabling the engine.
Signals or commands sent from the control station over the wireless network enable the risk management and vehicle or engine control systems to activate the vehicle for normal operation, or alternatively deactivate the vehicle, In accordance with assessment of risk status (acceptable/unacceptable) as described, in detail, below.
The information system may form part of the remote control station, which may be installed at a finance provider or its agent that is provided with financial information concerning the authorised user of the vehicle. For example, the remote control station may be operated by a private finance provider or insurer; or a government agency or insurer which supervises payments under a compulsory insurance system. The user with a bona fide relationship with such party as concerns the vehicle is an authorised user. The vehicle has a unique identification code or communication key, also used in signal authentication and verification as above described, which may be matched with risk records held within the information system of the remote control station when the vehicle is subject to a finance plan, such as a repayment plan, and is controlled in accordance with a FINANCE mode. The records may include risk information such as whether the authorised user of the vehicle is up to date with payments due under loan, hire purchase or insurance policies. If the authorised owner of the vehicle has payments in order, the risk status of the authorised user of the vehicle is flagged as "acceptable" and a corresponding signal to this effect may be sent to the control unit of the vehicle which vehicle is then ACTIVATED for normal operation. Ideally, the comparison and determination steps will be fully automated. However, the system will still operate if a human operator must perform some or all of the tasks required at the remote control station prior to sending appropriate control signal(s) to the engine control unit.
In contrast, if a "default" or "risk" - such as non-payment of insurance premiums or loan payments to a finance provider- is detected, the risk status of the authorised owner of the vehicle is flagged or determined as "unacceptable" and a corresponding control signal is sent to the control unit of the vehicle which is programmed with an operating strategy for the vehicle where the authorised user of the vehicle is "unacceptable". It will be understood that the risk status of the authorised user of the vehicle is determined remotely from the vehicle at the remote control station. The vehicle control unit is not, primarily, responding to a state detected on board the vehicle itself. This contrasts the present invention from anti-theft systems which typically respond to a theft situation, typically as detected by behaviour which indicates in situ tampering with the vehicle. In the present situation, the authorised user of the vehicle may not wish to damage it. Indeed the authorised user may simply wish to continue operating the vehicle in the normal way. However, where their financial status is "unacceptable", this normal operation is no longer appropriate and the vehicle may be deactivated if required.
On receipt of the "unacceptable" financial risk status flag, the vehicle control system may act to alter operation of the vehicle from normal in a number of ways. In a low level response, the vehicle control system may simply be instructed by the remote control station to provide at least one alarm or warning to the user of the vehicle before operation. A number of warnings could be provided, optionally at different levels of severity, before vehicle deactivation, or alteration from normal operation, is implemented. An option for a time based warning period may be provided. During this warning period, various levels of alarm - audible or otherwise - may be activated whenever the vehicle is switched on.
If the vehicle control system is to enable vehicle immobilization, a number of strategies are available. Such strategies advantageously operate through software control instructing engine control software to deactivate, or fail to implement, engine operation when risk information is not acceptable.
To that end, the vehicle control system, and typically the vehicle control unit, may comprise a software driver for a vehicle component, such as an engine component, inoperability or deactivation of which vehicle component will prevent normal operation of the vehicle. The software driver may be required to operate an ignition system of the engine as engine component. The software driver may be programmed to only enable operation of the vehicle component when risk status for an authorized user of the vehicle is determined to be acceptable. Indeed, the vehicle component may be encoded with risk information, including risk status, of the authorized user for this purpose. The control unit may, for example, deactivate the engine by causing the necessary control signals for operation of a driver of the ignition system of the engine to become inoperative or disabled; or prevent operation
of the fuel supply system of the vehicle by deactivating the driver for the fuel supply system. Such deactivation is advantageously done by software control over operation of the ignition system without switching relays and/or cutting off power supplies to engine components with the vehicle.
Focus on control software for an ignition system, in particular, has a number of advantages. First, ignition systems must be operative to take advantage of the vehicle. Second, software control makes it difficult for the authorised user or other party to tamper with the device without specialized knowledge. Damaging the engine control unit in an effort to bypass control systems properly preventing normal operation of the vehicle will typically cause other operability difficulties for the vehicle so there is a disincentive for tampering if use of the vehicle, as is typically desired, is the objective.
The software driver may operate without need of a continuous power supply such as a battery or power generated by vehicle's alternator, providing resistance to tampering because disconnecting of a battery cannot override the system. This is primarily owing to the fact that the programmed software is non volatile in nature and hence cannot be erased or deactivated by removing the power supply.
Resistance to tampering is also increased through software control which may enable the control unit of the vehicle control system to be communicated by wire with the engine component.
The strategy adopted by the vehicle control system, in the case where risk status of the authorised user of the vehicle is unacceptable, is designed to maximize safety both of the vehicle and occupant(s). While the vehicle may be immobilized as part of the strategy, immobilization may be implemented before the vehicle is set into motion. For example, if "unacceptable" financial risk status is determined whilst the vehicle is in motion, the immobilization strategy may be set to be implemented after the engine switch is next turned "off". Another immobilization strategy could involve an ignition interlock, preferably a software Interlock that only allows starting of the engine through ignition when the risk status of the authorised user is determined to be acceptable.
The risk management and control systems may also work in reverse or be deactivated at an appropriate time or when the need for the systems no longer exists. So, when an authorised user brings risk status back to "acceptable", for example by payment of outstanding accounts, the control unit may once again be instructed, by the remote control station, to enable normal operation of the vehicle. When a financial plan, such as a repayment plan, is completed, the vehicle may be returned to a NON FINANCE mode and the risk management system for that vehicle deactivated.
The remote control station may be a central station, with the required information systems for operation of the risk management system. The control station is to be understood as an authorized control station, for example being operated by a finance provider in good faith. The central station may be operated by the finance provider. However, it is also possible for the risk management system to include a number of remote control stations, which may each hold the required information for determination of risk status of an authorised user, or which may communicate with a central station where the required information systems and databases, required for operation of the risk management system are located.
By "authorised user" is not only meant the vehicle owner. The "authorised user" may be any person who has been given permission to operate the vehicle subject to payment of loan payments or insurance premiums by that person or by the vehicle owner.
The risk management system may enable tracking of the approximate position of a vehicle under management. Advantageously, this may be done by processing return SMS messages from the vehicle at the control station using standard techniques for locating the position of the SMS transmitter. The risk management system may request sending of such a return SMS from the vehicle at any time. Use of a GPS system may be avoided using such a technique.
If the vehicle is stolen, the vehicle control system as above described may be deactivated - preventing normal operation of the vehicle - once theft is recorded in the information system, perhaps after report of theft by an authorised user to the finance provider. The risk management system may also be deactivated when requirements related to financial or other relationships requiring risk management no longer exist.
In another aspect of the present invention is provided a vehicle incorporating the above described engine control system. The vehicle need not be restricted to a car, 2 wheel or 3 wheel vehicle. The vehicle control system may be implemented in any vehicle subject to the above described problems. The risk management system may also be applied to a fleet of vehicles whether or not under the control of a single finance provider or insurer.
The risk management and vehicle control systems of the present invention may be more fully understood from the following description of a preferred embodiment thereof made with reference to the accompanying drawings in which:
Figure 1 provides a block diagram of a vehicle control system, being an engine control system in accordance with one embodiment of the present invention.
Figure 2 provides a schematic showing the arrangement of various components present in the GSM module forming part of the engine control system shown in block diagram in Figure 1.
Figure 3 provides a schematic of a control station to be used in accordance with the risk management and engine control systems of one embodiment of the present invention.
Figure 4 is a flowchart illustrating operation of the engine control system according to another embodiment of the present invention.
Referring now to Figure 1, the risk management system is applied to enhance the security interest in a 2 wheel vehicle, a motorcycle, for a finance provider who has provided finance for purchase of the motorcycle. The system enables financial information for an authorised user or rider of the motorcycle, who is repaying a loan to the finance provider through required installments, to be compared with financial or risk information held in an information system. This comparison enables the risk status of the rider to be determined and normal operation of the motorcycle to be enabled where the risk status is determined to be acceptable. The authorised user of the motorcycle need not be the owner of the vehicle, though that would be a typical situation. The authorised user may be any person authorised to ride the motorcycle with the permission of the finance provider.
Operation of the motorcycle is controlled, at least in part, by a vehicle control system being an engine control system including an electronic or digital engine control unit (ECU) 100 having capacity of non-volatile memory to provide robustness and independence from requirement of a battery to operate the system. This ECU 100 also controls operation of a capacitor discharge ignition (CDI) system for the motorcycle. The ignition system of the motorcycle will not work unless the control
ECU 100, under instruction by a control station remote from the vehicle, commands it to do so. Under normal engine operating conditions, this command will be provided and the motorcycle will be operable by the authorised rider. However, for the motorcycle, the command is made subject to condition that risk status of the authorised rider be determined as acceptable before the ignition system, and consequently the motorcycle, may be operated normally. This is done by assessing risk status at a remote control station which must be placed in communication, through a wireless communication network, with ECU 100 to enable implementation of the risk management through vehicle control strategy.
To this end, a GSM module 170 - including a GSM based receiver system -is installed in the motorcycle (not shown). GSM protocol is a well understood protocol and further description may be located in ETSI standards forming part of this declaration.
The various components of GSM module 170 are schematically illustrated in Figure 2. Block A1 is an on-board power supply with protection for battery reverse and voltage spikes often encountered in automotive applications. It is designed to handle maximum peak current that may occur during GSM packet communication. It may be noted that a power supply with battery back up and auxiliary battery backup, to address tampering, are not needed as, due to software programming, data remains permanently stored within non-volatile memory of the ECU 100 - battery operation is not required.
Block A2 is a power supply to power the logical interface of GSM module 170.
Block B is a complete Dual Band/Quad Band GSM Module logical interface. It also comprises an inbuilt RTC (Real Time Clock) and battery backup provision. The RTC is used for Event logs, and to load engine off configuration in case there is no SMS from the control station of the finance provider within a pre-defined time, say 3 months. This pre-defined time may be set by the finance provider and affords protection against any failure of the GSM system. The RTC is reset each time a required installment is received by the finance provider and then an SMS message, confirming payment of the instalment, is sent to GSM module for resetting, allowing the authorised user a period of time to make the next instalment. If no fresh SMS message, confirming payment of the instalment, is sent within the pre-defined time, GSM module 170 sends an automatic command to ECU 100 for deactivating the
engine. Block B of GSM module 170 may optionally have a SIM card holder with SIM presence detection facility. Block B decodes signals (data) received from the remote control station.
Block C is the SIM card interface of GSM module 170. It controls the communication and encodes/decodes data between GSM module 170 and the ECU 100. It provides vehicle status in the form of audio or visual indication, which can be used to troubleshoot the working of GSM module 170. This indication is also a pre-warning to the vehicle user that an instalment is due within given pre-defined time. It may be in the form of an alarm or an LED which switches 'on' when motorcycle is in ENGINE ACTIVATION mode and 'off' when motorcycle is in ENGINE DEACTIVATION mode. The indication can be in the form of a display device such as an LCD assembled on the motorcycle.
This GSM module 170, including the on board receiver, which is compatible with GSM900 or GSM 1800, is interfaced with the engine control unit (ECU) 100 and, through ECU 100, to the ignition control system as shown in schematic as Block D. The interface is a LIN-Bus interface or Local Interconnect Network Bus interface. Such interface is a single wire, half duplex communication protocol. This protocol is used as an in-vehicle or automotive communication and a networking serial bus between intelligent sensors and actuators operating at 12 volts. LIN-Bus communication has a major advantage of better noise immunity. ECU 100 may also communicate with other devices or the motorcycle like clusters or sensors connected over the same LIN-Bus. Correct interfacing of GSM module 170 with ECU 100 is necessary for ECU 100 to execute programme(s) to operate or permit normal operation of the motorcycle.
The GSM module 170 receiver is programmed with a communication key in the form of a unique identification code corresponding to the authorised rider of motorcycle. The unique identification code must correspond - in this case the vehicle chassis number - with the code information programmed onto a SIM Card (placed in the tamper-proof GSM modem away from legitimate access by the authorised user) for commands sent by a remote control station to be decoded and executed by ECU 100.
This code allows identification of ECU 100 in the GSM network and is of crucial importance in the determination of the risk status of the authorised rider of motorcycle and, consequently, control over operation of the motorcycle.
Additional security is provided by programming the ECU 100 to become inoperative if the SIM Card placed in the GSM modem is changed without authorization.
As the authorised user is repaying a loan, the finance provider arranges for the ECU 100 to be locked in FINANCE mode which allows normal engine operation only if the authorized GSM module 170 and receiver is present. It will be understood that the component used as ECU 100 may be applied to other applications, for inventory management purposes. The ECU does not have to be of such nature that it will only operate on receipt of signals from a GSM receiver. Further, the ECU 100 may be programmed, or initialised, only to enable normal engine operation where the motorcycle is in range of an authorised agent or centre for the finance provider which will send encoded control signals to ECU 100 through the GSM network. This means that normal operation of the motorcycle may be prevented, or the motorcycle immobilized where the authorized rider attempts to take the motorcycle out of an authorised area.
Operation of the system will now be described with reference to Figures 3 and 4. Once initialized, the ECU 100 of the motorcycle is enabled, in FINANCE MODE. The engine control system starts on activation of ignition switch of the motorcycle to 'on' position. Correct authorisation and operation of GSM module 170 including a GSM receiver is then tested. If either test fails, the ECU 100 will prevent operation of the engine of motorcycle. ECU 100 is only then placed in communication - through a GSM network - with a remote control station or communication centre away from the motorcycle which continually monitors compliance with a repayment plan for the authorised rider held in an information system to which the communication centre has access. The communication centre may implement its own security protocols to ensure that risk of fraud by its staff causing interference with the risk management system is minimised.
Fig. 3 shows the remote control station in schematic. It comprises of one or more computer work stations any of which may be interfaced with GSM module 170. The control station has a database containing a list of vehicles in FINANCE MODE, i.e which are to be controlled using the risk management and engine control systems of the present embodiment. The database also contains risk information or account details for each vehicle under management. Communication between control station and vehicle, and vice versa by return, is by encoded SMS signal as described below. An operator may access information at a work station through a GUI interface.
If the payment compliance - as assessed by check of risk information being account or repayment status - is acceptable, the control station will determine that the risk status for the authorised user is "acceptable" and will send an encoded ENGINE ACTIVATION signal, by SMS through the GSM network, to ECU 100 of the motorcycle. ECU 100, in turn, will continue to enable normal operation of the engine of motorcycle following signal verification and decoding of the SMS into a control signal input to ECU 100. Signal verification is made possible by assignment of the unique identification code (vehicle chassis number or engine number) to the communication centre, this identification code also being programmed into the ECU 100 on initialization of the risk management system. Only if the control signal to ECU 100 has the correct identification code will the signal be acted on by ECU 100.
In contrast, the remote control station may also identify that compliance of the authorised rider with the repayment plan is "unacceptable". Unacceptable risk status may be determined when a required payment has not been made within a predefined duration which is set by the finance provider. In this case, the predefined duration is 2 months. In that case, a signal that the risk status of the authorised user is "unacceptable" is sent, by encoded SMS through the GSM network, to ECU 100. ECU 100 will then, on decoding of the SMS, act to deactivate the engine of motorcycle by preventing operation of its ignition system. The motorcycle will then be immobilized with ENGINE DEACTIVATION condition being flagged. Position data may also be sent to the control station allowing for vehicle retrieval as part of strategy in response to ENGINE DEACTIVATION condition. The ECU 100 may include an RTC which implements engine immobilization only after a predefined period of time, with appropriate warning being provided to authorised user(s) of the motorcycle.
When the authorised user of motorcycle again brings payments to the finance provider into compliance with the repayment plan, the communication centre may again determine that the risk status for the authorised rider is "acceptable" and will send a signal, by encoded SMS through the GSM network, to ECU 100 accordingly.
ECU 100, in turn, will once again, following signal verification as above described and decoding of the SMS, enable normal operation of the engine of motorcycle.
On repayment of the loan by the authorised user, the ECU 100 may be reprogrammed into a NON FINANCE mode such that it no longer requires signals to be received from a GSM receiver to enable normal operation of the motorcycle. The GSM module 170 and GSM receiver may also be removed from the motorcycle at this time.
Modifications and variations to the risk management and engine control systems for vehicles of the present invention may be apparent to the skilled reader of this disclosure. Such modifications and variations are deemed within the scope of the present invention.
Claim:
1. A risk management system for vehicles comprising the steps of:
placing a vehicle control system for a vehicle in communication with a control station remote from the vehicle through a wireless communication network including a receiver on board the vehicle; assessing risk information for a user of the vehicle using risk information held in an information system remote from the vehicle; and determining risk status for the user of the vehicle, wherein signals sent in either direction, through the wireless communication network, between the remote control station and the vehicle control system, are processed to control operation of the vehicle by the vehicle control system in response to the determined risk status of the user of the vehicle.
2. A risk management system of claim 1 wherein normal operation of the vehicle is activated by the vehicle control system when the determined risk status of the user of the vehicle is acceptable.
3. A risk management system of claim 1 wherein normal operation of the vehicle is deactivated by the vehicle control system when the determined risk status of the user of the vehicles is unacceptable.
4. A risk management system of any one of the preceding claims wherein the wireless communication network is a cellular network.
5. A risk management system of claim 4 wherein said cellular network involves use of a GSM infrastructure.
6. A risk management system of claim 4 wherein said cellular network involves use of a CDIVIA infrastructure.
7. A risk management system of any one of the preceding claims in which said vehicle control system has a control unit which is programmed only to operate or permit normal operation of the vehicle if correctly interfaced with the on board receiver of the vehicle.
8. A risk management system of any one of the preceding claims wherein the vehicle control system has a control unit which is programmed only to operate on the basis of correctly coded signals sent through the wireless communication network to the receiver on board the vehicle from the remote control station.
9. A risk management system as claimed in claim 8 wherein the vehicle control system only operates on the basis of authenticated or verified signals.
10. A risk management system according to claim 9 wherein signals are sent with a communication key in the form of a specific identification code.
11. A risk management system as claimed in claim 10 wherein said communication key for signals sent over the wireless communication network is unique and matches both a communication key for the vehicle control system and a communication key for an authorised remote control station.
12. A risk management system as claimed in any one of the preceding claims wherein said signals are SMS messages.
13. A risk management system as claimed in any one of the preceding claims wherein said vehicle control system comprises a software driver for a vehicle component, inoperability or deactivation of which component will prevent normal operation of the vehicle, and wherein said software driver only operates to enable operation of said vehicle component when risk status for a user of the vehicle is determined to be acceptable.
14. A risk management system as claimed in claim 13 wherein the software driver is required to operate an engine component as said vehicle component.
15. A risk management system as claimed in claim 14 wherein said engine component is an ignition system of the engine.
16. A risk management system as claimed in any one of claims 13 to 15 wherein a control unit of said vehicle control system is communicated by wire with said engine component.
17. A risk management system as claimed in claims 13 to 16 wherein the software driver for said vehicle component is encoded with risk information of an authorised user of the vehicle.
18. A risk management system as claimed in any one of claims 13 to 17 wherein the software driver for said vehicle component operates without need of a continuous power supply.
19. A risk management system as claimed in any one of the preceding claims wherein risk is a financial risk arising from a requirement related to one of the group consisting of finance provision and insurance provision and the user of the vehicle is an authorised user.
20. A risk management system as claimed in claim 19 wherein the said system Is deactivated when the requirement no longer exists.
21. A risk management system as claimed In any one of the preceding claims which is deactivated preventing normal operation of the vehicle In the event of theft of the vehicle being recorded in the information system.
22. A risk management system as claimed In any one of the preceding claims wherein at least one warning Is provided to a user of the vehicle if risk status is unacceptable before the normal operation of the vehicle is deactivated.
23. A risk management system as claimed in any one of the preceding claims accommodating a number of users.
24. A vehicle control system comprising a vehicle control unit for controlling operation of a vehicle wherein the vehicle control unit Is in communication with a control station, remote from the vehicle, through a wireless communication network having a receiver on board the vehicle and processes signal(s) sent in either direction, through the wireless communication network, between the remote control station and the vehicle control unit for controlling operation of the vehicle In response to risk status of a user of the vehicle as determined following assessment of risk information, for the user of the vehicle, as held In an information system remote from the vehicle.
25. A vehicle control system as claimed In claim 24 wherein normal operation of the vehicle is activated when the determined risk status of the user of the vehicle Is acceptable.
26. A vehicle control system as claimed in claim 24 wherein the normal operation of the vehicle Is deactivated when the determined risk status of the user of the vehicle Is unacceptable.
27. A vehicle control system as claimed In any one of claims 24 to 26 wherein the wireless communication network is a cellular network.
28. A vehicle control system as claimed in claims 27 wherein said cellular network involves use of a GSM infrastructure.
29. A vehicle control system as claimed In claim 27 wherein said cellular network Involves use of a CDMA infrastructure.
30. A vehicle control system as claimed in any one of claims 24 to 29 programmed only to operate, or permit normal operation of the vehicle, if correctly interfaced to the on board receiver of the vehicle.
31. A vehicle control system as claimed in any one of claims 24 to 30 programmed only to act on the basis of correctly coded signals sent through the wireless communication network to the on board receiver of the vehicle from the remote control station.
32. A vehicle control system as claimed in any one of claims 24 to 31 wherein the vehicle control system only operates on the basis of authenticated or verified signals.
33. A vehicle control system according to claim 32 wherein signals are sent with a communication key in the form of a specific identification code.
34. A vehicle control system as claimed in claim 33 wherein said communication key for signals sent over the wireless communication network is unique and matches both a communication key for the vehicle control unit and a communication key for an authorised remote control station.
35. A vehicle control system as claimed in any one of claims 24 to 34 wherein said signals are SMS messages.
36. A vehicle control system as claimed in any one of claims 24 to 35 wherein said vehicle control system comprises a software driver for a vehicle component, inoperability or deactivation of which vehicle component will prevent normal operation of the vehicle, wherein said software driver is programmed to only enable operation of said vehicle component when risk status for a user of the vehicle Is determined to be acceptable.
37. A vehicle control system of claim 34 wherein the software driver is required to operate an engine component as said vehicle component.
38. A vehicle control system as claimed in claim 37 wherein said engine component is an ignition system of the engine.
39. A vehicle control system of claim 33 or 34 wherein a control unit of said vehicle control system is communicated by wire with said engine component.
40. A vehicle control system as claimed in any one of claims 24 to 39 being an engine control system.
41. A vehicle control system as claimed In any one of claims 36 to 40 wherein the software driver for said vehicle component is encoded with risk information of an authorised user of the vehicle.
42. A vehicle control system as claimed in any one of claims 36 to 41 wherein the software driver for said vehicle component is operated without need of a continuous power supply.
43. A vehicle control system as claimed in any one of claims 24 to 42 wherein at least one warning is provided to a user of the vehicle if risk status is unacceptable before normal operation of the vehicle is deactivated.
44. A vehicle control system as claimed in any one of claims 24 to 43 accommodating a number of users.
45. A vehicle managed by the risk management system as claimed in any one of claims 1 to 23.
46. A vehicle incorporating the vehicle control system of any one of claims 24 to 44.
Documents
| Name | Date |
| Form3_As Filed_02-03-2009.pdf | 2009-03-02 |
| Form26_General Power of Attorney_02-03-2009.pdf | 2009-03-02 |
| Form2 Title Page_Provisional_02-03-2009.pdf | 2009-03-02 |
| Form3_After Filing_20-03-2009.pdf | 2009-03-20 |
| Drawing_As Filed_02-03-2009.pdf | 2009-03-02 |
| Form1_As Filed_02-03-2009.pdf | 2009-03-02 |
| Correspondence by Agent_New Application_02-03-2009.pdf | 2009-03-02 |
| Form26_General Power of Attorney_20-03-2009.pdf | 2009-03-20 |
| Description Provisional_As Filed_02-03-2009.pdf | 2009-03-02 |
| Form1_After Filing_20-03-2009.pdf | 2009-03-20 |
| Correspondence by Agent_Form1_20-03-2009.pdf | 2009-03-20 |
| Form5_After Filing_01-03-2010.pdf | 2010-03-01 |
| Form3_After Filing_01-03-2010.pdf | 2010-03-01 |
| Form2 Title Page_Complete_01-03-2010.pdf | 2010-03-01 |
| Form1_After Filing_01-03-2010.pdf | 2010-03-01 |
| Correspondence by Agent_After ps_01-03-2010.pdf | 2010-03-01 |
| Drawing_After ps_01-03-2010.pdf | 2010-03-01 |
| Abstract_After ps_01-03-2010.pdf | 2010-03-01 |
| Form18_Normal Request_07-02-2013.pdf | 2013-02-07 |
| Correspondence by Agent_Form18_07-02-2013.pdf | 2013-02-07 |
| Claims_After ps_01-03-2010.pdf | 2010-03-01 |
| 452-CHE-2009-FER.pdf | 2019-02-14 |
| Description Complete_After ps_01-03-2010.pdf | 2010-03-01 |
| 452-CHE-2009-FER_SER_REPLY [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-CORRESPONDENCE [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-ABSTRACT [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-DRAWING [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-CLAIMS [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-Correspondence to notify the Controller [19-10-2020(online)].pdf | 2020-10-19 |
| 452-CHE-2009-COMPLETE SPECIFICATION [13-08-2019(online)].pdf | 2019-08-13 |
| 452-CHE-2009-FORM 13 [04-11-2020(online)].pdf | 2020-11-04 |
| 452-CHE-2009-FORM 13 [06-12-2019(online)].pdf | 2019-12-06 |
| 452-CHE-2009-MARKED COPIES OF AMENDEMENTS [04-11-2020(online)].pdf | 2020-11-04 |
| 452-CHE-2009-FORM 13 [04-11-2020(online)]-1.pdf | 2020-11-04 |
| 452-CHE-2009-IntimationOfGrant21-01-2021.pdf | 2021-01-21 |
| 452-CHE-2009-RELEVANT DOCUMENTS [30-09-2021(online)].pdf | 2021-09-30 |
| 452-CHE-2009-US(14)-HearingNotice-(HearingDate-20-10-2020).pdf | 2021-10-03 |
| 452-CHE-2009-RELEVANT DOCUMENTS [04-11-2020(online)].pdf | 2020-11-04 |
| 452-CHE-2009-PatentCertificate21-01-2021.pdf | 2021-01-21 |
| 452-CHE-2009-AMMENDED DOCUMENTS [04-11-2020(online)].pdf | 2020-11-04 |
| 452-CHE-2009-Written submissions and relevant documents [04-11-2020(online)].pdf | 2020-11-04 |
Orders
| Applicant | Section | Controller | Decision Date | URL |