(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2003/0193413 A1
`Jones
`(43) Pub. Date:
`Oct. 16, 2003
`
`US 20030193413A1
`
`(54) BUSINESS METHODS FOR NOTIFICATION
`SYSTEMS
`
`of application No. 08/063,533, filed on May 18, 1993,
`now Pat. No. 5,400,020.
`
`(76)
`
`Inventor: M. Kelly Jones, Delray Beach, FL (US)
`
`Correspondence Address:
`THOMAS, KAYDEN, HORSTEMEYER &
`RISLEY, LLP
`100 GALLERIA PARKWAY, NW
`STE 1750
`
`ATLANTA, GA 30339-5948 (US)
`
`(21) Appl. No.:
`
`10/435,770
`
`(60) Provisional application No. 60/039,925, filed on Mar.
`10, 1997. Provisional application No. 60/122,482,
`filed on Mar. 1, 1999.
`
`Publication Classification
`
`Int. Cl.7 .................................................. .. G08G 1/123
`(51)
`(52) U.S.Cl.
`............................................................ -340/994
`
`(22)
`
`Filed:
`
`May 12, 2003
`
`(57)
`
`ABSTRACT
`
`Related U.S. Application Data
`
`(63) Continuation-in-part of application No. 10/300,460,
`filed on Nov. 20, 2002, which is a continuation of
`application No. 09/395,501, filed on Sep. 14, 1999,
`now Pat. No. 6,486,801, which is a continuation-in-
`part of application No. 09/163,588, filed on Sep. 30,
`1998, and which is a continuation-in-part of applica-
`tion No. 08/852,119, filed on May 6, 1997, which is
`a continuation of application No. 08/434,049, filed on
`May 2, 1995, now Pat. No. 5,623,260, and which is
`a continuation of application No. 08/432,898, filed on
`May 2, 1995, now Pat. No. 5,657,010, and which is
`a continuation of application No. 08/432,666, filed on
`May 2, 1995, now Pat. No. 5,668,543.
`Said application No. 08/434,049 is a continuation-in-
`part of application No. 08/407,319, filed on Mar. 20,
`1995 , now abandoned, which is a continuation-in-part
`
`Business methods for notification systems are provided. One
`such method, among others, can be summarized by the
`following steps: offering to a user a notification service
`regarding status of travel of a movable thing relative to a
`location; charging a fee to the user in exchange for the
`notification service;
`in accordance with the notification
`service: (a) enabling the user to define at least two commu-
`nications methods for receiving notifications relating to
`travel of a mobile thing; (b) enabling the user to define one
`or more criteria when each of the communications methods
`
`should be used as opposed to the one or more others; (C)
`monitoring travel data associated with the movable thing;
`and (d) providing a notification to the user using at least one
`of the communications methods based upon a particular
`proximity of the movable thing to the location and the one
`or more criteria.
`
`Vehicle Tracking System
`
`40
`
`
`
`
`
`Base Station Control
`Unit (BSCU)
`41
`
`
`
`Positioning
`System
`Base
`(e.g., GPS
`23
`Satellites
`
`
`
`Station
`31b
`Manager
`
`
`
`
`
`Vehicle
`
`Vechic|e'Contro|
`Unit (VCU)
`Network
`
`
`(e.g., cellular)
`
`121
`
`
`
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`Patent Application Publication Oct. 16, 2003 Sheet 1 of 11
`
`US 2003/0193413 A1
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`
`Patent Application Publication Oct. 16, 2003 Sheet 2 of 11
`
`US 2003/0193413 A1
`
`E 9u
`
`.E
`o
`
`FromGPSSatellites
`
`
`I-CellularNetwork
`
`Communications
`
`GPSSensor
`
`44
`
`
`
`VehicleManager
`
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`

`
`Patent Application Publication
`
`Oct. 16, 2003 Sheet 3 of 11
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`US 2003/0193413 A1
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`TWILIO, INC. EX. 1031
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`Patent Application Publication
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`Oct. 16, 2003 Sheet 4 of 11
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`

`
`Patent Application Publication Oct. 16, 2003 Sheet 5 of 11
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`US 2003/0193413 A1
`
`
`
`sensor and determine
`
` Determine current
`
`location values from
`
`
`current time values from
`
`vehicle clock
`
`
`
`Store current location
`
`
`
`values and current time
`
`values in next entry of the
`vehcile schedule
`
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`
`
`
`
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`Patent Application Publication Oct. 16, 2003 Sheet 6 of 11
`
`US 2003/0193413 A1
`
`
`
`
`Transmit start signal and
`store current value of
`vehicle clock
`
`Determine current location
`values from sensor
`
`Find corresponding
`entry in vehicle
`schedule
`
`Calculate deviation
`indicator
`
`
` ls
`deviation indicator >
`threshold?
`
`
`
`Transmit
`
`alarm signal
`
`
`
` ls
`
`vehicle early or
`late beyond a
`
`predefined
`
`threhold?
`
`
`Transmit status
`-message
`
`
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`

`
`Patent Application Publication Oct. 16, 2003 Sheet 7 of 11
`
`US 2003/0193413 A1
`
`(1 00
`
`-Start
`
`101
`
`I
`
`102
`
`Monitor travel data associated with
`
`a mobile thing
`
`Attempt a first communication
`method in order to provide a
`notification based upon the travel
`data and upon the relationship of
`the mobile thing and a location
`
`1
`
`When the first communications
`
`method is unsuccessful, attempt a
`second communications method,
`
`103
`
`which is different than the first
`
`communications method, in order to
`
`provide the notification
`
`Fig. 7
`
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`

`
`Patent Application Publication Oct. 16, 2003 Sheet 8 of 11
`
`US 2003/0193413 A1
`
`K 200
`
`
`
`Enable a user t define at least
`
`
`
`
`two communications methods for
`
`receiving notifications relating to
`travel of a mobile thing
`
`201
`
`
`
`
`I
`
`Enable a user to define one or more
`
`202
`
`criteria when a communications
`
`method should be used as opposed
`'
`to one or more others
`
`L
`
`203
`
`
`
`Monitor travel data associated with
`
`the mobile thing
`
`
`
` Provide a notification using one or
`
`more communications methods,
`
`based upon the criteria.
`
`204
`
`Fig. 8
`
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`

`
`Patent Application Publication Oct. 16, 2003 Sheet 9 of 11
`
`US 2003/0193413 A1
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`TWILIO, INC. EX. 1031
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`Patent Application Publication
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`US 2003/0193413 A1
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`TWILIO, INC. EX. 1031
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`
`Patent Application Publication
`
`Oct. 16, 2003 Sheet 11 of 11
`
`US 2003/0193413 A1
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`US 2003/0193413 A1
`
`Oct. 16, 2003
`
`BUSINESS METHODS FOR NOTIFICATION
`SYSTEMS
`
`CLAIM OF PRIORITY
`
`[0001] This application is a continuation-in-part of appli-
`cation Ser. No. 10/300,460, filed Nov. 20, 2002, which is a
`continuation of application Ser. No. 09/395,501, filed Sep.
`14, 1999, now U.S. Pat. No. 6,486,801, which is a continu-
`ation-in-part of application Ser. No. 09/163,588 filed on Sep.
`30, 1998, and a continuation-in-part of application Ser. No.
`08/852,119 filed on May 6, 1997, which is a continuation of
`application Ser. No. 08/434,049, filed on May 2, 1995, now
`U.S. Pat. No. 5,623,260, and a continuation of application
`Ser. No. 08/432,898, filed May 2, 1995, now U.S. Pat. No.
`5,647,010, and a continuation of application Ser. No.
`08/432,666, filed on May 2, 1995, now U.S. Pat. No.
`5,668,543, said application Ser. No. 08/434,049, is a con-
`tinuation-in-part of application Ser. No. 08/407,319, filed on
`Mar. 20, 1995, now abandoned, which is a continuation-in-
`part of application Ser. No. 08/063,533, filed May 18, 1993,
`now U.S. Pat. No. 5,400,020, said application Ser. No.
`08/432,898, is a continuation-in-part of application Ser. No.
`08/407,319, which is a continuation-in-part of application
`Ser. No. 08/063,533, said application Ser. No. 08/432,666, is
`a continuation-in-part of application Ser. No. 08/407,319,
`which is a continuation-in-part of application Ser. No.
`08/063,533, said application Ser. No. 08/852,119 claims
`priority to provisional application No. 60/039,925, filed on
`Mar. 7, 1997 and said application Ser. No. 09/395,501
`claims priority to provisional application No. 60/122,482,
`filed on Mar. 1, 1999. All of the foregoing applications and
`patent documents are incorporated herein by reference in
`their entirety.
`
`BACKGROUND OF THE INVENTION
`
`[0002]
`
`1. Field of the Invention
`
`invention generally relates to data
`[0003] The present
`communications and information systems and, more par-
`ticularly, to business methods for notification systems for
`notifying users of travel status of movable things.
`
`stops can be significantly affected by many factors, such as
`maintenance problems, rush hour traffic, congested urban/
`suburban conditions, and adverse weather. As a result,
`school children typically wait at bus stops for long periods
`of time, oftentimes in adverse weather conditions, on unlit
`street corners, or in hazardous conditions near busy or
`secluded streets. An advance notification system that would
`inform the students of the school bus’s proximity would be
`desirable so that students can avoid having to wait for the
`school bus at the bus stop for extended time periods.
`
`[0008] Yet another example involves the commercial
`overnight package industry, wherein packages are delivered
`or picked up many times on a tight schedule. Customers
`oftentimes wait on delivery or pickup of important time-
`critical packages, not knowing precisely when the delivery
`or pickup will occur. An advance notification system that can
`inform a customer of the precise arrival or departure time of
`a delivery vehicle with respect
`to a location would be
`desirable in order to improve customer service and to allow
`the customer to better schedule a delivery or pickup of an
`item.
`
`SUMMARY OF THE INVENTION
`
`[0009] Briefly described, the present invention provides
`business methods
`for notification systems. One
`such
`method, among others, can be summarized by the following
`steps: offering to a user a notification service regarding
`status of travel of a movable thing relative to a location;
`charging a fee to the user in exchange for the notification
`service;
`in accordance with the notification service:
`(a)
`enabling the user to define at least two communications
`methods for receiving notifications relating to travel of a
`mobile thing; (b) enabling the user to define one or more
`criteria when each of the communications methods should
`
`be used as opposed to the one or more others; (c) monitoring
`travel data associated with the movable thing; and (d)
`providing a notification to the user using at least one of the
`communications methods based upon a particular proximity
`of the movable thing to the location and the one or more
`criteria.
`
`[0004]
`
`2. Related Art
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`[0005] For at least the purposes of allowing better prepa-
`ration and scheduling, for example, with respect to pickups
`or deliveries, it would be desirable to know, with substantial
`accuracy, the expected arrival or departure time of a mobile
`vehicle or thing (for example but not limited to, a bus,
`automobile,
`truck,
`train, ship, plane, aircraft, etc.) with
`respect to a location.
`
`[0006] For example, consider a commercial bus service. A
`person intending to catch a bus or intending to pick up a
`friend or relative at the commercial bus station usually calls
`the bus station to find out the approximate arrival time
`(information which is oftentimes unavailable or unreliable)
`and/or arrives at the bus station prior to the scheduled arrival
`or departure time of the bus, hoping that the bus is not
`significantly delayed. With knowledge of accurate arrival or
`departure information, adjustments can be made to one’s
`schedule to avoid having to wait extended periods for a
`vehicle.
`
`[0007] Another example involves school children that ride
`school buses. The arrival times of school buses at scheduled
`
`[0010] The invention can be better understood with refer-
`ence to the following drawings. The elements of the draw-
`ings are not necessarily to scale relative to each other,
`emphasis instead being placed upon clearly illustrating the
`principles of the invention. Furthermore,
`like reference
`numerals designate corresponding parts throughout the sev-
`eral views.
`
`[0011] FIG. 1 is a block diagram illustrating an exemplary
`implementation of a vehicle tracking system employed
`within the context of an advance notification.
`
`[0012] FIG. 2 is a block diagram illustrating an exemplary
`implementation of the vehicle control unit of FIG. 1.
`
`[0013] FIG. 3 is a block diagram illustrating an exemplary
`implementation of a computer implementing the function-
`ality of the vehicle manager of FIG. 1.
`
`[0014] FIG. 4 is a block diagram illustrating an exemplary
`implementation of a computer implementing the function-
`ality of the base station manager of FIG. 1.
`
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`Oct. 16, 2003
`
`[0015] FIG. 5 is a flow chart illustrating an exemplary
`implementation of at least part of the architecture, function-
`ality, and operation of the vehicle control unit of FIG. 2
`while the vehicle control unit is creating the vehicle sched-
`ule of FIG. 3.
`
`[0016] FIG. 6 is a flow chart illustrating an exemplary
`implementation of at least part of the architecture, function-
`ality, and operation of the vehicle control unit of FIG. 2
`while the vehicle control unit is tracking the vehicle of FIG.
`1.
`
`[0017] FIG. 7 is a flow chart illustrating an exemplary
`implementation of at least part of the architecture, function-
`ality, and operation of the base station manager of FIG. 1 for
`implementing a user-definable communications method.
`
`[0018] FIG. 8 is a possible computer screen that can be
`used in connection with the first user-definable communi-
`cations method of FIG. 7.
`
`[0019] FIG. 9 is a flow chart illustrating an exemplary
`implementation of at least part of the architecture, function-
`ality, and operation of the base station manager of FIG. 1 for
`implementing
`another
`user-definable
`communications
`method.
`
`[0020] FIG. 10 is a possible computer screen that can be
`used in connection with the second user-definable commu-
`nications method of FIG. 9.
`
`[0021] FIG. 11 is a flow chart illustrating an exemplary
`implementation of at least part of the architecture, function-
`ality, and operation of the base station manager of FIG. 1 for
`implementing yet another user-definable communications
`method.
`
`DETAILED DESCRIPTION OF THE
`INVENTION
`
`[0022] FIG. 1 depicts an automated vehicle tracking sys-
`tem 10 illustrating a possible context, among others,
`in
`which the present invention may be implemented. As shown
`by FIG. 1,
`the vehicle tracking system 10 is preferably
`employed within the context of an automated advance
`notification system 12 that automatically provides advance
`notice of impending arrivals of vehicles at destinations or
`other locations. However, it is possible to utilize the vehicle
`tracking system 10 independent of the notification system 12
`in applications where the transmission of a notification
`message (which will be described in further detail herein-
`after) is not desired.
`
`[0023] As depicted in FIG. 1, a vehicle control unit
`(VCU) 15 is disposed on a mobile vehicle 17, which is
`capable of transporting the VCU 15 over various distances.
`For example, vehicle 17 can be any movable object or thing,
`including but not limited to, an automobile, an airplane, a
`train, a boat, a human being, an animal, or any other thing
`capable of moving across or through the Earth’s surface
`and/or atmosphere.
`
`In the preferred embodiment, the vehicle 17 is a
`[0024]
`delivery vehicle for delivering items to a destination or for
`picking up items at a destination. Please note that items can
`include many various types of packages or goods to be
`delivered or picked up. Furthermore, items can also include
`persons to be picked up or delivered, such as when a bus
`picks up and/or delivers passengers at different bus stops or
`
`such as when an airplane picks up and/or delivers passengers
`at airports. Preferably, although not necessarily, the vehicle
`17 travels along a predetermined route in making its deliv-
`eries, and the vehicle 17 may make one or more stops along
`its route in order to deliver or pick up different items at
`different locations.
`
`[0025] Vehicle Control Unit
`
`[0026] A more detailed view of the exemplary VCU 15 is
`depicted in FIG. 2. Asensor 18 within VCU 15 is configured
`to determine the location of the sensor 18 relative to a
`
`predetermined reference point. In the preferred embodiment,
`sensor 18 is a global positioning system (GPS) sensor,
`although other types of positioning systems and/or sensors
`are also possible. For example, other types of sensors 18 that
`may be used to implement the principles of the present
`invention include, but are not limited to, sensors 18 associ-
`ated with GLONASS, LORAN, Shoran, Decca, TACAN,
`radar, traffic system monitoring, or any other of numerous
`possible tracking systems. The GPS sensor 18 of the pre-
`ferred embodiment is configured to receive signals 21 from
`a plurality of GPS satellites 23, and as known in the art,
`sensor 18 is designed to analyze signals 21 in order to
`determine the sensor’s location or coordinate values relative
`
`in the
`to a predetermined reference point. For example,
`preferred embodiment where sensor 18 is a GPS sensor, the
`sensor 18 determines the sensor’s location values relative to
`
`the Earth’s zero degree latitude and zero degree longitude
`reference point, which is located at the intersection of the
`Equator and the Prime Meridian. U.S. Pat. No. 5,781,156
`entitled “GPS Receiver and Method for Processing GPS
`Signals” and filed on Apr. 23, 1997 by Krasner, which is
`incorporated herein by reference, discusses the processing of
`GPS signals 21 received from GPS satellites 23 in order to
`determine the sensor’s location values. Since the sensor 18
`
`is located within VCU 15, the location values determined by
`the sensor 18 are assumed to match the location values of the
`vehicle 17 and the VCU 15.
`
`It should be noted that the term “location value”
`[0027]
`shall be defined herein to mean any value or set of values
`that may be used to determine a location of a point on the
`Earth or within the Earth’s atmosphere. This value may be
`a coordinate value (i.e., grid value), polar value, vector
`value, time-distance value, or any other type of value or
`values known in the art for indicating locations of points.
`[0028]
`In alternative embodiments, the positioning system
`23 may determine vehicle location information and merely
`transmit the position information to the vehicle 17. For
`example, radar could be used to remotely track the vehicle
`and then the rader system could be designed to convey
`vehicle position information to the vehicle 17 (or even the
`base station control unit (BSCU) 40, which will be described
`in detail hereinafter).
`[0029] Sensor 18 is designed to transmit a signal 27 to
`vehicle manager 29 indicating the vehicle’s current location
`values. Vehicle manager 29 is configured to receive signal
`27 and to monitor the location of the vehicle 17 over time by
`processing multiple signals 27. The vehicle manager 29 can
`be implemented in software, hardware, or a combination
`thereof. In the preferred embodiment, as illustrated by way
`of example in FIG. 3, the vehicle manager 29 of the present
`invention along with its associated methodology is imple-
`mented in software and stored in computer memory 30a of
`a computer system 31a.
`
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`[0030] Note that the vehicle manager 29 can be stored and
`transported on any computer-readable medium for use by or
`in connection with an instruction execution system, appa-
`ratus, or device, such as a computer-based system, proces-
`sor-containing system, or other system that can fetch the
`instructions from the instruction execution system, appara-
`tus, or device and execute the instructions. In the context of
`this document, a “computer-readable medium” can be any
`means that can contain, store, communicate, propagate, or
`transport the program for use by or in connection with the
`instruction execution system, apparatus, or device. The
`computer readable medium can be, for example but not
`limited to, an electronic, magnetic, optical, electromagnetic,
`infrared, or semiconductor system, apparatus, device, or
`propagation medium. More specific examples (a nonexhaus-
`tive list) of the computer-readable medium would include
`the following: an electrical connection (electronic) having
`one or more wires, a portable computer diskette (magnetic),
`a random access memory (RAM) (magnetic), a read-only
`memory (ROM)
`(magnetic), an erasable programmable
`read-only memory (EPROM or Flash memory) (magnetic),
`an optical fiber (optical), and a portable compact disc
`read-only memory (CDROM) (optical). Note that the com-
`puter-readable medium could even be paper or another
`suitable medium upon which the program is printed, as the
`program can be electronically captured, via for instance
`optical scanning of the paper or other medium, then com-
`piled, interpreted or otherwise processed in a suitable man-
`ner if necessary, and then stored in a computer memory. As
`an example, the vehicle manager 29 may be magnetically
`stored and transported on a conventional portable computer
`diskette.
`
`[0031] An exemplary embodiment of the computer system
`31a of FIG. 3 comprises one or more conventional process-
`ing elements 32a, such as a microprocessors, digital signal
`processors (DSPs), or other suitable processing means, that
`communicate to and drive the other elements within the
`
`system 31a via a local interface 33a, which can include one
`or more buses. Furthermore, an input device 34a,
`for
`example, a keyboard or a mouse, can be used to input data
`from a user of the system 31a, and screen display 35a or a
`printer 36a can be used to output data to the user. A disk
`storage mechanism 37a can be connected to the local
`interface 33a to transfer data to and from a nonvolatile disk
`
`(e.g., magnetic, optical, etc.). It should be noted that input
`device 34a, display 35a, printer 36a, and disk 37a are
`optional and are not a part of the preferred embodiment,
`although other embodiments may include these features.
`
`[0032] The vehicle manager 29 is preferably configured to
`maintain a predefined schedule 39a, referred to herein as the
`“vehicle schedule 39a,” within memory 30a. The predefined
`vehicle schedule 39a corresponds with a route of travel for
`the vehicle 17. In this regard, the predefined vehicle sched-
`ule 39a stored in memory 30a includes data defining loca-
`tions along the vehicle’s intended route of travel. Further-
`more, each location is associated with a particular time value
`indicating when the vehicle 17 is expected to reach the
`associated location. Each time value along with its associ-
`ated location defines an entry in the vehicle schedule 39a.
`
`In the preferred embodiment, the time value cor-
`[0033]
`responds to the estimated amount of time that should lapse
`between the time that the vehicle 17 starts its intended route
`and the time that the vehicle 17 reaches the associated
`
`location along the route. However, other time values may be
`used without departing from the principles of the present
`invention. For example, the time of day that the vehicle 17
`is expected to reach the associated location may be used.
`Any time value that
`indicates when the vehicle 17 is
`expected to reach the associated location is sufficient for the
`purposes of the present invention. However, for illustrative
`purposes, the present invention will be discussed hereinafter
`assuming that the time values in the entries of the vehicle
`schedule 39a conform to the preferred embodiment (i.e., that
`the time values represent the amount of time that should
`lapse between the time that the vehicle 17 starts its intended
`route and the time that the vehicle 17 reaches the associated
`
`location along the route).
`
`[0034] The vehicle manager 29 is configured to monitor
`the amount of time that lapses as the vehicle 17 travels along
`the vehicle’s route. For example, the computer system 31a
`can include a clock 38a that indicates the time of day. In this
`situation, the vehicle manager 29 is configured to store the
`time value of the clock 38a when the vehicle 17 begins the
`route. Therefore, the vehicle manager 29 can determine the
`amount of time that has lapsed since the start of the route by
`comparing the current time value oft he clock 38a versus the
`stored time value for the start of the route. Alternatively, the
`clock 38a can be designed as a counter that begins timing or
`counting in response to a start signal transmitted by the
`vehicle manager 29. Therefore,
`the vehicle manager 29
`transmits the start signal when the vehicle 17 starts the route,
`and thereafter, the vehicle manager 29 can determine the
`amount of time that has lapsed since the start of the route by
`analyzing the value of the clock 38a. Other devices and/or
`methodologies may be employed to determine the amount of
`time that has lapsed since the start of the route without
`departing from the principles of the present invention.
`
`[0035] As the vehicle 17 travels along the predetermined
`route of travel,
`the vehicle manager 29 is configured to
`determine the vehicle’s current position by analyzing the
`location values from the sensor 18. Furthermore, as the
`vehicle 17 travels,
`the vehicle 17 passes the points or
`locations along the route that are defined in the vehicle
`schedule 39a. The vehicle manager 29 is designed to com-
`pare the current location values of the vehicle 17 (i.e., of the
`sensor 18) with the location values defined by the vehicle
`schedule 39a in order to determine which entry in the
`vehicle schedule 39a corresponds with the current location
`of the vehicle 17. In the preferred embodiment, the entry that
`corresponds with the current location of the vehicle 17 is the
`entry having location values most closely matching the
`location values currently supplied by the sensor 18. In other
`words,
`the corresponding entry includes location values
`representing the location that is closest to the location of the
`vehicle 17. This entry will be referred to hereinafter as the
`“corresponding entry.”
`
`[0036] After determining which entry corresponds with
`the current location of the vehicle 17, the vehicle manager
`29 is designed to determine whether the vehicle 17 is off
`schedule or on schedule. The vehicle 17 is off schedule if the
`
`amount of time that has lapsed since the start of the route
`differs from an estimated lapsed time by a predetermined
`amount of time. In the preferred embodiment, the estimated
`lapsed time is represented by the time value in the corre-
`sponding entry of the vehicle schedule 39a. As an example,
`assume for illustrative purposes only that the predetermined
`
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`amount of time is five minutes. If the vehicle manager 29
`determines that the difference between the actual lapsed time
`since the start of the trip and the estimated lapsed time (i.e.,
`the time value in the corresponding entry) is greater than five
`minutes, then the vehicle 17 is off schedule. Otherwise the
`vehicle 17 is on schedule.
`
`[0037] Furthermore, if the vehicle 17 is off schedule, then
`the vehicle manager 29 is also designed to determine
`whether the vehicle 17 is early or late. If the actual time
`lapsed since the start of the trip is greater than the estimated
`lapsed time, then the vehicle 17 is late. If the actual time
`lapsed since the start of the trip is less than the estimated
`lapsed time, then the vehicle 17 is early.
`
`[0038] Alternatively, the vehicle manager 29 can be con-
`figured to select the corresponding entry in the predefined
`schedule 39a via comparison of time values instead of
`location values. In this regard, the vehicle manager 29 can
`be configured to compare the current time value indicated by
`the clock 38a (e.g., the lapsed time since the start of the
`route) with the time values in the entries of the vehicle
`schedule 39a. The corresponding entry is then the entry in
`vehicle schedule 39a having the estimated time value that
`differs the least with the actual time value indicated by clock
`38a.
`
`In this situation, the vehicle manager 29 compares
`[0039]
`the current location values from sensor 18 with the location
`
`values associated with the corresponding entry of the vehicle
`schedule 39a in order to determine whether or not
`the
`
`vehicle 17 is on schedule. If the location values differ by
`more than a predefined threshold value, then the vehicle 17
`is off schedule. Otherwise,
`the vehicle is on schedule.
`Furthermore, if the actual location of the vehicle 17 (as
`defined by the current location values from sensor 18) is
`further along the route of travel than the location associated
`with the corresponding entry (as defined by the location
`values in the corresponding entry), then the vehicle 17 is
`early. If the location associated with the corresponding entry
`(as defined by the location values in the corresponding
`entry) is further along the route of travel than the actual
`location of the vehicle 17 (as defined by the current location
`values from sensor 18), then the vehicle 17 is late.
`
`In response to a determination by the vehicle
`[0040]
`manager 29 that the vehicle 17 is off schedule, the vehicle
`manager 29 is designed to transmit a status message to Base
`Station Control Unit (BSCU) 40 (FIG. 1), which is remotely
`located from the vehicle 17. The status message preferably
`indicates that vehicle 17 is off schedule and indicates the
`
`amount that vehicle 17 is off schedule. Co-pending U.S.
`patent application entitled “System and Method for Enci-
`phering and Communicating Vehicle Tracking Information”
`filed by Jones, et al. on Sep. 30, 1998, and assigned Ser. No.
`09/163,606, which is incorporated herein by reference,
`describes a system and method for transmitting messages to
`BSCU 40.
`
`[0041] Transmission of a Status Message
`
`[0042] BSCU 40 preferably includes a base station man-
`ager 41 designed to monitor the travel of each vehicle 17
`associated with the system 10. In the preferred embodiment,
`unlike the VCU 15,
`the BSCU 40 is substantially non-
`mobile. As an example, the BSCU 40 can be located in a
`central office of a telephone company.
`
`[0043] The base station manager 41 can be implemented
`in software, hardware, or a combination thereof. In the
`preferred embodiment, as illustrated by way of example in
`FIG. 4, the base station manager 41 of the present invention
`along with its associated methodology is implemented in
`software and stored in computer memory 30b of a computer
`system 31b. The computer system 31b can be similar to
`computer system 31a, as can be seen by comparing FIG. 3
`to FIG. 4. In this regard, the computer system 31b may
`include memory 30b for storing the base station manager 41,
`and the computer system 31b may also include processing
`element 32b, local interface 33b, input 34b, display 35b,
`printer 36b, and storage disk 37b. It may also