Patent ID: 12203432

DETAILED DESCRIPTION

Referring generally to the figures, a filter monitoring system (“FMS”) is disclosed. The FMS includes (i) several input channels, (ii) a central processing and control unit, and (iii) several output channels. The input and output channels can be analog, digital, and/or based on SAE J1939 CAN protocols. The processing and control unit comprises electronic chips, micro-processors, memory modules, wireless communication modules and other integrated electronic components. The FMS receives input from multiple sources, such as filtration systems and the internal combustion engine's ECM. Based on the multiple inputs, the FMS determines optimal service time such that multiple filtration systems can be serviced at the same time instead of in multiple single purpose services. Such synchronization of services provides added convenience for the operators and reduces the downtime of the internal combustion engine, and therefore the downtime of the vehicle or equipment powered by the internal combustion engine. Further, additional information about the overall operation of the internal combustion engine can be gleaned from the multiple system analysis that may not be available from a traditional single system monitoring system. For example, if the FMS determines that lubrication oil is deteriorating, the FMS may determine other issues with other systems that are lubricated by the oil (e.g., fuel pumps), which may decrease the functionality of the other systems (e.g., reduce fuel pump efficiency, reduced life of lubrication oil wetted components, etc.). The FMS is capable of sending output to the user through various modes, for example, through a Bluetooth of Wi-Fi network to a smart-phone, through a wired connection to an LCD display screen on the vehicle dashboard, through a wireless communication link to existing OEM telematics systems, through a USB connection to a laptop computer, etc.

Referring toFIG.1, a block diagram of a FMS module100is shown according to an exemplary embodiment. The FMS module100includes a plurality of inputs102, a processing and control unit104, and at least one output106. The plurality of inputs102are provided to the processing and control unit104. In some arrangements, the processing and control unit104is connected to the inputs via a communication bus. As described in further detail below, the processing and control unit104determines the status and optimal service times for the various filtration systems of the internal combustion system based on the inputs102. The processing and control unit104communicates the filtration systems' statuses and optimal service times to the internal combustion engine operator (e.g., a driver, an equipment operator, a service technician, an equipment owner, a central dispatch facility, etc.) via the at least one output106.

The plurality of inputs102includes a power supply input108, a recognition signal input110, analog sensor inputs112, and an ECM input114. The power supply input108provides power to the processing and control unit104. The power supply input may be a power source independent of the internal combustion engine (e.g., a separate battery) or power provided from the internal combustion engine (e.g., via an alternator, the internal combustion engine's batter). The recognition signal input110provides an indication of whether the various filtration systems are using genuine filter elements. The various filtration systems may include a fuel-water separator (“FWS”), a fuel filter (“FF”), a lubricant filter (“LF”), an air filter, hydraulic fluid filters, crankcase ventilation filters or separators, coolant filters, and the like. It should also be understood that, as used herein, “separate” filtration systems may also include individual subsystems of a broader filtration system. By way of example, in a crankcase ventilation system, the portion of the system surrounding a crankcase ventilation impactor may be considered one “system,” while a portion of the system crankcase ventilation coalescer (downstream of the crankcase ventilation impactor) may be another “system.”

In some arrangements, the recognition signal input110utilizes a single digital connection (e.g., using 1-Wire® digital protocol) to the processing and control unit104. The analog inputs112may be sensor inputs, such as pressure differential (“dP) sensor inputs, associated with the various filtration systems of the internal combustion engine. The dP sensor may include a first pressure sensor positioned on a first side of the filter element and a second pressure sensor positioned on a second side of the filter element such that the pressure drop across the filter element can be calculated. The ECM input114provides other engine parameters to the processing and control unit104, such as MAF sensor output, engine speed, filter flow rates, temperature-barometric atmospheric pressure sensor (“TBAP”) output, water-in-fuel (“WIF”) sensor output, etc. The ECM input114may be provided via a J1939 CAN protocol.

The processing and control unit104includes a microcontroller116(referenced as “uC” inFIG.1). The microcontroller116controls the various functions of the FMS module100. The processing and control unit104includes a flash storage118. The flash storage118stores diagnostic information (e.g., as gathered from the plurality of inputs102). The processing and control unit104further includes a memory120. The memory120stores programming modules that, when executed by the microcontroller116, control the operation of the FMS module100. The memory120may also include reprogrammable variables used in algorithms that calculate expected filter life. In some arrangements, the flash storage118and the memory120are embodied in a single memory device. The processing and control unit104also includes a communication module122. The communication module122may be a wireless communication module (e.g., Bluetooth®, WiFi, ZigBee, cellular data transceiver, etc.) or a wired communication module (e.g., USB®, Ethernet, etc.). In such arrangements, the wireless communication module is designed to communicate with external devices in the presence of wireless interference or noise caused by the internal combustion engine. In some arrangements, the processing and control unit104is embodied as a system-on-chip controller (i.e., the microcontroller116, the flash storage118, the memory120, and the communication module122are embodied on a single chip).

The processing and control unit104provides output to the output devices106. The output devices106may include a dashboard display, a personal computer (“PC”), and/or wireless devices (e.g., smartphones, tablet computers, laptop computers, personal digital assistants, etc.). The processing and control unit104transmits filtration system statuses and service indications to the output devices106. The output devices106receive the statuses and service indications via a wired connection to the microcontroller116(e.g., Ethernet) or via the communication module122.

Referring toFIG.2A, a perspective view of a FMS module100embodying FMS module100is shown according to an exemplary embodiment. The FMS module100is enclosed in a housing202. A wiring harness204of the FMS module100is exposed. The wiring harness204connects the FMS module to the various inputs and outputs of the FMS module100(as described above with respect toFIG.1). As shown inFIG.2A, the FMS module100is based on the packaging method employed by the Cummins Energy Manager (“CEM”) module disclosed in the incorporated U.S. patent application Ser. No. 13/412,280, filed Mar. 5, 2012, published Oct. 4, 2012 as U.S. Patent Publication No. US 2012/0253595A1. Although the housing202the FMS module100has a similar appearance to a CEM module, the layout of the components (e.g., as described above with respect to processing and control unit104ofFIG.1) and the wiring harness202(e.g., pin configurations), and the software modules are customized for functioning as a FMS module.

Possible functions performed by FMS module100include, but are not limited to: electronic genuine filter detection, WIF indication (e.g., based on feedback from a WIF sensor), automatic water drain control (e.g., via an automatic drain in the fuel filtration system), filter service indication (e.g., via a determination of a total amount of fluid filtered by a particular filtration system, a detected pressure drop across a filter element, the output of a service-life algorithm, etc.), fixed interval based filter service indication, oil quality monitoring and oil drain interval indication, control and release of chemical additives, fuel quality sensing and indication, leak or bypass condition detection and indication, data connection to the ECM via J-1939, and data output communication with the various output devices106(e.g., LCD monitors, smart phone applications, OEM telematics system, technician computers, etc.).

As shown inFIGS.2B and2C, the FMS module100connects to the wiring of an internal combustion engine. The FMS module100connects to a wiring harness206of the internal combustion engine. The wiring harness206includes a connector208that receives the FMS module100. The housing202of the FMS module100may form a snap-fit connection with the connector208. Through the wiring harness206, the FMS module100the various inputs102and may communicate with at least a portion of the outputs106. In some arrangements, the FMS module100receives operating power via the wiring harness206(e.g., from the ECM, directly from internal combustion engine battery, etc.). In other arrangements, the FMS module100includes a built-in power source independent of the internal combustion engine.

The FMS100runs various algorithms to perform different filter monitoring functions. Referring toFIG.3, a block diagram of the various software modules and control algorithms stored in flash module118and/or memory120are shown. Each software module and algorithm block that the FMS module100can run are shown.

In some arrangements, the FMS100also is part of a broader fluid monitoring system. In such arrangements, the FMS100also receives sensor feedback from fluid sensors associated with various fluids used by the internal combustion system. The fluid sensors may be independent of the filtration systems of the internal combustion engine. For example, the fluid sensors may measure characteristics of the fuel supplied by the fuel system, the lubricant circulated by the lubrication system, the hydraulic fluid used by the hydraulic system, etc. The fluid sensors may be positioned near or within fluid pumps (e.g., a fuel pump, a lubricant pump, a hydraulic fluid pump, etc.) in plumbing that supplies the fluids to the various components of the internal combustion engine, in the engine block, and other locations within and around the internal combustion engine that receive fluid filtered by the various filtration systems of the internal combustion engine. The fluid sensors may include temperature sensors, pressure sensors, viscosity sensors, chemical sensors (e.g., to detect chemical additives within the fluid, to detect contaminants within the fluid, etc.), and the like.

The information from the fluid sensors can be used by the FMS100to determine service intervals for the fluids. For example, the fluid sensors of a lubricant system may provide a better indication of thermal breakdown of the lubricant than can be gleaned from the sensors located at the lubricant filtration system. Additionally, the information received from the fluid sensors can be used in the various filter system service calculations performed by the FMS100. For example, an information relating to a type of fuel flowing through a fuel filtration system may affect the expected life span of the fuel filter element. Information received from the fluid sensors, along with calculated information about the various fluid systems (e.g., fluid replacement warnings, expected remaining life of the engine fluids, etc.) can be output to the user or technician in a similar manner as described below with respect to the filter system information provided to the users and technicians. The information from the fluid sensors, in conjunction with the information from the filtration system sensors, can, for example be used to determine the optimal time to service the engine filters and fluid(s), as well as provide this information to users and/or technicians.

In further arrangements, the FMS100can also receive sensor information from other systems of the internal combustion engine or the equipment powered by the internal combustion system. For example, if the internal combustion engine powers a vehicle, the FMS100may receive sensor input from a tire pressure measurement system, exhaust sensors, ambient temperatures, vehicle speed sensor, and the like. This additional information may be used to assist with other calculations performed by the FMS100(e.g., filter life calculations, fluid life calculations, etc.).

Certain functions of the electronic FMS100are described in further detail below.

Electronic Genuine Filter Recognition

Various engine filter systems can be connected to the FMS module100via wired or wireless connections. The FMS module100can recognize if a genuine filter element is installed in any particular filtration system of the filtration systems of the internal combustion engine. The use of genuine filter elements (e.g., as replaced during a filtration system service operation) helps to protect the filtration system's integrity, and thus the internal combustion engine's integrity. Accordingly, the use of genuine filter elements provides the best and most reliable performance of the internal combustion engine. The FMS performs genuine filter recognition in various manners for different filter systems. For example, fuel-water separator products that have analog WIF sensors can be recognized as genuine through analog filter recognition features (e.g., as described in the incorporated U.S. patent application Ser. No. 13/864,694, filed Apr. 17, 2013), or fuel-water separators that have digital WIF sensors (e.g., as described in the incorporated U.S. Provisional Patent Application Ser. No. 61/810,946, filed Apr. 11, 2013) can be connected to the FMS module100to recognize if a genuine fuel-water separator is installed. In another example, the FMS module100could be connected to a fuel-filter separator with a digital recognition feature installed on a bracket. In a third example, a fuel/lube module with a digital recognition feature capable of recognizing a genuine filter cartridge element may be connected to the FMS module100.

Various filter element recognition techniques may be used by the FMS100in determining whether an installed filter element is genuine. Referring toFIG.2D, a block diagram of the FMS100arranged to perform genuine filter recognition is shown according to an exemplary embodiment. The FMS100is connected to a lubricant filtration system210, a first stage fuel filtration system212, a second stage fuel filtration system214, and an air filtration system216. Each of the filter elements for the lubricant filtration system210, the first and second stage fuel filtration systems212and214, and the air filtration system218includes a 1-Wire chip embedded into the filter element. The 1-Wire chip includes filter element identifying information that is sent via a wired connection to the FMS100. The FMS100can determine whether the installed filter elements are genuine or not genuine based on the identifying information (or lack thereof) that is sent from the 1-Wire chips to the FMS100. In other arrangements, a different type of identifying circuit (e.g., a resistor based circuit, a non-1-Wire based circuit, etc.) is embedded into each filter element that provides identifying information to the FMS100.

Referring toFIG.2E, a block diagram of the FMS100arranged to perform genuine filter recognition is shown according to another exemplary embodiment. The arrangement ofFIG.2Eis similar to that ofFIG.2D. However, inFIG.2E, each filter element of the various filtration systems are fitted with a radio frequency identification (“RFID”) chip. The RFID chips include identifying information, such as a filter element serial number or code. The RFID chips may be passive RFID chips (e.g., wirelessly powered by an RFID reader) or active RFID chips (e.g., having an independent power source). In the embodiment depicted inFIG.2E, each filter housing that receives the filter elements includes an RFID reader that provides RFID chip information to the FMS100via a wired or wireless connection. (In alternative implementations, the RFID reader may be positioned within or on the filter head, the filter module, or another nearby location.) Accordingly, when a filter element having an RFID chip in a designated position (e.g., in a position such that the RFID chip is positioned near the RFID reader when the filter element is installed), the identifying information is read by the RFID reader and transmitted to the FMS100. Based on the identifying information, the FMS100can determine whether the installed filter element is genuine or not genuine. In other arrangements, other wireless identifier transmission systems are used (e.g., near field communication, Bluetooth, Bluetooth Low Energy, WiFi, etc.),

The FMS module100can have built-in programming and calibration to recognize the genuine filters and to identify non-approved filter elements installed in any of the filtration systems. The built-in programming and calibration may be in the form of stored rules for recognizing serial numbers, part numbers, or any other encryption method (e.g., stored in flash module118or memory120). In an alternative arrangement, the built-in programming and calibration may be in the form of stored rules for recognizing the presence and form of electrical output from sensor associated with genuine filter elements, or the absence thereof.

In some arrangements, the FMS100has the capability to turn-on or turn-off certain features and indications based on the status of genuine filter detection. For example, the FMS module100may send genuine or non-genuine filter information to the ECM such that the ECM can take corresponding actions (e.g., —derating the engine, placing the engine in a limp mode, etc.), or such that the ECM can alert the user/operator with a warning (e.g., a dashboard indicator). When an internal combustion engine is placed into limp mode, the engine is operating in a mode with marginal functionality (e.g., enough engine output to allow the vehicle or equipment to be moved to a service facility, but not much functionality beyond that). The FMS module100may also limit other features of the FMS module100upon detection of an installed non-authorized replacement filter element. For example, the FMS module100may decide to not indicate service life based on a dP sensor feedback signal if a genuine filter is not detected (i.e., such that the user cannot take full advantage of the features of the FMS module100). In another example, the FMS module100may convey information about an installed non-genuine filter to the ECM, in which case, the ECM may limit the engine power, de-rate the engine, and the like in order to protect the engine from catastrophic failures.

WIF Indication and/or Automatic Water Drain

In some internal combustion engines, the WIF sensor of a fuel-water separator is connected to the engine ECM. The FMS module100receives input from the ECM (e.g., via the ECM input114) and is capable of taking the input from the analog or digital WIF sensor via the ECM. Based on the input from the WIF sensor, the FMS module100can provide water drain indication directly to the user or operator of the internal combustion engine. The water drain indication is triggered when the WIF sensor detects a threshold amount of water in the fuel-water separator housing. In some arrangements, the FMS module100is capable of warning the user or operator of an imminent fuel-system failure if the FMS module100detects that water has not been drained for a long period of time, thus saving the user or operator from expensive engine system break-downs.

In arrangements where an automatic water detection and/or water drain device (e.g., see the incorporated U.S. Pat. No. 6,207,045 or the incorporated U.S. patent application Ser. No. 12/860,499, filed Aug. 20, 2010, now U.S. Pat. No. 8,409,446, issued Apr. 2, 2013) is installed and connected to the FMS module100, the FMS module100can trigger the initiation of a water drain event by sending activation signals to a controller component (e.g., such as a solenoid valve of the automatic water drain) installed on the auto-drain device.

Service Indication via Input from dP Sensors

FMS module100is capable of connecting to dP sensors installed on existing filtration systems. The FMS module100collects restriction information from the dP sensors and uses the restriction information to gauge the plugging condition of the filter system. Additionally, the FMS module100is also connected to the ECM through the J1939 datalink and draws important engine parameters from the ECM, which the FMS module100uses to calculate the fluid flow-rate through the filter system. This calculation is done individually for each of the filter systems (example lube filter, fuel filter, fuel-water separator, air filter, etc.). Based on the outcome of the calculation, the FMS module100can send an indication to a user or operator via the outputs106of the internal combustion engine indicating a filter life (e.g., a percentage of filter life remaining, a number of miles of filter life remaining, etc.) and a replace filter indication.

Service Indication Based on Fixed Service Interval

In cases where the dP sensors are not available to the FMS module100(e.g., the dP sensors are not connected or are faulty), the FMS module100is capable of switching to a fixed service interval mode to protect the integrity of the engine. Accordingly, the FMS module100will still provide indication for service life when threshold miles/hours of filter are used.

Oil Quality Indication and Service Predictions

The FMS module100is capable of connecting to an oil quality sensor installed in the lubrication system of the engine. An exemplary sensor is described in U.S. Provisional Patent Application No. 61/838,962, filed Jun. 25, 2013, the entire disclosure of which is incorporated herein by reference. With inputs from the oil quality sensor (e.g., as described above with respect to the fluid sensors), and with other engine parameters received from ECM via the J1939 datalink, the FMS module100can calculate a condition of oil (e.g., an amount of life left in the oil). The FMS module100can indicate usable service life of the oil to the user or operator of the engine via the outputs106. The FMS module100may also provide indication for oil drain interval.

Control of Chemical Additives and Release of Additives

Some internal combustion engines include a chemically active lube filter (“CALF”) (e.g., as described in the incorporated U.S. patent application Ser. No. 13/827,992, filed Mar. 14, 2013 and U.S. Provisional Patent Application Serial Nos. 61/658,603, filed Jun. 12, 2012 and 61/595,326, filed Feb. 6, 2012). In arrangements where a CALF is present on the engine, the FMS module100can calculate a quality of oil, and electronically control the release of a particular amount of chemical additives to the oil from a chemical reservoir to improve the condition of the lubricating oil. The electronic control and release of additives in the oil system, based on feedback from the oil quality sensing function of the FMS module100, is an efficient method of controlling and extending oil quality as compared to chemical release based on a calculated pressure differential.

Fuel Quality Sensing and Indication

Various other sensors for fuel quality sensing (e.g., a sulfur sensor, a water content sensor, etc.) can be connected to the FMS module100. The fuel quality sensors allow the FMS module100to determine fuel quality and to provide an indication of the fuel quality to the user or operator via the outputs106. The signals from the fuel quality sensors can also be provided to the ECM through the J1939 datalink from the FMS module100such that the ECM can make decisions for de-rating, shutting down or operating in a safe-mode when poor quality fuel is sensed, thereby protecting from catastrophic engine and fuel-system failures. Alternatively or additionally, the fuel quality sensor may be a fuel type sensor (e.g., a sensor that determines whether the internal combustion engine is using ultra-low sulfur diesel fuel or biodiesel).

Data Output Functions

The FMS module100has the capability to transmit processed data to external devices by various means. Referring toFIGS.4A and4B, a block diagram of the FMS module100transmitting information to external devices via four exemplary methods is shown according to an exemplary embodiment. The four different methods of data output include output to a smartphone application402(e.g., via Bluetooth or Wi-Fi; as described in additional detail below with respect toFIG.6), output to a directly to an engine operator via a dashboard mounted display404(e.g., as described in further detail below with respect toFIGS.7A-1,7A-2and7B), to an OEM telematics communication link406, and output to a service technician tool408(e.g., a computer). The FMS module100may transmit processed data directly to these devices or may do so via an intermediary device, such as the ECM. For example, the FMS module100may transmit data to the ECM, which transmits a fault code to the dashboard mounted display404or other device.

The FMS module100may output processed information to any individual or combination of these output devices by various methods. One example method is via the use of ‘Output Tables’. The FMS module100may process all information and build a table of parameters with their respective values for each monitored filter system, which can then be transmitted in part or in entirety to the output device reading from the FMS module100. Referring toFIG.5, an exemplary FMS output table400is shown according to an exemplary embodiment. The receiving device (e.g., a service technician's computer, an operator's smartphone, etc.) may need to first need to establish a secure connection with the FMS module100via a pre-determined authorization code method of hand-shaking, before the output table can be transmitted to the device (e.g., pair the receiving device with the FMS module100via the Bluetooth pairing process). Although shown as being able to connect to four different types of devices, the FMS module100is capable of connecting to other types of output devices that can establish a communication session with the FMS module100.

Referring toFIG.6, the FMS module100can communicate wirelessly with output devices, such as a user's smartphone602. The smartphone602is running a smartphone application402that enables the communication between the smartphone602and the FMS module100. Through the smartphone application402, the FMS module100can communicate information relating to the various statuses of the monitored filtration systems of the internal combustion engine. The information may include information relating to a current status (e.g., operational, errors), upcoming service information (e.g., time to next service, miles to next service, etc.), filter element identification information, and other information on a filtration system-by-system basis. The user of the smartphone602can interact with the smartphone application402(e.g., through interaction with a graphical user interface of the smartphone application402) to retrieve real-time or near real-time data from the FMS module100. As discussed above, retrieving the information from the FMS module100may require that the smartphone602go through a pairing process with the FMS module100.

Referring toFIGS.7A-1AND7A-2, an electrical diagram of the FMS module100outputting data to a dashboard mounted display404is shown according to an exemplary embodiment.FIG.7Bshows the dashboard mounted display404connected to the FMS module100. Through the dashboard mounted display, a user or operator of the internal combustion engine (e.g., a driver of a vehicle powered by the internal combustion engine) can review information relating to the various statuses of the monitored filtration systems of the internal combustion engine. The information may include information relating to a current status (e.g., operational, errors), upcoming service information (e.g., time to next service, miles to next service, etc.), filter element identification information, and other information on a filtration system-by-system basis. The user or operator can interact with a graphical user interface of the dashboard mounted display404in a similar manner as described above with respect to the smartphone application402.

In the present disclosure, certain terms have been used for brevity, clearness and understanding. No unnecessary limitations are to be implied therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The different systems and methods described herein may be used alone or in combination with other systems and devices. Various equivalents, alternatives and modifications are possible within the scope of the appended claims. Each limitation in the appended claims is intended to invoke interpretation under 35 U.S.C. § 112, sixth paragraph only if the terms “means for” or “step for” are explicitly recited in the respective limitation.

It should be noted that the term “exemplary” as used herein to describe various embodiments is intended to indicate that such embodiments are possible examples, representations, and/or illustrations of possible embodiments (and such term is not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

Any references herein to the positions of elements are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.

It is important to note that the construction and arrangement of the various exemplary embodiments are illustrative only. Although only a few embodiments have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter described herein. For example, elements shown as integrally formed may be constructed of multiple parts or elements, the position of elements may be reversed or otherwise varied, and the nature or number of discrete elements or positions may be altered or varied. The order or sequence of any process or method steps may be varied or re-sequenced according to alternative embodiments. Other substitutions, modifications, changes and omissions may also be made in the design, operating conditions and arrangement of the various exemplary embodiments without departing from the scope of the present invention.