Truck operation monitoring system - Patent Review 4926331

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BACKGROUND OF THE INVENTION

This application claims priority from U.S. Pat. No. 4,677,429 to R. W. Glotzbach, issuing 06/30/87 from an application filed 12/01/83 for a VEHICLE INFORMATION ON-BOARD PROCESSOR.

1. Field of the Invention

The present invention relates to a truck operation monitoring system mounted in a truck and more particularly to a system which includes data processing apparatus, a plurality of truck operating parameter sensors coupled to the data processing apparatus, visual displays, memory for storing data and operating programs, at least one keyboard for operator input and operator callup, and a radio link for offloading data related to the operation of the truck to a distant larger processing apparatus for evaluation and storage of such data.

2. Description of the Prior Art

Heretofore trucks have had only a limited number of truck operation monitoring devices without the provision for integrated data storage.

With the advent of relatively inexpensive microprocessors with expanded memory, there have been proposals to use microprocessors in conjunction with the operation of motor vehicles.

For example, there is disclosed in U.S. Pat. No. 4,442,424 a method and system including a microcomputer for displaying vehicle operating parameters in a variable format. The parameters include vehicle speed, engine rpm fuel quantity, interior temperature and exterior temperature.

Further, there is disclosed in U.S. Pat. No. 4,462,079 an apparatus including a computer for providing information about the use of an agricultural work machine. Such information includes distance travelled, fuel consumption, working width of the machine, working time, total area to be worked and estimates of time-to-complete work or fuel consumption.

Also, in U.S. Pat. No. 4,525,782 there is disclosed a process for determining maintenance and servicing intervals on motor vehicles. More specifically, this patent teaches the processing of values corresponding to the particular states of wear of operating parameters of a motor vehicle and then comparing these values with values stored in a memory of the processing apparatus. When there is a comparison of the value being processed with the value stored in the memory, some form of indicator can be actuated to display a recommendation to the driver, or operator, to cause certain maintenance work to be performed.

Still another example of the use of a processing apparatus in conjunction with the operation of an engine for a motor vehicle is disclosed in U.S. Pat. No. 4,525,783 directed to a method and apparatus for determining the individual and manipulated variables of an internal combustion engine, and particularly, of a gas turbine. In particular, this patent measures rpm and temperature of the turbine and, based on the rpm sensed and/or the temperature sensed, will alter the operation of the turbine, such as by shutting off the turbine if these operating parameters are outside preset limits.

Additionally, U.S. Pat. No. 4,551,801 discloses a modular vehicle monitoring system which has a monitoring module with a plurality of inputs each for receiving one of the signals from one of a plurality of sensors. The inputs are fewer in number than the vehicle functions and conditions to be mounted and the module includes a sensor identifying arrangement.

As will be described in greater detail hereinafter, the truck operation monitoring system of the present invention differs from the previously proposed systems for monitoring the operation of a motor vehicle and the previously proposed systems utilizing a microprocessor for monitoring maintenance of a motor vehicle or for manipulating variables in the operation of an internal combustion engine, by providing a system which monitors and stores data for a large number of truck operation parameters, by providing for displays of these parameters to a truck operator including displays of out of limit conditions and displays of malfunctioning sensors, by providing memory for storing this data, a radio link for radio offloading of stored data and a serial port adapted to be connected to a larger processing apparatus when the truck is at a location permitting access to a communication link with the larger processing apparatus for offloading data therefrom.

The truck operation monitoring system of the present invention further differs from the previously proposed systems by including processing apparatus which is operable to receive and process analog signals received from sensors.

In one preferred embodiment of the truck operation monitoring system, a driver interface module is provided which enables driver generated information to be stored also. Such information can include driving time, sleep time, meal costs, costs for fuel, etc.

Furthermore, in one preferred embodiment of the truck operation monitoring system of the present invention a standard instrumentation gauge cluster, or module, can be provided including displays of nonrecorded truck operations such as turn signal lights and a secondary instrumentation gauge cluster or module can be coupled to the primary instrumentation gauge cluster module for facilitating display of additional truck operating parameters.

SUMMARY OF THE INVENTION

According to the present invention, there is provided a truck operation monitoring system for use in a truck cab comprising: a plurality of sensors each positioned to sense an operating parameter of the truck; at least one primary instrumentation module mounted in the truck cab including a data processing apparatus, means for coupling said sensors to said data processing apparatus, display means coupled to said data processing means, and memory means coupled to said data processing apparatus for storing data picked up from said sensors; means for manually calling up information on said display means and/or for inputting information into said data processing apparatus; and means for communicating said memory means with a larger data processing apparatus, such as a processing apparatus at a remote location.

The system can also include a secondary instrumentation module mounted in the truck cab and having second display means for displaying truck operating parameters. The means for calling up or inputting information can be realized by a keyboard on the secondary instrumentation module.

Further, a driver interface module can also be provided coupled to the primary instrument module and including further display means, memory means, another data processing apparatus and a keyboard for inputting into the data processing apparatus and for calling up on the further display means, driver related information.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of the truck operation monitoring system of the present invention and shows modules thereof, the interconnection of the modules and various ways of coupling to the modules for obtaining data therefrom.

FIG. 2 is an enlarged perspective view of the dash-board in a cab of a truck and shows three truck operation monitoring system modules of the truck operation monitoring system of the present invention mounted on the dashboard.

FIG. 3 is a front plan view of the primary or standard gauge instrumentation cluster module.

FIG. 4 is a front plan view of the optional or secondary gauge instrumentation cluster module.

FIG. 5 is a front plan view of the driver interface module.

FIG. 6 is a perspective view of a truck cab and chassis and shows the position of several truck operation monitoring system modules of the truck operation monitoring system and their interconnection.

FIG. 7 is a perspective view of a truck cab similar to the view shown in FIG. 6 and shows several connections to sensors.

FIG. 8 is a perspective view of the chassis of the truck and shows the various sensors that are mounted to the chassis and the line connection of those sensors to a connector which is adapted to be connected to the truck operation monitoring system modules.

FIG. 9 is a block schematic diagram of the electrical circuit for the primary gauge instrumentation cluster module.

FIG. 10 is a block schematic diagram of the electrical circuit for the secondary gauge instrumentation cluster module.

FIG. 11 is a block schematic diagram of the electrical circuit for the driver interface module and the recorder module.

FIGS. l2A-16B are flow charts of the routine or protocol carried out by the microprocessor in the primary gauge instrumentation module shown in FIG. 3.

FIGS. 17-22 are flow charts of the routine or protocol carried out by the microprocessor in the primary module for the secondary gauge instrumentation module shown in FIG. 4.

FIGS. 23-30 are flow charts of the routine or protocol carried out by the microprocessor in the driver interface module and the recorder module shown in FIG. 3.

FIG. 31 is a flow chart of the routine or protocol carried out by the microprocessor in the recording/ transceiving module of the truck operation monitoring system of the present invention.

FIG. 32 is a block schematic diagram of the recording/transceiving module of the truck operation monitoring system of the present invention and shows the various parameters which are loaded into a memory of the system and then off-loaded when polled by a radio signal.

FIG. 33 is a block schematic diagram of the engine shutdown circuit of the truck operating monitoring system of the present invention.

FIG. 34 is a flow chart of the routine or protocol carried out by the microprocessor in the primary module for the engine shutdown sequences.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawings in greater detail, there is illustrated in FIG. 1 a block diagram of the truck operation monitoring system 10 of the present invention. The system 10 includes a standard instrumentation gauge cluster or module 12 which, as will be described in greater detail hereinafter, includes a data processing apparatus (microprocessor).

This standard instrumentation gauge module 12 has input/output ports 14 for coupling the module 12 to an ATA standards serial interface bus 16. The standard instrumentation gauge module 12 is also coupled to a secondary, or optional, instrumentation gauge cluster module 18.

The instrumentation gauges that are included in the primary module 12 and the secondary module 18 will be described in greater detail in connection with the description of FIGS. 3 and 4.

In addition to the instrumentation gauge modules 12 and 18, a driver interface module 20 and recorder module 21 can be coupled to the primary instrumentation gauge module 12 as shown. Such module 20 and 21 can be incorporated in a single module, if desired.

Data from sensors and power for operating the modules 12, 18, 20 and 21 are supplied to the primary instrumentation gauge module 12, and to the driver interface module 20 and recorder module 21.

Preferably, and as shown, the driver interface module 20 is also coupled to a radio frequency link 22 which is also supplied with power from the vehicle power supply.

The driver interface module 20/recorder module 21 will be described in greater detail in connection with the description of FIGS. 5, 6 and 11.

The radio frequency link 22 enables data which has been developed from the sensors and stored in the recorder module 21 to be offloaded from the truck operation monitoring system 10 to a radio frequency terminal link 24 and processed and stored in a larger processing apparatus coupled to the radio frequency terminal link 24.

Such data can also include data entered by a driver of the truck in the driver interface module 20.

Preferably, and as shown, the driver interface module 20 and associated recorder module 21 are coupled to an ATA data link diagnostics port by which the system 10 can be checked in a diagnostics routine.

As best shown in FIG. 2, the primary module 12, the secondary module 18 and driver interface module 20 are mounted on the dashboard 25 of a truck right in front of the steering wheel 26 and include a primary instrumentation panel 32, a secondary instrumentation panel 34 and a driver interface panel 36 which are shown in larger detail in FIGS. 3, 4 and 5 and which will be described in greater detail in connection with the description of FIGS. 3, 4 and 5.

Referring now to FIG. 3, the primary instrumentation panel 32 has an upper elongate indicator display area 38 which includes a left hand turn arrow signal indicator display 41, a right hand turn arrow signal indicator display 42, an engine shutdown indicator display 43, an oil filter indicator display 44, a water level indicator display 45, a high beam indicator display 46, an air suspension indicator display 47, a power divider lock indicator display 48 and a rear light indicator display 49.

It will be appreciated that this upper indicator display area 38 shows confirmation of driver initiated truck operations as well as sensor indications. For example, whenever the driver makes a right hand turn or a left hand turn, the arrows 41 or 42 will light up. Also, of course, truck operations or sensor indications other than those shown can be inserted on indicator display area 38 as desired. In this respect, assembly line application of indicator films for any sensor indication desired provides savings in stock and overhead costs.

The engine shutdown sequence for causing the engine shutdown display to light up will be described below in connection with the description of FIGS. 33 and 34.

In addition to these upper visual displays 41-49, the primary instrumentation panel 32 includes a tachometer gauge 50 having both an analog display 52 and a digital display 54. Additionally, when the engine rpm is above a high set limit an "over rev", indicator 56 will light up. The over rev indicator set point is programmable by the user via the ATA input port 14 or via a keyboard input (keyboard 99 shown in FIG. 4). Also, a service indicator light 58 is provided in the gauge 50 and will light up after a large number of engine rpms or miles (a number input by maintenance personnel) have been counted to indicate that the engine should be serviced, or the input sensor is defective or an ATA communication link has failed. Again, this is programmable by the user via the ATA input port 14 or the keyboard 99 (FIG. 4).

The tachometer 50 operates between a frequency input of between 0 and 5000 Hertz. The analog display 52 will have 100 rpm increments between 0 and 2500 rpm and the display update rate is between 10 and 15 per second.

The digital display 54 is in multiples of 10 rpm increments and "rpm .times. 100" is provided beside the digital display.

The conversion factor from rpm to Hertz is rpm .times.teeth per revolution on the flywheel (stored in an EEPROM) divided by 60.

Further, there is provided on the primary instrumentation module a speedometer 60 which has an analog display 62 and a digital display 64. Also, a nonvolatile electronic odometer or trip indicator 66 is provided in the lower right hand corner of the speedometer gauge 60.

The speedometer 60 will operate on a frequency input of between 0 and 2200 Hertz and will show miles per hour in digital increments of 1 mph and analog increments of 2.5 mph between 0 and 80 mph.

The display update rate is 5 times per second. The conversion from mph to Hertz is tire revolutions per mile .times. axle ratio .times. 16 divided by 3600 to give an input in Hertz. The pulses per mile are stored in an EEPROM.

A reluctance sensor used for the tachometer and the speedometer can be a Motorola Reluctance Sensor, Model No. 7PE20005A, 7PE20005B and 7PE20003C or equivalent with a 690 ohm nominal DC resistance. Also, the calibration here is programmable by the user via the ATA input 14 or the keyboard 99 (FIG. 4).

Beneath the tachometer is a multifunction gauge 70 which has in the lower portion thereof a digital and analog engine oil level/battery charge display 72. Depression of key button 74 (FIG. 4) will switch or alternate the display 72 between oil level and battery charge.

If oil pressure is called up, an oil can indicia 76 will be illuminated. Likewise, if battery charge is called up, an indicia 77 of a battery is illuminated.

The upper part of the gauge 70 has an analog display 78 which is used to display water temperature.

Beneath the speedometer 60 is another multifunction gauge 80 which has in the lower portion thereof an analog fuel display 82.

A gas pump image 84 is provided alongside the scale for the analog display 82 to show that this is a fuel gauge. Also, when the fuel level reaches a lower user programmable level, such as 1/4 tank, an image 86 of a gas pump will appear above the analog display 82. The fuel level display 82 typically utilizes a 0-94 ohm variable resistor with 0 being equal to a full tank and 94 ohms being equal to an empty tank. The analog display 82 has 16 bar segments for showing different levels of fuel.

Additionally, the gauge 80 includes digital air pressure indicators 90 and 92 for primary air pressure and secondary air pressure. The primary and secondary air pressure indicators 90 and 92, are coupled to sensors that sense pressures between 0 and 100 psi over a voltage range of 0 to 4.75 volts.

A bad pressure sensor will cause a display of about 135 psi. Also, pressure below 60 psi will give an audio alarm and a flashing display alarm.

All of the displays 52, 62, 72, 78, 82, 90 and 92 will indicate a sensor malfunction when they reach an upper limit and will flash on and off to indicate to the driver that there is a sensor malfunction. Also, the displays are typically updated five times per second.

When power is turned on, there is an automatic diagnostic test which lasts for three seconds. When this occurs, the engine shutdown lamp and LCD segments behind the indicator displays 41-49 are tested. Backlighting, however, will not be affected. Then, after three seconds the panel 32 will display all currently measured data inputs. During this diagnostic test, any diagnostic failures sensed are sent to the recorder 21.

Typically, two circuit boards are provided in the module 12 (FIG. 2), one for graphics, i.e. drivers for the LCD displays 52, etc., and one for power supply, analog input circuitry, A.G.C. connectors, microprocessor and memory (Motorola 68HC11).

Referring now to FIG. 4, there is illustrated therein the secondary instrumentation panel 34 which has a keyboard 99 with keys or buttons 74, 101, 102 and 103 which the driver can depress for calling up a display of certain operating parameters which will be described in greater detail below.

For example, the key or button 74 is depressed to call up oil or voltage on display 70 (FIG. 3). Button 101 can be depressed for setting the odometer reading for TOTAL or TRIP on display 70 (FIG. 3). Button 102 can be depressed to reset the TRIP odometer to zero miles on display 60 if it is in the TRIP mode and finally, button 103 can be depressed to reset the air restriction gauge 114 on gauge display 106.

Also on the panel 34 are two other gauge displays 108 and 110 which are dual purpose gauge displays.

The gauge display 106 has an analog display 112 for the exhaust temperature and an indicator lamp 114 for the air restriction pressure.

The air restriction pressure is a measure of vacuum level on the engine side of an air cleaner filter. A vacuum switch is mounted in the air flow just behind the air filter. Whenever the air flow drops below a designated fixed point, the vacuum switch closes to indicate a blocked air filter condition. This grounded input is fed to the panel 34 which lights the air restriction indicator lamp 114. In other words, whenever the vacuum switch reaches its set point, it closes and turns on the indicator lamp 114.

A service warning and flashing display will occur when an air restriction sensor indicates too much air filter restriction.

Then the gauge display 108 has an analog display 116 for engine oil temperature and an analog display 118 for transmission oil temperature. The engine oil temperature display 116 is an analog display 116 with 16 segments and has a display range from 100 degrees F. to 320 degrees F.

The transmission oil temperature display 118 likewise has 16 segments and displays temperatures from 100 degrees F. to 320 degrees F.

Then the lower gauge display 110 has an analog display 120 for front axle oil temperature and an analog display 122 for the rear axle oil temperature.

The exhaust pyrometer display 112 is generated from a thermocouple sensor and will provide an analog display with 15 segments, between 0 degrees F. and 1500 degrees F.

Similarly, the front axle oil temperature and the rear axle oil temperature displays 120 and 122 are analog with 16 segments and have a display range of between 100 degrees F. and 320 degrees F.

The Warning/Alarm Parameters are as follows:

______________________________________ Service Flashing Gauge Audio Alarm ______________________________________ Air Restriction Oil Pressure Oil Pressure (Blocked Air Water Temperature Water Temperature Filter) Pri Air Pressure Pri Air Pressure Preventative Sec Air Pressure Sec Air Pressure Maintenance Battery Voltage Engine Shutdown (Mileage Level) Engine Shutdown Bad Sensor Bad Sensor ______________________________________

The primary and secondary instrumentation gauge modules 12 and 18 have an operating mode which allows certain changeable parameters to be altered. To enter this mode, first one turns off the ignition. Then one holds buttons 74, 101-103 down and turns an ignition on. Then a security code has to be entered to initiate a change sequence. The changeable parameters include:

______________________________________ PARAMETER LEVEL DESCRIPTION ______________________________________ 0. Entry/Exit of this mode is done here. 1-4. Incremental mileage service indicator (4 levels); the "service" LCD is lit upon reaching an absolute mileage level. 5. Tachometer flywheel teeth. 6. Speedometer pulses per mile. 7. Tachometer over rev rpm limit. 8. Low oil pressure serial # to indicate warning limits and engine shutdown limits. (Serial # chooses pre-defined limits found in a lookup table.) 9. High water temperature serial # to indicate limits. 10. Odometer preset mileage. Alterable ONLY upwards with an upward limit of 11. Key code to clear "service" LCD. ______________________________________

All of the parameter level numbers shown above will actually be displayed on the digital speedometer display 64 (the LCD's therefor causing the parameter level to be indicated).

When entering the programming mode, the first digit area in the digital display 64 will show a 0.

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