阅读说明：本技术 过滤监测系统 (Filtration monitoring system ) 是由 A·丁格拉 B·普拉哈拉 A·维迪雅 A·西姆皮 E·R·伯根 于 2016-12-16 设计创作，主要内容包括：一种过滤监测系统是安装在内燃机上或由内燃机驱动的车辆内的电子系统控制模块。过滤监测系统监测在发动机上的过滤系统的健康和状态。过滤监测系统通过基于传感器反馈(例如,压力传感器反馈、流体质量特征传感器反馈等)运行智能算法来跟踪过滤器加载模式并预测过滤器的剩余使用寿命。在一些布置中,所描述的过滤监测系统提供关于在给定的过滤系统中是否安装正版的(即,授权的,OEM批准的等)或未经授权的滤芯的反馈。可将过滤监测系统改装到现有的还没有过滤监测系统的内燃机或车辆上。(One type of filtration monitoring system is an electronic system control module installed on or within a vehicle powered by an internal combustion engine. The filtration monitoring system monitors the health and status of the filtration system on the engine. The filtration monitoring system tracks filter loading patterns and predicts remaining useful life of the filter by running intelligent algorithms based on sensor feedback (e.g., pressure sensor feedback, fluid quality characteristic sensor feedback, etc.). In some arrangements, the described filtration monitoring system provides feedback as to whether an authentic (i.e., authorized, OEM approved, etc.) or unauthorized filter cartridge is installed in a given filtration system. The filtration monitoring system may be retrofitted to existing internal combustion engines or vehicles that do not already have a filtration monitoring system.)

1. A filtration monitoring system module, comprising:

a circuit board having processing circuitry, the processing circuitry including a processor and a memory, the processing circuitry configured to:

receiving a feedback signal from each of a first pressure sensor associated with a characteristic associated with a first filtration system including a first filter element and a second pressure sensor associated with a characteristic associated with a second filtration system including a second filter element,

analyzing the feedback signal to determine a state of each of the first filter element and the second filter element,

calculating a load percentage of each of the first and second filter elements based on feedback signals from the first and second pressure sensors, respectively, an

Sending data including each of the status and percent load of each of the first filter element and the second filter element to a telematics system via an associated engine control module;

a housing formed around the circuit board, the housing partially enclosing the circuit board, the housing defining an opening; and

a plurality of pins extending from the circuit board into the opening,

wherein the second filtration system is a lube oil filtration system and the characteristic associated with the lube oil filtration system includes a quality of oil in the lube oil filtration system.

2. The filtration monitoring system module of claim 1, wherein the circuit board includes at least seven analog input channels.

3. The filtration monitoring system module of claim 2, wherein the circuit board includes ten analog input channels.

4. The filtration monitoring system module of claim 2, wherein the circuit board includes a digital input channel.

5. The filtration monitoring system module of claim 1 wherein the plurality of pins are arranged in two arrays.

6. The filtration monitoring system module of claim 1, wherein the housing includes an alignment slot that ensures that the housing can only be mounted on a connector in a single orientation.

7. The filtration monitoring system module of claim 1, wherein the first filter cartridge is an air filter cartridge.

8. The filtration monitoring system module of claim 1 further comprising an analog-to-digital converter circuit configured to convert the feedback signal from the first pressure sensor from an analog signal to a digital signal prior to analyzing the feedback signal from the first pressure sensor.

9. The filtration monitoring system module of claim 1, further comprising an analog-to-digital converter circuit configured to convert each of the feedback signal from the first pressure sensor and the feedback signal from the second pressure sensor from an analog signal to a digital signal prior to analyzing each of the feedback signals from the first pressure sensor and the second pressure sensor.

10. The filtration monitoring system module of claim 1 wherein the processing circuitry is further configured to determine whether the first filter cartridge is an authentic air filter cartridge.

11. The filtration monitoring system module of claim 1, wherein the processing circuitry is further configured to determine whether the first filter element is an authentic air filter element and whether the second filter element is an authentic fluid filter element.

12. The filtration monitoring system module of claim 1 wherein the processing circuit is further configured to:

receiving data from a radio frequency identification tag mounted on the first filter element via a communicatively coupled radio frequency antenna, wherein the data comprises a unique identifier of the first filter element;

determining whether the first filter element is an authentic filter element based on the received data; and

in response to determining that the first filter element is not an authentic filter element, initiating an alarm to indicate that the first filter element is not an authentic filter element.

13. The filtration monitoring system module of claim 1 wherein the processing circuit is further configured to:

receiving data from a radio frequency identification tag mounted on the second filter element via at least one communicatively coupled radio frequency antenna, wherein the data comprises a unique identifier of the second filter element;

determining whether the second filter element is an authentic filter element based on the received data; and

initiating an alarm in response to determining that the second filter element is not a genuine filter element.

Technical Field

The present disclosure relates generally to filtration systems.

Background

Internal combustion engines typically combust a mixture of fuel (e.g., gasoline, diesel, natural gas, etc.) and air. Prior to entering the engine, fluids such as fuel, oil, and air are typically passed through a filter element to remove contaminants (e.g., particulates, dust, water, etc.) from the fluid prior to delivery to the engine. The filter cartridge needs to be replaced periodically because the filter media of the filter cartridge captures and removes contaminants from the fluid passing through the filter media. In some instances, an unauthorized or unauthorized replacement cartridge may be installed in the filtration system during maintenance operations. Unauthorized and non-genuine replacement filter elements may be of inferior quality to genuine authorized filter elements. Thus, the use of an unauthorized or unauthorized replacement cartridge may damage the engine by allowing contaminants to pass through the cartridge. In addition, the filtration system may have different replacement cycles, which may result in multiple maintenance events.

Disclosure of Invention

One embodiment relates to an apparatus. The apparatus includes an internal combustion engine having an engine control module configured to control operation of the internal combustion engine. The device also includes a filtration system having a filter element and a sensor configured to sense a characteristic associated with the filtration system. The device includes a filtration monitoring system module including processing circuitry communicatively coupled to the sensor. The processing circuit includes a processor and a memory. The processing circuit is configured to receive a feedback signal from the sensor related to the characteristic, analyze the feedback signal to determine a state of the filter element, calculate a percent load of the filter element, and transmit the percent load of the filter element to the engine control module.

Another example embodiment relates to a filtration monitoring system module. The module includes a circuit board having processing circuitry. The processing circuit includes a processor and a memory. The processing circuit is configured to receive a feedback signal associated with the filtration system from the sensor, analyze the feedback signal to determine a state of a filter element of the filtration system, and calculate a percent load of the filter element. The module also includes a housing formed around and partially enclosing the circuit board, the housing defining an opening. The module includes a plurality of pins extending from the circuit board and into the opening.

Another exemplary embodiment relates to a method of installing a filtration monitoring system for an internal combustion engine. The method includes providing a filtration monitoring system module having processing circuitry configured to receive a feedback signal from a sensor associated with a filtration system associated with the internal combustion engine, analyze the feedback signal to determine a condition of a filter element of the filtration system, and calculate a percent load of the filter element. The method also includes connecting the filtration monitoring system module to the sensor. The method includes connecting a filtration monitoring system module to a vehicle bus such that the filtration monitoring system module can be in data communication with an engine control module of the internal combustion engine.

These and other features, together with the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings.

Drawings

FIG. 1 is a schematic diagram of a filtration monitoring system according to an exemplary embodiment.

Fig. 2 is a perspective view of a module of the filtration monitoring system of fig. 1.

Fig. 3 is a top view of a module of the filtration monitoring system of fig. 1.

Fig. 4 is a cross-sectional view of a module of the filtration monitoring system of fig. 1.

Fig. 5 is a schematic diagram of a circuit board of a module of the filtration monitoring system of fig. 1.

Fig. 6 is a side perspective view of a pin arrangement of a module of the filtration monitoring system of fig. 1.

Fig. 7 is a perspective view of a connector according to an example embodiment.

FIG. 8 is an illustration of a rear housing, according to an example embodiment.

FIG. 9 is a schematic diagram of a filtration monitoring system according to another example embodiment.

Fig. 10 is a perspective view of a module of the filtration monitoring system of fig. 9.

Fig. 11 is a perspective view of a circuit board of the module of fig. 10.

FIG. 12 is a schematic diagram of a filtration monitoring system for an internal combustion engine according to yet another exemplary embodiment.

Fig. 13 is a diagram of modules of the filtration monitoring system of fig. 12.

Fig. 14 is a perspective view of a connector according to another example embodiment.

Fig. 15 is a diagram of the module of fig. 13 with the filtration system installed.

FIG. 16 is a flow chart of a method of installing a filtration monitoring system for an internal combustion engine according to an exemplary arrangement.

FIG. 17 is a perspective view of a module according to another example embodiment.

Fig. 18 is a top view of the module of fig. 17.

Fig. 19 is a cross-sectional side view of the module of fig. 17.

Fig. 20 is a transparent perspective view of the module of fig. 17.

Fig. 21 is a perspective view of a circuit board of the module of fig. 17.

Fig. 22 is a schematic view of a circuit board of the module of fig. 17.

Fig. 23 is a side view of a circuit board of the module of fig. 17.

Fig. 24 shows a perspective view of a connector for the module of fig. 17, according to an example embodiment.

Fig. 25 shows another perspective view of the connector of fig. 24.

Detailed Description

Referring generally to the drawings, a filtration monitoring system is described. The filtration monitoring system is an electronic system control module installed on or within a vehicle powered by an internal combustion engine. The filtration monitoring system monitors the health and status of the filtration system on the engine. The filtration monitoring system tracks filter loading patterns and predicts the remaining useful life of the filter by running intelligent algorithms based on sensor feedback (e.g., pressure sensor feedback, differential pressure sensor feedback, fluid quality characteristic sensor feedback, etc.). The monitoring filter system and fluid may include any of a fuel-water separator filter system, a fuel filter system, a lube oil filter system, a hydraulic fluid filter system, an air filter system, a crankcase ventilation system, oil, cooling fluid, hydraulic oil, air, and any other fluid associated with the filter system or with the operation of the internal combustion engine or vehicle. The filtration monitoring system may be retrofitted to existing internal combustion engines or vehicles that do not already have a filtration monitoring system.

In some arrangements, the described filtration monitoring system provides feedback as to whether an authentic (i.e., authorized, OEM approved, etc.) or unauthorized filter cartridge is installed in a given filtration system. Authorized filter determination may be based on radio frequency identification ("RFID") technology. For example, each authorized cartridge may be assembled with an RFID tag (which may take the form of, for example, a tag, chip, or similar device) that is programmed with a unique code. An RFID reader with an antenna in the monitoring and filtering system reads the RFID tag information and inputs any detected information into the filtering and monitoring system. The filter monitoring system analyzes the returned data (or absence) to determine if an authentic (i.e., authorized, OEM certified) filter cartridge is installed. In some arrangements, the filtration monitoring system sends a signal if an unauthorized filter cartridge is installed.

Referring to FIG. 1, a schematic diagram of a filtration monitoring system 100 according to an exemplary embodiment is shown. Filtration monitoring system 100 includes a module 102. Module 102 includes processing circuitry having a processor (e.g., a general purpose processor, an Application Specific Integrated Circuit (ASIC), one or more Field Programmable Gate Arrays (FPGAs), a Digital Signal Processor (DSP), a set of processing components, or other suitable electronic processing components) and memory (e.g., RAM, NVRAM, ROM, flash memory, hard disk memory, etc.), analog-to-digital converter circuitry, and various communication interfaces (e.g., analog sensor inputs, digital sensor inputs, J1939 data link communication inputs/outputs, bluetooth transceivers, etc.). The module 102 is configured to monitor a filtration system of an internal combustion engine based on sensor inputs, engine operating parameters, and vehicle operating parameters. Although various circuits having particular functions are shown in the figures, it should be understood that module 102 may include any number of circuits for performing the functions described herein. For example, the activities of multiple circuits may be combined into a single circuit, additional circuits with additional functionality may be included, and so on. Further, it should be understood that the module 102 may also control and/or monitor other internal combustion engine systems beyond the scope of the present disclosure.

The module 102 receives sensor feedback signals from various sensors (as described in further detail below) associated with various filtration systems, the vehicle, the internal combustion engine, the ambient environment, fluid flowing through the internal combustion engine, vehicle operating parameters, and the like. In some arrangements, the sensor feedback signal relates to a sensing characteristic of the associated filtering system. The sensor may include any of a pressure sensor, a pressure drop sensor, a differential pressure sensor, a fluid characteristic sensor, a humidity sensor, a temperature sensor, a fluid flow sensor, and the like. The sensors provide input to the module 102 so that the module can determine the pressure differential across a given filtration system and thus the load of the installed filter cartridge. In the particular arrangement of fig. 1, the module receives feedback from sensors associated with four different air filtration systems 104, 106, 108, and 110 ("AF #"), a fuel-water separator filtration system 112 ("FWS"), a fuel filtration system 114 ("FF"), and a lubricant filtration system 116 ("LF"). However, it should be understood that any combination of filtering systems may provide feedback to the module 102. For example, in some arrangements, the module 102 may receive feedback from a sensor associated with the crankcase ventilation breather system.

As shown in fig. 1, the module 102 receives feedback signals from four low pressure sensors 118, 120, 122, and 124 ("LPS") associated with one of the air filtration systems 104, 106, 108, and 110, respectively. Each of the low pressure sensors 118, 120, 122, and 124 provides feedback to the module indicating the loading of the respective filter elements in the air filtration systems 104, 106, 108, and 110. The module 102 receives feedback signals from four differential pressure sensors 126, 128, 130 and 131 ("dP"): a differential pressure sensor 126 associated with the first stage of the fuel-water separator filtration system 112, a differential pressure sensor 128 associated with the second stage of the fuel filtration system 114, a differential pressure sensor 130 associated with the lubricant filtration system 116, and a backup differential pressure sensor 131. Differential pressure sensors 126, 128, and 130 are associated with a particular filtration system and provide feedback to module 102 indicating the loading of the filter element associated with the respective filtration system. The backup differential pressure sensor 131 may provide feedback to the module 102 for later installed systems or for unfiltered pressure feedback (e.g., ambient pressure readings). The module 102 receives feedback signals from two temperature sensors ("temperatures"): a first temperature sensor 132 for monitoring inlet fuel temperature into the fuel-water separator filter system 112, and a second temperature sensor 134 that may provide temperature for later installed systems or provide a non-filtered temperature (e.g., ambient temperature). Additionally, module 102 receives a feedback signal from fluid property sensor 136. Fluid property sensor 136 may be configured to monitor a property of a fluid (e.g., oil, lubricant, air, fuel, hydraulic fluid, etc.) entering the internal combustion engine.

The module 102 includes ten analog input channels. Accordingly, each of the sensors 118 through 134 communicates with the module 102 via analog signal lines. In some arrangements, the sensor feedback signal is an analog signal, and the module 102 converts the analog signal from the given sensor to a digital signal via an analog-to-digital converter circuit prior to analyzing the given signal. The module 102 also includes a controller area network ("CAN") input. The CAN input is a digital input. The fluid characteristic sensor 136 provides feedback to the module 102 via the CAN input.

Still referring to FIG. 1, the module 102 communicates data to the engine control module 138 and from the engine control module 138 via a digital data link. The engine control module 138 generally controls operation of the internal combustion engine. In some arrangements, the digital data link is a J1939 vehicle bus data link. Through the digital data link, the module 102 may receive the engine and vehicle operating parameters required for various filter life calculations. In some arrangements, the engine control module 138 provides real-time operating parameters to the module 102 that indicate the number of hours the engine has been running, the current engine RPM, the fresh air flow into the intake system, the fuel rail injector pressure, the lubricating oil temperature, the total amount of fuel input to the internal combustion engine, the age of the lubricating oil, and the like. Additionally, module 102 may provide the filter system status information to engine control module 138 via a digital data link. For example, the module 102 may send status messages to the engine control module 138 indicating the status of various filtration systems. In some arrangements, the status message relates to a clear or normal or good status indicating that the associated filtering system is operating properly. In other arrangements, the status message relates to an error or a maintenance condition indicating that the associated filtration system requires maintenance. In such an arrangement, the engine control module 138 may issue a warning (e.g., a dashboard light, an audible alarm, an alarm through a primal device telematics box, etc.) to an operator of the internal combustion engine or vehicle.

The module 102 is also in data communication with other devices, such as original equipment ("OE") telematics boxes 140, or external devices, such as operator devices, technician devices, cloud storage systems via an external network 142, and the like. For example, module 102 can communicate status information, such as a load percentage of the filter cartridge, a remaining useful life of the filter cartridge, fluid characteristics, etc., to telematics box 140 for transmission to a remote server (e.g., via external network 142) or to an external device. In some arrangements, data communication between external devices is performed over a digital data link. In other arrangements, data is communicated with the external device via a wireless data protocol, such as bluetooth, WiFi, and/or cellular communication links. In additional arrangements, data is exchanged with external devices via the engine control module 138.

Various views of the module 102 and its components are shown in fig. 2-6. Fig. 2 shows a perspective view of the module 102. Fig. 3 shows a top view of the module 102. Fig. 4 shows a cross-sectional view of the module 102. Fig. 5 shows a schematic diagram of a circuit board 500 of the module 102. Fig. 6 shows a side perspective view of the pin (pin) arrangement of the module 102. The module 102 is packaged in the configuration shown in fig. 1-3. Generally, the module includes a circuit board 500, the circuit board 500 having a plurality of pins 202 extending from the circuit board 500. Pins 202 provide electrical contacts for various inputs and outputs of module 102. In some arrangements, the module 102 includes fifty pins 202 arranged in two twenty-five pin arrays (e.g., as best shown in fig. 3), such that the module 102 may be connected to a standard Deutsch (Deutsch) or Delphi (Delphi) data connector (e.g., connector 700, as discussed below with respect to fig. 7). Each twenty-five pin array is a five by five array. It should be noted, however, that module 102 may include any other number of pins arranged in any geometric manner. For example, and as described in further detail below with respect to fig. 17-25, the module 1702 may include twenty-four pins.

The module 102 includes a housing 204. The housing 204 is formed around a circuit board 500 having processing circuitry and pins 202 by an injection molding process, wherein the circuit board 500 with all electronic components assembled therein (e.g., as shown in fig. 5) is fed to an injection mold machine by an insert into a mold tool cavity. A molten molding material in pressurized form, such as epoxy MG33F (Hysol MG33F), plastic, or other types of epoxy molding compounds designed to encapsulate electronic components, is poured around the circuit board and cured to form the shape of the housing 102. The housing 102 partially encloses the circuit board 500. In some arrangements, the pins 202 are assembled to the module 102 after molding of the housing 102 around the circuit board 500 is completed. The pins 202 enter the openings 402 from the circuit board 500, the openings 402 being defined in the walls of the housing 102 such that the pins 202 are exposed to the connector. In some arrangements, the shell 204 includes alignment tabs 302 and alignment slots 304. The alignment tabs 302 ensure that the module 102 can only be mounted on the appropriate connector in a single orientation.

Referring to fig. 7, a perspective view of a connector 700 is shown according to an example embodiment. Connector 700 is configured to connect various components (e.g., sensors, engine control module 138, etc.) to module 102. The connector includes a housing 702 having an extension 704. Extension 704 includes a plurality of pin connections 706. When the extension 704 is received in the opening 402 of the module 102, the pin connection 706 is arranged to align with the pin 202. Thus, in some arrangements, the connector 700 includes fifty pin connections 706 arranged in two twenty-five pin arrays. In some arrangements, the connector 700 is a deschi (Deutsch) or Delphi (Delphi) standard connector. In some arrangements, the connector 700 includes a screw 708, the screw 708 configured to secure the connector 700 to the module 102.

Referring to fig. 8, a rear housing 800 is shown according to an example embodiment. The rear housing 800 is connected to the connector 700 by a snap connector 802. The rear housing 800 covers a portion of the connector 700 and provides wiring openings 804 and 806. Routing openings 804 and 806 protect connections between wires provided to various inputs and outputs of the module and connector 700.

The module 102 generally monitors a filtration system of an internal combustion engine based on sensor inputs, engine operating parameters, and vehicle operating parameters. To this end, the module 102 receives feedback signals from various sensors related to the sensed characteristics of various filtering systems and engine operating parameters from the engine control module 138. The module 102 analyzes the received information (e.g., sensor feedback signals, engine operating parameters, etc.) through filtering system specific algorithms loaded in the processor of the module 102. During operation of the module 102, a different set of algorithms for each filtering system is run in parallel. For each filtration system, the module 102 determines a status of a filter cartridge installed in the filtration system. In some arrangements, the condition of the filter element relates to the load percentage of the filter element and the remaining useful life of the filter element. In some arrangements, the module 102 also determines the current quality of the oil through an oil quality algorithm to provide information on how the oil will last before replacement is needed. The output of module 102 (i.e., the load percentage of each filter element, the remaining service life of each filter element, the oil quality, the time to change the oil, etc.) is transmitted to an engine control module 138.

In some configurations, the output of the module 102 is integrated with an Original Equipment (OE) telematics box/system 140 via a digital data link (e.g., via the J-1939 data link protocol). This integration provides real-time or batch information about each filtration system of the internal combustion engine. This information helps technicians, fleet managers, vehicle operators, etc. make real-time maintenance decisions on various filtering systems and vehicle operations. In some arrangements, the output of the module is received on the mobile device via the bluetooth transceiver (e.g., BTLE4.0 transceiver) of the module 102 so that the data is viewable on the mobile device application (e.g., smartphone application).

In some arrangements, the module 102 includes extended flash memory. The extended flash memory enables the module 102 to capture and store historical usage and filtration system status information (e.g., percent load, remaining useful life, etc.) for monitoring each filtration system and monitoring any fluids (e.g., lubricating oil). The stored historical usage and status information may be stored at each key-off/key-on event of the internal combustion engine. Thus, the module 102 may be used as a data logger, and if necessary for a process to look up any filtering or engine system faults (e.g., in checking warranty claims or investigating engine faults), the module 102 may be used to analyze the operating parameters of the internal combustion engine and the monitored filtering system.

Referring to FIG. 9, a schematic diagram of a filtration monitoring system 900 according to an exemplary embodiment is shown. The filtration monitoring system 900 is similar to the filtration monitoring system 100 described above with respect to fig. 1-8. The primary difference between the filtration monitoring system 900 and the filtration monitoring system 100 is that the filtration monitoring system 900 performs genuine filter identification and filter life monitoring functions, while the filtration monitoring system 100 does not perform genuine filter identification. The filtration monitoring system 900 includes a module 902. Module 902 includes processing circuitry having a processor (e.g., a general purpose processor, an Application Specific Integrated Circuit (ASIC), one or more Field Programmable Gate Arrays (FPGAs), a Digital Signal Processor (DSP), a set of processing components, or other suitable electronic processing components) and memory (e.g., RAM, NVRAM, ROM, flash memory, hard disk memory, etc.), analog-to-digital converter circuitry, and various communication interfaces (e.g., analog sensor inputs, digital sensor inputs, coaxial RFID antenna inputs, 1939 data link communication inputs/outputs, bluetooth transceivers, etc.). Module 902 monitors the filtration system of the internal combustion engine generally based on sensor inputs, engine operating parameters, and vehicle operating parameters. In addition, module 902 verifies that the installed filter cartridge is genuine (i.e., authentic or OEM approved) based on the filter ID stored in the RFID tag of the given filter cartridge. Although various circuits having particular functions are shown in the figures, it should be understood that module 902 may include any number of circuits for performing the functions described herein. For example, the activities of multiple circuits may be combined into a single circuit, additional circuits with additional functionality may be included, and so on. Further, it should be understood that the module 902 may also control and/or monitor other internal combustion engine systems beyond the scope of the present disclosure.

Module 902 receives feedback signals from various sensors associated with various filtration systems, the vehicle, the internal combustion engine, the surrounding environment, fluid flowing through the internal combustion engine, vehicle operating parameters, and the like. The sensor may include any one of a pressure sensor, a pressure drop sensor, a fluid characteristic sensor, a humidity sensor, a temperature sensor, a fluid flow sensor, and the like. The sensors provide inputs to the module 902 so that the module can determine the pressure differential across a given filtration system and thus the load of the installed filter cartridge. In the particular arrangement of fig. 9, the module receives feedback from sensors associated with the air filtration system 904, the fuel-water separator filtration system 906, the fuel filtration system 908, and the lubricant filtration system 910. However, it should be understood that any combination of filtering systems may provide feedback to module 902. For example, in some arrangements, the module 902 may receive feedback from a sensor associated with a crankcase ventilation breather system.

As shown in fig. 9, the module 902 receives a feedback signal from a low pressure sensor 912 associated with the air filtration system 904. The low pressure sensor 912 provides feedback to the module 902 indicating the load of the filter cartridge of the air filtration system 904. Module 902 receives feedback signals from four differential pressure sensors ("dP"): a differential pressure sensor 914 associated with the first stage of the fuel-water separator filtration system 906, a differential pressure sensor 916 associated with the second stage of the fuel filtration system 908, a differential pressure sensor 918 associated with the lubricant filtration system 910, and a backup differential pressure sensor 920. Differential pressure sensors 914, 916, and 918 are associated with a particular filtration system and provide feedback to module 902 indicating the loading of the filter element associated with the respective filtration system. The backup differential pressure sensor 920 may provide feedback to the module 902 for later installation of the system or for unfiltered pressure feedback (e.g., ambient pressure readings). Module 902 receives feedback signals from two temperature sensors: a first temperature sensor 922 to monitor inlet fuel temperature into the fuel-water separator filter system 906, and a second temperature sensor 924 that may provide temperature for later installed systems or to provide unfiltered temperature (e.g., ambient temperature). Additionally, module 102 receives a feedback signal from fluid property sensor 926. Fluid property sensor 926 may be configured to monitor a property of a fluid (e.g., oil, lubricant, air, fuel, hydraulic fluid, etc.) entering the internal combustion engine.

Module 902 includes seven analog input channels. Accordingly, each of the sensors communicates with the module 902 through an analog signal line. In some arrangements, the module 902 converts the input analog signal from a given sensor to a digital signal prior to analyzing the given signal. The module 902 also includes a controller area network ("CAN") input. The CAN input is a digital input. Fluid property sensor 926 provides feedback to module 902 through the CAN input.

Still referring to fig. 9, the module 902 is in data communication with an engine control module 928 via a digital data link. The engine control module 928 generally controls operation of the internal combustion engine. In some arrangements, the digital data link is a J1939 vehicle bus data link. Through the digital data link, module 902 may receive engine and vehicle operating parameters required for various filter life calculations. In some arrangements, the engine control module 928 provides real-time operating parameters to the module 902 that indicate the number of hours the engine has been running, the current engine RPM, the fresh air flow into the intake system, the fuel rail injector pressure, the lubricating oil temperature, the total amount of fuel input to the internal combustion engine, the age of the lubricating oil, etc. Additionally, the module 902 may provide the filter system status information to the engine control module 928 via a digital data link. For example, the module 902 may send status messages to the engine control module 928 indicating the status of various filter systems. In some arrangements, the status message relates to a clear or normal or good status indicating that the associated filtering system is operating properly. In other arrangements, the status message relates to a maintenance condition indicating an error or that the associated filtering system requires maintenance. In such an arrangement, the engine control module 928 may issue a warning (e.g., an instrument panel light, an audible alarm, etc.) to an operator of the internal combustion engine or vehicle.

The module 902 is also in data communication with other devices, such as an original equipment ("OE") telematics box 930, a mobile device 932 associated with an operator or technician (e.g., via a bluetooth or WiFi connection), or an external device (e.g., a cloud storage system via an external network 934, etc.). For example, module 902 may transmit status information, such as a load percentage of the filter cartridge, a remaining useful life of the filter cartridge, fluid characteristics, etc., to telematics cartridge 930 for transmission to a remote server (e.g., over external network 934) or to an external device. In some arrangements, data communication between external devices is performed over a digital data link. In other arrangements, data is communicated with the external device via a wireless data protocol, such as bluetooth, WiFi, and/or cellular communication links. In additional arrangements, data is exchanged with external devices via the engine control module 928.

In addition to filtration system monitoring, module 902 is configured to determine whether an authentic version of a filter cartridge is installed in various filtration systems of an internal combustion engine. Module 902 receives data from RFID antenna 936. Each monitored filter system has an associated one of the RFID antennas 936 communicatively coupled to the module 902. In the arrangement of fig. 9, the system 900 has four RFID antennas 936: one associated with the air filtration system 904, one associated with the fuel-water separator filtration system 906, one associated with the fuel filtration system 908, and one associated with the lube filtration system 910. When a filter cartridge is installed in any filtration system, the associated RFID antenna is configured to interrogate and collect data (e.g., serial number, filter identifier, filter manufacturing date, etc.) from an RFID tag installed on the filter cartridge (if the filter cartridge has an RFID tag) and send the data to module 902. Module 902 determines whether a genuine cartridge is installed based on analyzing the returned data (or not present) and comparing the returned data to expected data. If no data or unexpected data is received from the installed filter cartridge, module 902 determines that no filter or unauthorized filter is installed in the filtration system. In some arrangements, the module 902 activates an alarm to indicate an unauthorized filter cartridge or the absence of a filter cartridge. In some arrangements, the module 902 sends a message to the engine control module 928 to issue an alert (i.e., dashboard light, audible alert) to the operator. In other arrangements, the module 902 initiates the alert message to the mobile device 932 via a bluetooth or WiFi connection. In a further arrangement, module 902 initiates an alert to OE telematics box 930 to send to a remote server. If desired data is returned from the RFID tag of the installed filter cartridge, block 902 instructs the filtration system to operate as intended.

As described above, the positive version of the cartridge includes an RFID tag readable by RFID antenna 936. In some arrangement configurations, the RFID tag stores a unique identification code. The unique identification code is stored in the memory of the RFID tag. In some arrangements, the unique identification code is a proprietary code that is generated according to an algorithm set by the manufacturer of the genuine filter cartridge that can be decoded by the module 902.

A view of the module 902 and its components is shown in fig. 10 and 11. Fig. 10 shows a perspective view of module 902. Fig. 11 shows a perspective view of the circuit board 1100 of the module 902. The module 902 is arranged in substantially the same manner as the module 102. Accordingly, the same reference numbers are used between blocks 902 and 102 to denote similar parts. The main difference between the module 902 and the module 102 is that four coaxial connectors 1002 are included in the module 902. Four coaxial connectors 1002 provide inputs for four RFID antennas 936. Although shown as extending from one side of module 902, coaxial connector 1002 may be disposed anywhere around module 902. Additionally, circuit board 1100 of module 902 has a different arrangement of components than circuit board 500 for different inputs to module 902. The module 902 and the module 102 are arranged and manufactured in the same manner, except for the two noted differences. Accordingly, the module 902 may be connected to the connector 700 and the rear housing 800 in the same manner as described above with respect to the module 102.

In addition to performing an authentic filter analysis, module 902 monitors the filtration system of the internal combustion engine generally based on sensor inputs, engine operating parameters, and vehicle operating parameters. To this end, the module 902 analyzes the received information (e.g., sensor feedback signals, engine operating parameters, etc.) via a filtering system specific algorithm loaded in the processor of the module 902. During operation of module 902, a different set of algorithms for each filtering system is run in parallel. For each filtration system, module 902 determines a load percentage of the filter element and a remaining useful life of the filter element. In some arrangements, module 902 also determines the current quality of the oil through an oil quality algorithm to provide information about how the oil will last before replacement is needed. The output of the module 902 (i.e., the load percentage of each filter element, the remaining service life of each filter element, the oil quality, the time to change the oil, etc.) is provided to an engine control module 928.

In some arrangements, the output of module 902 is integrated with OE telematics box 930 via a digital data link (e.g., via the J-1939 data link protocol). This integration provides real-time or batch information about each filtration system of the internal combustion engine. This information helps technicians, fleet managers, vehicle operators, etc. make real-time service decisions on various filtering systems and vehicle operations. In some arrangements, the output of the module is received on the mobile device via the bluetooth transceiver (e.g., BTLE4.0 transceiver) of module 902 so that the data is viewable on the mobile device application (e.g., smartphone application).

In some arrangements, the module 902 includes extended flash memory. The extended flash memory enables the module 902 to capture and store historical usage of each filtration system monitored and any fluid (e.g., lube oil) and filtration system status information (e.g., percent load, remaining useful life, etc.). The stored historical usage and status information may be stored at each key-off/key-on event of the internal combustion engine. Thus, the module 902 may be used as a data logger, and the module 102 may be used to analyze the operating parameters of the internal combustion engine and the monitored filter system if necessary to troubleshoot any filter system or process of engine system failure (e.g., in checking warranty claims or investigating engine failure).

Referring to FIG. 12, a schematic diagram of a filtration monitoring system 1200 for an internal combustion engine is shown, according to an exemplary embodiment. The filtration monitoring system 1200 is similar to the filtration monitoring system 900 described above with respect to fig. 9-11. The primary difference between the filtration monitoring system 1200 and the filter monitoring system 900 is that the filtration monitoring system 1200 performs only genuine filter identification and does not perform filter life monitoring functions, while the filter monitoring system 900 performs both features. The filtration monitoring system 1200 includes a module 1202. As described in further detail below, the module 1202 verifies that the installed filter cartridge is genuine (i.e., genuine or OEM approved) based on the filter ID stored in the RFID tag of the given filter cartridge.

A diagram of the module 1202 is shown in fig. 13. As shown in fig. 13, module 1202 includes processing circuitry having a processor 1302 (e.g., a general purpose processor, an Application Specific Integrated Circuit (ASIC), one or more Field Programmable Gate Arrays (FPGAs), a Digital Signal Processor (DSP), a set of processing components, or other suitable electronic processing components) and memory (e.g., RAM, NVRAM, ROM, flash memory, hard disk memory, etc.). In some arrangements, the processor 1302 includes memory. Processor 1302 also includes an RFID transceiver 1304. In some arrangements, RFID transceiver 1304 is an ultra high frequency ("UHF") RFID transceiver. An RFID transceiver 1304 is communicatively coupled to the processor 1302. The RFID transceiver 1304 is communicatively coupled to an RFID antenna 1306. As described in further detail below, the module 1202 interrogates an RFID chip embedded in a filter cartridge installed in the monitored filtration system using an RFID transceiver 1304 and an RFID antenna 1306 to determine whether an authentic (i.e., authorized, approved by the OEM, etc.) filter cartridge is installed. Although shown within the module 1202, the RFID antenna 1306 may be located external to the module 1202 and remote from the module 1202 such that the RFID antenna 1306 is electrically coupled to the module 1202 via a conductive wire (e.g., a coaxial conductive wire). In some arrangements, the module 1202 is coupled to a plurality of RFID antennas (e.g., as shown in fig. 12 and discussed in further detail below). The module 1202 includes a J1939 transceiver 1308. The J1939 transceiver transmits data to and receives data from the engine control module 1204 (as shown in fig. 12). In some arrangements, the module 1202 includes a bluetooth transceiver 1310 (e.g., a BTLE4.0 transceiver) that allows the module 1202 to communicate with an external device (e.g., a smartphone associated with an operator or technician). In such an arrangement, the module 1202 may have an integrated or external bluetooth antenna 1312. In other arrangements, the module 1202 does not include a bluetooth transceiver. The module 1202 also includes a connector 1314. A connector 1314 connects the module 1202 to the J1939 vehicle bus and provides operating power to the module 1202. For robustness and durability purposes, the module 1202 is covered by a housing (e.g., in a similar manner as described above with respect to the module 102 and the module 902).

Referring to fig. 14, a perspective view of a connector 1400 according to an example embodiment is shown. The connector 1400 is detachably connected to the connector 1314. The connector 1400 includes a ferrule type connection portion 1402 and a wire harness 1404. The male connection portion 1402 may be inserted into a connector 1314 of the module 1202 to electrically connect the module 1202 to the J1939 vehicle bus so that the module 1202 can communicate with the engine control module 1204 and receive operating power. In some arrangements, the connector 1400 is a four pin connector.

Referring again to fig. 12, in the filtration monitoring system 1200, the module receives inputs from four RFID antennas: a first RFID antenna 1206 associated with the air filtration system 1208, a second RFID antenna 1210 associated with the fuel-water separator filtration system 1212, a third RFID antenna 1214 associated with the fuel filtration system 1216, and a fourth RFID antenna 1218 associated with the lube filtration system 1220. Although four filter systems are shown, it should be understood that any number of filter systems may be monitored with associated RFID antennas.

Block 1202 determines whether an authentic version of a filter cartridge is installed in various filtration systems of an internal combustion engine. Module 1202 receives data from an RFID antenna associated with a filtration system. Each monitored filtration system has an associated RFID antenna. When a filter cartridge is installed in any filtration system, the associated RFID antenna will interrogate and collect data (e.g., serial number, filter identifier, filter manufacturing date, unique identification code, etc., as discussed above with respect to block 902) from the RFID tag installed on the filter cartridge (if the filter cartridge has an RFID tag). Module 1202 determines whether a genuine cartridge is installed based on analyzing the returned data (or not present) and comparing the returned data to expected data. If no data or unexpected data is received from an installed filter cartridge, module 1202 determines that no filter or unauthorized filter is installed in the filtration system. In some arrangements, the module 1202 activates an alarm to indicate an unauthorized filter cartridge or the absence of a filter cartridge. In some arrangements, the module 1202 sends a message to the engine control module 1204 to issue an alert (i.e., dashboard light, audible alert) to the operator. In other arrangements, the module 1202 initiates an alert message to the mobile device via the bluetooth transceiver 1310. If the desired data is returned from the RFID tag of the installed filter, module 1202 instructs the filtration system to operate as intended.

FIG. 15 is a diagram illustrating a module 1202 with a filtration system 1502 installed, according to an example embodiment. The filtration system 1502 includes an installed filter cartridge 1504. The installed filter cartridge includes an RFID tag 1506. In some arrangements, the RFID tag 1506 is a passive RFID tag embedded within the installed filter element 1504 such that it is not visible to an operator or technician. Module 1202 is mounted proximate to filtration system 1502 such that RFID antenna 1306 is within communication range with respect to RFID tag 1506. Thus, when the module 1202 receives power (e.g., in an on state of the internal combustion engine), the module 1202 broadcasts an interrogation signal via the RFID antenna 1306. The interrogation signal powers the RFID tag 1506, and the RFID tag 1506 returns data stored in the memory of the RFID tag 1506 to the module 1202. Based on the returned data (e.g., based on a serial number, filter identifier, filter manufacturing date, unique identification code, etc. in the returned data), the module 1202 determines whether the installed filter cartridge 1504 is genuine or unauthorized.

Any of the above-described modules (i.e., module 102, module 902, or module 1202) may be installed on an internal combustion engine at the time of manufacture of the internal combustion engine, or in an improved manner to provide upgraded monitoring capabilities to existing internal combustion engines that do not have existing filtration monitoring systems. FIG. 16 shows a flowchart of a method 1600 of installing a filtration monitoring system for an internal combustion engine according to an example embodiment. In some arrangements, the method 1600 corresponds to retrofitting an initially manufactured internal combustion engine and filtration monitoring system without a filtration monitoring system. Method 1600 begins when a filtration monitoring system module is provided 1602. The filtration monitoring system module may be any of the modules 102, 902, or 1202. The module is for mounting on a vehicle powered by an internal combustion engine without a filtration monitoring system.

The module is mounted on the vehicle at 1604. The size of the module allows the module to be mounted in different locations within the vehicle engine compartment or adjacent to a given filter system. In some arrangements, the module is installed by strapping (zip-typing) the module to another component of the vehicle. In other arrangements, the module is installed into an existing harness or receptacle of the vehicle bus. In such an arrangement, the module may be secured into the harness or receptacle by screws on the module or on the harness or receptacle.

The module is connected to the vehicle at 1606. The module is connected to the vehicle bus via a connector (e.g., connector 700, connector 1400, etc.) or a wire harness. In certain arrangements, the vehicle bus is a J1939 vehicle bus. The connection to the vehicle bus provides power to the module. Additionally, the connection to the vehicle bus allows the module to communicate data with the engine control module of the internal combustion engine. For example, connecting the modules to the vehicle bus may include establishing a J1939 connection between the modules and the engine control module. In some arrangements, connecting to the vehicle bus includes establishing a data connection between the module and an OE telematics box (e.g., OE telematics box 140), thereby allowing data communication between the module and the OE telematics box.

Still referring to FIG. 16, existing sensors associated with various filtration systems of the internal combustion engine are connected to the module at 1608. In some arrangements, at least some filtration systems of internal combustion engines already have sensors that can provide the module with the feedback necessary for the module to calculate various filtration life calculations. In this arrangement, the existing sensors are connected to the module by wires. In other arrangements, the filtration system of the internal combustion engine does not have the required sensors. In these arrangements, 1608 is skipped.

Additional sensors are provided and installed at 1610. If additional filtration system sensors are required, additional sensors will be provided and installed on the associated filtration system. For example, a differential pressure sensor may be mounted on the fuel filtration system. The installed sensors (if any) are then connected to the module (e.g., via an analog data link).

In some arrangements, an RFID antenna is provided and installed at 1612. The RFID antenna is located proximate to the filtration system such that the RFID antenna can interrogate an RFID tag of a filter cartridge installed within the filtration system. After the RFID antenna is installed, the RFID antenna is connected to the module (e.g., via a coaxial cable).

In some arrangements, the filtration monitoring system only provides an indication as to whether an authentic version of the filter cartridge is installed in a given filtration system (e.g., as described above with respect to filtration monitoring system 1200). In such an arrangement, 1608 and 1610 are skipped. In other arrangements, the filtration monitoring system does not provide for an authentic cartridge detection capability (e.g., as described above with respect to filtration monitoring system 100). In these arrangements, 1612 is skipped.

The module is programmed with the system parameters at 1614. The module is programmed to monitor the filtration system of the internal combustion engine and/or determine whether an authentic filter cartridge is installed in the filtration system of the internal combustion engine. The module is also programmed to communicate data with an engine control module of the internal combustion engine over the vehicle bus.

Referring to fig. 17 through 23, various views of a module 1702 of a filtration monitoring system according to another example embodiment are shown. Fig. 17 shows a perspective view of module 1702. Fig. 18 shows a top view of module 1702. Fig. 19 shows a cross-sectional side view of the module 1702. Fig. 20 illustrates a transparent perspective view of module 1702 illustrating the positioning of circuit board 500 within module 1702. Fig. 21 shows a perspective view of circuit board 500 of module 1702. Fig. 22 is a schematic diagram of the circuit board 500. Fig. 23 is a side view of the circuit board 500.

Block 1702 is similar in form and function to block 102. As described in further detail below, the primary difference between the module 102 and the module 1702 is the arrangement of the pins 202 of the module 1702. Accordingly, the same reference numbers are used between block 1702 and block 102 to identify similar components. As best shown in fig. 17,18,20, and 21, the module 1702 includes twenty-four pins 202 (which, unlike the module 102, includes fifty pins 202). In some arrangements, the pins 202 of the module 1702 are arranged in two three-by-four arrays (e.g., as shown in fig. 18). In other arrangements, the pins may be arranged in a single array, multiple rows, a random pattern across the surface of the circuit board 500, or in other arrangements.

Referring to fig. 24 and 25, two perspective views of a connector 2400 according to an example embodiment are shown. Connector 2400 is similar in form and function to connector 700. Accordingly, like reference numerals are used to denote like parts between the connector 2400 and the connector 700. The primary difference between the connector 2400 and the connector 700 is that the connector 2400 is configured to couple with the module 1702 while the connector 700 is configured to couple with the module 102. Thus, the connector 2400 has a different arrangement of pin connections 706 than the connector 700. The pin connections 706 of the connector 2400 are arranged in two three-by-four arrays to properly align and receive the pins 202 of the module 1702.

The filtration monitoring system described above is applicable to different types of internal combustion engines (e.g., diesel engines, high horsepower engines, etc.) and to vehicles or equipment powered by internal combustion engines (e.g., mining equipment). The filtration monitoring system provides real-time filtration system information (e.g., percent load of the filter, oil quality information, remaining useful life of the filter cartridge information, etc.) using real-time feedback from various sensors and engine control module parameters. This information enables the operator of the internal combustion engine to reduce the overall cost of ownership by eliminating scheduled and unscheduled maintenance events, thereby reducing the down time of the equipment. For example, based on feedback from the filtration monitoring systems 100 and 900, technicians may proactively predict the remaining useful life of a given filter element to better manage the scheduling of service intervals to synchronize filter maintenance to reduce overall plant downtime. Thus, by synchronizing filter system maintenance events (e.g., by synchronizing when fuel cartridges, air cartridges, etc. are replaced), maintenance of the filter system may transition from a fixed schedule to a flexible state-based maintenance schedule, such that maintenance intervals for fleet vehicles may be better managed and more efficiently scheduled. Doing so also extends and optimizes the useful life of the filtration system, improves fuel economy by ensuring a properly maintained filtration system, and reduces warranty claims and failures by ensuring that the filtration system is properly maintained.

It should be noted that the term "exemplary" as used herein to describe various embodiments is intended to represent possible examples, representations and/or illustrations of possible embodiments (and such term is not intended to imply that such embodiments must be extraordinary or optimal examples).

The term "connected" or the like as used herein means that two members are directly or indirectly connected to each other. Such a connection may be stationary (e.g., permanent) or movable (e.g., removable or releasable). Such joining may be achieved with the two members or the two members and any additional intermediate member components being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate member being interconnected.

References herein to element positions (e.g., "top," "bottom," "above," "below," etc.) are used merely to describe the orientation of the various elements in the figures. It should be noted that the orientation of the various elements may differ according to other exemplary embodiments, and such variations are intended to be covered by the present disclosure.

It is to be expressly noted 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 recited 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 inventions.

Many of the functional units described in this specification have been labeled as circuits, in order to more particularly emphasize their implementation independence. For example, a circuit may be implemented as a hardware circuit comprising custom Very Large Scale Integration (VLSI) circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components. The circuitry may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.

As described above, the circuitry may also be implemented in a machine-readable medium for execution by various types of processors, such as the processor of module 112. Executable code's circuitry may, for instance, comprise one or more physical or logical blocks of computer instructions which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, the circuitry of the computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuitry, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

The computer readable medium (also referred to herein as machine readable medium or machine readable content) may be a tangible computer readable storage medium storing computer readable program code. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. As mentioned above, examples of a computer-readable storage medium may include, but are not limited to, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disc read-only memory (CD-ROM), a Digital Versatile Disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.

The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electromagnetic, magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device. As also described above, computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), etc., or any suitable combination of the foregoing. In one embodiment, a computer-readable medium may comprise a combination of one or more computer-readable storage media and one or more computer-readable signal media. For example, the computer readable program code may be propagated as electromagnetic signals over optical fiber cables for execution by the processor, or stored on a RAM storage device for execution by the processor.

Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer (e.g., via the modules of FIGS. 1-8), partly on the user's computer, as a stand-alone computer readable package, partly on the computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider). Program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart and/or schematic block diagram block or blocks.

Accordingly, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.