Patent Application
20200141338
The present disclosure relates to apparatus for monitoring the performance of an internal combustion engine. For example, the present disclosure relates to smart devices for monitoring the performance of an internal combustion engine and transmitting engine data to a remote device.
Physical objects and/or devices are increasingly provided with the capability to be networked together. Often referred to as the “Internet of Things”, the ability for objects and/or devices to be uniquely identified and integrated into a communication network allows for additional functionality to be provided. Typically, such networked devices/objects are referred to as “smart” devices/objects.
For example, everyday objects/devices may include a module which monitors the performance/operation of the device and a module which communicates information regarding the performance/operation of the device over a network (i.e. the internet) to a remote device/object. Alternatively, a network connection between device/objects may be used to remotely send instructions and/or control signals to an interconnected device/object.
Typically, a smart device/object communicates with a remote device/object over a network. For example, a remote device to which a “smart” devices/object may connect to may be a server, a smart phone app or another “smart” device. Further, the network connection between the devices may be provided by, for example, an internet connection, a wireless internet connection (WiFi), a Bluetooth connection, a mobile internet connection or a combination of the above.
Often, incorporating “smart” functionality into devices/objects requires special design considerations. The module for performing the monitoring and communication may require a power source and/or a means of communicating over a network. Accordingly, devices/objects are often specially designed to incorporate smart features. As such, incorporating smart features into existing devices is often challenging.
In particular, “smart” functionality is increasingly being incorporated into machines incorporating engines in order to provide improved monitoring of such machines.
One known type of device for monitoring such a machine is an engine data logger. Engine data loggers may be used to monitor various engine parameters over time, such as engine speed. Monitoring engine speed over time may help with analysis of various aspects of the engine and its use, for example how a machine operator is typically using the machine's engine, what likely engine wear may be, etc.
Existing engine data loggers tend to be large and costly, either requiring an interface to a Control Area Network (CAN) bus in order to obtain a reading of the current engine speed from an Engine Control Unit (ECU), or requiring additional measurement equipment (such as mechanical, magnetic or laser tachometers, or fuel measurement equipment). Establishing an interface to the CAN bus may be difficult and time consuming, and providing additional measurement equipment may be costly and inconvenient.
Some existing engine data loggers may be configured to establish an internet connection with a server, where engine speed measurements may be stored over time and/or analysed. Establishing such connections can be costly, inconvenient and potentially unreliable, for example when the machine is located at the geographical limits of an internet network (for example, at the geographical limits of a Radio Access Network (RAN) cell, or at the geographical limits of a WiFi network area, etc).
Furthermore, it may also be desirable to obtain data in relation to a legacy machine that does not have appropriate inbuilt sensing and/or communications functionality.
Accordingly, it may be desirable to attach such sensing functionality to an engine retrospectively. There may be a desire to achieve the functionality with maximum ease and minimum downtime.
Against this background there is provided an engine breather filter assembly for monitoring an internal combustion engine comprising:
In this way, the engine breather filter assembly performs the mechanical requirements of a conventional engine breather filter assembly. Advantageously, the data sensing and monitoring functionality may be self-contained within an engine breather filter assembly. This facilitates straightforward replacement of a conventional engine breather filter assembly with one that also provides sensing and monitoring functionality. It does not require any significant machine downtime for installation. Furthermore, it does not require any costly modifications to interior engine components that would be difficult to reach without stripping down the machine and/or engine. In addition, its presence is discrete and it may not even be noticeable to a machine operator.
Optionally, the sensor module comprises a pressure sensor and the sensed characteristic comprises engine crankcase pressure.
Advantageously, engine crankcase pressure is related to other engine characteristics that may be calculated by modest processing capacity within the engine breather filter assembly.
For example, the processor may be configured to measure crank case pressure at high speed. This may be used to calculate engine firing frequency and also to calculate a root mean squared (RMS) value of high speed crankcase pressure. The RMS value can be used to calculate engine torque.
The processor may be configured to generate an aggregated summary of the total engine running at each combination of firing frequency and root mean squared engine crank case pressure.
By aggregating the data in this way, it is possible to summarise engine usage using a very modest amount of memory. This in turn means that transmission of the data requires only modest bandwidth.
The aggregated summary may be updated at a predetermined update frequency by incrementing the aggregated summary with a current value of firing frequency and a current value of root mean squared engine crank case pressure.
In this way, an overview of engine usage over a lifetime may be developed without recording an exponentially increasing quantity of data.
For example, the aggregated summary may take the form of a histogram.
The engine breather filter assembly may further comprise a communications module, configured to transmit the aggregated summary.
Since the amount of data stored in the aggregated summary does not increase with time (while the count for each data combination increases with time, the actual amount of data does not increase with time), the amount of data to be transmitted remains modest throughout the lifetime of engine use. Also, if data transmitted by the communications module is occasionally not received by the intended recipient, it is of no long term consequence since the next aggregated summary that is received successfully will provide all of the aggregated data up to that point (which includes the previously unreceived data).
The engine breather filter assembly may further comprise: an upstream chamber fluidly upstream of the filter cavity and configured to channel pre-filtered engine gas into the filter cavity; and a downstream chamber fluidly downstream of the filter cavity and configured to channel post-filtered engine gas out of the filter cavity. The engine breather filter assembly may further comprise: a drain port fluidly downstream of the filter cavity and configured to channel condensed liquid out of the filter cavity; and a first fluid conduit between the upstream chamber and a first sensing port of the pressure sensor.
In this way, the first sensing port of the pressure sensor may be in direct fluid contact with the crankcase of the engine.
The engine breather filter assembly may further comprise a second fluid conduit between the downstream chamber and a second sensing port of the pressure sensor.
In this way, the second sensing port of the pressure sensor may be in direct fluid contact with cleaned gas that has been filtered by a filter element housed within the breather filter assembly.
The pressure sensor may be a differential pressure sensor configured to sense a differential pressure between the first sensing port and the second sensing port.
The processor may be configured to receive engine crankcase pressure and to determine a frequency of crankcase pressure oscillation thereby to determine the value representative of the firing frequency.
Accordingly, modest processing power may be required to calculate firing frequency from the sensed data.
The sensor module may further comprise a vibration sensor, wherein the sensed characteristic of the internal combustion engine comprises vibration data with time.
The sensed characteristic may comprises both engine crankcase pressure and engine vibration data. The processor may use both engine crankcase pressure and engine vibration data to improve accuracy of firing frequency.
The engine breather filter assembly may comprise one or more additional transducers, such as a temperature sensor, wherein, optionally, the communications module is configured to transmit data derived from the one or more additional transducers.
In this way, further data may be transmitted onward for engine monitoring.
A first embodiment of the invention will now be described with reference to the accompanying drawings in which:
The smart breather filter assembly 200 comprises a casing 220 having a casing body 221, a casing lid 222 and casing base 255. Within the casing 220 is a breather filter cavity 259 (see
Referring to
The casing lid 222 and the casing body 221 may have corresponding screw threads such that the casing lid 222 may seal a first end of the casing body 221. Similarly, the casing base 255 and the casing body 221 may have corresponding screw threads such that the casing base 255 may seal a second end of the casing body 221. The casing base 255 may be dimensioned such that its removal from the smart breather filter assembly 200 facilitates insertion/replacement of a breather filter element 265 within the breather filter cavity 259.
In this way, smart breather filter assembly 200 provides all the functionality of a prior art breather filter assembly, namely being configured to receive a breather filter for filtering oil out of the crankcase gases.
Referring to
The differential pressure sensor 223 may comprise a first sensor port 224 and a second sensor port 226. The differential pressure sensor 223 may be configured to sense absolute pressure at either or both of the first sensor port 224 and the second sensor port 226 or it may be configured to sense differential pressure between the first sensor port 224 and the second sensor port 226.
In this way, the differential pressure sensor 223 may be configured to determine one or more of: absolute pressure downstream of the breather filter element; absolute pressure upstream of the filter; and differential pressure between the first sensor port 224 and a second sensor port 225.
As shown in
Replacement of the battery 234 is facilitated by removal of the lid 246 of the electronics housing 236.
While, in the first embodiment, there is shown and described both an accelerometer and a differential pressure sensor, it may be that in alternative embodiments, only one or the other of these two sensors is provided. Furthermore, it may be that an absolute pressure sensor is provided, instead of a differential pressure sensor, for measuring an absolute pressure at either or both of upstream of the filter and downstream of the filter. Examples of other specific embodiments are provided towards the end of this description, following the description of the use of the first embodiment.
In use, the smart breather filter assembly 200 of the first embodiment of the disclosure is placed in situ on an engine, potentially in direct replacement of a conventional breather filter assembly.
As with a prior art breather filter assembly, when the smart breather filter assembly 200 is in situ on an internal combustion engine 1, it will vibrate in unison with the internal combustion engine 1. Furthermore, the pressure sensor ports will be at the same pressure as the pressure on either side of the breather filter element 265. Accordingly, a pressure at the first and/or second port of the differential pressure sensor is the same as the pressure, or at least predictably related to the pressure, within the crankcase of the engine. When the breather filter element 265 is new, the pressure drop across the breather filter element 265 may be modest. When the breather filter element 265 has built up hours of use, a build-up of material on the breather filter element 265 may result in a more sizable pressure difference across the breather filter element 265.
Data derived from the differential pressure sensor 223 may be used to calculate one or more of engine speed, torque and altitude.
Data derived from the accelerometer 237 may be used to calculate engine speed, engine angle, engine orientation, and/or engine incline.
The processor 239 receives the sensed differential pressure data from the differential pressure sensor 223.
Every time a cylinder fires, the cylinder pressure increases, forcing the piston downwards. A small amount of this cylinder pressure leaks into the crankcase, past the piston rings and valve seals. This causes a pulse in crankcase pressure every time a cylinder fires. Viewed at high speed, the crankcase pressure pulses occur at a frequency equivalent to the firing frequency of the engine.
The processor 239 uses the sensed differential pressure data to determine engine firing frequency in Hz. This is achieved by the processor performing a time domain to frequency domain conversion in the crankcase pressure signal. This dominant frequency is assumed to be the firing frequency of the engine.
The firing frequency of the engine is related to engine speed in accordance with the following formula:
Since a specific smart breather filter assembly may be compatible with a number of different engines, the number of engine cylinders may not be known to the processor 239. Accordingly, in embodiments where the number of cylinders is not known to the processor, the processor 239 may output the firing frequency of the engine to the communications module 238 by which that data is onwardly transmitted as appropriate. On receipt of that data by an off-board processor, which has available the number of cylinders of the engine, the calculation above may be performed in order to determine the engine speed. The off-board processor may be that of a smart device (such as a smart phone or tablet) running an application. Alternatively or in addition, the off-board processor may be that of a remote server. Such a server may contain a database of details of engine types or specific engines to which the smart breather filter assembly may be attached. The database may provide data regarding the engine, including the number of engine cylinders.
The calculation of engine speed may be performed on the off-board processor (e.g. on a smart device such as a smart phone or on the server). In this way, the calculations that require information about the engine other than that derived from the smart breather filter assembly are not calculated on the smart breather filter assembly. In this way, the smart breather filter assembly is generic and need not be in any way specific to the engine (other than needing to be mechanically compatible with a prior art smart breather assembly of the same engine).
A registration procedure may be undertaken when the smart breather assembly is first installed on an engine. The registration procedure may involve initiating a link in an off-board processor (most likely the server) between the unique smart breather filter assembly and the engine to which it is attached. In one exemplary embodiment, the smart breather filter assembly may comprise a QR code. As part of a set-up routine, the operator may be invited to use a smart device camera to photograph the unique QR code. The operator may also, as part of the same set-up routine, be invited to input the engine number of the engine to which the smart breather filter assembly is attached. These two pieces of information (the unique identifier of the smart breather filter assembly and the unique identified of the engine) may then be linked to one another in a remote server that includes the database. In this way, the remote server is able to use the information regarding the engine stored in the database in combination with firing frequency data sent to the server from the smart breather filter assembly in order to calculate engine speed in accordance with Equation 1.
As the skilled person would be well aware, a QR code is one of many possible alternatives that might be used to identify the smart breather filter assembly. Other options would include a barcode, a unique serial number, and RFID tag or any other technique for providing, displaying or transmitting a unique identifier.
Highspeed crankcase pressure, as determined by the smart breather filter assembly, may further be employed (e.g. in the off-board processor) in the calculation of engine torque. Cylinder pressure is proportional to torque. Accordingly, for the reasons already given, crankcase pressure is also proportional to torque. In a closed circuit breather engine (i.e. an engine where the crankcase gasses are filtered and ingested by the engine), as engine torque increases the crankcase pressure decreases. In an open circuit breather engine (i.e. an engine where the crankcase gasses are filtered and vented to atmosphere), as engine torque increases the crankcase pressure increases. The high speed crankcase pressure data traces can be processed to extract a value proportional to torque, regardless of breather system. Whether the engine is a closed circuit breather engine or an open circuit breather engine may be determined from the database once the unique engine identifier has been input during the registration procedure.
The RMS (signal average) of high-speed crankcase pressure is proportional to engine torque at a specific speed. A dynamic estimate of engine percent load (percentage of maximum available torque for the particular speed) may be calculated. The dynamic percent load estimate requires no calibration and improves in accuracy with time. Time history and histogram data is stored in the off-board server.
In a second embodiment of the smart breather filter assembly, the differential pressure sensor is substituted for an absolute pressure sensor located upstream of the filter. In a third embodiment of the smart breather filter assembly, the differential pressure sensor is substituted for an absolute pressure sensor located downstream of the filter. In all of the first, second and third embodiments, the accelerometer is optional. In a fourth embodiment of the smart breather filter assembly, no pressure sensor is provided and firing frequency data is obtained only from the accelerometer.
Optionally, the sensor module may further comprise one or more additional transducers, such as a temperature sensor. Furthermore, the communications module may be configured to transmit data derived from the one or more additional transducers.
The microprocessor 239 may comprise or be used in conjunction with any suitable memory technology, for example it may comprise a storage disk and/or a solid-state storage device such flash memory and/or an SD (Secure Digital) card, and may comprise volatile and/or non-volatile memory. The communications module 238 may be configured to support communications with one or more electronic devices external to the smart breather filter assembly 200 according to any one or more communications protocols/architectures. For example, the communications module 238 may support one or more types of wired communications, such as USB, Firewire, Thunderbolt, Ethernet, etc and/or one or more types of wireless communications, such as WiFi, Bluetooth, Bluetooth LE, Near Field Communications (NFC), Infra-red (IR) 5G, LTE, UMTS, EDGE, GPRS, GSM, or any other form of RF based data communications. The communications module 238 enables at least one communications interface to be established between the smart breather filter assembly 200 and an external network element. For example, the network element may be an electronic device, such as an internet server and/or a mobile telephone or smartphone and/or a tablet computer and/or a laptop computer and/or a desktop computer, etc. The interface may be a wired or wireless interface.
The frequency at which the sensor or sensors sample obtain sampled values may be every 2 ms (which is a sampling frequency of 500 Hz). However, the sampling frequency may be any suitable frequency, for example any frequency between 50 Hz-10,000 Hz, such as 200 Hz, or 1000 Hz, or 8000 Hz, or any frequency between 100 Hz-5000 Hz, such as 150 Hz, or 800 Hz, or 2000 Hz, or any frequency between 100 Hz-1000 Hz, such as 400 Hz, or 600 Hz, etc. The sampling frequency may be chosen in consideration of the maximum dominant frequency expected for engine firing frequency (for example, a sampling frequency that is sufficiently high to measure the maximum expected dominant frequency accurately).
An embodiment of a method of monitoring the usage of an internal combustion engine according to this disclosure is shown in
In Step S10 of
The microprocessor 239 samples the differential pressure sensor for a determination period of time, which may be any period of time that is sufficient for obtaining a reliable measurement of the firing frequency of the engine cylinders and/or the crankcase pressure of the internal combustion engine. For example, the determination period of time may be any period of time between 0.01 seconds to 10 minutes, such as 0.1 seconds, or 1 second, or 5 seconds, or 1 minute, or 8 minutes, or any period of time between 0.1 seconds to 1 minute, such as 0.3 seconds, or 3 seconds, or 10 seconds, or any period of time between 1 second to 1 minute, such as 8 seconds, or 42 seconds, etc. The microprocessor 239 may comprise a clock for counting the determination period of time, such as a processor clock, or a crystal clock, or a GPS synchronised clock. The microprocessor 239 may generate the pressure sensor data set by periodically sampling the value output from the differential pressure sensor 223. For example, it may sample the output from the differential pressure sensor 223 every 2 ms (which is a sampling frequency of 500 Hz) and record each of the sampled values during the determination period of time in order to generate data indicative of the crankcase pressure of the engine. The generated data may also be suitable for recording a plurality of vibrations indicative of the vibrations of the engine. The sampling frequency may be any suitable frequency, for example any frequency between 50 Hz-10,000 Hz, such as 200 Hz, or 1000 Hz, or 8000 Hz, or any frequency between 100 Hz-5000 Hz, such as 150 Hz, or 800 Hz, or 2000 Hz, or any frequency between 100 Hz-1000 Hz, such as 400 Hz, or 600 Hz, etc. The sampling frequency may be chosen in consideration of the maximum dominant frequency expected for the engine vibration (for example, a sampling frequency that is sufficiently high to accurately measure the maximum expected dominant frequency in the engine vibration).
In Step S30, the microprocessor 239 determines the firing frequency of the cylinders of the engine based on the generated pressure sensor data. Every time a cylinder fires in the internal combustion engine, the cylinder pressure increases, forcing the piston downwards. A small amount of this cylinder pressure will leak into the crankcase, past the piston rings and valve seals. Accordingly a pulse in the crankcase pressure is generate every time a cylinder fires. Viewed at high speed, the crankcase pressure pulses occur at a frequency equivalent to the firing frequency of the engine. So, by performing a time domain to frequency domain transformation of the generated pressure sensor data, the firing frequency of the internal combustion engine may be determined. The firing frequency of the internal combustion engine may be the dominant frequency present in the frequency domain transformation of the pressure sensor data. The microprocessor 239 may determine the dominant frequency for example by performing a time-to-frequency domain transformation on the recorded engine vibration, such as a Fourier transform, or a Fast Fourier Transform (FFT), or a Laplace transform, etc.
The microprocessor 239 may determine the dominant frequency by identifying the frequency with the greatest magnitude in the frequency response plot. The microprocessor 239 may consider only a particular range of frequencies within the frequency response when finding the dominant frequency. The range may be defined by a lower frequency limit and an upper frequency limit, both of which may be set in consideration of expected engine operation frequencies, in order to exclude any frequencies that fall outside of expected engine operation. The expected range of firing frequencies produced by an internal combustion engine will depend on the range of allowable engine revolution speeds during operation of the engine and the number of cylinders in the specific internal combustion engine. For example, if the idling speed of the engine is expected to generate a firing frequency of about 35 Hz and the maximum possible engine speed is expected to generate a firing frequency of about 90 Hz, the considered range may be 30 Hz (lower frequency limit) to 100 Hz (upper frequency limit). Of course, the maximum and minimum frequencies that an engine should generate will vary for different types of engine, for example with cylinder configuration (straight cylinder, V cylinder, Boxer, etc), engine speed limits and engine idle speeds. Therefore, the range of frequencies to be considered during determination of the dominant frequency may be set to allow for a range of different firing frequencies of different types internal combustion engines.
The dominant frequency may be the frequency corresponding to the peak frequency response. Where there are two or more peaks in the frequency response (for example, because the engine cylinder firing frequency changed during the measurement period of time), the dominant frequency may be the frequency corresponding to the peak with the greatest magnitude. Thus, the dominant frequency may be the firing frequency that was generated by the engine for the longest period of time during the measurement period of time.
In Step S40, the microprocessor 239 may record the determined firing frequency of the engine cylinders in the memory module of the microprocessor. There are a number of different ways in which the determined firing frequency may be recorded in the memory module. One exemplary way in which the determined firing frequency may be recorded in the memory module is explained below.
The microprocessor 239 may look up an element of an aggregated summary stored in the memory module based on the determined engine cylinder firing frequency. The aggregated summary may comprise a plurality elements corresponding to ranges of engine cylinder firing frequencies and the cumulative time for which the engine has been determined to be operating within each of the engine cylinder firing frequency ranges. As such, the aggregated summary is a data table comprising information regarding the usage history of the internal combustion engine for a plurality of ranges of engine firing frequencies. A non-limiting example of an aggregated summary according to this disclosure is set out below:
It will be appreciated that the aggregated summary may comprise any number of engine cylinder firing frequency ranges, and the ranges may be of any suitable size and spread.
The microprocessor 239 may determine which of the plurality of engine cylinder firing frequency ranges the determined engine cylinder firing frequency lies within and then add the determination period of time to the cumulative time for that element of the aggregated summary. As such, the local monitoring device generates an aggregated summary by updating an element of the aggregated summary based on the determined firing frequency of the engine. Accordingly, a picture of the operation of the internal combustion engine may be built up over time.
Preferably, the element of the aggregated summary is updated by incrementing the existing value of the element with an amount corresponding to the determination period of time. The determination period of time may be the amount time elapsed following a previous performance of the engine monitoring routine i.e. the amount of time elapsed since the previous engine firing frequency measurement.
In the example described above in respect of
Having added the determination period of time to the cumulative time for the determined element of the aggregated summary, the microprocessor may then write the updated element to the aggregated summary in the memory module.
It will be appreciated that the engine firing frequency ranges and cumulative times may be saved in the memory module in any suitable way, for example using any known database or matrix techniques.
After recording the determined engine firing frequency to the memory module in accordance with the above exemplary method, the microprocessor 239 may return to Step S20. In this way, the engine cylinder firing frequency may be regularly determined, or sampled, (for example, every 0.5 seconds) and then stored in the memory module, such that extensive engine firing frequency data may be stored over time without an increase in the size of the aggregated summary stored in the memory module.
It will be appreciated that after recording of the values indicative of sensed crankcase pressure over the determination period of time is completed in Step S20 and the process proceeds to Step S30, recording of values indicative of sensed crankcase pressure for the next determination period of time may immediately begin whilst Steps S30 and S40 are being performed, such that there is no period of operation of the engine that does not contribute to a determination of the engine cylinder firing frequency. Consequently, whilst Steps S30 and S40 are being carried out in respect of the most recently completed recording of the values indicative of sensed crankcase pressure, the next recording of values indicative of sensed crankcase pressure may already be underway.
In step S50, the microprocessor 239 may broadcast/transmit the aggregated summary to a remote application. The broadcasting step may be performed every time the aggregated summary is updated. Alternatively, the broadcasting step may only be performed after at least: 50, 100, 200, 500, 1000, or 5000 updates to the aggregated summary. For example, the local monitoring device may be configured to broadcast at least once, twice or three times per day. By limiting the number of times the local monitoring device broadcasts the aggregated summary, the local monitoring device may conserve power and not utilise excessive amounts of bandwidth of a communications network.
In step S50, the microprocessor 239 also broadcasts/transmits identification data which allows a remote application to identify the internal combustion engine to which the local monitoring device is connected to. For example, the processing and communications module 238 may broadcast a unique identification code, for example a serial number of the local monitoring device or a media access control (MAC) address of the local monitoring device.
The microprocessor 239 may transmit/broadcast the aggregated summary and the identification data over a wireless network to a remote application which may be executed on a remote server.
After updating the aggregated summary in step S40, or broadcasting the data in step S50, the local monitoring device may optionally sleep for a predetermined period of time before performing the next measurement of the crankcase pressure. For example, the local monitoring device may sleep for 30 seconds, 60 seconds, 120 seconds or 240 seconds.
According to the embodiment shown in
Preferably, the above described engine monitoring routine is repeated over time in order to build up a history of engine usage data over a time period (an aggregated summary of the engine usage). The time period may be at least a single day, a week, a month or a year. The engine monitoring routine may be repeated a plurality of times in a single day. As discussed above, preferably steps S10, S20. S30 and S40 are performed in sequence and repeated relatively frequently, for example every 30 seconds in order to build up a profile of the usage of the engine. Step S50 is preferably performed only a few times each day, in order to conserve the battery of the local monitoring device.
As shown in
In step S135 of this further embodiment, the average engine crankcase pressure is determined. Preferably, the root mean square (RMS) of the engine crankcase pressure is determined by the microprocessor from the data points recorded from the pressure sensor.
In step S140 the determined values of engine firing frequency and RMS crankcase pressure are used to generate an aggregated summary of the engine usage. As with Step S40 of the previous embodiment, the aggregated summary comprises a plurality of elements which reflect the cumulative usage of the internal combustion engine. In this further embodiment, the elements of the aggregated summary are provided in a matrix form, whereby the determined values of engine firing frequency and RMS crankcase pressure are used to select an element to be updated.
The aggregated summary may comprise a plurality elements corresponding to ranges of engine cylinder firing frequencies and ranges of crankcase pressures. Each element in the aggregated summary containing a value indicative of the cumulative time for which the engine has been determined to be operating within engine cylinder firing frequency ranges and crankcase pressure range. As such, the aggregated summary is a data table comprising information regarding the usage history of the internal combustion engine for a plurality of ranges of engine firing frequencies and a plurality of crankcase pressure ranges. A non-limiting example of an aggregated summary according to this embodiment of the disclosure is set out below:
In the aggregated summary above, the columns of the table/matrix represent columns of elements corresponding to ranges of engine cylinder firing frequency. The rows of the table/matrix represent rows of elements corresponding to RMS crankcase pressures (MRS CCPress (kPa)).
As an example of the updating the aggregated summary, in the aggregated summary provided above if the determined RMS crankcase pressure was 1.25 kPa and the determined engine cylinder firing frequency was 95 Hz, then the element with a value of 74 would be selected to be incremented by the determination time period.
As discussed for the previous embodiment, after step S140, the local monitoring routine may proceed to a broadcasting step S150, or the local monitoring routine may proceed to a sleep step S160 if it is not required to broadcast the aggregated summary at that point.
Broadcasting step S150 may be substantially the same as broadcasting step S50 but broadcasting the larger aggregated summary with both crankcase pressure and engine cylinder firing frequency data included.
Sleep step S160 may be substantially the same as broadcasting step S60.
By providing a smart breather filter assembly 200, data regarding engine running characteristics may be obtained. Even if the smart breather filter assembly 200 is fitted to an engine post manufacture of the engine, the time and inconvenience associated with its installation is minimal. Furthermore, the operator is not inconvenienced in any way and may not even be aware of the installation of the smart breather filter assembly 200. Since the smart breather filter assembly 200 is configured to determine engine firing frequency though sensing pressure and or vibrational frequency, the smart breather filter assembly 200 does not require detailed knowledge of the engine to which it is attached in order to provide a meaningful output. By enabling the smart breather filter assembly 200 to be registered to a particular engine (e.g. via an application on a smart phone) the data provided by the smart breather filter assembly 200 may be combined with data identifying features of the engine (e.g. number of engine cylinders) in order to obtain further information about engine performance, including engine speed in revolutions per minute (RPM) and torque.
By assembling the measured data in an aggregated summary, only the summary information needs to be transmitted off the smart breather filter assembly 200. In this way, the amount of data (by which is meant the number of data points in the aggregated summary) to be transmitted does not increase with time. Furthermore, in the event that the engine (and hence the attached smart breather filter assembly 200) is moved away from an area where data transmissions are received, when subsequent transmissions are received, all of the aggregated data will be sent which will include within the aggregated summary the data obtained during the period in which no transmissions were received.
In this way, the bandwidth required for communication is low, which enables a wider range of communication options to be employed and also reduces costs associated with data transmission.
Furthermore, since the smart breather filter assembly 200 is compatible with legacy engines that are entirely mechanical and have no electronic control system, data regarding engine running characteristics can be obtained from a population of engines for which hitherto little or no in-the-field engine running data has been obtained.
Furthermore, since the smart breather filter assembly 200 requires only mechanical compatibility with an internal combustion engine 1 having a prior art engine breather filter apparatus, one single smart breather filter assembly 200 can be provided for use on any one of an entire range of engines. This reduces costs and increases the likelihood of availability.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1710454.8 | Jun 2017 | GB | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2018/067340 | 6/27/2018 | WO | 00 |
