SYSTEM AND METHOD FOR OUTPUTTING FILTER MONITORING SYSTEM INFORMATION VIA TELEMATICS

Abstract

Monitoring system for a filtration system, comprising: a filter monitoring system circuit; a telematics service circuit; an engine control circuit of an internal combustion engine associated with the filtration system; a first data link between the filter monitoring system circuit and the telematics service circuit; and a second data link between the filter monitoring system circuit and the engine control circuit; wherein the filter monitoring system circuit is configured to: monitor a filter cartridge of the filtration system; determine a pressure drop across the filtration system at a fluid flow rate through the filtration system; determine a first value indicating a remaining filter life of a filter cartridge of the filtration system, at least partially based on the determined pressure drop; determine a second value indicating the remaining filter life of the filter cartridge.wherein the second value is based at least partially on a period of time for which the filter cartridge has been used in the filtration system, wherein the second value is determined in a different manner than the first value, comparing the first value with the second value to determine which of the first value or the second value indicates the least remaining service life for the filter cartridge, and transmitting, via the first data link, an indication of the least remaining service life for the filter cartridge to the telematics service circuit based on the comparison.

Description

TECHNICAL FIELDThe present application relates to filtration systems.BACKGROUNDInternal combustion engines generally 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 directed through filter cartridges to remove contaminants (e.g., particulate matter, dust, water, etc.) from the fluids before being directed to the engine. The filter cartridges must be changed regularly, since the filter medium of the filter cartridges catches and removes the contaminants from the fluids flowing through the filter medium. However, the life and the change times for each filter cartridge may be different. In addition, the life and cycle times for each filter cartridge can be affected by the filter cartridge type, filter cartridge manufacturer, motor type, motor operating parameters and environmental conditions.DE 11 2014 004 773 B4 discloses a filter monitoring system for monitoring a filtration system for an internal combustion engine.DE 11 2011 102 046 T5 discloses a method for monitoring and displaying the optimal replacement interval of an air filter in an internal combustion engine on the basis of parameters including air filter plugging rate data, engine duty cycle data, pressure drop across the air filter, fuel consumption penalty, and the cost of air filter replacement.DE 103 23 396 A1 discloses an oil circulation system which monitors the life of a filter and can inform the operator about the status of the life of the oil filter. The life of the oil filter is calculated based on oil pressure sensors at the inlet and outlet of the oil filter.SUMMARYVarious exemplary embodiments relate to filtration systems and methods. One such example embodiment relates to a system. The system includes filter monitoring circuitry, telematics service circuitry, and a data connection between the filter monitoring system circuitry and the telematics service circuitry. The filter monitoring circuit is configured to monitor a filter cartridge of the filtration system, determine a pressure drop across the filtration system at a fluid flow rate through the filtration system, determine a first value indicative of a remaining filter life of a filter cartridge of the filtration system based at least in part on the determined pressure drop, determine a second value indicative of the remaining filter life of the filter cartridge, the second value based at least in part on a time duration that the filter cartridge was used in the filtration system, the second value determined in a different manner than the first value, compare the first value with the second value to determine which of the first value or the second value indicates a lowest remaining life for the filter cartridge, and, via the data connection, transmitting an indication of the least remaining life for the filter cartridge to the telematics service circuit.Another such example embodiment relates to a method. The method includes configuring, by means of filter monitoring system circuitry, a data connection between the filter monitoring system circuitry and a telematics service system. The method includes determining, by the filter monitoring system circuit, a first value indicative of a remaining filter life of a filter cartridge of a filtration system monitored by the filter monitoring system circuit. The first value is based at least in part on a pressure drop across the filtration system at a fluid flow rate through the filtration system. The method includes determining, by the filter monitoring system circuit, a second value indicative of the remaining filter life of the filter cartridge. The second value is based at least in part on a time duration that the filter cartridge has been used in the filtration system. In addition, the second value is determined in a different manner than the first value. The method further includes comparing, by the filter monitoring system circuit, the first value with the second value to determine whether the first value or the second value indicates a minimum remaining life for the filter cartridge. The method includes transmitting, by the filter monitoring system circuitry, an indication of the least remaining life for the filter cartridge to the telematics service system.In some embodiments, the data connection may be a wireless connection. In some embodiments, configuring the data connection includes receiving an identification of a parameter requested by the telematics service system from a list of multiple parameters relating to the filtration system monitored by the filter monitoring system circuitry. In some embodiments, the parameter includes the remaining life for the filter cartridge. Some embodiments include receiving, by the filter monitoring system circuit and from an electronic filter detection circuit of the filtration system, an identifier associated with a radio frequency identity tag of the filter cartridge, determining, by the filter monitoring system circuit, an installation date of the filter cartridge based on the receiving of the identifier, and determining, by the filter monitoring system circuit, the amount of time the filter cartridge was used in the filtration system based at least in part on the installation date. Some embodiments include determining, by the filter monitoring system circuit, a first percentage load of the filter cartridge based at least in part on the pressure drop across the filtration system with the fluid flow rate, determining, by the filter monitoring system circuit, a second percentage load of the filter cartridge based at least in part on the amount of time the filter cartridge was used in the filtration system, the second percentage load determined in a different manner than the first percentage load, comparing, by the filter monitoring system circuit, the first percentage load with the second percentage load to determine which of the first percentage load or the second percentage load indicates a higher percentage load of the filter cartridge, and outputting, by the filter monitoring system circuit, an indication of the higher percentage load of the filter cartridge. In some embodiments, outputting the indication includes sending, by the filter monitoring system circuit, the indication to a motor control circuit of an internal combustion engine connected to the filtration system. In some embodiments, the indication causes the motor control circuit to throttle or prevent the engine from starting. In some embodiments, outputting the indication includes sending, by the filter monitoring system circuitry, the indication to at least one of a display console, an operator or technician computing device, an onboard telematics device, or an external telematics service. Some embodiments include transmitting, by the filter monitoring system circuitry, an indication of a fluid quality to the telematics service system. Some embodiments include transmitting, by the filter monitoring system circuitry, an indication of a presence of water in fuel to the telematics service system. In some embodiments, the telematics service system includes an onboard telematics device and a remote telematics system, wherein the onboard telematics device communicates the indication of the lowest remaining life for the filter cartridge to the remote telematics system.These and other features, as well as the organization and manner of operation thereof, will become apparent from the following detailed description when taken in conjunction with the accompanying drawings, wherein like elements have like reference numerals throughout the several drawings described below.List of FiguresFIG. 1 is a schematic view of a filtration monitoring system according to an exemplary embodiment. FIG. 2A shows a flow diagram of a method for monitoring a filtration system according to an exemplary embodiment. FIG. 2B shows another flow diagram of the method for monitoring a filtration system shown in FIG. 2A. FIG. 3 shows a flow diagram of a method for configuring a filtration monitoring system to communicate with a remote telematics system, according to an example embodiment.DETAILED DESCRIPTIONReferring to the figures in general, a filter monitoring system and method for monitoring a filtration system are described. The filter monitoring system includes a module or circuit installed or otherwise connected to an internal combustion engine or vehicle powered by the internal combustion engine. The module or circuit may be part of an engine control module that controls operation of the internal combustion engine, or the module or circuit may be separate from the engine control module. The filter monitoring system monitors the operation of the various filtration systems present on the engine to determine a remaining (or used) operating life and a loading percentage for various filter cartridges installed in the filtration systems of the internal combustion engine. The filter monitoring system determines the loading percentage and remaining (or used) operational life of a given filter cartridge both in a time-based manner (e.g., based on the filter cartridge installation date and filter cartridge life specifications) and in a pressure-difference-based manner (e.g., based on a determination of a pressure drop across the filter cartridge). The filter monitoring system reports either the time-based values or the pressure-difference-based values depending on which method determines the lowest remaining lifetime for the load percentage and the remaining operating lifetime. Monitored filtration systems and fluids may include any of fuel-water separator filtration systems, fuel filtration systems, lubricant filtration systems, hydraulic fluid filtration systems, air filtration systems, crankcase ventilation systems, engine oil, cooling fluid, hydraulic fluid, air, and any other filtration systems or fluids associated with the operation of the internal combustion engine or vehicle.Referring to FIG. 1, a schematic view of a filter monitoring system 100 is shown according to an example embodiment. The filter monitoring system 100 includes a module 102. The module 102 includes circuitry including 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 group of processing components, or other suitable electronic processing components), and memory (e.g., RAM, NVRAM, ROM, flash memory, hard disk storage, etc.). The module 102 includes inputs 104 that receive feedback signals from various sensors connected to the filtration systems of the internal combustion engine. In some arrangements, the module 102 includes an analog-to-digital converter circuit that converts analog sensor feedback signals received via an input 104 into digital sensor feedback signals. The module 102 includes a vehicle bus communication interface 106 (also referred to as a "communication interface" 106) that allows the module 102 to communicate with an engine control module 108 via a vehicle data bus (e.g., a controller area network vehicle bus ("CANBUS"), a J1939 data connection, etc.). Module 102 has an output 110. The output 110 is configured such that the module 102 can communicate information to and from external devices (e.g., an operator or technician computing device 112, an OEM telematics service system 114, an engine display console 116, etc.) via an output 110. The output may include various communication interfaces (e.g., a J1939 data link communication input / output, a Bluetooth transceiver, a low power Bluetooth transceiver, a cellular data transceiver, etc.).Generally, the module 102 is configured to monitor filtration systems of an internal combustion engine based on sensor input, engine operating parameters, environmental parameters, vehicle location, and / or vehicle operating parameters. More specifically, the module 102 determines diagnostic and / or predictive data for each monitored filtration system and filtration-related fluids, such as the percent loading of a given filter element, the remaining operating life of a given filter element, fluid degradation information, and the like. The diagnostic and predictive data may be J1939 output parameters, Subject Parameter Numbers (SPNs), Parameter Group Numbers (PGNs), etc., which are adjusted as needed based on the configuration of the filter monitoring system 100. The module 102 makes the diagnostic and / or prognosis data available decentrally via the output 110 (e.g., for the engine display console 116, the OEM telematics service system 114, the operator or technician computing device 112, etc.). While various circuits having particular functionality are shown in the figures, it should be appreciated 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 as a single circuit, additional circuits with additional functionality may be included, etc. Further, it should be appreciated that module 102 may further control and / or monitor other engine systems beyond the scope of the present disclosure. For example, the module 102 and the engine control module 108 may be combined as a single unit (in which case a "communication" between the module and the engine control module 108 is an internalized communication).The engine control module 108 generally controls the operation of the internal combustion engine. In some arrangements, the engine control module 108 provides engine characteristics (e.g., engine size, engine platform, etc.) to the module 102 and real-time engine operating parameters such as engine speed (U / min), fuel type, fuel consumption rate, fuel pressure, fuel pulse rate, atmospheric conditions, oil temperature, oil pressure, block temperature, torque, and the like. In some arrangements, the module 102 may send a warning message to the engine control module 108 such that the engine control module 108 triggers a dashboard light that indicates to the vehicle operator that a filter cartridge needs to be changed (i.e., approaches the end of useful life). In other arrangements, the module 102 may send a throttle message to the engine control module 108 such that the engine control module 108 throttles an engine parameter (e.g., engine speed) in situations where a filter cartridge needs to be changed. For example, when the engine control module 108 receives the throttle indication, the engine control module 108 may limit the operation of the engine to a limp home mode that allows the operator to drive the vehicle to a technician for servicing the filtration system. In still further arrangements, the module 102 may send a non-start message to the engine control module 108 such that the engine control module 108 prevents starting of the engine when a filter cartridge needs to be changed. In some arrangements, any throttle, limp home mode, or non-start commands are initiated by the OEM telematics service system 114 based on information provided to the OEM telematics service system 114 from the module 102. In such arrangements, throttle, limp home mode, or non-start decisions are not made at module 102, but rather remotely via OEM telematics service system 114.The module 102 receives sensor feedback signals from various sensors (as described in more detail below) associated with various filtration systems, the vehicle, the engine, the environment, the fluid flowing through the engine, vehicle operating parameters, or the like. In some arrangements, the sensor feedback signals relate to a sensed characteristic of a connected filtration system. The sensors may include any of pressure sensors, pressure drop sensors, fluid property sensors, humidity sensors, temperature sensors, fluid flow sensors, or the like. The sensors provide input to the module 102 so that the module 102 can determine the pressure differential across a given filtration system, thereby determining the load of the installed filter cartridge. In the particular arrangement of FIG. 1, the module 102 receives feedback from sensors connected to an air filtration system 118, a fuel-water separator filtration system 120, a fuel filtration system 122, and a lubricant filtration system 124. However, it should be appreciated that any combination of filtration systems may provide feedback to the module 102. For example, in some arrangements, the module 102 may receive feedback from sensors connected to a crankcase ventilation system. As described in more detail below, various sensors of the filter monitoring system 100 provide feedback signals to the module 102 and / or the engine control module 108. In arrangements where a sensor provides the feedback signal only to the engine control module 108, the engine control module 108 may forward the feedback signal to the module 102 in real-time via the communication interface 106. In some arrangements, the module 102 smoothes received sensor feedback signals prior to using the feedback signals to determine the percent load or remaining useful life of a given filter cartridge.The air filtration system 118 includes a mass airflow sensor ("MAF") 126, a temperature sensor ("T") 128, and a pressure sensor ("P") 130, each of which provides feedback signals to the engine control module 108. The airflow mass sensor 126 provides a feedback signal indicative of the airflow rate downstream of the air filter cartridge through the air filtration system 118. The temperature sensor 128 provides a feedback signal indicative of the temperature of the air flowing through the air filtration system 118. The pressure sensor 130 provides a feedback signal indicative of the pressure of the air downstream of the air filter cartridge in the air filtration system 118. In an alternative arrangement, module 102 also receives a feedback signal from a pressure differential sensor that measures the pressure drop across air filtration system 118.The fuel-water separator filtration system 120 includes a water-in-fuel ("WIF") sensor 132 and a pressure difference ("DP") sensor 134. The water-in-fuel sensor 132 provides a feedback signal to the engine control module 108 indicative of a water level in the fuel-water separator filtration system 120. In some arrangements, the water-in-fuel sensor 132 provides the feedback signal to the module 102 where the signal may be processed to determine the water level within the fuel-water separator filtration system 120 and / or for reporting with the other monitored parameters. The pressure difference sensor 134 provides a feedback signal to the module 102 indicative of the pressure difference between fuel entering the fuel-water separator filtration system 120 from the fuel tank and fuel exiting the fuel-water separator filtration system 120. In some arrangements, the pressure difference sensor 134 also provides a separate feedback signal that separately indicates both the inlet fuel pressure and the outlet fuel pressure.The fuel filtration system 122 includes a pressure difference sensor 136 that provides a feedback signal to the module 102 indicative of the pressure difference between fuel entering the fuel filtration system 122 from the fuel-water separator filtration system 120 and fuel exiting the fuel filtration system 122. In some arrangements, the pressure difference sensor 136 also provides a separate feedback signal that separately indicates both the inlet fuel pressure and the outlet fuel pressure.The lubricant filtration system 124 includes a pressure difference sensor 138 that provides a feedback signal to the module 102 indicative of the pressure difference between lubricant entering the lubricant filtration system 124 (e.g., from a lubricant sump) and lubricant exiting the lubricant filtration system 124. In some arrangements, the pressure difference sensor 138 also provides a separate feedback signal that separately indicates both the inlet lubricant pressure and the outlet lubricant pressure. In further arrangements, the lubricant filtration system 124 includes an oil quality sensor 140 that provides a feedback signal to the module 102 indicative of a property of the lubricant flowing through the lubricant filtration system 124, such as an indication of the presence of foreign objects in the lubricant.With continued reference to FIG. 1, each of the filtration systems described above includes an electronic filter recognition ("EFR") module. The air filtration system 118 includes an EFR module 142. The fuel-water separator filtration system 120 includes an EFR module 144. The fuel filtration system 122 includes an EFR module 146. The lubricant filtration system 124 includes an EFR module 148. Each of the EFR modules 142-148 includes a radio frequency identification ("RFID") receiver or transceiver configured to read data contained on an RFID tag on a filter cartridge installed in a connected filtration system and provide the data to the module 102. In some arrangements, the data includes a serial number or unique code associated with the installed filter cartridge. In further arrangements, the data includes filter cartridge parameters (e.g., filter media type, expected life, manufacturer identification, pressure limits specified by the manufacturer, etc.). Based on the data received from a given EFR module, module 102 may determine the installation date and time of the installed filter cartridge (e.g., by detecting when a serial number or unique code that was previously unknown is detected).As described above, the module 102 may output real-time diagnostic and prognosis data to an OEM telematics service system 114. The OEM telematics service system 114 may be connected to the engine manufacturer, the filter monitoring system 100 manufacturer, an engine-powered vehicle operator or manufacturer, an external maintenance monitoring organization, or the like. In some arrangements, the real-time diagnostic and prognosis data is communicated directly to the OEM telematics service system 114 via the output 110 (e.g., via a cellular data connection between the module 102 and the OEM telematics service system 114, via an in-vehicle component of the OEM telematics service system 114 that is located on the engine or onboard the engine-powered vehicle that can communicate with the module 102 via a wired or wireless connection). In such arrangements, the OEM telematics service system 114 may include two components: (1) an onboard component that communicates with the module 102 via the communication interface 106 and / or the output 110, and (2) a remote service that receives information from the onboard component. In other arrangements, the real-time diagnostic and prognosis data is communicated indirectly to the OEM telematics service system 114 (e.g., via the operator or technician computing device 112 transmitting the data to the OEM telematics service system 114). For example, the real-time diagnostic and prognosis data may be communicated first to a smartphone, a computer, a laptop, a tablet, or the like that executes an FMS application (e.g., a smartphone application) that forwards the received data to the OEM telematics service system 114.Upon receiving the diagnostic and prognosis data from the module 102, the OEM telematics service system 114 may analyze the received data to determine when the engine should be serviced with the various filtration systems (e.g., when the engine-driven vehicle should be serviced). Accordingly, the OEM telematics service system 114 may transmit service notifications and filtration system status messages to service technicians associated with the engine (e.g., via text message, via email, via application push notifications, etc.). Additionally, the OEM telematics service system 114 may remotely make the real-time diagnostic and prognosis data (and any associated maintenance messages) available via an customized web portal that can be accessed via remote computing devices (e.g., the operator or technician computing device 112).Referring to FIGS. 2A and 2B, two different flowcharts of a method 200 for monitoring a filtration system according to an exemplary embodiment are shown. The method 200 is performed by the module 102 of the filter monitoring system 100. During method 200, module 102 calculates four different values, two of which are reported: (1) filter cartridge remaining life based on the pressure drop across the filter cartridge, (2) filter cartridge remaining life based on a time period that the filter cartridge was used, (3) filter cartridge percent loading based on the pressure drop across the filter cartridge, and (4) filter cartridge percent loading based on the time period that the filter cartridge was used. Based on the calculations, module 102 reports either (1) or (2) depending on which value shows the lowest remaining filter life, and either (3) or (4) depending on which value shows the highest percent load. The method 200 is continuously performed throughout operation of the internal combustion engine and filtration system. The following description of the method 200 will be described with respect to a single filtration system (e.g., only the air filtration system 118, only the fuel filtration system 122, etc.). However, the module 102 performs the method 200 for each of the filter cartridges in the filtration system.The method 200 begins at 202 by determining the current fluid flow rate through the filtration system. The current fluid flow rate through the filtration system is determined based at least in part on engine parameters. In some arrangements, the engine parameters are provided to the module 102 by the engine control module 108. The engine parameters may include any of engine speed (e.g., U / min of the engine), engine torque, fuel characteristics (e.g., fuel type, fuel pressure, fuel injection line pressure, fuel pulse frequency, etc.), lubricant temperature, and / or lubricant pressure. In some arrangements, the module 102 includes other variables in the determination in addition to the motor parameters, such as filter cartridge characteristics, fluid characteristics, and environmental characteristics.After the current fluid flow rate is determined by the filtration, at 204, the pressure drop across the filtration system at the flow rate is determined. The module 102 determines the pressure drop across the filtration system. The pressure drop across the filtration system is the difference between the fluid pressure at the inlet of the filtration system and the fluid pressure at the outlet of the filtration system. The pressure drop across the filtration system is primarily due to the filter cartridge installed in the filtration system. As the filter cartridge intercepts contaminants in the fluid, the pressure drop across the filtration system increases. Accordingly, the pressure drop across the filtration system can be correlated with the remaining filter life of the installed filter cartridge and the percent loading of the filter cartridge. The module 102 determines the pressure drop across the filtration system based on the fluid flow rate through the filtration system (as determined at 202) and a feedback signal from a pressure difference sensor (e.g., the pressure difference sensor 134) that measures the difference between the fluid pressure at the inlet of the filtration system and the fluid pressure at the outlet of the filtration system. The module 102 receives the feedback signal directly from the pressure difference sensor or indirectly via the engine control module 108 (e.g., in the case of the air filtration system 118). In some arrangements, the module 102 processes the feedback signal to remove noise caused by vibrations and pulsing of the fluid. In some arrangements, the module 102 smoothes the feedback signal to avoid large data variations, thereby increasing the accuracy of the filter predictions. For example, the feedback signal may be smoothed by applying a time weighted average transform to the feedback signal or by purifying certain irregular sensor feedback measurements. In other arrangements, the module 102 uses adaptive numerical smoothing techniques (e.g., linear or polynomial smoothing filters) to smooth the filter feedback signal. The module 102 determines the pressure drop across the filtration system at the current flow rate / flow rate using a least squares method that reduces the sensitivity of the determination to eliminate variations caused by missing or erroneous data.The current time duration on the filter cartridge installed in the filtration system is determined at 206. The module 102 receives feedback from the EFR module (e.g., one of the EFR modules 142- 148) connected to the filtration system. As described above with respect to the filter monitoring system 100, the EFR module includes an RFID receiver or transceiver configured to read data contained on an RFID tag on the filter cartridge installed in the filtration system and provide the data to the module 102. The data includes at least one serial number or unique code associated with the installed filter cartridge. Based on detecting the presence of a new serial number or code, the module 102 may determine the installation date and time at which the filter cartridge was installed in the filtration system. The module 102 then compares the installation date and time of the filter cartridge to real time clock information. In some arrangements, the real-time clock information is an indication of the number of hours that the engine was operating. Here, the current amount of time on the filter cartridge is the amount of time the filter was used by the motor, which takes into account the downtime associated with not using the motor (as opposed to a total amount of time the filter was installed in the filtration system).After 206, all intermediate data from module 102 is used to determine (1) the remaining filter life of a filter cartridge based on the pressure drop across the filter cartridge, (2) the remaining filter life of the filter cartridge based on a time period that the filter cartridge was used, (3) the percent loading of the filter cartridge based on the pressure drop across the filter cartridge, and (4) the percent loading of the filter cartridge based on the time period that the filter cartridge was used.With continued reference to FIGS. 2A and 2B, at 208, the remaining filter life is determined based on the pressure drop (208a in FIG. 2B ) and the percent loading of the filter cartridge is determined based on the pressure drop (208b in FIG. 2B ). The module 102 uses the determined pressure drop with the fluid flow rate (determined at 204), the current time duration on the filter cartridge (determined at 206), and prestored information regarding the filter cartridge to determine both the remaining filter life and the percent loading of the filter cartridge. In some arrangements, the pre-stored information regarding the filter cartridge may be transmitted from an RFID tag of the filter cartridge to the module 102 (e.g., via the EFR module of the filtration system). In determining the filter cartridge remaining life and percent loading, the module 102 compares the determined pressure drop to the filter cartridge final pressure drop (e.g., as adjusted by the manufacturer and as programmed in the pre-stored information regarding the filter cartridge). In some arrangements, the module 102 determines both the remaining filter life and the percent loading of the filter cartridge via a least squares method. In other arrangements, the module 102 determines both the remaining filter life and the percent loading of the filter cartridge via a best fit method.The remaining filter life based on time (210a in Figure 2B) and the percent loading of the filter cartridge based on time (210b in Figure 2B) are determined at 210.The module 102 determines the remaining filter life and percent loading by comparing the expected filter life and expected filter loading pattern over time as programmed in the prestored information to the current amount of time on the filter cartridge (determined at 206).The module 102 determines at 212 which value of remaining filter life is to be output. The module 102 compares the remaining filter life based on a pressure drop (determined at 208 / 208a) to the remaining filter life based on time (determined at 210 / 210a). Module 102 selects the value indicating the lowest remaining life for the filter cartridge because the lowest value represents the most conservative estimate of when the filter cartridge needs to be changed. The selected remaining lifetime value is output at 214. The module 102 outputs the remaining life value of the filter cartridge via the output 110 and / or via the communication interface 106.The module 102 determines at 216, which percent load value is to be output. The module 102 compares the percent load based on a pressure drop (determined at 208 / 208b) to the percent load based on time (determined at 210 / 210b). The module 102 selects the highest value between the two particular values because the highest value represents the most conservative estimate of when to change the filter cartridge. The selected percent load value is output at 218. The module 102 outputs the filter cartridge percent load value via the output 110 and / or via the communication interface 106.In some arrangements, the output is sent to an apparatus external to the engine at either 214 or 218. For example, the output may be sent to the operator or technician device 112 via the output 110. the operator or technician may use the information to determine whether to change the filter cartridge. As another example, the output may be sent to an OEM telematics service system 114. The OEM telematics service system 114 may store the information in a database associated with the engine. In addition, the OEM telematics service system 114 may inform the engine operator (e.g., a driver of a vehicle) that the engine requires maintenance when the filter cartridge needs to be changed. As another example, the output may be sent to the motor display console 116 to inform the engine operator (e.g., a drive of a vehicle powered by the engine) of the current status of the filter cartridge and whether the filter cartridge needs to be changed.In other arrangements, the output at either 214 or 218 is stored in a memory of module 102 as an entry in a data log. The data log may be retrieved during engine service events to examine anomalies or to identify potential fault codes or engine operating anomalies.In some arrangements, the output at either 214 or 218 refers to a command sent to the engine control module 108 via the communication interface 106. For example, the module 102 may send a throttle message to the engine control module 108 such that the engine control module 108 throttles an engine parameter (e.g., engine speed) in situations where a filter cartridge needs to be changed. When the engine control module 108 receives the throttle indication, the engine control module 108 may limit the operation of the engine to a limp home mode that allows the operator to drive the vehicle to a technician for servicing the filtration system. As another example, the module 102 may send a non-start message to the engine control module 108 such that the engine control module 108 prevents starting of the engine when a filter cartridge needs to be changed.Referring to FIG. 3, a flowchart of a method 300 for configuring the filter monitoring system 100 to communicate with the OEM telematics service system 114 is shown, according to an example embodiment. The method 300 begins at 302 when a connection request is received. The connection request is received by the module 102. For example, the connection request may be received from an operator or technician computing device 112 used by an operator or technician to program the module 102 to communicate with the OEM telematics service system 114 via the communication interface 106. In some arrangements, the operator or technician computing device 112 executes configuration software that enables the operator or technician computing device 112 to program the module 102 to communicate with the EOM telematics service system 114.A list of available monitored parameters is provided at 304. The module 102 transmits a list of available monitored parameters (e.g., one of the sensor feedback signals described above associated with any monitored filtration system of the internal combustion engine, filter cartridge remaining life calculations, engine operating parameters, environmental conditions, vehicle location information, etc.). In some arrangements, the list includes J1939 parameters monitored by the module 102 (e.g., SPNs, PGNs, specifications, engine operating parameters, etc.). A parameter selection is received at 306. The module 102 receives the parameter selection from the operator or technician computing device 112. The parameter selection includes an adjusted list of monitored parameters to be provided to the remote OEM telematics service system 114.Data link configuration parameters are received at 308. The configuration parameters define how the module 102 communicates with the OEM telematics service system 114. For example, the configuration parameters may include settings for a wireless (e.g., Bluetooth, cellular, etc.) Define pairing between the OEM telematics service system 114 and the module 102. Pairing can be effected via the Internet. The module 102 receives the configuration parameters from the operator or technician computing device 112. The data connection between the module 102 and the OEM telematics service system 114 is configured at 310.Once the data connection is configured, the module 102 may report the selected monitored system parameters to the OEM telematics service system 114 via the data connection. Accordingly, the module 102 may transmit any of the monitored filter system information, engine information, vehicle location information to the OEM telematics service system 114 based on the configuration settings (i.e., the information that the OEM telematics service system 114 requested reception). For example, the module 102 may transmit information regarding the remaining filter life of each filter cartridge, water level information regarding a fuel-water separator, information regarding the next expected service intervals for the vehicle, the location of the vehicle, the locations of service centers proximate the vehicle location, and the like.To properly receive and present the data received from module 102, OEM telematics service system 114 may require additional configuration. For example, the OEM telematics service system 114 may require software updates from front-end and web portal service providers to analyze and display the data (e.g., any of the J1939 parameters described above) received from the module 102. Further, the OEM telematics service system 114 may engage in communications agreement between the telematics provider and a front-end Web portal service provider to assist in receiving the data feed from the module via a cloud or remote server. Based on the front-end web portal selected by the operator of the OEM telematics service system 114, service managers may be provided access to the web portal and may receive these automated maintenance notifications for fleet vehicles in which the filter monitoring system 100 is installed. The implementation method may be adapted based on the end user, the customer, the telematics system, and the front end portal selected to access information.It should be noted that the term "exemplary" used herein to describe various embodiments is intended to indicate that such embodiments are possible examples, representations, and / or illustrations of possible embodiments (and that such term is not necessarily intended to suggest that such embodiments are exceptional or excellent examples).It is to be understood that the structure and arrangement of the various exemplary embodiments are illustrative only. Although only some embodiments have been described in detail in this disclosure, those skilled in the art 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.) upon reading this disclosure without materially departing from the novel teachings and advantages of the subject matter described herein. For example, elements shown as integrally molded may be constructed from multiple parts or elements, the position of the elements may be reversed or otherwise varied, and the type or number of separate elements or positions may be changed or varied. The order or sequence of method or process steps may be varied or reordered according to alternative embodiments. Moreover, features from certain embodiments may be combined with features from other embodiments, as will be apparent to those skilled in the art. Other substitutions, alterations, changes, and omissions may also be made in the construction, operating conditions, and arrangement of the various exemplary embodiments without departing from the scope of the present invention.Furthermore, the format and symbols employed are provided to explain the logical steps of the schematic diagrams and should not be considered as limiting the scope of the methods illustrated by the diagrams. Although various arrow types and line types may be used in the schematic diagrams, they are not intended to limit the scope of the corresponding methods. Indeed, some arrows or other connections may be used to indicate only the logic flow of a method. For example, an arrow may indicate a wait or monitor time of unspecified duration between enumerated steps of a depicted method. Furthermore, the order in which a particular method is executing may or may not exactly match the order of the corresponding steps shown. It should also be noted that each block of the block diagrams and / or flowcharts, and any combination of blocks in the block diagrams and / or flowcharts, may be implemented by special purpose hardware-based systems that perform the specified functions or operations, or combinations of special purpose hardware and program codes.Some of the functional units described in this specification have been referred to as circuits to emphasize their independence of execution even more. For example, a circuit may be implemented as a hardware circuit that includes custom-defined, large scale integrated VLSI circuits or general purpose circuitry, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components. A circuit may also be implemented in programmable hardware devices, such as field programmable gate arrays, programmable logic devices, programmable logic devices, or the like.As noted above, circuits may also be implemented in a machine readable medium for execution by various types of processors, such as the processor of module 102 of FIG. 1. An identified circuit of executable code may include, for example, one or more physical or logical blocks of computer instructions, which may be organized as, for example, an object, operation, or function. Nevertheless, the executable files of an identified circuit need not be physically located together, but may include different basic instructions stored in different locations that, when logically linked together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction or multiple instructions, and may even be distributed across multiple different code portions, across different programs, and across multiple storage devices. Likewise, operational data herein may be determined and illustrated within circuits 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 series or may be distributed across different locations, particularly across different storage devices, and may exist, at least in part, merely as electronic signals on a system or network.The computer readable medium (also referred to herein as machine readable media or machine readable content) may be a tangible computer readable storage medium storing computer readable program code. The computer readable storage medium may be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor based system, apparatus, or device, or any suitable combination of the foregoing. As indicated above, examples of a computer readable medium may include, in particular, a portable computer diskette, a hard disk, a RAM memory, a ROM memory, an erasable programmable read-only memory (EPROM or Flash memory), a portable read-only CD memory (CD-ROM), a versatile digital disk (DVD), an optical storage device, a magnetic storage device, a holographic storage device, 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 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 therein, e.g., on baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of different 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 further indicated above, computer readable program code embedded in a computer readable signal medium may be transmitted using any suitable medium, including, but not limited to, wireless, wired, fiber optic cable, radio frequency (RF), or the like, or any suitable combination of the foregoing. In one embodiment, the 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, computer readable program code may be both transmitted as an electromagnetic signal through a fiber optic cable for execution by a processor and stored in a RAM memory 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 a computer (such as via module 102 of FIG. 1 ), partly on the computer, as a computer readable stand-alone 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 via 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 (e.g., via the Internet using an Internet Service Provider). The program code may also be stored in a computer readable medium that can control a computer, other programmable data processing apparatus, or other devices to operate in a particular manner such that the instructions stored in the computer readable medium produce an article of manufacture including instructions that implement the function or process specified in the schematic flowcharts and / or the block or blocks of the schematic block diagrams.Accordingly, the present disclosure may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The described embodiments are to be considered in all respects 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 equivalence of the claims are to be understood as included therein.

Claims

A monitoring system for a filtration system, comprising: a filter monitoring system circuit; a telematics service circuit; a motor control circuit of an internal combustion engine associated with the filtration system; a first data connection between the filter monitoring system circuit and the telematics service circuit; and a second data connection between the filter monitoring system circuit and the motor control circuit; wherein the filter monitoring system circuit is configured to: monitor a filter cartridge of the filtration system, determine a pressure drop across the filtration system at a fluid flow rate through the filtration system, determine a first value indicative of a remaining filter life of a filter cartridge of the filtration system based at least in part on the determined pressure drop, determine a second value indicative of the remaining filter life of the filter cartridge, the second value based at least in part on a time duration, for which the filter cartridge was used in the filtration system, wherein the second value is determined in a different manner than the first value, comparing the first value with the second value to determine which of the first value or the second value indicates a least remaining life for the filter cartridge, and transmitting, via the first data connection, an indication of the least remaining life for the filter cartridge to the telematics service circuit based on the comparison.The system of claim 1, wherein the first data connection is a wireless data connection.The system of claim 1, wherein the filter monitoring system circuit is further configured to receive an identification of a parameter requested by the telematics service system from a list of multiple parameters relating to the filtration system and monitored by the filter monitoring system circuit.The system of claim 3, wherein the parameter is associated with a remaining life for the filter cartridge.The system of claim 1, further comprising: an electronic filter detection circuit, wherein the filtration system comprises the electronic filter detection circuit, and wherein the filter monitoring system circuit is further configured to: receive, from the electronic filter detection circuit, an identifier associated with a radio frequency identity tag of the filter cartridge, determine an installation date of the filter cartridge based on the receiving of the identifier, and determine the amount of time the filter cartridge was used in the filtration system based at least in part on the installation date.The system of claim 1, wherein the filter monitoring circuit is further configured to: determine a first percentage load of the filter cartridge based at least in part on the determined pressure drop; determine a second percentage load of the filter cartridge based at least in part on the amount of time the filter cartridge was used in the filtration system, wherein the second percentage load is determined in a manner different than the first percentage load; compare the first percentage load to the second percentage load to determine which of the first percentage load or the second percentage load indicates a higher percentage load of the filter cartridge; and output an indication of the higher percentage load of the filter cartridge.The system of claim 1, wherein the filter monitoring circuit is further configured to transmit, via the second data link, a second indication to the motor control circuit of the internal combustion engine associated with the filtration system based on the comparison.The system of claim 7, wherein the transmitted second indication causes the motor control circuit to throttle or prevent the engine from starting.A method comprising: configuring, by a filter monitoring system circuit, a first data connection between the filter monitoring system circuit and a telematics service system; configuring, by the filter monitoring system circuit, a second data connection between the filter monitoring system circuit and a motor control circuit of an internal combustion engine; determining, by the filter monitoring system circuit, a first value indicative of a remaining filter life of a filter cartridge of a filtration system monitored by the filter monitoring system circuit, wherein the first value is based at least in part on a pressure drop across the filtration system at a fluid flow rate through the filtration system; determining, by the filter monitoring system circuit, a second value indicative of the remaining filter life of the filter cartridge, the second value based at least in part on a time duration for which the filter cartridge was used in the filtration system, the second value determined in a different manner than the first value; comparing, by the filter monitoring system circuit, the first value with the second value to determine which of the first value or the second value indicates a least remaining life for the filter cartridge; and transmitting, by the filter monitoring system circuit, an indication of the least remaining life for the filter cartridge to the telematics service system based on the comparison.The method of claim 9, wherein the first data connection is a wireless data connection.The method of claim 9, wherein configuring the data connection comprises receiving, by the filter monitoring system circuitry, an identification of a parameter requested by the telematics service system from a list of multiple parameters relating to the filtration system and monitored by the filter monitoring system circuitry.The method of claim 11, wherein the parameter comprises the remaining life for the filter cartridge.The method of claim 9, further comprising: receiving, by the filter monitoring system circuit and from an electronic filter detection circuit of the filtration system, an identifier associated with a radio frequency identity tag of the filter cartridge; determining, by the filter monitoring system circuit, an installation date of the filter cartridge based on the receiving of the identifier; and determining, by the filter monitoring system circuit, the amount of time the filter cartridge was used in the filtration system based at least in part on the installation date.The method of claim 9, further comprising: determining, by the filter monitoring system circuit, a first percent load of the filter cartridge based at least in part on the pressure drop across the filtration system at the fluid flow rate; determining, by the filter monitoring system circuit, a second percent load of the filter cartridge based at least in part on the amount of time that the filter cartridge was used in the filtration system, wherein the second percent load is determined in a different manner than the first percent load; comparing, by the filter monitoring system circuit, the first percent load with the second percent load to determine which of the first percent load or the second percent load indicates a higher percent load of the filter cartridge; and outputting, by the filter monitoring system circuit, an indication of the higher percent load of the filter cartridge.The method of claim 9, further comprising: transmitting, by the filter monitoring system circuit, a second indication over the second data link to the motor control circuit of the internal combustion engine associated with the filtration system based on the comparison.The method of claim 15, wherein the second indication causes the engine control circuit to throttle or prevent the engine from starting.The method of claim 9, wherein outputting the indication comprises sending, by the filter monitoring system circuitry, the indication to at least one of a display console, an operator or technician computing device, an onboard telematics device, or an external telematics service.The method of claim 9, further comprising transmitting, by the filter monitoring system circuitry, an indication of a fluid quality to the telematics service system.The method of claim 9, further comprising transmitting, by the filter monitoring system circuitry, an indication of a presence of water in fuel to the telematics service system.The method of claim 9, wherein the telematics service system comprises an onboard telematics device and a remote telematics system, wherein the onboard telematics device communicates the indication of the lowest remaining life for the filter cartridge to the remote telematics system.

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