Automotive predictive failure system

• US 10,332,323 B2
• Filed: 10/01/2018
• Issued: 06/25/2019
• Est. Priority Date: 08/12/2015
• Status: Active Grant

• Current Assignee: Kenneth Carl Steffen Winiecki
• Original Assignee: Kenneth Carl Steffen Winiecki
• Inventors: Winiecki, Kenneth Carl Steffen
• Primary Examiner(s): Sood, Anshul
• Application Number:
  US16/148,868
• Publication Number:
  US 20190035176A1
• Time in Patent Office: 267 Days
• CPC Class Codes: G07C 5/006 Indicating maintenance
• CPC Class Codes: G07C 5/008 communicating information to a remotely located station transmission systems for measured values G08C
• CPC Class Codes: G07C 5/0808 Diagnosing performance data testing of vehicles G01M17/00; testing of electrical installation on vehicles G01R31/005
• CPC Class Codes: G07C 5/085 using electronic data carriers

Abstract

A method of predicting failure for vehicular components is implemented within a vehicle through a plurality of part sensors and an on-board computing (OBC) device as the part sensors are communicably coupled with the OBC device. The OBC device continuously timestamps and uploads a plurality of performance time-dependent data (PTDD) points to the OBC device throughout a current vehicular trip. The OBC device then analyzes the uploaded PTDD points with an updatable total time duration and an active performance-define range that are calculated from prior vehicular trips. The OBC device is then able to identify a potential vehicular problem during the current trip, based upon the uploaded PTDD points. When a potential vehicular problem is detected within the current trip, an annotating assessment is generated and wirelessly sent to a personal computing device of the owner/operator of the vehicle.

Claims

1. A method of determining a predictive failure for vehicular component comprises the steps of:

(A) providing a vehicle with a plurality of part sensors and an on-board computing (OBC) device, wherein each part sensor is communicably coupled with the OBC device;

(B) providing a primary dataset and a secondary dataset for each part sensor, wherein the primary dataset is associated with an active performance-defined range, and wherein the secondary dataset is associated with an updatable total time duration;

(C) timestamping and receiving a performance time-dependent data (PTDD) point from each part sensor to the OBC device;

(D) sorting the PTDD point into the secondary dataset with the OBC device, if the PTDD point is outside the active performance-defined range, and if the primary dataset is empty;

(E) sorting the PTDD point into the primary dataset with the OBC device, if the PTDD point is within the active performance-defined range, or if the primary dataset is not empty;

(F) repeating steps (B) through (E) throughout each after-initial trip completed by the vehicle in order to populate the primary dataset and the secondary dataset for each part sensor with a plurality of PTDD points;

storing each of the plurality of PTDD points for each part sensor on the OBC device at a recording time interval during step (F),

timestamping each of the plurality of PTDD points with a logging time during step (F); and

(G) identifying a potential vehicular problem during an arbitrary trip with the OBC device, if an actual total time period for the secondary dataset is not equal to the updatable total time duration during the arbitrary trip, or if an arbitrary PTDD point within the primary dataset is outside of the active performance-defined range during the arbitrary trip, wherein the arbitrary trip is any one of the plurality of after-initial trips.

2. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

timestamping and receiving a plurality of initial PTDD points for an initial trip completed by the vehicle from each part sensor to the OBC device;

designating a series of incremental performance ranges from a first PTDD point amongst the plurality of initial PTDD points;

generating a plurality of initial datasets by sorting each initial PTDD point into the incremental performance ranges, wherein each initial dataset is associated to a corresponding range from the series of incremental performance ranges;

calculating a completion time period for each initial dataset;

designating a specific dataset from the plurality of initial datasets as an initial primary dataset,

if the completion time period of the specific dataset is longer than the completion time period of each remaining dataset from the plurality of initial datasets; and

collectively designating the remaining datasets as an initial secondary dataset.

3. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing an initial primary dataset for each part sensor of the vehicle;

designating a maximum value from the initial primary dataset as an upper limit of the active performance-defined range for a first trip with the OBC device, wherein the first trip is from the plurality of after-initial trips; and

designating a minimum value from the initial primary dataset as a lower limit of the active performance-defined range for the first trip with the OBC device.

4. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing an upper limit and a lower limit for the active performance-defined range for a prior trip, wherein the prior trip is from the plurality of after-initial trips and precedes the arbitrary trip;

averaging the upper limit of the active performance-defined range for the prior trip and a maximum value from the primary dataset for the prior trip in order to compute an upper limit of the active performance-defined range for the arbitrary trip; and

averaging the lower limit of the active performance-defined range for the prior trip and a minimum value from the primary dataset for the prior trip in order to compute a lower limit of the active performance-defined range for the arbitrary trip.

5. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing an initial secondary dataset from each part sensor of the vehicle;

calculating an initial actual total time period for the initial secondary dataset; and

designating the initial actual total time period as the updatable total time duration for a first trip with the OBC device, wherein the first trip is from the plurality of after-initial trips.

6. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing the updatable total time duration for a prior trip, wherein the prior trip is from the plurality of after-initial trips and precedes the arbitrary trip;

calculating the actual total time period for the secondary dataset of the prior trip; and

averaging the actual total time period for the secondary dataset of the prior trip and the updatable total time duration for the prior trip in order to compute the updatable total time duration for the arbitrary trip.

7. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the step of:

wherein the actual total time period for the secondary dataset of a specific sensor from the plurality of part sensors is not equal to the updatable total time duration of the specific sensor during the arbitrary trip while an engine control unit (ECU) of the vehicle is active; and

identifying an irregular PTDD point within the secondary dataset of the specific sensor during the arbitrary trip,

if a logging time for the irregular PTDD point from the specific sensor occurs after the updatable total time duration for the specific sensor.

8. The method of determining a predictive failure for vehicular component as claimed in claim 7 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs after the updatable total time duration for the other sensor.

9. The method of determining a predictive failure for vehicular component as claimed in claim 7 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs before the updatable total time duration for the other sensor, and

if the irregular PTDD point from the other sensor is a last PTDD point within the secondary dataset of the other sensor.

10. The method of determining a predictive failure for vehicular component as claimed in claim 7 comprises the step of:

identifying an irregular PTDD point within the primary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the irregular PTDD point from the other sensor is outside the active performance-defined range of the other sensor.

11. The method of determining a predictive failure for vehicular component as claimed in claim 7 comprises the steps of:

providing a plurality of non-part data sources, wherein each of the non-part data sources either is in direct communication with the OBC device or is in indirect communication with the OBC device through the ECU;

timestamping and receiving a plurality of situational time-dependent data (STDD) points from each of the non-part data sources throughout each after-initial trip to the OBC device during execution of step (F); and

identifying an irregular STDD point within the plurality of STDD points for a specific source from the plurality of non-part data sources during the arbitrary trip,

if a logging time of the irregular STDD point from the specific source simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular STDD point from the specific source is outside a normal operative range for the specific source.

12. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the step of:

wherein the actual total time period for the secondary dataset of a specific sensor from the plurality of part sensors is not equal to the updatable total time duration of the specific sensor during the arbitrary trip while an ECU of the vehicle is active; and

identifying an irregular PTDD point within the secondary dataset of the specific sensor during the arbitrary trip,

if the logging time for the irregular PTDD point from the specific sensor occurs before the updatable total time duration for the specific sensor, and

if the irregular PTDD point from the specific sensor is a last PTDD point within the secondary dataset of the specific sensor.

13. The method of determining a predictive failure for vehicular component as claimed in claim 12 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs after the updatable total time duration for the other sensor.

14. The method of determining a predictive failure for vehicular component as claimed in claim 12 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs before the updatable total time duration for the other sensor, and

if the irregular PTDD point from the other sensor is a last PTDD point within the secondary dataset of the other sensor.

15. The method of determining a predictive failure for vehicular component as claimed in claim 12 comprises the step of:

identifying an irregular PTDD point within the primary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the irregular PTDD point from the other sensor is outside the active performance-defined range of the other sensor.

16. The method of determining a predictive failure for vehicular component as claimed in claim 12 comprises the steps of:

providing a plurality of non-part data sources, wherein each of the non-part data sources either is in direct communication with the OBC device or is in indirect communication with the OBC device through the ECU;

timestamping and receiving a plurality of situational time-dependent data (STDD) points from each of the non-part data sources throughout each after-initial trip to the OBC device during execution of step (F); and

identifying an irregular STDD point within the plurality of STDD points for a specific source from the plurality of non-part data sources during the arbitrary trip,

if a logging time of the irregular STDD point from the specific source simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular STDD point from the specific source is outside a normal operative range for the specific source.

17. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

wherein the actual total time period for the secondary dataset of a specific sensor from the plurality of part sensors is not equal to the updatable total time duration of the specific sensor during the arbitrary trip while an ECU of the vehicle is active;

identifying an irregular PTDD point within the secondary dataset of the specific sensor during the arbitrary trip,

if the logging time for the irregular PTDD point from the specific sensor occurs before the updatable total time duration for the specific sensor, and

if the irregular PTDD point from the specific sensor is a last PTDD point of the plurality of PTDD points from the specific sensor; and

designating the arbitrary trip as a too-short after-initial trip,

if the irregular PTDD point from the specific sensor is identified within the secondary dataset of the specific sensor.

18. The method of determining a predictive failure for vehicular component as claimed in claim 17 comprises the step of:

designating the updatable total time duration for the arbitrary trip as the updatable total time duration for a subsequent trip,

if the arbitrary trip is designated as the too-short after-initial trip,

wherein the subsequent trip is from the plurality of after-initial trips and succeeds the arbitrary trip.

19. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing an irregular PTDD point within the secondary dataset of a specific sensor during the arbitrary trip, wherein the specific sensor is from the plurality of part sensors;

generating an assessment of the potential vehicular problem by annotating the irregular PTDD point from the specific sensor during the arbitrary trip; and

wirelessly sending the assessment of the potential vehicular problem from the OBC device to a personal computing device.

20. The method of determining a predictive failure for vehicular component as claimed in claim 19 comprises the steps of:

providing an irregular PTDD point within the secondary dataset or within the primary dataset of an at least one other sensor during the arbitrary trip, wherein the other sensor is from the plurality of part sensors; and

annotating and adding the irregular PTDD point from the other sensor into the assessment of the potential vehicular problem.

21. The method of determining a predictive failure for vehicular component as claimed in claim 19 comprises the steps of:

providing an irregular STDD point collected by a specific source from a plurality of non-part data sources during the arbitrary trip; and

annotating and adding the irregular STDD point from the specific source into the assessment of the potential vehicular problem.

22. The method of determining a predictive failure for vehicular component as claimed in claim 1, wherein the arbitrary PTDD point within the primary dataset of a specific sensor from the plurality of part sensors is outside of the active performance-defined range of the specific sensor during the arbitrary trip while an ECU of the vehicle is active.

23. The method of determining a predictive failure for vehicular component as claimed in claim 22 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at a logging time of the arbitrary PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs after the updatable total time duration for the other sensor.

24. The method of determining a predictive failure for vehicular component as claimed in claim 22 comprises the step of:

identifying an irregular PTDD point within the secondary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at a logging time of the arbitrary PTDD point from the specific sensor, and

if the logging time for the irregular PTDD point from the other sensor occurs before the updatable total time duration for the other sensor, and

if the irregular PTDD point from the other sensor is a last PTDD point within the secondary dataset of the other sensor.

25. The method of determining a predictive failure for vehicular component as claimed in claim 22 comprises the step of:

identifying an irregular PTDD point within the primary dataset of at least one other sensor from the plurality of part sensors during the arbitrary trip,

if a logging time of the irregular PTDD point from the other sensor simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the irregular PTDD point from the other sensor is outside the active performance-defined range of the other sensor.

26. The method of determining a predictive failure for vehicular component as claimed in claim 22 comprises the steps of:

providing a plurality of non-part data sources, wherein each of the non-part data sources either is in direct communication with the OBC device or is in indirect communication with the OBC device through the ECU;

timestamping and receiving a plurality of situational time-dependent data (STDD) points from each of the non-part data sources throughout each after-initial trip to the OBC device during execution of step (F); and

identifying an irregular STDD point within the plurality of STDD points for a specific source from the plurality of non-part data sources during the arbitrary trip,

if a logging time of the irregular STDD point from the specific source simultaneously occurs at the logging time of the irregular PTDD point from the specific sensor, and

if the logging time for the irregular STDD point from the specific source is outside a normal operative range for the specific source.

27. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing the arbitrary PTDD within the primary dataset of a specific sensor during the arbitrary trip, wherein the specific sensor is from the plurality of part sensors;

generating an assessment of the potential vehicular problem by annotating the arbitrary PTDD point from the specific sensor; and

wirelessly sending the assessment of the potential vehicular problem from the OBC device to a personal computing device.

28. The method of determining a predictive failure for vehicular component as claimed in claim 27 comprises the steps of:

providing an irregular PTDD point within the secondary dataset or within the primary dataset of an at least one other sensor during the arbitrary trip, wherein the other sensor is from the plurality of part sensors; and

annotating and adding the irregular PTDD point from the other sensor into the assessment of the potential vehicular problem.

29. The method of determining a predictive failure for vehicular component as claimed in claim 27 comprises the steps of:

providing an irregular STDD point collected by a specific source from a plurality of non-part data sources during the arbitrary trip; and

annotating and adding the irregular STDD point from the other sensor into the assessment of the potential vehicular problem.

30. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing the secondary dataset for each part sensor with a threshold of excessive baseline variation over a set number of after-initial trips;

recording the updatable total time duration of each part sensor for each after-initial trip with the OBC device;

identifying a failing vehicular part associated with a specific sensor from the plurality of part sensors,

if a change in the updatable total time duration for the specific sensor over the set number of after-initial trips recorded by the OBC device surpasses the threshold of excessive baseline variation for the specific sensor; and

sending a notification of the failing vehicular part from the OBC device to a personal computing device.

31. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing the primary dataset for each part sensor with a threshold of excessive baseline variation over a set number of after-initial trips;

recording the active performance-defined range of each part sensor for each after-initial trip with the OBC device;

identifying a failing vehicular part associated with a specific sensor from the plurality of part sensors,

if a change in the active performance-defined range for the specific sensor over the set number of after-initial trips recorded by the OBC device surpasses the threshold of excessive baseline variation for the specific sensor; and

sending a notification of the failing vehicular part from the OBC device to a personal computing device.

32. The method of determining a predictive failure for vehicular component as claimed in claim 1 comprises the steps of:

providing an intermission time period between the arbitrary trip and a subsequent trip while an ECU of the vehicle is inactive, wherein the subsequent trip is from the plurality of after-initial trips and succeeds the arbitrary trip;

collecting a plurality of maintenance time-dependent data (MTDD) points for a specific sensor from the plurality of part sensors by periodically activating the specific sensor throughout the intermission time period from the OBC device;

identifying an irregular MTDD point within the plurality of MTDD points for the specific sensor during the intermission time period,

if the irregular MTDD point from the specific sensor is outside of the active performance-defined range of the specific sensor during the arbitrary trip; and

sending a notification of the irregular MTDD point from the OBC device to a personal computing device.