US20030195680A1 - Equipment service vehicle having on-board diagnostic system - Google Patents

Abstract

An equipment service vehicle comprises a network communication link, an engine system, a transmission system, and an operator interface. The engine system includes an engine and an electronic engine control system that is coupled to the engine and to the network communication link. The electronic engine control system controls the engine and transmits information pertaining to the health and operation of the engine on the network communication link. The transmission system includes a transmission and an electronic transmission control system. The electronic transmission control system controls the transmission and transmits information pertaining to the health and operation of the transmission on the network communication link. The operator interface is coupled to the network communication link. The operator interface includes a display that displays the health and operation information of the engine and the transmission to a human operator.

Description

CROSS-REFERENCE TO RELATED APPLICATION
• This application is a continuation of U.S. Ser. No. 09/500,506, filed Feb. 9, 2000, now U.S. Pat. No. 6,553,290, issued Feb. 22, 2003, hereby incorporated by reference.[0001]
FIELD OF THE INVENTION
• This invention relates to diagnostic systems for equipment service vehicles. In particular, this invention relates to an on-board diagnostic system for equipment service vehicles.[0002]
DESCRIPTION OF RELATED ART
• Modern vehicles have become increasingly complex and difficult to maintain. In order to enable more efficient vehicle maintenance, it is desirable to be able to accurately diagnose malfunctioning subsystems, such as engine systems, transmission systems, and so on, as well as specific vehicle components. When a malfunction is not properly diagnosed, the result is typically that parts which are fully operational are repaired or replaced, that parts which are repairable are replaced, and/or that parts which are not fully operational are not repaired or replaced. Accurate diagnoses therefore allow more efficient vehicle maintenance by avoiding unnecessary repairs and replacements, and by enabling necessary repairs and replacements to be made.[0003]
• It is known to provide electronic diagnostic systems to aid in the accurate diagnoses of vehicle malfunctions. Government Report No. CR-82-588-003, entitled “STE/ICE-R Design Guide For Vehicle Diagnostic Connector Assemblies,” February 1988, describes a diagnostic system used in connection with military vehicles. According to the approach described in this document, a military vehicle is provided with numerous sensors that are located throughout the vehicle and each of which obtains information pertaining to the health and operation of a subsystem of the vehicle. The sensors are used to measure typical parameters of interest such as engine RPM, engine temperature, fuel pressure, and so on. The sensors are connected by way of vehicle wiring to a common connector assembly. Diagnostic equipment provided at a maintenance depot is then capable of connecting to the various sensors by way of the connector assembly. At the maintenance depot, the diagnostic equipment can be utilized to perform tests on the vehicle to aid pinpointing the source of vehicle system malfunction.[0004]
• In this arrangement, the sensors that are used by the diagnostic system are used exclusively by the diagnostic equipment at the maintenance depot, and not by other systems during normal operation of the vehicle. Additionally, in this arrangement, the connector assembly defines a hardwired analog interface between the sensors and the diagnostic equipment, and the diagnostic equipment expects signals appearing at given pins of the connector assembly to have predefined signal characteristics that are unique to the sensor utilized.[0005]
• This approach suffers several disadvantages. First, this approach is expensive to implement because it requires numerous sensors above and beyond those required for normal operation of the vehicle. Additionally, the required sensors typically have unique signal characteristics that are specifically matched to the diagnostic equipment, and therefore the sensors are specialty items that are more expensive and not commonly available.[0006]
• Second, this approach results in a diagnostic system with an unduly limited capability to accurately diagnose system faults. The capabilities of the diagnostic system are limited by the fact that the diagnostic system only utilizes information that is available from the diagnostic system sensors and not from other sources of information available on-board the vehicle. Therefore, the number of different types of information that can be obtained is limited to the number of diagnostic system sensors utilized. Further, because the sensors that are utilized tend to be specialty items as previously noted, they often do not incorporate the latest advances in sensor technology that provide performance/durability improvements over earlier sensor technologies. This further limits the accuracy of the diagnostic system as compared to that which could otherwise be achieved.[0007]
• Finally, this approach is unduly cumbersome to utilize. As previously noted, the diagnostic equipment is provided at a maintenance depot and not on-board the vehicle. Therefore, in order to have a vehicle malfunction diagnosed, the vehicle must be brought to the maintenance depot. This requirement is inconvenient and limits the potential for field servicing of vehicles to minimize the amount of time that the vehicle is out of service for maintenance reasons.[0008]
SUMMARY OF THE INVENTION
• The present invention overcomes the problems of conventional diagnostic systems for equipment service vehicles. In particular, in one particularly preferred embodiment, the invention provides an equipment service vehicle comprising a network communication link, a plurality of vehicle subsystems, a test control module, and an operator interface. The vehicle subsystems each comprise a mechanical system and an electronic control system that controls the mechanical system. For example, one vehicle subsystem may comprise an engine and an engine control system, and another vehicle subsystem may comprise a transmission and a transmission control system. Each respective electronic control system is connected to the network communication link and transmits information pertaining to the health and operation of the associated mechanical system on the network communication link. The test control module is coupled to the plurality of vehicle subsystems by way of the network communication link. The test control module is programmed to acquire at least some of the information pertaining to the health and operation of the mechanical system. The operator interface is coupled to the test control module and comprises a display that displays the at least some information pertaining to the health and operation of the mechanical system.[0009]
• According to another particularly preferred embodiment of the invention, the invention provides a method of diagnosing a fault on an equipment service vehicle comprising providing the equipment service vehicle with an on-board diagnostic system. The on board diagnostic system comprises a test control module and an operator interface that are mounted on the vehicle. The method also comprises displaying a menu of test options to an operator using the operator interface and receiving an operator input using the operator interface. The input is indicative of a menu selection made by the operator, and the menu selection indicates a test selected by the operator to be performed on the vehicle. Further, the method comprises performing the selected test on the vehicle in response to the operator input, and displaying results of the test to the operator using the operator interface.[0010]
• According to yet another particularly preferred embodiment of the invention, the invention provides an equipment service vehicle comprising a network communication link, an engine system, a transmission system, and an operator interface. The engine system includes an engine and an electronic engine control system that is coupled to the engine and to the network communication link. The electronic engine control system controls the engine and transmits information pertaining to the health and operation of the engine on the network communication link. The transmission system includes a transmission and an electronic transmission control system. The electronic transmission control system controls the transmission and transmits information pertaining to the health and operation of the transmission on the network communication link. The operator interface is coupled to the network communication link and includes a display that displays the health and operation information of the engine and the transmission to a human operator.[0011]
• Other objects, features, and advantages of the present invention will become apparent to those skilled in the art from the following detailed description and accompanying drawings. It should be understood, however, that the detailed description and specific examples, while indicating preferred embodiments of the present invention, are given by way of illustration and not limitation. Many modifications and changes within the scope of the present invention may be made without departing from the spirit thereof, and the invention includes all such modifications.[0012]
BRIEF DESCRIPTION OF THE DRAWINGS
• FIG. 1 is a schematic view of a military vehicle having a diagnostic system according to one embodiment of the present invention;[0013]
• FIG. 2 is a block diagram of the diagnostic system of FIG. 1 showing selected aspects of the diagnostic system in greater detail;[0014]
• FIG. 3 is a menu displayed by a display of the diagnostic system of FIG. 1 showing various services offered by the diagnostic system;[0015]
• FIG. 4 is a flow chart showing the operation of the diagnostic system of FIG. 1 to perform a diagnostic test procedure;[0016]
• FIG. 5 is a schematic view of a firefighting vehicle having a diagnostic system in accordance with FIGS.[0017]1-4;
• FIG. 6 is a schematic view of a mixing vehicle having a diagnostic system in accordance with FIGS.[0018]1-4;
• FIG. 7 is a schematic view of a refuse handling vehicle having a diagnostic system in accordance with FIGS.[0019]1-4; and
• FIG. 8 is a schematic view of a snow removal vehicle having a diagnostic system in accordance with FIGS.[0020]1-4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
• Referring now to FIG. 1, a preferred embodiment of an[0021]equipment service vehicle10 having adiagnostic system12 according to an embodiment of the invention is illustrated. By way of overview, thediagnostic system12 comprises anintelligent display module14, atest interface module21 connected to a plurality ofsensors22, and a plurality of additional vehicle control systems24-30. Theintelligent display module14, thetest interface module21, and the plurality of additional vehicle control systems24-30 are interconnected with each other by way of anetwork communication link32.
• More specifically, the[0022]vehicle10 is a military vehicle and, in particular, a medium tactical vehicle. However, it should be understood that thediagnostic system12 of FIG. 1 could also be used with other types of military vehicles. For example, thediagnostic system12 could be used in connection with heavy equipment transporter vehicles, which are used to transport battle tanks, fighting and recovery vehicles, self-propelled howitzers, construction equipment and other types of equipment. These types of vehicles are useable on primary, secondary, and unimproved roads and trails, and are able to transport in excess of 100,000 pounds or even in the range of 200,000 pounds or more. Thediagnostic system12 can also be used in connection with palletized load transport vehicles, in which a mobile truck and trailer form a self-contained system capable of loading and unloading a wide range of cargo without the need for forklifts or other material handling equipment. Such trucks are provided with a demountable cargo bed and a hydraulically powered arm with a hook that lifts the cargo bed on or off the truck. These trucks may be also provided with a crane to drop off the pallets individually if the entire load is not needed. Further, thediagnostic system12 can also be used in connection with trucks designed for carrying payloads for cross country military missions. Such trucks may include, for example, cargo trucks, tractors, fuel servicing trucks, portable water trucks, and recovery vehicles (with crane and winch). Such trucks are capable of passing through water crossings three or four or more feet deep. These trucks can also be used for missile transports/launchers, resupply of fueled artillery ammunition and forward area rearm vehicles, refueling of tracked and wheeled vehicles and helicopters, and recovery of disabled wheeled and tracked vehicles. Thediagnostic system12 can be used in connection with a wide range of other military vehicles as well.
• The[0023]intelligent display module14 provides an operator interface to thediagnostic system12 and also provides intelligence used to conduct diagnostic tests and other services. In particular, theintelligent display module14 includes a test control module15 (which further includes amicroprocessor16 and a diagnostic program17) and an operator interface18 (which further includes adisplay19 and a keypad20) (see FIG. 2).
• In the preferred embodiment, the[0024]test control module15 and theoperator interface18 are provided as a single, integrated unit (namely, the intelligent display module14) and share the same housing as well as at least some of the internal electronics. Other arrangements are possible, however. For example, as can be easily imagined, it would also be possible to provide thetest control module15 and theoperator interface18 in the form of separate physical units, although this arrangement is not preferred for reasons of increased cost and parts count. Both thetest control module15 and theoperator interface18 can be obtained in the form of a single, integrated unit from Advanced Technology, Inc., Elkhart, Ind. 46517. This product provides a generic flat panel 4 line×20character display19, fourbutton keypad20,microprocessor16, and memory that is capable of being programmed with a program (such as the diagnostic program17) to customize the intelligent display module for a particular application. Of course, a more (or less) elaborate intelligent display module could also be utilized.
• Also in the preferred embodiment, the[0025]intelligent display module14 is semi-permanently mounted within thevehicle10. By semi-permanently mounted, it is meant that theintelligent display module14 is mounted within thevehicle10 in a manner that is sufficiently rugged to withstand normal operation of the vehicle for extended periods of time (at least days or weeks) and still remain operational. However, that is not to say that theintelligent display module14 is mounted such that it can never be removed (e.g., for servicing of the intelligent display module) without significantly degrading the structural integrity of the mounting structure employed to mount theintelligent display module14 to the remainder of thevehicle10. Theintelligent display module14 is preferably mounted in an operator compartment of thevehicle10, for example, in a storage compartment within the operator compartment or on an operator panel provided on the dashboard.
• The operation of the[0026]test control module15, and in particular of themicroprocessor16 to execute thediagnostic program17, is shown and described in greater detail below in conjunction with the flow chart of FIG. 4. In general, themicroprocessor16 executes thediagnostic program17 to diagnose subsystem faults, to display fault information, to maintain vehicle maintenance records, and to perform data logging for system diagnosis and/or for accident reconstruction. Depending on the application, it may be desirable to incorporate additional services as well, or to incorporate fewer than all of these services.
• The[0027]operator interface18 includes thedisplay19 which is used to communicate (and, in particular, to display) information to the operator. For example, thedisplay19 is used to prompt the operator to enter information into thekeypad20, or to take certain actions with respect to the vehicle during testing (e.g., bring the engine to a specified RPM level). Thedisplay19 is also used to display a menu or series of menus to allow the operator to select a test to be performed or to select another service of theintelligent display module14 to be utilized. Thedisplay19 is also used to display status information during system startup and during testing, and to display any error messages that arise during system startup or during testing. Thedisplay19 is also used to display input data and fault mode indicators from control systems24-30, and any other information from additional vehicle subsystems. Thedisplay19 is also used to display information from discrete sensors such as thesensors22. Thedisplay19 is also used to display the results of diagnostic tests that are performed (e.g., a pass/fail message or other message).
• Preferably, the[0028]display19 displays all of this information to the operator in a user-friendly format as opposed to in the form of codes that must be interpreted by reference to a separate test or service manual. This is achieved in straightforward fashion by storing in the memory of theintelligent display module14 information of the type commonly published in such manuals to facilitate manual interpretation of such codes, and using this information to perform the translation automatically. Likewise, as previously noted, thedisplay19 is used to prompt the operator to take certain actions with respect to the vehicle during testing and to otherwise step the operator through any test procedures, without reference to a test manual. This allows the amount of operator training to be reduced.
• The[0029]operator interface18 also includes thekeypad20 which is used to accept or receive operator inputs. For example, thekeypad20 is used to allow the user to scroll through and otherwise navigate menus displayed by the display19 (e.g., menus of possible tests to be performed on the vehicle20), and to select menu items from those menus.
• As previously noted, it would also be possible to utilize a more elaborate intelligent display module. For example, a more[0030]elaborate keypad20 could be utilized if more data entry capability is desired. In this regard, however, it is noted that theintelligent display module14 also preferably includes a communication port that allows the display module to communicate with apersonal computer33 by way of a communication link36 (see FIG. 2). Thepersonal computer33 can be used to retrieve, manipulate and examine data stored within theintelligent display module14. For example, if theintelligent display module14 includes a data logger as described below, the personal computer can be used to retrieve and examine the information stored by the data logger. Likewise, if theintelligent display module14 implements a vehicle maintenance jacket, thepersonal computer33 can be used to retrieve and modify data stored in the vehicle maintenance jacket. Further, using thepersonal computer33, it is possible to integrate thediagnostic system12 with an interactive electronic technical manual (IETM), to allow the interactive electronic technical manual to access the data available from thediagnostic system12.
• The[0031]test interface module21 accepts requests from theintelligent display module14 for information from thesensors22, retrieves the requested information from therespective sensor22, converts input signals from therespective sensor22 into a format that is compatible with thenetwork communication link32, and transmits the information from therespective sensor22 to theintelligent display module14 via thenetwork communication link32. Thetest interface module21 is therefore preferably implemented as a passive unit with no standard broadcasts that burden thecommunication link32. As a result, in operation, thetest interface module21 does not regularly transmit data on thenetwork communication link32. Rather, thetest interface module21 passively monitors thenetwork communication link32 for information requests directed to theinterface module21. When an information request is received, thetest interface module21 obtains the requested information from therelevant sensor22, and then transmits the requested information on thenetwork communication link32 to theintelligent display module14.
• The[0032]test interface module21 may, for example, include as many inputs as there aresensors22. Each input may include associated switches for configuring the input, an analog-to-digital converter to convert analog signals to a digital format, and any other signal processing circuitry. The number of inputs is not important, since it is possible to use fewer test interface modules each with a larger number of inputs, or more test interface modules each with a smaller number of inputs. The number of inputs is not limited in any particular way and is determined by need.
• In practice, the[0033]test interface module21 may be a commercially available unit capable of putting information from discrete sensors onto a network communication link such as SAE (Society of Automotive Engineers) J1708. Thetest interface module21 preferably also meets applicable standards for underhood installation, such as SAE J1455, to allow the test interface module to be located in close proximity to thesensors22 to reduce wiring. The test interface module may, for example, be obtained from Advanced Technology Inc., Elkhart, Ind. 46517 (PN 3246282). Again, however, a wide range of devices of varying construction and complexity could be utilized to implement thetest interface module21.
• The[0034]test interface module21 is connected to the plurality ofsensors22 which are each capable of obtaining information pertaining to the health and operation of a vehicle subsystem. “Health” and “operation” are interrelated and information that pertains to one will, at least to some extent, pertain to the other as well. Thesensors22 are discrete sensors in the sense that they are not integrally provided with the control systems24-30 and associated controlled mechanical systems (e.g., engine, transmission, and so on)34-40. The sensors are add-on devices that are used only in connection with theintelligent display module14. In general, discrete sensors are preferably only used when the information provided by the sensor is not otherwise available on thenetwork communication link32. In FIG. 2, thesensors22 are shown to include a fuel filterinlet pressure sensor22a,fuel pumpoutlet pressure sensor22b,fuelreturn pressure sensor22c,oil filter sensors22d,an aircleaner pressure sensor22e,a fueldifferential pressure switch22f,and ashunt resistor22g(used to determine compression imbalance based on unequal current peaks in the starter current).
• In addition to the[0035]intelligent display module14 and thetest interface module21, thediagnostic system12 also includes a plurality of additional vehicle control systems24-30, as previously noted. As shown in FIG. 2, thecontrol system24 is a central tire inflation control system that controls a central tire inflation system (CTIS)34, thecontrol system26 is an anti-lock brake control system that controls an anti-lock brake system (ABS)36, thecontrol system28 is a transmission control system that controls atransmission38, and thecontrol system30 is an engine control system that controls anengine40. The vehicle subsystems formed by the mechanical systems34-40 and associated control systems24-30 are conventional and are chosen in accordance with the intended use of thevehicle10.
• The control systems[0036]24-30 each store information pertaining to the health and operation of a respective controlled system. The control systems24-30 are capable of being queried and, in response, making the requested information available on thenetwork communication link32. Because the vast amount of information required for performing most diagnostic tests of interest is available from the control systems24-30 by way of thenetwork communication link32, it is possible to drastically reduce the number ofdiscrete sensors22 that are required. Thus, as just noted, discrete sensors are preferably only used when the information provided by the sensor is not otherwise available on thenetwork communication link32.
• Typically, each of the control systems[0037]24-30 comprises a microprocessor-based electronic control unit (ECU) that is connected to thenetwork communication link32. When theintelligent display module14 requires status information pertaining to one of the mechanical systems34-40, theintelligent display module14 issues a request for the information to the respective one of the control systems24-30. The respective control system then responds by making the requested information available on thenetwork communication link32.
• Typical ECUs for transmission and engine control systems are capable of producing fault codes and transmitting the fault codes on the[0038]network communication link32. Depending on the type of fault, the fault codes may be transmitted automatically or alternative only in response to a specific request for fault information. Typical ECUs for central tire inflation systems and anti-lock brake systems also transmit fault codes but, in most commercially available systems, fault codes are transmitted only in response to specific requests for fault information. When a fault code is transmitted on thenetwork communication link32, theintelligent display module14 receives the fault codes from thenetwork communication link32, interprets the fault codes, and displays the interpreted fault codes to a human operator using thedisplay19.
• Referring now to FIG. 3, in general, during operation, the[0039]display19 displays menus to the operator and the keypad receives operator inputs used to navigate the menu, make menu selections, and begin testing. Assuming other services are also provided, the operator is first prompted to select an option from among a list of options that includes options of other services provided by theintelligent display module14. The list of options may include, for example, anoption50 to perform vehicle diagnostic testing, anoption52 to view engine codes, anoption54 to view transmission codes, anoption56 to view ABS codes, anoption58 to view CTIS codes, an60 option to view and/or modify data in the vehicle maintenance jacket, and anoption62 to view information stored in a data logger. Given that thedisplay19 is a four line display in the preferred embodiment, a vertically sliding winding64 is used to scroll through the options, and the user presses a select button on thekeypad20 when acursor66 is positioned on the desired option. As previously noted, other options may also be provided.
• Referring now to FIG. 4, a flow chart showing the operation of the diagnostic system of FIGS.[0040]1-2 to perform a diagnostic test is illustrated. In connection with military vehicles, thediagnostic system12 may for example be made capable of performing the following diagnostic tests, all of which provide information pertaining to the health and operation of the tested subsystem:
• [0041][0041]

  	Test	Exemplary
  	Description and	Measurement
  Test	Application	Range(s)

  ENGINE TESTS

  Engine RPM (AVE)	Measures average speed of	50-5000 RPM
  	engine crankshaft.
  Engine RPM,	Measures cranking RPM.	50-1500 RPM
  Cranking SI only	Performed with ignition ON.
  	Inhibit spark plug firing
  	allowing cranking without
  	starting.
  Power Test	Measures engine's power	500-3500 RPM/s
  (RPM/SEC)	producing potential in units
  	of RPM/SEC. Used when
  	programmed engine
  	constants and
  	corresponding Vehicle
  	Identification Number (VID)
  	have not been established.
  Power Test (%	Measures percentage of	0-100%
  Power)	engine's power producing
  	potential compared to full
  	power of a new engine.
  Compression	Evaluates relative cylinder	0-90%
  Unbalance (%)	compression and displays
  	percent difference between
  	the highest and the lowest
  	compression values in an
  	engine cycle.

  IGNITION TESTS

  Dwell Angle (TDC)	Measures number of	10-72 @
  	degrees that the points are	2000 RPM
  	closed.
  Points Voltage	Measures voltage drop	0-2 VDC
  (VDC)	across the points (points
  	positive to battery return).
  Coil Primary	Measures voltage available	0-32 VDC
  	at the coil positive terminal
  	of the operating condition of
  	the coil.

  FUEL/AIR SYSTEM TESTS

  Fuel Supply Pressure		0-100 psi
  (psi)
  Fuel Supply Pressure	This test measures the	0-10 psi
  (psi)	outlet pressure of the fuel	0-30 psi
  	pump.	0-100 psi
  		0-300 psi
  Fuel Return Pressure	Measures return pressure to	0-100 psi
  (psi)	detect return line blockage,
  	leaks, or insufficient
  	restrictor back pressure.
  Fuel Filter Pressure	Detects clogging via	PASS/FAIL
  Drop (PASS/FAIL)	opening of a differential
  	pressure switch across the
  	secondary fuel filter.
  Fuel Solenoid	Measures the voltage	0-32 VDC
  Voltage (VDC)	present at the fuel shutoff
  	solenoid positive terminal.
  Air Cleaner Pressure	Measures suction vacuum in	0-60 in. H2O
  Drop (RIGHT) (In	air intake after the air
  H2O)	cleaner relative to ambient
  	air pressure to detect extent
  	of air cleaner clogging.
  Air Cleaner Pressure	Second air cleaner on dual	0-60 in. H2O
  Drop (LEFT) (In H2O)	intake systems.
  Turbocharger Outlet	Measures discharge	0-50 in. Hg
  Pressure (RIGHT) (In	pressure of the
  Hg)	turbocharger.
  Turbocharger Outlet	Second turbocharger on	0-50 in. Hg
  Pressure (LEFT) (In	dual intake systems.
  Hg)
  Airbox Pressure	Measures the airbox	0-20 in. Hg
  (In Hg)	pressure of two stroke	0-50 in. Hg
  	engines. This measurement
  	is useful in detecting air
  	induction path obstructions
  	or leaks.
  Intake Manifold	Spark ignition engine intake	0-30 in. Hg
  Vacuum (In Hg)	system evaluation.
  Intake Manifold	Spark ignition engine intake	0-30 in. Hg
  Vacuum Variation	system evaluation.
  (In Hg)

  LUBRICATION/COOLING

  SYSTEM TESTS

  Engine Oil Pressure	Measures engine oil	0-100 psi
  (psi)	pressure.
  Engine Oil Filter	Measures the pressure drop	0-25 psi
  	across the engine oil filter
  	as indicator of filter element
  	clogging.
  Engine Oil	Primarily applicable to air	120-300° F.
  Temperature (° F.)	cooled engines. Requires
  	transducer output shorting
  	switch on vehicle to
  	perform system zero offset
  	test.
  Engine Coolant	Transducer output shorting	120-300° F.
  Temperature (° F.)	switch on vehicle required.

  STARTING/CHARGING

  SYSTEM TESTS

  Battery Voltage	Measure battery voltage at	0-32 VDC
  (VDC)	or near battery terminals.
  Starter Motor	Measures the voltage	0-32 VDC
  Voltage (VDC)	present at the starter motor
  	positive terminal.
  Starter Negative	Measures voltage drop on	0-2 VDC
  Cable Voltage Drop	starter path. A high voltage
  (VDC)	indicates excessive ground
  	path resistance.
  Starter Solenoid	Measures voltage present at	0-32 VDC
  Volts (VDC)	the starter solenoid's
  	positive terminal. Measures
  	current through battery
  	ground path shunt.
  Starter Current,	Measures starter current.	0-1000 A
  Average (amps)		0-2000 A
  Starter Current First	Provides a good overall	0-1000 A
  Peak (Peak Amps,	assessment of complete	0-2000 A
  DC)	starting system. Tests
  	condition of the starting
  	circuit and battery's ability
  	to deliver starting current.
  	The measurement is made
  	at the moment the starter is
  	engaged and prior to
  	armature movement. Peak
  	currents less than nominal
  	indicate relatively high
  	resistance caused by poor
  	connections, faulty wiring,
  	or low battery voltage.
  Battery Internal	Evaluate battery condition	0-999.9 mohm
  Resistance	by measuring battery
  (Milliohms)	voltage and current
  	simultaneously.
  Starter Circuit	Measures the combined	0-999.9 mohm
  Resistance	resistance of the starter
  (Milliohms)	circuit internal to the
  	batteries.
  Battery Resistance	Measures rate of change of	0-999.9 mohm/s
  Change	battery resistance as an
  (Milliohms/sec)	indicator of battery
  	condition.
  Battery Current	Measures current to or from	−999-1000 A
  	the battery.	−999-2000 A
  Battery Electrolyte	Determines whether	PASS/FAIL
  Level (PASS/FAIL)	electrolyte in the sensed cell
  	is of sufficient level (i.e., in
  	contact with electrolyte
  	probe).
  Alternator/Generator	Measures output voltage of	0-32 VDC
  Output Voltage	generator/alternator.
  (VDC)
  Alternator/	Measures voltage present at	0-32 VDC
  Generator Field	alternator/generator field
  Voltage (VDC)	windings.
  Alternator/	Measures voltage drop in	0-2 VDC
  Generator Negative	ground cable and
  Cable Voltage Drop	connection between
  (VDC)	alternator/generator ground
  	terminal and battery
  	negative terminal.
  Alternator Output	Measures voltage output at	0-3 VAC
  Current Sense	the current transformer in
  (VAC-RMS)	650 ampere alternator.
  Alternator AC	Measures alternator output	0-22 VAC
  Voltage Sense	voltage.
  (VAC-RMS)

• In general, the specific diagnostic tests that are performed will be selected depending on the application, including the type of equipment utilized by the[0042]vehicle10. Most or all tests may be simple in nature from a data acquisition standpoint, involving primarily bringing the vehicle to a particular operating condition (e.g., engine speed), if necessary, and obtaining information from a suitable transducer constructed and placed to measure the parameter of interest, although more elaborate tests could also be utilized. Any number of different vehicle parameters can be measured, each providing a separate data point regarding the operational health of the vehicle. By providing an operator with enough data points regarding the operational health of the vehicle, the operator can use this information in a known way to determine whether the vehicle is in good working order, or whether some subsystem or component thereof needs to be repaired or replaced.
• At[0043]step102, once the vehicle diagnostic option is selected, thedisplay19 displays a menu of various tests that are available to the operator, and the operator is prompted to select a test from the test menu. Again, the list of options may comprise dozens of options, such as some or all of those listed above, and/or tests other than those listed above, and the operator can scroll through the menu and selected the desired option.
• At[0044]Step104, the operator is prompted to perform a vehicle related action. This step, which may or may not be necessary depending on the type of test performed, may be used to prompt the operator to start the engine to develop fuel pressure, oil pressure, and so on, depending on which vehicle parameter is tested. For example, if it is desired to test the operational health of the battery, then the operator may be prompted to engage the starter for a predetermined amount of time to establish a current draw on the battery.
• At[0045]Step106, theintelligent display module14 issues a request for information from the test interface module21and/or from one or more of the control systems24-30. As previously noted, thetest interface module21 does not continually broadcast information on thenetwork communication link32, because thesensors22 connected to the test interface module are used only for diagnostic testing and because presumably diagnostic testing will be performed only infrequently. Therefore, when theintelligent display module14 needs information from one of thesensors22 pursuant to a test requested to be performed by the operator at theoperator interface18, theintelligent display module14 requests thetest interface module21 for this information.
• Alternatively, the needed information may be of a type that is available from one of the control systems[0046]24-30. The control systems24-30 are not only able to acquire information from sensors located within the systems34-40, but are also able to maintain information derived from sensors located within the systems34-40. For example, theengine control system30 may maintain information pertaining to the average RPM of the engine, which is a parameter that is not directly measurable but that can be easily calculated based on parameters that are directly measurable. Through thenetwork communication link32, all of this information is made available to thediagnostic system12. When theintelligent display module14 needs information from one of the control systems24-30 pursuant to a test requested to be performed by the operator at theoperator interface18, theintelligent display module14 requests the respective control system for this information.
• At[0047]Step108, the requested information is retrieved from one of thesensors22 by thetest interface module21, or from memory or an internal sensor by the respective control system24-30. Atstep110, the information is transmitted from thetest interface module21 or from one of the control systems24-30 to theintelligent display module14 by way of thenetwork communication link32.
• At[0048]step112, the input status information is processed at theintelligent display module14. For example, if fuel supply pressure is measured by one of thesensors22, then the measured fuel supply pressure may be compared with upper and lower benchmark values to determine whether the fuel pressure is at an acceptable level, or whether it is too high or too low. Finally, atstep114, the results of the test are displayed to the operator.
• As has been previously noted, in addition to performing diagnostic tests, the[0049]intelligent display module14 can also be used to provide other services to an operator. For example, theintelligent display module14 can be used to allow the operator to view engine codes, to view transmission codes, to view ABS codes, and to view CTIS codes. In practice, these services can be implemented simply by allowing acquiring the respective codes from the respective control system24-30, and displaying the codes to the operator. Additionally, the control systems24-30 may automatically transmit fault information on thenetwork communication link32, and theintelligent display module14 can listen for such fault information and display the fault information to the user when it appears on thenetwork communication link32.
• The[0050]intelligent display module14 also includes sufficient memory to allow maintenance information to be stored therein to implement maintenance jacket functionality. The maintenance log may consist of a table comprising a variety of fields, such as registration numbers, chassis serial number, vehicle codes, and dates and descriptions of maintenance actions performed. This information may be retrieved and manipulated utilizing thecomputer34 when thevehicle10 is taken to a maintenance depot. If thecomputer34 is provided with an interactive electronic technical manual (IETM) for thevehicle10, this allows the IETM to have access to all of the diagnostic data acquired by theintelligent display module14 as well as all of the maintenance data stored by theintelligent display module14. This greatly enhances the ability to perform vehicle maintenance and diagnostics on thevehicle10.
• Additionally, sufficient memory capacity is preferably provided so that status information from the[0051]test interface module21 as well as the control systems24-30 can be sampled and stored at frequent, regular intervals in a circular data queue (i.e., with new data eventually replacing old data in the circular queue). This allows theintelligent display module14 to provide a data logger service so that input data acquired over a period of time can be viewed to allow an assessment of dynamic conditions leading to a fault to be evaluated. Additionally, the vehicle is preferably provided with one more sensors that indicate whether a severe malfunction (e.g., the vehicle being involved in an accident) has occurred. When inputs from these sensors indicates that a severe malfunction has occurred, data logging is stopped, so that data leading up to the severe malfunction is stored in a manner similar to a so-called “black box recorder.”
• Referring now to FIG. 5, a schematic view of another type of[0052]equipment service vehicle110 that utilizes thediagnostic system12 of FIGS.1-4 is shown. Theequipment service vehicle110 is a firefighting vehicle and comprises a water dispensing system115 including water hoses, pumps, control valves, and so on, used to direct water at the scene of a fire. Thefirefighting vehicle110 may also comprise afoam dispensing system118 as an alternative fire extinguishing system. Thefirefighting vehicle110 also comprisesemergency lighting124, which may in practice be red and white or red, white and blue flashing lights, as well as anemergency horn126 and anemergency siren128 used, among other things, for alerting motorists to the presence of thefirefighting vehicle110 in transit to or at the scene of a fire. Thefirefighting vehicle110 may also comprise an extendable aerial131 that supports abasket132 used to vertically carry firefighting personnel to an emergency situation at the scene of a fire. Thediagnostic system12 may be used to diagnose vehicle malfunctions in the manner described above in connection with thevehicle10, as well as to diagnose malfunctions of the specialized systems described above found on firefighting vehicles.
• Referring now to FIG. 6, a schematic view of another type of[0053]equipment service vehicle210 that utilizes thediagnostic system12 of FIGS.1-4 is shown. Theequipment service vehicle210 is a mixing vehicle such as a cement mixing vehicle. The mixingvehicle210 comprises arotatable mixing drum215 that is driven by engine power from theengine40 via apower takeoff mechanism220. Rotation of the mixingdrum215 is controlled under operator control using acontrol system225. The mixingvehicle210 also includes adispenser230 that dispenses the mixed matter or material, for example, mixed cement. Thediagnostic system12 may be used to diagnose vehicle malfunctions in the manner described above in connection with thevehicle10, as well as to diagnose malfunctions of the specialized systems described above found on mixing vehicles.
• Referring now to FIG. 7, a schematic view of another type of[0054]equipment service vehicle310 that utilizes thediagnostic system12 of FIGS.1-4 is shown. Theequipment service vehicle310 is a refuse handling vehicle and comprises one or more refuse compartments315 for storing collected refuse and other materials such as goods for recycling. Therefuse handling vehicle310 also includes ahydraulic compactor317 for compacting collected refuse. Thehydraulic compactor317 is driven by engine power from theengine40 via apower takeoff mechanism320. The refuse handling vehicle may also include an automatic loading or tipping system325 for loading large refuse containers and for transferring the contents of the refuse containers into one of thecompartments315. The loading system325 as well as the hydraulic compactor may controlled under operator control using acontrol system330. Thediagnostic system12 may be used to diagnose vehicle malfunctions in the manner described above in connection with thevehicle10, as well as to diagnose malfunctions of the specialized systems described above found on refuse handling vehicles.
• Referring now to FIG. 8, a schematic view of another type of[0055]equipment service vehicle410 that utilizes thediagnostic system12 of FIGS.1-4 is shown. Theequipment service vehicle410 is a snow removal vehicle and comprises asnow removal device415 which may, for example, be a rotary blower, plow, or sweeper. Thesnow removal device415 may be driven by engine power from theengine40 via apower takeoff mechanism420 to remove snow from a region near thesnow removal vehicle410 as thesnow removal vehicle410 is moving. Thediagnostic system12 may be used to diagnose vehicle malfunctions in the manner described above in connection with thevehicle10, as well as to diagnose malfunctions of the specialized systems described above found on snow removal vehicles.
• Advantageously, due to the utilization of a network architecture in the preferred embodiment, the diagnostic system is able to use sensors and other sources of information that are already provided on the vehicle, because it is able to interact with other vehicle control systems such as the engine control system, the anti-lock brake control system, the central tire inflation control system, and so on, via a network communication link. The fact that the diagnostic system is connected to these other systems, which are all typically capable of providing a vast array of status information, puts this status information at the disposal of the diagnostic system.[0056]
• Further, due to the utilization of an intelligent display module in the preferred embodiment, it is possible for the intelligent display module to be connected to the network communication link and collect information as necessary for a variety of purposes. Thus, the preferred intelligent display module is microprocessor-based and is capable of executing firmware to provide additional functionality such as data logging, accident reconstruction, and a vehicle maintenance record. Again, this functionality can be achieved by taking advantage of the information available from the vehicle subsystems by way of the network architecture.[0057]
• Moreover, by mounting the intelligent display module on board the vehicle in the preferred embodiment, for example, in an operator compartment, it is not necessary to bring the vehicle to a maintenance depot to have vehicle malfunctions diagnosed. The services offered by the intelligent display module are available wherever and whenever the vehicle is in operation.[0058]
• Many other changes and modifications may be made to the present invention without department from the spirit thereof. The scope of these and other changes will become apparent from the appended claims.[0059]

Claims (9)

What is claimed is:

1. An equipment service vehicle comprising:

(A) a network communication link;

(B) a plurality of vehicle subsystems;

(C) a sensor, the sensor being configured to obtain health and operation information for a vehicle device;

(D) an on-board diagnostic system including an on-board test control module and an on-board operator interface, the on-board operator interface displaying a plurality of test options to an operator and receiving a selection of a test from the operator, the test control module being connected to at least some of the plurality of vehicle subsystems by way of the network communication link, the on-board test control module transmitting a request for information pertaining to the health and operation of the vehicle device on the network communication link; and

(E) a test interface module, the test interface module being connected to the sensor, the test interface module being connected to the on-board test control module by way of the network communication link, the test interface module receiving the request for information pertaining to the health and operation of the vehicle device, the test interface module acquiring the requested information from the sensor and transmitting the requested information to the test control module; and

wherein the test control module receives health and operation information from one of the respective vehicle subsystem or the test interface module or both and wherein the operator interface displays results of the test to the operator;

wherein the selection is a first selection and the test is a first test, wherein the operator interface receives a plurality of additional selections of a plurality of additional tests, and wherein the operator interface displays results of the plurality of additional tests to the operator.

2. A diagnostic testing method to be executed by an on-board diagnostic system of an equipment service vehicle having a plurality of subsystems, the method comprising:

displaying a plurality of test options to an operator using an on-board operator interface, the operator interface being connected to a test control module;

receiving an operator input using the operator interface, the input being indicative of a selection made by the operator, the selection indicating a test selected by the operator;

performing the selected test on the vehicle using a sensor or at least one of the plurality of vehicle subsystems or both, the plurality of subsystems being connected to the test control module by way of a network communication link, the sensor being configured to obtain health and operation information for a vehicle device, the sensor being connected to a test interface module that is connected to the network communication link;

acquiring health and operation information pertaining to results of the test from the at least one vehicle subsystem or from the test interface module using the sensor or from both;

transmitting the health and operation information from the test interface module or the at least one vehicle subsystem or both to the test control module by way of the network communication link;

displaying the results of the test to the operator using the operator interface; and

wherein the test is a first test, and wherein the foregoing steps are repeated such that results of a plurality of additional tests are displayed.

3. A military vehicle comprising:

a plurality of subsystems,

an on-board diagnostic system, the on-board diagnostic system including an operator interface, a test control module, a test interface module, and a sensor, the operator interface being connected to the test control module, the sensor being connected to the test interface module, the test control module being connected to the test interface module and to the plurality of subsystems by way of a network communication link, the operator interface being at least semi-permanently mounted on-board the vehicle, the test control module being programmed to cooperate with the operator interface, the sensor, the test interface module, and the plurality of subsystems to

display a plurality of test options to an operator using the operator interface;

receive an operator input using the operator interface, the input being indicative of a selection made by the operator, the selection indicating a test selected by the operator;

perform the selected test on the vehicle using the sensor or at least one of the plurality of vehicle subsystems or both, the sensor being configured to obtain health and operation information for a vehicle device;

acquire health and operation information pertaining to results of the test from the at least one vehicle subsystem or from the test interface module using the sensor or from both;

transmit the health and operation information from the test interface module or the at least one vehicle subsystem or both to the test control module by way of the network communication link; and

display the results of the test to the operator using the operator interface; and

wherein the military vehicle is capable of travelling on unimproved terrain and through at least three feet of water.

4. A military vehicle according toclaim 3, wherein the plurality of vehicle subsystems include an engine system including an engine control system and a transmission system including a transmission control system, wherein the engine control system and the transmission control system are each capable of producing fault codes and transmitting the fault codes on the network communication link, and wherein the test control module and the operator interface in combination are capable of receiving the fault codes from the network communication link and displaying the fault codes to a human operator.

5. A military vehicle according toclaim 4, wherein the fault codes are displayed in an interpreted format.

6. A military vehicle according toclaim 3, wherein the on-board diagnostic system stores a vehicle maintenance record, the vehicle maintenance record comprising a descriptive log of maintenance activities performed on the vehicle.

7. A military vehicle according toclaim 3, further comprising a memory that stores a running log of health and operation information pertaining to the vehicle.

8. A military vehicle according toclaim 3, wherein the test interface module is a separate unit from the sensor.

9. A military vehicle according toclaim 3, wherein the operator interface and the test control module are provided as a single integrated unit.

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