Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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SYSTEM AND METHOD FOR DETECTING LEAKS
IN SEALED COMPARTMENTS
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to U.S. Provisional Application No.
60/838,237 entitled "System and Method for Detecting Leaks in Sealed
Compartments," and filed on August 17, 2006, which is incorporated herein by
reference. This application also claims priority to U.S. Provisional
Application No.
60/834,019, entitled "System and Method for Detecting Leaks in Sealed
Compartments," and filed on July 28, 2006, which is incorporated herein by
reference.
This application also claims priority to U.S. Provisional Application No.
60/729,901
entitled "System and Method for Detecting Leaks in Sealed Compartments," and
filed
on October 25, 2005, which is incorporated herein by reference.
RELATED ART
[0002] In the manufacture or repair of products that include a sealed
compartment,
various methods have been used to determine how well the compartment is
sealed,
and where water or air intrusion (or extrusion) might occur. In the case of
vehicles,
for example, it is important to verify that water will not leak into the
passenger
compartment. Since visual inspection can be highly unreliable, certain vehicle
manufacturers utilize spray booths for subjecting fully assembled vehicles to
an
intense water spray to ensure that vehicles shipped from the factory will not
leak due
to faulty or damaged seals. While this type of testing can be fairly reliable,
it requires
a worker to check for the presence of water in the cabin, and it is
destructive in the
sense that it can cause significant water intrusion in poorly sealed vehicles,
or in
vehicles where a window or door has been inadvertently left partially open,
requiring
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significant expenditure of time and material for repairs due to water damage.
Additionally, the spray booths are expensive to install and maintain, and
cannot be
easily duplicated at vehicle service and repair facilities.
[0003] In attempts to alleviate some of the problems associated with spray
booths,
some leak detection systems employ ultrasonic sensors to non-destructively
detect
leaks within vehicles. U.S. Patent No. 6,983,642 entitled "System and Method
for
Automatically Judging the Sealing Effectiveness of a Sealed Compartment,"
which is
incorporated herein by reference, describes one such leak detection system. In
this
regard, at least one ultrasonic transmitter is placed within the passenger
compartment
of a vehicle and emits ultrasonic energy. Ultrasonic sensors on the outside of
the
vehicle are used to determine the levels of ultrasonic energy within a close
proximity
of the vehicle. Ultrasonic energy may escape from the vehicle through a leak
causing
an increased amount of ultrasonic energy external to the vehicle at or close
to the
location of the leak. Thus, by detecting the increased ultrasonic energy, a
sensor can
detect the presence of the leak.
[0004] Unfortunately, manufacturing an efficient and reliable leak detection
system
that utilizes non-destructive ultrasonic sensing capabilities can be difficult
and
expensive. Further, it is contemplated that a convenient location for a leak
detection
system is on or close to an assenibly line of a vehicle manufacturer. Such an
environment can be extremely noisy and, therefore, adversely affect the
performance
of the leak detection system. Moreover, better and less expensive leak
detection
systems and methods capable of non-destructively detecting leaks of sealed
compartments, such as passenger compartments of vehicles, are generally,
desirable.
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BRIEF DESCRIPTION OF THE DRAWINGS
[0005] The disclosure can be better understood with reference to the following
drawings. The elements of the drawings are not necessarily to scale relative
to each
other, emphasis instead being placed upon clearly illustrating the principles
of the
disclosure. Furthermore, like reference nunierals designate corresponding
parts
tliroughout the several views.
[0006] FIG. 1 is a block diagram illustrating an exemplary leak detection
system in
accordaia.ce with the present disclosure.
[0007] FIG. 2 depicts a front view of an exemplary leak detection system, such
as is
depicted in FIG. 1.
[0008] FIG. 3 depicts a top view of the leak detection system depicted in FIG.
2.
[0009] FIG. 4 depicts a side view of the leak detection system depicted in
FIG. 2.
[0010] FIG. 5 depicts a three-dimensional view of an exemplary support
structure for
the leak detection system depicted in FIG. 2.
[0011] FIG. 6 is a block diagram illustrating an exemplary computer system
used in
the leak detection system of FIG. 2.
[0012] FIG. 7 depicts a portion of the exemplary support structure depicted in
FIG. 5.
[0013] FIG. 8 depicts the support structure of FIG. 7 with panels removed to
better
illustrate an exemplary frame within the support structure.
[0014] FIG. 9 is a top view of an exeinplary panel that may be attached to the
frame
of FIG. 8 as depicted in FIG. 7.
[0015] FIG. 10 depicts an exemplary side view of the leak detection system of
FIG. 2
for one exemplary sample.
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[0016] FIG. 11 depicts an exemplary side view of the leak detection system of
FIG. 2
for another sample.
[0017] FIG. 12 depicts an exemplary side view of the leak detection system of
FIG. 2
for yet another sample.
[0018] FIG. 13 depicts an exemplary side view of the leak detection system of
FIG. 2
for yet another sample.
[0019] FIG. 14 depicts a side view of a vehicle tested by the leak detection
system of
FIG. 2 showing different regions corresponding to various ultrasonic sensors
for a
single sample.
[0020] FIG. 15 depicts a side view of the vehicle of FIG. 14 showing different
regions
corresponding to different ultrasonic sensors for multiple samples.
[0021] FIG. 16 is a table illustrating an exemplary threshold profile for the
vehicle of
FIG. 15.
[0022] FIG. 17 depicts a side view of another vehicle tested by the leak
detection
system of FIG. 2 showing different regions corresponding to different
ultrasonic
sensors for multiple samples.
[0023] FIG. 18 is a table illustrating an exemplary threshold profile for the
vehicle of
FIG. 17.
[0024] FIG. 19 depicts a three-dimensional view of an exemplary ultrasonic
transmitter placed within a passenger compartment of a vehicle depicted in
FIG. 2.
[0025] FIG. 20 depicts a back view of the transmitter depicted in FIG. 19.
[0026] FIG. 21 is a block diagram illustrating the transmitter depicted in
FIG. 19.
[0027] FIGS. 22 and 23 depict flow charts that illustrate an exemplary
methodalogy
for testing a vehicle for leaks.
[0028] FIG. 24 depicts a back view of the vehicle depicted by FIG. 14.
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[0029] FIG. 25 depicts a front view of an exemplary leak detection system,
such as is
depicted in FIG. 1.
[0030] FIG. 26 depicts a top view of the leak detection system depicted in
FIG. 25.
[0031] FIG. 27 depicts a three-dimensional view of an exemplary support
structure for
the leak detection system depicted in FIG. 25.
'[0032] FIG. 28 depicts an exemplary side view of the leak detection system of
FIG. 25
for one exemplary sample.
[0033] FIG. 29 depicts an exemplary side view of the leak detection system of
FIG. 25
for another sample.
[0034] FIG. 30 depicts an exemplary side view of the leak detection system of
FIG. 25
for yet another sanlple.
[0035] FIG. 31 depicts an exemplary side view of the leak detection system of
FIG. 25
for yet another sample.
[0036] FIG. 32 depicts a rear view of the vehicle of FIG. 24 showing different
regions
corresponding to various ultrasonic sensors for multiple samples.
[0037] FIG. 33 depicts a three-dimensional view of portions of the support
structure
depicted in FIG. 25.
[0038] FIG. 34 depicts an exemplary area of reception for a sensor, such as
depicted
in FIGS. 2 and 25.
[0039] FIG. 35 depicts a front view of a leak detection system that employs an
exemplary tunnel in accordance with the present disclosure.
[0040] FIG. 36 depicts a back view of the leak detection system depicted in
FIG. 37.
[0041] FIG. 37 depicts the leak detection system of FIG. 35 with curtains
removed for
illustrative purposes.
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[0042] FIG. 38 depicts the leak detection system of FIG. 36 with curtains
removed for
illustrative purposes.
[0043] FIG. 39 depicts the leak detection system of FIG. 35 when a vehicle is
passing
through an exit of the tunnel.
[0044] FIG. 40 depicts a top view of the leak detection system of FIG. 35.
[0045] FIG. 41 depicts a cross-sectional view of the leak detection system of
FIG. 35.
[0046] FIG. 42 depicts a cross-sectional view of the leak detection system of
FIG. 35.
[0047] FIG. 43 depicts a front view of a leak detection system that employs an
exemplary tunnel in accordance with the present disclosure.
[0048] FIG. 44 depicts a cross-sectional view of the leak detection system of
FIG. 43.
[0049] FIG. 45 is a block diagram illustrating an exemplary computer system
used in
the leak detection system of FIG. 2.
[0050] FIG. 46 depicts an exemplary graphical user interface used in the leak
detection system of FIG. 2.
[0051] FIG. 47 is a block diagram illustrating a data storage and access
device used in
the leak detection system of FIG. 2.
[0052] FIG. 48 is a block diagram illustrating an exemplary network of the
leak
detection system of FIG. 2.
[0053] FIG. 49 is a block diagram illustrating an exemplary system for
accessing leak
detection data generated by a leak detection system, such as is depicted in
FIG. 1.
[0054] FIG. 50 depicts a flow chart that illustrates an exemplary methodology
for
testing a vehicle for leaks.
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DETAILED DESCRIPTION
[0055] The present disclosure generally pertains to systems and methods for
reliably
detecting leaks in sealed compartments, such as compartments within vehicles.
In
several embodiments of the present disclosure, an apparatus having a sealed
compartment, such as a vehicle (e.g., automobile, airplane, etc.), is moved
past an array
of ultrasonic sensors. An ultrasonic transmitter is placed in the sealed
compartment and
emits ultrasonic energy as the apparatus is moved past the ultrasonic sensors.
A leak can
be automatically and non-destructively detected by analyzing data from the
ultrasonic
sensors.
[0056] For purposes of illustration, the systems and methods of the present
disclosure
will be described hereafter as detecting leaks within sealed compartments,
such as
passenger compartments or trunks, of vehicles (e.g., automobiles, aircraft,
boats, etc.). It
is to be understood, however, that the systems and methods of the present
disclosure
may be similarly used to detect leaks in other types of sealed compartments.
[0057] Note that the systems and methods of the present disclosure maybe used
to test
compartxnents having either hermetic or non-hennetic seals. For example, a
passenger
compartment of an automobile is typically non-llermetic in that there
typically exists at
least some normal leakage in the passenger compartment even if the compartment
and,
in particular, the seals of the compartment are non-defective. In such
embodiments,
systems in accordance with the present disclosure can be configured to detect
only leaks
that are abnormal in the sense that they allow an excessive or greater than an
expected or
desired amount of leakage thereby making the compartment seal defective. For
example, a leak in a vehicle that allows an unacceptable amount of water or
air intrusion
is abnormal, whereas any leak in a compartment designed in another example to
be
hermetically sealed is abnormal.
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[0058] FIG. 1 depicts a leak detection system 30 that tests for abnormal
compartment
leaks in accordance with an exemplary embodiment of the present disclosure.
The
system 30 comprises an ultrasonic transmitter 33 that is placed within a
compartment
36, such as a passenger compartrnent of a vehicle (not specifically shown in
FIG. 1).
The compartment 36 is moved past ultrasonic sensors 45 tuned to the frequency
of the
transmitter 33. In one exemplary embodiment, the transmitter 33 emits
ultrasonic
energy at approximately 40 kilo-Hertz (kHz). An object sensing system 46
detects a
location of the vehicle during the test, and ultrasonic sensors 45 detect
ultrasonic energy
that escapes from the compartment 36 as it is moved past the sensors 45. Based
on the
ultrasonic energy detected by the sensors 45, a test manager 50 determines
whether the
compartment 36 has any abnormal leaks. Further, by analyziing the data from
the
sensors 45 relative to the position of the vehicle compartment 36 during the
test (as
determined from data provided by the object sensing system 44), the test
manager 50
identifies a location of each abnormal leak detected by the system 30.
[0059] FIGS. 2-4 depict an exemplary embodiment of the leak detection system
30 in
accordance with an exemplary embodiment of the present disclosure. The system
30
comprises a support structure 52 for supporting an array of ultrasonic sensors
45a-p
mounted thereon. A three-dimensional view of the support structure 52 coupled
to the
sensors 45a-p is depicted in FIG. 5. In the embodiment depicted by FIG. 2, the
support
structure 52 is in the shape of an arch, and sixteen ultrasonic sensors 45a-p
are coupled
to the structure 52. However, other shapes of the structure 52 and other
numbers of
ultrasonic sensors 45a-p are possible in other embodiments.
[0060] To test a passenger compartrnent 36 of a veliicle 59 for leaks, an
ultrasonic
transmitter 33 is placed within the passenger compartment 36. Further, the
vehicle 59 is
positioned within close proximity of the ultrasonic sensors 45a-p (e.g., under
the arch
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formed by the structure 52) such that, if the passenger compartment 36 has an
abnormal
leak, at least one ultrasonic sensor 45a-p can detect ultrasonic energy that
exits through
the leak. For example, the vehicle 59 may be passed through the arch formed by
the
structure 52 while the ultrasonic transmitter 33 in the passenger compartment
36 is
emitting ultrasonic energy and while the sensors 45a-p are actively detecting
ultrasonic
energy. If the passenger compartment 36 of the vehicle 59 has an abnormal
leak, then
the sensor 45a-p closest to the leak will likely detect at least some of the
ultrasonic
energy that excessively escapes from the vehicle 59 through the leak. Thus, it
is
possible to detect the abnormal leak based on such sensor 45a-p.
[0061] In this regard, the test manager 50 (FIG. 1) is preferably in
communication with
each of the sensors 45a-p and determines whether the vehicle 59 has any
abnormal leaks
in its various compartments (e.g., passenger compartment, trunk, etc.) based
on data
from the sensors 45a-p. The test manager 50 can be implemented in software,
hardware,
or a combination thereof. In one exemplary embodiment, as depicted in FIG. 6,
the test
manager 50, along with its associated methodology, is implemented is software
and
stored within memory 61 of a computer system 63.
[0062] Note that the test manager 50, when implemented in software, can be
stored and
transported on any computer-readable medium for use by or in connection with
an
instruction execution apparatus, such as a microprocessor, that can fetch and
execute
instructions. In the context of this document, a "computer-readable mediuni"
can be
any means that can contain, store, communicate, propagate, or transport a
program for
use by or in connection with an instruction execution apparatus. The computer
readable-medium can be, for example but not limited to, an electronic,
magnetic,
optical, electromagnetic, infrared, or semiconductor apparatus or propagation
medium.
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[0063] The exemplary embodiment of the system 63 depicted by FIG. 6 comprises
at
least one conventional processing element 72, such as a digital signal
processor (DSP)
or a central processing unit (CPU), that communicates to and drives the other
elements
within the system 63 via a local interface 75, which can include one or more
buses.
Furthermore, a user input device 77, for example, a keyboard or a mouse, can
be used to
input data from a user of the system 63, and a user output device 79, for
example, a
printer or monitor, can be used to output data to the user.
[0064] The system 63 also comprises a communication interface 83 that enables
the
system 63 and, in particular, the test manager 50 to communicate with the
transmitter 33
that is placed in the vehicle 59. In one embodiment, the communication
interface 83 is
able to communicate wireless signals, such as wireless radio frequency (RF)
signals,
with the transmitter 33, although non-wireless signals are also possible.
[0065] A sensor interface 85 is communicatively coupled to each of the
ultrasonic
sensors 45a-p. For example, one or more conductive connections (not
specifically
shown) may extend from the sensor interface 85 to the sensors 45a-p to enable
digital or
analog communication between the interface 85 and the sensors 45a-p. In an
another
embodiment; wireless signals may be communicated between the interface 85 and
the
sensors 45a-p. The test manager 50 utilizes the interface 85 to receive data
from the
sensors 45a-p, as will be described in more detail hereafter.
[0066] The system 63 further comprises an input/output (I/O) interface 87 that
enables
the. system 63 to communicate with various external devices. For example, the
I/O
interface 87 may be communicatively coupled to components of the object
sensing
system 46 (FIG. 1), as will be described in more detail hereafter. An optical
scanner 88
may be used to input certain infornlation, such as vehicle identification
information, to
the system 63.
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[0067] As shown by FIGS. 2-5, the support structure 52 has a plurality of
interconnected panels 105 that are arranged to form a channe1107 extending
underneath
the structure 52 on a side facing the vehicle 59. In the embodiment shown by
FIGS. 2-5,
a portion of each sensor 45a-45p is positioned within this channel 107. For
example,
FIG. 7 depicts an exemplary ultrasonic sensor 45c. The sensor 45c has a
housing 112 in
which circuitry for sensing ultrasonic energy resides. In this regard,
ultrasonic energy is
received by a transducer 115 that converts the energy into electrical signals.
The
transducer 115 may be mounted on the housing 112 via a shock mount 117. The
transducer 115 is mounted such that it is positioned just outside of the
periphery of the
panels 105. Circuitry within the housing 112 filters and processes the
electrical signals
from the transducer 115 to provide a measured value of the ultrasonic energy
detected
by the sensor 45c at the fiequency emitted by the transmitter 33. For each
measured
sample, the circuitry transmits data indicative of the measured ultrasonic
energy. to the
test manager 50.
[0068] Note that the panels 105 shield the transducer 115 from at least some
ambient
ultrasonic energy helping to acoustically isolate the sensor 45c from the
environment in
which the system 30 is placed. Acoustically isolating the sensor 45c from
ambient noise
helps to improve the sensor's performance and, in particular, the sensor's
sensitivity to
the ultrasonic energy emitted from the transmitter 33 located within the
vehicle 59. In
general, to help prevent reverberations of ultrasonic energy within the
channel 107 from
affecting the performance of the sensors 45c, it is generally desirable to
mount the
transducer 115 so that it is located just outside of the channe1107 and,
therefore, the
interior regions of the panels 105. However, in various embodiments, it is
possible for
the transducer 115 to be positioned within the channel 107, if desired. Each
of the
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transducers 45a-p may be similarly or identically configured as sensor 45c,
and, as with
sensor 45c, the panels 105 may help to acoustically isolate each of the
sensors 45 a-p.
[0069] FIG. 8 depicts the support structure 52 with the panels 105 removed for
illustrating the exemplary configuration of the structure 52. As shown by FIG.
8, the
structure 52 comprises an inner frame 122 on which the sensors 45a-p and the
panels
105 are mounted. Each end of the frame 122 is attached to a foot 124 having a
flat
bottom surface resting on a surface of the ground or floor. To help
acoustically isolate
the structure 52 and, in particular, sensors 45a-p from the surrounding
environment, the
material of the foot 124 on its bottom surface (i.e., contacting the surface
of the ground
or floor) is composed of an acoustic insulating material, such as rubber, that
resists the
transfer of energy or sound vibrations from the surface of the floor or ground
to the
franie 122. By not bolting or otherwise affixing the feet 124 or other
components of the
structure 52 to the surface of the ground or floor on which the structure 52
is resting,
acoustic isolation of the structure 52 can be improved by eliminating the
introduction of
acoustic vibration that might travel over couplers used to affix the structure
52 to the
ground or floor surface. Note that conductive wires or cables enabling
communication
between the sensors 45a-p and the test manager 50 may be attached to and run
along
either the frame 122 or the panels 105.
[0070] To test the vehicle 59 for leaks, the vehicle 59 is preferably passed
through the
arch defined by the structure 52 while the transmitter 33 in the vehicle 59 is
emitting
ultrasonic energy. In this regard, the vehicle 59 may be driven through the
structure 52,
or a conveyor system, such as any of conventional conveyor systems of assembly
lines
found in vehicle manufacturing facilities maybe used to pull the vehicle 59
through the
structure 52. For exainple, FIG. 2 depicts movable tracks 132 on which the
vehicle 59 is
positioned. The tracks 132 may be moved by a motor (not shown) of a conveyor
system
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to move the vehicle 59 through the arch defined by the structure 52. Indeed,
the
structure 52 may be added to an existing assembly line at a vehicle
manufacturing
facility by placing the structure 52 at some point (e.g., the end) along an
assembly line.
The exemplary embodiment shown by FIG. 2 depicts two tracks 132, but other
numbers
of tracks may be used in other embodiments. For example, it is possible for
the system
30 to use a single track wide enough so that each tire of the vehicle 59 can
be positioned
on the track.
[0071] Moreover, as the vehicle 59 passes through the structure 52, the
ultrasonic
sensors 45a-p measure ultrasonic energy at the transmission frequency of the
transmitter
33. In this regard, each ultrasonic sensor 45a-p is tuned to the frequency of
the
transmitter 33 such that frequencies outside of the transmitted frequency
range are
filtered.
[0072] As an example, FIG. 10 depicts an exemplary position of the vehicle 59
relative
to the structure 52 when the first sample is taken. After this first sample,
the vehicle 59
is moved such that it is further passed through the structure 52, as depicted
by FIG. 11,
when the second sainple is taken. Moreover, the vehicle 59 continues to move
through
the, structure 52 as additional samples are taken. For example, FIG. 12
depicts an
exemplary position of the vehicle 59 relative to the structure 52 when the
third sample is
taken, and FIG. 13 depicts an exemplary position of the vehicle 59 relative to
the
structure 52 when the fourth sample is taken. Further, additional samples are
taken as
the vehicle 59 moves through the structure 52 such that an abnormal leak at
any point
along the length of the vehicle compartment 36 can be successfully detected,
as
described herein.
[0073] By tracking the position of the vehicle 59 and, therefore, the
compartment 36
relative to the sensors 45a-p, the locations of abnormal leaks can be
identified. In one
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exemplary embodiment, the object sensing system 46 (FIG. 1) detects the
location of the
vehicle 59 and provides the test manager 50 with data indicative of such
location. Tlius,
for each sample, the test manager 50 is aware of the sensors' positions
relative to the
vehicle 59. In fact, as will be described in more detail hereafter, the
position of the
vehicle 59 relative to the sensors 45a-p may be used by the test manager 50 to
control
when samples are to be taken. Moreover, if any sensor 45a-p has detected an
abnormally high level of ultrasonic energy for any sample, then the test
manager 50
determines that an abnormal leak exists in the vehicle 59 at an approximate
location in
close proxiinity to the sensor 45a-p that detects the abnormally high level of
ultrasonic
energy.
[0074] There are various techniques that may be used to track the vehicle's
position
relative to the sensors 45a-p. In one exemplary embodiment, the object sensing
system
46 comprises an object sensor 137 (FIG. 3) and a distance sensor 139 (FIG. 1).
The
object sensor 137 senses when the leading edge 138 (e.g., the front edge of
the front
bumper if the vehicle 59 is passing tlirough the structure 52 in the
orientation depicted
by FIGS. 2-4) of the vehicle 59 arrives at or in close proximity to the sensor
137. For
example, the object sensor 137 maybe implemented as an optical sensor, such as
an
infrared sensor, that optically senses the presence of the vehicle 59. In the
embocliment
depicted by FIG. 3, the object sensor 137 is an optical receiver that receives
an optical
signal continuously transmitted from an optical transmitter 141. Thus, the
object sensor
137 detects that the leading edge.138 of the vehicle 59 has reached reference
line 142
when reception of the optical signal is interrupted (i.e., when the sensor 137
stops
receiving the optical signal transmitted from transmitter 141). Other types of
sensors for
detecting the location of the vehicle 59 may be employed in other embodiments.
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[0075] In addition, a distance sensor 139 detects movements of one of the
traclcs 132,
which preferably move in unison. As al example, the distance sensor 139 may
comprise a shaft angle encoder or other known device coinmonly used for
detecting
movements of objects. Moreover, based on the data from the sensors 137 and
139, the
test manager 50 may determine the position of the vehicle 59 relative to the
sensors 45a-
p. For example, once the vehicle 59 has been detected by the object sensor
137, the test
manager 59 can determine how far the leading edge 138 of the vehicle 59 has
progressed
by determining how far the a track 132 and, therefore, the vehicle 59 have
moved since
the detection of the leading edge 138 by the sensor 137. Note that other
techniques may
be used to detect the position of the vehicle 59 relative to the sensors 45a-
p. As an
example, an array of optical sensors, such as infrared sensors, may be
positioned along
the direction of movement of the vehicle 59. Thus, as the vehicle 59 is moved
through
the structure 52, the test manager 50 may determine the position of the
vehicle 59 based
on which of the optical sensors are detecting the presence of the vehicle 59.
Other types
of sensors and techniques may be used to determine the movement of the vehicle
59.
[0076] In one exemplary embodiment, the sensors 45a-p continuously measure
ultrasonic energy during the test and transmit each measured value to the test
manager
50. Based on these values, the test manager 50 takes a sample of measured
ultrasonic
energy from the sensors 45a-p depending on the location of the vehicle 59
relative to the
sensors 45a-p. In this regard, to facilitate the testing process, the sensors
45a-p are
arranged in a line, represented as reference line 145 (FIG. 3), orthogonal to
the direction
of motion of vehicle 59. Thus, it is assumed that each sensor 45a-p takes its
measurements along the line 145. However, for other embodiments, the sensors
45a-p
can be arranged differently.
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[0077] The test manager 50 is configured to take samples at specified
distances along
the length of the vehicle 59. For example, for illustrative purposes, assume
that the test
manager 50 is configured to take a sample every 12 inches (1 foot) along the
length of
the vehicle 59. In such an embodiment, the test manager 50 may take the first
sample
once the vehicle 59 has reached the reference line 145. Referring to FIG. 3,
the test
manager 50 may determine when this has occurred by subtracting the distance
(a) that
the vehicle 59 has moved from line 142 (i.e., since detection of the vehicle
59 by sensor
137) from the distance (b) of the sensor 137 from the sensors 45a-p (i.e.,
from line 145).
Indeed, the test manager 50 can determine when to take sanlples according to
the
following formula:
a-b=12(c-1),
where a and b are expressed in inches and where c is the sample number (i.e.,
1 for the
first sample, 2 for the second sample, 3 for the third sample, etc.).
Moreover, when the
vehicle 59 has reached line 145, the above equation is true for the first
sample (i.e., c =
1).- At this time, the test manager 50 takes the first sample by receiving and
storing each
measured value from each sensor 45a-p. Note that a "sample" as used herein is
defined
by a measured value of ultrasonic energy from each sensor 45a-p such-that the
data
defining each sample may be analyzed to determine the amount of ultrasonic
energy
detected by any of the sensors 45a-p at the time of the sample. Note that the
sample data
146 in memory 61 of FIG. 6 represents the sample values stored by the test
manager 50
during the testing process.
After taking the first sample, c is incremented by one, and the test manager
59
takes the next sample (i.e., sample 2) when the above equation is again true.
Thus, the
test manager 59 takes the second sample when the leading edge 138 of vehicle
59 has
moved 12 inches past line 145, and the test manager 59 takes the third sample
when the
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leading edge 138 of vehicle 59 has moved 24 inches past line,145. By
continuing to
take samples in this manner, a sample is taken every 12 inches along the
length of the
vehicle 59. It should be noted that the foregoing example has been provided
for
illustrative purposes, and there are an infinite number of ways that samples
of the
vehicle 59 may be taken in other embodiments.
As an example, the value b may be eliminated from the algorithm such that a
sample is taken according to the formula:
a=12(c-1),
Using this methodology may change the relative position of the vehicle 59 for
each
sample. In addition, it is unnecessary for the entire length of the vehicle 59
or
compartment 39 to be tested, and it is possible for the distance between
samples to be
varied. For example, it is unnecessary for each sample to occur the same
distance after
the last sample. In addition, other distances are possible in other
embodiments. For
exaniple, to provide more precise leak location information, the vehicle 59
may be
sampled (e.g., about every 1 inch) such that the distance between samples is
less.
[0078] In one exemplary embodiment, vehicle data 130 (FIG. 6) stored in the
memory
61 of the test manager 50 associates each sensor 45a-p with a respective
threshold for
each sample. The threshold associated with a sensor 45a-p is set such that, if
the
ultrasonic energy measured by the sensor 45a-p for the sample exceeds the
associated
threshold, then an abnormal leak is present in the vehicle 59. Moreover, as
described
above, for each sample, the test manager 50 stores a measured value from each
sensor
45a-p at the time of the sample. For each such value received from a sensor
45a-p, the
test manager 50 compares the value to the sensor's associated threshold. If
the value
exceeds the threshold, then the test manager 50 determines that an abnormal
leak is
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present in the vehicle 59. Exemplary techniques for locating the detected leak
within the
vehicle 59 will be described in more detail hereinbelow.
[0079] In this regard, for each sample taken by the sensors 45a-p, each sensor
45a-p
corresponds to a different area around the perimeter of the vehicle 59. If a
vehicle
compartment leak is within or close to this corresponding area, then the
sensor 45a-p
likely detects an amount of ultrasonic energy that exceeds the sensor's
associated
threshold defined by the data 130. ,
[0080] As an example, assume that the vehicle 59 is positioned relative to the
structure
52 as depicted by FIG. 4. In such an example, regions 141a-f (FIG. 14)
respectively
correspond to sensors 45a-f. In particular, region 141 a (FIG. 14) corresponds
to sensor
45a, and region 141b corresponds to sensor 45b. In addition, region 141c
corresponds
to sensor 45c, and region 141d corresponds to sensor 45d. Further, region 141e
corresponds to sensor 45e, and region 141f corresponds to sensor 45f. In
general, a
region "corresponds" to a sensor if the sensor is positioned such that its
measurement is
affected the most (relative to the measurements of other sensors) by
ultrasonic energy
emitted from such region. Thus, if an abnormal leak exists in a particular
region, then
the sensor affected the most by the ultrasonic energy escaping through the
abnormal leak
"corresponds" to the particular region.
[0081] There are various factors that affect how much ultrasonic energy from a
source,
such as an abnormal leak, is received by an ultrasonic sensor. One well-known
factor is
the distance of the sensor from the source since ultrasonic energy can be
attenuated as it
travels, particularly in noisy environments where ambient noise may cancel or
interfere
with portions of the ultrasonic energy to be detected. In general, each sensor
45a-45p is
located closer to its corresponding region as compared to the other sensors of
the system
30. For example, region 141b is located closest to sensor 45b as compared to
the other
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sensors 45a and 45c-p, and region 141c is located closest to sensor 45c as
compared to
other sensors 45a-b and 45d-p. However, as between any of the sensors 45a-p
and its
corresponding region, it is possible for another sensor to be located closer
to such
region. -
[0082] For at least some ultrasonic sensors, another well-known factor
affecting how
much ultrasonic energy from a source is received by the sensor is the
orientation of the
sensor relative to the source or, in other words, the sensor's directivity. In
this regard, it
is well-known that an ultrasonic sensor can be directional in that it receives
ultrasonic
energy more efficiently in certain directions. For a respective sensor, a
direction at
which ultrasonic energy is most efficiently received by the sensor is referred
to herein as
an "axis of maximum reception" for the sensor. Thus, for a given ultrasonic
signal, a
sensor will generally measure the greatest amount of ultrasonic energy from
the signal if
such signal is traveling along the sensor's axis of maximum reception. In
general, the
greater that the signal's angle of travel deviates from the sensor's axis of
maximum
reception, the less efficient is the sensor's reception of such signal.
[0083] As an example, refer to FIG. 34, which depicts an exemplary sensor 45
that may
be used to implement any of the sensors 45a-p. As shown by FIG. 34, the sensor
45 has
an axis of maximum reception 171. The sensor 45 detects the greatest amount of
ultrasonic energy from a signal if the signal is traveling toward the sensor
45 along the
axis of maximum reception 171. The received strength of an ultrasonic signal
generally
decreases as the signal's angular direction of travel moves further from the
axis of
maximum reception 171 and as the distance of the source of the signal moves
further
from the sensor.
[0084] Moreover, the reference lines 173 generally define the half power point
boundary for the sensor 45. A signal at any point within the area, referred to
herein as
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the sensor's "area of reception," defined by the half power point boundary
represented
by lines 173 experiences less than a 3 decibel loss, as measured by the sensor
45,
whereas a signal at any point outside of such area of reception experiences a
loss of 3dB
or greater. In other words, the actual signal strength of a signal at any
point within the
sensor's area of reception is within 3 dB of the value measured by the sensor
45, and the
actual signal strength of a signal at any point outside of the sensor's area
of reception is
greater than 3 dB of the value measured by the sensor 45. For example, the
measured
signal strength for a signal communicated at an angle greater than an angle,
cc, from the
axis of maximum reception 171 is at least 3 dB less than its actual signal
strength. Note
that FIG. 34 is a two-dimensional illustration of the half power point
boundary, and this
boundary is actually three-dimensional (e.g., conical) in shape. The half
power point
boundary is well-known to those skilled in the art, and the axis of maximum
reception
171 usually passes through the center of the cone defined by the half power
point
boundary.
[0085] To increase a sensor's sensitivity to an abnormal leak in the sensor's
corresponding region 141 a-p of the vehicle 59, the sensor's corresponding
region 141 a-p
of the vehicle 59 for a given sample is preferably located within the sensor's
area of
reception. However, depending on signal strengths and ambient noise levels, it
is
possible for a sensor's corresponding region of the vehicle 59 to be located
outside of
the sensor's area of reception.
[00861 If the sensors 45a-p are configured as described above such that each
sensor 45a-
p has an axis of maxiinum reception 171, as illustrated by FIG. 34, then the
sensors 45a-
p are oriented such that the axis of maximuni reception 171 of each respective
sensor
passes through the center of the sensor's corresponding region for a given
sample. Thus,
for example, the axis of maximum reception 171 of sensor 45b passes through
the center
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of region 141b, the axis of maximum reception 171 of sensor 45c passes through
the
center of region 141 c, and so forth. However, it is possible for the axis of
maximum
reception 171 for a particular sensor 45a-p to be directed to a location other
than the
center of the sensor's corresponding region in other embodiments without
departing
from the principles of the present disclosure.
[0087] Moreover, if any ultrasonic energy escapes through an abnormal leak in
a given
region, then the corresponding sensor 45a-p is oriented such that its
measurement will
likely be affected the niost by such ultrasonic energy relative to those of
the other
sensors 45a-p. In this regard, the region's corresponding sensor should detect
the
greatest amount of the ultrasonic energy that is passing through the abnormal
leak.
[0088] Further, if a leak is present in any of the regions 141a-f, then the
thresholds are
preferably defined such that at least the corresponding sensor 45a-f will
detect an
amount of ultrasonic energy exceeding the sensor's associated threshold
defined by the
data 130. For example, if an abnormal leak is within region 141d, then the
corresponding sensor 45d preferably detects an abnormally high amount of
ultrasonic
energy (e.g., the measured value from sensor 45d exceeds the threshold
associated with
this sensor 45d). Thus, by comparing the value from sensor 45d indicative of
the
amount of sensed ultrasonic energy, the test manager 50 can detect the
presence of the
leak.
[0089] Note that an abnormal leak in a particular region 141 a-f may cause
multiple
thresholds to be exceeded. For example, ultrasonic energy passing through the
leak
described above as being within region 141d may result in significant
increases in the
ultrasonic energy being detected by, not only the corresponding sensor 45d,
but also by
the sensors 45c and 45e corresponding to the adjacent regions 141c and 141e,
respectively. Thus, due to the leak in such an example, the amount of
ultrasonic energy
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detected by sensor 45c may exceed the threshold associated with sensor 45c
even though
no leak actually exists in the corresponding region 141c. Further, due to the
foregoing
exemplary leak in region 141d, the amount of ultrasonic energy detected
by'sensor 45e
may exceed the threshold associated with sensor 45e even though no leak
actually exists
in the corresponding region 141e.
[0090] However, it is likely that the leak will have a greater effect on the
sensor 45d
corresponding to the region 141d in which the leak is present. Thus, if the
thresholds
are appropriately set in the instant example, as will be described in more
detail hereafter,
it is likely that the leak will cause the value from sensor 45d to exceed the
threshold
associated with this sensor 45d by a greater extent as compared to respective
differences
between the values from sensors 45c and 45e and the thresholds associated with
these
sensors 45c and 45e. Accordingly, by analyzing the extent to which the
thresholds
associated with sensors 45c-45e are exceeded, it is possible for the test
manager 50 to
correctly determine that the leak is within region 141d.
[oo91] For example, if the difference between the sample value from sensor 45d
and the
threshold associated with sensor 45d is significantly greater than the
differences between
the sample values from sensor 45c and 45e and the associated thresholds for
these
sensors 45c and 45e, then the test manager 50 can determin.e that a leak only
exists in
region 141d. In one example, the test manager 50 determines the percentage
that each
threshold is exceeded and bases its analysis on such percentages rather than
the absolute
differences between sample values and thresholds. There are various ways that
measurements for adjacent regions can be analyzed in order to pinpoint the
areas of
abnormal leaks.
[0092] However, it should be noted that, in many instances, a leak will cause
only the
sensor 45a-p corresponding to the region of the leak to detect a significantly
increased
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amount of ultrasonic energy. In such situations, the region of the leak can be
easily
identified without comparing the differences between the sainple values and
thresholds
of adjacent regions. Further, it is unnecessary for the test manager 50 to
pinpoint lealcs.
For example, the test manager 50 may simply indicate which sample values
exceeded
their associated thresholds, and this data may be later analyzed to determine
the
locations of leaks. In such an example, the test manager 50 may provide an
output
indicating the difference between each sample value and its associated
threshold.
Exemplary outputs provided by the system 30 are described in inore detail
hereafter.
[0093] It should be noted that FIG. 14 only shows the regions 141 a-f
corresponding to
sensors 45a-f for a particular sanlple. Other regions similarly correspond to
the other
sensors 45g-p for the same sample. For example, sensors 45g-j may correspond
to
regions on the top surface (i.e., roof) of the vehicle 59, and sensors 45k-p
may
correspond to regions on the side of the vehicle 59 opposite of that shown by
FIG. 14.
Thus, if a leak is present on either the driver or passenger side of the
vehicle 59 or,
alternatively, on top of the vehicle 59, then the leak can be detected by at
least one of the
sensors 45a-p. Note that region 141 a is not substantially aligned with any
portion of the
vehicle 59 depicted by FIG. 14. Thus, it is unlikely that the sensor 45a
corresponding to
region 141 a will ever detect a significant amount of ultrasonic energy from
the
transmitter 33 in the vehicle 59 since region 141 a is not likely to have a
leak. However,
for other models of vehicles, particularly ones that sit lower to the ground,
the region
141 a may be aligned with such a vehicle to a greater extent such that
inonitoring of the
region 141 a via the corresponding sensor 45a is more useful to the testing
process.
[0094] FIG. 15 depicts exemplary corresponding regions for the sensors 45a-f
for each
sample taken by the sensors 45a-f as the vehicle 59 is passing through the
structure 52.
In particular, FIG. 15 depicts regions segmented into different columns 141-
156 and
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rows a-f. Each region within the same column 141-156 corresponds to a
respective
ultrasonic sensor for the same sample, and each region within the same row a-f
corresponds to the same ultrasonic sensor for a respective sample. For
example, for the
first sample, such as when the vehicle 52 is in the position depicted by FIG.
10, regions
142a-f respectively correspond to sensors 45 a-f similar to how regions 141 a-
f
correspond to sensors 45a-f in FIG. 14.
[0095] Note that regions within the same row are sampled by the same sensor
during
different sampling periods. For example, sensor 45f samples region 142f during
the first
sampling period, and sensor 45f samples region 143f during the second sampling
period.
Further, the sensor 45f samples other regions of the same row f during other
sampling
periods. Each of the regions in the same row is sampled when the axis of
reception 171
of the corresponding sensor passes through the region. Thus, if an abnormal
leak is
present in a particular region, then the corresponding sensor would likely be
affected the
most by ultrasonic energy passing through the leak during the sampling period
that the
sensor's axis of reception 171 passes through the region. For example, in the
exemplary
embodiment indicated by FIG. 15, the axis of reception of the sensor 45d
passes through
region 141d in the ninth sampling period (i.e., for the ninth sample). Thus,
if an
abnormal leak is present within region 141d, such leak should be detected at
least in the
ninth samplingperiod when the region 141d is being satnpled by the sensor 45d.
[0096] Note that the example shown by FIG. 15 is consistent with the
previously
described sampling methodology in which a sample is taken along the length of
the
vehicle 59 every, 12 inches or 1 foot. If such a metllodology is used to take
samples
resulting in the segmentation of the regions depicted by FIG. 15, then each
region shown
by FIG. 15 may be 1 foot in width (in the x-direction) such that the center of
each region
is (n - 1) feet from the leading edge of the vehicle 59, where ya is the
corresponding
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sample number. For example the centers of regions 142a-f may be at the leading
edge
138 of the vehicle 59, and the centers of the regions in column 143 may be one
foot
from the leading edge 138 of the vehicle 59. Indeed, in the embodiment
depicted by
FIG. 15, each sensor 45a-p is preferably aligned with the center of its
corresponding
region for a given sample. For example, for sample number 9, sensor 45d is
aligned
with the center of its corresponding region 141d and is closest to this region
141d as
compared to the other ultrasonic sensors.
[0097] As described above, vehicle data 130 associates a respective threshold
for each
of the sensors 45a-p on a per sample basis. In this regard, each threshold is
preferably
defined to approximately equal the expected amount of ultrasonic energy that
the
threshold's associated sensor 45a-p is to detect if the vehicle 59 being
tested is free of
abnormal leaks (i.e., if the seal of comparhnent 36 is non-defective). Thus,
if a
threshold is exceeded by the sample value from the associated sensor 45a-p,
then it is
likely that the vehicle 59 has an abnormal leak. Further, as described above,
a detected
leak is likely close to or in the sensor's corresponding region. For example,
as described
above, region 141d is associated with sensor 45d for sample number 9 (i.e.,
the ninth
sanlple). Thus, if the value from sensor 45d for sample number 9 (i. e., wlzen
the sensor
45d is aligned with the center of region 141d) exceeds the threshold
associated with
sensor 45d for this sample, then there is likely an abnormal leak close to or
in the region
141d.
[0098] FIG. 16 depicts an exemplary table of thresholds that may be defined by
the data
130 (FIG. 6) for the sensors 45a-p on a per sample basis. As shown by FIG. 16,
each
sensor 45a-p is associated with a different threshold for a different sample.
For
example, sensor 45d is associated with the threshold value of 10.0 for the
first sample
(i.e., sample 1). Thus, for the first sample, the sample value measured by the
sensor 45d
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is compared to the threshold value of 10.0 by the test manager 50. However,
for the
ninth saniple, the sample value measured by tlie sensor 45d is compared to the
thresliold
value of 15.0 by the test manager 50. The result of this comparison likely
indicates
whether a lealc exists in the region 141d corresponding to sensor 45d for
sample 9.
Thus, the data 130 effectively associates the threshold 15.0, not only with
sensor 45d for
sample 9, but also with region 141d. Indeed, the data 130 indicates that this
threshold
should be exceeded if an abnormal leak exists in the region 141 d.
[0099] ' As can be seen by comparing FIG. 16 to FIG. 15, the thresholds
indicate an
expected amount of ultrasonic energy to be detected by the associated sensors
45a-p for
a leak-free vehicle 59. For example, threshold values are low if they are
associated with
a sensor 45a-p that is monitoring a region not substantially aligned with the
vehicle
compartment 36 being tested. As a mere example, the threshold associated with
sensor
45a for sample 1 is relatively low (i.e., 10.0). Moreover, for this sample,
the sensor 45a
corresponds to region 142a, which (as shown by FIG. 13) is not alig7.led with
the vehicle
59. Therefore, for sample 1, the sensor 45a sliould not detect a relatively
high amount of
ultrasonic energy. Region 145d is aligned with the vehicle 59 but not with the
passenger
compartment 36 being tested. Thus, the threshold associated with the sensor
45d
corresponding to region 145d for sample number 4 is low indicating that sensor
45d
should not detect a relatively high amount of ultrasonic energy.
[00100] Further, the threshold associated with sensor 45c for sample 6 is low
(i.e., 10.0).
For this sample, the sensor 45c corresponds to region 147c, which (as shown by
FIG.
15) is aligned with the compartment 36 but there are no seams in this region
147c.
Thus, unless a leak exists in or close to this region 147c, the sensor 45c
should not
detect a relatively high amount of ultrasonic energy. If a high amount of
energy (i.e., an
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amount above 10.0) is detected by sensor 45c for this sample, then the test
manager 50
may detect the presence of an abnormal leak close to or within tlie region
147c.
[00101] However, the threshold associated with sensor 45d for sample 9 is
relatively
liigh (i.e., 15.0). For this sample, the sensor 45d corresponds to region
141d, which (as
shown by FIG. 15) is aligned with a portion of the vehicle 59 that has a seam
153. Even
without an abnormal leak in region 141 d, a relatively high amount of
ultrasonic energy
may escape tlhrough this seam 153, and the foregoing threshold may, therefore,
be set
higher than other thresholds as shown by FIG. 16. Indeed, in the instant
example, the
sample value determined by the sensor 45d for sample 9 can reach as high as
15.0
without the test manager 50 detecting an abnormal leak based on this sample
value.
[00102] Note that the thresholds defined by the data 130 may be empirically
determined.
For example, to initialize the thresholds, a vehicle of the same type (e.g.,
model) to be
tested that is known or believed to be free of abnormal leaks may be passed
through the
structure 52, as described above, while the transmitter 33 in the vehicle is
emitting
ultrasonic energy and while the sensors 45a-p are actively sensing ultrasonic
energy.
Moreover, the sample values measured by the sensors 45a-p for samples 1-16 may
then
be used to define the thresholds. If desired, the sample values from multiple
vehicles of
the same or similar type (e.g., model) may be averaged to define the
thresholds.
[00103] Moreover, to have the thresholds tailored to the type of the vehicle
being tested
so that more accurate test results are possible, it may be desirable to define
multiple sets
of thresholds for different vehicle types (e.g., models). In this regard,
differences in the
designs of different types of vehicles may result in variations in the amount
of ultrasonic
energy that normally escapes from vehicles free of abnormal leaks. For
example, for a
given model of a sports utility vehicle (SUV), such as the one depicted in
FIG. 15, a
certain amount of ultrasonic energy may normally escape from the vehicle 59
along the
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seani 153 between the front door and the rear door even when there is no
abnormal leak
along this seam 153. Moreover, as described above, the thresholds associated
with
regions 141b-f along the seam 153 are based on this expected amou.nt of
ultrasonic
energy escaping along the seam 153. However, the normal amount of ultrasonic
energy
that escapes from the corresponding seam between the front and rear doors of
another
veliicle model, such as a model of a car, may be quite different than the
amount
expected for the SUV. Thus, it may be desirable to define, for the car,
different
thresholds for the regions along the seam between the front and rear doors as
compared
to the thresholds for the aforementioned regions of the SUV of FIG. 15 along
the seam
153.
[00104] To better illustrate the foregoing, refer to FIGS. 17 and 18. FIG. 17
depicts
exemplary sampling regions for a car 159, similar to the diagram of FIG. 15
for the SUV
59. In this regard, FIG. 17 depicts exemplary corresponding regions for the
sensors 45a-
f for each sample taken as the car 159 is passing through the structure 52. In
particular,
FIG. 17 depicts regions segmented into different columns 141'-156' and rows a'-
f.
Similar to FIG. 15, each region within the same column 141'-156' corresponds
to a
respective ultrasonic sensor for the same sample, and each region within the
same row
a'-f corresponds to the same ultrasonic sensor for a respective sample.
[00105] Further, FIG. 18 depicts, for the car 159, an exemplary table of
thresholds that
may be defined by the data 130 for the sensors 45a-f on a per sample basis,
similar to
how FIG. 16 depicts an exemplary table of thresholds for the SUV 59 of FIG.
15.
According to the diagram of FIG. 17, the sensor 45d corresponds to the region
141d'
aligned with the seam.153'. Thus, if an abnormal leak is located in this
region 141d',
then such a leak should be detected based on the data output by the sensor 45d
for
sample 9. As can be seen by comparing FIGS. 17 and 18, the threshold used to
compare
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to this sample value output by the sensor 45d is 13Ø This threshold is
different than the
one used for the region 141 d of tlie SUV 59 aligned with the seam 153.
Indeed, by
comparing FIGS. 16 and 18, it can be seen that differeiit threshold profiles
can be
defined for different vehicle types such that the thresholds used for a
particular vehicle
are tailored to the vehicle's type to account for the fact that different
vehicle model or
styles may have different sealing characteristics.
[00106] Thus, if the system 30 is being used to test an SUV, similar to the
one depicted
by FIG. 15, then the test manager 50 can be configured to use the tliresholds
depicted by
FIG. 16. However, if the system 30 is being used to test a car, similar to the
one
depicted by FIG. 17, then the test manager 50 can be configured to use the
thresholds
depicted by FIG. 18. Moreover, the vehicle data 130 may store both of the
threshold
profiles shown by FIGS. 16 and 18, and the test manager 50 may select the
appropriate
one during testing based on the type of vehicle being tested. To enable the
test manager
50 to make the appropriate selection, the test manager 50 may receive an
input, such as a
vehicle identification number (VIN), from a user or other source indicating
the type of
vehicle being tested.
[00107] Note that different threshold profiles may be defined for various
category levels.
For example, a different threshold profile may be defined for the categories
of "truck,"
"car," ay.ld "SUV." In such an example, a first threshold profile may be used
for all
trucks, a second threshold profile may be used for all cars, and a third
threshold profile
may be used for all SUVs. However, in other examples, any of the categories
may be
further divided or different categories may be used altogether. As a mere
example, a
different threshold profile may be used for different SLNs depending on the
model of
SUV being tested. For example, a first threshold profile may be used for a
Ford
Explorer,1'4, whereas a second threshold profile may be used for a Toyota
PathfinderTm.
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Moreover, the different threshold profiles may be categorized in any desired
manner
without departing from the principles of the present disclosure.
[00108] However, the veliicle identifier received by the test manager 50 for
enabling
selection of the appropriate threshold profile preferably includes sufficient
type
information to identify the threshold profile for the vehicle to be tested.
For example, if
the thresholds are categorized according to just three categories (e.g.,
truck, car, and
SUV), then the vehicle identifier may simply indicate whether the vehicle to
be tested is
a truck, car, or SLUV. However, if the threshold profiles are categorized
according to
whether the vehicle is a particular type (e.g., model) of truck, car, or SW,
then the
vehicle identifier preferably indicates sufficient information to identify the
particular
type (e.g., model) of tn.i.ck, car, or SUV being tested. Thus, the vehicle
identifier
provided to the test manager 50 is preferably of sufficient specificity to
enable the test
manager 50 to select the appropriate threshold profile for the vehicle being
tested.
[00109] Note that is it is connnon for all vehicles to be respectively
assigned a vehicle
identification number (VIN) that uniquely identifies each vehicle from all
otller vehicles.
In one embodiment, the VIN of the vehicle being tested is used to select the
appropriate
threshold profile. For example, a user may enter an input indicative of the
V1N.
Alternatively, the VIN may alternatively be captured (e.g., via optical
scanning) by an
electronic device (e.g., the scanner 88 of FIG. 6) and transmitted to the test
manager 50.
[00110] In such an example, the vehicle data 130 preferably includes
sufficient
information for correlating the VIN with the appropriate threshold profile to
be used for
the testing, and the test manager 50 uses this information to select the
appropriate
threshold profile. For example, the data 130 may include a list of VINs, and
each V1N
may be correlated with the respective threshold profile to be used for testing
the vehicle
identified by the VIN. Alternatively, the data 130 may correlate vehicle model
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identifiers with different threshold profiles. In this regard, it is well-
known for a portion
of a vehicle's VIN to identify the model of the vehicle. Thus, vehicles of the
same
model have the same model identifier included within their VINs. For each VIN,
the
test manager 50 maybe configured to extract the vehicle's model identifier
from the
VIN and select the threshold profile correlated with the extracted model
identifier.
Thus, the same threshold profile is used to test vehicles of the same model,
but different
threshold profiles may be used to test other models. Various other techniques
for
selecting the appropriate threshold profile to be used to test a vehicle may
be employed
in other embodiments.
[00111] In addition to tailoring the threshold profile to the type of vehicle
being tested,
the operation of the transmitter 33 can also be tailored to the type of
vehicle being tested,
as will be described in more detail hereinbelow, in order to improve test
results. In this
regard, FIGS. 19 and 20 depict a transmitter 33 in accordance with an
exemplary
embodiment of the present disclosure. The transmitter 33 has a plurality of
transducers
181 a-h. Each of the transducers 181 a-h converts electrical energy into
ultrasonic energy
and transmits converted ultrasonic energy in a different direction as compared
to the
otlzer transducers. In the exemplary embodiment depicted by FIGS. 19 and 20,
the
transmitter 33 has eight transducers 181 a-h, which are respectively pointed
in and
transmit ultrasonic energy in different directions. In this regard, at least
one respective
transducer 181a-h is pointed in and transmits ultrasonic energy in each of the
x, -x, z, -z,
and y-directions. Thus, the direction of transmission for each respective
transducer
181 a-h is either parallel or orthogonal to the direction of transmission of
the other
transducers. For example, the direction of transmission of transducers 181d
and 181h is
in the -x direction, which is orthogonal to the directions of transmission of
transducers
181a, 181b, 181e, and 181g (i.e., y, z, and z directions). Further, the
direction of
31
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transducers 181d and 181h is opposite to the direction of transmission of
transducers
181c and 181f (i.e., x direction). However, other numbers of transducers and
other
directions of transmission are possible in other embodiments.
[00112] In some instances, depending on the acoustic characteristics of the
vehicle 59
being tested, all of the transducers 181 a-181 e may be configured to
continuously emit
ultrasonic energy at a constant transmission power. As used herein, the
"transmission
power" refers to the power level of ultrasonic energy as it leaves the
transducer that is
transmitting it. Transmitting ultrasonic energy continuously in so many
different
directions can increase the probability that, if there is an abnormal leak,
significant
ultrasonic energy will be directed toward and pass through the leak, thereby
enabling
detection of the leak by the test manager 50. Such a mode of operation for the
transmitter 33 will be referred to hereafter as the "normal mode" of
operation.
[00113] However, depending on the acoustic characteristics of the passenger
compartment 36 in which the transmitter 33 is placed, it is possible for the
ultrasonic
energy to be redirected via the interior of the compartment 36 such that at
least some of
the ultrasonic energy interferes or cancels some of the ultrasonic energy
within the
compartment 36. Thus, the total amount of ultrasonic energy may be decreased
possibly
reducing the amount of ultrasonic energy that would otherwise pass througli an
abnormal leak. Accordingly, detection of the abnormal leak may be more
difficult. In
such situations, it may be desirable to reduce or eliminate the amount of
ultrasonic
energy emitted by at least one of the transducers 181 a-h.
[00114] For example, depending on the acoustic characteristics of the interior
of vehicle
59, the transxnission power of one or more of the transducers 181a-h may be
adjusted
(e.g., increased or decreased) to provide a more optimal testing environment.
The
adjustment may be permanent for the test being performed on the particular
vehicle 59,
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or it may be temporary. For example, the transmission power of one or more
transducers 181 a-h may be reduced for the duration of the test being
performed on the
vehicle 59. As a further example, if it is determined that ultrasonic energy
from
transducer 181 a interferes with or cancels ultrasonic energy from transducer
181b, then
transducer 181 a may be deactivated during the test such that this transducer
181 a does
not emit any ultrasonic energy. In another example, the transmission power of
transducer 181 a can be intermittently reduced according to a predefined
algorithin. For
example, one or more of the transducers 181 a-h may be configured to
intermittently stop
emitting ultrasonic energy such that at any given instant only a specified
number (e.g.,
one) transducers 181 a-h are emitting ultrasonic energy. There are an infinite
number of
ways that the emission of ultrasonic energy by the transmitter- 33 can be
controlled.
[00115] In one exemplary embodiment, the operation of the transducers 181a-h
is
controlled by a transmit manager 185 (FIG. 21), which can be iinplemented in
software,
hardware, or a combination thereof. In one exemplary embodiment, as depicted
in FIG.
21, the transmit manager 185, along with its associated methodology, is
implemented in
software and stored within menlory 186 of the transmitter 33. Note that the
transmit
manager 185, when implemented in software, can be stored and transported on
any
computer-readable medium for use by or in comlection with an instruction
execution
apparatus, such as a microprocessor, that can fetch and execute instructions.
[00116] The exemplary embodiment of the transmitter 33 depicted by FIG. 21
comprises
at least one conventional processing element 189, such as a digital signal
processor
(DSP) or a central processing iuiit (CPU), that communicates to and drives the
other
elements within the transmitter 33 via a local interface 191, which can
include one or
inore buses. Furthermore, a user input device 193, such as one or more
buttons, for
example, can be used to input data from a user of the transmitter 33, and a
user output
33
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device 195, such as a liquid crystal display (LCD), for example, can be used
to output
data to the user. The transmitter 33 also comprises a power supply 198, such
as a
battery, for example, to power the transmitter components. Further, a
communication
interface 199 enables the transmitter 33 to communicate with the system 63 of
FIG. 6.
In one embodiment, the communication interface 199 communicates wireless
signals
with the system 63, although non-wireless signals may be communicated in other
embodiments. As shown by FIG. 21, the transducers 181 a-h may be interfaced
with
other components of the transmitter 33 via the local interface 191.
[00117] To conserve the power supply 198, the transmit manager 185 is
configured to
place the transmitter 33 in a sleep state until testing of the vehicle 59
begins or is about
to begin. Thus, the transmit manager 185 powers down various components, such
as the
transducers 181 a-h, for the sleep state. In one embodiment, a command to wake
the
transmitter 33 to indicate the imminent start of testing is received via
communication
interface 199, as will be described in more detail hereafter. Thus, the
communication
interface 199 and components for implementing the test manager 185 are
sufficiently
powered during the sleep state to enable messages to be received by the test
manager
185 via the communication interface 199.
[00118] In one embodiment, the test manager 50 (FIG. 6) determines when
testing of the
vehicle 59 is to begin based on the object sensor 137. In this regard, when
the sensor
137 detects the presence of the vehicle 59, the test manager 50 transmits a
wake
command to the transmitter 33 via interfaces 83 (FIG. 6) and 199 (FIG. 21). In
response, the transmit manager 185 wakes the other components of the
transmitter 33,
such as the transducers 181 a-h that are to emit ultrasonic energy during
testing.
[00119] In this regard, the vehicle data 130 stored in the system 63, in
addition to storing
the threshold profile to be used for the type of vehicle 59 being tested, also
stores
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information indicative of the desired transmit profile to be used for the type
of vehicle
59 being tested. The "transmit profile" refers to the desired manner that the
transducers
181a-h are to be operated during testing. For example, as described above, it
may be
desirable to adjust the transmission power of one or more of the transducers
181 a-h such
that it transmits ultrasonic energy differently as compared to the normal mode
of
operation for transmitter 33.
[00120] Moreover, based on the vehicle identifier received by, the test
manager 50, the
test manager 50, as described above, selects the appropriate threshold profile
for the
identified vehicle 59 as indicated by the vehicle data 130 and uses this
threshold profile
to test the vehicle 59. However, the test manager 50 also uses the vehicle
identifier to
select the appropriate transmit profile for the transmitter 33 as indicated by
the vehicle
data 130. The test manager 50 then transmits infonnation indicative of the
selected
transmit profile to the transmitter 33 via interfaces 83 and 199. Based on
this
information, the transmit manager 185 controls the transducers 181a-h such
that they
operate according to the selected transmit.profile during testing.
Accordingly, the
manner in which the transducers 181 a-h operate can be tailored to the type of
vehicle 59
being tested. For example, all vehicles of a particular type (e.g., model) can
be tested
according to the same transmit profile while vehicles of a different type can
be tested
according to a different transmit profile.
[00121] Note that the transmit profile to be used for a particular vehicle 59
may be
determined based on empirical data. For example, to determine the appropriate
transmit
profile for a particular vehicle, a similar styled vehicle may be tested by
the system 30
multiple times using different transmit profiles for each of the tests. For
example, all of
the transducers 181 a-h may be operated to continuously emit ultrasonic energy
at a
constant transmit power for one test, and one or more of the transducers 181 a-
h may be
CA 02627341 2008-04-24
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operated to at least temporarily reduce its transmit power for another of the
tests. The
test results for each of the tests may then be analyzed to determine which of
the transmit
profiles yields the best results. The most preferred transmit profile may then
be selected
for use with vehicles of the same or similar type. Further, the vehicle data
130 may be
updated to reflect this decision such that when a vehicle identifier
identifying a vehicle
of the foregoing'type is received, the preferred transmit profile is used to
test the vehicle.
Thus, the vehicle data 130 indicates not only the appropriate threshold
profile to use for
each vehicle, the vehicle data 130 also indicates the appropriate transmit
profile to use
for each vehicle.
[00122] The vehicle data 130 may correlate vehicle identifiers with the
appropriate
transmit profile information using the same or similar techniques as described
above for
correlating the appropriate threshold profiles with the vehicle identifiers.
For example,
the data 130 may store a list of VINs, and the data 130 may correlate each VIN
with the
respective transmit profile to be used to test the vehicle identified by the
V1N.
Alternatively, the data 130 may correlate different model identifiers with
different
transmit profiles, and the test manager 50 may extract the model identifier
from a VIN to
select the appropriate transmit proffle. Various other techniques for
selecting the
appropriate transmit profile are also possible.
[00123] It should be noted, however, that the information iuidicating the
appropriate
transmit profile may be stored in other locations in other embodiments. For
example,
such information may be stored in the transmitter 33 such that communication
with the
test manager 50 is unnecessary to determine the appropriate transmit profile
to be used
for a particular vehicle 59. Also, it is possible to use the same transmit
profile for each
vehicle such that it is unnecessary to determine whether the transmit profile
for the
36
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transmitter 33 is to be changed from vehicle-to-vehicle as the transmitter 33
is re-used
for different vehicles.
[00124] Various embodiments of the present disclosure have generally been
described
above as testing a passenger compartment 36 for abnormal leaks. Note that a
vehicle
may have more than one compartment to be tested. For example, a car may 11ave
a trunlc
separate from the passenger compartment, and it may be desirable to test the
trunk for
abnormal leaks in addition to testing the passenger compartment of the car. In
such an
example, transmitters 33 may be placed in both the passenger compartment and
the
tn.unlc, and the testing described herein can then be performed to test both
compartments.
Alternatively, some vehicles have rear seats that, when placed into a folded
position,
create a passageway between the passenger compartment and trunk. In such a
configuration, ultrasonic energy from a single transmitter 33 may flow within
both the
passenger compartment and the trunk allowing both compartments to be tested
via the
same transmitter 33.
[00125] To better illustrate several of the foregoing concepts, an exemplary
methodology
for testing a vehicle 59 will be described hereafter.
[00126] For the purposes of illustration, assume that the vehicle data 130
defines the
tables shown in FIGS. 16 and 18. Assume that the table of FIG. 16, referred to
hereafter
as the "first SUV profile," is tailored for a first model of an SUV and the
table of FIG.
18, referred to hereafter as the "second SUV profile," is tailored for a
second model of
an SUV. Further assume that the vehicle 59 being tested is an SUV of the first
model,
which is similar to the SUV shown by FIG. 15, and assume that an abnormal leak
exists
only within region 141 d. Also assume that it has been determined that the
preferred
transmit profile, referred to hereafter as the "chirp profile," for SUVs of
the first model
is for the transducers 181 a-h of transmitter 33 to sequentially emit
ultrasonic energy
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such that only one transducer 181 a-h is emitting ultrasonic energy at any
given instant in
time. However, it has been determined that the preferred transinit profile,
referred to
hereafter as the "constant profile," for SUVs of the second model is for all
of the
transducers 181a-h to simultaneously and continuously emit ultrasonic energy
at a
constant transmit power.
[00127] In the current example, it will be further assunied that the vehicle
identifier used
to identify the vehicle 59 is its VIN, which uniquely identifies the vehicle
59 from all
other vehicles. Moreover, the vehicle data 130 correlates the VIN with the
first SUV
profile depicted in FIG. 16, since this profile is the preferred threshold
profile to be used
to test the vehicle 59. Thus, by analyzing the vehicle data 130, the test
manager 50 is
able to select the first SUV profile for the vehicle 59 based on the VIN, as
will be
described in more detail hereafter. The vehicle data 130 also correlates the
VIN with the
chirp profile since this profile is the preferred transmit profile to be used
to test the
vehicle 59. Thus, by analyzing the vehicle data 130, the test manager 50 is
able to select
the chirp profile for the vehicle 59 based on the VIN, as will be described in
more detail
hereafter. Note that the vehicle data 130 may similarly correlate other VINs
with
threshold and transmit profiles defined by the data 130 so that the test
manager 50 can
similarly select the appropriate threshold and transmit profiles for other
vehicles that
may be tested by the system 30.
[00128] Initially, the transmitter 33 is calibrated and placed within the
passenger
compartment 36 of the vehicle 59, as shown by blocks 223 and 225 of FIG. 22.
Exemplary techniques for calibrating transmitters and sensors are described in
U.S.
Provisional Application No. 60/730,429, entitled "Sensor Calibrating System
and
Method," and filed on October 26, 2005, which is incorporated herein by
reference. As
indicated by block 236 of FIG. 22, the transmit manager 185 of the transmitter
33
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WO 2007/050586 PCT/US2006/041445
establishes a communication link with the test manager 50. In the instant
example, this
is done by transmitting, via the comnlunication interface 199 of FIG. 21, a
message at a
frequency (e.g., in the RF range) to enable the message to be received by the
conununication interface 83 of FIG. 6. The message includes a transmitter
identifier,
wliich identifies the communication interface 199 used by the transmitter 33
so that the
test manager 50, by including the transmitter identifier in messages destined
for the
transmitter 33, enables the communication interface 199 to receive such
messages.
Upon receiving the message from the transmitter 33, the test manager 50, via
communication interfaces 83 and 199, transmits a reply message that includes
the
foregoing transmitter identifier, which enables the communication interface
199 to
receive the reply message. The message also includes an identifier that
identifies the
communication interface 83 (FIG. 6) so that the transmit manager 185, by
including this
identifier in messages destined for the test manager 50, enables the
communication
interface 83 to receive such messages. Thereafter, the transmit manager 185
may
include; in each message transmitted to the test manager 50, the identifier of
communication interface 83, and the test manager 50 may include, in each
message
transmitted to the transmit manager 185, the identifier of communication
interface 199,
thereby enabling successful communication between the test manager 50 and the
transmit manager 185.
[00129} After the communication link between the test manager 50 and the
transmit
manager 185 has been established, the transmitter 33 is put to sleep, as
indicated by
block 238. This can be accomplished in response to a command from the test
manager
50. Alternatively, the transmit manager 185 can be configured to put the
transmitter 33
into a sleep state without such a command from the test manager 50.
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[00130] As indicated by block 242 of FIG. 22, a vehicle identifier (i. e., the
vehicle's V]N
in the current example) identifying the vehicle 59 or the type of vehicle 59
is received by
the test manager 50. For example, the VIN may be attached to the vehicle 59 as
is
commonly done in current automotive assembly lines, and the optical scanner 88
(FIG.
6) may be used to scan the VIN into meinory 61. Alternatively, the vehicle
identifier
may be entered into the system 63 via user input device 77 or otherwise.
[00131] Based on the VIN, the test manager 50 selects the appropriate
threshold profile
and transmit profile to be used to test the vehicle 59, as indicated by block
244. In the
instant example, the vehicle data 130 correlates the vehicle's model
identifier with the
first SUV profile and the chirp profile. The test manager 50 extracts the
vehicle's model
identifier from the vehicle's VIN and consults the vehicle data 130. Based on
the
vehicle data 130 and the model identifier, the test manager 50 selects the
first SUV
profile and the chirp profile for the threshold profile and the transinit
profile,
respectively, for the vehicle 59.
[00132] At some point, the vehicle 59 moves toward the structure 52, such as,
for
example, by the tracks 132 (FIG. 2) moving the vehicle 59 toward and through
the
structure 52. As the vehicle 59 passes through the structure 52, the system 30
tests the
vehicle 59 for abnormal leaks, as indicated by block 252 of FIG. 22.
[00133] In this regard, as the vehicle 59 is approaching the structure 52, the
test manager
50 monitors data from the object sensor 137 (FIG. 3), which is in
communication with
the UO interface 87 of FIG. 6. Once the vehicle 59 reaches the reference line
142 (FIG.
3) and interrupts the optical signal being transmitted by the transmitter 141
to the sensor
137, the sensor 137 reports this event to the test manager 50. In response, as
indicated
by blocks 263 and 266 of FIG. 23, the test manager 50 begins tracking how far
the
leading edge 238 of vehicle 59 has moved from this line 142 based on data from
the
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dista.nce sensor 139 (FIG. 2), which is in communication with the I/O
interface 87 of
FIG. 6.
[00134] Also, as indicated by block 269, the test manager 50 walces the
transmitter 33 by
transmitting a wake command to the transmit manager 185. 7n response to this
command, the transmit manager 185 powers up the components that are to be used
during testing. For example, the transmit manager 185 activates the
transducers 181a-h
that are to be used in testing. In the instant example, the transducers 181a-h
are to be
operated in the chirp profile. In this regard, in addition to the wake
cominand, the test
manager 50 transmits, to the transmit manager 185, data indicative of the
transmit
profile selected in block 244 of FIG. 22 (i.e., the chirp profile in the
instant example) so
that the transmit manager 185 may control the operation of the transducers 181
a-h
according to the selected transmit profile during testing. Thus, upon
awakening the
transmitter 33, the transmit manager 185 controls the transducers 181 a-h such
that these
transducers 181 a-h emit ultrasonic energy according to the chirp profile.
Therefore, in
the instant example, the transducers 181a-h successively eniit ultrasonic
energy one after
the other sucll that only one of the transducers 181 a-h is einitting
ultrasonic energy at
any given instant in time. In other examples, the transducers 181 a-h may be
controlled
based on other transmit profiles.
[00135] In the instant example, assume that the test manager 50 is configured
to take a
sample every 12 inches or one foot along the length of the vehicle 59 starting
with the
leading edge 138 of the vehicle 59. In such an example, the test manager 50
initializes a
variable, x, to a value of zero, as indicated by block 272 of FIG. 23. In this
regard, as
indicated above with reference to FIG. 3, the value a represents the distance
that the
leading edge 138 of the vehicle 59 has progressed past the reference line 142,
and the
value b represents the distance from the reference line 142 to the reference
line 145
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along which the sensors 45a-p are aligned. As indicated by block 275 of FIG.
23, the
test manager 50 waits until the value of x is greater than or equal to the
value of (a - b)
indicating that the leading edge 138 of the vehicle 59 has arrived at the
reference line
145.
[00136] Note that while the vehicle 59 is passing through the structure 52,
the transmitter
33 is emitting ultrasonic energy according to the selected transmit profile.
Further, the
ultrasonic sensors 45a-p are detecting ultrasonic energy and providing values,
referred to
herein as "sample values," indicative of the measured energy to the test
manager 50.
Further, as indicated by block 277, the test manager 50 determines whether x
is greater
than the total vehicle length. Until the vehicle 59 has completely passed
reference line
145 (FIG. 3), x should be less than the total vehicle length. The total
vehicle length -
compared in block 277 may be indicated by the vehicle data 130 and correlated
with the
vehicle identifier of the vehicle 59 so that the test manager 50 can
automatically access
this value during testing.
[00137] - Upon a "yes" determination block 275, the test manager 50 takes the
first
sample, as indicated by block 278, by retaining and storing, in memory 61
(FIG. 6) as
sample data 146, the current sample value from each of the sensors 45a-p. Note
that the
position of the vehicle 59 relative to the structure 52 is depicted by FIG. 10
at the time of
this first sample. As indicated by block 281, the test manager 50 compares
each sample
value of this first sample to the associated threshold of the first SUV
profile selected in
block 244 (FIG. 22). For example, FIG.16 indicates that the threshold
associated with
sensor 45a is 10Ø Thus, the test manager 50 compares this threshold with the
sample
value from sensor 45a for the first sample and detects a leak only if this
sample value
exceeds such threshold. The test manager 50 does the same for the other sample
values
of the first sample by comparing each sample value to the threshold of the
first SLJV
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profile that is associated with the respective sensor 45a-p from which the
sample value
was generated.
[00138] As indicated by bloclc 284, the test manager 50 detezmines whether any
leaks
have been detected for the current sample (i.e., the first sample in the
instant example).
If any leaks are detected via performance of block 281 for the current sample,
then the
test manager 50 indicates that a leak has been detected, as shown by bloclc
287.
However, in the instant example, no leaks should be detected for the current
sample.
Thus, a "no" determination should be made in block 284, and the test manager
50 then
increases x by twelve (assuming that a and b are expressed in inches), as
indicated by
block 291, so that the next sample will be taken twelve inches along the
length of the
vehicle 59 from the current sample.
[00139] After the first sample, the test manager 50 again makes a "yes"
determination in
block 275 once the leading edge 138 of the vehicle 59 has progressed about
twelve
inches past reference line 145 (FIG. 3). At this point, the test manager 50
takes the
second sample, as indicated by block 278, by retaining and storing, in memory
61 as
sample data 146, the current sample value from each of the sensors 45a-p. Note
that the
position of the vehicle 59 relative to the structure 52 is depicted by FIG. 11
at the time of
this second sample. As indicated by block 281, the test manager 50 compares
each
sample value of this second sainple to the associated threshold of the first
SLTV profile
selected in block 244 (FIG. 22). For example, FIG. 16 indicates that the
threshold
associated with sensor 45a is 10Ø Thus, the test manager 50 compares this
threshold
with the sample value from sensor 45a for the second sample and detects a leak
only if
this sample value exceeds such threshold. The test manager 50 does the same
for the
other sample values of the second sample by comparing each sample value to the
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threshold of the first SUV profile that is associated with the respective
sensor 45a-p
from which the sample value was generated.
[00140] As indicated by bloclc 284, the test manager 50 detennines whether any
leaks
have been detected for the current sample (i.e., the second sample in the
instant
example). If any lealcs are detected via performance of block 281 for the
current sample,
then the test manager 50 indicates that a leak has been detected, as shown by
block 287.
However, in the instant example, no leaks should be detected for the current
sample.
Thus, a "no" determination sliould be made in block 284, and the test manager
50 then
increases x by twelve, as indicated by block 291, so that the next sample will
be taken
twelve inches along the length of the vehicle 59 from'the current sample.
[00141] Moreover, blocks 275, 277, 278, 281, 284, and 291, as well as block
287, if
appropriate, are repeated for each sample as the vehicle 59 passes through the
structure
52. Note that on the 9th sample, the sample value from sensor 45d should
exceed the
associated threshold compared to this sample value in block 281 since the
corresponding
region 141d has an abnormal leak in the instant example. Thus, the test
manager 50, in
block 287, indicates that a leak has been detected based on the data from this
sensor 45d.
[00142] For example, the test manager 287 may display a message, via user
output
device 79 (FIG. 6), identifying the sensor 45d. Alternatively, the test
manager 50 may
display information indicative of the region corresponding to the sensor 45d
that
detected the abnormally high amount of ultrasonic energy. As an example, the
test
manager 50 may display a graphical image similar to FIG. 15. The region 141d
corresponding to sensor 45d may be highlighted indicating that this region
141d
corresponds to a sensor 45d that detected an abnormally high amount of
ultrasonic
energy. Thus, a user may know to examine the vehicle 59 within or close to the
highlighted region 141d for a possible leak.
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[00143] In addition, the test manager 50 may provide one or more visual or
audio alarms
upon the detection of a leak so that workers within the vicinity of the
structure 52 will be
alerted to the leak. As an example, FIG. 2 depicts a pair of multi-colored
lights 322 that
emit a color of light based on wliether an abnonnal leak has been detected.
For
example, in the absence of a detected leak, the lights 322 may exhibit a
particular color,
such as green, or may be tuxned off (i. e., emit no light). Upon the detection
of a leak, the
test manager 50 may be configured to cause the lights 322 to emit another
color of light,
such as red, to indicate that a leak has been detected. FIG. 2 depicts another
multi-
colored light 325 that may be similarly controlled by the test manager 50 to
indicate
whether a leak has been detected. Also, the system 30 may comprise one or more
speakers (not specifically shown), and the test manager 50 may communicate an
audible
alarm or message via such speakers in response to a detection of a leak.
[00144] Once the vehicle 59 has moved completely past the reference line 145,
the value
of x should exceed the total length (in inches) of the vehicle 59. Once this
occurs, the
test manager 50 makes a "yes" determination in block 277 and then puts the
transmitter
33 to sleep, as indicated by block 333. In this regard, the test manager 50
may transmit,
to the transmit manager 145 of the transmitter 33, a command that causes the
transmit
manager 185 to power down various coinponents, such as transducers 181 a-h.
Thus, the
transducers 181 a-h stop eniitting ultrasonic energy thereby conserving the
transmitter's
power supply 198.
[00145] After performing the testing process depicted by FIG. 23, the test
manager 50, if
desired, may report results of the testing process to a user, as indicated by
block 338 of
FIG. 22. For example, the test manager 50 may display, via user output device
79 (FIG.
6), the sainple values taken by the test manager 50 during the test.
Alternatively, these
sample values may be stored for future use or analyzed by a data analyzer (not
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specifically shown). For example, a data analyzer or a user may analyze the
sample
values in an attempt to precisely identify the locations of detected leaks.
[00146] Note that, if the ultrasonic transmitter 33 is not operating properly,
then it is
possible for a vehicle to falsely pass the test performed by the system 30.
For example,
if the ultrasonic transmitter 33 fails to sufficiently emit ultrasonic energy
during a test,
then the sensors 45a-p may not detect sufficient ultrasonic energy to identify
an
abnormal leak within the vehicle being tested. This issue can be particularly
problematic when the system 30 is implemented on an assembly line. In this
regard,
when the transmitter 33 fails, such as when batteries within the transmitter
33 run down,
many vehicles may be tested by the system 30 before the failure in the
transmitter 33 is
discovered. Re-testing vehicles that have already moved off of the assembly
line can be
problematic and burdensome. Thus, the system 30 is preferably configured to
automatically detect certain failures of the transmitter 33 and to provide a
warning when
sucll a failure is detected. Based on this warning, corrective action can be
taken to
mitigate the effects of the transmitter failure. As an example, the
transmitter 33 can be
quickly replaced with an operable transmitter, or the problem causing the
transmitter
failure can be diagnosed and corrected.
[00147] In one embodiment, the transmitter 33 comprises a transmit monitor 352
(FIG.
21) that monitors the voltage or current provided by the power supply 198. In
one
embodiinent, the transmit monitor 352 is implemented in hardware, but it is
possible for
at least portions of the transmit monitor 352 to implemented in software in
other
embodiments.
[00148] If the monitored voltage or current provided by the power supply 198
falls below
a predefmed threshold, then the transmit monitor 352 notifies the transmit
manager 185.
In response, the transmit manager 185 provides a warning about the imminent
failure of
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the power supply 198. For example, the transmit manager 185 may communicate an
audible or visual alarm indicating immineiit failure of the power supply. As a
inere
example, the user output device 195 may comprise a light source (not
specifically
shown), such as a light emitting diode (LED), that when lit indicates imminent
failure of
the power supply 186. The test manager 185 may illuniinate such a light source
in
response to the aforementioned notification from the transmit monitor 352.
[00149] In addition, the transmit manager 185 may communicate a message to the
test
manager 50 via communication interfaces 199 and 83 (FIG. 6). The transmit
manager
185 may then report the detection of the imminent transmitter failure to a
user via user
output device 79. As an example, the transmit manager 185 may illuminate one
of the
lights 322 or 325 in a particular manner or color to indicate detection of a
possible
transmitter failure. The transmit manager 185 may also provide an audible
alarm to
indicate the possible transmitter failure. Moreover, various other techniques
for alerting
users to the failure or imminent failure of the transmitter 33 are possible.
[00150] It should be noted that the transmit monitor 352 may be used to detect
other
types of transmitter failures. For example, the transmit monitor 352 may
monitor the
operation of the transducers 181 a-h to detect when any of the transducers 181
a-h fails.
In this regard, for each transducer 181 a-11, the transmit monitor 352
monitors the
impedance of the transducer 18l a-h and determines when this impedance
significantly
changes thereby indicating possible failure of the transducer 181 a-h. Note
that the
impedance may be monitored by measuring the voltage drop across the transducer
181 a-
h assuming that the current provided to the transducer 181a-h is constant.
Thus, the
transmit monitor 352 may be configured to determine the voltage drop (i.e.,
the
difference between the input voltage and the output voltage) across each
transducer
181a-h and compare each voltage drop to a specified threshold. If the voltage
drop
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across any transducer 181a-h falls below the specified threshold, then the
transmit
monitor 352 detects a possible failure for that transducer 181a-h and notifies
the transmit
manager 185. The transmit manager 185 then provides a warning to a user. Note
that
the same or similar teclmiques described above for warning about a possible
failure or
imminent failure of the power supply. 198 may be used to warn of a possible
failure or
imrninent failure of a transducer 181 a-h. Other types of failures may be
similarly
detected and reported by the system 30.
[00151] Moreover, by detecting abnormal leaks and identifying locations of the
detected
leaks as described above, the system 30 provides an effective tool for helping
users to
identify and reniedy leak-related problems in vehicles and/or other products
having
compartments.
[00152] Some abnormal leaks may exist on the backside of the vehicle 59 being
tested.
In such a situation, it may be difficult for the sensors 45a-p to detect such
leaks,
particularly leaks located on surfaces that are substantially vertical (i.e.,
substantially
parallel to the y-direction). In this regard, energy escaping from a leak is
often
directional in that equal amounts of energy are not transmitted in all
directions. For
example, FIG. 24 depicts a backside of the exemplary vehicle 59 shown in FIGS.
2-4.
Assume that an abnormal leak exists at point 501, which is along a seam 504 of
a rear
door 505. Thus, the surface in which the leak appears is substantially
vertical. In such a
situation, much of the ultrasonic energy that escapes through the abnormal
leak may not
be directed toward any of the sensors 45a-p. In this regard, significantly
more energy
will likely be directed in directions substantially parallel with the x-
direction as
compared to directions substantially parallel with the y-direction. Therefore,
the
abnormal leak may go undetected by the system 30.
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[00153] To enable better detection of abnormal leaks on the front andlor
backside of the
vehicle 59, the system 30 may comprise at least one ultrasonic sensor that is
positioned
to more directly face the front and/or backside of the vehicle 59 during
testing as
compared to the other sensor 45a-p. As used herein, a sensor "more directly"
faces a
vehicle surface when its axis of maximum reception 171 has an angle of
incidence
closer to 90 degrees with respect to the vehicle surface. There are various
ways that a
sensor may be positioned so that it more directly faces the backside of a
vehicle.
[00154] For example, FIGS. 25-27 show an exemplary embodiment in which two
sensors 45q and 45r are mounted on the structure 52 and positioned to more
directly face
at least a portion of the backside of vehicle 59 during testing as compared to
sensors
45a-p. Thus, the sensors 45q and 45r may better detect ultrasonic energy
escaping
through an abnormal leak in such portion relative to sensors 45a-p. Indeed, as
will be
described in more detail below, the sensors 45q and 45r may better detect the
leak at
point 501 (FIG. 24), which is in a vehicle surface that is substantially
vertical.
[001551 In the instant example, sampling of the vehicle 59 is performed by the
sensors
45q and 45r after the vehicle 59has passed through the structure 52. Such
sampling
may be based on the distance that the vehicle 59 has traveled past the object
sensor 137
(FIG. 3), as described above. Further, the intervals of the sampling periods
may remain
the same compared to the samples taken by sensors 45a-p or may be different.
[00156] FIG. 28 shows an exemplary position of the vehicle 59 when the sensors
45q and
45r take a first sample. FIG. 29 shows an exemplary position of the vehicle 59
when the
sensors 45q and 45r take the next sample. Note that, in FIG. 28, the vehicle
59 has
moved farther from the structure 52 relative to the position of the vehicle 59
in FIG. 27.
Further, FIG. 30 shows another exemplary position of the vehicle 59 when the
sensors
45q and 45r take yet another sample after the vehicle 59 has moved even
farther from
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the structure 52, and FIG. 31 shows another exemplary position of the vehicle
59 when
the sensors 45q and 45r take another sample.
[00157] In this regard, as shown by. FIG. 28, the sensor 45q is mounted such
that its axis
of maximum reception is directed downward with respect to the x-direction,
which is
the direction of motion of the vehicle 59 in the instant example. In
particular, the
sensor's axis of maximum reception is directed at an angle (3 from the x-
direction. In
the example shown by FIG. 28, (3 is about 45 degrees, but other angles are
possible in
other embodiments.
[00158] As can be seen by comparing FIGS. 28-31, movement of the vehicle 59
away
from the structure 52 and, therefore, the sensor 45q causes the sensor's axis
of
maximum reception to pass through a different portion of the vehicle 59. In
particular,
the sensor's axis of maximum reception moves in the negative (-) y-direction
down the
backside of the vehicle 59 as it moves away from the sensor 45q. In this
regard, FIG. 32
depicts a rear view of the vehicle 59 showing the vehicle's backside. Point
521 in FIG.
32 represents the point through which the axis of maxiunum reception 517 for
sensor
45q passes when the vehicle 59 is positioned relative to the sensor 45q as
depicted in
FIG. 28. Further, point 522 in FIG. 32 represents the point through which the
axis of
maximum reception 517 for sensor 45q passes when the vehicle 59 is positioned
relative
to the sensor 45q as depicted in FIG. 29. In addition, point 523 in FIG. 32
represents the
point through which the axis of maximum reception 517 for sensor 45q passes
when the
vehicle 59 is positioned relative to the sensor 45q as depicted in FIG. 30,
and point 524
represents the point through which the axis of ma.ximum reception 517 for
sensor 45q
passes when the vehicle 59 is positioned relative to the sensor 45q as
depicted in FIG.
31.
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[00159] For each sampling period after the vehicle 59 passes through the
structure 52, the
sensor 45q corresponds to a different area around the perimeter of the vehicle
59 similar
to the manner that sensors 45a-p correspond to different areas as the vehicle
59 is
passing through the structure 52. For the first sample taken by the sensor
45q, the sensor
45q corresponds to and samples region 531q through which the sensor's axis of
maximum reception 517 passes. For the next sample, the sensor 45q corresponds
to and
samples region 532q through which the sensor's axis of maximum reception 517
passes.
In addition, for the third sample, the sensor 45q corresponds to and samples
region 533q
through which the sensor's axis of maximum reception 517 passes, and for the
fourth
sample, the sensor 45q corresponds to and sainples the region 534q. Similarly,
the
sensor 45q corresponds to and samples regions 535q, 546q, and 537q,
respectively,
during the next three sampling periods.
[00160] The sensor 45r is configured similarly to the sensor 45q except that
sensor 45r is
positioned at a different z-location as compared to sensor 45r. Moreover, the
sensor 45r
is positioned such that it saniples regions 531r, 532r, 533r, 534r, 535r,
536r, and 537r,
respectively, during the seven sampling periods that occur after the vehicle
59 passes
through the structure 52. Note that the instant embodiment utilizes two
sensors 45q and
45r to sample the backside of the vehicle 59, but other numbers of sensors may
be so
used in other embodiments.
[00161] In addition, as illustrated by FIG. 31, the sensor 45q more directly
faces the
vertical portion of the vehicle backside as compared to sensors 45a-p. In
particular, the
axes of maximum reception of the sensors 45a-p are all substantially parallel
to the
surface of the vertical portion, which includes door 505, of the vehicle
backside. Thus,
the angles of incidence of such axes with respect to the vertical portion are
all close to
zero. However, as shown by FIG. 31, the angle of incidence of the axis of
maximum
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reception 517 of the sensor 45q is (90 -(3) relative to the vertical portion
of the vehicle
backside. Thus, if (3 is close to 45 degrees, then the angle of incidence of
the axis 517 is
close to 45 degrees. Moreover, since less ultrasonic energy, is normally
directed in a
direction parallel to a surface of a leak (e.g., in the y-direction in the
instant example),
then it is likely that more of the ultrasonic energy passing through leak 501
will be
directed toward sensor 45q as compared to sensors 45a-p possibly making it
easier to
detect the leak 501 via sensor 45q. Note that the orientation of sensor 45 may
also be
more direct for regions of the vehicle backside that are not substantially
vertical, such as
regions 521 and 522, depending on the slope of such regions:
[00162] Note that in selecting the placement and orientation (e.g., (3) of the
sensor 45q,
the distance between the vehicle 59 and the sensor 45q during testing should
be
considered. Moreover, a smaller (3 generally makes the orientation of the
sensor 45q
more direct with respect to at least the vertical portion of the vehicle
backside but also
undesirably increases the distance that such portion is from the sensor 45q
during
sampling. A larger (3 generally makes the orientation of the sensor 45q less
direct with
respect to the vertical portion of the vehicle backside but also desirably
decreases the
distance that such portion is from the sensor 45q during sampling. Thus, a
trade-off
between distance and directivity exists in selecting (3 in the instant
example. In at least
one embodiment, P is approximately 45 degrees, but other angles are possible
in other
embodiments.
[00163] In the instant example, the test manager 50 (FIG. 6) is configured to
detect
abnormal leaks in the backside of the vehicle 59 based on data from sensor 45q
and 45r
in a similar manner that the test manager 50 detects abnonnal leaks in other
areas of the
vehicle 59 based on data from sensors 45a-p. Thus, vehicle data 130 associates
a
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respective threshold for each of the sensors 45q and 45r on a per sample
basis. In this
regard, the threshold associated with a sensor 45q or 45r for a given sample
indicates the
expected sample value from the sensor 45q or 45r assuming that there is no
abnormal
lealc in the corresponding sampling region. Further, for each sampling period
occurring
after the vehicle 59 has passed througli the structure 52, the test manager 50
compares
each sample value to the associated threshold. If the sample value exceeds the
associated threshold, then the test manager 50 detects an abnormal leak. For
example, if
it is assumed that an abnormal leak exists at point 501 along seam 504, as
described
above, then the sample value from the sensor 45q for the fifth sample after
the vehicle
59 passes the structure 52 should be higher than the associated threshold for
this sensor
45q. As a result, the test manager 50 detects the abnormal leak in response to
a
determination that such sample value exceeds the associated threshold.
[00164] Tn the instant embodiment that uses sensors 45q and 45r, the sampling
of the
sensors 45a-45p may stop once the vehicle 59 passes through the structure 52
such that
the samples are not being performed by the sensors 45a-p while the sensors 45q
and 45r
are sampling the backside of the vehicle 59. In such an embodiment, however,
the
transmitter 33 within the vehicle 59 continues to transmit ultrasonic energy
until the
sampling of the backside of the vehicle 59 is complete. After this point, the
transmitter
33 maybe put to sleep, as described above.
[00165] If the vehicle 59 has a trunk separate from the vehicle's passenger
compartment,
one transmitter may be located in the passenger compartment and another
transmitter
may be located in the trunk. In such an embodiment, the transmitter in the
passenger
compartment may be put to sleep once the vehicle passes through the structure
52, and
the transmitter in the trunk may be put to sleep after sampling of the
backside of the
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vehicle 59 is complete. Various methodologies for controlling the sampling and
the
activation states of the transmitter or transmitters in the vehicle 59 are
possible.
[00166] FIG. 33 depicts an exemplary mounting arrangement for sensors 45q and
45r. In
this regard each sensor 45q and 45r is mounted on a mounting braclcet 555 that
is
attached to the structure 52. Further, each sensor 45q and 45r is positioned
between two
of the sensors 45a-p used to sample the vehicle 59 as it is passing through
the structure
52. In this regard, sensor 45q is positioned between sensors 45g and 45h, and
sensor 45r
is positioned between sensors 45i and 45j. As described above, each of the
sensors 45q
and 45r is oriented such that its axis of maximum reception intersects the
backside of the
vehicle 59 as the vehicle 59 is moving away from the structure 52. Various
other
mounting arrangements of the sensors 45q and 45r are possible in other
embodiments.
[00167] In some embodiments, it may be desirable to move some of the sensors
45 a-r.
For example, to put the sensors 45q and/or 45r in a better position for
sampling the
backside of the vehicle 59, the sensors 45q and/or 45r may be attached to one
or more
movable components, such as a movable or robotic arm, that move the sensors
45q
and/or 45r to a more desirable location or locations for sampling during
testing. For
example, once the vehicle 59 passes through the structure 52, the sensors 45q
and/or 45r
may be moved downward in the negative () y-direction. Before the next vehicle
is
passed through the structure 52, the sensors 45q and/or 45r may be returned to
their
respective initial positions so that the sensors 45q and/or 45r are not in the
path of this
next vehicle. It should be apparent to one of ordinary skill in the art, upon
reading this
disclosure, that various modifications. may be made to the system 30 without
departing
from the principles of the present disclosure.
[00168] It is well-known that ainbient noise can degrade the performance of an
ultrasonic
sensor. For a leak detection system 30, ambient noise can cause any one of the
sensors
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45a-r to falsely detect a leak. In this regard, for any given sample, it is
possible for
ambient noise to increase the amount of ultrasonic energy sensed by one of the
sensors
45a-r such that the sensor's corresponding threshold for the sample is
exceeded even
though there are no abnormal lealcs in the vehicle 59 being tested. Therefore,
the test
manager 50 may incorrectly detennine that an abnormal leak exists in the
vehicle 59. In
addition, due to ambient noise, the thresholds may be set higher than would
otherwise be
desired in an effort to prevent at least some false leak detections. However,
setting a
threshold higher may cause the test manager 50 to miss at least some abnormal
leaks. If
the effects of ambient noise could be nlitigated, then the thresholds could be
set lower
and/or the sensitivity of the sensors 45a-r could be increased to reduce the
likelihood of
missing at least some abnormal leaks.
[00169] In one embodiment of the present disclosure, the support structure 52
is
positioned within a noise reduction chamber that houses the support structure
52 and,
tllerefore, the sensors 45a-r and blocks at least some ambient noise from
reaching the
sensors 45a-r. Further, in one exemplary embodiment, an interior of the noise
reduction
chamber is lined with a material having good properties for absorbing acoustic
energy.
Thus, the amount of acoustic energy reflected by the interior of the chamber
is decreased
helping to reduce the amount of ambient noise within the chamber. In one
embodiment,
as will be described in more detail hereafter, the chamber forms a tunnel
under which
the vehicle 59 being tested may pass. Exemplary charnbers are described in
U.S.
Provisional Application No. 60/838,237, entitled "System and Metllod for
Detecting
Leaks in Sealed Compartments," and filed on August 17, 2006, which is
incorporated
herein by reference.
[00170] FIG. 35 depicts an exemplary noise reduction tunnel 250 that may be
used to
house the sensors 45a-r. A frame 251 of the exemplary tunnel 250 of FIG. 35 is
a
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generally rectangular structure, but other shapes for the tunne1250 are
possible in other
embodiments. In one exemplary embodiment, the walls of the frame 251 are
composed
of wood, but other types of materials, such as plastic, aluminum, or steel,
for example,
may be used.
[00171] The tunnel 250 has an opening 252 on one side, referred to herein as
the "front,"
and another opening 255 on an opposite side, referred to herein as the "back,"
as shown
by FIG. 36. In the exemplary embodiment shown by FIGS. 35 and 36, the opening
252
is covered by a pair of curtains 261 a.nd 262 hanging from a wall 263 of the
frame 251,
and the opening 255 is covered by a pair of curtains 271 and 272 hanging from
a wall
273 of the frame 251. For illustrative purposes, FIGS. 37 and 38 depict the
front and
back of the tunnel 250 with the curtains 261, 262, 271, and 272 removed.
[00172] The curtains 261 and 262 are attached to the wal1263 via a plurality
of couplers
282, such as bolts, screws, or the like, that pass through the curtains 261
and 262 and
into the wall 263 thereby securing the curtains 261 and 262 to the wall 263.
Similarly,
the curtains 271 and 272 are attached to the wal1273 via a plurality of
couplers 285,
such as bolts, screws, or the like,-that pass through the curtains 271 and 272
and into the
wall 273 thereby securing the curtains 271 and 272 to the wall 273. The
couplers 282
are inserted into a top end of the curtains 261 and 262, and the couplers 285
are similarly
inserted into a top end of the curtains 271 and 272. The other ends, including
side ends
and a bottom end, of the curtains 261, 262, 271, and 272 are not attached to
the walls
263 and 273. Thus, the curtains 261, 262, 271, and 272 do not prevent objects,
such as
vehicles, from passing through the openings 252 and 255.
[00173] Note that the instant embodiment has two curtains per opening 252 and
255. In
other embodiments, other numbers of curtain.s may be used. For example, a
single
curtain may be used to cover either of the openings 252 or 255. However, using
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multiple curtains per opening 252 and 255 allows an object to pass, to some
extent,
between the curtains possibly facilitating movement of the object through the
opening.
Note that the curtains 261, 262, 271, and 272 help to block at least some
ambient noise
from entering the openings 252 and 255. However, the curtains 261, 262, 271,
and 272
are unnecessary, and at least some embodiments of a tunnel 250 can be
implemented
without the curtains 261, 262, 271, and 272.
[00174] Each of the openings 252 and 255 is dimensioned such that the vehicle
59 being
tested by the system 30 can pass through the opening. Further, if tracks 132
are used to
move the vehicle 59 during testing, then the tracks 132 are positioned such
that the
vehicle 59 enters the tunnel 250 through one of the openings 252 or 255 and
exits the
tunnel 250 through the other opening. FIG. 39 depicts a vehicle 59 as it is
exiting
through the opening 252 in accordance with one exemplary embodiment.
[00175] In addition, the structure 52 is preferably positioned within and is
housed by the
tunnel 250, as shown by FIGS. 37, 38, and 40. Thus, while the vehicle 59 is
being
tested via the sensors 45a-r mounted on the structure 52, the vehicle 59, as
well as the
sensors 45a-r testing the vehicle 59, are within the tunnel 250. Accordingly,
the tunnel
250 shields the sensors 45a-r from at least some ambient noise. In this
regard, the walls
of tunnel 250 and the curtains 261, 262, 271, and 272 reflect at least some
ambient noise
and prevents such reflected noise from reaching the sensors 45a-r.
[00176] Note that the curtains 261, 262, 271, and 272 help shield the sensors
45a-r
during testing by preventing at least some ambient noise from entering through
the
housing openings 252 and 255. However, the curtains 261, 262, 271, and 272 do
not
prevent the vehicle 59 from passing thereby allowing each of the openings 252
and 255
to serve as a vehicle entrance or exit. In other embodiments, other types of
devices can
achieve the foregoing in lieu of the curtains 261, 262, 271, and 272. For
example, one
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or nlore movable doors (not shown) may be used to cover the openings 252
and/or 255.
Such a door could cover at least a portion of one of the openings 252 or 255
and be
moved automatically or manually from the opening when a vehicle 59 is to pass
through
such opening.
[00177] As shown by FIGS. 37, 38, and 41, a plurality of panels 299, referred
to as
"acoustic panels," are attached to and cover the inner surfaces of the frame
251. The
acoustic panels 299 are composed of a material, such as anechoic foam, with
good
properties for absorbing acoustic signals. Therefore, ambient noise within the
housing
251, to at least some extent, is absorbed by the acoustic panels 299 and
prevented from
interfering with the measurements performed by the sensors 45a-r. Thus, the
frame 251
prevents at least some ambient noise from entering the tunne1250, and the
acoustic
panels 299 absorb at least some ambient noise within the interior of the
tunne1250
thereby significantly reducing the amount of ambient noise detected by the
sensors
45a-r.
[00178] Note that at least some of the ambient noise absorbed by the panels
299 may be
emitted from the transmitters 33 within the vehicles 59 being tested. In this
regard,
energy escaping from a vehicle 59 being tested and directly received by any of
the
sensors 45a-r can be used to determine whether or not the vehicle 59 has any
abnormal
leaks, as described above. However, some of the energy escaping from the
vehicle 59
can reflect off of the interior walls of the tunnel 250 and be detected by one
of the
sensors 45a-r. Such reflected energy is generally unwanted and constitutes
noise. The
acoustic panels 299 help to limit the reflected energy by absorbing at least
some of the
energy that escapes from the vehicle 59 and is not directly received by one of
the sensors
45a-r.
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[00179] The acoustic panels 299 also increase the tunnel's effectiveness in
shielding the
sensors 45a-r. In this regard, depending on the acoustic characteristics of
the frame 251,
at least some acoustic energy can pass through the frame 251 and enter the
interior of the
tunnel 250. However, the acoustic panels 299 absorb at least some of this
energy ratller
than allowing it to reach the sensors 45a-r.
[00180] Moreover, to test a vehicle 59 in accordance with one exemplary
embodiment,
the tracks 132 move the vehicle 59 through the opening 255 (FIG. 36) and into
the
interior region of the tunnel 250. While in the tunnel 250, the vehicle 59 is
tested for
abnormal leaks based on measurements from the sensors 45a-r, as described
above,
while the tracks 132 are moving the vehicle 59 through the tunnel 250. Affter
completion of the samples that are used to test the vehicle 59, the tracks 132
continue to
move the vehicle 59 causing it eventually to exit the tunne1250 through the
opening 252
(FIG. 35). During the sampling, the tunnel 250 shields the sensors 45a-r from
ambient
noise that is external to the tunnel 250. The acoustic panels 299 on the
interior walls of
the tunnel 250 absorb at least some ambient noise within the tunne1250.
Accordingly,
better measurements having less noise can be taken by the sensors 45a-r.
[00181] To further mitigate the effects of ambient noise, each sensor 45a-r
may be
configured to detect noise occurrences and remove at least some of the
detected noise.
In this regard, a sensor 45a-r may be configured to measure the gradient of
signal
fluctuations and to detect a noise occurrence if the gradient exceeds a
specified
threshold. Thus, if a noise source causes a spike in the received signal, the
spike can be
detected and removed. Conventional sliding average filters are known to remove
noise
from signals in such a manner and may be implemented by the sensors 45a-r in
an effort
to reduce the effects of ambient noise. Moreover, the combination of using a
tunnel 250
to limit the amount of ambient noise that reaches the sensors 45a-r and a
filtering
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algorithm to remove at least some of the ambient noise that does reach the
sensors 45a-r
may be particularly effective in improving the signal quality and sensitivity
of the
sensors 45a-r.
[00182] FIG. 43 depicts an embodiment of a tunnel 250 having a different shape
as
compared to the tuiulel 250 depicted by FIG. 35. In this regard, the corners
of the
rectangular shape in FIG. 35 have been removed such that, as better
illustrated in FIG.
44, the outer perimeter of the tunne1250 has a shape similar to that of the
outer
perimeter of the structure 52 depicted in FIG. 2. Tlius, the tunne1250 has
angled sides
301, each of which extends from a horizontal top 302 to a respective vertical
side 303.
Further, referring to FIG. 44, the sensors 45a-r are attached to the frame 251
in lieu of a
separate structure 52 as is depicted in FIG. 41. Thus, the frame 52 is
unnecessary in the
embodiment depicted in FIG. 44.
[00183] In other embodiments, yet other shapes of the tunnel 250 are possible
250. For
example, it is possible for the tunne1250 to have a cross-sectional shape of a
semi-circle
or some other geometrical shape. In other embodiments, the tunne1250 may be
configured without front and back walls 273 and 263. For example, an
embodiment
may be similar to that shown FIG. 43 except that there are no walls 263 and
273 or
curtains 261, 262, 271, and 273. Thus, the tunne1250, in such an embodimeiit
would
comprise sides 301-303 only with the sensors 45a-r mounted on a.n interior of
the sides
301-303.
[00184] Moreover, having a shape with rounded corners or with the angled sides
301
instead of the rectangular corners shown by FIG. 41 facilitates positioning of
the sensors
45d-f and 45k-m closer to the vehicle 59 being tested. Indeed, by having a
cross-
sectional shape similar to that of the structure 52, the sensors 45a-r can be
positioned in
the same positions with respect to the vehicle 59 as in the embodiments in
which the
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sensors 45a-r are mounted on the structure 52. In addition, the dimensions of
the bars,
cords, or other coupling devices tliat connect the sensors 45a-r to the frame
251 can be
selected in order to position the sensors 45a-r in a desired manner. For
example, assume
that the sensor 45g is connected to the frame 251 via a bar 325, as depicted
by FIG. 44.
By selecting a longer length of the bar 325, the sensor 45g can be positioned
closer to
the vehicle 59 being tested, and by selecting a shorter length of the bar 325,
the sensor
45g can be positioned further from the vehicle 59 being tested. The positions
of the
otlier sensors 45a-r with respect to the vehicle 59 can be similarly
established based on
the lengths of the bars, cords, or other coupling devices that connect the
sensors 45a-r to
the frame 251.
[00185] The present disclosure has been described as employing ultrasonic
signals to
detect abnormal leaks in sealed compartments. However, using signals of other
frequency raiiges is also possible. In addition, the sensors 45a-r have been
described
herein as receiving energy emitted by a transmitter 33. However, it is
possible for
transmitters to be located on the outside of the vehicle 59 being tested and
for one or
more receivers to be located in the vehicle 59. For example, each of the
sensors 45a-r
desci7bed herein could be replaced by a transmitter transmitting ultrasonic
energy in a
different frequency range. For each sample, one or more receivers within the
vehicle 59
could detect the amount of ultrasonic energy within the frequency ranges used
by the
transmitters. If an abnormally high amount of ultrasonic energy within a
frequency
range transmitted by a particular transmitter is detected within the vehicle
59, then it
could be assumed that an abnormal leak exists in the region corresponding to
the
particular transmitter. In such an example, the overall testing methodology
could be
similar to those described above except that ultrasonic energy is directed at
the vehicle
59 by devices 45a-r rather than being received by the devices 45a-r. Various
other
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modifications to the system 30 would be apparent to one of ordinary skill in
the art upon
reading this disclosure.
[00186] FIG. 45 depicts an exemplary computer system 2400 that can be employed
in a
leak detection system 30 (FIG. 1). The computer system 2400 comprises a test
manager
2450, and substantially similar to the computer system 63 (FIG. 6), the test
manager
2450, along with its associated methodology, is implemented in software and
stored
within memory 2461 of the computer system 2400. In other embodiments, the test
manager 2450 can be implemented in hardware or a combination of hardware and
software. For brevity, each of the elements of the computer system 2400
operates
substantially similar to those elements depicted in FIG. 6 having like
reference
numerals.
[00187] Additionally, the memory 2461 further coinprises interface data 2405,
and the
sample data 146 conlprises a plurality of sample data sets 146a-146d, which
are
described further herein.
[00188] Similar to test manager 50 (FIG. 6), test manager 2450 determines
whether the
compartment 36 (FIG. 3) has any abnormal leaks and identifies a location of
each
- abnormal leak detected by the leak detection system 30 based upon the
ultrasonic
energy detected via the sensors 45a-p (FIG. 2). As further described herein,
the test
manager 2450 compares values indicative of the ultrasonic energy detected by
each of
the sensors 45a-p with threshold values of the vehicle's threshold profile.
[00189] In one embodiment of the leak detection system 30, the test manager
2450 is
configured to display, via the user output device 79, a graphical user
interface (GUI)
2500, such as is depicted in FIG. 46, defined by the interface data 2405. The
GUI
2500 is described in more detail with reference to FIG. 46.
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[00190] In addition, the test manager 2450 is further configured to store a
plurality of
sample data sets 146a-146d. In this regard, each sample data set 146a-146d
represents
the sample values from each of the sensors 45a-p (FIG. 2) stored by the test
manager
2450 during the testing process for a single vehicle. Thus, FIG. 45 depicts
memory
2461 as storing sample data sets 146a-146d for four vehicles. Note that
storing
sample data sets 146a-146d for four vehicles is for exemplary purposes, and
other
numbers of sample data sets may be stored in other embodiinents of the
computer
system 2400.
[00191] With regard to FIG. 46, GUI 2500 comprises exemplary vehicle
representation
windows 2501-2504 illustrating various vehicle images 2525-2528 that maybe
representative of a vehicle that is currently under test by the leak detection
system 30
(FIG. 1). Note that images 2525 and 2528 depict exemplary opposing side views
of
the vehicle under test, and images 2526 and 2527 each depict a top view of the
vehicle
under test. However, different views of the vehicle exhibited in the windows
2501-
2504 may be used in other embodiments, and the views illustrated are for
exemplary
purposes only.
[00192] Note that the representation windows 2501-2504 may display any type of
illustration that depicts the various views of the vehicle under test. In this
regard, the
representations may be digital images of the actual vehicle or line drawings
of the
vehicle, for example. Further note that the image does not necessarily
correspond to
the model of the vehicle currently under test. In other embodiments, different
GUIs
are correlated with the VIN or model number/type of the vehicle being tested.
[00193] In one exemplary embodiment, the interface data 2405 defines a
plurality of
GUIs and each GUI is associated with a different vehicle model: Further, the
vehicle
images defined by each GUI appear similar to the associated vehicle model.
When the
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results of a test for a vehicle of a particular type are to be displayed, the
GUI
associated with the model type of the tested vehicle is used to display the
test results.
As described above, the model type can be determined from the vehicle's VIN.
Thus,
when the test results of a vehicle are displayed, the displayed vehicle images
appear
similar to the tested vehicle. As an example, vehicle images 2525-2528 in
windows
2501-2504 may be used when the results are being displayed for an SLTV. A
different
set of images may be displayed when the results of tests performed for a
different type
of vehicle are displayed.
[00194] Furthermore, a text box 2509 may display a vehicle identification
number
(VIN) associated with the vehicle that is currently under test and illustrated
via the
representation windows 2501-2504. hi addition, a text box 2508 may display a
VIN
associated with a vehicle that is going to be tested via the leak detection
system 30
after the vehicle associated with the VIN displayed in text box 2509.
[00195] The GUI 2500 further comprises a plurality of graphical tables 2505-
2508
having segmented regions 2512 for indicating an ultrasonic sample value from a
respective one of the sensors 45a-p. In this regard, each graphical table 2505-
2508
comprises a plurality of rows 2560-2575 corresponding to a plurality of
respective
sequential samples performed by the sensors 45 a-p (FIG. 2) as a vehicle 59
(FIG. 2)
travels through the structure 52 (FIG. 2). Furthermore, each graphical table
2505-
2508 comprises a plurality of columns a-p corresponding to the plurality of
sensors
45a-p. Note that each region 2512 is associated with at least one threshold
value as
depicted in the threshold profile in FIG. 16. In addition, each of the regions
2512
corresponds to a physical location of the vehicle. Each region corresponds to
the
physical location that the region appears to cover in the vehicle image. For
example,
region 2514 appears to cover a portion of the depicted vehicle close to the
bottom,
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middle of the front, driver-side window, and region 2514, therefore,
corresponds to
such region of the vehicle. In addition, each region 2412 includes an
indicator, such
as a value, indicating the level of ultrasonic energy measured by the
corresponding
sensor 45a-p.
[00196] For example, region 2514 in window 2501 exhibits a "46," which is a
value
indicative of ultrasonic energy detected by sensor 45d (FIG. 2) as the portion
of the
vehicle 59 that appears to be covered by the region 2514 passes through the
structure
52. The test manager 2450 (FIG. 45) compares such a value, e.g., "46," with a
value
in the threshold profile, e.g., the profile depicted in FIG. 16, corresponding
to the
make and/or model of the vehicle 59 being tested.
[00197] Therefore, wllile a vehicle 59 is under test, as described herein, the
test
manager 2450 determines whether the energy detected by one of the sensors 45a-
p
(FIG. 2) exceeds an associated threshold defined by a threshold profile
selected for the
particular vehicle under test. Further, in one embodiment of the GUI 2500, the
test
manager 2450 may display an indicator (not shown) within one of the regions
2512
indicating whether the corresponding portion of the vehicle under test passed
the
testing preformed by the leak detection system 30. In this regard, if the
vehicle likely
contains an abnormal leak (e.g., an associated threshold defined by the
threshold
profile is exceeded indicating that a leak may exist in or close to such
portion), then
the test manager 2450 may highlight that particular region 2512 corresponding
with
the leak. Thus, by simply looking at the display, a user can readily discern
which
vehicle regions likely contain or are close to leaks.
[00198] For example, in window 2501, the vehicle under test may have a leak on
a
portion of the vehicle corresponding to region 2514 (e.g., close to the
bottom, middle
of the front, driver-side window). Thus, the test manager 2450 may highlight
entry
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2514 to indicate to a user (not shown) viewing the windows 2501-2504 that
there may
be a lealc associated with that portion of the vehicle under test
corresponding to the
highlighted entry 2514. In addition, the test manager 2450 may highlight other
entries
2515 and 2516 surrounding the entry 2514 that similarly indicate elevated
ultrasonic
energy emissions relative to the thresl-iold profile selected for the vehicle
under test.
[00199] The test manager 2450 may indicate increased ultrasonic energy above
the
profile thresholds by highlighting regions 2512 in the tables 2505-2508, as
described
herein. In this regard, the test manager 2450 may fill regions 2512 with a
particular
color, e.g., red, if the energy detected exceeds a particular first threshold.
Furthermore, the test manager 2450 may fill other entries 2512 witli a
different color,
e.g., green, to indicate a particular second threshold or another color; e.g.,
yellow to
indicate a third threshold.
[00200] For example, in various embodiments described above, the threshold
profile is
described as associating a threshold for each sample value. If the sample
value
exceeds the associated threshold, then a detection of an abnormal leak is
made.
However, in other embodiments, each sample value may be associated with a
plurality
of thresholds, and the output provided by the system 30 may indicate whether
each of
the thresholds is exceeded. As an example, assume that sensor 45d corresponds
to
region 2514 for a particular sample. The sample value from sensor 45d could be
compared to two associated thresholds. If the value exceeds only the lower
threshold,
then the test manager 2450 may highlight region 2514 of window 2501 by
coloring
this region 2514 yellow. If both thresholds are exceeded, then the test
manager 2450
may highlight region 2514 of window 2501 by coloring this region red. If
neither of
the thresholds are exceeded, then the test manager 2450 may refrain from
highlighting
the region 2514 or may highlight the region a different color, such as green.
Thus, the
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region 2514 is color coded to indicate an extent of ultrasonic energy
detection for the
corresponding physical region of the vehicle being tested. In addition to or
in lieu of
the color highlighting, a value (e.g., the corresponding sample value or the
difference
between the corresponding sample value and its associated threshold)
indicative of the
extent of ultrasonic energy detected for the corresponding physical region may
be
included in the region 2514. Various other techniques for indicating the
extent of
ultrasonic energy detection for each sample are possible in other embodiments.
[00201] As described herein, as a plurality of vehicles are tested, for
example on a
manufacturing line, the test manager 2450 defines and stores sample data 146
(FIG: 6)
- associated with each vehicle that is tested by the leak detection system 30.
FIG. 47
depicts an exemplary system 2600 comprising the leak detection system 30 (FIG.
1)
and a data storage and access system 2602.
[00202] In such a system 2600, the sample data 146 comprises the sample data
sets
146a-146d, as described with reference to FIG. 45. Each sample data set 146a-
146d
comprises data resulting from a leak test and corresponding to a particular
vehicle that
has been tested by the leak detection system 30. Each sample data set 146a-
146d
comprises, in particular, data (e.g., sample values and/or differences between
sample
values and associated thresholds of the selected threshold profile) indicative
of the
ultrasonic energy detected by the leak detection system 30 corresponding to
physical
locations on the corresponding vehicle that has been tested.
[00203] For example, each sample data set 146a-146d may include the vehicle
identifier of the corresponding vehicle and the sample values measured by the
sensors
45a-p (FIG. 2) for each of the samples during the test of the vehicle. In
another
embodiment, each sample data set 146a-146d may include the vehicle identifier
and
the difference between each sample value and the associated threshold used to
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determine whether the sample value is excessive. Moreover, any sample data set
146a-146d may be analyzed to assess the sealing characteristics of the
identified
vehicle and, in particular, to estimate the approximate amount of leakage for
different
portions of the vehicle.
[00204] The data storage and access system 2602 further comprises interface
logic
2603 and a database 2620, each resident in meinory 2604. Note that the
interface
logic 2603 may be implemented in software, hardware, or a combination thereof.
The
test manager 2450 transinits sample data sets 146a-146d periodically to the
data
storage and access system 2602. The test manager 2450 may transmit the data
sets
146a-146d over a network (not shown in FIG. 47). In other embodiments, the
data
sets 146a-146d may be uploaded to the data storage and access device 2602 via
other
techniques. Upon receipt of the data sets 146a-146d, the interface logic 2603
stores
received sample data sets 146a-146d in the database 2620. In this regard, the
database
2620 comprises a plurality of VINs corresponding to sample data sets 146a-146d
that
may be searched via the interface logic 2603. In other embodiments, the data
sets
146a-146d may be stored in other types of memory.
[00205] FIG. 48 depicts an exemplary system 2700 comprising a plurality of end-
user
sites 2701-2702 and a plurality of manufacturing sites 2703-2704. The sites
2701-
2704 communicate via the network 2712. In addition, the system 2700 comprises
a
computing device 2705 that also communicates via the network 2712. The network
2712 can comprise the public switched telephone network (PSTN), the Internet,
or
some other type of network.
[00206] The computing device 2705 comprises the data storage and access system
2602, such as is depicted in FIG. 47. Thus, when vehicles (not shown) are
manufactured at the manufacturing sites 2703-2704, sample data sets 146a-146d
(FIG.
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47) corresponding to each vehicle manufactured are stored at the manufacturing
sites
2703-2704. In addition, such satnple data sets 146a-146d corresponding to each
vehicle manufactured are stored on the data storage and access system 2602. In
such
an example, the test manager 2450 may store the sample data sets 146a-146d
locally
and/or transmit the sample data sets 146a-146d to the computing device 2705
via
network 2712 or otherwise.
[00207] Note that two manufacturing sites 2703-2704 are shown for exenlplary
purposes. Other numbers of manufacturing sites in other embodiments are
possible.
Furthermore, each manufacturing site 2703-2704 is preferably communicatively
coupled to the network 2712 so that sample data sets 146a-146d may be
transferred to
the data storage and access device 2602. However, transferring the data sets
146a-
146d to the device 2602 via other techniques is also possible.
[00208] The computing device 2705 may be, for example, a web server. Such
device
2705 may make the contents of the data storage and access system 2602
available via
a web site accessible by a web identifier, e.g., an hypertext transfer
protocol (HTTP)
identifier. As another example, the computing device 2705 may be a secure
server,
and the data storage and access system 2602 may only provide contents of the
database 2620 (FIG. 47) in response to secure transaction requests.
[00209] As an example, the end-user sites 2701-2702 may each comprise a data
access
system 2715. For example, the data access system 2715 may comprise a personal
computer (PC) located at the end-user site 2601-2602. The end-user site 2601-
2602
may be, for example, an automobile dealership.
[00210} In such an example, a customer (not shown) of the automobile
dealership may
bring a previously purchased vehicle to the dealership. The customer may
complain
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of a leakage problem, e.g., there is wind noise in the compartment of the
vehicle or
there is a water leak in the compartment of the vehicle.
[00211] A user of the data access system 2715 may then retrieve data
corresponding to
the previously purcliased vellicle from the data storage and access system
2602. FIG.
49 depicts an exemplary embodiment of the data access system 2715. The
exeinplary
system 2715 depicted by FIG. 49 comprises at least one conventional processing
element 2752, such as a digital signal processor (DSP) or a central processing
unit
(CPU}, that communicates to and drives the other elements within the system
2715 via a
local interface 2759, which can include one or more buses. Furthermore, a user
input
device 2763, for example, a keyb.oard or a mouse, can be used to input data
from a user
of the system 63, and a user output device 2779, for example, a printer or
nionitor, can
be used to output data to the user. In addition, a network interface 2779
enables
communication with the network 2712 (FIG. 48).
[00212] The system 2715 also comprises memory 2788 having a web browser 2791
stored therein. Using the web browser 2791, the user may log onto the data
storage
and access system 2602 through the interface logic 2603. In such an example,
the
interface logic 2603 may comprise a gateway or other front-end processor that
provides a secure interface for controlling access to the database 2620.
[00213] In this regard, the user may transmit a usemame and password to the
interface
logic 2603, for example. The user may then enter a unique identifier, e.g.,
aVIN,
corresponding to the vehicle for which the user desires to retrieve
information
corresponding to the vehicle leak test previously performed at the
manufacturing sites
2703-2704. The interface logic 2603 may then search the database 2620 using
the
entered unique identifier, retrieve the sample data set 146a-146d
corresponding to the
entered unique identifier, and transmit the corresponding sample data set 146a-
146d to
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the end-user site 2702-2703 for viewing by the user. Such data may be used by
the
user to pinpoint or at least narrow down the location possibilities associated
with the
leak about which the customer is complaining.
[00214] FIG. 50 depicts exemplary architecture and functionality of the system
2600
depicted in FIG. 47.
[00215] As indicated by block 2800, the leak detection system 30 (FIG. 1)
tests a
vehicle to determine whether the vehicle is exhibiting any abnormal leakage.
The leak
detection system 30 stores sample data sets 146a-146d (FIG. 46) indicative of
the
results of the testing in block 2801.
[00216] As indicated by block 2802, the data storage and access system 2602
(FIG. 47)
receives a request from a user to retrieve a sample data set 146a-146d (FIG.
47)
corresponding to a particular VIN. Such data may be stored locally with
reference to
the leak detection system 30, or the sample data set 146a-146d may be stored
on a
remote device, e.g., the computing device 2705 (FIG. 47).
[00217] As indicated by block 2803, the data storage and access system 2602
may
retrieve the sample data set 146a-146d associated with the particular VIN
number in
response to the request. As indicated by block 2804, the data storage and
access
system 2602 then transmits the retrieved sample data set 146a-146d to the
requesting
user.
F002181 The user may then generate a printed report embodying the retrieved
sample
data set 146a-146d, including a report exhibiting a graphic substantially
similar to the
GUI 2500 as depicted in FIG. 46. In this regard, the user may use the
generated report
to identify the location on the previously purchased vehicle that may have a
leak.
Alternatively, the user may display a GUI similar to the GUI 2500 (FIG. 46) to
aid in
the identification of the location of a leak on the recently purchased
vehicle.
71
