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`system, the insulator should be implemented using the type of shrink tubing that is
`
`supplied with an adhesive inner liner. In order to provide for ease of installation and
`
`removal of the metal contact pin, the insulator should extend 1/2 to % inch along the
`
`length of the flexible insulated wire. The insulator 916 on each of the metal pins
`
`918 may be permanently marked with an easily recognizable identifier to indicate
`
`either a) the target system signal to which the metal contact pin should be connected
`
`or b) the input on the data recorder to which the metal contact pin is attached. The
`
`identifier may be protected from abrasion by installing an additional, transparent
`
`insulator over the identifier. Ease of use may also be enhanced by attaching or
`
`210
`
`fixing a duplicate of the identifier on the flexible insulated wire at a location on the
`
`flexible insulated wire that is close to protective jacket 914.
`
`The present system will be utilized by selecting the appropriate terminal on
`
`the appropriate vehicular connector, and then inserting the corresponding metal
`
`contact pin 918 alongside the vehicular wire attached to the terminal and into the
`
`body of the vehicular connector, through any existing integral rubber seal, such that
`
`the uninsulated section of the metal contact pin 918 is inserted between the plastic
`
`connector housing and the metal terminal to which the vehicular wire is attached.
`
`Due to the design of modern motor vehicle connectors and the design of the
`
`metal contact pins 918 of the present system, when the metal contact pin is inserted
`
`through the integral rubber seal and between the plastic connector housing and the
`
`vehicular wire terminal, sufficient pressure will be exerted between the vehicular
`
`wire terminal and the metal contact pin so as to ensure a good electrical connection,
`
`and so as to provide sufficient friction to retain the metal contact pin within the
`
`plastic connector housing and in contact with the vehicular wire terminal until such
`
`time as the metal contact pin is intentionally removed from the plastic connector
`
`15
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`20
`
`25
`
`housing.
`
`FIG. 16 illustrates a second embodiment of a universal breakout cable that
`
`further consists of a multi-pin in—line connector 922, which connects by means of a
`
`short, flexible, multi-conductor cable 920 to the connector 910 which mates with the
`
`30
`
`data recorder. The in-line connector 922 provides an interface to an appropriate and
`
`desired electronic sensor, including but not limited to a pressure sensor for the
`
`purpose of monitoring vehicular fuel pressure, by means of a sensor cable.
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`FIG. 21 is a schematic diagram illustrating the design of one embodiment of a
`
`sensor cable, which consists of an appropriate multi-pin in-line connector 1032 for
`
`mating with in-line connector 922, whereby the in-line connector 922 provides
`
`power and ground to an attached sensor, through connecting wires 1034 and an
`
`appropriate sensor connector 1030, while also providing a path to connect the sensor
`
`output to a desired input to the data recorder. Connector 1032 contains a built—in
`
`wire jumper 1024 that acts to connect a digital input on the data recorder to ground,
`
`indicating that a sensor is actually present.
`
`FIG. 22 is a schematic diagram illustrating the design of an optional and
`
`alternative “auxiliary data probe”, constructed without the built~in jumper, that can
`
`be connected to in-line connector 922 when an electronic sensor is not in use. The
`
`auxiliaiy data probe consists of a flexible, insulated wire 1034 (similar to 912), a
`
`probe pin 1036 (similar to metal contact pin 918), and an insulator (similar to 916),
`
`with the insulated wire, metal contact pin, and insulator attached to an appropriate
`
`multi-pin in-line connector 1032 to mate with the in-line connector 922. The
`
`auxiliary data probe can be connected to a signal of the user’s choice.
`
`FIG. 20 is a schematic diagram illustrating the basic concept of a custom
`
`breakout cable for use in connecting a vehicular data recorder to specific electrical
`
`signals within a specific group of motor vehicles. The custom breakout cable
`
`comprises one or more Breakout Cable connector plug(s) 1012 that connect to one
`
`or more computer connector(s) 1004 in place of corresponding vehicle wiring
`
`hamess connector(s) 1006 within a motor vehicle, one or more Breakout Cable
`
`jack(s) 1010 to which the corresponding vehicle wiring harness connector(s) are
`
`connected, a group of feedthrough wires 1014, one or more add-on instrument
`
`connector(s) 1018 which connect to the vehicular data recorder, a group of probe
`
`wires 1016 which couple the add-on instrument connector(s) to the Breakout Cable
`
`connector plug(s), one or more auxiliary connector(s) 1022, and one or more
`
`group(s) of auxiliary interconnect wires 1026 which couple the auxiliary
`
`connector(s) to the add-on instrument connector(s).
`
`Electrical signals by which a vehicle on-board computer 1000 controls
`
`actuators and receives data from sensors within a vehicle control system 1002 are
`
`normally coupled through the computer connector(s) 1004 and attached mating
`
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`vehicle harness connector(s) 1006. The current system is implemented by removing
`the mating vehicle harness connector(s) from the computer connector(s) 1004,
`
`attaching the appropriate Breakout Cable connector plug(s) 1012 to the computer
`
`connector(s), and attaching the mating vehicle harness connector(s) to the
`
`appropriate Breakout Cable connector jack(s). The coupling of all electrical signals
`
`between the computer connector(s) 1004 and attached mating vehicle harness
`
`connector(s) 1006 is accomplished by the feedthrough Wires connecting the
`
`corresponding terminals on the Breakout Cable connector plug(s) and the Breakout
`
`Cable connector jack(s), so that vehicle operation is unimpeded. Probe wires 1016
`
`are attached to the feedthrough wires 1014 that couple to electrical signals of
`
`interest, with the probe wires attaching to appropriate terminals on one or more add-
`
`on instrument connector(s) 1018, such that the electrical signals of interest are
`
`coupled to the vehicular data recorder. Multiple add-on instrument connectors allow
`
`for flexibility in the use of the current system; for example, engine-related signals
`
`can be coupled to one connector while transmission-related signals are coupled to a
`
`second connector. Where appropriate, an electrical signal coupled through an
`
`individual feedthrough wire 1014 can be coupled to more than one of the add-on
`
`instrument connectors (some examples are: battery voltage, ground, switched
`
`ignition).
`
`One or more appropriate and desired electronic sensors, including but not
`
`limited to pressure sensors for the purpose of monitoring vehicular fuel pressure or
`
`Vehicular transmission pressures, can be coupled to add-on instrument connector
`
`1018 by means of one or more auxiliary connector(s) 1022 and appropriate auxiliary
`
`interconnect wires 1026.
`
`A first embodiment of a custom breakout cable of the present system, for use
`
`in connecting a vehicular data recorder to late-model OBDII-equipped General
`
`Motors (GM) automobiles, will be described in conjunction with FIG. 23 through
`
`FIG. 27. FIG. 23 depicts a method of attaching flexible, insulated wires 912 to a
`
`GM OBDII header 930 (Which is constructed with 160 pin-type contacts) which has
`
`been assembled with special straight pins rather than the standard right—angle pins
`
`with which the OBD II header is customarily supplied to General Motors for use in
`
`vehicular computers.
`
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`The flexible, insulated wires are installed into two (2) GM OBDII cable
`connectors 932 (which are each constructed with 80 socket—type contacts, such that
`
`two of these connectors are required). Wires that are designated as feed-through
`
`wires (1014 on FIG. 20) are routed away from the GM OBDII cable connectors 932
`
`in one direction, while wires that are designated as probe wires (1016 on FIG. 20)
`
`are routed away in the other direction. Note that all contacts in the GM OBDII cable
`
`connectors 932 contain a wire 912 that is designated as a feed-through wire, and that
`
`more than one wire 912 is installed in any contact containing a wire 912 that is
`
`designated as a probe wire. Subsequent to the installation of the flexible, insulated
`
`wires into the cable connectors 932, the cable connectors are plugged onto the back
`
`of the GM OBDII header as shown in FIG. 24. FIG. 25 depicts the connector
`
`assembly of FIG. 24 with the addition ofprotective jackets 914 on the bundles of
`
`wires that are now attached to the connector assembly. FIG. 26 depicts the
`
`connector assembly of FIG. 25 enclosed within a protective covering, which can
`
`consist of a sheet metal box, plastic box, or epoxy encapsulant 934.
`
`FIG. 27 illustrates a completed embodiment of a custom Breakout Cable
`
`according to aspects of the present system. The flexible, insulated wires 912 and
`
`protective jackets 914 incorporated in a connector assembly as depicted in FIG. 26
`
`are of sufficient length so as to extend approximately 18 inches from the GM OBDII
`
`header 930 and sheet metal box, plastic box, or epoxy encapsulant 934. The
`
`flexible, insulated wires which are designated as feed—through wires (1014 on FIG.
`
`20) are coupled to GM OBDII cable connectors 932 in a one-to-one correspondence
`
`that provides a connection from pin 1 on header 930 to pin 1 on cable connector 932,
`
`a connection from pin 2 on the header to pin 2 on the cable connector, etc.
`
`The flexible, insulated wires which are designated as probe wires (1016 on
`
`FIG. 20) are coupled to two separate connectors 910 that individually connect to the
`
`vehicular data recorder. As detailed above, each of the connectors 910 can attach to
`
`shared and to unique electrical signals present at GM OBDII header 932, in order
`
`that different vehicular activity may be recorded by the vehicular data recorder. One
`
`connector 91 0 further attaches by means of a short, flexible, multi—conductor cable
`
`920 to a multi-pin in—line connector 922, whereby an appropriate and desired
`
`electronic sensor may be connected to the vehicular data recorder.
`
`10
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`-42-
`
`FIG. 28 illustrates a second embodiment of a custom breakout cable of the
`present system, similar to the first embodiment, wherein both vehicular data recorder
`
`connectors 910 are coupled to multi-pin in-line connectors 922, allowing for
`
`additional use of appropriate and desired add-on electronic sensors. As desired,
`
`additional multi-pin in-line connectors 922 can be added, allowing the use of
`
`additional add-on electronic sensors, when the add-on electronic device to which
`
`connector 91 O attaches is configured to facilitate the use of the additional add-on
`
`electronic sensors.
`
`A third embodiment of a custom breakout cable of the present system, also for
`
`use in connecting a vehicular data recorder to late—model OBDII—equipped General
`
`Motors (GM) automobiles, will be described in conjunction with FIG. 29 through
`
`FIG. 34. FIG. 29 depicts a custom manufactured male/female metal contact 936,
`
`consisting of a pin at one end and a socket at the other end, wherein the pin and
`
`socket are dimensionally similar to the pins and sockets employed in the OBDII
`
`connectors that are used in the OBDII-equipped automobiles. The custom
`
`manufactured male/female metal contact is formed with a through—hole located near
`
`its center, providing a means whereby a flexible insulated wire 912 may be attached
`
`to the male/female metal contact, typically by means of solder.
`
`FIG. 30 depicts two (2) views of a custom plastic connector housing 938, with
`
`a cutaway view depicting a group of male/female metal contacts 936 installed. The
`
`plastic connector housing is constructed such that the side which houses the socket
`
`side of male/female metal contact 936 will effectively mate with a GM OBDII
`
`header 930 that is integral to an automotive computer, whereas the side which
`
`houses the pin side of the male/female contact will effectively mate with a GM
`
`OBDII cable connector 932 that is integral to an automotive wiring harness. As
`
`illustrated in FIG. 30, custom plastic connector housing 938 is designed such that a
`
`raised channel 940 is provided on each side of the connector housing, for the
`
`purpose of allowing the installation of probe wires within the plastic connector
`
`housing.
`
`FIG. 31 is a cutaway view of plastic connector housing 938 which depicts the
`
`installation of flexible insulated wires 912 into several male/female metal contacts
`
`936, to serve as probe wires connecting targeted electrical signals within the plastic
`
`10
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`connector housing to the vehicular data recorder. FIG. 32 depicts an assembled
`
`breakout connector 942, comprising custom plastic connector housing 938, installed
`
`male/female metal contacts 936, and installed flexible insulated wires 912 which
`
`exit raised channel 940 at one end of the plastic connector housing. Alternative
`
`designs would provide for the flexible insulated wires to exit the raised charmel at
`
`both ends of the plastic connector housing, or at another point along the length of the
`
`raised channel. FIG. 33 depicts a side view of the assembled breakout connector
`
`942 with flexible insulated wires 912 exiting from raised channels 940 on both sides
`
`of the breakout connector. An alternative design could provide for a raised channel
`
`10
`
`940 on only one side of custom plastic connector housing 93 8, in the event that this
`
`would improve ease—of—use.
`
`FIG. 34 illustrates a completed third embodiment of a custom Breakout Cable
`
`according to the present system, which is functionally equivalent to the second
`
`embodiment illustrated in FIG. 28. The third embodiment utilizes custom breakout
`
`15
`
`connectors 942 in place of the GM OBDH header 930, the GM OBDII cable
`
`connectors 932, and the flexible insulated feed—through wires 912 connecting the
`
`header 930 and the cable connectors 932 in the second embodiment.
`
`In accordance with principles of the present system, there are numerous other
`
`techniques that can be employed in fabricating custom breakout connectors and
`
`20
`
`cable assemblies, which are applicable to virtually any and all connector systems
`
`employed in motor vehicles and other types of machine control systems. One such
`
`technique will be described in conjunction with FIG. 35 through FIG. 38. FIG. 35
`depicts a set of typical automotive mating connectors. A cable connector 946, which
`contains socket—type contacts intended for attachment to the individual wires within
`
`25
`
`a motor vehicle wiring harness, is designed to mate with a computer header 944,
`
`which contains right—angle pin-type contacts and is intended for attachment to a pc
`
`board within a motor vehicle computer. Matching sets of the cable connectors and
`
`the computer headers can be wired together as illustrated in FIG. 36, using short
`
`lengths of flexible insulated wire 912, with socket #1 of the cable connector attached
`
`30
`
`to pin #1 of the computer header, socket #2 of the cable connector attached to pin #2
`
`of the computer header, etc., to form a feed—through connector which can be
`
`installed between a vehicular cable connector and its mating header on the vehicular
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`computer. FIG. 37 illustrates the attachment of additional flexible insulated wires
`912 to desired header contacts, to serve as probe wires connecting the corresponding
`electrical signals on the header contacts to a vehicular data recorder,
`onnector. FIG. 38 depicts the connector assembly of FIG. 37
`which can consist of a sheet metal box, plastic
`
`custom breakout c
`
`thus forming a
`
`5
`
`10
`
`enclosed within a protective covering,
`box, or epoxy encapsulant 934.
`h FIG.
`Another techniqu
`e will be described in conjunction with FIG. 39 throug
`angle socket contacts 950, designed to mate with
`41. FIG. 39 depicts a set ofright-
`the pin contacts in computer header 944, and used to convert cable connector 946
`into a right—angle pc mounted connector. FIG. 40 illustrates the n'ght—angle socket
`contacts installed in the cable connector, with the combination thereof attached to a
`printed circuit board 952. Computer header 944 is also attached to the printed
`circuit board, with copper traces on the printed circuit board acting to connect pin #1
`ofthe computer header to socket #1 ofthe cable connector and pin #2 ofthe
`computer header to socket #2 ofthe cable connector, etc., to form a feed-through
`connector which can be installed between a vehicular cable connector and its mating
`header on the vehicular computer.
`Flexible insulated wires 912 are further attached to the printed circuit board,
`in such a way as to be in contact with the copper traces that are connected to desired
`contacts on the computer header, to serve as probe wires connecting the
`ponding electrical signals on the header contacts to a vehicular data recorder,
`rming a custom breakout connector. FIG. 41 depicts the connector assembly
`ofFIG. 40 enclosed within a protective covering, which can consist of a sheet metal
`box, plastic box, or epoxy encapsulant 934.
`onnectors constructed using these and other techniques can be
`Breakout c
`G. 34,
`incorporated into breakout cable systems similar to that illustrated in F1
`stom breakout cables for any desired motor vehicle or machine
`thereby producing cu
`ative embodiments, the breakout cable systems described
`control system. In altem
`ing a feed—through device
`above can be used with other accessories. In addition to be
`as described above, an active device which changes one of the data signals can be
`used with the breakout cable systems described above. For example, the breakout
`
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`cable system can be used to connect an automotive vehicle thefi alarm or car-starter
`
`device to the electronics of the vehicle.
`The present system is not limited to short-duration data recording such as is
`appropriate for pinpointing intermittent failures, but may be employed for longer
`term data recording and analysis. For example, some jurisdictions within the United
`States have implemented motor vehicle inspection programs in which the vehicle is
`put through a driving regimen which simulates a variety of driving conditions. In
`the event that the vehicle emissions exceed permitted levels during the course of the
`test sequence, trained service technicians must diagnose and correct the cause of the
`failure. An embodiment of the present system could be optimized for single—event,
`longer term recording, so as to provide a record of the entire driving test. This
`record could then be extracted and displayed, allowing a trained service technician
`
`10
`
`to observe all pertinent system activity as it occurred during the test sequence,
`
`providing a valuable tool in diagnosing the cause of a failure.
`An embodiment of the present system could be adapted for use in boats and
`
`15
`
`ships, for use in monitoring and recording electrical signal activity Within any
`computerized control system which is experiencing intermittent anomalies. In
`addition to the computerized control of engine operation, boats and ships typically
`contain computerized navigation systems. The computerized navigation systems
`comprise multiple sensors and actuators and are subject to the same types of
`intermittent anomalies as other computer-controlled machine systems. As in motor
`vehicles, the present system will facilitate the timely and accurate identification of
`sources of intermittent anomalies within any of the electrical systems comprising a
`
`20
`
`boat or ship.
`An embodiment of the present system could be adapted for use in
`
`25
`
`monitoring and recording electiical signal activity within an aircraft that is
`experiencing intermittent anomalies. A key and complex computerized system
`within a modern aircraft is the “auto-pilot”, which frequently controls many of the
`
`routine maneuvers and steady—state flight functions of the aircrafi. The auto—pilot
`
`30
`
`system is subject to the same types of intermittent anomalies as other computer-
`controlled machine systems, anomalies which can cause sudden and severe altitude
`changes, banking maneuvers, and other unexpected aircraft movement that can be
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`unnerving and life-threatening. Complicating efforts to identify the source of an
`intermittent anomaly within an aircraft is the fact that key electronic systems are
`frequently located in parts of the aircraft that are inaccessible during flight (e.g., in
`the tail section). Identification and repair of intermittent anomalies within aircraft
`electronic systems has typically been accomplished in much the same manner that
`has been employed in motor vehicles, which consists of replacing system
`components until the problem ceases to occur. The present system facilitates timely
`and accurate identification of the sources of intermittent anomalies within aircraft
`electrical systems, thus contributing to increased comfort and safety of air travel and
`
`reduced aircraft maintenance costs.
`The present system is not limited to use as a data recording device, but may
`be employed as part of a real-time or quasi real-time monitor and display device,
`similar in function to a multi-channel oscilloscope. The digital data that is generated
`by the analog-to—digital conversion process can be transferred through the high-
`speed communications port 138 to an external computer 150 for immediate display,
`rather than transferred to a data storage subsystem 136. This would allow the user to
`observe system activity as it occurs rather than at a later time, providing another
`valuable tool to the service technician, especially as a means to verify that reliable
`connection to desired signals has been achieved and that the correct signals are being
`probed when using wire-piercing probes or a universal breakout cable. In the event
`that a market need is identified, a further embodiment of the present system could be
`adapted to transfer the digital data simultaneously to the high-speed communications
`port and to the data storage subsystem, providing a means to store the system
`activity as it is presented for real-time viewing on the external computer.
`The present system is not limited to use in motor vehicles, ships, aircraft, and
`photocopiers, but may be employed to monitor and record electrical signal activity
`in other types of computerized machine control systems. For example, modern
`HVAC systems, which contain one or more control computers with associated
`sensors and actuators, frequently experience short-term intermittent failures which
`are difficult to identify and correct. With appropriate signal probes and / or feed-
`through connectors, the present system can be deployed to monitor and record
`electrical activity within HVAC control systems and within other computerized
`
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`equipment and machinery. Appropriate trigger events could be determined and
`implemented, as well as a user trigger device and visual indicator(s) appropriate to
`
`the particular application.
`As the foregoing discussion demonstrates, numerous modifications,
`
`5
`
`substitutions and equivalents will now occur to those skilled in the art, all of which
`
`fall within the spirit a.nd scope contemplated by the present system.
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`CLAIMS
`
`5
`
`10
`
`15
`
`1.
`
`A system for diagnosing failures in a computer—controlled machine, the
`machine having a controller and an event node, with an interconnect system
`disposed between the controller and the event node for exchanging event data,
`
`the system comprising:
`an event data recorder coupled to the interconnect system for
`
`selectively storing event data.
`
`2.
`
`3.
`
`4.
`
`5.
`
`The system of claim 1, wherein the event data recorder stores event data of the
`
`machine for later analysis.
`
`The system of claim 1, wherein the event node includes at least one actuator,
`
`sensor, or indicator.
`
`The system of claim 1, wherein the machine is an automotive vehicle.
`
`The system of claim 4, wherein:
`the event data recorder stores data generated by a component of the
`
`automotive vehicle; and
`the event data recorder is directly connected to the event node.
`
`6.
`
`The system of claim 4, wherein the event data recorder stores event data which
`
`20
`
`is not monitored by the controller.
`
`7.
`
`8.
`
`The system of claim 4, wherein the event data recorder is triggered to store the
`
`event data by a user input.
`
`The system of claim 7, wherein the user actuates an actuator to initiate storing
`
`25
`
`of the event data.
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`The system of claim 8, wherein the actuator is mounted within reach of an
`
`operator of the vehicle.
`
`The system of claim 8, wherein the actuator is coupled to a wire—less
`
`transmitter that communicates with the event data recorder.
`
`The system of claim 1, wherein the event data recorder includes an onboard
`
`power source.
`
`The system of claim 4, wherein the event data recorder is triggered to store the
`
`event data by a stall of an engine of the vehicle.
`
`The system of claim 4, wherein the event data recorder is triggered to store the
`
`event data by a shut-down of a Vehicular control system.
`
`The system of claim 4, wherein the event data recorder is triggered to store the
`
`event data by an alarm indication.
`
`The system of claim 1, further comprising a feedback system to provide
`
`information to a user of the event data recorder.
`
`The system of claim 15, wherein the provided information indicates that the
`
`event data recorder is storing the event data.
`
`The system of claim 15, wherein the provided information is conveyed by an
`
`indicator lamp of the machine.
`
`10.
`
`ll.
`
`12.
`
`13.
`
`14.
`
`15.
`
`16.
`
`17.
`
`10
`
`15
`
`20
`
`18.
`
`The system of claim 15, wherein the provided information indicates an
`
`operating state of the event recorder.
`
`19.
`
`The system of claim 1, wherein the event data recorder includes at least one
`
`circuit board shock-mounted to a housing of the event data recorder.
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`20.
`
`The system of claim 1, further comprising a cabling device that connects the
`
`event data recorder to at least one electrical system of the machine.
`
`21.
`
`The system of claim 20, wherein the cabling device connects to the electrical
`
`system without damaging any existing electrical wiring.
`
`5
`
`22.
`
`The system of claim 21, wherein the cabling device includes a plurality of
`
`contact pins connected to a plurality of wires for inserting into electrical
`
`connection points of the machine.
`
`23.
`
`The system of claim 20, wherein the cabling device includes a multi-pin in-
`
`line connector to provide an interface to an electronic sensor of the machine.
`
`10
`
`24.
`
`The system of claim 23, wherein the sensor is a temporarily installed sensor.
`
`25.
`
`The system of claim 20, wherein the cabling device is particularly adapted for
`
`the machine.
`
`26.
`
`The system of claim 25, wherein the cabling device comprises:
`
`at least one connector plug that connects to a computer of the machine;
`
`15
`
`at least one cable jack that connects to at least one actuator or sensor of
`
`the machine;
`
`a plurality of feedthrough wires that connect the connector plug and
`
`cable jack; and
`
`at least one instrument connector that connects at least one the
`
`20
`
`feedthrough wires to the event data recorder.
`
`27.
`
`The system of claim 26, further comprising an auxiliary connector that
`
`connects to the instrument connector.
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`28.
`
`The system of claim 1, further comprising a display device able to be coupled
`
`to the event data recorder to access the event data stored in the event data
`
`rec order.
`
`29.
`
`A. system for use with an automotive vehicle to facilitate determining the
`
`cause of an intermittent failure, comprising:
`
`a processor that controls operation of an event data recorder;
`
`a recording device that receives real time event data from the vehicle
`
`and stores the same for later analysis; and
`
`a wire-less transmitter including an actuator that, when actuated by a
`
`user, initiates storing of the event data.
`
`The system of claim 29, wherein the recording device stores a predetermined
`
`amount of real—time data upon initiation of the event data recorder.
`
`The system of claim 29, wherein the recording device stores the contents of a
`
`continuous loop of event data.
`
`The system of claim 29, wherein the event data recorder includes a power
`
`source such that the event data recorder can function without any external
`
`power.
`
`10
`
`15
`
`30.
`
`31.
`
`32.
`
`20
`
`33.
`
`The system of claim 29, wherein the event data recorder is triggered to store
`
`the event data by a stall of an engine of the vehicle.
`
`34.
`
`35.
`
`The system of claim 29, wherein the event data recorder is triggered to store
`
`the event data by a shut—down of a vehicular control system.
`
`The system of claim 29, wherein the event data recorder is triggered to store
`
`25
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`the event data by an alarm indication.
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`36.
`
`37.
`
`38.
`
`39.
`
`40.
`
`41.
`
`42.
`
`The system of claim 29, further comprising a feedback system to provide
`
`information to a user of the event data recorder.
`
`The system of claim 36, wherein the provided information indicates that the
`
`event data recorder is storing the event data.
`
`The system of claim 36, wherein the provided information is conveyed by an
`
`indicator lamp of the machine.
`
`The system of claim 36, wherein the provided information indicates an
`
`operating state of the event recorder.
`
`The system of claim 29, wherein the event data recorder includes at least one
`
`circuit board shock—mounted to a housing of the event data recorder.
`
`The system of claim 29, further comprising a cabling device that connects the
`
`event data recorder to at least one electrical system of the machine.
`
`The system of claim 41, wherein the cabling device connects to the electrical
`
`system without damaging any existing electrical wiring.
`
`10
`
`15
`
`43.
`
`The system of claim 42, wherein the cabling device includes a plurality of
`
`contact pins connected to a plurality of wires for inserting into electrical
`
`connection points of the machine.
`
`44.
`
`The system of claim 41, wherein the cabling device includes a multi—pin in-
`
`line connector to provide an interface to an electronic sensor of the machine.
`
`20
`
`45.
`
`The system of claim 44, wherein the sensor is a temporarily installed sensor.
`
`46.
`
`The system of claim 41, wherein the cabling device is particularly adapted for
`
`the machine.
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`10
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`15
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`20
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`47.
`
`The system of claim 46, wherein the cabling device comprises:
`
`at least one connector plug that connects to a computer of the machine;
`
`at least one cable jack that connects to at least one actuator or sensor of
`
`the machine;
`
`a plurality of feedthrough wires that connect the connector plug and
`
`cable jack; and
`
`at least one instrument connector that connects at least one the
`
`feedthrough wires to the event data recorder.
`
`48.
`
`49.
`
`50.
`
`The system of claim 47, further comprising an auxiliary connector that
`
`connects to the instrument connector.
`
`The system of claim 29, further comprising a display device able to be coupled
`
`to the event data recorder to access the event data stored in the event data
`
`recorder.
`
`A method for diagnosing failures in a computer-controlled machine, the
`
`machine having a controller and an event node, with an interconnect system
`
`disposed between the controller and the event node for exchanging event data,
`
`the method comprising:
`
`coupling an event data recorder to the interconnect system; and
`
`storing real time data from the machine.
`
`51.
`
`The method of claim 50, finther comprising storing the event data of an
`
`automotive vehicle for later analysis.
`
`25
`
`52.
`
`The method of claim 50, wherein the event node includes at least one actuator,
`
`sensor, or indicator, further comprising connecting the event data recorder
`
`directly to the event node.
`
`53.
`
`The method of claim 50, further comprising. triggering the event data recorder
`
`to store the event data by a user input.
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`54.
`
`55.
`
`56.
`
`57.
`
`58.
`
`59.
`
`60.
`
`The method of claim 53, further comprising triggering the event data recorder
`
`with a wire—less transmitter that communicates with the event data recorder.
`
`The method of claim 53, further comprisi