-A
`
`T k Engineering
`Resource For
`Achran~ing MObility
`
`400 COMMONWEALTH DRIVE WARRENDALE, PA 15096
`
`TruckIMobile Equipment Performance .-: . 7 -/., *.;.
`Monitoring Management Information
`Systems (MIS)
`LeRoy G. Hagenbuch
`Philippi-Hagenbuch
`
`,
`
`International Off-Highway & Powerplant
`Congress and Exposition
`Miiwaukee, Wisconsin
`September 8-1 1, 1986
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 1
`
`

`
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`Copyright 0 1986 Society d Automotive Engineers. Inc.
`
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`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 2
`
`

`
`TruckIMobile Equipment Performance
`Monitoring Management Information
`Systems (MIS)
`LeRoy G. Hagenbuch
`Philippi-Hagenbuch
`
`ABSTRACT
`
`Performance
`Equipment
`Truck/Mobile
`Monitoring is a vital part of every mining
`operation. Performance Monitoring identifies
`current performance baselines for use in
`analyzing, refining, and improving equipment
`performance levels. Further, to be meaningful,
`equipment monitoring requires real time data
`collection. Equipment Performance Monitoring
`is the key to building a Management Information
`System leading to Computer Integrated Mining.
`
`Can management be of a higher quality
`than the data upon which it is based? Is there
`a relationship between the effectiveness of
`management and the integrity of the information
`is uses to formulate its decisions?
`
`You bet your bottom dollar there is!
`
`Without doubt, where "management" is
`maximized, information "integrity" has been
`maximized. But how is this accomplished? All
`successful, complex organizations now have a
`Management Information
`System (MIS) to
`gather, compile, and distribute the information
`that
`described
`organizational
`affairs.
`Corporate success is then based on MIS
`success: the complete, accurate, and timely
`flow of appropriate, definitive information."**
`
`*GIGO
`
`*Babel
`
`Garbage In Garbage Out
`
`The Tower of Babel
`
`TRUCK/MOBILE EQUIPMENT PERFORMANCE MONITORING
`
`MANAGEMENT INFORMATION SYSTEMS (MIS)
`
`Corporate Integration
`
`YOUR CHOICE!
`
`truck/equipment
`Typical
`monitoring/management syst-take
`many factors.
`Appropriately one might ask, why implement
`a truck/equipment monitoring/management system?
`
`performance
`into account
`
`THE NEED:
`
`"You Choose:
`
`GIGO
`
`Babel
`
`Corporate Integration
`
`** Harry Burke, "Field of View," Automatic I.D.
`News, May 1986, pp. 28-31.
`
`Whether equipment owners choose to admit
`it or not, truck/mobile equipment monitoring
`does exist in every operation. (Fig 1) It
`is just that in some operations it is more
`formalized than others.
`
`01 48-71 91/86/0908-1249$02.50
`Copyright 1986 Society of Automotive Engineers, Inc.
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 3
`
`

`
`Computer 1 ntegra ted Mining
`The OBOAS System Approach
`
`Mlne Slmulatlon
`Syrtem
`
`Real Vehlcle/Eau$ment
`Performance ~ o h l t o r
`Syrlem
`
`Dlrpatch/Productlon
`Monltorlng Syrtem
`
`Equipment Management
`(I Equipment
`
`\I/ ~alntenance Syrtem
`
`Flnanclal Management,
`Accountlng 6 Flnanclal
`Reporting Syrtem
`
`Truck/mobile equipment monitoring is there
`whether equipment owners choose to legitimize-
`formalize it or not.
`This being the case, accepting and
`equipment
`that truck/mobile
`recognizing
`monitoring is going to occur one way or
`another, how does one implement good-valid
`truck/mobile equipment monitoring?
`
`THE CONCEPT:
`
`The what, when, and where of equipment
`monitoring. What is being monitored, when are
`the results available, and where is the
`information/output obtained.
`
`The what of equipment
`
`monitoring:
`
`Equipment monitoring primarily takes two
`forms: vital signs monitoring and performance
`monitoring. Consider a runner running a race,
`his vital signs are his blood pressure, pulse,
`temperature, rate of respiration, etc., while
`his performance is his time at the quarter
`mile, half mile, and finish line.
`monitors
`Vital
`signs
`monitoring
`components, i.e. what is happening to the items
`being monitored?
`Performance monitoring (normally) monitors
`the whole, i.e. what the item being monitored
`does?
`Typically, truck/mobile equipment items
`that can be vital signs monitored are:
`
`1. Engine Criticals
`
`2. Hydraulic System
`Criticals
`a. Hydraulic
`a. Oil Pressure
`b. Water Temperature
`Pressure
`c. Exhaust Temperature b. Hydraulic Oil
`Temperature
`d. Etc.
`c. Etc.
`
`3. Drive Train Criticals
`a. Wheel/Motor
`Current Draw
`b. Wheel/Motor
`Temperature
`c. Etc.
`
`Numerous other items are also capable of
`being monitored, in fact, for every component
`on a vehicle there are corresponding vital
`signs that can be monitored.
`monitoring,
`Equipment
`performance
`(nominally) equipment performance as a whole
`versus individual components; what
`the
`equipment does and when the equipment is a
`truck, some items considered are:
`
`1. Equipment Logding, Amount Being Hauled
`2. Equipment Use/Abuse (is the equipment
`being operated in a proper manner in
`accordance with mine parameters and
`manufacturer's guidelines)
`3. Equipment Tracking
`4. Equipment ,&cle,-Times
`5. Equipment Utilization
`
`The Equipment Monitoring Chain. First
`monitor vital signslperf ormance signs then
`process the data obtained so that action
`initiation can take place reacting to the
`results of the monitoring process, i.e.
`monitor, process the results, and initiate
`action accordingly.
`Truck/mobile equipment monitoring system
`building blocks are hardware and software.
`Truck/mobile equipment hardware breaks
`down into three categories:
`
`Input Devices
`- Analog
`- Digital
`
`Processor
`- Analog
`- Digital
`
`Output Devices
`- Display
`- Digital (numeric)
`- Alpha/numeric
`- Video
`- Printer
`- Data storage
`Devices
`- Real time data
`output devices
`
`Truck/mobile equipment monitoring system
`software interrogates the input devices,
`directs the processing of the date obtained
`from the input devices, and consequently
`formulates and initiates data output.
`Vital signs monitoring while normally
`guarding against premature component failures,
`fails to address equipment performance.
`In today's competitive world, improved
`equipment performance/utilization is where the
`returns are at; with improved equipment
`performance flowing directly to an operation's
`bottomline profitability.
`Equipment Performance is improvable as
`monitoring identifies current performance
`baselines for use in analyzing, refining, and
`improving equipment performance levels. After
`all if you don't know where you're at, how can
`you determine if you are maintaining status
`quo, improving, or worse, falling off, i.e. to
`go anyplace you have to know where you are at,
`with
`Equipment
`Performance
`Monitoring
`establishing both where you are at and where
`you are going.
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 4
`
`

`
`THE IMPLEMENTATION:
`
`The balance of this paper is directed to
`equipment performance monitoring and the
`implementation of truck performance monitoring;
`specifically in a mining environment and how
`this performance monitoring can lead to
`integrated
`Mine
`Management
`Information
`Systems and Computer Integrated Mining.
`
`Basic Truck Performance Monitoring
`Hardware Items
`
`- Loadlweighing sensors
`- Transmission/vehicle direction monitor F-N-R
`- Dump switch
`- Vehicle control number statuslkeypad
`- Microprocessor with built in display and
`battery back-up clock
`
`~oadlweighing sensors and why weigh
`trucks? Trucks are weighed because it is
`central to truck performance monitoring.
`Trucking is material haulage. And, optimum
`truck ~tilization/~erformance is basic to
`efficientlprofitable mining operation. The
`basic definition of work is: to move "X"
`amount of material from point A to point B over
`"Y" amount of time. (A basic trucking
`operation definition.)
`Further, with 170 ton capacity mining
`trucks costing $750,000 to $850,000, 35 ton
`trucks aL $225,00 to $250,00, and 85 ton
`trucks at $400,00 to $500,00 it becomes very
`important, considering the owning operating
`cost of these trucks, to operate these
`mining trucks at optimum utilization within
`performance parameters. (Fig 2 & 3)
`
`Providing the point is made for the need
`to weigh trucks, how can an on board truck
`weighing system be installed? Separating a
`truck into discrete components: 1) running
`gear, front axle and rear axle, 2) the truck
`frame, and 3) the truck body. These are
`the areas at which a truck can be weighed.
`(Fig 4, THE VARIOUS POINTS AT WHICH
`A TRUCK CAN BE WEIGHED
`
`LOAD S E N S O R T -
`
`/PINS
`
`SUSPENSION
`
`TRANSDUCER
`
`, TRANSDUCER
`
`+UP 6 DOWN
`
`The running Rear: it is possible to
`attach strain gauges to the running gear or in
`the running gear mounting pins, however, these
`strain gauges are very susceptible to damage
`and do require ongoing calibration. Further
`as the rear axle, in particular, oscillates
`its relative position to the truck frame
`changes throwing meaningful load weighing way
`out of wack. (Fig 5)
`
`The area between the running gear and the
`frame: various devices can be utilized
`between the running gear and the truck frame.
`Nominally, pressure transducers in the running
`gear suspension cylinders, provided the truck
`has an air over oil type of suspension.
`However, with internal friction in the
`suspension cylinders and because of the fact
`that the rear axle moves sideways and fore to
`aft as it oscillates up and down, this method
`provides only a relative indication of load,
`i.e. somewhere in the area of +/- 20% of load.
`(Fig 6 & 7)
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 5
`
`

`
`good truck weighing system. Looking at a cut
`away of this unique load sensor, the load
`sensor consists of 1) a base plate, 2) hose
`assembly with fluid in it, and 3) a cap channel
`with contact plate on the bottom of this cap
`channel; this contact plate resting on the
`hose. (Fig 8)
`
`R A T E
`
`HOSE A S S Y . 7 /
`
`B A Y PLATE ASSXJ-
`
`In an end view of this load sensor
`assembly, note that the hose has a very small
`amount of fluid in it and that the load sensor
`height is 314" to an 1 1/8" minimum. (Fig 9)
`CAP CHANNEL
`AREA
`[HOSE W/ OIL
`
`FRAME
`But how does a load sensor, a hose with a
`little bit of fluid in it at an accuracy of
`+/- 2% of total load, support a 170 ton
`load?* Consider a 170 ton load and a 30 ton
`body (a total load of 400,000 lbs.) on the load
`sensors. * LeRoy G. Hagenbuch, "Development of
`Unique Load Sensors for On-Board Truck Weighing
`Systems," Sensors Expo '86, North American
`Technology, Inc.
`
`The truck frame: it is possible to
`attach strain gauges to the truck frame;
`however, these strain gauges do require on
`going
`calibration-recalibration from the
`nature of the strain gauges themselves and from
`the standpoint of the truck frame working, i.e.
`as the frame works (is operated in a
`dynamic condition) and is racked side to
`side, front to rear, the truck frame tends
`to (over time) perceptibly work harden. As
`such, the same load will not always produce
`the same relative strain in the truck frame.
`The body pivot and hoist cylinders: yes,
`strain gauges can be put in the body pivot pins
`and combined with either pressure transducers
`in the hydraulic hoist cylinder circuit or
`strain gauges in the hoist cylinder mounting
`pins. However, this method requires that the
`body be lifted off the truck frame to take a
`weight measurement which
`precludes the
`possibility of weighing the load dynamically--
`as the truck is being loaded and/or operated--
`plus the continuing nemesis of on going strain
`gauge calibration-recalibration problems.
`The area between the frame and the body:
`yes, it is possible in lieu of frame pads or
`sill plates to put load sensors in this area.
`Yes, this is a method that we recommend, with
`unique
`load
`sensors
`being
`installed
`accordingly. An OBDAS Load Sensor the key to a
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 6
`
`

`
`With a load sensor length of 112" and a
`load sensor width of 12" - 1344 square inches
`results. Taking this 1344 square inches times
`two (left and right side of the truck), times a
`typical 150 lbs. per square inch load sensor
`hose pressure 403,200 lbs. results. (Fig 10)
`Thus, with very nominal pressure in the hose it
`is possible to carry very substantial loads.
`
`Body P i W
`Pin Afler
`Moden
`
`-
`
`P i d Mount Assy Y-'
`
`In a basic truck performance monitoring
`system, other inputs added to the OBDAS on
`board weighing sensors are: a gear directional
`monitor, body dump switch, -and keypad with
`basic system outputs being a digital display
`and printer. (Fig 13)
`
`340,000 Ib. LOAD
`+ 60,000 Ib. BODY
`400.000 Ib.
`TO BE CUIRAD ON
`LOAD SENSOR
`
`112'
`112.
`M 4 .+Lr
`
`I344 ¶q. h.
`1 2
`.HO wl.
`403.200 lb.
`
`..
`
`A load sensor assembly on a 140 - 170 ton
`class vehicle from the side of the truck with
`the body down. (Fig 11)
`
`Putting load sensors between the frame of
`the truck and the truck body, in lieu of frame
`pads, works at its optimum when the bodyfframe
`pivot mount ~:l:.lizes a floating body hinge pin
`concept. In Lieu of the flsating body hinge
`pin concept, strain gauges can be installed in
`the body hinge pins, however, this procedure
`defeats the calibration ease of the load sensor
`weighing systen as (nominally) used with a
`floating hinge pin.
`To overcome the problem associated with a
`fixed body hinge pin, the fixed hinge pin can
`be modified by removing a crescent shaped piece
`of material from the top of the hinge pin over
`the hinge pin length that goes through the
`frame pivot area. This approach converts
`fixed hinged pin mounted bodies to floating
`hinge pin mounted bodies and is done very
`successfully. (Fig 12)
`
`Basic Truck Performance Monitoring
`Input Devices are:
`- ~oadlweighing Sensors for weighing the load
`on the truck (analog input)
`
`- A ~ransmission/Truck Direction Monitor,
`F-N-R, (digital input)
`
`- Dump Switch for indicating when the truck
`dumps (digital input)
`
`- A Truck Control Number ~tatusl~eypad for
`inputting truck status operatinglnot
`operating, material being hauled, etc.
`(digital input)
`
`Taking only these four inputs: load
`sensor, dump switch, F-N-R monitor, and keypad
`what output is obtained from a basic
`truck performance monitoring system?
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 7
`
`

`
`The processor monitors and initiates output as:
`
`1. Operator number changes
`2. Body dumps
`3. Gear direction changes
`4. Truck starts
`
`1) As the truck is started, data is output as
`to date and time truck started, truck
`number, and operator number.
`
`As gear directional changes occur, the
`various haul cycle segments are broken out,
`including time to load, travel time to dump
`area, time to dump, and travel time to
`loading area. For every gear directional
`change, the tonnage on the truck at time of
`gear directional change, the direction the
`truck was going, and how long it was going
`in that direction is/can be output. (A
`continuous time and motion, weighing
`study . )
`
`Tons
`
`Gear Direction
`
`Time
`
`3) When the body is dumped, output generated
`is how many tons were hauled in the load
`and the time it has taken from dump to dump
`to haul this load.
`
`4) An operator number change outputs:
`
`1. Operator number (New and Old)
`2. Time of operator number change
`3. Number of loads hauled by previous
`operator
`4. .Total tonnage hauled by previous
`operator
`5. Average load hauled
`6. Average haul cycle time
`7. Total time truck was under previous
`operator's control
`
`Thus, basic output from a truck monitoring
`system with only four inputs: load/weighing
`sensors, transmission-directional monitor, dump
`switch, and operator keypad. (Fig 14)
`
`Additionally, there are several optional
`enhancements that can occur to this basic
`truck performance monitoring system. What
`are these enhancements?
`These advanced/enhanced truck performance
`monitoring systems options are divided into
`three groups.
`
`1. No additional input/outputs required
`(manipulates existing data)
`2 . Additional output devices are required
`(existing data output in different
`forms)
`3. Additional input devices required
`(collects further data to be output)
`
`ADVANCED TRUCK PERFORMANCE MONITORING
`SYSTEM OPTIONS
`GROUP 1
`
`No Additional Inputs or Outputs Required
`
`Group One, Advanced Truck Performance
`Monitoring System Options
`include the
`f 01 lowing :
`
`1. Loading Equipment Analysis, i.e. size
`of each bucket going into a truck,
`time from first bucket to second
`bucket, from first bucket to last
`bucket, etc.
`2. Monitoring of haul back as to any
`material carried back with an
`appropriate signal as to when truck
`bed cleaning might be required.
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 8
`
`

`
`3. Haul road condition monitoring, where
`in addition to the total load being
`carried on the truck, load spikes or
`load peaks as a truck moves down a
`haul road (dynamic loading of the load
`sensors) are recorded.
`
`ADVANCED TRUCK PERFORMANCE MONITORING
`SYSTEM OPTIONS
`GROUP 2
`
`Require Additional Output Devices
`
`Group Two, Advanced Truck Performance
`Monitoring System Options are options requiring
`some additional output devices, still working,
`however, with the same basic four input
`devices. (Fig 15) These additional output
`devices and corresponding outputs are:
`
`Load Monitor Lights, a bank of five
`(5) load indicator lights placed on
`the outside of the truck to provide
`feedback to a shovel runner or
`loader operator as to truck load
`status. This bank of five lights
`consists of a green light, three
`yellow lights, and one red light.
`As a truck is loaded, average bucket
`size being loaded is determined by the
`performance monitoring system. The
`green light is lit as long as full
`buckets are required, with the bottom
`yellow light coming on once only 314
`of a bucket is required, the middle
`yellow light if only 112 a bucket, or
`the top yellow light if only 114 of
`any average bucket is required to
`complete the load. As soon as
`measured tonnage equals or exceeds the
`programmed truck load, preprogrammed
`in the microprocessor, the red light
`is lit telling the loader operator or
`shovel runner the truck is loaded.
`
`2. Weight Distribution Monitors
`
`a. Side to Side Load Imbalance
`Monitor with an-qudio alarm for
`alerting the truck driver of any
`potentially unsafe off center,
`side to side loading, again as
`programmed into the
`microprocessor.
`
`b. Fore to Aft Loading Monitor Lights
`indicting load balance on the
`truck (front to rear) and giving
`the loader/shovel operator
`feedback as to proper load
`placement for correct front to
`rear truck loading.
`
`E-AFT
`mdALANCE
`
`LOAD
`
`EYPAD
`
`E d
`
`SENSOR
`ASSEMBLES
`ADVANCED TRUCK PERFORMANCE MONITORING
`SYSTEM OPTIONS
`GROUP 3
`
`Require Additional Input Devices
`
`Group Three, Advanced Truck Performance
`Monitoring System Options are options requiring
`additional input devices to provide some very
`substantive output. (Fig 16) These input
`devices and corresponding outputs are:
`
`1. Dump Cylinder Pressure Sensor
`installed in the dump or hoist
`cylinder hydraulic circuit to provide
`a very definitive analysis of front
`axlelrear axle loading with the
`microprocessor outputting data as to
`empirical axle weight loading.
`
`2. Distance ~ensor/~dometer outputting
`both total travel distance and
`distance traveled in each truck
`directional segment. This distance
`sensor also yields two other truck
`performance outputs:
`
`a. tire tone mile per hour analysis,
`i.e. load X distance / time,
`output for each haul cycle
`segment, each haul cycle, each
`hour, each period the truck is
`under a different operator/control
`number, etc.
`b. a body up monitor for indicating
`if a truck has been driven any
`measurable distance, over a
`preprogrammed limit, with the body
`up identifying situations creating
`unnecessary body pivot mount
`strain as is often incurred when
`driving a truck with the body up.
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 9
`
`

`
`3. Inclinometer (slope transducer)
`
`a. indicating at what angle the truck
`is being operated at/driven on
`
`b. in conjunction with the odometer
`outputting a haul road plot or
`profile
`
`4. Compass. A compass in conjunction
`with the odometer allows remote
`truck tracking as it leaves known
`discrete points in the haul cycle,
`i.e. loading site, dump site, ready
`line, etc.
`
`5. Fuel Sensor. Providing an indication
`of fuel consumption through each
`segment of the haul cycle and/or each
`period truck is under a different
`operator/control number (not presently
`implemented/to be implemented in the
`future).
`
`Equipment Monitoring Chain, once we monitor in
`what time frame do we want to process the
`results and initiate act ton, on a historical
`basis; on a real time basis?
`Historical monitoring is a recordation,
`recording what happens for later review. Real
`time monitoring means having that same
`information to review almost as it occurs so
`real time control is achievable.
`In mining, it is nice to know after the
`Working Faces have been surveyed every month,
`how much material hasxpeen moved; but wouldn't
`this same information be more meaningful by
`week, by shift, or by class of vehicle as
`production occurs?
`Real time monitoring inplies real time or
`near instantaneous data down load. ( ~ i g 17)
`Real time monitor<pa r_equires that the on
`board equipment performance monitoring system
`be linked through an on-line wireless data link
`to a central control computer. With this--
`real time vehicle performance monitoring--
`potentially inputting to a total equipment
`management system.
`
`I hrr-rn
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`
`TRUCK~MOBILE EQUIPMENT
`PERFORMANCE
`MONITORING AS IT LEADS TO A MINE MANAGEMENT
`INFORMATION SYSTEM
`
`Obviously, the need for data storage in
`addition to a paper tape exists with a
`basic truck performance monitoring system.
`The Advanced Truck
`Performance Monitoring
`System further spawns a mine management
`information system and accentuates the need
`for data storage -- data processing devices.
`
`The when of equipment monitoring:
`
`In considering data storage devices, it is
`important to understand the difference between
`historical monitoring and real time (near
`instantaneous) monitoring.
`Considering the
`
`Data Output Forms
`
`1 . Historical (On Board) Data Output
`a. Printer
`b. Cassette Tape
`c. Non-Volatile Memory Pack
`Internal w/Cassette Tape
`d. Non-Volatile Memory Pack
`(External)
`
`2 . Real Time (Base Station) Data Output
`a. Radio Telemetry down loading to a
`central control computer
`b. Infra Red Telemetry down loading to a
`central control computer (quasi-real
`time)
`
`-
`
`Yes, it is possible to use on board data
`output devices (printer, cassette tape, or
`bubble memory) to store data for later
`processing, however, none of these devices
`allow for remote real time data collection
`and review. Meaningful equipment monitoring
`requires real time remote data monitoring
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 10
`
`

`
`output hardware either in addition to or in
`lieu of display, printer and on board data
`storage devices. Thus, on-line wireless data
`link down load capabilities with radio or
`infra red real time remote data monitoring
`telemetry. ( ~ i g 18)
`OPTIONAL DATA OUTPUT,
`
`hardware
`monitoring
`This real time
`consists of wireless data links
`with
`transceivers on each vehicle and a central base
`station transceiver for receiving data from
`the equipment and for down loading this data
`to the central control computer. ( ~ i ~
`19)
`WIRELESS DATA LINKS
`(Preferred Approach)
`
`Typically, when one is going to spend the
`money for any on board data storage device, it
`is wise in lieu of this device to spend a
`little more money for real time remote
`monitoring telemetry hardware, allowing for a
`meaningful Mine Management Information System.
`
`REAL TIME REMOTE DATA MONITORING HARDWARE
`
`3 Wireless Data Link - with transceivers
`on vehicle and at the central control
`computer
`- Radio Frequency (RF) Data Links
`--polled data collection
`--packet- swiehing data
`collection
`- Infra Red (IR) Data Links
`* Base Station
`- Computer
`- Communications Controller
`..
`(optional)
`OPTIONAL * Vehicle/Equipment Signpest (Address
`
`Code)
`Data Link IR or RF
`- IR Limited Range Data Links
`Preferred
`- RF Data Link Characteristics
`Limited Capabilities
`
`Wireless data llnks arc typically of two
`different types--Radio Frequency (RF) and Infra
`Red (IR).
`Radio Frequency (RF) wireless data links
`typically have a range similar to any two way
`radio. RF data links, however, require data
`transmission control. There are two basic RF
`data transmission control methods:
`
`1. Polled data collection system wherein
`the base station transceiver
`sequentially calls or polls each of
`the equipment transceivers
`1-2-3-4-5. .. with a data transfer of
`any stored data occurring (equipment
`to base station or vice versa as each
`polled connection takes place). This
`polling process takes place quite
`rapidly and depending on the amount of
`data to be transferred occurs at the
`rate of 5 to 10 equipment polls
`(connections) per second.
`
`Packet switching data collection
`wherein as data is generated by any
`particular piece of equipment or by
`the base station, the transmission
`frequency is checked for cl~nr by the
`sending transceiver and if so, that
`particular transceiver sends its data
`out in a burst or packet to be
`received by whichever transceiver the
`data is addressed to. This system
`works fine as long as data streams are
`relatively short. (Long data streams
`from individual pieces cf equipment
`can tend to monopolize the
`transmitting frequency tying the
`entire data collection system into
`somewhat of a knot.)
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 11
`
`

`
`Infra Red (IR) wireless data links are a
`quasi real time data link, as IR is of a
`very limited range. 200 to 600 feet typically
`and is basically limited to line of sight.
`When using IR or inf ra , red data links,
`equipment has to come within range of the
`receiving
`transceiver
`before a
`data
`transmission can take place (200 to 600
`typically).
`As such, equipment can be out of
`contact with the central base station for
`periods of time before coming within range of
`an IR transceiver, thus quasi real time.
`WIRELESS DATA LINKS
`(Fig
`(leas1 preferred approach)
`
`(signposts), the signal (identif in^ that
`signpost/address) is picked up
`by the
`equipment with this signal (data)
`then
`included
`with
`the
`equipment's
`data
`transmission (down load) to the base station
`via the wireless data link on the equipment.
`Though either RF or IR signpost data
`signal transmissions can be used, IR is the
`preferred approach because of its very limited
`range. IR signals do not skip and jump around
`and IR signals -have an easily adjustable
`intensity (limited) %power. RF on the other
`hand, even though the transmission power can be
`severely cut back, may skip and jump around
`i.e. radio transmission is cimi directional
`of indeterminate range versus IR
`and
`transmission which can be very directional
`and range controlleth "
`Through proper data links, a total
`Equipment Monitoring System and Mine Management
`Information System can result, monitoring all
`mine equipment: haulage equipment, loading
`equipment, crushing equipment, etc. (Fig 21)
`
`WIRELESS DATA LINKS
`(Preferred Approach )
`(other equipment added in addition to lruds)
`
`Infra Red data links do have the
`advantages of not requiring FCC licenses to
`operate and with IR's limited range as data
`transmission occurs the location of the
`transmitting equipment is known, i.e. it would
`be within 200 to 600 feet of the IR data
`collector.
`
`The where of equipment monitoring:
`
`On board or the base station. In reality,
`to truly, effectively monitor it has to be at
`the base station. The base station has a
`RF and/or an IR transceiver for receiving
`data with a computer for accepting this data
`for
`processing, reviewing, and further
`equipment control; A final piece of base
`station hardware is, if RF data links are
`utilized in a polled data collection process,
`a base station communications controller.
`controlling communications between the base
`station and the various pieces of equipment.
`Signposts, in addition to standard real
`time remote monitoring data down load
`hardware, meaningful real time data monitoring,
`almost by necessity, requires a method
`(optional) to establish equipment location or
`equipment address code; this being done
`through equipment signposts. These equipment
`signposts transmit either via an IR or RF data
`link on a continuous basis so as equipment
`comes within range of these transmitters
`
`In addition to the wireless data links
`from the vehicle to the base station and the
`base station hardware, there is software at
`the base. station for controlling the data flow
`and operating this communications data link
`hardware.
`The base station software: 1) accepts
`equipment data from the
`data -links,
`2) processes, manipulates, and stores this data
`in proper data bases while at the same time,
`3) formulating data output. Optionally, the
`base station software may poll or integrate the
`equipment microprocessors via the wireiess data
`links to initiate data down load from the
`equipment, in the polling mode of RF wireless
`data down load versus packet switching.
`With the addition of on-line real time
`remote data monitoring hardware, a real
`time Equipment Performance Monitoring System
`and Mine Management Information System can
`begun to be built.
`
`Petitioner Nissan North America, Inc. - Exhibit 1014 - Page 12
`
`

`
`is
`Exception reporting--management
`informed of situations requiring timely
`management input, while giving management only
`an overview of all normal situations.
`A successful mine truck performance
`monitoring Management Information System does
`allow mine management to:
`
`1 . See what mine production has been and make
`extremely accurate projections as to future
`production.
`
`2 . To change and assign equipment based on
`these projections.
`
`3. To use equipment in the most efficient way
`possible.
`
`As a truck performance monitoring system
`is implemented, an integrated equipment
`Management Information S