November 2002

Truckmakers believe that integrated telematics packages will win them small-fleet business and attract those who find the technology too intimidating to buy separately. Sharon Clancy reports on the latest developments

During a regular trunk from Southampton to Glasgow, a warning light comes on in the cab to tell the driver the disc brake pads need replacing or the oil needs changing. The truck automatically reports the service requirement via GSM or satellite to the truck maker's central communications bureau, which relays it to the service dealer nearest to the truck's current position. The dealer acknowledges the message, allocates parts and a technician to complete the job, and contacts the driver to agree a time to do the work that fits in best with the delivery schedule. After a short pit stop, the driver continues the journey.

Sounds fanciful? Not if the truck manufacturers are to be believed. True, the scenario described above is more relevant to transcontinental driving, where vehicles are unlikely to return to base for two weeks, than to bowling up and down UK motorways every week; but the ability of the truck itself to tell the operator precisely what component needs changing is fast becoming a reality. That saves costs and minimises unproductive downtime.

It's not just vehicle performance telemetry that is exciting users. Telematics can also provide valuable real-time or historic information about transit temperatures for chilled and frozen foods; about when and how often doors are opened; and about driver behaviour; and about much more.

 

Vehicle and driver security are enhanced. Operational efficiency improves because the on-board communications unit can display maps and transmit real-time information about traffic congestion, allowing drivers to re-plan their journeys as they go.

Indeed, with little to distinguish one modern truck from another in terms of reliability and engineering, truck makers have now identified telematics as a key area for winning sales. Operators are experiencing growing traffic congestion and unpredictable journey times, and their customers are demanding ever more precise delivery slots and real-time information about consignments. With already-slim profit margins under threat, they need the real-time logistics support that telematics can deliver.

Telematics growth is being helped by the latest generation of trucks, which have CANbus (Computer Area Network) drive-by-wire electronic systems fitted as standard. Electronic control systems on trucks are not in themselves new, of course; they are already used to manage key functions such as engine and braking systems. The difference is that via the CANbus they are all integrated in a coordinated vehicle management computer network. So all the data about the various systems is now in one on-board unit, which can be easily accessed either in the workshop or remotely via an on-board communications unit.

The emergence of reliable, affordable wireless communication and vehicle location units has been the second key factor in telematics growth. Communication systems are of course essential for providing real-time links with the driver, as well as remote access to on-board data and vehicle location information. It's true that many large truck fleets are already successfully using GSM, mobile data networks and other mobile radio systems to achieve the same result, but such equipment is separate, not integrated into the truck.

The ubiquity of the Internet has also stimulated this telematics growth. Web-based fleet reporting systems have now become the truck makers' new tool for maintaining links with their customers. It's a good tactic. Rather than attempting to lock operators into manufacturer-specific telematics systems, the truck makers are adopting an open approach. "Leave the data collection and report producing to us," they say in effect. "All you have to do is download the information on drivers or vehicles you want." And you can do it through a standard Web interface.

The good news for all operators is that all the major manufacturers have now also agreed to develop a common standard for data interfaces called the FMS-Standard (Fleet Management System), which is expected to be finalised by 2003. This is important because it means it will be possible to download data from any make of vehicle using common communications equipment, and analyse it with most fleet management systems.

The FMS standard is based on the Society of American Engineers' (SAE) J1939 protocol, and describes how the CANbus works electrically ­ standardising issues such as transmission speeds and protocols for electronic messages. A firewall is specified to prevent data corruption, so CANbus interfaces can listen and extract the data, but not input.

The FMS protocol also establishes what data will be transmitted over the CANbus. The idea is that if all CANbus installations transmit data in the same format, any telematics unit can find it.

What's on offer

Mercedes-Benz, Scania and Volvo were the pioneers of telematics systems. Volvo was the first truck manufacturer to integrate truck management and communications functions in a single telematics package with its ground-breaking Dynafleet system. The current version, Dynafleet II, incorporates a stylish pop-up colour monitor which has improved clarity. It is used to display messages, driver and map information, and can also serve as the display screen for a reversing camera. There are two versions: Vehicle Management, which is specific to Volvo vehicles, and Transport Management which can be used in mixed-marque fleets.

Data capture can still be done via cable or smart card, but a third option has also been introduced ­ remote downloading via a wireless network. Dynafleet Online is a Web-based service that allows operators to access all the vehicle data in their fleet and get reports on driver and vehicle performance. Data is transmitted remotely via the GSM network. The presentation of the reports has been clarified to make them easier to interpret.

Volvo argues that if a third party is compiling the data and preparing the reports (i.e. Volvo) there is more likelihood the data will actually get used, and operators will make the comparisons needed to initiate changes that will help them cut costs. Data available includes distance covered, fuel consumption, the next scheduled service and driver information.

Scania is also on its second telematics generation with its Fleet Analysis System. Its Vehicle Data Communicator (VDC) transmits data from the vehicle to the "telematics portal" without any intervention by the driver. As well as location, it can transmit selected information from the vehicle's CANbus data network. Data includes mileage, fuel consumption and engine running time both in total and during engine idling periods. (Reducing engine idle time directly improves fuel consumption, especially on multi-drop operations.)

When linked with a Cassio Cassiopeia PDA handheld unit, the VDC is transformed into a GSM-based communications centre, receiving and sending messages both by SMS and in hands-free voice mode. It can incorporate route-planner software so drivers can be sent precise instructions about how to find delivery addresses. Back in the office, the analysis system can be used to measure and compare data for different vehicles and drivers.

Driver performance can be a contentious issue, Scania points out, but by using the Fleet Analysis System it says managers can tackle the problem of underperformance objectively. Drivers can check their actual performance against a target value on the dashboard.

Early versions of the Fleetboard telematics system from Mercedes Benz were specific to the company's own vehicles, but the latest version uses open architecture which can be installed in any truck with a CANbus electrical system. The in-cab keyboard and communications port can even be fitted on conventionally-wired trucks, although if you want to use the full potential of Fleetboard to capture vehicle data for maintenance planning and driver monitoring, for example, you'll need to retrofit VeMIS (Vehicle Management Information System).

VeMIS can capture most of the relevant data required, even on trucks without electronic vehicle management systems. It is a long-established telematics product in its own right, and until recently was independent. It is now owned by DaimlerChrysler, although it is still marketed as an all-makes product, not as part of the Mercedes-Benz line-up.

Two years ago, in support of its Fleetboard hardware, Mercedes-Benz launched a wide-ranging Internet-based Fleetboard telematics service. This is built around the user's despatch department, and offers a range of modular services from vehicle and maintenance management to load planning and vehicle despatch, mapping and tracking. In June this year a freight exchange marketplace was added.

For complete vehicle management, of course, trailers need to be included too. So as well as adding modules that allow load temperature and events to be monitored, Mercedes-Benz is trying hard to persuade trailer makers to adopt CANbus electrical systems and electronically-controlled brakes.

How fast that will happen depends largely on whether naturally-conservative fleet managers can see sufficient benefit to switch from the tried-and-tested to paying a premium for the privilege. UK trailer manufacturers, already on tight profit margins, are not likely to drive adoption.

MAN introduced telematics packages with its latest TG-A truck range, and now has a separate division called MAN Telematic Services which serves fleet customers via the Internet. As well as standard real-time information and communications services, the package will offer direct connection to MAN's breakdown recovery network. Response to a breakdown is more efficient, it argues, because MAN dealers can remotely access the vehicle CANbus, which gives the technician the ability to view diagnostic codes, ensuring he arrives with the correct parts and tools.

Location data is displayed in full postcode detail, and a high-resolution map is standard. The operator can also assign out-of-bounds ("geofenced") areas; the system will sound an alarm at the transport office if the vehicle enters them. MAN says another benefit is that operators have proof of location in the event of a dispute or penalty charge for late delivery.

Renault was an early pioneer of on-board vehicle data capture with its V-MAC (Vehicle Management and Control) system, which was originally developed by its then newly-acquired subsidiary, US truck maker Mack.

V-Mac III is designed for the new generation of electronically-controlled Euro 3 engines, and is now partnered by a vehicle control unit, VECU. The comprehensive dataset produced by the unit is analysed in the office with special Infomax software. Operators originally downloaded the data from vehicles via a notebook computer plugged into a dedicated port in the cab, but now it can also be retrieved remotely.

Renault has teamed up with Alcatel and Groenveld to provide wireless downloading of vehicle data and communications via either satellite or GSM mobile networks. The in-cab unit displays data from the V-Mac so the driver can monitor his own performance and also send and receive operational messages.

DAF believes its Internet-based DAF-tel fleet management system has the edge over its rivals because it delivers information about vehicles and drivers in real time. The company says potential savings include up to 7 per cent in fuel costs, up to 15 per cent on tyres through reduced mileage from more efficient trip planning, and 15 per cent on insurance premiums.

DAF-tel is based on BT's Fleet On-line service, which combines Siemens VDO Automotive's FM200 in-cab hardware with communications from BT redcare, which has wide experience of fixed asset monitoring and communication.

The data is collected in real time, and can be acted upon immediately to improve operational management. There are over 30 configurable reports and charts, and operators can choose to manage the fleet on an exception basis with email alerts if parameters are exceeded. Features include vehicle utilisation reports, identifying under-used and surplus vehicles.

Iveco is the latest truck maker to embrace telematics with its Sateltrack Internet-based fleet management system. Data is collected by a Vehicle Data Interface (VDI), which is being fitted on all new Stralis trucks and can be retrofitted to any Iveco truck with a electronically-controlled Cursor engine. A communications "black box" incorporates a GPS positioning systems, data transmission module and GSM communications capability. Other sensors can be connected to the transceiver to monitor door openings, for example.

Buying your telematics system from your truck manufacturer has the undoubted attraction of one-stop shopping, and the advent of new standards holds out the promise of reasonable compatibility among different makes. Still, you need to remember that accessing information does incur costs, and these can vary considerably depending on usage and the service provider. And there's still a world of third-party telematics solutions out there to consider as well. Make sure you get the system that really suits your operation.