Oct/Nov 2006

The latest developments in truck makers' telematics broaden their appeal. Sharon Clancy reports

More vehicle operators are waking up to the fact that telematics can save them valuable running costs and help manage drivers more efficiently. At the same time, vehicle manufacturers have recognised that adding fleet management features to their products increases the appeal.

"The big change of emphasis in the past year has been that more operators are now actually buying telematics equipment rather than just showing interest in hearing about potential benefits," says Clive Naylor, manager of Volvo's Dynafleet telematics division.

"People now appreciate that telematics can help drive costs out of their businesses. They are also more confident about using the technology. "

 

Ray Mullard of Daimler Chrysler's FleetBoard telematics division in the UK reports growth in telematics sales of 60 per cent in the past year, with demand for logistics management up 50 per cent.

"Truck telematics are a business tool in a sector that operates on low margins, is over-regulated and is cynical about new technology. Vehicle manufacturers have taken the cautious approach because we have reputations to protect." So says Michael Leeming, MAN's director of vehicle management systems and chair of the SMMT CV Telematics working group.

"Typically," he adds, "third-party telematics systems have been oversold and under-delivered. We have concentrated first on those telematics services that deliver real benefit to the operator."

Leeming identifies these features as vehicle and driver performance data, vehicle service information, track and trace, and voice and text communications. "Operators don't want massive data downloads. They want basic fleet management tools that can quickly identify any costs in the business that they might be able to take action to reduce."

By adding reports such as the percentage of on-time departures and arrivals, operators can build a good picture about the efficiency of their operation," says Leeming.

OPEN ACCESS

Truck manufacturers have now accepted that telematics growth depends on easy access to data. That means storing it in open format that can be downloaded and used in third-party back-office IT systems. With some systems, you can even upload data from other trucks, eliminating the need to visit several Web sites to capture data.

There is also recognition that operators might want to use different driver interfaces. Not only is there a wider choice of in-cab computers (see box); many now also incorporate open-interface protocols which allow peripherals such as data-capture devices and printers to be integrated via RS232 or USB ports.

Another development underpinning growth is the fact that the way increasing numbers of the in-cab computers operate on versions of Microsoft Windows. This makes it easier to run third-party software, whether that is job scheduling software, navigation information or off-duty entertainment for long-distance truckers.

Tailored packages

The truck makers are now also exploiting some of the benefits of GPRS, including geofencing to enhance their fleet activity reporting packages. DaimlerChrysler, Scania and Volvo, for example, all now offer geofencing. Also in demand are driver-assist or panic buttons - specified increasingly as employers seek to provide drivers with the same level of corporate care as they give office-based employees.

Most truck makers offer three or four telematics packages to accommodate a customer base which can range from an owner-driver to national and international fleets. Services can start with a basic GPRS/GPS black box having no driver interface, and range right through to a full transport management and reporting analysis that can rival sophisticated third-party management systems.

Volvo, for example, has just rebranded and upgraded its Dynafleet packages. Dynafleet Perform is the base package, and includes driver and vehicle reporting, service planning and driving time recording. Dynafleet Permanent Locator adds a tracking function, while Dynafleet Operator also includes a bigger in-cab display and fleet management reports.

"The intention has been to make it as simple for the driver as possible," says Clive Naylor, head of the Dynafleet team in the UK.

Truck makers are also tending to offer a wider range of in-cab hardware. Partly this is to give flexibility when it comes to fitting systems to any make of trucks. Beyond that, though, there also appears to be a recognition that operators only wanting a basic service will be deterred by the additional cost and complexity of an in-cab computer with too many bells and whistles on it. Often the level of telematics package determines the in-cab hardware.

Scania has one of the widest ranges of in-cab computers. It has three driver interface models, the Interactor 300, 500 and 600, and a basic box with no in-cab communications at all.

The Interactor 300 includes a small dashboard-mounted swivel colour screen which can be installed in any make of truck. It collects basic on-board data from any truck's CAN bus via the truck makers' FMS common data standard.

For viewing data or images from additional peripherals such as rear-view cameras or door-opening sensors, there are the Interactor 500 and 600. These have a large 10.4in colour touch screen and integrated GRPS/GSM/GPS telematics unit, as well as USB and RS232 ports for communication with third-party systems and Microsoft's Windows XP operating system. The Interactor 500 is fitted on a swivel mount and can be installed in any truck; the Interactor 600 is integrated into the dashboards of Scania trucks. A full-size keyboard is optional.

GRPS rules

Until relatively recently, sceptical truck makers tended to stick to humble GSM for wireless data communication. Despite trends elsewhere in the telematics market, they weren't convinced that their truck operator customers would want anything more sophisticated. However, the demand for additional fleet management services such as live tracking has now persuaded them to adopt GPRS.

As a result, they are now in a stronger position to win business from UK fleet operators who demand live tracking. Scania, for instance, enabled its FM telematics packages for GPRS earlier this year.

There is still some debate about the advantages. Scania correctly points out that GSM technology is perfectly capable of handling the data packets downloaded from the vehicle. "With GSM, the network operator is responsible for ensuring the data packet arrives. With GPRS, the responsibility shifts to the sender," points out the company's Darryl Taylor.

Be that as it may, Scania like the other makers now offers full GPRS capability. The company has developed its own messaging protocols to ensure data is received at its portal, and keep any roaming charges to a minimum.

DaimlerChrysler was the last to switch, which it did as recently as September; but it been fitting upgraded black boxes to all Mercedes-Benz trucks sold with its FleetBoard telematics package since January 2006. "GPRS is critical for Time Management and Cool Service, two new services which have been added from 1 November," explains UK sales manager Ray Mullard.

For international operators, the biggest development this year has been the introduction of pan-European GPRS roaming packages. The truck makers can offer Europe-wide flat-rate agreements for data downloads. But do check whether you can aggregate the data across the fleet, and what the cost would be if you require more frequent position updates than the truck makers offer (one update every 15 or 30 minutes is typical). You can still poll the vehicle of course, but this may not be included in the flat-rate cost.

Driver management

The introduction of digital tachographs and new drivers' hours regulations earlier in the year have presented the truck makers with a great opportunity to add time management to the driver performance data they already provide, and they are doing so. Volvo, for example, has adapted its in-cab display, so that instead of requiring drivers to insert the Dynafleet driver's card, the system records the driver's ID from the digital tachograph card. (For retrofitting to trucks with analogue tachographs, the driver enters a pin code). The menu for drivers to record what activity they are doing when not driving has also been simplified.

DaimlerChrysler's Time Management module allows operators to manage drivers' hours and compliance with the Working Time Directive, and can be linked to wages.

The data is collected from the D8 connection at the back of the digital tachograph. This connection broadcasts the driver ID and work-mode position - driving, rest, other work, for example, and the date and time.

The Cool Services module within the Logistics Management package provides remote monitoring of box temperatures in refrigerated trailers. Up to six sensors can be monitored - useful for multi-compartment multi-temperature trailers. Cooler Service can monitor the temperature data recorded by various makes of refrigeration unit, says DaimlerChrysler's Ray Mullard, including Carrier and Thermo King.

New features added to Scania's FM package include Driver Log and Order Support. The Driver Log is essentially an electronic timesheet, designed to help drivers keep track of both jobs completed and working hours. It can be integrated with other FM services such as Vehicle Data, and downloaded for analysis. Order Support allows jobs to be sent to the vehicle from the customer's existing transport planning system. Job status is continuously updated and the data is sent back to the office in real time over the GPRS network.

I need a service

Systems on modern trucks are electronically controlled. A series of electronic control units "report in" to a vehicle control unit via a kind of "data spine" known as the CAN bus data network. One of the ways in which truck makers are beginning to exploit this is to predict servicing intervals more precisely. In effect, the truck tells the operators what needs servicing when.

MAN, for example, will even forward this service-related data to your nominated service dealer. The data is divided into three categories: due date for the standard maintenance check and oil change; statutory inspections; and condition reports on wearing parts such as brake pads.

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PANEL ITEM

FMS Mk II

Since 2003, all the leading European truck makers have been signed up to a system called FMS-Standard - a set of data protocols for capturing data relating to the vehicle's behaviour and performance. It originally stood for "Fleet Management System".

A primary purpose of the standard was to access data through the truck's CAN data bus

The FMS is a set of data protocols that allows data to be extracted from the truck's CAN data bus via a standard FMS interface. CAN stands for Controller Area Network, and was It has been available since 2001 and all the leading European truck makers have been signed up to it since 2003. The FMS-interface of each manufacturer provides access to the internal CAN bus information.

FMS allows third-party telematics suppliers access to key vehicle and driver performance data. At the same time for most applications, it eliminates the need for direct access to the CAN bus, which vehicle manufacturers are keen to prevent because of the risk of unintentional impact on vehicle safety systems such as braking.

The development of FMS-standard is now under the umbrella of the Heavy Truck Electronic Interface Group within ACEA, the Brussels-based Association of European Vehicle manufacturers.

The group have just announced that they have a proposal to extend the FMS standard to include a common method for remote downloading of data from digital tachographs.

The manufacturers are aiming for a solution in which the driver and vehicle data could be transmitted via telematics systems to the transport company, relieving the driver of any involvement and independently of the location of the truck. HTEI points out downloading data to a secure server could help overcome the hassle transport companies face in complying with legal requirements on accessing, storing and securing driver and vehicle data from the digital tachograph. However, it also warns that: "To realise this goal, some political and regulatory as well as technical issues need to be resolved. Due to certification requirements of the European Union of this highly sensitive matter and necessary technical development by the DT manufacturers, the CV OEMs do not expect a solution before 2008/20098."

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PANEL ITEM

SPECIALISED TRACKING SOLUTIONS

Truck makers are not the only original equipment manufacturers to grasp the telematics mettle. For companies in temperature controlled transport logistics, there is a legal requirement to monitor and record the temperature of the food in transit - usually done by monitoring the temperature of the box in which it is carried. Traditionally this has been done by recording on the vehicle or trailer and downloading once the vehicle has returned to base.

Refrigeration unit manufacturer Thermo King has pioneered real-time wireless download of this temperature data, correctly pointing out that managers need to know instantly if there is a problem with the temperature of the load compartment, not three days later when a temperature problem may have caused the load to have perished or be unsaleable.

Now, it has embraced pan-European GPRS-based tracking with its TracKing web-based tracking service, "The chief difference with our service and tracking systems that collect temperature data is that TracKing offers two-way communication with the temperature controller on the vehicle," points out Alberto Rouco, vice president, marketing and business development. "Many food logistics companies operate on a pan-European basis, so the introduction of flat-fee data communications across most European countries will help drive costs down. It also makes real-time tracking of load temperatures practical."

Managers and customers can view temperature data of loads on the website. In the same way that geo-fencing produces alerts if the vehicle does not arrive when expected, so TracKing can alert managers the moment a temperature parameter is broken. Temperature alarms can often be triggered driver error, says Rouco. "If he makes a mistake, the manager will know instantly. Alternatively, the two-way communications allows managers to set the compartment temperature remotely, removing this responsibility from the driver."

Temperature recorder specialist Euroscan offers real a-time temperature monitoring via its EuroWEB website regardless of which temperature logger is fitted on the vehicle.

Euroscan can display data from most makes of refrigeration unit, including Carrier Transicold, Frigoblock, Mitsubishi and Thermo King.

. "We have developed protocols that allow us to interrogate other temperature recorders to upload the data. There's no reprogramming of the recorder required." explains Charles McGilvray, Euroscan's managing director. Data can be uploaded to back office software, or to the EuroWEB website. "Previously, managers might have had to visit two of three websites or run two applications to get a complete real-time picture on what was happening with their fleet," points out McGilvray. "With Euroscan, they only have to run one application or log on once. "

Euroscan now has a Bluetooth option on the latest generation of recorders. The use of depot-wide RF networks to download temperature data has been popular with many temperature-controlled logistics fleets. "RF downloads relied on the antennae requesting any data from vehicles within range. With fast turnround at some sites, a vehicle could get missed. With Bluetooth, the temperature recorder itself will send the data to any receiver within a 300 metre range."

SCHMITZ

Another equipment manufacturer making inroads into the telematics market is trailer manufacturer Schmitz. To date it has sold 1,500 trailer in Europe equipped with its Cargobull Telematics System. It, too, has introduced a flat-rate GPRS communications package, with SMS back-up. Also new is an upgraded package for refrigerated vehicles and an integrated security system developed in conjunction with Bosch.

For operators who only need vehicle location and temperature monitoring, Schmitz now offers a simple upgrade to the existing temperature recorder. The GPS/GPRS/SMS communications blackbox is installed into the temperature recorder without any intricate cabling. Power is supplied by the battery on the refrigeration unit.