{"id":7410,"date":"2020-09-07T13:14:39","date_gmt":"2020-09-07T11:14:39","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=7410"},"modified":"2020-09-07T13:14:39","modified_gmt":"2020-09-07T11:14:39","slug":"connected-truck","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2020\/09\/07\/connected-truck\/","title":{"rendered":"Five Benefits of the Connected Truck"},"content":{"rendered":"

Photo: PacLease<\/em><\/b><\/span><\/p>\n

Truck connectivity is still in its infancy, but there are already tangible benefits being enjoyed by the trucking industry.<\/span><\/p>\n

\u201cIt may seem like we\u2019ve been collecting data for a long time, but we\u2019re really just getting started,\u201d said Doug Caley, Paccar engineering manager, when speaking at Trimble\u2019s in.sight user conference.<\/span><\/p>\n

But while connectivity may still be in the early stages \u2014 connected trucks have only been on the road for about five years \u2014 it has already had a profound impact on how trucks are diagnosed and serviced.<\/span><\/p>\n

Managing Service Events<\/strong><\/span><\/h2>\n

Connected trucks are able to streamline early diagnostics and triage processes when fault codes appear.<\/span><\/p>\n

\u201cIt\u2019s a really fundamental change to the way trucks have been serviced,\u201d Caley said. \u201cIn the past\u2026(technicians) didn\u2019t really start on that truck until it rolled in and they could see what color that truck was before getting started on it.\u201d<\/span><\/p>\n

Next, it would be hooked to a diagnostic tool and troubleshot before the technician could recommend a course of action. Today, connected trucks submit health reports from the road. Technicians can evaluate the problem before the truck arrives at the shop, and when the truck arrives for repairs, the problem has already been identified and the necessary parts procured. But Caley acknowledged not all repair centers are used to this new norm, and may require some coaching from the fleets.<\/span><\/p>\n

\u201cThis is not normal behavior for a dealer or repair facility,\u201d he said. \u201cSometimes it takes some push from the customer to say, \u2018I have this truck coming in, be ready for when the truck comes in so you can expedite that repair and minimize the amount of time.\u2019\u201d<\/span><\/p>\n

Connected Truck as a Communication Tool<\/strong><\/span><\/h2>\n

The connected truck can also improve communications between the end user, dealer, repair facility, and OEM.<\/span><\/p>\n

Caley explained in the case of remote diagnostics, small nuggets of data are being pulled from the truck and fed into a \u201creasoning engine.\u201d There, machine learning combines the data from that specific truck with information collected from historical failures and the broader truck population and makes a calculation on what could be wrong with the truck and what it will take to fix it. The diagnosis is shared with the fleet manager, dealer or technician, and the truck manufacturer itself.<\/span><\/p>\n

Assisting with Truck Down Decisions<\/strong><\/span><\/h2>\n

The connected truck can also assist with truck down decisions to reduce downtime.<\/span><\/p>\n

Caley gave a real life example of a P011A fault code indicating a stalled coolant pump, which can cause the truck to overheat and damage the engine. But it could also be much less serious sensor failure, which wouldn\u2019t necessitate an immediate repair.<\/span><\/p>\n

\u201cWhat do you do with that truck? You can pull over right away and call a tow truck,\u201d Caley noted. \u201cOr you can make the decision to run with it until you\u2019ve either completed the load or, potentially to your next PM cycle. There is a lot of difference in the cost and impact to your business depending on which one of those decisions you make. The goal of remote diagnostics is to allow you to make that decision and to choose the decision that keeps that truck on the road as long as possible.\u201d<\/span><\/p>\n

In the case of the stalled coolant pump fault code, \u201cSomeone who knows how to read it can see what the temperature was doing,\u201d Caley explained. \u201cIf the coolant pump stopped circulating, you will see coolant temperatures rising. If it\u2019s rising, you really don\u2019t have any choice but to tow that truck in \u2013 the engine is no longer cooling properly.\u201d<\/span><\/p>\n

In that case, a fleet is looking at one or two days of downtime to get the truck repaired at the nearest repair facility and has to cover the load. If, on the other hand, the engine temperature isn\u2019t rising, it is likely a faulty sensor. That can be quickly confirmed by a technician and the truck sent back on its way.<\/span><\/p>\n

\u201cThe difference is between a couple of days of downtime, and a couple hours of downtime,\u201d Caley said.<\/span><\/p>\n

Over-the-Air Updates<\/strong><\/span><\/h2>\n

Connected trucks can receive software updates over the air, eliminating a visit to the shop.<\/span><\/p>\n

\u201cOver-the-air updating saves a lot of steps,\u201d Caley said. Rather than bringing the truck to the dealer and needing a diagnostics session to determine if an update is available, drivers now receive a notification when an update is ready and can perform the update themselves while parked in a safe location.<\/span><\/p>\n

\u201cWhat could be a trip to the dealer can be a very quick repair,\u201d said Caley.<\/span><\/p>\n

Predictive Diagnostics<\/strong><\/span><\/h2>\n

In addition to collecting data from your own trucks, OEMs are also feeding that data into a larger database with their full population of vehicles where machine learning can be used to begin predicting failures before they happen.<\/span><\/p>\n

\u201cNow we can say, we recognize these symptoms. Nothing has failed yet, but it\u2019s going to fail based upon those symptoms,\u201d said Caley. \u201cThat\u2019s the holy grail of doing this. We can watch all these trucks and predict what\u2019s going wrong long before it does and do that repair in a PM cycle rather than having to take the truck off the road.\u201d<\/span><\/p>\n

The challenge, however, is ensuring they\u2019re right. Recommending fleets pull parts before they\u2019ve actually broken won\u2019t sit well if those parts weren\u2019t, in fact, on the brink of failure.<\/span><\/p>\n

\u201cWe don\u2019t want to say, \u2018Hey, change this part,\u2019 and be wrong,\u201d Caley said. \u201cWe have to be very confident that yes, that part really does need to be changed. That\u2019s what we\u2019re working towards \u2013 being able to predict failures before they happen.\u201d<\/span><\/p>\n

The collection of all this data also allows OEMs such as Paccar to improve enhanced vehicle guidance, or user recommendations, to improve uptime. And ultimately, it will help them build more reliable trucks in the future since they can identify problematic trends across a broad population of vehicles.<\/span><\/p>\n

 <\/p>\n

by James Menzies, Today\u2019s Trucking<\/p>\n

Source: https:\/\/www.truckinginfo.com<\/a>
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FLEET MANAGEMENT AUDIT<\/strong><\/a><\/h3>\n","protected":false},"excerpt":{"rendered":"

Photo: PacLease Truck connectivity is still in its infancy, but there are already tangible benefits being enjoyed by the trucking industry. \u201cIt may seem like we\u2019ve been collecting data for a long time, but we\u2019re really just getting started,\u201d said Doug Caley, Paccar engineering manager, when speaking at Trimble\u2019s in.sight user conference. But while connectivity…<\/p>\n","protected":false},"author":3,"featured_media":7411,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[165],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/7410"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=7410"}],"version-history":[{"count":2,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/7410\/revisions"}],"predecessor-version":[{"id":7413,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/7410\/revisions\/7413"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media\/7411"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=7410"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=7410"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=7410"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}