Abstract:
Vehicle telematics is employed to improve maintenance scheduling by facilitating collection and integration of vehicle condition information from diverse sources. These sources include real time data collected from vehicle sensors over an intelligent vehicle controller area network. The network is provided with facilities for generating records with stamps allowing their correlation with vehicle inspection results and the generation of trend reports to be used in scheduling maintenance.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     1. Technical Field  
         [0002]     The invention relates to vehicle telematics and more particularly to a system providing interaction between information processing facilities on a vehicle, at maintenance providers and under the control of the vehicle owner to optimize maintenance scheduling in accordance with operator objectives.  
         [0003]     2. Description of the Problem  
         [0004]     Periods when commercial vehicles must be removed from service for maintenance is costly to vehicle operators. Unplanned maintenance can be particularly burdensome. Better anticipation of maintenance needs may allow an operator to stagger servicing of vehicles, to better anticipate maintenance needs and to route and schedule vehicles to minimize transit time to service facilities and to synchronize required service procedures with one another.  
         [0005]     Cost effective sensors which can accurately provide data directly relating to the condition of vehicle fluids such as engine oil and transmission fluid are not generally available at the time this is being written. Such on board sensors as exist for engine, drive train and electrical system functions are useful for the identification of faults and are used for indicators or for implementing control of the vehicle, but have limited predictive capacity. Accurate assessment of the condition of engine oil, by way of example, has depended upon spectrographic analysis conducted on samples of engine oil drawn from a vehicle and sent to a industrial laboratory for analysis and has not been directly available from the vehicle.  
         [0006]     Present maintenance practice frequently involves acquiring information by direct inspecting and manually recording the observations. For example, when a vehicle is serviced an oil sample may be drawn and sent to an outside laboratory for analysis. The results are typically returned to the service facility hard copy report after a few days. The maintenance manager then reads the results, and, if the results are within in limits, the analysis report is filed for future reference or discarded. If the result is out of limits, a maintenance manager may identify the issue on the basis of personal experience or by calling the laboratory for aid. Obtaining an overview of trends, and correlation of the results with data relating to vehicle use has not generally been possible.  
       SUMMARY OF THE INVENTION  
       [0007]     According to the invention there is provided a data integration system for motor vehicle service scheduling. The data integration system comprises a central data repository which receives data from diverse sources to improve operator facility for maintenance scheduling. These sources include an integrated data network and sensor package installed on at least a first motor vehicle for generating vehicle data. A vehicle service facility provides for periodically inspecting motor vehicles including the first motor vehicle and generating inspection data. Vehicle fluid analytical services provide for analyzing fluid samples drawn from the motor vehicles and generating data relating to the results of the analysis.  
         [0008]     Data communication facilities including internet, satellite and short range radio links couple the various data generated by the integrated data network and sensor package, at the vehicle service facility and through the vehicle fluid analytical services to the central data collection facility. The central data repository including database services for facilitating organized recordation and retrieval of the data for comparison analysis. A website generated by the central data repository may be used for display of results from the comparison analysis for operator use in scheduling maintenance.  
         [0009]     Additional effects, features and advantages will be apparent in the written description that follows. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0010]     The novel features believed characteristic of the invention are set forth in the appended claims. The invention itself however, as well as a preferred mode of use, further objects and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein:  
         [0011]      FIG. 1  is a schematic of a telematics systems adapted for data condition data collection and integration system for enhancing commercial vehicle in service time.  
         [0012]      FIG. 2  is a block diagram of a vehicle controller area network control system adapted for use in the data collection and integration system of  FIG. 1 .  
         [0013]      FIG. 3  is a simplified flow chart related to vehicle onboard data collection and reporting.  
         [0014]      FIG. 4  is a simplified flow chart relating to data collection by a service operation and associated laboratories.  
         [0015]      FIG. 5  is a flow chart for a service scheduling management operation implemented using various telematic sources.  
         [0016]      FIG. 6  is a representative display of trends and analysis posted to a website.  
         [0017]      FIG. 7  is a time line illustrating opportunities for service synchronization.  
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0018]     Referring now to the figures and in particular to  FIG. 1 , a generalized vehicle telematics system  100  is illustrated. Vehicle telematics system  100  may be implemented using one, or more typically, a large plurality of commercial vehicles  102 , which communicate with a vehicle operator server  114  using any convenient means, but typically using a cellular telephone link  108  to link with a cellular base station  112  or short range RF link.  
         [0019]     Commercial vehicle  102  includes an electronic control system based on a controller area network (CAN) system  104 . Controller area network system  104  links numerous controllers onboard commercial vehicle  102  for data communication and allows central activation and control of remote data communications services as through cellular phone link  108  and use of services such as global positioning using a global positioning unit  106  reading GPS satellites  110 .  
         [0020]     As is conventional, cell phone base station  112  is linked by land lines including, if advantageous, internet services, to transfer data from cell phone link  108  to a vehicle operator&#39;s server  114 . The data from the vehicle  102  can include, as set forth in detail below, information relating to engine loading, extreme brake use and other vehicle operating variables collected by the CAN system  104  as well as conventional telematics services. Records forwarded from vehicle  102  are time, date, location and mileage stamped. Data can be forwarded from a vehicle over a cell phone link by connection  115  (such as short range RF or direct hand wire connection) to a service tool at a maintenance base.  
         [0021]     Server  114  also collects data from other sources including at least a first remote service provider server  116 , such as an independent engine maintenance facility. Data collected in the course of vehicle service  118 , such as mileage at the time of service, tire tread depth, vehicle damage, etc. is entered through a lap top computer for placement on server  116  and from there forwarded to server  114 . In addition, fluid specimens, particularly engine oil samples may be drawn and sent in standardized containers  170  using a courier, freight or postal service to an analytical laboratory  120  to be analyzed. The results of the analysis are then placed on a secure website  122  to be accessed by server  114 .  
         [0022]     Server  114  maintains databases of vehicle statistics indexed by mileage on databases  128 . These records allow trends to be detected by comparison operations  124  with the results being placed on a second secure website  126  for the use of management.  
         [0023]     Referring now to  FIG. 2 , the features of a controller area network system  104  such as used on a commercial vehicle are set out. Controller area network  104  has as foundational elements a programmable body computer  230  based on a microprocessor  272  and memory  274 , which may in turn include both volatile and non-volatile sections (not shown). Microprocessor  272  communicates with other parts of the programmable body computer  230  over a conventional bus. Among the other parts of the computer are input/output devices for handling network communications including first and second controller area network (CAN) interfaces  250  and a SAE J1708 interface  270 . The J1708 interface generally is used for handling extremely low data rate devices such as banks  271 ,  272  of switches. A vehicle electrical power system  245  provides power to all of the components.  
         [0024]     CAN system  104  includes two distinct controller area networks based on a first bus using the public codes of the Society of Automotive Engineers (SAE) standard for J1939 networks and a second using proprietary codes, the definition of which is allowed under the standard. By “proprietary” it is meant only that standard format J1939 data block may be defined as desired by an OEM. The public bus connects first CAN interface  250  to a plurality of system controllers including an instrument and switch bank  212 , a gauge cluster  214 , an anti-lock brake system controller  219 , a transmission controller  216  and an engine controller  220 . Any of these controllers may in turn be connected to one or sensors of packages of sensors associated with a specific controller. For example, ABS controller  219  collects data from sensors  231  which include at least the wheel speed sensors used for determining skidding. Transmission controller  216  may track transmission fluid levels or include a drive shaft tachometer from drive train sensors  217 . By far the most important collection of sensors though is the engine sensor package  221  connected to the engine controller  230  which includes an engine tachometer, an air intake temperature gauge (providing a reasonable reading of ambient temperature), coolant temperatures, and engine oil temperature, level and dielectric constant readings.  
         [0025]     Body computer  230  is itself a controller and can be used for direct monitoring of vehicle components, such as the working status of lights connected to an electrical system  233 . Body computer  230  operates as a controller on two distinct CAN busses. Devices using proprietary codes are coupled to the second bus and here include a GPS receiver unit  242 , a specialized controller  244  and a cell-phone transceiver unit  240 , each of which include a CAN interface  250 . Transceiver unit  240  additionally a microcontroller  241 , a modulating unit  243  and a transceiver unit  245  connected to an antenna  247 . Data collected by body computer  230 , mostly over the first CAN network, is transferred using code blocks defined for that function over the second CAN network to cell phone unit  240  where it is used to modulate a carrier for transmission. Body computer  230  has access to data such as mileage and to clock information, as well as GPS data, allowing the body computer to stamp data records as to time, date, mileage and location relating to sensor reading falling outside of normal reading categories or otherwise meeting some criteria defined by the operator. This is based on a need or desire to maintain the record for use of the central server  114 .  
         [0026]     Representative flow charts illustrate the collection of data. Referring to  FIG. 3 , a flow chart is used for describing operations at the vehicle level supporting the system and process of the present invention. Upon start of a vehicle, or the beginning of a new day, the vehicle may execute a partially automated inspection of itself (step  302 ) as required by applicable federal regulation. A record of this inspection is stored in memory. Next, at step  304 , vehicle operation is assumed to have commenced and values for various vehicle-operating variables are monitored. These values may be from time to time stored in memory. More importantly, the values may be used by the electrical body computer  230  or engine controller  220  to make an estimate of engine oil condition (step  306 ). The factors monitored supporting engine oil condition estimation include estimates of engine load (step  308 ), engine oil dielectric measurements and oil level (step  310 ) and changes, particularly large changes over time, in oil level (step  312 ), and potentially vehicle exhaust quality.  
         [0027]     Collected data is reported upon interrogation of the vehicle or upon internally triggered reporting conditions being met (step  314 ). Whenever triggering conditions are met step  316  is executed to report selected results to a server  114 . Whether results are reported or not step  318  provides for determining if conditions indicate discontinuing monitoring variables (or alternatively, the need to re-execute the automated self inspection routing) or whether it is necessary only to continue with routine operations.  
         [0028]      FIG. 4  relates to steps executed by vehicle service providers. Upon inspection of a vehicle (step  402 ) various data are collected including, by way of example, vehicle mileage, tire tread condition and most importantly, the spectroscopic analysis of engine oil (step  404 ). Results are analyzed and trends (and possible causes where trends are adverse) are developed (Step  405 ). The results of the inspection are posted to a secure website (step  406 ) for interrogation by server  114 .  
         [0029]      FIG. 5  lays out operation of server  114 . Vehicle data is periodically collected (step  502 ) upon initiation by either the vehicle or server  114 . All of the various websites where data relating to a vehicle may be posted is also collected (step  504 ). The collected data is used to add records to a database (step  506 ). Databases can then be accessed to build trend lines for comparison and prediction purposes (step  508 ). Should trend lines point to an imminent requirement for maintenance, scheduling for maintenance is indicated along the YES branch from step  510  to step  512 . Along either the NO branch or after scheduling (step  512 ) the procedure loops for continued monitoring.  
         [0030]     Referring to  FIG. 6 , an example of a graphic display  600  of potentially related trends and an analysis of the possible significance of simultaneous occurrence of the trends is presented. The first, uppermost graph is one of silicon infiltration into engine oil. A series of samples  605  lie along a trend line  608  which increases over time toward and exceeding a limit  606 . The presence of silicon in engine oil generally comes from one of two sources, ingestion through the air intake of air borne material or infiltration from engine coolant. Silicon from the air occurs as dust or fines blown or suspended in the air. They can be expected to clog air intake filters. Accordingly, the graph  600  has been time correlated to an air filter delta pressure graph  603 . If the vehicle had been encountering suspended or blown bust, the trend line  612  of the air pressure drop across the air intake filter should show radical changes toward a limit value  610 . Here no such correlation occurs. The ingestion of air borne partialates is thus unlikely to be the cause of engine oil contamination and a cautionary notice  604  is included with the graphs  600 ,  602  to the effect that engine coolant infiltration into engine oil should be considered.  
         [0031]     Referring to  FIG. 7 , a time line graphic  700  may be generated for display to a web page. The time line  700  is for a vehicle identified by a label  702 . A note  704  is generated to alert a service manager that trends (possibly generated by on board vehicle condition monitoring sensors and data processing) that indicate the need for an oil change  706  and for a chassis lubrication  708  should mature within a limited time frame with respect to one another, giving rise to an opportunity to do both tasks at the same time without exceeding limit periods in which to do either operation. In essence, the preferred time frames for doing the operations at least overlap.  
         [0032]     The subject invention draws information from three types of sources: (1) data acquired directly from vehicle sensors and systems; (2) laboratory analysis data; and (3) vehicle component condition data entered by a vehicle service agency. Ideally, the information is acquired on a real time basis and transferred to a central sever computer as part of a communication linkage component of the telematics system. Service facilities are to be equipped with sampling containers from a contracted with laboratory to facilitate the collection of data generated by analytical work. When the vehicle is serviced, vehicle information (mileage, tire tread depth, etc.) is entered via an interactive web page that can be displayed on a portable computer. Fluid samples are shipped by expedited means to the laboratory. Analysis results are electronically provided to the telematics service provider (typically the vehicle operator, or potentially yet another service provider) by the laboratory. The server computer merges vehicle data, service center data and laboratory analysis results to derive various types of information relating to scheduling vehicle maintenance. These are: (1) vehicle “State-of-Health”, a weighted score of the faults, component condition and performance compared against standards; (2) trends reports, i.e. indications of engine wear based on metals occurring in the fluid samples, excessive tire wear, etc. and possible causes of the trends; (3) next service interval, based on timing, subsystems needing service, shop availability vehicle routing and synchronization of procedures; and (4) occurrences of out-of-limits vehicle operation (e.g. excessive speed, braking, operating temperatures, etc.).  
         [0033]     The advantages of such a system relate particularly to correlation of fluid analysis with vehicle operating variable excursions into out of bounds areas. For example, an oil analysis report may indicate that a sample had a low viscosity. The real time vehicle information can then serve to indicate as a possible cause of the low viscosity an occasion of an engine temperature excursion correlated with a time and location stamp.  
         [0034]     While a telematics system is preferred, other system configurations are possible. For example, the vehicle on-board computer could acquire and hold data for later downloading by direct link or short-range radio connection for transfer to the central server. However, the system elements will include: (1) vehicle onboard electronics to sample and store engine, drive train and vehicle performance data; (2) data transferal to the central server; (3) quantitative analytical inputs; and (4) a real time system (e.g. electronic, optical) for the dissemination of results to an end user. Record keeping is centralized.  
         [0035]     While the invention is shown in only a few of its forms, it is not thus limited but is susceptible to various changes and modifications without departing from the spirit and scope of the invention.