Patent Description:
Most vehicle nowadays are powered by internal combustion engines in which a fuel mixture is ignited thus generating mechanical power, which is in turn converted to rotational motion of the vehicle's wheels. Motor vehicles need electricity to operate. For example, electric energy is needed to power lights, gauges, an air conditioning system, an entertainment system, and other electrically powered components ("electrical components") of the vehicle. For gasoline engines, electric energy is also needed to power the spark plugs which ignite the fuel mixture. Accordingly, vehicles are equipped with batteries for providing electric energy to power the electrical components. A vehicle battery will lose its charge if it is the sole source of electric energy in the vehicle. Accordingly, vehicles are equipped with electric generators, which convert the mechanical energy produced by the internal combustion engine to electric energy and use that electric energy to charge the vehicle battery. <CIT> discusses information that is useful for understanding the background of the invention.

The present invention discloses methods, telematics devices and systems comprising a telematics device according to the appended claims. One general aspect includes a method by a telematics device. The method includes, during a cranking event, receiving a maximum cranking voltage and a maximum cranking voltage time stamp from the motor vehicle over an asset interface of the telematics device; receiving, after the cranking event is terminated, a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface, and determining a potential alternator undercharging condition in the motor vehicle when a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. The method where the undercharging indicator duration threshold is <NUM> seconds. The method may include repeating the steps of receiving and determining a plurality of times and activating an alerting device in response to the determining of the potential alternator undercharging condition more than once in the plurality of times. Activating the alerting device may include activating an indicator light. Activating the alerting device may include activating a buzzer. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium.

One general aspect includes a telematics device. The telematics device also includes a controller; an asset interface coupled to the controller, the asset interface for coupling to an interface port of a motor vehicle; and a non-transitory memory storing machine-executable instructions which, when executed by the controller, configure the telematics device to: receive, during a cranking event, a maximum cranking voltage and a maximum cranking voltage time stamp from a motor vehicle over the asset interface; receive, after the cranking event is terminated, a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface; and determine a potential alternator undercharging condition in the motor vehicle when a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold. The undercharging indicator duration threshold may be <NUM> seconds. The machine-executable instructions may further comprise machine-executable instructions which repeat the steps of receiving the maximum cranking voltage and maximum cranking voltage time stamp, receiving the maximum device voltage and maximum device voltage time stamp and determining the potential alternator undercharging condition a plurality of times and activate an alerting device in response to determining of the potential alternator undercharging condition more than once in the plurality of times.

The machine-executable instructions which activate the alerting device may comprise machine-executable instructions which activate an indicator light.

The machine-executable instructions which activate the alerting device may comprise machine-executable instructions which activate a buzzer.

Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

One general aspect includes a method. The method includes receiving, by a telematics device, a maximum cranking voltage and a maximum cranking voltage time stamp from a motor vehicle over an asset interface of the telematics device; receiving, by the telematics device, a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface of the telematics device; sending, by the telematics device, the maximum cranking voltage, the maximum cranking voltage time stamp, the maximum device voltage, and the maximum device voltage time stamp, over a network interface, to a telematics server; and determining a potential alternator undercharging condition if a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold.

The method may further comprise sending, by the telematics server, an indication of a potential alternator undercharging condition to an administration terminal over the network interface.

The undercharging indicator duration threshold may be <NUM> seconds.

One general aspect includes a system comprising a telematics device couplable to an interface port of a motor vehicle via an asset interface of the telematics device and a telematics server in communications with the telematics device over a network. The system is characterized in that the telematics device receives, during a cranking event, a maximum cranking voltage and a maximum cranking voltage time stamp from the motor vehicle over an asset interface of the telematics device;the telematics device receives, after the cranking event is terminated, a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface of the telematics device; the telematics device sends the maximum cranking voltage, the maximum cranking voltage time stamp, the maximum device voltage, and the maximum device voltage time stamp, over a network interface, to a telematics server; and the telematics server determines a potential alternator undercharging condition in the motor vehicle when a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold.

The system may be further characterized in that the telematics server sends an indication of a potential alternator undercharging condition to an administration terminal over the network interface.

One general aspect includes a method by a telematics device. The method also includes receiving a maximum cranking voltage and a maximum cranking voltage time stamp from the motor vehicle over an asset interface of the telematics device; receiving a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface; and sending the maximum cranking voltage, the maximum cranking voltage time stamp, the maximum device voltage, and the maximum device voltage time stamp, over a network interface, to a telematics server. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. The method may include repeating the steps of receiving and sending. The method may include receiving an indication, from the telematics server, of an alternator undercharging condition. The method may include activating an alerting device in response to receiving the indication of an alternator undercharging condition. Activating an alerting device may include activating an indicator light. Activating an alerting device may include activating a buzzer. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium.

One general aspect includes a telematics device. The telematics device also includes a controller; an asset interface coupled to the controller; a network interface coupled to the controller; and a non-transitory memory storing machine-executable instructions which, when executed by the controller, configure the telematics device to: receive a maximum cranking voltage and a maximum cranking voltage time stamp from a motor vehicle over the asset interface; receive a maximum device voltage and a maximum device voltage time stamp from the motor vehicle over the asset interface; and send the maximum cranking voltage, the maximum cranking voltage time stamp, the maximum device voltage, and the maximum device voltage time stamp, over the network interface, to a telematics server. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

One general aspect includes a method by a telematics server. The method also includes receiving, over a network interface, from a telematics device a maximum cranking voltage, a maximum cranking voltage time stamp, a maximum device voltage, and a maximum device voltage time stamp associated with a motor vehicle coupled to the telematics device; and determining a potential alternator undercharging condition if a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. The method may include sending an indication of a potential alternator undercharging condition to an administration terminal over the network interface. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium.

One general aspect includes a telematics server. The telematics server also includes a controller; a network interface coupled to the controller; and a non-transitory memory storing machine-executable instructions which, when executed by the controller, configure the telematics server to: receive, over the network interface, from a telematics device a maximum cranking voltage, a maximum cranking voltage time stamp, a maximum device voltage, and a maximum device voltage time stamp associated with a motor vehicle coupled to the telematics device; determine, by an analysis module, a potential alternator undercharging condition if a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

Implementations may include one or more of the following features. The telematics server where the machine-executable instructions when executed by the controller, further configure the telematics server to send, by an alert module, an indication of a potential alternator undercharging condition to an administration terminal over the network interface. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium.

In this disclosure, the terms "electricity", "electric energy", "electrical energy" and "electrical power" are used interchangeably and refers to electrical energy. A skilled person would understand that electricity is a form of energy, and that power is energy in a unit time. An electric battery or a generator provide electricity, electric energy, or electric power to power one or more electrical components.

In this disclosure, the terms "generator" and "alternator" are used interchangeably and refers to an alternating current (AC) generator deployed in conjunction with an engine for converting rotational mechanical energy to electrical energy.

In this disclosure, the terms "electric battery", "vehicle battery", or "battery" refer to a battery deployed in a vehicle to provide electric energy to one or more electrical components. A vehicle battery may be a lead acid battery or any other suitable type of battery.

Motor vehicles are equipped with batteries for providing electric energy to power the electrical components thereof. Typical vehicle batteries are either 12V batteries or 24V batteries. In this disclosure, mainly 12V batteries will be discussed, but it would be apparent to those of skill in the art that the methods described would be equally applicable to 24V batteries, and to batteries operating at other voltages. A vehicle battery needs to be charged such that it provides a battery output voltage which is in a battery operating voltage range. The battery operating voltage range has a lower battery output voltage limit and an upper battery output voltage limit. When the vehicle battery output voltage drops below the lower battery output voltage limit, the battery is considered undercharged and needs to be charged or it will not provide sufficient electrical power to the various electrical components. In the example of a 12V battery, the lower battery output voltage limit has been found to be <NUM>. When the vehicle battery output voltage rises above the upper battery output voltage limit, the vehicle battery is considered overcharged. An overcharged battery may deteriorate quickly and the vehicle battery output voltage, which is higher than the upper battery output voltage limit, may cause damage to some of the electrical components of the vehicle. In the example of a 12V battery, the upper battery output voltage limit has been found to be <NUM>. It is therefore generally desirable to keep the battery output voltage of a 12V vehicle battery between <NUM>. 2V and <NUM>.

Internal combustion engines need to be cranked to start their operation. Cranking an engine involves rotating the engine's crank shaft causing the pistons to move in a reciprocating manner within their corresponding cylinders. Rotating the crank shaft also causes intake valves to open letting air into the cylinders and causes an injection pump to inject fuel into the cylinders. For engines using carburetors, the intake valves let a fuel mixture of gasoline and air into the cylinders. For gasoline engines, cranking also causes the spark plugs to be activated thus igniting the fuel mixture and producing heat energy which displaces the pistons inside the cylinders. The displacement of the pistons in a reciprocating manner within the cylinders is converted to rotary motion by the crank shaft, and the engine is said to have been started. Cranking an engine is typically done by a starter motor mechanically coupled to the engine. The starter motor relies mainly on the vehicle battery to run during cranking.

Electricity generators used in vehicles are often referred to as alternators since they generate electricity having an alternating current (AC). The generated AC is then rectified and converted to direct current (DC) to power the vehicle's electrical components and to charge the vehicle's battery. An alternator is mechanically coupled to a vehicle's internal combustion engine and converts mechanical energy provided by the engine to electrical energy. In order to charge a vehicle battery to a particular output voltage, an alternator is configured to generally produce an alternator output voltage which is higher than the battery voltage by a charging voltage offset. Accordingly, an alternator has a lower alternator output voltage limit, which is greater than a corresponding lower battery output voltage limit by the charging voltage offset. Similarly, an alternator has an upper alternator output voltage limit which is greater than a corresponding upper battery output voltage limit by the charging voltage offset. By way of example, a charging voltage offset may be 1V. For a 12V battery, the lower battery output voltage limit is <NUM>. 2V and accordingly the lower alternator output voltage limit is <NUM>. 2V for an alternator configured to charge the battery by a charging voltage offset of 1V. Similarly, for the 12V battery, the upper battery output voltage limit is <NUM>. 6V and accordingly the upper alternator output voltage limit is <NUM>. 6V for an alternator configured to charge the battery by a charging offset of 1V.

Alternators often fail after a period of use. In some cases, the alternator completely fails and does not produce any electric energy at all. In other cases, the alternator is either overcharging or undercharging the vehicle battery. If the alternator output voltage is less than the lower alternator output voltage limit, then the alternator is said to be "undercharging" the vehicle battery. For example, for a 12V vehicle battery discussed above and a charging offset voltage of 1V, if the alternator output voltage is less than the lower alternator output voltage limit of <NUM>. 2V, the alternator is said to be undercharging the vehicle battery. If the alternator output voltage is greater than the upper alternator output voltage limit of <NUM>, the alternator is said to be "overcharging" the vehicle battery.

An alternator is mechanically and rotationally coupled a vehicle's engine in order to produce electricity. Similarly, a starter motor is mechanically and rotationally coupled to a vehicle's engine in order to crank the engine. With reference to <FIG>, there is shown an engine <NUM> mechanically coupled to both an alternator <NUM> and a starter motor <NUM>.

The engine <NUM> is comprises a plurality of cylinders (now shown) in which a corresponding plurality of pistons are disposed and configure for reciprocating motion. The engine <NUM> also houses a crank shaft (not shown) mechanically coupled to the pistons. As known in the art, the reciprocating motion of the pistons are converted to rotational motion by the crank shaft. At one end of the crank shaft, there is a drive pulley <NUM> connected with the crank shaft and rotatable therewith. At the opposite end of the crank shaft, there is a flywheel <NUM> connected with the crank shaft and rotatable therewith. The flywheel <NUM> may be in the form of a gear and have a plurality of teeth.

An alternator <NUM> is disposed alongside the engine <NUM> and rotationally coupled thereto. The alternator <NUM> may be affixed to the engine block or to any part of the vehicle chassis. The alternator <NUM> includes an alternator pulley <NUM> connected to and rotatable with an alternator shaft. The alternator pulley <NUM> is rotationally coupled to the drive pulley <NUM>, typically by an alternator belt <NUM>. Accordingly, the alternator shaft rotates with the rotation of the engine crank shaft.

A starter motor <NUM> is disposed alongside the engine <NUM>. The starter motor <NUM> has a starter motor shaft <NUM> which provides rotational motion when electric power is provided to the starter motor <NUM>. A starter motor pinion gear <NUM> is connected to the starter motor shaft <NUM> and is rotatable therewith. A starter motor solenoid <NUM> allows extending and retracting the starter motor shaft <NUM>. To start the engine <NUM>, the starter motor solenoid <NUM> extends the starter motor shaft <NUM> until the starter motor pinion gear <NUM> engages with the flywheel <NUM> and rotates the engine's crank shaft. Once the engine has started, the starter motor solenoid <NUM> retracts the starter motor shaft <NUM> so that the starter motor pinion gear <NUM> disengages from the flywheel <NUM>.

When the engine <NUM> is off and is not being cranked (started), the crank shaft is not rotating and accordingly the drive pulley <NUM> is not rotating. As a result, the alternator pulley <NUM> is also not rotating and no electric power is generated by the alternator <NUM>. Similarly, no power is applied to the starter motor <NUM> and hence the starter motor pinion gear <NUM> does not rotate. Additionally, the starter motor shaft <NUM> is in retracted mode towards the starter motor <NUM> and the starter motor pinion gear <NUM> is not engaged with the flywheel <NUM>.

When the engine <NUM> is cranked (started), for example by a user turning a key in an ignition or actuating a push button ignition switch, electric power is applied from the vehicle's battery to the starter motor <NUM> including the starter motor solenoid <NUM>. In response to receiving electric power, the solenoid extends the starter motor shaft <NUM> until the teeth of the starter motor pinion gear <NUM> engage with the teeth of the flywheel <NUM>, as shown in dotted lines in the figure. Additionally, the starter motor <NUM> rotates the starter motor shaft <NUM> thus rotating the starter motor pinion gear <NUM> therewith. Since the flywheel <NUM> is in engagement with the starter motor pinion gear <NUM>, the flywheel <NUM> rotates in the opposite direction to that of the starter motor pinion gear <NUM>. The crankshaft rotates with the flywheel <NUM>. As discussed above, the rotation of the crankshaft causes the engine to start. The drive pulley <NUM> rotates with the crankshaft. Since the alternator pulley <NUM> is rotationally coupled to the drive pulley <NUM> by the alternator belt <NUM>, the alternator pulley <NUM> also rotates and the alternator <NUM> generates some electricity.

When the engine <NUM> is running, the starter motor <NUM> is turned off. Additionally, the starter motor solenoid <NUM> retracts the starter motor shaft <NUM> such that the starter motor pinion gear <NUM> is disengaged from the flywheel <NUM>. As the engine is running, the drive pulley <NUM> is rotating by the action of the mechanical rotational motion produced by the engine <NUM>. The alternator <NUM> rotates with the engine <NUM> and produces electricity to power the electrical components of the vehicle.

The structure and operation of an alternator <NUM> are known in the art. For illustration, <FIG> shows a high-level block diagram of an alternator <NUM> identifying its principal components. An alternator <NUM> includes a rotor <NUM>, a stator <NUM>, an alternator housing <NUM>, a rectifier <NUM>, and a regulator <NUM>.

The rotor <NUM> is disposed on a shaft and rotatable therewith. The rotor <NUM> features an electromagnet (not shown) which is powered by the vehicle's battery and/or electric power generated by the alternator <NUM> itself. The power of the electromagnet affects the alternator output voltage. The higher the power of the electromagnet, the higher the alternator output voltage for the same rotational speed of the rotor shaft. Conversely, the lower the power of the electromagnet, the lower the alternator output voltage for the same rotational speed of the rotor shaft.

The stator <NUM> is circumferentially disposed inside the alternator housing <NUM> encompassing the rotor <NUM>. The stator <NUM> is comprised of a plurality of coils typically connected in a star configuration, as known in the art. The coils have terminals at which the generated AC is provided.

The rectifier <NUM> converts the generated AC provided at the terminals of the coils into DC. In some example embodiments, the rectifier is comprised of a plurality of diodes, and at least one capacitor as known in the art. For a typical <NUM>-phase alternator, there are at least <NUM> diodes.

The regulator <NUM> detects the alternator output voltage and ensures that it remains above the lower alternator output voltage limit and below the upper alternator output voltage limit. As shown the regulator <NUM> checks the battery output voltage and the alternator output voltage. As discussed above, the alternator output voltage is generally higher than the battery output voltage by a charging voltage offset. The regulator <NUM> determines the desired alternator output voltage based on the battery output voltage. If the alternator output voltage is different from the desired alternator output voltage, the regulator controls the power provided to the electromagnet of the rotor in order to maintain the alternator output voltage between the lower alternator output voltage limit and the upper alternator output voltage limit.

Rotating the alternator pulley <NUM> causes the rotor <NUM> to rotate with respect to the stator <NUM> and induce electricity in the stator <NUM>. The generated electricity is in the form of an alternating current (AC) which is provided at the stator terminals (not shown). The rectifier <NUM> converts the generated AC to direct current (DC) output. The DC output may be provided to charge the vehicle battery, power the electromagnet of the rotor <NUM>, and power the electrical components of the vehicle while the engine <NUM> is running.

The regulator <NUM> determines the desired alternator output voltage based on the battery operating voltage range. The regulator <NUM> then compares the alternator output voltage, provided thereto by the rectifier, as shown, with the desired alternator output voltage. Based on the comparison, the regulator may increase or decrease the electric power provided to the electromagnet of the rotor <NUM>. For example, for a 12V battery, the alternator output voltage needs to be between <NUM>. 2V and <NUM>. If the alternator output voltage was at 14V, then the alternator is overcharging the battery. The regulator <NUM> reduces the power provided to the electromagnet of the rotor <NUM>. As a result, the alternator output voltage is reduced. This is repeated until the alternator output voltage is at most at the upper alternator output voltage limit of <NUM>. Conversely, if the alternator output voltage is below <NUM>. 2V, the regulator <NUM> increases the electric power provided to the rotor <NUM>. As a result, the alternator output voltage is increased (for the same alternator shaft rotational speed), thus increasing the alternator output voltage. This is repeated until the alternator output voltage is at least at the lower alternator output voltage limit.

The electrical connections between the engine <NUM>, the starter motor <NUM> and the alternator <NUM> are shown in <FIG>.

<FIG> depict a simplified schematic of a vehicle's electric subsystems including a battery <NUM>, a starter motor <NUM>, an alternator <NUM>, a voltage-sensing device <NUM>, and an electrical component <NUM> shown as a light bulb. The battery <NUM> may be a lead acid battery or any other suitable type of battery used in vehicles. The battery <NUM> has a positive battery terminal <NUM> connected to the electrical component <NUM>, to the starter motor <NUM> and to the alternator <NUM>. The battery <NUM> also has a negative terminal <NUM> connected to the ground (i.e., the vehicle's metal chassis). The starter motor <NUM> is connected to the positive battery terminal <NUM> and to the ground. The alternator is connected to the positive battery terminal <NUM> and to the ground. The electrical component <NUM> may be any one of vehicle lights, gauges, air conditioner or entertainment system. The voltage-sensing device <NUM> is connected to the positive battery terminal <NUM> and the alternator output. The voltage measuring device may be a voltmeter, galvanometer, analog-to-digital converter (ADC), or any other suitable device that can measure voltage.

Turning first to <FIG>. In this figure, the engine <NUM> is in off mode. In other words, the engine <NUM> is neither running nor being cranked. Accordingly, the alternator <NUM> is not rotating and is not producing any electric power. The only source of electricity in the vehicle is the battery <NUM>. Thickened black lines in <FIG> show current flow between the battery <NUM> and the electrical component <NUM>. Since the battery <NUM> provides electric power to the electrical component <NUM> and is not being charged. The voltage measured by the voltage-sensing device <NUM> is the voltage of the battery <NUM> only. In the off mode, and in the presence of an electrical component <NUM> which is turned on, the battery <NUM> is drained after some time. The time to drain the battery <NUM> depends on the load of the electrical component <NUM> and the capacity of the battery <NUM>.

When a vehicle is started by a driver, for example by activating an ignition key, the engine <NUM>, starter motor <NUM> and alternator <NUM> are said to be in a cranking state or undergoing a cranking event. With reference to <FIG>, the diagram shows the same vehicle's electric subsystems of <FIG>. <FIG> also shows the current flowing as solid black lines. During a cranking event, the battery <NUM> provides power to the starter motor <NUM> as indicated by the solid line between the positive battery terminal <NUM> and the starter motor <NUM>. As the starter motor <NUM> is activated and engages the flywheel <NUM> as discussed above, the crankshaft of the engine rotates. As the alternator <NUM> is mechanically coupled to the crankshaft, the alternator shaft also rotates, and the alternator <NUM> starts generating some electricity. During cranking any electrical component <NUM> which is turned on consumes electric power from both the battery <NUM> and/or the alternator <NUM> depending on electric load of the electrical component <NUM>. The voltage measured at the positive battery terminal <NUM>, by the voltage-sensing device <NUM>, during cranking is termed the "cranking voltage". The cranking voltage fluctuates as the starter motor <NUM> starts and as the alternator <NUM> starts generating electricity. As discussed below, there is a point at which the cranking voltage is at a minimum value termed the "minimum cranking voltage" and another point at which the cranking voltage is at a maximum value termed the "maximum cranking voltage".

When the engine <NUM> starts, the cranking event is terminated and the starter motor <NUM> is both disengaged from the engine <NUM> and is no longer powered up. This is illustrated in <FIG>. After cranking is terminated, the voltage measured at the positive battery terminal <NUM>, by the voltage-sensing device <NUM>, is termed the "device voltage". As shown in <FIG>, there are solid black lines between the alternator <NUM> and the positive battery terminal <NUM> as well as between the positive battery terminal <NUM> and the electrical component <NUM> indicating that the electrical components <NUM> may be consuming electric power from both the alternator <NUM> and the battery <NUM>.

The inventors have observed and determine that certain characteristics of the cranking voltage and the device voltage may indicate a case of an alternator undercharging condition. Accordingly, methods and systems for detecting alternator undercharging conditions, are better understood once the voltage patterns observed during and after a cranking event are explained as is done with reference to <FIG>.

With reference to <FIG>, there is shown a graph depicting voltage measured at the positive battery terminal (to which the output of the alternator is connected) during and after a cranking event. The horizontal axis represents time, while the vertical axis represents the voltage measured at the positive battery terminal <NUM>. Before the cranking event, the measured voltage was around <NUM>. This represents the voltage at the positive battery terminal <NUM> with the alternator <NUM> not generating any electrical power. At time <NUM>, the cranking event starts. The first cranking voltage <NUM> is unchanged and is around <NUM>. As the starter motor <NUM> draws a large amount of current from the vehicle battery in order to start, the battery output voltage drops significantly. As discussed, the output voltage of the battery during a cranking event is considered a cranking voltage. As can be seen, the cranking voltage drops until it is at a minimum cranking voltage <NUM> (which is around <NUM>. 8V approximately). As the starter motor <NUM> starts rotating and gains momentum, the current drawn by the starter motor <NUM> drops and accordingly the cranking voltage rises. Additionally, as the starter motor <NUM> rotates at a faster speed, so does the crank shaft of the engine, and so does the alternator shaft. As a result, the alternator <NUM> starts producing electricity, and the cranking voltage rises. As shown between the time <NUM> and the time <NUM>.

At the time <NUM>, the cranking voltage reaches a maximum cranking voltage <NUM>. The maximum cranking voltage <NUM> is also the last cranking voltage measured. Once the engine has fully started, cranking is stopped, and the starter motor <NUM> is disengaged from the engine both electrically and mechanically. At this point, the voltage measured at the positive battery terminal <NUM> is the device voltage. The first device voltage <NUM> has the value of approximately <NUM>. At this point, the regulator <NUM> may increase the power provided to the electromagnet of the rotor <NUM> to bring the alternator output voltage to <NUM>. 6V so that it is higher by 1V than the battery output voltage, which was measured to be <NUM>. 6V before the cranking event. The device voltage reaches a maximum device voltage <NUM> at a time <NUM>.

With reference to <FIG>, a few observations can be made. Firstly, the maximum cranking voltage <NUM> and the maximum device voltage <NUM> are substantially equal. In reality they may not be identical and may be off by <NUM>. Secondly, the time period between the maximum cranking voltage <NUM> and the maximum device voltage <NUM> is relatively short. For example, in <FIG>, the maximum cranking voltage <NUM> took place at approximately <NUM>:<NUM>:<NUM> and the maximum device voltage <NUM> took place at approximately <NUM>:<NUM>:<NUM>. In other words, it took around <NUM> seconds after the maximum cranking voltage <NUM> for the device voltage to reach the maximum device voltage <NUM>.

In vehicles where the alternator is either undercharging or overcharging the battery, the device voltage after cranking follows different patterns.

For example, with reference to <FIG>, there is shown a vehicle charging profile for a vehicle in which the alternator is undercharging the battery. The graph covers a period of over <NUM> minutes starting with cranking. When cranking starts, the cranking starting voltage <NUM> was around <NUM>. At the start of cranking, the measured cranking voltage comprises the battery voltage at the positive battery terminal. As discussed above, a battery voltage value that is lower than the lower battery output voltage limit, indicates an undercharged battery. As cranking proceeds, the starter motor draws current and a minimum cranking voltage <NUM> is reached. As the starter motor gains momentum and the alternator starts generating electricity, the cranking voltage rises. The maximum cranking voltage <NUM> has a voltage value of <NUM>. 6V, which is a good value for a vehicle electric system including a 12V battery, as discussed above. Cranking ends and the maximum cranking voltage <NUM> is also the last cranking voltage. Past this point, the engine is in normal operation and the measured voltage is the device voltage. The first observed device voltage 54A is around <NUM>. The second observed device voltage 54B is around <NUM>. The third observed device voltage 54C is around <NUM>. Accordingly, the device voltage is dropping. Since the device voltage is an indication of the alternator output voltage, it can be deduced that the alternator output voltage is below the lower alternator output voltage limit, which for 12V batteries is <NUM>. Therefore, the device voltage pattern of <FIG> is indicative of an undercharging condition.

With reference to <FIG>, there is shown a vehicle charging profile for a vehicle in which the alternator is overcharging the battery. The profile covers a period of approximately <NUM> seconds starting with cranking. First, it is observed that the first cranking voltage <NUM> is around <NUM>. 8V, which is high as it is expected that the battery voltage is at most <NUM>. 6V for a 12V battery. As cranking proceeds, the starter motor draws plenty of current and the cranking voltage drops to a minimum cranking voltage <NUM>, which is around <NUM>. As before, the starter motor gains momentum and the alternator starts generating electricity, the cranking voltage rises. The maximum cranking voltage <NUM> is over 16V, which is high. The engine starts, and the first observed device voltage 54A is around 15V, the second observed device voltage 54B is around <NUM>. 5V, and the third observed device voltage 54C is around <NUM>. Subsequent device voltage values 54D, 54E, 54F, <NUM> and <NUM> are all around 20V. This voltage profile indicates that the alternator is overcharging the battery.

The duration between the timestamp of the maximum cranking voltage and the timestamp of the maximum device voltage varies with each cranking event. The inventors have analyzed voltage patterns from numerous vehicle electric systems of different makes and models and have observed certain distributions.

<FIG> shows a histogram <NUM> of the full distribution of the duration between maximum cranking voltage and maximum device voltage for an International MV having a <NUM> Diesel Cummins engine. It has been observed that in most cranking events, the maximum device voltage is reached less than <NUM> seconds after the maximum cranking voltage. A histogram <NUM> of the duration limited to where the duration between the maximum cranking voltage and the maximum device voltage is less than <NUM> seconds shows that for an international MV in the majority of cases, the duration between the maximum cranking voltage and the maximum device voltage is less than <NUM> seconds.

<FIG> shows a histogram <NUM> of the full distribution of the duration between maximum cranking voltage and maximum device voltage for a Chevrolet Equinox having a <NUM> cylinder <NUM> engine. It has been observed that in most cranking events, the maximum device voltage is reached less than <NUM> seconds after the maximum cranking voltage. A histogram <NUM> of the duration limited to where the duration between the maximum cranking voltage and the maximum device voltage is less than <NUM> seconds shows that for a Chevrolet Equinox in the majority of cases, the highest distribution of the duration between the maximum cranking voltage and the maximum device voltage is also less than <NUM> seconds. For a Chevrolet Silverado, the distribution of the duration between the maximum cranking voltage and the maximum device voltage is shown in <FIG>. The distribution is somewhat similar to the Chevrolet Equinox.

<FIG> shows a histogram <NUM> of the full distribution of the duration between maximum cranking voltage and maximum device voltage for a Dodge Ram having a <NUM><NUM> V6 engine. It has been observed that in most cranking events, the maximum device voltage is reached less than <NUM> seconds after the maximum cranking voltage. A histogram <NUM> of the duration limited to where the duration between the maximum cranking voltage and the maximum device voltage is less than <NUM> seconds shows that for a Dodge Ram in the majority of cases, the duration between the maximum cranking voltage and the maximum device voltage is between <NUM> seconds and <NUM> seconds.

The above observations relating to the duration between the maximum cranking voltage and the maximum device voltage become relevant when it is correlated with the monitoring of normal, overcharging, and undercharging events. For example, with reference to <FIG>, graphs depicting the number of normal, overcharging, and undercharging events versus the time of the events are shown for a Ford Transit having a <NUM> V6 gasoline engine. The graph <NUM> depicts normal events, the graph <NUM> depicts undercharging events, and the graph <NUM> depicts overcharging events. It can be seen that normal events take place mostly under <NUM> minutes and generally up to <NUM> minutes. Undercharging events take place mostly before <NUM> minutes (<NUM> seconds or approximately <NUM> seconds). In this graph, there were no overcharging events, and hence the overcharging graph <NUM> is flat.

The inventors have investigated numerous cases of alternator failure and observed a correlation between some failures and the duration between the maximum cranking voltage and the maximum device voltage. Specifically, if the duration between the maximum cranking voltage and the maximum device voltage exceeds an undercharging indication duration threshold, this indicates that an alternator undercharging condition is likely. If the duration between the maximum cranking voltage and the maximum device voltage exceeds the undercharging indication duration threshold repeatedly, then the vehicle operator or a fleet manager needs to be alerted of the potential undercharging condition. As a result, the alternator may be repaired or rebuilt.

In some embodiments, the detected maximum cranking voltages, and maximum device voltages along with their time stamps may be used by an on-board device to compute the time difference between each maximum cranking voltage and a corresponding maximum device voltage. If the time difference between the maximum cranking voltage and the maximum device voltage exceeds a particular threshold, then the on-board device may trigger an alert for the associated vehicle. For example, an indicator in the dashboard may light up and/or an alarm sound may alert the driver that of a potential alternator failure. In other embodiments, the maximum cranking voltages, the maximum device voltages, and their associated time stamps are included in telematics data captured from the vehicle using a telematics coupled to the vehicle. The telematics data is gathered by the telematics device and transmitted to a telematics server for analysis. The telematics server may be queried for data on specific vehicles or may be configured to send warnings to a user, such as a fleet manager, alerting them of vehicles with potential undercharging problems, for example.

<FIG> shows a high-level block diagram of a telematics system <NUM>. The telematics system <NUM> includes a telematics server <NUM>, and (N) telematics devices shown as telematics device 200_1, telematics device 200_2. through telematics device 200_N ("telematics device <NUM>"). The telematics system <NUM> may also include an administration terminal <NUM>. A network <NUM> may provide connectivity between the telematics devices <NUM> and the telematics server <NUM>, and between the administration terminal <NUM> and the telematics server <NUM>. <FIG> also shows a plurality of (N) assets named as asset 100_1, asset 100_2. asset 100_N ("asset <NUM>"); and a plurality of satellites 700_1, 700_2 and 700_3 ("satellite <NUM>").

The assets <NUM> shown are in the form of vehicles. For example, the asset 100_1 is shown as a truck, which may be part of a fleet that delivers goods or provides services. The asset 100_2 is shown as a passenger car that typically runs on an internal combustion engine (ICE). The asset 100_3 is shown as an electric vehicle (EV). While the assets have been shown as vehicles, in some examples they may be airborne vehicles such as airplanes, helicopters, or drones. In other examples, the assets may be marine vehicles such as boats, ships, or submarines. In further examples, the assets may be stationary equipment such as industrial machines.

The telematics devices <NUM> are electronic devices which are coupled to assets <NUM> and configured to gather asset data from the assets <NUM>. For example, in <FIG> the telematics device 200_1 is coupled to the asset 100_1. Similarly, the telematics device 200_2 is coupled to the asset 100_2 and the telematics device 200_3 is coupled to the asset 100_3. The components of a telematics device <NUM> are explained in further detail with reference to <FIG>.

The network <NUM> may be a single network or a combination of networks such as a data cellular network, the Internet, and other network technologies. The network <NUM> allows the telematics devices <NUM> to communicate with the telematics server <NUM> and allows the administration terminal <NUM> to communicate with the telematics server <NUM>.

The satellites <NUM> may be part of a global navigation satellite system (GNSS) and may provide location information to the telematics devices <NUM>. The location information may be processed by a location module on the telematics device <NUM> to determine the location of the telematics device <NUM> (and hence the location of the asset <NUM> coupled thereto). A telematics device <NUM> that can periodically report an asset's location is termed an "asset tracking device".

A telematics server <NUM> is an electronic device having a large data store and powerful processing capability. The telematics server <NUM> may receive telematics data from telematics devices <NUM>, including cranking and device voltages and their time stamps. The telematics server <NUM> may compute the likelihood of alternator undercharging conditions based on the received voltages and timestamps. The telematics server <NUM> may also send alerts for alternator undercharging conditions to one or more remote devices.

The administration terminal <NUM> is an electronic device, which may be used to connect to the telematics server <NUM> to retrieve data and analytics related to one or more assets <NUM>. The administration terminal <NUM> may be a desktop computer, a laptop computer, a tablet, or a smartphone. The administration terminal <NUM> may run a web browser or a custom application which allows retrieving data and analytics, pertaining to one or more assets <NUM>, from the telematics server <NUM> via a web interface of the telematics server.

In operation, a telematics device <NUM> connects to an asset <NUM> to gather asset data. The asset data may be combined with location data obtained by the telematics device <NUM> from a location module in communication with the satellites <NUM> and/or sensor information gathered from sensors in the telematics device <NUM>. The combined data may be termed "telematics data". The telematics device <NUM> sends the telematics data, over to the telematics server <NUM> over the network <NUM>. The telematics server <NUM> may process, aggregate, and analyze the telematics data to generate information about the assets <NUM> or a fleet of assets. The administration terminal <NUM> may connect to the telematics server <NUM>, over the network <NUM>, to access the generated information. Alternatively, the telematics server <NUM> may push the generated information to the administration terminal <NUM>. For example, the asset data may comprise a maximum cranking voltage along with its timestamp and the maximum device voltage along with its timestamp as well as an asset identifier, such as a vehicle type. The telematics server <NUM> may perform some computations to determine, for the vehicle type, whether an alternator undercharging condition is likely. The telematics server <NUM> may generate alert information for the particular asset (vehicle) indicating the undercharging condition, if applicable. The alert information may be accessed by the administration terminal <NUM>.

In the attached figures, a telematics device <NUM> is shown as a separate entity connected with a corresponding asset. It would be, however, apparent to those of skill in the art that other configurations are possible. For example, the telematics device <NUM> may be integrated with the asset <NUM> at the time of manufacturing. In other examples, the telematics device may be deployed on an asset but not connected therewith. For example, a telematics device <NUM> may be deployed in a vehicle and may monitor the vehicle's temperature, location, speed, and direction of travel solely using sensors or peripherals on board the telematics device <NUM> such as a temperature sensor, a GPS receiver, an accelerometer, and a gyroscope.

Further details relating to the telematics device <NUM> and how it interfaces with an asset <NUM> are shown with reference to <FIG> depicts an asset <NUM> and a telematics device <NUM> connected thereto. Selected relevant components of each of the asset <NUM> and the telematics device <NUM> are shown. For example, while the asset <NUM> may be a vehicular asset, only components relevant to gathering asset data are shown in the figure. The asset <NUM> may have a plurality of electronic control units (ECUs). An ECU is an electronic module which interfaces with one or more sensors for gathering information from the asset <NUM>. For example, an oil temperature ECU may contain a temperature sensor and a controller for converting the measured temperature into digital data representative of the oil temperature. Similarly, a battery voltage ECU may contain a voltage sensor for measuring the voltage at the positive battery terminal and a controller for converting the measured voltage into digital data representative of the battery voltage. A typical vehicle may, for example, have around seventy ECUs. For simplicity, only a few of the ECUs <NUM> are depicted in <FIG>. For example, in the depicted embodiment the asset <NUM> has three electronic control units including the ECU 110A, the ECU 110B, and the ECU 110C ("ECUs <NUM>"). The ECU 110A, the ECU 110B, and the ECU 110C are shown to be interconnected via a bus, such as a Controller Area Network (CAN) bus <NUM>. ECUs <NUM> interconnected using a CAN bus send and receive information to one another in CAN frames by placing the information on the CAN bus <NUM>. When an ECU places information on the CAN bus <NUM>, other ECUs <NUM> receive the information and may or may not consume or use that information. Different protocols are used to exchange information between the ECUs over a CAN bus. For example, ECUs <NUM> in trucks and heavy vehicles use the Society of Automotive Engineering (SAE) J1939 protocol to exchange information over a CAN bus <NUM>. Most passenger vehicles use the On-Board Diagnostic (OBD) protocol to exchange information between ECUs <NUM> on their CAN bus <NUM>. In industrial automation, ECUs use a CANOpen protocol to exchange information over a CAN bus <NUM>. An asset <NUM> may allow access to information exchanged over the CAN bus <NUM> via an interface port <NUM>. For example, if the asset <NUM> is a passenger car, then the interface port <NUM> is most likely an OBD-II port. Data accessible through the interface port <NUM> is termed the asset data <NUM>. An example of the asset data <NUM> includes the cranking and device voltages gathered from an ECU coupled to the battery and alternator, as will be described below. In some embodiments, the interface port <NUM> includes a power interface for providing power to a device connecting thereto.

The telematics device <NUM> includes a controller <NUM> coupled to a non-transitory memory <NUM>, an interface layer <NUM> and a network interface <NUM>. The telematics device <NUM> also includes one or more sensors <NUM> and a location module <NUM> coupled to the interface layer <NUM>. The telematics device further includes some rudimentary output devices such as an indicator light <NUM> and a buzzer <NUM>. In some embodiments (not shown), the telematics device <NUM> may have a dedicated power source or a battery. In other embodiments, the telematics device <NUM> may receive power directly from the asset <NUM>. The telematics device <NUM> shown is an example. Some of the depicted components may be optional. For example, some telematics devices may not have a location module <NUM> and may rely on an external location module for obtaining location data <NUM>. Some telematics devices may not have any sensors <NUM> and may rely on external sensors for obtaining sensor data <NUM>.

The controller <NUM> may include one or any combination of a processor, microprocessor, microcontroller (MCU), central processing unit (CPU), processing core, state machine, logic gate array, application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or similar, capable of executing, whether by software, hardware, firmware, or a combination of such, the actions performed by the controller <NUM> as described herein.

The indicator light <NUM> is an electronic peripheral capable of emitting visual light. The indicator light <NUM> may be a light emitting diode (LED) or another form of light which can be activated either to display a solid light or a flashing light with different duty cycles. The indicator light <NUM> may be used to indicate an alert condition under control of firmware executed by the controller <NUM>.

The buzzer <NUM> is an electronic device which produces an audible signal. The buzzer <NUM> may be a speaker or a piezoelectric transducer. The buzzer <NUM> may be used to indicate an alert condition under control of firmware executed by the controller <NUM>.

The non-transitory memory <NUM> may include read-only-memory (ROM), random access memory (RAM), flash memory, magnetic storage, optical storage, and similar, or any combination thereof, for storing machine-executable instructions and data to support the functionality described herein. The non-transitory memory <NUM> is coupled to the controller <NUM> thus enabling the controller <NUM> to execute the machine-executable programming instructions stored in the non-transitory memory <NUM>. The non-transitory memory <NUM> may store machine-executable instructions, which when executed by the controller <NUM>, configures the telematics device <NUM> for receiving asset data <NUM> from the asset <NUM> via the asset interface <NUM>, and for receiving sensor data <NUM> from the sensors <NUM> and/or location data <NUM> from the location module <NUM> via the sensor interface <NUM>. The non-transitory memory <NUM> may also contain machine-executable programming instructions for combining asset data <NUM>, sensor data <NUM> and location data <NUM> into telematics data <NUM>. Additionally, the non-transitory memory <NUM> may further contain instructions which, when executed by the controller <NUM>, configures the telematics device <NUM> to transmit the telematics data <NUM> via the network interface <NUM> to a telematics server <NUM> over a network <NUM>.

In some embodiments, the non-transitory memory <NUM> may contain modules for analyzing the asset data <NUM> and generate an alert accordingly. For example, the non-transitory memory <NUM> may contain modules for analyzing cranking and device voltages and checking whether the alternator is overcharging or undercharging the vehicle's battery. In case an overcharging or an undercharging condition is detected, the firmware modules may activate the indicator light <NUM>, the buzzer <NUM>, or both in order to signal the alert condition.

In some embodiments, the memory may contain firmware modules for receiving alert messages from the telematics server over the network interface <NUM>. For example, after sending the telematics data <NUM> to the telematics server, the telematics device <NUM> may receive, over the network interface <NUM>, an alert message from the telematics server indicating an alert condition related to the operation of the vehicle. For example, the telematics device <NUM> may receive an alert message indicating that the vehicle coupled to the telematics device <NUM> is undergoing an alternator undercharging condition. The firmware modules may further configure the telematics device <NUM> to issue an alert in response to receiving the alert message. The issued alert may be in the form of a sound produced by the buzzer <NUM> or a light produced by the indicator light <NUM>.

The location module <NUM> may be a global positioning system (GPS) transceiver or another type of location determination peripheral that may use, for example, wireless network information for location determination. The sensors <NUM> may be one or more of: a temperature sensor, a pressure sensor, an optical sensor, an accelerometer, a gyroscope, or any other suitable sensor indicating a condition pertaining to the asset <NUM> to which the telematics device <NUM> is coupled.

The interface layer <NUM> includes an asset interface <NUM> and a sensor interface <NUM>. The sensor interface <NUM> is configured for receiving sensor data <NUM> and location data <NUM> from the sensors <NUM> and the location module <NUM>, respectively. For example, the sensor interface <NUM> interfaces with the location module <NUM> and with the sensors <NUM> and receives both sensor data <NUM> and location data <NUM>, respectively, therefrom. The interface layer <NUM> also includes an asset interface <NUM> to receive asset data <NUM> from the asset <NUM>. In the depicted embodiment, the asset interface <NUM> is coupled to the interface port <NUM> of the asset <NUM>. In other embodiments where the telematics device <NUM> is integrated into the asset <NUM>, the asset interface <NUM> may receive the asset data <NUM> directly from the CAN bus <NUM>. The asset data <NUM>, received at the telematics device <NUM>, from the asset <NUM> may be in the form of data messages, such as CAN frames. Asset data <NUM> may describe one or more of any of: a property, a state, and an operating condition of the asset <NUM>. For example, where the asset <NUM> is a vehicle, the data may describe the speed at which the vehicle is travelling, a state of the vehicle (off, idle, or running), or an engine operating condition (e.g., engine oil temperature, engine RPM, or a battery voltage). In addition to receiving the asset data <NUM>, in some embodiments the asset interface <NUM> may also receive power from the asset <NUM> via the interface port <NUM>. The interface layer <NUM> is coupled to the controller <NUM> and provides the asset data <NUM>, sensor data <NUM>, and location data <NUM> to the controller <NUM>.

The network interface <NUM> may include a cellular modem, such as an LTE-M modem, CAT-M modem, other cellular modem, Wi-Fi modem, or any other communication device configured for communication via the network <NUM> with which to communicate with the telematics server <NUM>. The network interface <NUM> may be used to transmit telematics data <NUM> obtained from the asset <NUM> to the telematics server <NUM> for a telematics service or other purposes. The network interface <NUM> may also be used to receive instructions from the telematics server <NUM> as to how to communicate with the asset <NUM>.

In operation, an ECU <NUM>, such as the ECU 110A, the ECU 110B, or the ECU 110C communicates asset data over the CAN bus <NUM>. Asset data exchanged, between the ECUs <NUM>, over the CAN bus <NUM> are accessible via the interface port <NUM> and may be retrieved as asset data <NUM> by the telematics device <NUM>. The controller <NUM> of the telematics device receives the asset data <NUM> via the asset interface <NUM>. The controller <NUM> may also receive sensor data <NUM> from the sensor <NUM> and/or location data <NUM> from the location module <NUM> over the sensor interface <NUM>. The controller <NUM> combines the asset data <NUM> with sensor and location data into telematics data <NUM>. The controller <NUM> transmits the telematics data <NUM> to the telematics server <NUM> over the network <NUM> via the network interface <NUM>.

In some embodiments, the telematics device <NUM> may process the asset data <NUM>, sensor data <NUM>, and/or location data <NUM> locally. For example, the telematics device <NUM> may process the cranking and device voltages provided as part of the asset data <NUM> in order to determine an alternator undercharging condition or an alternator overcharging condition. If an alert condition is detected, the controller <NUM> may activate an alerting device such as the indicator light <NUM>, the buzzer <NUM>, or both.

<FIG> is a block diagram of the telematics server <NUM> including selected software modules which perform the functions described in this disclosure. With reference to <FIG>, the telematics server <NUM> has a controller <NUM>, a network interface <NUM> for connecting to the network <NUM>, and a non-transitory memory <NUM> for storing software modules. The non-transitory memory <NUM> contains software modules comprised of machine executable instructions which when executed the controller <NUM> perform analysis of telematics data sent to the telematics server <NUM> by the plurality of telematics devices <NUM>. For example, the non-transitory memory <NUM> is shown to contain an analysis module <NUM> and an alert module <NUM>. The analysis module <NUM> processes the asset data received at the telematics server <NUM>, such as cranking and device voltages. The alert module <NUM> may send an alert indicating a particular condition detected by processing the asset data. For example, the analysis module <NUM> may detect an alternator undercharging condition based on asset data received from a telematics device coupled to a particular vehicle asset. The information and analysis provided by the telematics server <NUM> may be accessible, over the network <NUM>, for viewing and inspection. The telematics server <NUM> may, for example, provide a web interface <NUM> through which telematics data gathered from one or more of the plurality of assets <NUM>, as well as analytics related to the telematics data may be accessed. Alternatively, or additionally, the telematics server <NUM> may push telematics data and analytics related to one or more assets <NUM> to one or more electronic devices such as smartphones running a mobile application. For example, the alert module <NUM> may push an alert message to a smartphone running a mobile application to alert a fleet manager of an anticipated alternator undercharging condition on a vehicle asset.

The ECUs <NUM> on an asset may include a voltage-sensing ECU that periodically reads cranking and device voltages and places the voltage values on the asset's shared bus, such as the CAN bus <NUM> of <FIG>. For example, with reference to <FIG> which depicts components of a vehicle electrical system as shown above with reference to <FIG>. The components include the voltage-sensing device <NUM> described above. Coupled to the voltage-sensing device <NUM>, there is an ECU <NUM>. The ECU <NUM> directs the voltage-sensing device <NUM> to periodically read the voltage at the positive battery terminal <NUM>. The ECU <NUM> also places the read information on the shared vehicle bus so it may be read by a telematics device via the interface port <NUM>.

<FIG> is a flow chart of a method <NUM> a telematics device, the method for identifying a potential alternator undercharging condition, in accordance with embodiments of the present disclosure. At step <NUM>, the telematics device receives a maximum cranking voltage and a maximum cranking voltage time stamp from an asset interface, such as an asset interface of a motor vehicle. At step <NUM>, the telematics device receives a maximum device voltage and a maximum device voltage time stamp from the asset interface. At step <NUM>, the telematics device determines the duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp. Since the maximum device voltage time stamp is greater in value than the maximum cranking voltage time stamp, the duration is computed by subtracting the maximum cranking voltage time stamp from the maximum device voltage time stamp. At step <NUM>, the telematics device compares the computed duration with an undercharging indicator duration threshold. For example, for certain vehicles the undercharging indicator duration threshold may be <NUM> seconds, so the telematics device compares the computed duration with <NUM> seconds. If the computed duration is greater than the undercharging indicator duration threshold, then at step <NUM> the telematics device determines a potential alternator undercharging condition. In some embodiments, the method <NUM> involves repeating the steps <NUM>, <NUM> and <NUM> and determining a potential alternator undercharging condition if the condition at step <NUM> is true at least once.

<FIG> is a flow chart of a method <NUM> by a telematics device, the method for identifying a potential alternator undercharging condition, in accordance with other embodiments of the present disclosure. At step <NUM>, the telematics device receives a maximum cranking voltage and a maximum cranking voltage time stamp from an asset interface, such as an asset interface of a motor vehicle. At step <NUM>, the telematics device receives a maximum device voltage and a maximum device voltage time stamp from the asset interface. At step <NUM>, the telematics device sends the maximum cranking voltage, maximum cranking voltage time stamp, maximum device voltage, and maximum device voltage time stamp to a telematics server. In some embodiments, the steps <NUM>, <NUM> and <NUM> are repeated to provide the telematics server with multiple instances that it can use to determine a potential alternator undercharging condition.

<FIG> is a flow chart of a method <NUM> by a telematics server, the method for identifying a potential alternator undercharging condition, in accordance with further embodiments of the present disclosure. At step <NUM>, the telematics server receives a maximum cranking voltage and a maximum cranking voltage time stamp from a telematics device. At step <NUM>, the telematics server receives a maximum device voltage and a maximum device voltage time stamp from the telematics device. At step <NUM>, the telematics server determines the duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp. Since the maximum device voltage time stamp is greater in value than the maximum cranking voltage time stamp, the duration is computed by subtracting the maximum cranking voltage time stamp from the maximum device voltage time stamp. At step <NUM>, the telematics server compares the computed duration with an undercharging indicator duration threshold. For example, for certain vehicles the undercharging indicator duration threshold may be <NUM> seconds, so the telematics device compares the computed duration with <NUM> seconds. If the computed duration is greater than the undercharging indicator duration threshold, then at step <NUM> the telematics server determines a potential alternator charging condition.

Claim 1:
A method for predicting a potential alternator failure in a motor vehicle, the method being executed by a telematics device (<NUM>) coupled to an interface port (<NUM>) the motor vehicle via an asset interface (<NUM>) of the telematics device, the method comprising:
a) during a cranking event, receiving a maximum cranking voltage (<NUM>) and a maximum cranking voltage time stamp (<NUM>) from the motor vehicle over the asset interface of the telematics device;
b) after the cranking event is terminated, receiving a maximum device voltage (<NUM>) and a maximum device voltage time stamp (<NUM>) from the motor vehicle over the asset interface; and
c) determining a potential alternator undercharging condition in the motor vehicle when a duration between the maximum cranking voltage time stamp and the maximum device voltage time stamp is greater than an undercharging indicator duration threshold.