Patent ID: 12254616

DETAILED DESCRIPTION OF EMBODIMENTS

FIG.1shows an example of a vehicle10comprising example track systems161-164. In this embodiment, the vehicle10is a heavy-duty work vehicle for performing agricultural, construction or other industrial work, or military work. More particularly, in this embodiment, the vehicle10is an agricultural vehicle for performing agricultural work. Specifically, in this example, the agricultural vehicle10is a tractor. In other examples, the agricultural vehicle10may be a harvester, a planter, or any other type of agricultural vehicle.

In this embodiment, the vehicle10comprises a frame11, a powertrain15, a steering mechanism18, a suspension24, and an operator cabin20that enable a user to move the vehicle10on the ground, including on an agricultural field and possibly on a paved road (e.g., between agricultural fields), using the track systems161-164and perform work using a work implement13.

As further discussed later, in this embodiment, the agricultural vehicle10, including the track systems161-164, can be monitored (e.g., while the agricultural vehicle10is parked, inspected or otherwise at rest and/or during operation of the agricultural vehicle10) to obtain information regarding the agricultural vehicle10, including information regarding the track systems161-164, such as indications of physical states of tracks and/or other components of the track systems161-164(e.g., information indicative of wear or other degradation thereof) that is derivable from one or more images of the tracks and/or other components of the track systems161-164, which can be used for various purposes, such as, for example, to: convey the information to a user (e.g., the operator); control the agricultural vehicle10(e.g., a speed of the agricultural vehicle10, operation of the work implement13, etc.); transmit the information to a remote party (e.g., a provider such as a manufacturer or distributor of the track systems161-164or their tracks or other components and/or of the agricultural vehicle10; a service provider for servicing (e.g., maintenance or repair of) the track system, the track and/or another component thereof, etc.); etc. This may be useful, for example, to gain knowledge about the agricultural vehicle10, the track systems161-164, and/or their environment to enhance efficiency of agricultural work performed by the agricultural vehicle10and to help prevent excessive wear or other deterioration of the track systems161-164, to schedule maintenance or replacement of the track system161-164or individual components thereof, to effectively manage the wear of the track system161-164or individual components thereof, for the agricultural vehicle10or a fleet of such agricultural vehicles, to achieve any of various other outcomes herein described, and/or for various other reasons.

The powertrain15is configured to generate power for the agricultural vehicle10, including motive power for the track systems161-164to propel the vehicle10on the ground. To that end, the powertrain15comprises a power source14(e.g., a primer mover) that includes one or more motors. For example, in this embodiment, the power source14comprises an internal combustion engine. In other embodiments, the power source14may comprise another type of motor (e.g., an electric motor) or a combination of different types of motor (e.g., an internal combustion engine and an electric motor). The powertrain15can transmit power from the power source14to one or more of the track systems161-164in any suitable way (e.g., via a transmission, a differential, a direct connection, and/or any other suitable mechanism). In some embodiments, at least part of the powertrain15(e.g., a motor and/or a transmission) may be part of one or more of the track systems161-164.

The operator cabin20is where the user sits and controls the vehicle10. More particularly, the operator cabin20comprises a user interface70allowing the user to steer the vehicle10on the ground, operate the work implement13, and control other aspects of the vehicle10. In this embodiment, the user interface70comprises input devices, such as an accelerator, a brake control, and a steering device (e.g., a steering wheel, a stick, etc.) that are operated by the user to control motion of the vehicle10on the ground. The user interface70also comprises output devices such as an instrument panel (e.g., a dashboard) which provides indicators (e.g., a speedometer indicator, a tachometer indicator, etc.) to convey information to the user.

The work implement13is used to perform agricultural work. For example, in some embodiments, the work implement13may include a combine head, a cutter, a scraper pan, a tool bar, a planter, or any other type of agricultural work implement.

The track systems161-164engage the ground to provide traction to the vehicle10. More particularly, in this embodiment, front ones of the track systems161-164provide front traction to the vehicle10, while rear ones of the track systems161-164provide rear traction to the vehicle10.

In this embodiment, each of the front ones of the track systems161-164is pivotable relative to the frame11of the vehicle10about a steering axis19by the steering mechanism18(e.g., in response to input of the user at the steering device of the user interface70) to change the orientation of that track system relative to the frame11in order to steer the vehicle10on the ground. The orientation of each of the front ones of the track systems161-164relative to a longitudinal axis33of the vehicle10, which defines a steering angle θ of that track system, is thus changeable. In this example, the steering mechanism18includes a steering unit34(e.g., comprising a steering knuckle) on each side of the vehicle10dedicated to each of the front ones of the track systems161-164and defining the steering axis19for that track system. Each of the front ones of the track systems161-164is therefore steerable.

With additional reference toFIGS.2and3, in this embodiment, each track system16icomprises a track41and a track-engaging assembly17that is configured to drive and guide the track41around the track-engaging assembly17. In this example, the track-engaging assembly17comprises a frame44and a plurality of track-contacting wheels which includes a drive wheel42and a plurality of idler wheels501-508, which includes leading idler wheels501,502, trailing idler wheels507,508, and roller wheels503-506between the leading idler wheels501,502and the trailing idler wheels507,508. The track system16ihas a front longitudinal end57and a rear longitudinal end59that define a length of the track system16i. A width of the track system16iis defined by a width WTof the track41. The track system16ihas a longitudinal direction, a widthwise direction, and a heightwise direction.

The track41engages the ground to provide traction to the vehicle10. A length of the track41allows the track41to be mounted around the track-engaging assembly17. In view of its closed configuration without ends that allows it to be disposed and moved around the track-engaging assembly17, the track41can be referred to as an “endless” track. Referring additionally toFIGS.4to7, the track41comprises an inner side45facing the wheels42,501-508and defining an inner area of the track41in which these wheels are located. The track41also comprises a ground-engaging outer side47opposite the inner side45for engaging the ground on which the vehicle10travels. Lateral edges631,632of the track41define its width WT. The track41has a top run65which extends between the longitudinal ends57,59of the track system16iand over the track-engaging assembly17, and a bottom run66which extends between the longitudinal ends57,59of the track system16iand under the track-engaging assembly17. The track41has a longitudinal direction, a widthwise direction, and a thicknesswise direction.

The track41is elastomeric, i.e., comprises elastomeric material, allowing it to flex around the wheels42,501-508. The elastomeric material of the track41can include any polymeric material with suitable elasticity. In this embodiment, the elastomeric material includes rubber. Various rubber compounds may be used and, in some cases, different rubber compounds may be present in different areas of the track41. In other embodiments, the elastomeric material of the track41may include another elastomer in addition to or instead of rubber (e.g., polyurethane elastomer). The track41can be molded into shape in a mold by a molding process during which its elastomeric material is cured.

More particularly, the track41comprises an elastomeric belt-shaped body36underlying its inner side45and its ground-engaging outer side47. In view of its underlying nature, the body36can be referred to as a “carcass”. The carcass36comprises elastomeric material37which allows the track41to flex around the wheels42,501-508.

In this embodiment, the carcass36comprises a plurality of reinforcements embedded in its elastomeric material37. One example of a reinforcement is a layer of reinforcing cables381-38Cthat are adjacent to one another and that extend in the longitudinal direction of the track41to enhance strength in tension of the track41along its longitudinal direction. In some cases, a reinforcing cable may be a cord or wire rope including a plurality of strands or wires. In other cases, a reinforcing cable may be another type of cable and may be made of any material suitably flexible longitudinally (e.g., fibers or wires of metal, plastic or composite material). Another example of a reinforcement is a layer of reinforcing fabric40. Reinforcing fabric comprises pliable material made usually by weaving, felting, or knitting natural or synthetic fibers. For instance, a layer of reinforcing fabric may comprise a ply of reinforcing woven fibers (e.g., nylon fibers or other synthetic fibers). Various other types of reinforcements may be provided in the carcass36in other embodiments.

The carcass36may be molded into shape in the track's molding process during which its elastomeric material37is cured. For example, in this embodiment, layers of elastomeric material providing the elastomeric material37of the carcass36, the reinforcing cables381-38Cand the layer of reinforcing fabric40may be placed into the mold and consolidated during molding.

In this embodiment, the inner side45of the track41comprises an inner surface32of the carcass36and a plurality of wheel-contacting projections481-48Nthat project from the inner surface32to contact at least some of the wheels42,501-508and that are used to do at least one of driving (i.e., imparting motion to) the track41and guiding the track41. In that sense, the wheel-contacting projections481-48Ncan be referred to as “drive/guide projections”, meaning that each drive/guide projection is used to do at least one of driving the track41and guiding the track41. Also, such drive/guide projections are sometimes referred to as “drive/guide lugs” and will thus be referred to as such herein. More particularly, in this embodiment, the drive/guide lugs481-48Ninteract with the drive wheel42in order to cause the track41to be driven, and also interact with the idler wheels501-508in order to guide the track41as it is driven by the drive wheel42. The drive/guide lugs481-48Nare thus used to both drive the track41and guide the track41in this embodiment.

The drive/guide lugs481-48Nare spaced apart along the longitudinal direction of the track41. In this case, the drive/guide lugs481-48Nare arranged in a plurality of rows that are spaced apart along the widthwise direction of the track41. The drive/guide lugs481-48Nmay be arranged in other manners in other embodiments (e.g., a single row or more than two rows). Each of the drive/guide lugs481-48Nis an elastomeric drive/guide lug in that it comprises elastomeric material68. The drive/guide lugs481-48Ncan be provided and connected to the carcass36in the mold during the track's molding process.

The ground-engaging outer side47of the track41comprises a ground-engaging outer surface31of the carcass36and a plurality of traction projections611-61Mthat project from the outer surface31and engage and may penetrate into the ground to enhance traction. The traction projections611-61M, which can sometimes be referred to as “traction lugs”, are spaced apart in the longitudinal direction of the track system16i. The ground-engaging outer side47comprises a plurality of traction-projection-free areas711-71F(i.e., areas free of traction projections) between successive ones of the traction projections611-61M. In this example, each of the traction projections611-61Mis an elastomeric traction projection in that it comprises elastomeric material69. The traction projections611-61Mcan be provided and connected to the carcass36in the mold during the track's molding process.

The track41may be constructed in various other ways in other embodiments. For example, in some embodiments, the track41may comprise a plurality of parts (e.g., rubber sections) interconnected to one another in a closed configuration, the track41may have recesses or holes that interact with the drive wheel42in order to cause the track41to be driven (e.g., in which case the drive/guide lugs481-48Nmay be used only to guide the track41without being used to drive the track41), and/or the ground-engaging outer side47of the track41may comprise various patterns of traction projections.

The drive wheel42is rotatable about an axis of rotation49for driving the track41in response to rotation of an axle of the vehicle10. In this example, the axis of rotation49corresponds to the axle of the vehicle10. More particularly, in this example, the drive wheel42has a hub which is mounted to the axle of the vehicle10such that power generated by the power source14and delivered over the powertrain15of the vehicle10rotates the axle, which rotates the drive wheel42, which imparts motion of the track41.

In this embodiment, the drive wheel42comprises a drive sprocket engaging the drive/guide lugs481-48Nof the inner side45of the track41in order to drive the track41. In this case, the drive sprocket42comprises a plurality of drive members461-46T(e.g., bars, teeth, etc.) distributed circumferentially of the drive sprocket42to define a plurality of lug-receiving spaces therebetween that receive the drive/guide lugs481-48Nof the track41. The drive wheel42may be configured in various other ways in other embodiments. For example, in embodiments where the track41comprises recesses or holes, the drive wheel42may have teeth that enter these recesses or holes in order to drive the track41. As yet another example, in some embodiments, the drive wheel42may frictionally engage the inner side45of the track41in order to frictionally drive the track41.

The idler wheels501-508are not driven by power supplied by the powertrain15, but are rather used to do at least one of supporting part of a weight of the vehicle10on the ground via the track41, guiding the track41as it is driven by the drive wheel42, and tensioning the track41. More particularly, in this embodiment, the leading and trailing idler wheels501,502,507,508maintain the track41in tension, and can help to support part of the weight of the vehicle10on the ground via the track41. The roller wheels503-506roll on the inner side45of the track41along the bottom run66of the track41to apply the bottom run66on the ground. The idler wheels501-508may be arranged in other configurations and/or the track system16imay comprise more or less idler wheels in other embodiments.

The frame44of the track system16isupports components of the track system16i, including the idler wheels501-508. More particularly, in this embodiment, the front idler wheels501,502are mounted to the frame44in a front longitudinal end region of the frame44proximate the front longitudinal end57of the track system16i, while the rear idler wheels507,508are mounted to the frame44in a rear longitudinal end region of the frame44proximate the rear longitudinal end59of the track system16i. The roller wheels503-506are mounted to the frame44in a central region of the frame44between the front idler wheels501,502and the rear idler wheels507,508. Each of the roller wheels503-506may be rotatably mounted directly to the frame44or may be rotatably mounted to a link which is pivotally mounted to the frame44to which is rotatably mounted an adjacent one of the roller wheels503-506(e.g., forming a “tandem”).

The frame44of the track system16iis supported at a support area39. More specifically, in this embodiment, the frame44is supported by the axle of the vehicle10to which is coupled the drive wheel42, such that the support area39is intersected by the axis of rotation49of the drive wheel42.

In this example of implementation, the track system16icomprises a tensioner93for tensioning the track41. For instance, in this embodiment, the tensioner93comprises an actuator (e.g., a hydraulic actuator) mounted at one end to the frame44of the track system16iand at another end to a hub of the leading idler wheels501,502. This allows the tensioner93to modify a distance between the front idler wheels501,502and the rear idler wheels507,508in the longitudinal direction of the track system16i.

FIG.8shows a schematic block diagram of an image processing system500for use with a system100for monitoring off-road vehicles such as one or more track vehicles like the agricultural vehicle10. In some embodiments, one or more images captured by an electronic device501can be processed using the image processing system500. For example, in some embodiments, the electronic device501may transmit image information relating to a track or other component of a track system of a vehicle, such as the track41or another component of the track system16iof the vehicle10, through a communication network502, to an image processing entity505over a communication link, which may be implemented over a cellular network, a WiFi network or other wireless LAN, a WiMAX network or other wireless WAN, etc.

In some examples, the electronic device501can be a smartphone, a tablet, a smartwatch, a computer, etc., of a user, who may be the operator of the vehicle or another person having access to the vehicle. In other examples, the electronic device501may be integrated with the vehicle.

In some embodiments, the image processing entity505can be an application running on a server. In other embodiments, the image processing entity505can be a dedicated network appliance. In yet other embodiments, the image processing entity505may be an application running on the electronic device501. In the embodiment ofFIG.8, the image processing entity505comprises a memory506for storing image information and instructions for processing images, a processor507implementing a plurality of computing modules508x(for example, Artificial Intelligence, or “AI”, modules) for performing image recognition, pattern recognition and 3D model matching in order to assess a level and nature of wear, degradation and/or other deterioration of the track41or other track system component. In some embodiments, the computing modules508xcan be implemented using a processor507. In some embodiments, the computing modules508xme be implemented by way of an Application Program Interface (API) that results in the computing modules508xbeing implemented on a separate device or system.

Computing modules508xmay for example be implemented using known computer vision products, such as, AutoML Vision™ and/or Vision API™, each provided by Google™. In other embodiments, computing modules508xmay comprise standalone AI or machine-learning solutions forming part of image processing entity505. As defined herein, AI refers to some implementation of artificial intelligence and/or machine learning (e.g., heuristics, support vector machines, artificial neural networks, convolutional neural networks, etc.) in software, hardware or some combination of both.

In some embodiments, complex algorithms, like artificial intelligence, are used to categorize what may be considered uncategorizable data. For example, the system100can be configured for generating conclusions about a physical state of a track based on one or more images of the track itself. This analysis can include whether or not there is a defect in the track, according to some embodiments. In some embodiments, this can include indications as to the physical state of the track and/or useful life remaining. As will be described below, a machine learning algorithm may be trained to identify a defect or other characteristic in a track by way of image analysis.

In some embodiments, computing modules508xare first taught how to identify parameters in a training mode (sometimes referred to as supervised learning mode). This is done by analyzing a given set of values, making quantitative comparisons, and cross-referencing conclusions with known results. Iterative refinement of these analyses and comparisons allows an algorithm to achieve greater predictive certainty. This process is continued iteratively until the solution converges or reaches a desired accuracy.

In this embodiment, computing modules508xcan compare image data for a given track to a previously-analyzed mass of known data. When placed in a supervised learning mode, information can be generated from already populated track data provided to the computing modules508x. For example, this data could contain images of tracks, along with determinations of the remaining life of the tracks. In other words, in the supervised learning mode, both the inputs and the outputs are provided to the system100. The system100can process the given inputs and compare the calculated outputs according to its algorithm to the provided outputs. Based on this comparison, the system100can determine a metric to represent the percentage of error between calculated and provided outputs. Using this error metric, the system100can adjust its method of calculating an output. During training, the system100can continuously repeat analysis of different inputs and provided outputs in order to fine-tune its method of determining track information.

In some embodiments, while the computing modules508xmay require initial supervised learning, as the computing modules508xcontinue to gain access to data, they may be able to further refine their predictive analytics based on new inputs. For example, if a user is able to confirm that an assessment (e.g. broken/exposed reinforcing cables381-38C) or prediction (e.g. 6 months of use left in a given track) made by the system100is/was incorrect, the user can upload to the system100what the correct conclusion/prediction was. This allows the computing modules508xto continue to improve accuracy in their analysis.

In some embodiments, multiple computing modules508xcan be configured to determine different characteristics of a given track. Each of these modules can offer a different analysis for a given input. The processor may direct these modules to be used independently or concurrently based on an operational parameter determined by a given user. For example, the system100may use a different analytical technique to determine track life compared to drive wheel misalignment. Based on an image communicated to the system100from an electronic device, the system100may analyze a given for track life, drive wheel misalignment, or other forms of wear and/or damage.

In some embodiments, the computing modules508xare configured to assess a level of wear, damage and/or other deterioration of the track41or other track system component. For example, a computing module508xcan be configured to determine that the traction projections611-61Mare worn to 30% of the level of wear that would require replacement of the track. In some embodiments, the computing modules508xare configured to assess the nature of damage to the track41or other track system component. For example, a computing module508xcan be configured to determine that a midroller (or any other track system component, such as a sprocket) is damaged or missing.

In some embodiments, the computing modules508xare further configured to predict the cause of the wear and/or damage to the track41or other track system component. In one specific example, a computing module5081is configured to predict whether a specific wear pattern of the elastomeric material of a track41is caused by a misaligned drive wheel. In another specific example, a computing module5082is configured to predict whether a specific wear pattern of the elastomeric material of a traction projections611-61Mis caused by excessive roading (i.e. traversing a paved road). In another specific example, another computing module5083is configured to predict whether a specific wear pattern of the track (e.g. the abnormal relative position of two adjoining track links) is caused by a broken reinforcing cable381-38C. As will be appreciated, each computing module508xcan be implemented using a combination of deep learning, supervised or unsupervised machine learning, image recognition and/or machine vision.

In some embodiments, the system100is configured to capture one or more 2D images to detect specific patterns of wear and/or damage. For example, the system100may be configured to implement one or more computer vision (CV) models to detect specific visible wear/damage features. Examples of such visible wear/damage features include, but are not limited to, broken and/or exposed reinforcing cables381-38C, linear recesses in the carcass36caused by delamination and changes in the shape of drive wheel42(sprocket) teeth, evidencing sprocket tooth wear caused by debris and/or normal engagement with drive/guide lugs481-48N.

In some embodiments, the image processing system500may produce a three-dimensional (3D) scan to generate a 3D model of at least part of the track41or other track system component. For example, in some embodiments, the image data received by the electronic device501or any other image capture means are processed by way of photogrammetry in order to create the 3D model of the track41and/or track component. In some embodiments, as described in more detail below, laser line scanners are instead used to generate the 3D model of the track41and/or track component.

Such precise 3D models can be compared to 3D models of unworn and/or undamaged tracks in order to precisely measure wear, damage and/or other deterioration. For example, by comparing the 3D model of a worn track41to the 3D model of a new, unworn track, it is possible to precisely measure a volumetric loss of material of the worn track41, and thereby assess the wear and/or other deterioration of the worn track41, very precisely.

With reference toFIG.38, in some embodiments, the system100may generate a 3D model55of a track41, or track system16xcomponent, using any of the above methods, or a combination thereof. In some embodiments, the system100can then be superimposed onto an image of the track41captured by electronic device501. Such superimposition may be achieved using known augmented reality (AR) techniques and processes.

As described above, in some embodiments, the system100can implement a 2D recognition technique. In some embodiments, the system100can implement a 3D recognition technique. In some embodiments, the system100can implement a combination of a 2D recognition technique and a 3D recognition technique.

In some embodiments, the 3D recognition technique used is based on generating a 3D model using a point cloud. For example, as shown inFIG.51, method5100can be used to identify track component wear/damage and/or the extent thereof. At step5010, a plurality of images of the track system component can be acquired using the electronic device501, before sending the images to the image processing entity505at step5102. At step5103, the system100generates a 3D point cloud using the plurality of images. This can be accomplished by system100using, for example, open source algorithms, such as those available from Point Cloud Library (PCL). Alternatively, the point cloud can be generated a third party, through use of an Application Program Interface (API) by system100. At step5104, the system100uses the generated 3D point cloud to generate a 3D model of the track system component. Once generated, the 3D model is matched to known 3D models of track system components in a track system components database at step5105. Once matched, at step5106, wear, damage and/or the extent thereof can be identified by comparing the generated 3D model to the known 3D model, as described in more detail below.

2D recognition techniques include four basic steps, namely image acquisition, image processing, feature extraction and classification. Such techniques include, but are not limited to, Optical Character Recognition (OCR), feature detection, image gradient analysis, pattern recognition algorithms and feature/pattern classification algorithms.

In some embodiments, the system100can be configured to implement the method ofFIG.52. In particular, at step5201, the electronic device501can acquire one or more images of a track system component, before sending the images to the image processing entity505at step5202. In some embodiments, the image processing entity505can perform image processing steps prior to feature extraction. For example, in some embodiments, the image processing entity505can be configured to perform image processing including the use of fiducial markers. Then, at step5204, the image processing entity505can perform feature extraction in order to detect and isolate various portions or shapes (features) of the image or images. Feature extraction can include, but is not limited to, edge detection, corner detection, blob detection, ridge detection, scale-invariant feature transform, thresholding, blob extraction, Haar-like feature extraction, template matching, Hough transforms and generalized Hough transforms.

Then at step5205, the system100can perform feature classification. In some embodiments, feature classification can include, but is not limited to, the use of nearest neighbor classification, cascading classifiers, neural networks, statistical classification techniques and/or Bayesian classification techniques. Once the features have been classified, it is possible to separate, at step5206, features which represent undamaged/unused parts of the track system component, and features (e.g. cracks, exposed cables, etc.) which represent patterns of wear or damage. Once features relating to patterns of wear or damage have been detected, it is possible for the system100to perform further feature classification on the wear or damage pattern.

As shown inFIGS.49and50, in some embodiments, system100is configured to use the system ofFIG.52in order to detect damage or wear patterns in track system components. For example, as shown inFIG.49, system100can be configured to detect partially embedded (though exposed) cables55Ausing the 2D analysis method described with reference toFIG.52. Similarly, as shown inFIG.50, system100can be configured to recognize a narrow (though potentially deep) crack55Bin carcass77. As will be appreciated by the skilled reader, such patterns are difficult to detect using volumetric analysis alone. As such, the 3D recognition techniques of the present disclosure can be combined with any of the 2D recognition techniques in order to facilitate track system component matching, as well as wear and/or damage recognition and characterization. Moreover, the 2D recognition techniques of the present disclosure can be used on images generated by the system100of various views of the 3D model generated using the 3D recognition techniques of the present disclosure.

As shown in the method ofFIG.53, once a plurality of images are acquired at step5201, the system100can sequentially use 3D recognition at step5302and then 2D recognition at step5303in order to detect patterns of wear and/or damage on a track system component. In some embodiments, 2D recognition may be performed before 3D recognition. Advantageously however, 3D recognition is performed first, as in such an arrangement, the system100may be configured to superimpose 2D features onto 3D models, thereby allowing a more precise classification of the type of wear and/or damage.

As shown inFIGS.39to44, in some embodiments the system100is configured to generate a 3D model55of a used and/or damaged track and compare it to a 3D model77of an unused and undamaged track. The 3D model77of an unused and undamaged track may be generated by the system100based on a previously-scanned track, may be acquired by the system100from a database of 3D models of tracks, or may be acquired by the system in any other suitable way. Once the 3D model77of an unused and undamaged track is acquired or generated by the system100, it can be compared to the 3D model55of a used and/or damaged track generated by the system100using various volumetric comparison techniques. For example, the system100may compare the models by calculating the amount of missing material of a given track feature (e.g. traction projections611-61M). For example, volumetric comparison of the 3D model55of a used and/or damaged track and a 3D model77of an unused and undamaged track can establish that a given traction projection61xhas been worn to 78% of its original volume.

In some embodiment, the cause and/or nature of the wear and/or damage of the track41, or other track system component, can be established by the system100performing a volumetric comparison of the 3D model55of a used and/or damaged track and a 3D model77of an unused and undamaged track.

For example, as shown inFIGS.39and40, based on a comparison of the 3D model55of a used track and a 3D model77of an unused track, in some embodiments the system100can determine a pattern of tread wear that is indicative of the cause and/or nature of the tread wear. In particular, the trailing edge wear pattern detected by the system100in the traction projections611-61MofFIG.39is typically caused by a weight balance bias towards the rear of a vehicle41. The “wheel path” wear pattern detected by the system100in the traction projections611-61MofFIG.40is caused by an increase in wear in the area under the highest load (known as the wheel path).

As shown inFIGS.41and42, based on a comparison of the 3D model55of a damaged track and a 3D model77of an undamaged track, in some embodiments the system100can determine a pattern of damage that is indicative of the cause and/or nature of the damage. In particular, the minor delamination damage detected by the system100in the traction projections611-61MofFIG.41is typically caused by incomplete or improper curing, contamination of source material and/or poor quality source material. The “chunking” damage detected by the system100in the traction projections611-61MofFIG.42is typically caused by highly abrasive or hard/irregular ground conditions.

As shown inFIG.43, based on a comparison of the 3D model55of a used track and a 3D model77of an unused track, in some embodiments the system100can determine a pattern of non-tread wear that is indicative of the cause and/or nature of the non-tread wear. In particular, in the case of some agricultural and construction vehicle track systems, the wear pattern detected by the system100in the drive/guide lugs481-48NofFIG.43relates to typical drive/guide lug break-in wear. The wear pattern detected by the system100on the inside of the carcass36ofFIG.44relates to typical carcass wear due to use of the vehicle10for abrasive/construction applications.

As shown inFIG.45, based on a comparison of the 3D model55of a damaged track and a 3D model77of an undamaged track, in some embodiments the system100can determine a pattern of damage that is indicative of the cause and/or nature of the damage. In particular, the straight crack located near a joint area at the outer diameter of the track47detected by the system100in the carcass36ofFIG.41is typically caused by incomplete or improper curing, contamination of source material and/or poor quality source material.

For example, as shown inFIG.46, based on a comparison of the 3D model55of a used track system component and a 3D model77of an unused track system component, in some embodiments the system100can determine a pattern of track system component wear that is indicative of the cause and/or nature of the wear. In particular, the sprocket (drive wheel42) wear pattern detected by the system100in the sprocket teeth ofFIG.46is typically caused by normal operation. By determine the extent of the wear using the techniques described above, the system100can determine if and when a sprocket requires replacing.

As shown inFIG.47, based on a comparison of the 3D model55of a damaged track and a 3D model77of an undamaged track, in some embodiments the system100can determine a pattern of damage that is indicative of the cause and/or nature of the damage. In particular, the tread delamination or carcass36layer separation detected by the system100in the carcass36ofFIG.47is typically caused by poor adhesion of the layer delaminating layer due to contamination or improper curing of the track.

As shown inFIG.48, based on a comparison of the 3D model55of a used track and a 3D model77of an unused track, in some embodiments the system100can determine a pattern of non-tread wear that is indicative of the cause and/or nature of the non-tread wear. In particular, in the case of construction vehicle track systems, the central wear pattern detected by the system100in the drive bars ofFIG.43relates to a drive wheel42that is not adapted to the track41, possibly because the teeth of the drive wheel42itself are worn beyond a threshold.

As described above, and as shown inFIG.49, system100can use the 2D recognition technique described above to recognize and characterize the presence of exposed track cables55A. Also, as shown inFIG.50, the system100can use the 2D recognition technique described above to recognize and characterize the presence of a crack55Bin the carcass of track77.

Once the computing modules508xhas determined the cause, level and/or nature of the wear and/or damage of the track41or other track system component, the image processing entity505may send data relating to the cause, level and/or nature of the wear and/or damage of the track41or other track system component back to electronic device501for further processing and/or notification to a user. By using this information, electronic device501may determine that an event arising from usage of a track system16x, such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track41has been used), wear threshold event (e.g. the number of exposed reinforcing cables caused by chunking) and/or damage event (e.g. one or more severed reinforcing cables), has occurred.

According to some embodiments, the computing modules508xmay have access to information stored elsewhere on the internet. For example, the computing modules508xmay be configured to query databases stored on external servers by sending requests over the network in order to analyze the image based on pertinent cross-referential data. This may include weather, humidity, or information about the vehicle or track that can be periodically updated.

FIG.9illustrates a schematic network diagram of a system100for monitoring vehicles such as one or more track vehicles like the agricultural vehicle10, according to one embodiment. In the embodiment ofFIG.9, the system100includes an electronic device501, a network124, and a system server1142that can implement the image processing entity500ofFIG.8. The server includes a memory1146, processor1144, and network interface1148.

The electronic device501may include elements such as a processor, a memory, a display, a data input module, and a network interface. The electronic device501may include other components, but these have been omitted for the sake of brevity. In operation, the electronic device501is configured to perform the operations described herein. The electronic device501processor may be configured to execute instructions stored in memory. The instructions, when executed, cause the electronic device501to perform the operations described herein. In some embodiments, the instructions may be part of a software application downloaded into memory by the electronic device501. Alternatively, some or all of the functionality described herein may be implemented using dedicated circuitry, such as an ASIC, a GPU, or a programmed FPGA for performing the operations of the processor.

In some embodiments, an application (“app”, i.e., software) may be installed on the electronic device501to interact with the system server1142and or the vehicle10. For example, in some embodiments, such as where the electronic device501is a smartphone, a tablet, a computer, etc., the user (e.g., the operator) may download the app from a repository (e.g., Apple's App Store, iTunes, Google Play, Android Market, etc.) or any other website onto the electronic device501. Upon activation of the app on the electronic device501, the user may access certain features relating to the system server1142and/or the vehicle10locally on the electronic device501.

In operation, a user can use the electronic device501to generate data about the vehicle10. For example, for embodiments where the electronic device is a smart phone equipped with a camera, the user can take one or more images of a track41of the vehicle10. The system100may then take the image data captured by the electronic device501and transmit the image data over a network124to a system server1142.

According to some embodiments, the electronic device501may be a portable electronic device with multiple uses such as a mobile phone, tablet or laptop. According to other embodiments, the electronic device may be a single-use electronic device, such that the device is designed to only be used in operation with the system100. Further, the electronic device501may also be capable of establishing a communicable link with an accessory device. This communicable link be may be wireless, wired, or partly wireless and partly wired (e.g., Bluetooth or other short-range or near-field wireless connection, WiFi or other wireless LAN, WiMAX or other wireless WAN, cellular, Universal Serial Bus (USB), etc.).

According to other embodiments, the electronic device501may integrated into an internal computer1342in the off-road vehicle (as shown inFIG.10). The internal computer1342may have a vehicle memory1346, processor1344, network interface1348, and internal sensor network1350. In some embodiments, vehicle internal computer1342can communicate and upload images to system server1142independently.

The internal sensor network1350can include sensors to provide information about the vehicle or the track of the vehicle. For example, this may include a camera positioned to take images of the track. In some embodiments where the electronic device is integrated into an internal computer in the off-road vehicle, the system100may be configured to continuously monitor the track. This can be achieved by continuously capturing data, for example, images of the vehicle track, at various intervals. The electronic device501can then automatically upload the data over the network124to the system server1142for image processing. After processing, the image processing entity505can automatically communicate over the network124if a fault state has been determined.

The electronic device501can also send additional data to the image processing entity505over the network124. For example, this can include (but is not limited to) GPS location, date and time, or any information from an onboard computer within the vehicle. This data can be cross-referenced and analyzed within the computing modules508x. For example, given GPS and date and time data, the AI module can access the specific weather and weather history for the vehicle location. In some embodiments, such information may be used in, for example, determining the end-of-life of a track (i.e. the amount of time until a track is expected to fail or until the likelihood of track failure rises above a predetermined threshold).

This may be achieved by a separate electronic device501being communicably linked to an internal computer1342of a vehicle10. The internal computer1342may periodically receive and record information relating to the vehicle10and/or track systems161-164determined by the internal sensor network1350. For example, the internal sensor network1350may include an image taken of the track or information about the vehicle10, such as the speed of the vehicle10.

According to some embodiments, the electronic device501may communicate a unique identifier for a specific track under inspection. In some embodiments, the unique identifier can be a serial number of the track. This allows the server1146and/or internal computer1342to catalog the inspection and produce a history of a given track. According to some embodiments, the internal computer1342and/or the server1146may store data about the serial numbers of the tracks installed on the vehicle10.

According to some embodiments, the electronic device501may be capable of determining a serial number from a track based on an image of the track. This can be done by the electronic device501capturing an image of an embossed serial number on a surface of the track, and using the image processing entity505to determine the specific characters of the serial number. This can be cross-referenced with a database stored in server memory1146(or otherwise accessible by system server1142) to determine elements such as the model and date of manufacture of the track.

Serial number analysis may be performed using AI techniques employed by the computing modules508x, may be performed using techniques such as optical character recognition (OCR), or a combination thereof. These techniques may include preprocessing of an image in order to improve the ability to analyze the target components, such as de-skewing, layout analysis, and binarization. In some embodiments, a track system and/or track system component (such as a track) can be identified by way of another marking or tag suitable for communicating information relating to the track system and/or track system component. Such markings or tags can include, but are not limited to, barcodes, Quick Response (QR) codes or other matrix barcodes and Radio Frequency Identification (RFID) tags.

Another method of track identification that can be performed by the electronic device501is track pattern recognition. The electronic device501may be configured to analyze the tread pattern and measure track width to determine a number of characteristics about the track. The electronic device501may then send this data and information to the system server1142for further data analysis to identify the type of track. The type of track may be a track brand, model number, or any other suitable information capable of identifying a track.

According to some embodiments, the vehicle may be capable of communicating all the necessary data over the network without the use of an external electronic device501such as a mobile phone. For example, the vehicle10may be equipped with a network interface capable of independently communicating with the system server1142over the network124.

According to some embodiments, a system server1142hosts the image processing entity505. Server processor1144is able to access instructions stored in the memory1146that can initialize the image processing entity505. This initialization can include operational parameters that include which AI module508xto use.

Image processing entity505can store instructions relating to a specific AI module508xwithin the memory1146. The processor1144may instruct the server to save the data received from the network via the network interface1148in memory1146. The processor1144may analyze the data in memory1146and determine information about the track41. Based on the data analysis, the processor1144may send a communication to the electronic device501over the network124via the network interface1148.

FIG.11illustrates a schematic network diagram of a system100for monitoring off road vehicles, according to another embodiment. According to this embodiment, the system100can communicate with multiple vehicles10A-10N. While this figure shows the vehicles10A-10Ncommunicating independently with the system server1142over the network124, the vehicles may alternatively each be communicably linked with an electronic device501as described with reference toFIG.9. According to this embodiment, the system server1142may communicate with an electronic device501located at a dispatch center1102, a service center1104, or a parts supplier1107.

In operation, based on the analysis determined by the image processing entity505, the system server1142may communicate with the user via an electronic device501or the vehicle10, a dispatch center1102, a service center1104, or a parts supplier1106. The system100may also communicate with any combination of these, or any other suitable device registered within the system100. This communication can contain information such as that indicating the determination of track wear and/or damage concluded by the image processing entity505. Based on this information, the dispatch center1502or user may schedule maintenance with the service center1104. Based on the conclusion on track wear and/or damage (for example, that the track needs to be replaced) and vehicle information (track type, vehicle type) available, the system100can determine the amount of time required or parts available at the service center1104and facilitate scheduling a maintenance appointment or a shipment from the parts supplier1106. This can be done by maintaining a database of inventory at the service center, along with a calendar.

FIG.12A to C illustrate representations of different databases that may be generated by the server processor1144based on information stored in memory1146. The server memory1146can store a history of all information necessary for performance of the system100, including a record of all inspections and conclusions made. These databases, or the information stored within them, may be accessible to users and administrators of the system100, or to software able to interact with the system100through the use of an application programming interface (API).

FIG.12Ashows an example of a visual representation of a database that can be generated by the system100according to an embodiment directed towards a specific track manufacturer. This includes an indication of track model, a serial number for the track, the date of an inspection, the type of inspection, along with the registered owner. This database representation gives the manufacturer access to all registered tracks sold and registered within the system100, and allows access to information on track wear and damage.

FIG.12Bshows an example of a visual representation of a database that can be generated by the system100according to an embodiment directed towards a vehicle fleet manager. The database includes an indication of track model, a unique identifier for the vehicle itself, the date of an inspection, track status, and an additional field for manager notes. This database representation gives the fleet manager access to all vehicles registered within the system100, and allows them to access a history of information on track wear and/or damage.

FIG.12Cshows an example of a visual representation of a database that can be generated by the system100according to an embodiment directed towards a specific vehicle manufacturer. This includes an indication of vehicle model, track model, a date of an inspection, track status, and an additional field for manager notes. This database representation gives the vehicle manufacturer access to all of their vehicles registered within the system100, and allows them to access a history of information on track wear and/or damage.

The disclosed embodiments of database representations are structured merely by way of example for illustrative purposes, and a skilled reader would know that these visual representations can be changed to include more or less information available to the system100.

FIG.13shows an example flowchart of the use of the system100which could be used (e.g., by the operator of the vehicle10, in a rental market, etc.) to monitor usage of track system components.

In operation, a user can use the electronic device501to generate image data relating to the track41and/or track system16xof the vehicle10. According to some embodiments, the electronic device501may also access internal information stored on the vehicle onboard computer1342. The electronic device501may then communicate both the data captured and the information retrieved by the electronic device501over the network124to the system server1142to be stored in memory1146. Using both the data captured and the information retrieved the processor1144may determine information about the track41. Based on the data analysis, the processor1144may send a communication to the electronic device501over the network124via the network interface1148.

At step1301, the system100determines that an event arising from use of a track system16x, such as a usage threshold event (e.g. an amount of time such as a number of hours the track41has been used) or a deterioration threshold event (e.g. chunking or other loss of elastomeric material of the track, the number of exposed reinforcing cables, one or more severed reinforcing cables, etc.), has occurred. As described above, the system100can make these determinations by analysis of the images taken by the image capture devices described above.

At step1302, the system100identifies the track system component for which the usage threshold event or deterioration threshold event has occurred. In some embodiments, the track system component information and information relating to the usage threshold event and deterioration threshold event is conveyed to the operator of the vehicle by the system100in order to facilitate scheduling of track system component servicing and/or other maintenance.

For purposes of this example, it is assumed that the usage threshold event or deterioration threshold event is for the track41.

For example, the system100may issue a notification conveying this information to the operator via the user interface of the operator cabin20of the vehicle10and/or the electronic device501. According to embodiments wherein the electronic device501is a mobile phone, this could be in the form of a push notification sent to the app over the network124. In other embodiments, the system100conveys the track system component information and information relating to the usage threshold event and deterioration threshold event to an organization providing maintenance services. For example, the system100may issue a notification conveying this information to a system server1142associated with the organization via a network124(e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). Once the information is received, the organization can schedule maintenance of the vehicle at step1303, and subsequently replace or repair the track system component. Accordingly, track system component maintenance operations can be initiated and scheduled without the need for input from the vehicle operator.

As shown inFIG.14, the system100may allow organizations to provide track-as-a-service type payment/usage models, in which tracks are not purchased, but are rather provided as a service to vehicle operators in exchange for a subscription fee. For example, for a monthly fee, an organization may provide vehicle operators with tracks, as well as usage rights to the system100described herein which will allow the organization to ensure that the vehicle operator is never without an operable/functional track, regardless of how much and how (i.e. under what circumstances) the vehicle operator uses the track.

This can lead to significant savings in term of vehicle downtime and logistics. For example, at step1401, the system100determines that an event arising from usage of a track system16x, such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track41has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables) and/or deterioration event (e.g. one or more severed reinforcing cables), has occurred. At step1402, the system100identifies the track system component for which the usage threshold event, deterioration threshold event and/or deterioration event has occurred. At step1403, vehicle location information relating to the geographic location of the vehicle is determined. This can be achieved by any suitable means including, but not limited to, Global Positioning System (GPS) receivers. In some embodiment, the system100conveys the track system component information, vehicle location information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event to the track-as-a-service organization.

As shown in above, the system100may communicate with the system server1142of the track-as-a-service organization over a network124(e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). Then, at step1404, the track-as-a-service organization ships a replacement track system component to a location related to the geographic location of the vehicle. For example, the track-as-a-service location could ship the replacement track system component to the nearest maintenance service dispatch location or third party maintenance organization. At step1405, the track-as-a-service organization can schedule a maintenance of the track system. In some embodiments, the track-as-a-service organization schedules a third party mobile maintenance team to perform onsite maintenance based on the geographic location of the vehicle. Finally, at step1406, the track-as-a-service organization, or an agent thereof, replaces the track system component. In some embodiments, this can be performed onsite, based at least in part on the vehicle location information received from the track-as-a-service organization.

FIG.15shows an example flowchart of the use of the system100which could be used, for example, by a fleet manager to monitor usage of track system components. In this system100, the preferences of a given fleet manager can be included in any part purchase or system maintenance request. For example, a fleet manager may consider a specific track to be superior to all other on the market. The fleet manager may want to only purchase that specific brand of track. Another example of purchase preferences may include only to purchase a specific track if the supplier inventory and price database indicates that the part is available with a discount. Further, if there is no supply of a first preferred track in the inventory, the user may store a preference for an alternate track to be purchased. In this embodiment, steps1501and1502are the same as those described in steps1301,1401, and1302,1402respectively.

At step1503, the system100will query the memory to determine if the specific user has a purchase preference stored in the system100. If the system100has a purchase preference stored for the given user, the system100will order the track system component for replacement based on the saved preference at step1506. If the system100does not find a purchase preference for the given user, the system100may send a communication to the user's electronic device501with information indicating the part purchase options and information about the parts (for example the various options of price and part characteristics). The system100may also send a communication instructing the electronic device501to prompt the user to store a purchase preference. Based on this information, the system100will order the track system component at step1507.

At step1509, the system100may schedule maintenance with a given service center or technician. At this step user preferences may also be considered. For example, a user may be able to store in their profile a preference for scheduling. This may include a preference for the first available time to service the vehicle. Alternatively, a fleet manager may try and coordinate scheduling of maintenance with other vehicles within a fleet. This could include wanting all vehicles to be serviced at the same time, or to stagger vehicle services. Scheduling preferences may also include a time of day preference for the user to have maintenance scheduled. Based on these preferences, the user may be automatically scheduled for maintenance.

According to other embodiments, the system100may prompt the user via a date and time entry interface, such as a calendar interface, on the electronic device501to input a date and time for maintenance. Based on this input data, the system100can schedule maintenance with a technician or service center.

Finally, at step1520, the track-as-a-service organization, or an agent thereof, replaces the track system component. In some embodiments, this can be performed onsite, based at least in part on the vehicle location information received from the track-as-a-service organization.

FIG.16shows an example flowchart of the use of the system100which could be used, for example, by a fleet manager to monitor usage of track system components. According to this embodiment, inventory of the track system components at a given service center can be monitored. The system100allows organizations managing large fleets (e.g. vehicle rental companies, construction companies, forestry companies, etc.) to ensure that maintenance operations can be scheduled and carried out effectively and efficiently. For example, by monitoring the wear of track system components, it is possible to more precisely predict when a track system component will fail and/or when a replacement track system component should be ordered and/or shipped.

Moreover, for an organization managing a fleet of vehicles, knowing which vehicles will shortly require maintenance and/or replacement parts contributes to efficient and effective deployment of vehicles and maintenance resources. For example, at step1601, the system100determines that an event arising from usage of a track system16x, such as a usage threshold event (e.g. an amount of tread wear, an amount of time such as a number of hours the track41has been used), deterioration threshold event (e.g. the number of exposed reinforcing cables) and/or deterioration event (e.g. one or more snapped or broken reinforcing cables), has occurred. At step1602, the system100identifies the track system component for which the usage threshold event, deterioration threshold event and/or deterioration event has occurred. In some embodiments, as shown inFIG.15, the system100conveys the track system component information and information relating to the usage threshold event, deterioration threshold event and/or deterioration event to an automated fleet management system. The system100may communicate with the automated fleet management system over a network124(e.g. which may be implemented by the Internet, a cellular connection, and/or any other network infrastructure). At step1603, the automated feet management system queries a track system component supply database to determine whether the identified track system component is available or needs to be ordered.

The track system component supply database can be managed by the fleet management system, or can be managed by a third-party track system component supplier. If the identified track system component is available, the vehicle can be scheduled for maintenance. If, on the other hand, the track system component is not available, the fleet management system can cause the track system component to be ordered at step1604, before scheduling maintenance of the vehicle at step1605. This system may also include ordering based on stored user preference as previously described.

In some embodiments, the scheduling of the vehicle maintenance is at least in part based on the estimated delivery time for an ordered track system component. In other embodiments, the dispatching of the vehicle relating to the identified track system component can, at least partially, be based on a pre-scheduled maintenance. This system100may also include scheduling based on stored user preference as previously described. Finally, at step1606, the maintenance operation is carried out and the track system component is replaced or repaired.

FIG.17shows an example flowchart of the use of the system100which could be used, for example, by a vehicle operator to monitor usage of track system components. According to this embodiment, the system100has determined a critical error to have taken place or imminent. In this embodiment, steps1701and1702are similar to those described in steps1301,1401, and1302,1402respectively.

If the system100has determined that a critical error has taken place or is imminent, it can prompt the user to establish an audiovisual and/or textual connection with a technician at1703. This could be achieved by using a Voice Over IP (VoIP) system, a phone call over a cellular network, or any other means of text, audio or video communication. This will allow the vehicle operator to communicate with the technician and get or receive pertinent information to vehicle maintenance. For example, the technician may instruct the user to drive the vehicle to a safe location and wait for the technician to arrive. In the case of a video call, the technician may be able to instruct the user to point the camera of the electronic device at a specific component of the vehicle10in order to provide the technician with more information about the vehicle status.

FIG.18shows an example flowchart of the use of the system100which could be used, for example, by a vehicle operator to monitor usage of track system components. According to this embodiment, the system100has determined a critical status of the track and/or track system. In this embodiment, steps1801and1802are similar to those described in steps1301,1401, and1302,1402respectively.

At step1803, the system100alerts relevant parties of the critical status. This can include fleet managers, technicians or other operators. For example, the system100may send a text message, email or app push notification to any interested party that the status and operability of a given vehicle with a unique identifier has reached a certain threshold of wear or damage. Based on the information determined by the system100, the vehicle operator or fleet manager may override the decision determined by the system100and continue to operate the vehicle. Alternatively, the system100may have the capability to safely disable the vehicle given specific parameters. For example, the system100may only allow the vehicle to operate for another specific distance or time, or may not allow the vehicle to restart after it has switched off without an appointment with a technician.

FIG.19shows an example flowchart of the use of the system100by, for example, a vehicle operator to monitor usage of track system components. According to this embodiment, the system100is able to determine a specific track brand or type, and cross-reference this brand or type with a database of compatible brands stored in a memory. In this embodiment, steps1901and1902are similar to those described in steps1301,1401, and1302,1402respectively.

According to this embodiment, the system100is able to identify the track characteristics1903. These characteristics may include thickness, length, weight, width, tread pattern, internal cable strength, etc. Based on an analysis of the vehicle's track, the system100can determine track alternatives at step1904. This can be done using a pre-populated database stored on a server of all major available track brands and products, along with compatible alternatives. Once the system100has determined the track and track characteristics, it can query the database to find all other products that could be used for the vehicle.

The system100can then communicate the tracks to the user at step1905. This can be done by sending the information over the network to the electronic device. The user may determine that an alternative track could be used for the vehicle. If the user selects the alternative track, the system100will send that message back to the server over the network and proceed to organize any part replacement using the user's selection.

As shown inFIGS.20to23, image data capture is shown according to different embodiments. According to some embodiments, the electronic device501can display an instruction to the user to position and/or move the electronic device501in order to optimally capture the image.

FIG.20shows an embodiment in which the system100may instruct the user to take an image of the vehicle10. The electronic device501will communicate this image along with any other information to be communicated to the system server1142for analysis, as described above.

As shown inFIG.21, the system100may also or instead instruct the user to take a video of the track41. The electronic device501may then communicate this video along with any other information to be communicated to the system server1142for data analysis, as described above.

As shown inFIG.22, the system100can instruct the user to use an accessory device2202in conjunction with the vehicle10in order to generate data about the track41and or track system. According to this embodiment, the accessory device2202can be an optical sensor communicatively linked to the electronic device501. The accessory device2202can communicate the image data captured to the electronic device501.

The electronic device501may communicate this data along with any other information to be communicated to the system server1142for analysis, as described above.

As shown inFIG.23, the electronic device501can be communicably linked to the vehicle, according to some embodiments. According to this embodiment, the electronic device501communicates with an onboard computer1342in the vehicle10in order to generate data about the vehicle. The electronic device501may communicate this data along with any other information to be communicated to the system server1142for analysis, as described above.

As shown inFIG.24, the information determined about the vehicle based on the analysis conducted by the system100is communicated to the electronic device501over the network124. According to this embodiment, the information was a length of time before the track needed to be replaced.

As shown inFIG.25, the system100has already communicated to the electronic device that based on the data analysis, vehicle maintenance is required. The electronic device501can then prompt the user to schedule the maintenance. If the user decides to schedule the maintenance, the electronic device501can communicate directly with a service center2604in order to schedule the maintenance over the network124. For example, the user may have access to a booking calendar for the service center and select a time. Based on this selection, the parties will be notified that maintenance has been booked. According to some embodiments, the system100may have access to information about the service center2604, such as parts inventory. Based on this inventory, the system100can calculate any lead time if required that can be factored into the booking span.

According to other embodiments such as those shown inFIG.26, the system100can order new parts through the network124by creating a request to a retailer or parts center2704. In this embodiment, if the service center requires a unique part that they do not have, the system100may create a request to the parts center to ship the part to the service center in advance of the booked maintenance time.

According to another embodiment, the system100may have access to pricing information or alternative replacement parts available at the parts center2704. The system100may present the user with pricing options, sale information for different components they may require ordering for replacement. The user may then inform the system100of their preference and the system100will submit the order to the parts center accordingly.

As shown inFIG.27, according to some embodiments, the system100is configured to schedule a maintenance request over the network124without requiring a user to select a time. This time may be based on a user preference saved in the server memory for a given vehicle owner. For example, an owner may have a preference that all vehicles are scheduled for maintenance one month before the system100determined date. Accordingly, the system100can notify the user of scheduled maintenance as it is automatically scheduled.

Similarly, according to some embodiments, the system100is able to make purchase requests over the network124without requiring the user to select a part component. This choice may be based on a user preference saved in the server memory for a given vehicle owner. For example, an owner may have a preference for a specific brand of vehicle parts. Accordingly the system100can notify the user of the part purchase as it is automatically scheduled.

As shown inFIG.28, the electronic device may be communicably linked to a technician3204. Alongside the user of the electronic device, the technician can also be notified over the network124of any determined vehicle information, scheduled maintenance, parts purchased, location of maintenance etc. Based on the user selection the user can be connected to a technician3204via the network124. This connection could be by way of a telephone call, wherein the system100communicates a phone number over the network for the electronic device. Alternatively, the system100may use a Voice Over IP (VoIP) connection between the user and the technician. According to other embodiments, the communication between user and technician established could be a video call, wherein the technician is able to view a feed coming from a camera module within the user's electronic device.

According to the embodiments disclosed inFIGS.29-31, the system100may determine that the vehicle has a critical malfunction. This could be determined through information captured form the onboard computer's internal sensor network or through data captured via the electronic device. For example, the vehicle track may have been damaged to the point where further driving would cause greater permanent damage to the vehicle and may endanger the safety of the driver. Using the communication link between the electronic device and the vehicle, the system100can instruct the electronic device to prompt a user with a notification of the critical malfunction and request instruction for whether or not the vehicle should be allowed to continue to operate. Based on this decision, the electronic device can instruct an onboard computer in the vehicle that the vehicle should not be operated again until the system100has determined the vehicle is no longer in a critical malfunction state.

According to another embodiment and shown inFIG.29, the electronic device may offer the user a choice to immediately disable the vehicle. Based on this decision, the electronic device can instruct an onboard computer in the vehicle that the vehicle should not be operated again until the system100has determined that the vehicle, track system and/or track is no longer in a critical state.

According to another embodiment and shown inFIG.30, the electronic device may not offer the user a choice and immediately disable the vehicle. Based on this decision, the electronic device can instruct an onboard computer in the vehicle that the vehicle should not be operated again until the system100has determined the vehicle, track system and/or track is no longer in a critical state.

According to yet another embodiment and shown inFIG.31, the electronic device may not offer the user a choice and may disable the vehicle once the vehicle has been returned to a specific location. This can be done by using a location coordinate determined by either the electronic device501or in the vehicle itself. While the vehicle may be continued to be used to complete the current job, when the location coordinate of the vehicle is determined to be the same as a specific location such as a storage facility, the electronic device can instruct an onboard computer in the vehicle that the vehicle should not be operated again until the system100has determined that the vehicle, track system and/or track is no longer in a critical state.

In some embodiments, with additional reference toFIGS.32and33, in addition to or instead of the electronic device501, the system server1142may receive image data from an inspection station for inspecting vehicles such as the vehicle10when they are in proximity.

For example, in some embodiments, as shown inFIG.32, the system100may include an imaging inspection station463for inspecting track systems of vehicles461x. In some embodiments, the imaging inspection station463comprises camera systems462xarranged to capture images of each of the track system161,162and their environment. The captured images can then be optionally processed and analyzed locally or remotely in system100. The camera systems462xcan include directional cameras having any configuration of lenses suitable for inspecting the system161,162and their environment.

In other embodiments, with additional reference toFIG.33, the system server1142may receive image data from a scanning inspection station473for inspecting track systems of vehicles471x. In some embodiments, the inspection station473comprises laser line scanner and/or laser area scanner systems472xarranged to scan each of the track system161,162and their environment as each vehicle471moves past the inspection station473. The information generated by the laser line scanner and/or laser area scanner systems472can then be optionally processed and analyzed locally or remotely by system server1142. This embodiment is particularly advantageous for producing 3D scanning data suitable for subsequent volumetric analysis, as described in more detail above.

In some embodiments, with additional reference toFIGS.34and35, the system server1142may receive image data from a drone3201for inspecting the track22and/or other components of each of the track systems161,162and/or their environment (e.g., detecting the presence of debris, etc.), so that information derived from the drone3210may be relayed to the operator of the vehicle10and/or another remote device or person. The vehicle10may comprise a drone mount3220configured to mount the drone3220to the vehicle10and release the drone3201when the drone3201is to monitor the vehicle10by moving around it.

In some embodiments, the drone3201is arranged to follow the vehicle, capture and analyze images of each of the track system161,162and their environment. In other embodiments, the drone3201is equipped with a laser line scanner for scanning the track system161,162and their environment. Communication between the drone3201and the vehicle10(e.g., between the drone3201and the processing entity88) can be provided for by any suitable means, including but not limited to any combination of Global Positioning System (GPS) signals, Radio Frequency (RF) signals, Bluetooth signals, LIDAR, and RADAR signals. This embodiment is particularly advantageous for producing 3D scanning data suitable for subsequent volumetric analysis, as described in more detail above.

In this embodiment, the drone3210is an aerial drone configured to fly about the vehicle10. While the drone3201shown inFIG.34is a multi-rotor flying drone, other drones are possible, including but not limited to fixed-wing drones, or any other type of unmanned aerial vehicle. Also, in other embodiments, the drone3210may be a land drone configured to travel on the ground about the vehicle10(e.g., on wheels or on tracks).

In some embodiments, with additional reference toFIG.36, in addition to or instead of the electronic device501, the system server1142may receive image data from a vehicle-mounted inspection device4801for inspecting the track systems161,162of the vehicle10. In particular, the system100may include one or more vehicle-mounted inspection device4801for inspecting track systems161,162of vehicles by way of image data. In some embodiments, each track system161and162is provided with a vehicle-mounted inspection device4801.

In some embodiments, the vehicle-mounted inspection device4801comprises a camera system arranged to capture images of the track system161,162and its environment as the track22moves around the track-engaging assembly21. The information generated by the camera system can then be optionally processed and analyzed locally or remotely by the system server1142.

In some embodiments, the vehicle-mounted inspection device4801comprises a laser line scanner system and/or a laser area scanner system arranged to scan the track system161,162and its environment as the track22move around the track-engaging assembly21. The information generated by the laser line scanner and/or laser area scanner systems can then be optionally processed and analyzed locally or remotely by system server1142. This embodiment is particularly advantageous for producing 3D scanning data suitable for subsequent volumetric analysis, as described in more detail above.

In some embodiments, as shown inFIG.37, a given component mentioned herein (e.g., the electronic device501, the image processing entity505, the server1142, etc.) may comprise a computing system1500comprising suitable hardware and/or software (e.g., firmware) configured to implement functionality of that given component. The computing system1500comprises an interface1520, a processor1540, and a memory1560.

The interface1520comprises one or more inputs and outputs allowing the computing system1500to receive signals from and send signals to other components to which the computing system1500is connected (i.e., directly or indirectly connected).

The processor1540comprises one or more processing devices for performing processing operations that implement functionality of the computing system1500. A processing device of the processor1540may be a general-purpose processor executing program code stored in the memory1560. Alternatively, a processing device of the processor1540may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements (e.g., application-specific integrated circuits (ASICs), electrically erasable programmable read-only memories (EEPROMs), etc.) or other related elements).

The memory1560comprises one or more memory elements for storing program code executed by the processor1540and/or data used during operation of the processor1540. A memory element of the memory portion1560may be a semiconductor medium (including, e.g., a solid state memory), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory element. A memory element of the memory portion1560may be read-only memory (ROM) and/or random-access memory (RAM), for example.

In some embodiments, two or more elements of the computing system1500may be implemented by devices that are physically distinct from one another (e.g., located in a common site or in remote sites) and may be connected to one another via a bus (e.g., one or more electrical conductors or any other suitable bus) or via a communication link which may be wired, wireless, or both and which may traverse one or more networks (e.g., the Internet or any other computer network such as a local-area network (LAN) or wide-area network (WAN), a cellular network, etc.). In other embodiments, two or more elements of the computing system1500may be implemented by a single device.

While in embodiments considered above the off-road vehicle10is a construction or agricultural vehicle, in other embodiments, the vehicle10may be another type of work vehicle such as a knuckleboom loader, etc.) for performing forestry work, or a military vehicle (e.g., a combat engineering vehicle (CEV), etc.) for performing military work, a carrier (e.g. carrying a boom, a rig, and/or other equipment t), or may be any other type of vehicle operable off paved road. Although operable off paved roads, the vehicle10may also be operable on paved roads in some cases. Also, while in embodiments considered above the off-road vehicle10is driven by a human operator in the vehicle10, in other embodiments, the vehicle10may be an unmanned ground vehicle (e.g., a teleoperated or autonomous unmanned ground vehicle).

Any feature of any embodiment discussed herein may be combined with any feature of any other embodiment discussed herein in some examples of implementation.

Certain additional elements that may be needed for operation of certain embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and/or may function without any element that is not specifically disclosed herein.

Although various embodiments and examples have been presented, this was for purposes of description, but should not be limiting. Various modifications and enhancements will become apparent to those of ordinary skill in the art.