Anyways, back to the issue of connectivity.
From where Pfaffenbach (seen at right) stands, though, the issue is no longer about gathering operational data from trucks – that’s a fairly routine activity. The central issue now, though, is how to connect that “directional data” as he calls it in a consistent, easy-to-read format with drivers, dispatchers, technicians and fleet management through a myriad of different telematics platforms.
“OEMs must develop connectivity that complements telematics service provider (TSP) offerings,” Pfaffenbach said. “We need to integrate better together. OEMs don’t need to replicate existing telematics networks on their own.”
Why is this at all critical? He used DTNA’s integrated powertrain – Detroit engine, Freightliner chassis, and DT12 automated manual transmission (AMT) – as an example.
“That powertrain data is a tool to help the driver get better fuel economy,” Pfaffenbach said. “Remote diagnostics offers an opportunity to reduce downtime by knowing what a problem is and getting parts to fix it in advance.”
The next step, though, will take such data and use it to craft what he dubbed “flexible service intervals” tuned to the exact work application and operation conditions faced by trucks on an individual basis. That’ll then be followed by predictive failure analysis – taking large pools of historical data concerning, say, the life cycle of a turbocharger and using that information to help fleets switch out such parts before they fail.
