SE524146C2 - Mobile vehicle fault detection and correction method for off board communication network, involves computing abnormality using manufacturer's desired parameter stored in management system, for correction - Google Patents

Abstract

The abnormality indicated by the electronic controller in vehicle, is compared with manufacturer's desired parameter stored in data management system. If there is any significant difference, then the cause of difference and grand support network available service bay required for correcting the cause are determined. The closest location of repair portions is determined and queried to management system. If there is no significant difference between in the abnormal condition in the vehicles indicated by the controller and manufacturer's desire parameter, then the step for recording the indication of abnormal condition in data management system is performed. Independent claims are also included for the following: (a) process for data management system; (b) process for vehicle load brokerage management system; (c) data management system; (d) computer program for off board communication network; (e) computer program for vehicle load brokerage management system; (f) computer program for data management system.

Description

«. ~. o. to allow independent one-day loaders to work together for long-distance cargo transports.

The invention in brief The invention relates to an architecture for an intelligent information system as well as a method for commercial and other transport vehicles which entails improved productivity, efficiency, safety and other advantages. In addition, the system architecture is tailored for different businesses.

Commercial vehicles are tools for business. Like all tools, the commercial vehicle can be used for different applications depending on the specific needs of the business. All commercial vehicles require some kind of external information to improve the use or function of the vehicle. Some of this information is generic for all businesses that use commercial vehicles and some is specific to certain companies. The commercial vehicle platform required by this invention has an internal communication system with multiplex electronic components utilizing both wireless and wired communications.

Electronic components are communicated with and controlled by this network. The concept of the electronic components is a multifunctional antenna system for the vehicle. The antenna system replaces all current vehicle antennas such as those for CB, cellular, TV and AM / FM / weather band radio, satellite, LORAN navigation and other bands in the electromagnetic spectrum. The antenna system can be installed as original equipment in the vehicle or as additional equipment. Included in the electronic equipment on the commercial vehicle platform are also various speakers, microphones and sensors that are present in the vehicle and are integrated in an integrated module-type package.

The multiplex system can collect the status of the vehicle's various operating parameters from the electronic components. The vehicle's operational status can be linked to one or more external communication control centers (ECCC) via the multifunctional antenna system. The ECCCs and the enrolled vehicle platforms generally cover the architecture of the communications system (SA), although SA is expected to include service and spare parts centers as well as weather, directions and traffic monitoring centers. There are three anticipated phases for the implementation of SA. They are: 1. Maintenance and Service 2. Directions and Trip Information 20 25 30 5 2 4 1 4 6 a: - ::. = - 3 3. Business Specific Information / Coordination All phases include at least two-way communication between the ECCC and the enrolled the vehicle platforms. The vehicle platforms can be any mobile vehicle. Only semi-heavy and heavy trucks and passenger transport buses have been described for illustrative purposes. Additional components or functions that can be included in the platform system through the use of software modules and / or hardware components, once installed in an electronics cabinet, will integrate the additional functions into the multiplex system. This installation takes advantage of the use of standardized modules and interface components.

Phase ONE (1) includes Maintenance and Service of the vehicle platforms. The vehicle platforms' internal multiplex systems connect all the vehicle's electronic components. As such, the status of the vehicle system can be linked to the ECCC without driver intervention. The status may include, but is not limited to, the engine's key parameters provided by the engine's electronics control module, gear control, anti - brake lock (BS) status from the ABS steering, and trailer load and installation status as well as the truck's load and condition. The status information is only limited with regard to the electronic component inputs that may be provided. The ECCC analyzes the vehicle's operational status and links information and instructions to the vehicle. The linked information includes maintenance needs of the vehicle. Such maintenance needs may include the need for immediate service. In this case, the downlinked information includes the location of the nearest service center, which has parts in stock for performing repairs. It also includes directions to get to the nearest service center. Directions Instructions will be further described below in connection with the description of phase TWO (2) Directions and Trip Information.

The vehicle's multiplexed electronic controls can detect faulty operations of the vehicle using monitors for steering, engine and brake components as well as the status of the trailer. Should the uplifted status indicate an incorrect driving pattern, the ECCC will contact the driver directly and recommend a break and, if necessary, contact the vehicle owner and ultimately inform the road or police authorities to issue warnings. The vehicle platform can also be designed to provide immediate feedback directly to the operator based on the owner's business needs.

Phase 1 information is considered as generic type information valuable to owners of all mobile vehicles, especially of interest to owners of commercial vehicles. .anna 20 25 30 5 2 4 1 4 6 a: - 2 .: ::: = - a: ..;: 4 The multiplexed vehicle may, among devices using other frequency ranges, include a heat sensing device and pressure sensing devices to: detect animals, vehicles and other heat-emitting objects in case of poor visibility or driving in the dark. This may include the ability to sense the distance to approaching objects. The electronic controls give the driver status alerts directly via integrated speakers and link the information to the ECCC, so that animal crossings can be indicated for nearby vehicle platforms. The ECCC will use the vehicle platforms with their sensor inputs as tests to establish a real-time image of a particular area and thereby improve the information provided by each service.

Phase 2 includes Directions and Trip Information for the enrolled vehicle platforms. At the driver's active request or at regular intervals, the ECCC provides directions to the registered vehicles. The ECCC will have a moving point of the positions of the enrolled vehicle. The directions information will allow the driver of the vehicle to select and use the most efficient roads for driving. Known directions information includes the best distance based on the shortest distance. Of course, the minimum mileage is not necessarily the most efficient route. The ECCC will also have a geographical point for devices and locations that are relevant to the business activities and their needs. When sensing the uplink position of the vehicle platforms, the ECCC analyzes the position of the vehicle. The ECCC then collects incoming traffic information from all NAFTA countries (or other contiguous geographical regions) from the Department of Transportation (DOT) transfer stations (or equivalent international service), weather information from the National Weather Service (or equivalent international service) and other road impact information from news services such as Road work or labor disputes as well as information about the shortest route. With the traffic conditions, the ECCC will then provide a coherent roadmap through electronic downgrading to the enrolled vehicle platforms with automatic updating in the event of changes in the input information. The directions information according to phase 2 is very useful for regional or line freight applications, where a coherent road plan entails significant savings in terms of operator costs and transport costs. In addition, Road Information is valuable for all businesses that have vehicles driving in areas that are exposed to rapidly changing conditions. ung-a 20 25 30 nu nu n u ~~. -. ~ - - ~ n- H. . . . . . . . H - - 2. . . - _. . . - ~ c ~ - ~ v - nu u. a -. .l. . . a a 4 a - o. .. ~. ~ ~ u - - -l. - - _ »_. . a u - ~. . »- n ~ - - ° ~ - ° The school bus operation can use the varying downlinked roadmap plans during storms as well as to give instructions to substitute drivers who are unfamiliar with normally planned road sections. The geographical reference information part of the road section information can be used to inform the operator and the ECCC about both ideal and risky geographical zones.

Electricity, gas and telephone companies can use directions information to guide workforces during bad weather or accidents. In these situations, it is known that companies borrow labor and vehicles from companies in other places, sometimes as far away as thousands of kilometers. Vehicle tracking according to known technology does not include visiting vehicles and the coordination is therefore not coherent or well controlled.

The ECCC can provide directions to these borrowed workforces and vehicles to coordinate the response from and use of the vehicle as a business tool.

Municipal emergency vehicles with large and small car parks can use the directions information to ensure that emergency vehicles such as police, fire and ambulance vehicles can avoid obstacles such as traffic jams, bad weather, closed roads, open drawbridges and the like. The information entered by the ECCC includes the status of these inner city and land barriers to make the passage smooth and uses this information to calculate and divert the most efficient route to the responsible emergency vehicle. As with company vehicles, certain events or conditions require a response from outside crews and vehicles.

ECCC guidance and trip information is invaluable in providing command and control of both outside and local emergency vehicles and crews.

Phase THREE (3) includes Business-Specific Information / Coordination. For some business applications, this requires the enrollment of vehicle platforms in various key positions across the participating countries. The general process includes collecting the modes for participating vehicles, evaluating the required data and then managing the enrolled vehicle platforms to the modes to improve the overall functionality of the participating vehicles and organizations. Phase 3 integrates the information transmissions and controls of phases 1 and 2 in that only vehicles that are in suitable operating condition will be routed to be used as tools for the desired functions and in most cases directions are required to fully coordinate the various and widely dispersed workforces or work vehicles. »N-n- un ..- 20 25 30. . . . .. .. ..: ".: ° '.:.:. - - .no un. ... .V- - ~~~' - '............. _.

In the business area, for example, the multiplex vehicle platforms also include electronic seat sensors or other occupancy detection devices to monitor the staffing levels in the corresponding vehicles. This information is linked up by means of the multifunctional antenna system to give an estimate of the crew in the crews. The ECCC monitors man-hours worked to control overtime and to ensure that legal work hours are not exceeded as required by rules issued by the Department of Transportation (DOT) or the Nuclear Regulatory Commission 10 C.F.R. The electronic sensors on the multiplex vehicle platform can also be used to track passengers getting on and off buses. The information is linked up for recording completed tasks and for planning optimized recording modes.

The far-reaching application of Phase 3, business coordination, is related to the regional and line haulage business. Phase 3 of these businesses includes a 'Pony Express Service for the transport of goods. During this brokerage service, vehicle owners or drivers register to make deliveries within a geographical radius, so that they can carry out the transfer of goods (ie wagon loads) and enable them to return home every evening. A 100 - 200 km radius allows a driver to pick up and transport along a road to another driver within a nearby circle of 100 - 200 km radius to transfer goods. In this way, phase 3 allows regional day skiers with towing vehicles and trailers to participate in a national or NAFTA or international transport system while still sleeping in their own beds every night.

This allows small truck units to be better coordinated than large fleets thanks to the integration of the vehicles' operational status and guidance during phases 1 and 2. the integration of the privately owned multiplex vehicle platforms or small tractor companies can compete at an international level with minimal investment. the implementation according to phase 3 needs to be delayed until the drivers with overlapping working radii have been enrolled in the phase 1 and phase 2 services. Once the ECCC has received a request for a cargo transport, it will contact the vehicle platforms within the most efficient transport route based on the calculated route determination analysis according to phase 2. Once the combined drivers electronically agree to participate in the specific cargo transport, it will the automatic directions information to begin with consent for the calculation of meeting points. The load is monitored using the service according to phase 1 until the journey is completed. The cargo owner is updated periodically with regard to delivery status if he or she so wishes. en ... 20 25 30 5 2 4 14 6 šïï ° šïïš - i? ÉÉÉï-š fifi šiïšï 7 Drawings Other objects and advantages of the invention will become more apparent upon reading the detailed description and upon consideration of the drawings, in which Fig. 1 shows an overview of a communication network for mobile vehicles made in accordance with this invention, fi g. Fig. 2 shows a perspective view of a mobile vehicle made according to this invention, Fig. 3 constitutes page 1 for a process for an external communication network for detecting and correcting a fault in a mobile vehicle made according to this invention, Fig. 4 Fig. 5 shows the process according to Fig. 3, Fig. 5 shows another embodiment of the process for an external communication network for detecting and correcting a fault in a mobile vehicle performed according to this invention, Fig. 6 constitutes page 1 for a further embodiment of the process according to Fig. 5, Fig. 7 is page 2 of the process according to Fig. 6, Fig. 8 constitutes page 1 for a process for a broker management component in the system of an external communication network carried out in accordance with this invention, fi g. 9 is page 2 of the process according to fi g. Fig. 10, Fig. 10 is page 1 for another embodiment of a process for a broker handling component in the system of an external communication network performed in accordance with this invention, Fig. 11 is page 2 of the process of Fig. 10, Fig. 12 is page 3 for the process according to Fig. 10, Fig. 13 is page 4 for the process according to fi g. 10, Fig. 14 is page 5 of the process of Fig. 10, fi g. Fig. 16 is page 1 of a driver-initiated process for an external communication network for detecting and correcting a fault in a mobile vehicle performed in accordance with this invention, Fig. 16 is page 2 of the process according to Fig. 15, Fig. 17 shows a another embodiment of a driver-initiated process for an external communication network for detecting and correcting a fault in a mobile vehicle performed in accordance with this invention,: coon 20 25. u u u uu uuu uuu u uu u uu uu uu u uu uu u u u u u u u u u, u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u u. Fig. 18 shows an external condition initiated process for controlling road alignment and operation of a network with mobile vehicles performed according to this invention, Fig. 19 shows a data management system for coordinating information related. to external conditions that may affect a network of mobile vehicles, performed in accordance with this invention, fi g. Fig. 21 shows a process for an external communication network for monitoring and controlling routine and periodic maintenance of a mobile vehicle in accordance with this invention; invention and Fig. 22 show a diagram to illustrate some of the broker's handling system processes as well as road diversion due to external influences.

Detailed description of the invention Figs. 1 - 22 show a communication system for a ground vehicle and processes for generating information and coordinating vehicle activities. An external communications network 100 for ground vehicles and constructed in accordance with this invention may comprise any number of the sub-parts shown in fi g. 1. Both a centralized and a decentralized embodiment of the control scheme will be described. These sub-components consist of: an internal vehicle system (VOS) 101, a satellite communications network (SCN) 102, a communications control center (CCC) 103, abbreviation for the previously described ECCC, a terrestrial communications network (GCN) 104, a terrestrial support network (GSN) 105, a data management network (DMS) 106 and a broker management system (BMS) 107. The minimum requirement for a vehicle communication network 100 is a VOS 101, a GSN 105 and either an SCN 102 or a GCN 104.

VOS 101 serves two primary functions. The first is to generate information and queries to CCC 103 via either SCN 102 or the land-based GCN 104.

This information and these questions result in commands, questions, indications and recommendations fed back from CCC 103. The other primary function of VOS 101 is to act as a mobile sensor platform for CCC 103 and DMS 106.

The mobile sensor stages and components of VOS 101 will be discussed below.

SCN 102 and GCN 104 can generally be described as external communication networks. In the decentralized embodiment of the invention, GCN 104 may be a unit with and forward all functions of CCC 103. SCN 102 is a network in one or more satellites which provides fi scar communication to, from and between a mobile vehicle 111 comprising a VOS 101 and other applicable sub-parts of the vehicle communication network 100. The SCN 102 is a conventional network known in the art. The use of the network for feeding VOS 101 as a sensor information and vehicle load management by means of BMS 107 is new.

GCN 104 is a network on the ground that can consist of any combination of telephones, RF transponders, radio, cellular telephones and the Internet. GCN 104 is a network known in the art. The use of the network for feeding VOS 101 as a sensor information and vehicle load management by means of BMS 107 is new.

CCC 103, which is only required in the centralized control version of the invention, analyzes input signals and questions from the other sub-parts and outputs questions, control and recommendations to the other sub-parts. CCC 103 involves a single organization or several that work together to analyze problems and needs and come up with solutions. CCC 103 may include DMS 106 although DMS 106 may be a separate computer system. DMS 106 collects and collects information from various sources that includes external conditions that may affect vehicles 111. The incoming information may come from VOS 101 as a sensor and as a monitored vehicle 100, traffic reports from the Department of Transportation, from the National Weather Service, news sources such as the Cables News Network (CNN) or the Associated Press, as well as systems that generate road maps, such as those that are commercially available. The list is not exhaustive.

GSN 105 is composed of a network of vehicle support facilities which may include spare parts warehouses, vehicle service and maintenance centers, information services (a.k.a. 'advice') and road service providers such as towing vehicles or recovery vehicles.

GSN 105 lists spare parts and service as needed to return or maintain a mobile vehicle in serviceable condition. This may include car dealers and independent service and spare parts providers.

BMS 107 provides two primary functions. The first function is to provide freight and material transporters with a single point for electronically arranging transports of material with both trucks and smaller vehicles. The cargoes may include clean truck applications but also passengers for bus transport. BMS 107 receives the transport request and then determines the road section through DMS 106. BMS 107 then contacts the member vehicles 111, determines the availability and eco- ... nu .nn-n 20 25 30 5 2 4 14 5 Åš. ~ É1I = r Li 10 nom for the associated vehicles 111, contact the vehicles 111 to offer and arrange the necessary vehicles 111 along the freight route and make agreements regarding meetings and transhipments to implement the transport.

If necessary, BMS 107 contacts carriers that are outside the network to arrange the transport. BMS 107 monitors and receives VOS 101 reports on the road and vehicle conditions and, if necessary, implements changes in the road section or freighters to carry out the transport order. The second function of the BMS 107 is to provide the owners and drivers of the vehicles 111 with electronic broker service. The owners or drivers of the vehicles, usually in Classes 5 - 8 in accordance with the Gross Vehicle Weight (GVW) regulations, sign contracts for the vehicle regarding cargo brokerage service. BMS 107 contacts available vehicles 111 or their owners with potential transport options and provides instructions to the vehicle regarding meetings, transhipments and road sections. In at least one embodiment, BMS 107 is an integral part of CCC 103.

VOS 101 can be as complex as a multiplex vehicle system that includes an internal communication network 112, which allows communication between electronic components using standards and communication protocols such as those of the Society of Automotive Engineers (SAE) J1708, J1587, J1939 or a similar private variant. The communication network 112 can be as simple as a loose network of sensors and components connected point by point. The more complex version is shown in Fig. 2. The internal electrical communication network 112 is electrically connected to provide a communication path between various electronic devices and controllers as part of VOS 101. The vehicle 111 has a motor 113 connected to a gear 114. The gear is connected to a power transmission 118 to drive the wheels 126. The motor 113 is controlled and monitored by an electronic motor control module (ECM) 113a which is electrically connected to the communication network 112. The motor ECM 113a can receive and communicate the status of the motor and auxiliary means including, but not limited to. limited to, engine function, engine coolant parameters, engine oil system parameters, air intake quality and other monitored parameters. The gearbox 114, whether automatic or semi-automatic, can be controlled and monitored by an electronic gear control module 114a, which is electrically connected to the communication network 112. The vehicle 111 may have an internal computer (OCB) 119, which if present is a signal transmitter or signal controller for the motor 111. OBC 119 collects input signals and sends questions from and to CCC 103 via an internal communication body and either SCN 102 or GCN 104. OBC 119 acts as a messenger or controller , whose orders that are in conflict with other controls are revoked. If the vehicle 111 does not have an OBC 119, another ECM, such as the engine ECM 113a, will act as a signal controller. The internal communication means may be a satellite access antenna 115, which may be included in a sun visor 128, or a cellular telephone antenna 116 with a telephone transmitter / receiver 116a.

The communication means can also be any method and equipment for vehicles to ground transmitting means. Wheels 126 may include anti-lock brakes (ABS). The anti-lock brakes can be controlled by an electronic anti-lock control module (ABS ECM) 117. ABS ECM 117 is electrically connected to the communication network 112 and like other ECMs feeds the status of the system to OBC 119 or other signal control and consequently to CCC 103 via the internal the communications network. The internal communication network feeds input signals for its own system operability to OBC 119 or other signal control. A tire pressure sensor 126a is mounted on each wheel. The tire pressure sensor 126a measures the pressure in each tire and sends a radio signal to a receiver 126b, which is electrically connected to the communication network 112. The tire pressure is an indicator of tire wear, the need for pressure adjustment or vehicle load depending on the tire pressure distribution. of either OBC 119 or DMS 106. An electronic odometer can also be connected to the communication network 112 to feed the number of kilometers traveled to OBC 119, other signal control and CCC 103. A navigation system, such as those based on GPS and Cutlery, may be installed and connected to the communication network 112 with a suitable antenna 136 and transmitter / receiver 137 to generate inputs regarding the geographical location of the vehicle 111. The above-mentioned ECMs and sensors are examples of specific vehicle inputs that generate a specific vehicle status.

Other sensors on the vehicle 111 feed VOS 101 with indications of external conditions that may be valuable to other vehicles connected to the communication network 100. Some examples include a sensor 123 for ice on the roadway. The lss sensor 123 can be as simple as an infrared transmitter / receiver directed downwards towards the lane 133. Road lanes 133 with ice, snow, black ice or water, or which are dry give different infrared reflex signals to the lssensor 123. The lssensor 123 is also connected to the communication network 112. The vehicle 111 may comprise an infrared animal detector 124 connected to the communication network 112. The animal detector 124 detects large animals crossing the road, such as deer, elk or deer. In addition to giving the driver a warning notice »another 20 25 30» -. . .- 5 2 4 146 få. 'fII = ~ .if 12 sharing or alarms, the VOS 101 feeds the information externally to the DMS 106. This information is logged and fed to other drivers driving in the vicinity of the vehicle 111 and acts as a detector for crossing animals. The vehicle may also have an external surveillance camera 125 to detect thieves, robbers or other criminals 131 against the driver and his load. CCC 103 can inform the local police or private security companies upon receipt of a broadcast of ongoing crime. VOS 101 may also include local weather monitors 134 connected to the communication network 112. The local weather monitors 134 may include temperature, wind speed and humidity. This information provides DMS 106 with validation and confirmation of the information from the National Weather Service.

The signal message distributor or the electronic signal controller may be programmed for communication with the external communication network via communication means connected to the internal communication network 112.

The electronic signal control is also programmed to send an indication of a fault condition in one of the monitored vehicle components to the external communication network 100 via the vehicle's internal communication network 112 and the communication means. The electronic signal control may be programmed to receive instructions from the external network 100 via the communication means for correcting the error condition. The electronic signal control may also be programmed to inform the driver of the vehicle 111 of driver measures with respect to the instructions received from the external network 100.

The signal message distributor or electronic signal controller may also be programmed to receive a request for additional information from the external network 100 related to the abnormal relationship. The signal control can be programmed to obtain the additional requested information about the abnormal condition via the internal communication network without the driver's intervention. The signal control can be programmed to send the additional requested information to the external communication network via the vehicle's internal communication network 112 and the communication means without the driver's intervention.

The electronic signal control instructions, which are programmed to receive operations to remedy the abnormal condition from the external network, may include the nearest location for repair parts to correct the abnormal condition as well as directions to the nearest location. In addition, the electronic signal control, which is programmed for monitoring, in the indication of an abnormal condition can be monitored via either the motor ECM 113a, the gear ECM 114a, the anti-lock brake ECM 117 or OBC 119.

An embodiment of the data management system is shown in Fig. 19. The data management system 106 may be a unit in the communication center in a centralized control scheme. The i fi g. The embodiment shown in Fig. 19 is intended for controlling network vehicles as a result of external conditions, which include external conditions sensed by internal vehicle systems 101. The embodiment according to Fig. 19 is composed of a computer-usable medium with a computer-readable program included in the medium for storing conditions sensed by network vehicles. The conditions sensed by the network vehicles are communicated via the communication means which is connected to the internal network 112 in the sensing network vehicles. For this embodiment, the conditions sensed by the network vehicles are in the surroundings which can affect at least one of the network vehicles. In addition, the data management system 106 has a computer readable program means for causing communication with weather information, which may affect at least one of the network vehicles of a weather service. In this embodiment, there is also a computer-readable program means which causes communication of requests for and receipt of information about road work disturbances in the surroundings, which may affect at least one of the network vehicles.

The data management system 106 has a computer readable program means for causing communication with, receiving and answering questions about the vehicle sensed conditions, the weather information and the road work disturbances.

The external network 100 can be used for a number of processes including various combinations of vehicles 111 with internal vehicle systems (VOS) 101, satellite communication networks (SCN) 102, communication control center (CCC) 103, ground communication networks (GCN) 104, ground support networks ( GSN) 105, data management system (DMS) 106 and broker management system (BSM) 107.

A first process for the external communication network 100 is to detect and correct a fault in a mobile vehicle 111 with a VOS 101 as shown in Figs. 3 and 4. This process can be performed by means of a centralized unit or by sub-parts being performed by means of a combination of devices. An embodiment of this process has a first step in the external network 100 for receiving an indication of an abnormal condition in a component of a monitored vehicle 111 from an electronic control unit 1 of the mobile vehicle 111 via the vehicle's internal communication network 112 and the communication means. The next step is to compare the indication of an abnormal relationship with the parameters expected by the vehicle manufacturer for the component of the vehicle in the data management system 106 ans .. unde, 20 25 30 524 146 a: Li 14. If there is a significant difference from the manufacturer's expected parameters, the following steps are performed. First, the most probable cause of the difference from the manufacturer's expected parameters is determined using a comparison with an existing fault diagram or by on-site fitters. The next step is to determine the parts that are necessary to correct the most likely cause of the difference from the manufacturer's expected parameters. This is also obtained from fault diagrams or through fitters. The ground support network 105 is examined with respect to potential vehicle service stations that have both the necessary parts and the necessary service to remedy the most probable cause of the difference from the manufacturer's expected parameters. Vehicle 111 is interrogated and responds via the communication means with respect to the location of the vehicle. The external network 100 queries the data management system 106 to determine the vehicle service station closest in time to the vehicle's potential vehicle service stations. The external network 100 queries the data management system 106 and receives driving instructions for the vehicle 111 to the nearest potential vehicle service station in time. The external network 100 feeds the vehicle with driving instructions for the vehicle 111 via the communication means to the closest potential service station in terms of time.

Should there be no significant difference between the abnormal relationship and the manufacturer's expected parameters, the external network 100 compares the indication of the abnormal relationship with a specific history of the vehicle component stored in the data management system. Should a significant difference be found from the specific history of the vehicle component, the external network 100 performs the following steps. The external network 100 determines the most probable cause of the difference from the specific history of the vehicle component using a comparison with an existing fault diagram or through on-site fitters. The next step is to determine the parts that are necessary to correct the most probable cause as opposed to the specific history of the vehicle component. This is also obtained from fault diagrams, other types of diagnostic procedures or through the fitters. The external network 100 seeks a ground support network 105 for potential vehicle service stations that has both the necessary parts and an available service trench to correct the most probable cause of the difference from the specific history of the vehicle component. The vehicle 111 is interrogated and responds via communication means. -. -. .n o. i .. 4 o. .-. a s -a. -. . .. a. -a -. . . . . . ... a. - .- ..a - ... -. . ~ s. u u .. -. - - a a. «. . . . . -. -. o - - u »~ - - -. - -. . . . . . a »ganet with respect to the position of the vehicle. The external network 100 queries the data management system 106 to determine the closest potential vehicle service station in terms of driving time of the potential vehicle service stations available for the vehicle 111. The external network 100 queries the data management system 106 and receives driving instructions for the vehicle 111 to the nearest driving time potential vehicle service station. The external network 100 feeds via the communication means the driving instructions to the vehicle 111 regarding the potential vehicle service station closest in driving time.

If the external network 100, when comparing the indication of an abnormal relationship with the manufacturer's expected parameters for the vehicle component, does not find that there is any significant difference, the external network 100 performs the step of recording the indication of an abnormal condition in the data management system.

Additional steps in this process of Figures 3 and 4 may include a notice to the vehicle for the driver of the vehicle 111. The notice may include the most probable cause of the difference relative to the manufacturer's expected parameters. This notice may be available before the step of feeding the vehicle the driving instructions for the vehicle 111 to the potential vehicle service closest to the driving time in both situations which require action in addition to merely recording the condition.

In addition, after the step of querying the data management system and receiving driving instructions for the closest potential vehicle service in time, the external network 100 may perform the following additional steps. The network 100 interrogates the data management system 106 with respect to the load transported by the vehicle 111.

The network 100 arranges an alternative vehicle for transporting the cargo and arranges a meeting between the vehicle 111 and the alternative vehicle for reloading the cargo.

The step of arranging an alternative vehicle may include feeding the broker handling system 107 with a description of the load, a current location of the load and a final destination of the load. The broker management system can communicate to and the network 100 can receive identifying information about an alternative vehicle for transporting the cargo.

The external network 100 can further arrange the transhipment meeting by requesting and receiving the location of the alternative vehicle. The network 100 may query the data management system 106 and receive driving instructions for the alternative vehicle in terms of the fastest time path to meet the vehicle 111 for reloading the load. The external network 100 can then be connected to the alternative vehicle 20. n e n »ß .u ... a -a -s t. n .. n - q ~. u. . . i. -. -. -. ... 1. .. a. . .-. . . . ~ ». -n-. -. -. e. u a u ~ .. ~ - .v u g u ~ .-. a. a a -. u - m a u »- ~. - - ~ -. ~ »- ~ Q. send the information about the fastest route to the meeting with the vehicle for reloading. The network 100 can also send the information about the transhipment meeting to the vehicle.

An additional process embodiment may be more flexible in handling other abnormal conditions in the vehicle 111. This process may also be performed by a centralized unit or by a group of units operating together. The first step in this embodiment, shown in fig. 5, is to receive an indication of an abnormal condition in a monitored vehicle component from the mobile vehicle 111 via the vehicle's internal communication network 112 and the communication means. Then there is a comparison between the indication of the abnormal relationship with an expected relationship stored in a data management system 106. Should it be found that there is a significant difference from the expected relationship, then the need for further present measures is determined. Instructions for further action were sent to the vehicle via the communication body. Should the comparison of the indication of an abnormal relationship with the expected relationship stored in the data management system not show any significant difference from the expected relationship, then the indication of the abnormal relationship is recorded in the data management system.

Figs. 6 and 7 show a further embodiment of the process according to Fig. 5.

This additional embodiment includes additional measures with respect to determining additional action and transmission instructions in relation to this additional action. These additional measures were described above for the process of Figures 3 and 4. The abnormal conditions identified by the vehicle 111 may be initially processed by the engine ECM 113a, the gear ECM 114a or the anti-lock brake ECM 117 or by the internal computer 119. The network 100 may determine the need for additional information.

The vehicle can be interrogated for further information, the vehicle 111 feeding such information.

The data management system 106 performs certain processes itself, although as indicated above, the data management system may form an integral part of the communication control center 100. One of these data management processes is shown per se in fi g. 3 and 4. The first step of this process is the storage of the manufacturer's expected parameters for the vehicle component and a specific history of the vehicle components. The data management system 106 may receive a query from the external network 100 about the manufacturer's expected parameters for the vehicle or about the specific history of the vehicle components. The data management system 106 then supplies the external nose 20 n 30 n ~. a. 524 146 17 network 100 with the stored information for its comparison with an indication of an abnormal condition. At the same time, the data management system stores a list of the most probable causes of differences from the parameters in the comparison information.

When the external network 100 encounters a significant difference from the parameters of the comparison information, the data management system 106 may receive a query and then feed the external network 100 with a list of the most probable causes of the difference from the comparison parameters. The external network 100 compares the abnormal relationship with this list of causal relationships to determine a match between a most probable cause and the abnormal relationship. The data management system 106 stores independent lists of vehicle parts that are necessary to correct each of the probable causes of differences from comparison parameters. Upon receiving a list of parts list, the data management system 106 provides the external network with independent lists of vehicle parts necessary to correct the most probable causes. This allows the external network 106 to determine the parts necessary to correct the most probable cause of the difference from the comparison parameters. The data management system 106 may receive a query from the external network 100 to determine a driving vehicle service station closest in driving time from a list of potential vehicle service stations having both the necessary parts and an available service grave to correct the most probable cause of the abnormality. the relationship. The data management system 106 may access a database for determining driving times from the potential service station to the vehicle from a list of potential vehicle service stations having both the necessary components to correct the most probable cause of the difference between the manufacturer's expected parameters and an available service grave to correct the most probable cause of the abnormal condition. The data management system 106 can select a potential service station that is closest in driving time and feed information about this station to the external network. The data management system 106 may receive a request from the external network 100 regarding driving instructions for the vehicle to the nearest potential service station in time. The data management system 106 may have access to a database for determining the driving instructions for the vehicle 111 via the communication means to the nearest potential vehicle service for the vehicle in time.

The data management system 106 then feeds the driving instructions to the external network 100. Should there be no significant difference between the abnormal conditions. ~ »U. E» o; - n s s - - s -.-_. . . . ... . . . . . . . . _. 18 the country and the manufacturer's expected parameters or the specific component history, the data management system 106 stores a record of the abnormal condition.

This process for the data management system 106 may also consist of storing a record of the load transported by the vehicle 111 in need of service. Upon receiving a request from the external network 100 regarding the cargo transported by the vehicle, the data management system 106 sends a load information to the external network 100. If the external network 100 determines that an alternative vehicle may need to take over the transport of the cargo, For example, the data management system 106 may receive a position for an alternative vehicle for transporting the cargo transported by the vehicle in need of service. In addition, the data management system 106 can receive the status of the drivability of the vehicle 111 in need of service. The data management system 106 may receive a request from the external network 100 regarding the fastest driving time from the alternative vehicle to the meeting point with the vehicle in need of service. The data management system 106 will in this case have access to a database for determining driving instructions for the alternative vehicle about the fastest driving time from the alternative vehicle to the meeting point with the vehicle in need of service. The data management system 106 then feeds the external network 100 with the driving instructions for the alternative vehicle to the meeting site.

The broker management system 107 can perform certain internal processes itself, although the broker management system, as stated above, can be an integral part of the communication center 103 in centralized control schemes. One of these broker management systems 107 which are self-processing is shown in Figures 8 and 9. The broker management system 107 stores data for a network of mobile vehicles including locations, load capacity, availability of transports and area of operation of the vehicles within the network of the mobile vehicles. As mentioned earlier, this cargo can be human passengers in a bus network as well as conventional cargo. The cargo can be goods that are transported in containers or on a trailer where the vehicles 111 consist of towing vehicles for towing a trailer in towing vehicles / trailer applications. The broker management system 107 may receive from the external network 100 a description of each load transported by a vehicle 111 with an abnormal condition, a current position of the load and an end destination of the load. There may also be a demand for a specific alternative vehicle from the network of mobile vehicles to transport the cargo. Alternatively, the broker management system 107 may receive a description of cargo so ... 20 25 30. . . . .a 524 14 5 šïï * 19 that need to be transported, a current location of the cargo and a final destination of the cargo together with a request for a special cargo vehicle from the network of mobile vehicles to transport the cargo. In any case, the broker handling system 107 compares the load to be transported with the vehicles in the network of mobile vehicles to obtain a list of mobile vehicles capable of driving the load.

The broker management system 107 compares the list of mobile vehicles that can drive the load with the availability data for the vehicles in the network of mobile vehicles and obtains a list of mobile vehicles that are both available and can drive the load. Broker management system 107 determines a main path between the current position of the load and the final destination of the load. The broker management system 107 compares the operating areas of the vehicles on the list of mobile vehicles that are both accessible and capable of driving the load and determines which vehicle's operating area includes the main road between the current position of the load and the final destination of the load. Broker management system 107 communicates with the vehicles whose areas of operation include the main road between the current position of the cargo and the final destination of the cargo and offers an option to drive the cargo as an alternative vehicle or as a specific cargo transport vehicle. The broker management system 107 receives an acceptance of the offer from a vehicle whose areas of operation include the main road between the current position of the cargo and the final destination of the cargo and designates this alternative vehicle to transport the cargo. Brokerage management system 107 communicates identifying information about the alternative vehicle or specific cargo transport vehicle to the external network 100. Brokerage management system 107 may also locate and coordinate transportation of equipment required for transporting the cargo or people from a container or trailer to another in the event that the abnormality is related to the function of the container or trailer.

A more complicated process performed by the broker management system 107 is shown in FIG. 10 - 14. Reference to Fig. 22 is also illustrative. The broker management system 107 stores data for a network of mobile vehicles including locations, load capacity, availability of transport and areas of operation of the vehicles in the network of mobile vehicles. Similar to the process described above, the broker management system 107 may receive from the external network 100 a description of a load transported by a vehicle 111 with an abnormal condition, a current position of the load and a final destination of the load. There may also be a question of a specific alternative vehicle in the network of mobile vehicles for transporting the cargo. Alternatively can away.- 20 25 30 5 2 4 1 4 6 ÉÜ: Éïš - ÉiI = - f? The broker management system 107 receives a description of the cargo that needs to be transported, a current location of the cargo together with a request for a specific cargo transporting vehicle in the network of mobile vehicles for transporting the cargo. In any case, the broker management system 107 compares the load to be transported with the vehicles within the network of mobile vehicles to obtain a list of mobile vehicles that can transport the load. The broker management system 107 compares the list of mobile vehicles that can transport the cargo with the availability data for the vehicles in the network of mobile vehicles and obtains a list of mobile vehicles that are both available and can transport the cargo. By way of illustration, all vehicles 111A - 111M, the areas of operation of which are shown in Fig. 22, are shown which are accessible and capable of transporting the load. The 111N vehicle is a nationwide vehicle with the whole country as its area of operation and will be described in later examples.

Broker management system 107 can determine a main path between the current position of the load and the final destination of the load. The main road in the example shown in Fig. 22 has been designated HW 80. The broker management system 107 compares the operating areas of the vehicles on the list of mobile vehicles that are both accessible and capable of transporting the load to determine which (if any) vehicle's operating area includes the main road.

Fig. 11 indicates the actions of the broker management system 107 in the case of individual vehicles that are accessible, capable and whose area of operation includes the main road. In the example of Fig. 22, the main road is HW 80 between New York and Cleveland. Brokerage management system 107 finds that vehicles 111A and 111B with operating area A include the entire stretch of HW 80 between New York and Cleveland. The broker management system 107 communicates with the vehicles, the areas of operation of which include the main road between the current position of the cargo and the final destination of the cargo and offers an option to transport the cargo as an alternative vehicle. In the example of Fig. 22, the broker management system 107 would contact vehicles 111A and 111B to provide such a quote. The broker handling system 107 receives an acceptance of the offer from a vehicle, the area of operation of which includes the main road between the current position of the cargo and the final destination of the cargo and designates this as the alternative vehicle for transporting the cargo. In the example according to fi g. 22, the vehicle 111A would accept. The broker management system 107 then communicates to the external network 100 identification information: anna »anwa 20 25 30. . . . .- - .. n. s a ._ n .. _. u .. s.>. - ... ... ._,. -. ~. -. . . ... n. . .. .now. . - .. - »a. ..., ._ _ _ ~ c o 0 u -. q »w _. . , o - a a. -. . . . . -. . - - -. ._ 21 for the alternative vehicle or the specific cargo transporting vehicle transporting the cargo, which according to Fig. 22 would be the vehicle 111A.

F ig. 12 indicates the measures that the broker management system 107 would take if there were one or more combinations of vehicles that are accessible, capable and whose areas of operation include a main road. In the example of Fig. 22, the HW 80 highway between New York and Chicago applies to this combination situation. The broker management system 107 communicates with the vehicles whose combined areas of operation include the main road between the current position of the cargo and the final destination of the cargo and offers a quote to transport the cargo as an alternative vehicle. For example New York to Chicago in fi g. 22, the broker management system 107 would communicate with the vehicles 111A, 111B, 111C and 111D, whose respective operating areas constitute the operating areas A and B.

The broker management system 107 receives an acceptance of the offer from the vehicles whose combined areas of operation include the main road between the current position of the cargo and the final destination of the cargo. The specific cargo-transporting vehicles are referred to as either the alternative vehicles for transporting the cargo or the specific cargo-transporting vehicles. Broker management system 107 receives acceptance from at least one vehicle in the group of vehicles 111A and 111B and at least one of the vehicles in the group 111C and 111D. The broker management system 107 communicates to the external network 100 identification information for the alternative vehicles which are to transport the cargo or the specific cargo transporting vehicles.

Figs. 13 and 14 show the measures that the broker handling system 107 would take if there are no individual vehicles or any combination of vehicles available, capable, whose area of operation includes the main road and which accept an offer to transport the cargo. In the example of Fig. 22, for this situation, the main road would be HW 80 between New York and Los Angeles. The broker management system 107 compares operating areas for the vehicles on the list of mobile vehicles that are both available and capable of transporting the cargo with the current location of the cargo and the final destination of the cargo. Broker handling system 107 determines an alternative distance between the current position of the load and the final destination of the load. For the example of Fig. 22, the assumption would be that either vehicles 111E and 111F were either unavailable or incapable or not within the network or did not accept a quote to transport the cargo into operating area C along HW 80. Brokerage management system 107 4 1 4 6 Iš. - fj2 = ~ Li '22 is true that the alternative route should be, assuming that vehicles 111A, B, C, D, G, H, J, K, L, M and N are capable and accessible, HW 80 from New York to Chicago, HW 55-63 from Chicago to Salt Lake City and HW 80 from Salt Lake City to Los Angeles. The broker management system 107 compares the operating areas of the vehicles on the list of the mobile vehicles that are both available and capable of transporting the cargo to determine which vehicle or vehicle combination operating area includes the alternative route. Should the broker management system 107 find individual vehicles whose areas of operation include the alternative route, the broker management system 107 communicates with the vehicles whose areas of operation include the alternative route and offers these vehicles an option to transport the cargo as an alternative vehicle or as a specific cargo. transporting vehicles. For the alternative road example shown in fi g. 22, communication would only take place with the vehicle 111N. The broker management system 107 may receive an acceptance of the offer from a vehicle whose area of operation includes the alternative road section. Broker management system 107 communicates identifying information to the external network 100 regarding the alternative vehicle to transport the cargo.

In the last option, the broker management system 107 finds that any combination of vehicles whose areas of operation include the alternative route or individual vehicles, such as vehicle 111N, whose areas of operation include the alternative route, does not accept the offer. The broker handling system 107 communicates with the vehicles, whose combination of operating areas includes the alternative route and offers an option to transport the cargo as an alternative vehicle or as specific cargo transport vehicles. The offer according to Fig. 22 for the example of the alternative route from New York to Los Angeles would be given to the vehicles 111A, B, C, D, G, H, J, K, L and M. The broker management system 107 receives an acceptance of the offer from the vehicles whose combination of operating areas includes the alternative route. In the example according to fi g. 22, this would include at least one vehicle within each group of operating areas A, B, D, E and F.

Should there not be acceptance from a sufficient number of vehicles to fill this section, the broker management system will set up 107 new alternative sections until a sufficient number of vehicles is accepted to accept the entire road section. Brokerage management system 107 u <. . .- ..a e .. -. . » n ._ ._ u u _ -. . _ - »o _ _. _ _ _ _. . _ _ _ _. _ .- ___ _ _ _ _ _ -w- »- - _ i. _ _» n _ _ -i _ - a a _ ~ -v ~ 0. _ _ _. . - f s a. -. _ _. _ ~. . ._ __... '23 communicates identifying information to the external network 100 of the alternative vehicles to transport the cargo.

The example given above is for those situations where either a vehicle that has been designated to transport a load has stated that it cannot do so or that a carrier needs to have a load transported. Another method of load coordination performed by the broker management system 107 is where a vehicle 111 in a network requests a load to be transported. An embodiment of this in-vehicle load coordination process is shown in Fig. 21. As above, the broker management system 107 stores data regarding a network of mobile vehicles including locations, load capacity and operating areas of the vehicles in the network of mobile vehicles. The broker management system 107 receives a request for a cargo transport arrangement from a requesting vehicle within the network of mobile vehicles. The broker management system 107 stores the descriptions of a cargo in need of transport, a current location of the cargo and a final destination of the cargo together with a request for a specific cargo transporting vehicle 15 from the network of mobile vehicles to transport the cargo. The broker handling system 107 compares the load that needs transport with the load capacity of the requesting vehicle 111. Thereafter, the broker management system 107 receives a list of main roads between the current location for each load that needs transport and each final destination. The broker handling system 107 compares the list of the main roads of the cargo 20 which need transport with the operating area of the requesting vehicle and obtains a list of potential cargo transport arrangements for the requesting vehicle 111.

Broker management system 107 communicates the list of potential cargo transport arrangements for the requesting vehicle to the requesting vehicle 111. Broker management system 107 receives an acceptance of the offer from the requesting vehicle 111 to transport a specific cargo that needs transport from the list of potential cargo transport arrangements. Broker management system 107 communicates identifying information to the external network regarding the requesting vehicle to transport the cargo. This process may additionally include taking out and feeding driving instructions to the vehicle 111 to a meeting place for boarding the cargo. The process described above for the external network 100 and shown in fi g. 3 and 4 were for a vehicle sensed abnormal condition. The architecture of this invention may also respond similarly to driver conditions. An example of the process for a driver-initiated relationship is shown in fi g. 15 and 16. The driver can inform the external network of an realized condition. The internal network 100 processes and swans. 20 25 30 -p- .aa n ~ _ »n .. ._ u -. s ~ n a s .-. . . -. . . f n> a t «~ a. ~ .... . _ se »n .. s ~ a s. a -. s -. . a ._ - »n s p - ~. - a. _ a. a v - s ._ .n -a a .. s 24 rar as it should be for a vehicle-sensed condition. Some examples of things that a driver may realize include things that he or she sees, hears, smells or senses while driving the vehicle 111. The external network 100 may go through the same processes that identify causes and actions such as parts, service providers from The ground support network 105. Fig. 17 shows a process for a driver-inserted condition in analogy to that of the vehicle-sensed condition according to Fig. 5 with all associated variations in determining the cause and arrangement of parts, service and alternative load carriers if necessary.

The external network 100 may, as indicated above, use external condition information to direct, redirect and control the operations of vehicles in the network of mobile vehicles. The external conditions can be, but are not limited to weather, traffic, road work, road crossing animals, natural disasters or man-made conditions. The external conditions can be sensed and communicated through external sources such as the national weather service or national transport authorities or local or national news agencies. The external conditions can also be sensed by using vehicles within the network of mobile vehicles such as mobile sensors for the external network 100 as a whole. The first step is that the external network 100 receives an indication of an external condition in the environment, which may affect at least one of the network vehicles. The external network 100 requests and receives from each of the network vehicles 111 regarding the location and the current distance of each of the vehicles 111.

The external network 100 compares the external conditions in the surroundings, which may affect driving along a distance for at least one of the network's vehicles, with the position and distance of each of the network's vehicles 111. The external network 100 generates a list of road-affected vehicles . Impact on the vehicles' driving applies to the specific roads and country roads on which the vehicles drive. The external network 100 interrogates the data management system 106 to output an alternate mileage for each road-affected vehicle. The external network 100 interrogates the data management system 106 with respect to and receives driving instructions for road-affected vehicles to be diverted to the specific alternative routes. The external network 100 feeds the driving instructions for the road-affected vehicles via the communication means for transition to the specific alternative routes. Fig. 22 contains an illustration of a transition to a diverted section of road. Assume that the 111N vehicle was traveling along the HW 80 highway from New York to Los Angeles and the external network 100 sensed an external condition. . . .n .en u- u s ~ s o .. .... ~. .e. a n - ~ _ t ... ... _ e -. ... a ~. a t ... ». . _ .se s .. _ ». a. . . ,. _,. _ u a a a n - a ... ._ a -. .l. u - - a. -. . . -. ~. . -. -. ... 25 those who can influence the journey as shown between Chicago and Salt Lake City. The external network 100 can divert the 111N vehicle to take the HW 55-63 alternative route at Chicago to reach Salt Lake City, where the 111N vehicle returns to the HW 80.

In some cases, even or alternatively the external condition can affect the function of a vehicle while driving. For example, if the condition shown on HW 80 in Fig. 22 was a snowstorm, the external network 100 may provide information on driving with caution via HW 80, fitting snow chains, or taking other snow-related measures. If the external condition affects the operation of the vehicle, the external network 100 compares the external condition in the environment with the position and distance of each vehicle in the network. The external network 100 generates a list of functional vehicles. Thereafter, the external network 100 queries the data management system 106 to determine and receive alternative operating instructions for each of the affected vehicles. The external network 100 feeds the alternative function instructions for the function-affected vehicles via the communication means.

The external network 100 may, as shown in Figures 3-5, instruct and guide vehicles in response to faulty or unexpected maintenance needs of the vehicles 111 in the network of vehicles.

In addition, the external network 100 can track and instruct the vehicle's operation for routine and periodic maintenance of the vehicle. An embodiment of such a routine maintenance process is shown in Fig. 20. The external network 100 or data management system 106 stores a list of routine and periodic maintenance activities required on the vehicle, each routine and periodic maintenance activity having an initialization relationship. The external network 100 receives an indication of an initialization relationship for a routine or periodic maintenance activity for a vehicle component from an electronic control unit on the mobile vehicle via the vehicle's internal communication network and the communication means. An example of an initial relationship can be a odometer reading. The external network 100 can, for example, instruct routine maintenance such as engine oil change and fine tuning of the engine. The first step in this process is that the external network 100 receives an indication of an initiation relationship for a routine and periodic maintenance activity of an engine component from an electronic control unit in the mobile vehicle 11 via the vehicle's internal communication network 112 and the communication means. The network 100 determines the parts necessary to implement routine and periodic maintenance activities. Next, the network 100 seeks a ground support network 105 for potential vehicle service providers that has both the parts necessary to implement routine and periodic maintenance activities and a now »n .. q n .n n» Q ~. -a .a a. -. n. ~ a ~ ... . . . . _ _ o -. - n s -. . . . .... ... un. n .. ._ ~ i.. . . . v. . _ - ... . n q e - u ~. . u _ .., u v n 1 -. . . . . . -. . . . -. ._ 26 available service grave to carry out routine and periodic maintenance activity on the vehicle 111. The network 100 interrogates the vehicle 111 via the communication means and receives the position of the vehicle 111. The data management system 106 is interrogated to determine a potential vehicle service provider 5 closest to driving time. added the vehicle service providers to the vehicle. The data management system 106 feeds identifying information regarding the potential vehicle service provider closest in driving time. The data management system 106 is interrogated and feeds driving instructions for the vehicle 111 to the potential vehicle service sensor closest to the driving time. The external network 100 feeds the driving instructions for the vehicle 111 via the communication means to the potential vehicle service provider closest in driving time. Additional steps may include the arrangement of an alternative carrier for the load on the vehicle 111 as described above.

The processes may be programmed into a computer or the program may be a computer program product composed of a computer usable medium with a computer readable program code means included in the medium for performing the process described above when used in conjunction with a computer system.

As described above, the intelligent information system architecture, which includes the external network 100, the vehicles 111, and the processes for commercial and other transport vehicles, provides a number of advantages, some of which have been described above and others are within the scope of the invention. Modifications can also be proposed for the architecture of the intelligent information system, the external network 100, the vehicles 111 and the processes for commercial and other transport vehicles without departing from the teachings given here. 25

Claims (46)

20 25 30 524 146 å) PATENT REQUIREMENTS A method for an external communication network for detecting and correcting a fault in a mobile vehicle with a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle is electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, comprising the steps of: receiving an indication of an abnormal condition in a monitored vehicle component from an electronic control unit. the mobile vehicle via the vehicle's internal communication network and the communication means; comparing the indication of an abnormal relationship with the manufacturer's expected parameters for the vehicle component of a data management system, finding a significant difference from the manufacturer's expected parameters, performing the additional steps: determining the most probable cause of the difference from the manufacturer's expected parameters; determining the parts necessary to correct the most probable cause of the difference from the manufacturer's expected parameters; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the most likely cause of the difference from the manufacturer's expected parameters and an available service trench to correct the most likely cause of the difference from the manufacturer's expected parameters; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; request the data management system and receive driving instructions for the vehicle to the nearest potential service station in terms of time; and 20 25 30 524 146 - -. 2 _ '~ - n. . . . '' - ß f '' 's - a Qg u. . . . . . . -. . . . . 'feeding the driving instructions for the vehicle to the vehicle via the communication means to the service station closest in time; comparing the indication of the abnormal relationship with a specific history of the vehicle component stored in the data management system and finding a significant difference from the specific history of the vehicle component, the following steps are performed: determining the most probable cause of the difference from the specific history of the vehicle component; determining the parts necessary to correct the most probable cause of the difference from the specific history of the vehicle component; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the probable cause of the difference from the specific history of the vehicle component and an available service trench to correct the probable cause of the difference from the specific the history of the vehicle component; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; request the data management system and receive driving instructions for the vehicle to the nearest potential service station in terms of time; and feeding the driving instructions of the vehicle to the vehicle via the communication means to the service station closest in time; comparing the indication of an abnormal relationship with the parameters of the vehicle component expected by the manufacturer and comparing the indication of the abnormal relationship with a specific history of the vehicle component stored in the data management system and when neither significant difference from the specific history of the vehicle component nor any significant difference from the manufacturer expected parameters are found, the additional step of storing the indication of the abnormal condition in the data management system is performed. 15 20 25 30 524 146 .no n. a. ~ n s. . , a u. _ _. - .- - .- s. , ° ', _' àq ° I o u ... . . -. - ~ ~. . - n. a. The method of claim 1, wherein sending a notice to the vehicle to the vehicle driver regarding the most likely cause of the difference from the manufacturer's expected parameters prior to the step of feeding driving instructions to the vehicle for the vehicle's most immediate potential vehicle service. The method of claim 1, wherein sending a notice to the vehicle of the vehicle driver regarding the most likely cause of the difference from the specific history of the vehicle component prior to the step of feeding driving instructions to the vehicle for the vehicle's most immediate potential vehicle service. The method of claim 2, wherein the further steps are performed after the step of querying the data management system and receiving driving instructions for the vehicle for the closest potential vehicle service in time: querying the data management system with respect to any cargo transported by the vehicle; arranging an alternative vehicle for transporting the cargo; and arranging a meeting between the vehicle and the alternative vehicle for reloading. The method of claim 3, wherein the further steps are performed after the step of querying the data management system and receiving driving instructions for the vehicle for the closest potential vehicle service in time: querying the data management system with respect to any cargo transported by the vehicle; arranging an alternative vehicle for transporting the cargo; and arranging a meeting between the vehicle and the alternative vehicle for reloading. The method of claim 4, wherein the step of arranging an alternative vehicle for transporting the cargo comprises the steps of: feeding a description of the cargo, the current location of the cargo and its final destination to a broker handling system; and receiving identifying information regarding an alternative vehicle for transporting the cargo. 20 25 30 524 146 20 The method of claim 6, wherein the step of arranging a meeting between the vehicle and the alternate vehicle for reloading the load comprises the steps of: requesting and receiving notification of the location of the alternate vehicle; request the data management system and receive driving instructions for the alternative vehicle for the fastest time to meet the vehicle for reloading; sending instructions to the alternative vehicle regarding the fastest route to the meeting with the vehicle for reloading; and sending the information about the transhipment meeting to the vehicle. The method of claim 5, wherein the step of arranging an alternative vehicle for transporting the cargo comprises the steps of: feeding a description of the cargo, the current location of the cargo and its final destination to a broker handling system; and receiving identifying information regarding an alternative vehicle for transporting the cargo. The method of claim 8, wherein the step of arranging a meeting between the vehicle and the alternative vehicle for reloading the load comprises the steps of: requesting and receiving notification of the location of the alternative vehicle; request the data management system and receive driving instructions for the alternative vehicle for the fastest time to meet the vehicle for reloading; sending instructions to the alternative vehicle regarding the fastest route to the meeting with the vehicle for reloading; and sending the information about the transhipment meeting to the vehicle. The method of claim 1, wherein the step of determining the most likely cause of the difference from the manufacturer's expected parameters comprises the steps of: determining the need for additional clarifying information from the vehicle; ask the vehicle via the communication body for the additional information; and 20 25 30 524 146 äl. . - ~. -. . . . . ~. .. receiving the clarifying information from the vehicle via the communication means. The method of claim 1, wherein the step of determining the most probable cause of the difference from the specific history of the vehicle component comprises the steps of: determining the need for additional clarifying information from the vehicle; ask the vehicle via the communication body for the additional information; and receiving the clarifying information from the vehicle via the communication means. The method of claim 1, wherein the indication of an abnormal condition is received from an electronic control module for the engine. The method of claim 1, wherein the indication of an abnormal condition is received from an electronic control module for the transmission. The method of claim 1, wherein the indication of an abnormal condition is received from an electronic control module for the anti-lock brake. A mobile vehicle communicating with an external communication network, comprising a motor coupled to a gear coupled to a transmission for driving a wheeled axle; an internal communication network to which electronic control elements are electrically connected; which electronic control elements monitor certain vehicle components; an electronic line control unit for monitoring said certain vehicle components via the electronic control units; which electronic line control unit is programmed for communication with the external communication network through a communication means connected to the internal communication network; 20 25 30 524 146 a. _ _ - n n. 'c n. . u.,, '_' I ~ s ~ u i.,, -. . so's ~ - ~ ~ -. Q -. . . >. a. which electronic line controller is programmed to transmit an indication of an abnormal condition in one of the monitored vehicle components to the external communication network via the vehicle's internal communication network and the communication means; which electronic line controller is programmed to receive a request for additional information from the external network related to the abnormal condition; which electronic line control unit is programmed to obtain the additional requested information about the abnormal condition via the internal communication network without the intervention of the driver; and which electronic line control unit is programmed to transmit the further requested information to the external communication network via the vehicle's internal communication network and the communication means without the intervention of the driver; which electronic line controller is programmed to receive instructions for action to remedy the abnormal condition from the external network via the communication means; and which electronic line control unit is programmed to inform the driver of the vehicle regarding driver measures in the instructions received from the external network. A vehicle according to claim 15, wherein the instructions that the electronic control unit is programmed to receive from the external network to remedy the abnormal condition include the nearest position of repair parts for correcting the abnormal condition and instructions to the nearest position. Vehicle according to claim 15, wherein the indication of the abnormal condition for which the electronic line control unit is programmed to monitor is monitored by an electronic control module for anti-lock braking. The vehicle of claim 15, wherein the indication of the abnormal condition for which the electronic line controller is programmed to monitor is monitored by an electronic control module for the engine. 15 20 25 30 524 146: ß A vehicle according to claim 15, wherein the indication of the abnormal condition for which the electronic line controller is programmed to monitor is monitored by an electronic control module for the transmission. A method for a data management system component of an external communications network, comprising the steps of: storing the manufacturer's expected parameters for a vehicle component; receiving a query from the external network regarding the manufacturer's expected parameters for the vehicle; feeding the manufacturer's expected parameters of the vehicle to the external network, so that the external network can compare an indication of an abnormal relationship with the manufacturer's expected parameters for the vehicle component and when the external network finds a significant difference from the manufacturer's expected parameters, the following additional steps are performed : storing a list of the most likely causes of differences from the manufacturer's expected parameters; receiving a query regarding and feeding the list of the most probable causes of differences from the manufacturer's expected parameters to the external network, so that the external network can compare the abnormal relationship with respect to the correspondence between a most probable cause and the abnormal relationship; storing independent lists of vehicle parts necessary to correct each of the most probable causes of the differences from the manufacturer's expected parameters; receiving a question regarding and feeding the independent lists of vehicle parts necessary to correct each of the most probable causes of the differences from the manufacturer's expected parameters to the external network, so that the external network can determine the necessary parts to correct the most likely cause of the difference from the manufacturer's expected parameters; receiving a query from the external network to determine the shortest transit time for a potential vehicle service provider from a list of potential vehicle service providers that both have the parts necessary to correct the most probable cause of the difference from the manufacturer's expected 10 20 25 30 524 146 'Slt. "" ~ ~ ~ «. . . . . . -. .- parameters and an available service grave to correct the most probable cause of the difference from the manufacturer's expected parameters; With access to a database, the driving times from potential vehicle service providers to the vehicle are determined from the list of potential vehicle service providers that have both the parts necessary to correct the most likely cause of the difference from the manufacturer's expected parameters and an available service grave to correct the most likely cause of the difference. from the manufacturer's expected parameters, in which case the potential vehicle service provider with the shortest driving time is selected and the external network is provided with information about the potential vehicle service provider; receiving a query from the external network regarding driving instructions for the vehicle to the nearest potential vehicle service in terms of driving time; access is made to a database for determining the driving instructions for the vehicle via the communication means to the nearest potential vehicle service to the vehicle in terms of driving time; and the external network is provided with the driving instructions for the vehicle to the nearest potential vehicle service to the vehicle in terms of driving time; storing a specific history of the vehicle component; receiving a query from the external network regarding the specific history of the vehicle component; the external network is provided with the specific history of the vehicle component, so that the external network can compare an indication of an abnormal relationship with the specific history of the vehicle component and when the external network finds a significant difference from the manufacturer's expected parameters, the additional the steps: storing a list of the most probable causes of differences from the specific history of the vehicle component; receiving a question regarding and feeding the list of the most probable causes of differences from the specific history of the vehicle component to the external network, so that the external network can compare the abnormal relationship with respect to the correspondence between a most probable cause and the abnormal relationship; 20 25 30 524 146 25 'o »a ~. . . -. . ~ -. n »storage of independent lists of vehicle parts necessary to correct each of the most probable causes of the differences in the specific history of the vehicle component; receiving a question regarding and feeding the independent lists of vehicle parts necessary to correct each of the most probable causes of the differences from the specific history of the vehicle component to the external network, so that the external network can determine the parts necessary to correct the probable cause of the difference from the specific history of the vehicle component; receiving a query from the external network to determine the shortest travel time for a potential vehicle service provider from a list of potential vehicle service providers that have both the parts necessary to correct the most probable cause of the difference between the specific history of the vehicle component and an available service grave to correct the most probable cause of the difference from the specific history of the vehicle component; With access to a database, driving times from potential vehicle service providers to the vehicle are determined from the list of potential vehicle service providers that have both the parts necessary to correct the most probable cause of the difference from the specific vehicle component history and an available service grave to correct the most probable cause. unlike the specific history of the vehicle component, whereby the potential vehicle service provider with the shortest driving time is selected and the external network is provided with information about the potential vehicle service provider; receiving a query from the external network regarding driving instructions for the vehicle to the nearest potential vehicle service in terms of driving time; access is made to a database for determining the driving instructions for the vehicle via the communication means to the nearest potential vehicle service to the vehicle in terms of driving time; and the external network is provided with the driving instructions for the vehicle to the nearest potential vehicle service to the vehicle in terms of driving time; receiving and storing a history of the indication of an abnormal relationship after the external network compares the indication of the abnormal relationship with the manufacturer's expected parameters for 20 30 524 146 36. «- -. . . -. - ~ a. .- the vehicle component and the external network's comparison of the indication of the abnormal relationship with a specific history of the vehicle component, where the external network can make no significant difference from the specific history of the vehicle component nor any significant difference from the specific history of the vehicle component. The method of claim 20 and the further steps of: storing a record of cargo transported by the vehicle in need of service; receiving an inquiry from the external network regarding any cargo carried by the vehicle; and sending the information on the cargo transported by the vehicle in need of service to the external network. A method according to claim 21, comprising the further steps of: receiving a position for an alternative vehicle for transporting the cargo transported by the vehicle in need of service; receiving the status of the drivability of the vehicle in need of service; receiving a query from the external network regarding the fastest driving time from the alternative vehicle to a meeting place with the vehicle in need of service; access is made to a database for determining the driving instructions for the alternative vehicle for the fastest driving time from the alternative vehicle to the meeting place with the vehicle in need of service; the external network is provided with the driving instructions for the fastest driving time of the alternative vehicle from the alternative vehicle to the meeting point with the vehicle in need of service. A method for an external communication network for detecting and correcting a fault in a mobile vehicle with a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle is electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a device. . ~ -. - n -. . . n. 524 Z communication means connected to the internal communication network, comprising the steps of: receiving a query of a perceived condition of a vehicle from a driver of the mobile vehicle via the vehicle's internal communication network and the communication means; comparing the driver-perceived relationship with the manufacturer's expected parameters for the vehicle component of a data management system, whereby if a significant difference from the manufacturer's expected parameters is found, the additional steps are performed: determining the most probable cause of the difference from the manufacturer's expected parameters; determining the parts necessary to correct the most probable cause of the difference from the manufacturer's expected parameters; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the most likely cause of the difference from the manufacturer's expected parameters and an available service trench to correct the most likely cause of the difference from the manufacturer's expected parameters; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; request the data management system and receive driving instructions for the vehicle to the nearest potential service station in terms of time; and feeding the driving instructions of the vehicle to the vehicle via the communication means to the service station closest in time; comparison of the perceived relationship with a specific history of the vehicle component stored in the data management system and in the event of a significant difference from the specific history of the vehicle component, the following steps are performed: determining the most probable cause of the difference from the specific history of the vehicle component; 15 20 30 524 146 ............. Ü 32 * determination of the parts necessary to correct the most probable cause of the difference from the specific history of the vehicle component; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the probable cause of the difference from the specific history of the vehicle component and an available service trench to correct the probable cause of the difference from the specific the history of the vehicle component; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; request the data management system and receive driving instructions for the vehicle to the nearest potential service station in terms of time; and feeding the driving instructions of the vehicle to the vehicle via the communication means to the service station closest in time; comparison of the perceived relationship with the vehicle component expected parameters of a vehicle management system and comparison of the perceived relationship with a specific history of the vehicle component stored in the data management system and when neither significant difference from the specific history of the vehicle component nor any significant difference from the manufacturer parameters are found, the additional step of storing the perceived condition in the data management system is performed. The method of claim 23, wherein sending a notice to the vehicle to the vehicle driver regarding the most likely cause of the difference from the manufacturer's expected parameters prior to the step of feeding driving instructions to the vehicle for the vehicle's most immediate potential vehicle service. The method of claim 23, wherein sending a notice to the vehicle of the vehicle driver regarding the most likely cause of the difference from the specific history of the vehicle component prior to the step of feeding driving instructions to the vehicle for the vehicle's most immediate potential vehicle service. 20 25 30 524 146 ÄF-Z- * If m. _. . . ._ ............. ._ The method of claim 24, wherein the following additional steps are performed after the step of querying the data management system and receiving driving instructions for the vehicle to the closest potential vehicle service in terms of time: querying the data management system with respect to any cargo transported by the vehicle; arranging an alternative vehicle for transporting the cargo; and arranging a meeting between the vehicle and the alternative vehicle for reloading. The method of claim 25, wherein the following additional steps are performed after the step of querying the data management system and receiving driving instructions for the vehicle for the closest potential vehicle service in terms of time: querying the data management system with respect to any load transported by the vehicle; arranging an alternative vehicle for transporting the cargo; and arranging a meeting between the vehicle and the alternative vehicle for reloading. The method of claim 26, wherein the step of arranging an alternative vehicle for transporting the cargo comprises the steps of: feeding a description of the cargo, equipment required for reloading from one vehicle or trailer to another, the current location of the cargo and its final destination to a broker management system; and receiving identifying information regarding an alternative vehicle for transporting the cargo. The method of claim 28, wherein the step of arranging a meeting between the vehicle and the alternative vehicle for reloading the load comprises the steps of: requesting and receiving notification of the location of the alternative vehicle; request the data management system and receive driving instructions for the alternative vehicle for the fastest time to meet the vehicle for reloading; sending instructions to the alternative vehicle regarding the fastest route to the meeting with the vehicle for reloading; and sending the information about the transhipment meeting to the vehicle. 15 20 25 30 524 146 H0. . . -. . . o. . . -. a. The method of claim 27, wherein the step of arranging an alternative vehicle for transporting the cargo comprises the steps of: feeding a description of the cargo, the current location of the cargo and its final destination to a broker handling system; and receiving identifying information regarding an alternative vehicle for transporting the cargo. The method of claim 30, wherein the step of arranging a meeting between the vehicle and the alternate vehicle for reloading the load comprises the steps of: requesting and receiving notification of the location of the alternate vehicle; request the data management system and receive driving instructions for the alternative vehicle for the fastest time to meet the vehicle for reloading; sending instructions to the alternative vehicle regarding the fastest route to the meeting with the vehicle for reloading; and sending the information about the transhipment meeting to the vehicle. A method for an external communication network for detecting and correcting a fault in a mobile vehicle with a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle is electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, comprising the steps of: receiving a question about a perceived relationship of a vehicle from a driver of the mobile the vehicle via the vehicle's internal communication network and the communication means; comparing the perceived ratio with an expected ratio stored in a data management system, whereby in the event of a significant difference from the expected state, the implementation of the additional steps takes place: determining the need for further measures on the vehicle; sending instructions for further action to the vehicle via the communication means; 20 25 30 5 2 4 1 4 6 .............._ 41 / comparison of the driver-perceived relationship with the expected relationship stored in a data management system and when no significant difference is found from the expected relationship the further step is performed that the perceived condition is registered in the data management system. The method of claim 32, wherein the step of determining the need for additional action on the vehicle comprises the steps of: determining parts required to perform a repair of the driver perceived condition; and determining the nearest position of repair parts for the vehicle. The method of claim 33, wherein the step of sending additional measures to the vehicle via the communication means comprises the step of generating instructions to the vehicle as to how and where parts can be obtained. The method of claim 34, wherein the step of determining the need for additional action on the vehicle comprises the steps of: locating an alternative vehicle for transporting the cargo carried by the vehicle; determining a meeting place for reloading the load from the vehicle to the alternative vehicle; and information of the alternative vehicle about the meeting place. The method of claim 35, wherein the step of determining the need for additional action on the vehicle further comprises the steps of: determining the fastest time path between the alternative vehicle and the vehicle; and transmitting the information on the fastest time between the alternative vehicle and the vehicle to the alternative vehicle. The method of claim 36, wherein the step of transmitting additional measures to the vehicle via the communication means comprises the step of generating instructions to the vehicle as to how and where to perform the transhipment of the load from the vehicle to the alternative vehicle. 15 20 25 30 524 146 fra n -. -. . - -. . . - - u. The method of claim 32, wherein the step of determining the need for additional action on the vehicle comprises the steps of: determining the need for additional clarifying information from the vehicle; ask the vehicle via the communication body for the additional information; and receiving the clarifying information from the vehicle via the communication means. 39. An external communication network method for tracking and providing instructions for routine and periodic maintenance of a mobile vehicle, having a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle are electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, comprising the steps: storing a list of routine and periodic maintenance required for the vehicle, where each of the routine and periodic maintenance activities has an initialization relationship; receiving an indication of an initialization relationship for a routine and periodic maintenance activity for a vehicle component from an electronic control unit on the mobile vehicle via the vehicle's internal communication network and the communication means; determining the parts necessary to carry out the routine and periodic maintenance activity; search for a ground support network for potential service stations that has both the parts necessary for the realization of the routine and periodic maintenance activity and an available service grave for the realization of the routine and periodic maintenance activity on the vehicle; interrogating the vehicle via the communication means if and in return from the vehicle receiving the position of the vehicle; 15 20 25 30 524 146 '42 - ~ ». . . ~ -. . . . . "An interrogation of the data management system for determining the time-nearest potential service station of the potential service stations for the vehicle; interrogating the data management system after and receiving driving instructions for the vehicle to the nearest service station in terms of time; and feeding to the vehicle via the communication means the driving instructions for the vehicle to the nearest potential vehicle service station in terms of time. The method of claim 39, wherein the further steps are performed after the step of querying the data management system and receiving driving instructions for the vehicle for the closest potential vehicle service in time: querying the data management system with respect to any cargo transported by the vehicle; arranging an alternative vehicle for transporting the cargo; and arranging a meeting between the vehicle and the alternative vehicle for reloading. The method of claim 40, wherein the step of arranging an alternative vehicle for transporting the cargo comprises the steps of: feeding a description of the cargo, the current location of the cargo and its final destination to a broker handling system; and receiving identifying information regarding an alternative vehicle for transporting the cargo. The method of claim 41, wherein the step of arranging a meeting between the vehicle and the alternate vehicle for reloading the load comprises the steps of: requesting and receiving notification of the location of the alternate vehicle; request the data management system and receive driving instructions for the alternative vehicle for the fastest time to meet the vehicle for reloading; sending instructions to the alternative vehicle regarding the fastest route to the meeting with the vehicle for reloading; and sending the information about the transhipment meeting to the vehicle. 20 25 30 524 146 f: = "Ht! ' A computer program product for an external communication network for detecting and correcting a fault in a mobile vehicle with a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle is electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, which computer program product comprises: a computer usable medium with computer readable program code means included in said external medium receiving an indication of an abnormal condition in a monitored vehicle component from an electronic control unit in the mobile vehicle via the vehicle's internal communication network and the communication means; computer readable program code means for causing the external network to compare the indication of an abnormal relationship with the manufacturer's expected parameters of the vehicle component of a data management system, and upon the external network finding a significant difference from the manufacturer's expected parameters, the computer readable program code means the additional steps: determining the most likely cause of the difference from the manufacturer's expected parameters; determining the parts necessary to correct the most probable cause of the difference from the manufacturer's expected parameters; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the most likely cause of the difference from the manufacturer's expected parameters and an available service trench to correct the most likely cause of the difference from the manufacturer's expected parameters; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; 15 20 25 30 5 2 4 1 4 6 ............. _. 1/6 * request the data management system and receipt of driving instructions for the vehicle to the nearest potential service station in terms of time; and feeding the driving instructions of the vehicle to the vehicle via the communication means to the service station closest in time; computer readable program code means for causing the external network to compare the indication of the abnormal relationship with a specific history of the vehicle component stored in the data management system and upon the external network finding a significant difference from the specific history of the vehicle component, the computer readable program code means to perform the following steps: determining the most probable cause of the difference from the specific history of the vehicle component; determining the parts necessary to correct the most probable cause of the difference from the specific history of the vehicle component; scanning a ground support network for potential vehicle service stations that have both the parts necessary to correct the probable cause of the difference from the specific history of the vehicle component and an available service trench to correct the probable cause of the difference from the specific the history of the vehicle component; ask the vehicle via the communication means after and in return from the vehicle receive notification of the position of the vehicle; request the data management system for determining and receiving the nearest vehicle service station in time from the potential vehicle service stations for the vehicle; request the data management system and receive driving instructions for the vehicle to the nearest potential service station in terms of time; and feeding the driving instructions of the vehicle to the vehicle via the communication means to the service station closest in time; computer readable program code means for causing the external network to compare the indication of an abnormal relationship with the parameters of the vehicle component expected by the manufacturer and to compare the indication of the abnormal relationship with a specific history of the vehicle component stored in the data management system and when the external network 25 30 524 146 * fb -. - -. - Q -. -. -. .- difference from the specific history of the vehicle component or any significant difference from the manufacturer's expected parameters, the computer readable program code means causes the external network to perform the additional step of storing the indication of the abnormal condition in the data management system. A computer program product for an external communication network for detecting and correcting a fault in a mobile vehicle with a motor coupled to a gear coupled to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle is electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, which computer program product comprises: a computer usable medium with computer readable program code means included in said external medium receiving an indication of an anonymous condition in a monitored vehicle component from the mobile vehicle via the vehicle's internal communication network and the communication means; computer readable program code means for causing the external network to compare the indication of an abnormal relationship with an expected relationship stored in a data management system, and when the external network encounters a significant difference from the expected state, the computer readable program code means causes the external network to perform the additional steps: determining the need for further action on the vehicle; sending instructions for further action to the vehicle via the communication means; computer readable program code means for causing the external network to compare the indication of an abnormal relationship with the expected relationship stored in a data management system and when the external network does not find any significant difference from the expected relationship, the computer readable program code means causes the external network to perform the further step that the indication of an anonymous relationship is registered in the data management system. A computer program product for a data management system component of an external communications network, the computer program product comprising: 15 20 25 30 524 146 1G o »n a. u Q -. . . -. a computer usable medium having a computer readable program code means included in said medium for causing the data management system to store the manufacturer's expected parameters for a vehicle component; computer readable program code means for causing the data management system to receive a query from the external network regarding the manufacturer's expected parameters for the vehicle; computer readable program code means for causing the data management system to feed the external network with the manufacturer's expected parameters for the vehicle, so that the external network can compare an indication of an abnormal relationship with the manufacturer's expected parameters for the vehicle component and when the external network finds a significant difference from the manufacturer's expected parameters causes the computer-readable program encoder data management system to perform the following additional steps: storing a list of the most likely causes of differences from the manufacturer's expected parameters; receiving a query regarding and feeding the list of the most probable causes of differences from the manufacturer's expected parameters to the external network, so that the external network can compare the abnormal relationship with respect to the correspondence between a most probable cause and the abnormal relationship; storing independent lists of vehicle parts necessary to correct each of the most probable causes of the differences from the manufacturer's expected parameters; receiving a question regarding and feeding the independent lists of vehicle parts necessary to correct each of the most probable causes of the differences from the manufacturer's expected parameters to the external network, so that the external network can determine the necessary parts to correct the most likely cause of the difference from the manufacturer's expected parameters; receiving a query from the external network to determine the shortest runtime for a potential vehicle service provider from a list of potential vehicle service providers that both have the parts necessary to correct the most probable cause of the difference from the manufacturer's expected 15 20 30 524 146 48 '»». . . - ~ -. . . -. .- parameters and an available service grave to correct the most probable cause of the difference from the manufacturer's expected parameters; with access to a database, the driving times from potential vehicle service providers to the vehicle are determined from the list of potential vehicle service providers that have both the parts necessary to correct the most likely cause of the difference from the manufacturer's expected parameters and an available service grave to correct the most likely cause of the difference from the manufacturer's expected parameters, in which case the potential vehicle service provider with the shortest driving time is selected and the external network is provided with information on the potential vehicle service provider; receiving a query from the external network regarding driving instructions for the vehicle to the nearest potential vehicle service in terms of driving time; access is made to a database for determining the driving instructions for the vehicle via the communication means to the nearest potential vehicle service to the vehicle in terms of driving time; and the external network is provided with the driving instructions for the vehicle to the nearest potential vehicle service to the vehicle in terms of driving time; computer readable program code means for causing the data management system to store a specific history of the vehicle component; computer readable program code means for causing the data management system to receive a query from the external network regarding the specific history of the vehicle component; computer readable program code means for causing the data management system to provide the external network with the specific history of the vehicle component, so that the external network can compare an indication of an abnormal relationship with the specific history of the vehicle component and when the external network makes a significant difference from the manufacturer expected parameters, the additional steps are performed: storing a list of the most likely causes of differences from the specific history of the vehicle component; receiving a question regarding and feeding the list of the most probable causes of differences from the specific history of the vehicle component to the external network, so that the external network can compare the abnormal relationship with respect to the correspondence between a most probable cause and the abnormal relationship; 15 20 25 30 524 146 99. . . ~. -. ~. . . -. u. storage of independent lists of vehicle parts necessary to correct each of the most probable causes of the differences in the specific history of the vehicle component; receiving a question regarding and feeding the independent lists of vehicle parts necessary to correct each of the most probable causes of the differences in the specific history of the vehicle component to the external network, so that the external network can determine the parts necessary to correct the probable cause of the difference from the specific history of the vehicle component; receiving a query from the external network to determine the shortest runtime for a potential vehicle service provider from a list of potential vehicle service providers that have both the parts necessary to correct the most probable cause of the difference between the specific history of the vehicle component and an available service grave to correct the most probable cause of the difference from the specific history of the vehicle component; With access to a database, the driving times from potential vehicle service providers to the vehicle are determined from the list of potential vehicle service providers that have both the parts necessary to correct the most probable cause and the difference between the specific history of the vehicle component and an available service grave to correct the most probable cause. unlike the specific history of the vehicle component, whereby the potential vehicle service provider with the shortest driving time is selected and the external network is provided with information about the potential vehicle service provider; receiving a query from the external network regarding driving instructions for the vehicle to the nearest potential vehicle service in terms of driving time; access is made to a database for determining the driving instructions for the vehicle via the communication means to the nearest potential vehicle service to the vehicle in terms of driving time; and the external network is provided with the driving instructions for the vehicle to the nearest potential vehicle service to the vehicle in terms of driving time; and computer readable program code means for causing the data management system to receive and store a history of the indication of an abnormal relationship after the external network compares the indication of the abnormal relationship with DG. a. ~ u>. . . ». .- the manufacturer's expected parameters for the vehicle component and the external network's comparison of the indication of the abnormal relationship with a specific history of the vehicle component, where the external network can find no significant difference from the specific history of the vehicle component nor any significant difference from the specific the history of the vehicle component. 46. Computer program product for an external communication network for tracking and providing instructions for routine and periodic maintenance of a mobile vehicle, having a motor connected to a gear connected to a transmission for driving a wheeled axle, the vehicle having an internal communication network to which electronic control elements of the vehicle are electrically connected, which electronic control elements monitor certain vehicle components and the vehicle in contact with the external communication network through a communication means connected to the internal communication network, which computer program product comprises: a computer usable medium with computer readable program code in said medium for causing the external network to store a list of routine and periodic maintenance activities required for the vehicle, each of the routine and periodic maintenance activities having an initialization ratio; computer-readable program code means for causing the external network to receive an indication of an initialization ratio for a routine and periodic maintenance activity of a vehicle component from an electronic control unit on the mobile vehicle via the vehicle's internal communication network and the communication means; in computer-readable program code means for causing the external network to determine the parts necessary to carry out the routine and periodic maintenance activity; computer-readable program code means for causing the external network to search for a ground support network for potential service stations having both the parts necessary for the realization of the routine and the periodic maintenance activity and an available service trench for the realization of the routine and periodic maintenance activity on the vehicle; g computer readable program code means for causing the external network to interrogate the vehicle via the communication means if and in return from the vehicle receiving the position of the vehicle; 15 20 25 30 5 2 4 1 4 6 .............._ S! computer-readable program code means for causing the external network to interrogate the data management system for determining the time-nearest potential service station of the potential service stations for the vehicle; computer-readable program code means for causing the external network to interrogate the data management system for and receipt of driving instructions for the vehicle to the service station closest to the time; and computer readable program code means for causing the external network to supply to the vehicle via the communication means the driving instructions for the vehicle to the potential vehicle service station located closest in time.