The evolution of over-the-air programming for commercial vehicles

The computerization of commercial vehicle powertrains has revolutionized the way they operate today. This constantly evolving vehicle system continues to integrate technology, giving engine designers and maintenance professionals unprecedented power to fine-tune and even micromanage virtually every aspect of how a vehicle operates.

Small computers, called electronic control modules (ECMs), can manage everything from the spray shape of fuel emitted from a fuel injector to precisely when and how that fuel is ignited, to automated manual transmissions (AMTs) skipping gears to ensure optimal fuel economy, and even acceleration in different operating conditions.

Coupled with this explosion of engine management software and ECMs has been a revolution in wireless and cellular communication capabilities. Using these systems, designers of everything from smartphones, tablets, laptops, and even powertrain systems can now receive software updates from virtually anywhere with good Wi-Fi or cellular service. Increasingly, truck and engine OEMs are using this over-the-air (OTA) update technology to perform all sorts of system updates and checks—tasks that not long ago would have required bringing a truck into a dealership and plugging in a computer to obtain the same results.

“The concept of OTA is rather new for the trucking industry, even though it has been a technology used by suppliers of different industries for some time now,” said Bruno Gattamorta, chief commercial officer for diagnostic and maintenance solution provider Cojali. “We can find an example in telecom providers who for years have been using this for deploying the firmware and file packages with a better level of coverage—mobile devices connected to an established Wi-Fi connection. And now, thanks to the new 4G/LTE and 5G networks, the paradigm has changed, and the Internet of Things (IoT) allows us to connect multiple devices with a robust and fast bandwidth.”

This has led to smarter trucks capable of higher levels of communication among vendors, carriers, and customers.

The change started as OEMs and technology providers began adding more sophisticated components to manage all the new telematics and engine data coming from the trucks, resulting in more efficiency and visibility on the maintenance side. Lee Lackey, product manager at Noregon, explained that remote programming of ECUs initially targeted engine updates and was becoming commonplace in the beginning of 2018. “Fleets quickly bought into the technology,” he added, “because they recognized the total cost of ownership (TCO) benefits of updating their software over the air versus waiting hours or days at a service center for the same update.”

The technology only has accelerated since its widespread introduction a mere four years ago, Lackey noted. He said that OTA technology is still most prevalent for engine modules. But as more and more components on vehicles become connected and gain the ability to self-diagnose and/or “learn” better and more efficient ways to operate, it is only a matter of time before nearly every major component will be connected to a network and therefore can receive OTA updates.

Navistar launched OTA software update functionality for all engines in 2015, according to Srinivas Mallela, director of connected services, for the OEM. Its journey has been typical for most engine makers using this cutting-edge technology. Mallela said that in 2015, Navistar OTA updates were performed using a Wi-Fi-enabled device that would tether to a cellphone or tablet to initiate and monitor the update on the engine. But even though the OTA process worked with Wi-Fi devices, the process had too many weak links, Mallela said. It required technical expertise to perform the OTA—something that could not always be guaranteed.

To counter this problem, Mallela said that in 2019, Navistar-equipped on-highway vehicles with cellular-based connectivity hardware integrated into the vehicle cluster, providing the seamless in-cab driver experience to initiate and perform engine software updates and programmable parameter updates such as max speed. Other updates have followed; for example, Navistar introduced idle shutdown timers in 2020. And new developments are on the horizon, as Mallela said Navistar continues to work with its partners to support their controllers’ OTA parameters and calibrations.

OTA updates are moving into the passenger car and light-duty vehicle segments, too. One such example is Ford’s Power-Up OTA program. According to Alex Purdy, director of business operations, enterprise connectivity, Ford Motor Co., the first Ford Power-Up software updates for F-150 and Mustang Mach-E customers in North America began in March, accelerating a transformation that he said is already well underway. Currently, he said, Ford has more than 6 million vehicles on the road today featuring advanced, embedded modem connectivity. New vehicles equipped with Ford Power-Up capability identify customer preferences and vehicle issues, which Ford engineers then translate into quality and capability improvements delivered through Ford Power-Up enhancements.

“Software updates are common across billions of connected devices but not yet for vehicles,” Purdy noted. “Ford Power-Up software updates will change that by quickly bringing this technology to millions of people. We’ve invested in more seamless technology so updates can happen while you’re sleeping—making your next ride a better experience.”

For Ford, this means the new, fully networked, second-generation electrical architecture and advanced tech stack creates the foundation to deliver unique Ford Power-Up software updates. These quick and easy wireless upgrades help enhance features, quality, experiences, capability, and convenience, Purdy said. Capable of updating the vast majority of vehicle computer modules—more than 80 on higher-end models—these upgrades can help improve the ownership experience and may help reduce the need for repair trips.

Fixing issues in a flash

Currently, Lackey explained, OTA updates typically occur while a truck is temporarily out of service, such as when the driver is asleep or taking a dinner break, depending on the size, speed, and scope of the update. Unless the OE deems an update warrantable, fleets typically incur an expense to purchase and push out the update. The updates are definitely beneficial for fleets, he added.

“Reflashing or updating an ECU—especially when it’s a warrantable update—can solve any number of issues, from phantom faults to increased fuel consumption to avoiding a forced derate while in transit,” he said. “Now, add the benefit of doing this remotely and you’re looking at considerable uptime improvements. An in-shop reflash may require waiting behind three trucks facing more serious repairs, which is downtime that is easily avoided by pushing out an update over the air instead.”

As just one example of how important these software updates can be, Lackey pointed to ongoing emissions and exhaust aftertreatment issues. “To address the ongoing DEF quality sensor shortage, OEs worked with the EPA to get permission to override a derate caused by the sensor,” he explained. “They accomplished this via ECU updates, both over the air and in the shop. Taking advantage of this update kept fleets off the side of the road and removed the threat of long down periods due to a parts shortage.”

OTA updates are in general cutting down on new trucks having to visit dealers, Cojali’s Gattamorta noted.

“This huge breakthrough is helping to minimize warranty calls, for instance,” he said. “Additionally, these vehicles are able to enhance their performance and capabilities. These updates can be deployed over any electronic control unit installed in the vehicle.”

Gattamorta added the engine control system gets more updates than other truck systems because of its complexity and that adjustments there improve behavior the most.

Fleets need to remember that each OE essentially owns the remote update process for their components, Lackey cautioned.

“Whether it’s an engine, ADAS, transmission, or other major component, the OE provides the applications that can push these updates over the air,” he explained. “This reflects the in-shop process, too, where a majority of work can be performed in an aftermarket diagnostic application. But specialized functions like reflashing an ECU require the OE’s tool. Fleets must be sure to not confuse remote diagnostics and remote updating.”

While remote or OTA updates are done at the OE level, fleets should be taking advantage of aftermarket remote diagnostic solutions that are holistic in nature and monitor all components on all makes.

Scheduling OTA updates

Generally speaking, the process for enacting OTA updates is fairly straightforward, Mallela said. With Navistar, any fleet manager with programming rights can initiate the remote updates. New engine calibrations are periodically added to the OnCommand Connection dashboard for all customers. Those software updates also can be initiated by fleets when they so choose. Once approved by the fleet manager, the driver then receives an in-cab alert via the dash and can select when to initiate the update.

“When a new engine software/calibration is released, the fleet manager can approve the update to a select truck, a subset of trucks, or all trucks in the fleet,” Mallela added.

Once approved, the software is downloaded over the cellular network onto the vehicle. When this is complete, the driver is notified through a dash alert that a software update is available. The driver can then perform the update at his or her convenience by approving the update on the dash.

“The fleet manager has complete visibility of the process: vehicles awaiting download, downloads in progress, calibrations in progress, calibrations refused/deferred, and vehicles that are up to date,” Mallela added. “In fact, customers can initiate parameter changes, things like adjusting throttle pedal and cruise control speeds, specific to some or all of their fleet vehicles, whenever they choose.”

On the other hand, given the current state of OTA technology, fleet managers do need to consider OTA updates on a case-by-case basis to determine when to schedule them, Lackey cautioned. “If it’s a minor update that won’t affect the truck’s safety or performance, fleets can wait until scheduled downtime or even have it done during the next planned maintenance event,” he said. “If it’s a warrantable update that could prevent something serious like the engine derating, it could be in the fleet’s best interest to update during the driver’s next stop.”

For Navistar, giving fleet managers complete control over the OTA process is critical, according to Mallela. “We designed our system to provide the fleet manager and drivers complete control of the process to perform the updates based on their convenience and schedule,” he said. “The fleet manager can authorize the update to select vehicles or an entire fleet. Once the update is downloaded onto the vehicle, the driver can approve the calibration and start the update process at his or her convenience.”

Volvo recently introduced Driver Display Activation, which moves the activation step into the cab and the hands of the operator, adding flexibility and another option over having to call a Volvo Action Service agent to initiate a remote update, Murickan noted.

“Having the latest updates and change settings is easily and quickly accessible,” she added. “Updates which previously required trucks to be taken out of operation to have them hooked up to a laptop at the dealership are now updated in a few minutes remotely when the truck is parked for dispatching, or the driver is taking a break. These features have also gained the drivers’ appreciation, as they maximize productive driving time, allowing [drivers] to earn more money. And what we see today is only the beginning; customers can expect more features to be introduced, and parameter updates will become more dynamic and enable the truck to adapt automatically to local conditions.”

If the light-duty side of the industry is any indication, minor OTA updates may soon become a relatively routine occurrence for fleets.

“Many Ford Power-Up software updates are seamless, enabled through an innovative, cloud-connected, and vehicle software platform that keeps current software running until the new version is ready to go so fleet managers do not need to schedule updates, they happen automatically,” Purdy explained. “These upgrades can help improve the ownership and vehicle management experience and may help reduce the need for repair trips—over time helping to contribute to a lower total cost of operation. Additionally, new features can be pushed to the vehicle as fleet managers ‘plus up’ their Ford Pro Telematics or E-Telematics subscriptions to include features like In-Cab Driver Coaching and Driver ID.”

Currently, remote updates require keeping the vehicle stationary for an OTA action to take place, Gattamorta adds. “Fleet managers should find the best spot to execute these operations in terms of network coverage but also driver and freight availability,” he advised. “Also, keep in mind that technology is improving, but in some cases, it might fail due to the multiple factors involved. Even today, we lose internet connection for some brief period of time in many locations, so that situation is very sensitive for remote updates as the messages should not be delayed more than some milliseconds. A corruption of the communication might corrupt the ECM memory; therefore, the engine will not crank.”

A future on the fly?

OTA updates are still brand new, in technological terms. And, just like any other technology, its capabilities will expand and the process itself will become more efficient over time. Which raises some interesting possibilities when considering the future of OTA technology: Might it be possible to one day update trucks while they’re actually driving down the road? Might it be possible to have OTA updates initiated by preset geofencing—to reconfigure an engine that is moving into mountainous terrain, for example, from making fuel economy a priority to giving the driver more power to deal with steep mountain grades?

Experts say that, in all likelihood, these capabilities and many others will eventually become reality for fleets using OTA updates. But there are still many basic operating parameters that have to be worked out first.

“With Ethernet coming to heavy-duty trucks, eventually, it is likely that a central telematics platform will become the standard and allow one gateway to the vehicle rather than each component having to maintain their own connection,” Lackey mused. “In fact, the Society of Automotive Engineers (SAE) has already begun working on messaging that would allow multiple components to share usage of a central telematics gateway.”

But, Lackey added, as trucks and trucking components become more connected by the day, it only makes sense that OTA processes will improve, and more parts of the truck will be updated remotely. “If OEMs relinquish the sole ability to provide applications that deliver these updates, the technology could be rolled into remote diagnostic applications or other tools offered by telematics providers,” he added. “In that case, fleets could recognize in real time when critical updates can improve the performance of their vehicles.”

Navistar’s telematics/OTA technologies were developed to be able to interact with every module on a vehicle, Mallela said. “As Navistar and our strategic partners enhance the capability to communicate with those modules, we’ll add that capacity to the programming pages within OnCommand Connection. So, OTA capabilities were designed from the outset to grow and become more effective.”

Because of that, Mallela sees a day soon where OEM OTA capabilities will evolve from updating proprietary components inside a truck to include equipment installed by customers, fleets, and upfitters as well. “We have multiple communication methods available to us,” he said. “It’s a matter of time and our mutual customer demands.”

Mallela also said that geofencing requests for OTAs are already common from Navistar customers. “A request we receive regularly is to have the ability to make geofence-based speed adjustments,” he noted. “We are in the early phases of investigation for the U.S. market; however, the feature is supported in our European models.”

OTA calibration also is progressing. Brad Sutton, executive director of on-highway engineering for Cummins, said most OTA calibrations are currently driven by three primary reasons: safety, performance, and regulatory requirements.

“At Cummins, we are already working on making performance OTA calibrations based on fleet duty cycles,” he noted. “And we see that, and more specific updates based on individual fleet requirements, is where this technology is already headed.”

Things get more exciting looking even further out. In a few years, Sutton believes it will be possible to leverage the enormous amounts of data already coming off of truck components and powertrain systems to tailor OTA updates down to the specific needs and performance quirks of individual trucks—as opposed to blanket updates targeting a fleet’s operating parameters.

“Right now, OTA calibrations generally have a certification associated with them—basic software that you really can’t touch,” he said. “But soon, I think we’ll be able to optimize and tailor those updates much more specifically, based on the data that we have and the algorithms that we run, so that we can make an individual truck run with better fuel economy or better performance. And, moreover, we’ll be able to go to a fleet manager and make specific update recommendations for specific trucks based on that data.”

It is clear that OTA updates are already a powerful tool helping fleets maximize performance from their assets with the latest powertrain programming available. And it is even more apparent that this new frontier in fleet operations is only just beginning to transform maintenance and operations in the 21st century.