Diagnostics Over Internet Protocol (DOIP)
Let's start with DOIP or Diagnostics Over Internet Protocol.
DOIP means that a vehicle is not only equipped with a CAN network, but has the ability to transfer much more data in a much shorter time using an Ethernet network. DOIP supports data transfer rates of up to 100 Mbps (compared to 500 kbps in CAN).
Internet diagnostics
In the daily life of an automotive workshop, DOIP can make vehicle diagnostics more efficient. Unfortunately, DOIP has been difficult to replicate for use on aftermarket instruments. This, along with the introduction of security gateways, is one of the reasons aftermarket diagnostic tools are not keeping up with vehicles manufactured after 2018.
Some believe this is a plot by vehicle manufacturers to block the independent aftermarket from using and developing aftermarket tools, thus preventing vehicle repair outside the dealer network. I work daily with the vehicle manufacturers' software development teams and talk to the engineering teams trying to reproduce this software for use on aftermarket tools, so I have a pretty good understanding of what is happening on both sides.
One of the reasons for the introduction of systems like DOIP is that the demand for data has increased dramatically, and the average vehicle's infotainment unit now requires gigabytes of data that would take hours to update through a traditional CAN system. DOIP speeds up all diagnostic processes by 200 times and enables vehicles to utilise cloud computing and data.
Cloud computing
Cloud computing powers the world, from streaming services like Netflix to translation on your mobile phone, all of which is done through cloud servers.
You may have heard of IoT (Internet of Things) apps that connect all the devices in a home, becoming a reality for most households. Most people probably don't realise that their mobile phone isn't smart enough to perform voice recognition or translation, these are actually done by a cloud-based computing system such as Siri, Alexa and their smart TV.
Vehicle manufacturers are gradually moving towards cloud-based solutions, as they offer a completely impenetrable and un-reproducible solution. The actual processes are performed in the cloud and not on the user's PC. This means that manufacturers can update the system or fix faults instantly, which previously would have required a deployment to all their networks from all their diagnostic devices. They can add new chassis numbers daily and have the freedom to do what they want in their cloud platform.
Remote updates
If you own a late-model Jaguar Land Rover, BMW, Mercedes or Tesla, you already know that updates are now sent to the vehicle via the infotainment system, called Connected Vehicle, which means the vehicle is always connected to the internet via an integrated chipset or SIM card. This means that the end user has cool apps on their phone to remotely control the heating, security and other features of the vehicle; (I have a lot of fun with the Tesla app making the car make flatulence sounds when my wife drives!).
From an independent aftermarket point of view, the most important question we should be asking is about the new vehicle cyber security legislations, R155/R156, which aim to guarantee the cyber security of vehicles throughout their lifetime. This legislation means that manufacturers can continue to upgrade vehicle security systems throughout the life of the vehicle beyond the agreed warranty period.
This raises interesting questions about the future of independent aftermarket access to these "safety-based" systems. This is a very political subject and I have to defer to the superior knowledge of my learned colleague, Mr Neil Pattemore, whose role in the IAAF and other organisations puts him in the best position to enlighten us on this subject.
Big Data
Big data is the accumulation of huge amounts of data over time, filtered by an AI or algorithm to answer almost any question.
As data is collected, many instances of the same event are recorded. For example, in the automotive world, symptoms that lead to a component failure on a vehicle are seen multiple times, allowing a prediction to be made. Big data uses AI and algorithms to contemplate these situations and come up with an answer; in some cases, this answer isn't necessarily right or wrong, but it leads to a series of guided functions to check whether it is right or wrong. The artificial intelligence function puts together the right or wrong answers and adds them to the big data, improving answers in the future.
If you're not happy with this explanation, check Wikipedia, as it's a very complex subject - I hope you have a few hours to spare.
For diagnostics and vehicle manufacturers, this means that it will be much easier for them to preemptively fix problems and guide the technician to a solution using data from millions of other users and millions of other vehicles. This is by no means sinister; it makes sense, because it's like having access to a very large index of books and being able to immediately access the correct drawer and correlate it to any fault you or anyone else on the planet has found on a vehicle.
Interestingly, Jaguar Land Rover has a pre-2018 system called Symptoms Driven Diagnostics or SDD which attempted to realise a basic version of big data. SDD works by extracting fault codes, examining the timelines and mileage of the fault reoccurrence and attempting to predict, based on those symptoms, where the fault is in the vehicle. It's an interesting approach from Jaguar Land Rover and before its time.
A good example of a fully functional cloud-based system is the globally operated Hyundai GDS smart system. GDS smart is a very sophisticated cloud-based diagnostic system using big data and AI for all parts of the repair process and was launched in 2021. All European manufacturers are either moving or have already moved in the same direction.
Jaguar Land Rover has just adopted the TOPIX cloud to replace its old Pathfinder diagnostic system; at the time of writing, it's still a bit unstable and, like all such cloud systems, needs a stable high-speed internet connection to work properly, but these systems will only become more advanced as artificial intelligence comes to the aid of diagnostics.
The answer for the aftermarket, unfortunately, is not an easy one.
A very large percentage of independent workshops would like to continue using their traditional aftermarket diagnostic tools, but these are quickly becoming ineffective. Hundreds of users in Romania have already switched to OEM or dealer diagnostic solutions, giving them faster and more reliable repairs, but at a much higher cost.
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