EP2502209B1 - Système électronique de surveillance permettant un calcul de consommations de carburant et d'émissions de co2 réelles pour un appareil en mouvement, à l'arrêt, en travail, avec exclusion ou pas de vols de carburant - Google Patents

Système électronique de surveillance permettant un calcul de consommations de carburant et d'émissions de co2 réelles pour un appareil en mouvement, à l'arrêt, en travail, avec exclusion ou pas de vols de carburant Download PDF

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Publication number
EP2502209B1
EP2502209B1 EP10785149.5A EP10785149A EP2502209B1 EP 2502209 B1 EP2502209 B1 EP 2502209B1 EP 10785149 A EP10785149 A EP 10785149A EP 2502209 B1 EP2502209 B1 EP 2502209B1
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EP
European Patent Office
Prior art keywords
data
casing
tank
machine
fuel
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EP10785149.5A
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German (de)
English (en)
French (fr)
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EP2502209A1 (fr
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Eric ELKAÏM
Sylvain Heinry
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ADD
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ADD
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Priority to SI201031430A priority Critical patent/SI2502209T1/sl
Priority to PL10785149T priority patent/PL2502209T3/pl
Priority to RS20170355A priority patent/RS55869B1/sr
Publication of EP2502209A1 publication Critical patent/EP2502209A1/fr
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Priority to HRP20170516TT priority patent/HRP20170516T1/hr
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/004—Indicating the operating range of the engine
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time

Definitions

  • the present invention relates to the general field of electronic monitoring systems comprising an on-board housing on a device including at least one motor, a reservoir and an electronic supply circuit and a sedentary control tool to which the onboard box is able to be connected wired or not. More specifically, the invention relates to electronic monitoring systems for monitoring fuel consumption by the engine of the device on which the housing is embedded.
  • Fuel consumption monitoring is currently a particularly critical issue from both an economic and an environmental point of view.
  • the invention therefore relates primarily to the road transport of goods.
  • This sector of activity annually consumes several tens of billions of liters of diesel and the share of the cost of fuel in the cost price of road transport continues to grow. It turns out that controlling this item of expenditure is now very important to ensure the profitability of road transport companies.
  • Such software makes it possible to monitor consumption, to make an initial analysis of the types of driving in order to compare the consumption of the vehicles and the consumptions associated with the types of driving of the drivers.
  • onboard boxes that are able to connect to the tachograph of a vehicle, its GPS receiver and the CAN bus of the vehicle on which the box is shipped. Such a box is likely to repatriate wired or not, for example via a cable or via a modem, data on fuel consumption to a restitution software managed by an operator of the fleet of vehicles concerned.
  • the consumption data can then be known a posteriori or in real time by the rendering software. This can lead to decisions based on the observed data.
  • the use of the tachograph chrono makes it possible to know the speed of the vehicle as well as to have access to data of timestamping of the data.
  • the GPS receiver provides access to geolocation data.
  • the CAN bus provides access to data from the on-board electronic system on the vehicle.
  • the only electronic data circulating on the CAN bus making it possible to follow the fuel consumption carried out by the engine of the vehicle is, in the usual way, a data item from a flowmeter placed on the pipe allowing the fuel to enter the vehicle. combustion chamber or data from an equivalent system measuring the amount of fuel flowing to the combustion chamber.
  • Such a structure of an electronic system for monitoring the fuel consumption by a vehicle allows a proper tracking of fuel consumption.
  • known electronic surveillance systems do not provide information on the place of the violation or on the date and time of the violation. They do not know how to distinguish a flight from other events that may occur at a constant geographical position.
  • WO 2008/146307 describes a geolocation-based electronic system for monitoring the fuel level in a vehicle's tank and for detecting theft.
  • FR 2,871,741 describes a system for monitoring the filling operations of a tank and its level, using several sources of information to detect fuel thefts.
  • US 2001/018628 describes a system for recording the performance of a vehicle and a driver.
  • the main purpose of the present invention is to overcome the deficiencies observed in known electronic surveillance systems by proposing an electronic monitoring system according to independent claim 1.
  • the term "apparatus at standstill" means that the apparatus has a zero speed.
  • the onboard box periodically has access to a quantitative measurement of the actual level of fuel in the tank through the presence of a quantitative fuel level sensor placed in the tank.
  • these fuel level data are permanently coupled in real time with the geolocation data and the time stamp data on the same data line, the invention enables a real-time monitoring of the fuel tanks. .
  • this fuel level sensor is previously calibrated to take quantitative fuel level measurements between a top wall and a bottom wall of the tank.
  • the invention is such that the specific sensor is calibrated prior to the commissioning of the electronic system so that each output value of the sensor is associated bijectively with a fuel level position between the upper wall and the bottom wall of the tank and a precise volume of fuel remaining in the tank regardless of the fuel level between the upper wall and the lower wall.
  • This feature is not accessible with gauges usually installed in tanks.
  • the known gauges are generally tubular or lever gauges measuring the level by level. From 18 to 21 millimeters on the height. What is more, the known gauges generally allow to quantitatively measure the level on only 80% of the height of the tank excluding the upper part.
  • a particular embodiment requires that a new interface be installed between a gauge and the housing according to the invention to perform the quantitative calibration of the gauge that it is dedicated to the implementation of the invention or a previously installed gauge for another goal, especially indicative.
  • a particular embodiment proposes the use of the quantitative data from the fuel level sensor in combination with the geolocation and time stamping data, these data being recorded together for a given moment with a given periodicity. They are known within the embedded box according to the invention regardless of the operating status of the device on which the box is embedded.
  • the power supply system of the on-board unit uses either a connection to the power supply circuit of the device, or a connection to a stand-alone battery that recharges when the device is operating. This ensures the storage of data with strictly the same periodicity regardless of the status of the device, including the shutdown of the device.
  • the combination between the control of the power supply of the on-board box and the storage of the data specific to the invention at fixed periodicity allows a strict monitoring of what takes place in the tank.
  • This allows, according to the invention, the implementation of the data processing module capable of detecting a fuel level drop at a constant geographical position from the successive data lines recorded regardless of the operating status of the device .
  • the permanent power supply of the embedded box proves to be essential to implement such a detection which otherwise would absolutely not be reliable or could miss events.
  • the invention allows to be informed continuously and permanently of the presence of a fuel level drop constant geographical position knowing the date, location and fuel volume corresponding to the fall of the fuel level.
  • the invention makes it possible to completely control the need or not to refuel the vehicles before their departure from a logistics center having its own fuel tank.
  • the invention provides access to real-time information of the volume present in the tanks. This saves time because it makes it possible to drive trucks that have enough fuel safely and this reduces the queue in front of the tanks. It is common to observe such queues of several hours from the trucks in the morning at some carriers. This necessarily generates an economic gain.
  • none of the known devices makes it possible to have real-time access to the real level of fuel within one or more tanks. Indeed, in the known devices, only the consumption of the vehicle is known from the data relating to the amount of fuel that goes to the combustion chamber, for example through the use of a flow meter. Also, only an approximation can be given according to the average consumption since the last full.
  • the invention makes it possible to have knowledge of the real consumption of vehicles by deducting fuel drops at a constant geographical position which can only correspond to a siphoning of the tank. In this case, it is possible to deduce fuel theft by calculating the actual consumption and therefore the environmental impact of a company on CO 2 emissions, the main greenhouse gas, which are directly linked to consumption. real fuel.
  • the invention of course makes it possible to identify the liters lost for any reason whatsoever and thus to calculate the financial losses due to the liters of fuel paid and not consumed by the vehicles of the company.
  • the invention makes it possible to eliminate the engine running events while stopping fuel drops at a constant geographical position. Indeed, in the event that the system is not able to know the status of operation of the engine, it can not separate a flight from normal consumption of the engine running at a standstill.
  • the invention thus allows a great fineness of determination of the events of fuel drops and their nature.
  • the engine status in operation is different from the position of the ignition key. Indeed, the ignition key can be in the on position while the engine is not running. In this case, no fuel consumption can be observed.
  • the invention is concerned here with the rotating motor.
  • the characteristic according to which an alert is provided to the control tool to which the on-board box can be connected can take various forms, from a simple report to a sound or visual alert in real time or in real time. deferred time.
  • the data processing advantageously carried out in the housing can, in a degraded mode, be performed at within the control tool after receiving the data lines.
  • the invention makes it possible to know exactly the date and time at which a siphoning was carried out. Indeed, the fuel drop at constant geographical position is clearly indicative of a siphoning of the tank.
  • the geolocation data also gives the position of the vehicle at the time of the flight. The data on the operating status of the engine makes it possible to eliminate the engine time events on the aircraft when the flight events themselves are stopped.
  • the knowledge of the rotating engine data in the case where, in addition to the disappearance of fuel, the kinetics of the disappearance of the fuel sign the presence of a theft, further reinforces the evidence of guilt of the driver responsible for the vehicle at the time of the fuel drop. In addition, it also makes it possible to identify unproductive consumption such as vehicles with the engine stopped.
  • an additional advantage of having access to the operating status of the engine is the possibility of accessing the engine time switched off device with, directly associated, the place, the day and the hour when it was product.
  • the invention gives access not only to the duration during which the engine remained on but at the beginning of this event as well as at the end of this event.
  • a time elapsed between two specific dates is known thanks to the time stamp.
  • RFID solutions may also be used.
  • the housing can in particular be connected to these instruments. It will then be possible to trace the information available on these instruments without an intermediate box and to cross all this information.
  • the engine times switched on device at a standstill are precisely known and localized in time and space. This is accessible whether the device is running or not.
  • the distinction between these two types of fuel drop at the stop is a very interesting because it allows not to accuse a driver wrongly for a flight and conversely not to fail to report inappropriate behavior to fuel savings.
  • the invention assists road haulage companies to reduce their fuel consumption and also to reduce the share of the fuel station in their accounts in addition to monitoring the theft of fuel. Companies can also subscribe to charters allowing a voluntary commitment from an environmental point of view.
  • the monitoring system according to the invention makes it possible to achieve a precise and effective measurement of the actual CO 2 consumption and emissions by excluding or excluding fuel thefts according to the desired information and by identifying the unproductive consumption such as the vehicles in question. the engine stop switched on which can be reduced by driver education.
  • the invention makes it possible to deliver CO 2 emission calculations. by geographical area for specific periods, or by customer of the carrier, or by vehicle and / or driver.
  • the crossing of the vehicle location information and the movement of the illuminated vehicle thus allows an optimal monitoring of the behavior of the drivers and the fuel consumption. They therefore make it possible to know the points on which improvements can be made and actions carried out.
  • the control tool has access to the engine time off, engine time on device to the shutdown and engine time on moving device.
  • the invention thus makes it possible to have a measure of the total consumption on the journeys made. This makes it possible to target actions in a quantified and realistic reduction objective based on the perfect knowledge of the consumption by vehicles and / or drivers that defines an initial inventory.
  • the onboard box also allows access to the distance detail traveled, the visualization of the road on digital maps and to have access to the stops of the vehicle.
  • the means for detecting the operating status of the motor are chosen from a connection to a sensor placed at the excitation terminal of an alternator of the circuit electrical supply of the device, a connection to a bodybuilder giving the information engine running, a connection to the battery to make a measurement of the voltage difference across the main battery, the data processing module knowing previously the voltage difference observed between the voltage observed with a ignition key position ON and the voltage observed with the engine on.
  • the data processing module of the housing is capable of detecting a fuel level increase at a constant geographical position characteristic of carrying out filling of the tank from the successive data lines recorded and communicating, when a fuel increase at a constant geographic position is detected, in real time or delayed, a signal specific to the control tool to signal the presence of a filling.
  • This characteristic makes it possible to locate, in a set of data lines, the instants of realization of a tank filling whether it is a full or only a relative fuel increase in the tank. This characteristic also makes it possible to know the location, date and time of each filling or filling of the tank with possibly visualization on a map.
  • This feature allows the user of the control tool to have the dates and times of the tank refills and the quantity actually supplied within the tank.
  • This feature is useful for not only locating refills / full in time but also for confirming the presence of a fuel substitution as is sometimes observed.
  • control tool furthermore comprises a data entry interface for enabling a user to enter external data relating to the refills of the reservoir, the data processing unit being adapted to receive these external data inputted. , to detect inconsistencies between the external data entered by the user and the specific signals to the fills communicated by the onboard box.
  • this feature can detect flights to the tank. Such flights are for example made by filling a can before, during or after the filling of the vehicle tank on which the onboard case of the electronic monitoring system according to the invention is installed.
  • the control tool By comparing the increase in fuel level observed and detected in the on-board unit and signaled by the specific signal sent to the control tool with the data entered with the control tool and indicating the amount of fuel paid. , usually announced on the receipt provided by the service station in which the filling of the tank was made, on the same date and approximately at the same time, the control tool has access to the quantity of fuel which was then dumped in another container than the tank of the apparatus on which the on-board housing of the electronic system according to the invention is installed.
  • the electronic monitoring system makes it possible to know how the missing fuel has been stolen. Indeed, when a fuel drop at a constant geographical position is observed, it will be a siphoning and when the comparison between the amount of fuel paid on a charge of filling a tank with the amount of fuel measured during an increase in fuel level reveals an inconsistency, a theft to the tank will be detected.
  • the recording periodicity of the data lines is between 60 and 120 seconds.
  • This recording period makes it possible to achieve a rough compromise between the fluctuations in the fuel level that can be detected within the tank and a sufficiently fine sampling of the level in the tank to enable the detection of a fuel drop.
  • Fluctuations in the tank may be due in particular to acceleration and deceleration of the vehicle.
  • the recording periodicity of the data lines is between 85 and 95 seconds.
  • a time interval chosen around 90 seconds makes it possible to optimally overcome the fluctuations in levels due to the acceleration and deceleration of the vehicle and such a measurement every minute and half allows very reliable tracking of driver behavior.
  • this measurement made with a chosen period around 90 seconds avoids having to achieve an average fuel level when a fluctuation due to acceleration or deceleration is observed.
  • the casing further comprises a connector for being connected to at least one contact key position detector and in that the data coming from this detector are included in the data line and are processed by the module. processing of data to include the contact key position data in the alert communicated to the control tool.
  • this contact key position data makes it possible to provide the operator where the control tool is installed to have additional proof to characterize the theft of fuel and especially to identify the person responsible because the key contact is usually issued to a particular driver at the start of the race and returned by the latter at the end of the race. If the ignition key has been left in the "On" position when the tank drops at a constant geographical position, the driver in question will then be difficult to say that he is not responsible or that he ignores the realization of this larceny.
  • the housing comprises a calibration module of the fuel level sensor chosen from the ultrasonic-type sensors, the sensors using a float, the calibration associating automatically in a bijective manner, prior to the commissioning of the system.
  • electronic a sensor output value at each fuel level position between the top wall and the bottom wall of the tank and at a precise volume of fuel remaining in the tank.
  • the data processing unit of the control tool is adapted to calculate an actual consumption of the apparatus from the recorded data lines.
  • the data processing unit of the control tool is adapted to calculate a carbon dioxide emission carried out by the apparatus.
  • This calculation provides direct access to the carbon footprint of the business developed by the device, which can be part of a commercially viable approach to customer chargers increasingly sensitive to environmental issues. It can also contribute to a modern corporate image that respects the environment and is part of a sustainable development perspective. Overall, this may lead to a better image of road transport.
  • the apparatus having a working function complementary to the operation of its engine, the housing comprises means for determining the operating status of this auxiliary work function, the operating status data of the ancillary work function being included in the data line, the control tool thus determining the engine times turned on device at work stop and engine times turned on device off off work.
  • This status data in operation of a work function allows to dissociate the engine time turned on device at the productive stop, that is to say the engine time on the device stopped at work engine time switched on device to stop unproductive, that is to say without work.
  • the specialized vehicles must have the engine running to perform the work function. In this case, the engine times when the appliance is switched off must not be counted as consumption.
  • specialized vehicles must have the engine running to perform the work function. In this case, the engine times when the appliance is switched off must not be counted as unproductive consumption. This characteristic makes it possible to dissociate these two cases.
  • this feature will identify the times during which, typically, a power take-off used for performing the ancillary work function (pump, crane, etc.). ..) was enabled. This duration will be excluded from unproductive consumption.
  • ancillary work function pump, crane, etc.
  • the invention also relates to a housing according to claim 15.
  • Such a suitable housing may be connected to a control tool if necessary and allows the implementation of the invention within the apparatus of which the electronic system according to the invention is intended to monitor consumption.
  • the invention also relates to a sedentary control tool connected wired or not to an embedded box according to the invention, comprising at least one memory for recording alerts and data lines communicated by the onboard box from which it accesses the motor time on when the engine is stopped and on when the engine is running, a screen to display the alerts and data communicated by the on-board unit.
  • the invention further relates to a monitoring method according to independent claim 17.
  • the various steps of the method according to the invention are determined by instructions of computer programs.
  • the invention also relates to a computer program on an information medium, this program being capable of being implemented in a computer, this program comprising instructions adapted to the implementation of the steps of the method according to the invention.
  • This program can use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other form desirable shape.
  • the invention also relates to a computer-readable information medium, comprising instructions of a computer program as mentioned above.
  • the information carrier may be any entity or device capable of storing the program.
  • the medium may comprise storage means, such as a ROM, for example a CD ROM or a microelectronic circuit ROM, or a magnetic recording means, for example example a floppy disc, a hard disk, a flash memory, a USB key and so on.
  • the information medium may be a transmissible medium such as an electrical or optical signal, which may be conveyed via an electrical or optical cable, by radio or by other means.
  • the program according to the invention can be downloaded in particular on an Internet type network.
  • the information carrier may be an integrated circuit in which the program is incorporated, the circuit being adapted to execute or to be used in the execution of the method in question.
  • the figure 1 schematically represents an electronic monitoring system according to the invention.
  • This system comprises a housing 10, embedded on a device including at least one motor 11, a reservoir 12 and an electrical supply circuit.
  • This power supply circuit conventionally comprises a battery 13 and various means of connection to the motor 11, in particular to recover the energy delivered by the latter through an alternator.
  • the battery 13 is also connected to a plurality of sensors generally present on board the apparatus 1, either directly or via the housing 10.
  • the battery 13 is connected to the housing 10, itself connected to a fuel level sensor 14 capable of taking quantitative measurements of fuel level in the tank 12 between the upper wall and the lower wall of this tank 12.
  • the sensor 14 is also connected to the housing 10 so that it can transmit the fuel level data that it is able to acquire.
  • the housing 10 comprises a connector 101. This connector which allows the transmission of data advantageously also supports the supply of the sensor 14 via the housing 10.
  • the housing 10 further comprises a tilt power connector 102, able to switch the supply of the housing 10 between the electrical supply circuit of the device 1 and therefore by a direct supply by the battery 13 and an auxiliary and autonomous power supply circuit based on the implementation of a battery 15 appendix.
  • the battery 15 is advantageously connected to the housing 10, itself connected to the main battery 13.
  • this auxiliary battery 15 is able to recharge on the electrical supply circuit of the device 1 during operation of the engine 11 and supplying electrical power to the housing 10 as soon as the electrical supply circuit of the apparatus 1 is de-energized.
  • the housing 10 further comprises a data processing module 104, a clock 103, able to provide timestamp data to the data processing module 104, a receiver 105 for receiving geolocation data and a memory 106.
  • the memory 106 is used in particular according to the invention to record successive data lines comprising the fuel level data from the sensor 14, the time stamping data from the clock 103, geo-location data from from the receiver 105 at a given instant with a periodicity of between 1 and 240 seconds.
  • the recording periodicity of the data lines will advantageously be between 60 and 120 seconds to enable the fastest oscillations of the fuel level within the tank 12 to be eliminated.
  • the periodicity of 120 seconds makes it possible to have a sufficient fuel level sampling to identify the acts that the monitoring system according to the invention is intended to detect.
  • the optimum period range for optimizing both the amount of stored data, the suppression of oscillations in the reservoir and the detection of desired events is between 85 and 95 seconds.
  • the housing 10 of the system can be installed advantageously inside the dashboard.
  • the electronic monitoring system also comprises a control tool 2 provided with a memory 20 for recording the alerts and the data lines communicated by the on-board box 10, a data processing unit 21 and a screen 22 for display the alerts and the data communicated by the onboard box 10.
  • control tool further comprises a data entry interface 23, allowing the user to enter external data relating to the filling of the reservoir 12.
  • the figure 2 shows a number of data lines as recorded with a period of 90 seconds during operation of a vehicle followed by the monitoring device according to the invention.
  • the speed of sending data is programmable between 4800, 9600 and 19200 bauds per second.
  • the control tool has access to sensor statuses giving information on the operation of the engine and the position of the ignition key.
  • Other possible statuses available through other sensors installed on the vehicle may also be included in data lines of the type shown on the figure 2 .
  • the Figures 3A and 3B respectively show the setting of the over-consumption warning thresholds and the detection of a tank filling. These thresholds are able to trigger an alert when they are exceeded at the constant geographical position.
  • the data processing module compares the fuel level observed on two or more successive lines and compares with the maximum flows parameterized within the housing as shown on FIG. figure 3A .
  • maximum flows are indicated for various states of operation of the engine and the movement of the vehicle.
  • the choice of a parameterization of the overconsumption adapted to the average consumption of the vehicle avoids the triggering of false alarms and makes it possible to detect selectively the overconsumption.
  • the invention in fact provides that the data processing module performs various comparisons of levels, in particular comparisons between two lines of data recorded at the beginning and at the end of a constant geographical position.
  • the figure 3B shows a number of detected overconsumptions as displayed on the control tool screen. Overconsumption observed are each associated with an operating site (Marseille, Toulon or Nice) of several vehicles identified by their registration. The alert has previously been sent to the control tool 2 by the boxes 10 installed on the vehicles concerned.
  • the control tool 20 then displays the overconsumption in the format presented on the figure 3B which shows the site of operation, the registration of the vehicle concerned, the date and time of the observation of the abnormal overconsumption, the volume of decrementation observed as well as the code of the driver who was, at that time, driving the vehicle bearing the registration concerned.
  • FIGS. 4A , 4B, 4C and 4D show examples of, respectively, data lines in which a flight is detected, a constant geographically-positioned fuel level curve showing a siphoning flight, an alert as displayed on the control tool and a curve monitoring the fuel level with vehicle movements and on which appear suspicious events.
  • the control tool can calculate and display a fuel level curve according to the successive registers.
  • the curve of the Figure 4B graphically displays the detected theft on the board of the Figure 4A .
  • the figure 4C shows an example of displaying the alert "flight" associated with the flight visible on the data table of the Figure 4A .
  • the control tool may also possibly display the locations of the events observed on a map. It can also provide all kinds of consumption statistics over more or less important time slots.
  • the figure 4D shows an example of a fuel level curve on which suspicious events are detected. It can thus be seen that the VM zones of the curve correspond to the vehicle in motion by correlation with the geolocation data. There is also a VA zone where the vehicle is stopped. There are also two suspicious events E1 and E2 where the fuel level has dropped rapidly. In the case where the vehicle is found immobilized at times corresponding to these registers with the geolocation data, a flight is detected.
  • the figure 5 shows a float sensor 14, which can be used in the invention. It will be noted here that other types of sensors, for example ultrasonic sensors, may be used to implement the invention as soon as a quantitative measurement of the fuel level can be acquired between the upper wall of the tank 12 and the lower wall of it. There are also tubular-type sensors where the float is wound around a sensor axis and which can be used within a device according to the invention.
  • the sensor 14 represented on the figure 5 has a fixing disk 140 on the tank, a longitudinal body 141, intended to be placed vertically in the tank and advantageously adjustable in its length to be able to adapt to various tank sizes, a lever arm 142 provided at its end with A float 143.
  • the lever arm 142 is articulated about an axis 144 placed on the lower end of the body 141 of the sensor 14.
  • the height L of the body 141 of the sensor can be adjusted using screws placed in orifices placed for this purpose along the body 141.
  • the length R of the lever arm 142 of the float 143 may also be varied depending on where the float 143 and the attachment pin 144 are attached to the sensor body.
  • the installation of the sensor comprises two steps. The first is to adjust the length L of the body 141 so that it is equal to 50% of the diameter H of the tank when it is cylindrical or 50% of the height H of the tank when it is cubic, square or rectangular. Then, float position 143 is set on lever arm 142 so that when arm 142 of float 143 is in the full tank position, the top wall of float 143 is at the height of the tank top wall. ..
  • the high rotational position be quantitative for the highest possible fuel levels in the tank 12.
  • the float 143 is always in the buoyant position and can not be wedged against the high wall.
  • the float and the various elements of the sensor will be dimensioned for this even if a margin of error at the top and bottom of the tank may possibly be accepted.
  • the shape of the tank and the position of the filling port will be such that the float 143 can not be plated on the top wall.
  • the height L of the sensor body 141 between the upper wall of the reservoir 12 and the hinge axis 144 of the lever arm 142 and the length R of the lever arm 142 will in fact be chosen as a function of the height H of the tank 12.
  • Adjustable arm fuel level sensors may thus be used within the tanks of the apparatus on which the invention will be installed.
  • the figure 6 shows a table in which are listed an example of different calibration points associating the output signal, denoted SC, of the sensor 14 with the quantity of fuel present in the tank 12.
  • SC the output signal
  • the advantage of the manual calibration is its accuracy and reliability since the quantity of fuel introduced into the tank 12 is completely controlled. It is thus possible to precisely associate an output signal SC of the sensor 14 corresponding exactly to the quantity of fuel. present in the tank.
  • the tank is previously emptied and disconnected from any other tanks on the device.
  • the absence of connection between the tanks avoids in fact that, during calibration, the fuel of the other tanks filters to the tank during calibration or vice versa.
  • the embedded box 10 is connected to its power source and that the sensor is further connected to the housing 10.
  • the float 143 must of course be installed correctly in the tank 12 and the movement of the lever arm 142 of the float 143 must be able to be done without obstacle over the entire height of the tank 12.
  • the calibration can be done via the user interface present on the control tool. This is an advantageous achievement. Nevertheless, an ancillary device could also be used to perform this operation.
  • Such an auxiliary device or the control tool is, in any case, able to program the housing 10 by indicating the identifiers of the connected tanks, their maximum capacity and their position.
  • This operation is started with empty tank and it is necessary to stop several times to capture the signal at the exit of the level sensor and add a new line of data to the calibration files according to the quantity of fuel that has been introduced into the tank. tank.
  • a file is then generated which precisely describes the float and the reservoir in addition to the calibration points which associate the sensor signal with the quantity of fuel.
  • the calibration file will be identified by data corresponding to the size and volume of the tank.
  • Such a calibration file is typically a result of a manual preliminary calibration of a reservoir identical to that for which the calibration file has been downloaded.
  • the tank up to about 1/16 th .
  • 75 liters of fuel will be placed in the tank.
  • the output signal SC of the sensor is then captured and a data point is added to the calibration file.
  • the tank is filled by 16 th .
  • the divisions of the fractions tank volume ranging from 1/12 th to 1/20 th are quite possible to ensure the reliability of the calibration of the monitoring system.
  • the intermediate values are then calculated automatically by the housing 10, typically by linear approximation.
  • the position of the float 143 corresponds to an analog resistance measurement measured on a potentiometer or ohmmeter 145 placed under the path of the lever arm 142 near the axis 145 of the sensor.
  • the value of the resistance of the potentiometer 145 is then variable as a function of the position of the lever arm 142 which is due to the buoyancy of the float 143 at the level of the fuel surface.
  • the position of the float is then marked according to the outgoing value of the potentiometer 145 on a number of positions of the order of one hundred and preferably around 65 positions.
  • the sensors used with the system will advantageously have a resistance that can vary between two extremal values, previously known, from the full tank to the empty tank.
  • extremal resistance values correspond to the extreme positions of the float 143 respectively for a full tank and an empty tank.
  • these values will range from 33 to 245 ohms or from 0 to 180, 33 ohms or 0 ohms corresponding to the empty tank or the full tank and 245 and 180 corresponding to the full tank or the empty tank.
  • These resistance values of the float 143 correspond to intervals of digital values ranging, for example, from 19,700 to 48,700 respectively for a full tank and an empty tank.
  • a particular embodiment therefore uses a voltage at the output of the circuit of the level sensor 14. This voltage varies as a function of the resistance which itself varies according to the height of the fuel level and, with the type of sensor of the figure 5 , the position of the float.
  • the voltage which is an analog datum is transformed into a digital datum which is advantageously an index whose rank is, for example, from 0 to 65.535.
  • the digital index is associated with a total volume in liters present in the tank. This transforms an analog value that is a voltage at the output of the sensor into a digital value that is associated with a value "liters in tank”.
  • Liters in tank between two consecutive calibration points are automatically calculated pro rata.
  • a calibration file of 20 lines allows a real calibration of the fuel level in the tank every 3 centimeters, from 0 to 60 centimeters.
  • each 3 centimeters corresponds to 30 liters of fuel. Intermediate positions are pro-rated.
  • the figure 7 shows a flowchart of the method according to the invention. This method is implemented mainly in the control box 10 but also partially within the control tool 20.
  • the supply of the casing 10 is permanently ensured by means of a certain number of steps looped on themselves, making it possible permanently to supply the casing 10, either by the battery 13 or by the battery 15 according to the state of the engine 11.
  • step EA1 the operation of the motor 11 is examined.
  • the battery 13 is turned on.
  • the battery 13 is selected by the tilt connector 102, within a step EA2, to supply the housing 10 in a step EA4.
  • step EA3 the battery 15 is selected by the tilt connector 102 to supply the housing 10 in a step EA4.
  • the operation of the motor 11 is examined to allow the tilt connector 102 to choose between the two power modes. Nevertheless, it is quite possible to use a sensor of position of the ignition key instead of an operating sensor of the engine 11, typically a voltage sensor placed on the excitation terminal of the alternator. Indeed, generally, as soon as the ignition key is in the "ON" position, the power supply circuit is energized and is therefore able to power the housing 10.
  • the method according to the invention questions the clock 103, in a step EM1, in order to know the appropriate sampling instant at which the various data constituting a data line will be captured at the chosen and preprogrammed periodicity, here 90 seconds.
  • the date and time D / H are then used to associate, in a step EM2, an acquisition at the appropriate time of the output signal SC of the sensor 14. Finally, in a step EM3, the locational geo-location data at the instant D / H are acquired from the geolocation receiver 105.
  • the set of data Loc, SC, D / H is stored in the memory in the form of a line L D / H.
  • the memory implemented within the embedded box 10 will advantageously have a capacity around 20,000 lines, 24,000 for example, which corresponds to about 20 consecutive days.
  • the lines L D / H and L D / H + 90N successive for N ranging from 1 to a predefined number, for example 10, are then examined within a step EM5 to detect a drop in fuel level or an increase fuel level at a constant geographical position.
  • an AL alarm is then sent to the control tool 20 which receives it, records it and advantageously proceeds to a display of this AL alert in a step FM2.
  • control tool 2 is connected to or connects to the housing 10 in a step FM0. Then, in a step FM1, the lines L D / H are transferred offline or in real time to the control tool 20 where they are stored in a memory.
  • the control tool 20 then makes it possible to draw up various tables of results of the type of that presented in the figure 8 .
  • this table are presented the characteristics of consumptions observed for a plurality of vehicles operated at different operating sites and driven by different drivers.
  • the identity of the driver who drove the vehicle on which the housing 10 is embedded is generally external data acquired within the control tool 20 by data entry through the user interface 23.
  • C ' this is also the case for other data relating to the operation of vehicles, in particular a zone of activity, for example to achieve in particular virtual guarding ("geofencing" in English).
  • the information can be retrieved by the onboard system when the one is connected to the tachograph of the vehicle.
  • the data can be automatically detected in real time by the onboard system.
  • the device can automatically control whether the GPS position at the time of detection of a full corresponds to the location of a fuel pump. This corresponds to a combination of information.
  • Such a dashboard makes it possible to follow the consumption more or less detailed according to the driver, according to the site of operation or depending on the vehicle.
  • control tool 20 comprises a user interface 23 for acquiring external data provided by a user of the control tool 20.
  • control tool 20 will then be advantageously informed on the amount of fuel introduced into each tank, depending on fuel bills.
  • control tool 20 will be able, automatically and autonomously, to provide an alert to signal an inconsistency between the two quantities, if any. A robbery will then be suspected.
  • control tool 20 since the control tool 20 has L D / H data lines as received and stored in the control tool, it is possible to perform a number of calculations, including ratios between time. from engine on to stopped vehicle and the engine time on to moving vehicle. These ratios give access to a percentage of consumption that can be saved.
  • the invention makes it possible to know the place, the date and the time of the overconsumption due to a motor running vehicle stopped. This makes it possible to correct the behavior of the drivers and to reduce the overconsumption due to keeping the engine switched off.
  • the apparatus may have a function of work ancillary to the operation of its engine requiring the operation of the engine to be activated.
  • the housing then comprises means for determining the operating status of this ancillary work function, the operating status data of the engine being included in the data line to be processed by the data processing module.
  • the times during which the work function is activated are then excluded from the idle idle engine running times.
  • the knowledge of the operating status of the work function is typically determined from the activation or not of a power take-off carried by the device.
  • the control tool 20 also makes it possible to collect the data by group. For example, all vehicles operating on a site could be grouped together to calculate an average consumption of the site and to be able to compare the exploitations on various sites. Comparisons between trucks can be also made or comparisons between drivers.
  • the control tool 20 according to the invention in combination with the embedded box 10 according to the invention, therefore makes it possible to report on the past of an operation as well as reporting on the current operation, that is, that is to say at the present time of operation, since it makes it possible to send alerts in real time to the control tool 20.
  • the control tool 20 is connected wirelessly to the embedded box 10 for, for example, that the housing 10 can transmit AL alerts in real time to the control tool 20.
  • the embedded box 10 can be wiredly connected to the control tool 20 to transfer the data lines.
  • a wired path is more suited to the amount of data then transferred from the housing 10 to the control tool 20.
  • an RS232 connection may be used.
  • the control tool 20 will also advantageously be capable of displaying, on its display device, maps showing the path of the vehicle as well as the locations of the tank fillings and, possibly, the places at which a drop in the fuel level has occurred. been observed.
  • the invention makes it possible to have a detailed precise vision of the fuel consumption and thus to reduce irregular and unproductive consumption.
  • the invention therefore makes it possible overall to reduce fuel consumption and to enhance the profitability and competitiveness of companies.
  • the invention allows better overall management by setting up tables various tracking.
  • Commitments in structuring approaches can be undertaken by the road transport companies through the invention and thus generate an additional source of mobilization and motivation of all staff.

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EP10785149.5A 2009-10-21 2010-10-20 Système électronique de surveillance permettant un calcul de consommations de carburant et d'émissions de co2 réelles pour un appareil en mouvement, à l'arrêt, en travail, avec exclusion ou pas de vols de carburant Active EP2502209B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
SI201031430A SI2502209T1 (sl) 2009-10-21 2010-10-20 Elektronski nadzorni sistem, ki omogoča izračun dejanske porabe goriva in emisij CO2 za premikajoče, ustavljeno ali delujoče vozilo s preprečevanjem kraje goriva ali brez njega
PL10785149T PL2502209T3 (pl) 2009-10-21 2010-10-20 Elektroniczny system monitorowania umożliwiający obliczanie rzeczywistego zużycia paliwa i rzeczywistej emisji co2 przez urządzenie będące w ruchu, zatrzymane lub pracujące, z uwzględnieniem lub bez uwzględnienia kradzieży paliwa
RS20170355A RS55869B1 (sr) 2009-10-21 2010-10-20 Elektronski sistem za nadzor koji omogućava proračun stvarne potrošnje goriva i emisije co2 za uređaj u pokretu, kada je zaustavljen, kada radi, uz isključivanje ili bez isključivanja krađe goriva
HRP20170516TT HRP20170516T1 (hr) 2009-10-21 2017-03-30 Elektronički nadzorni sustav koji omogućava izračun stvarne potrošnje goriva i emisija co2 za pokretne, zaustavljene ili uređaje u radu, sa ili bez uređaja za sprječavanje krađe goriva

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0957388A FR2951573B1 (fr) 2009-10-21 2009-10-21 Systeme electronique de surveillance
PCT/FR2010/052238 WO2011048333A1 (fr) 2009-10-21 2010-10-20 Système électronique de surveillance permettant un calcul de consommations de carburant et d'émissions de co2 réelles pour un appareil en mouvement, à l'arrêt, en travail, avec exclusion ou pas de vols de carburant.

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Publication Number Publication Date
EP2502209A1 EP2502209A1 (fr) 2012-09-26
EP2502209B1 true EP2502209B1 (fr) 2017-01-11

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EP10785149.5A Active EP2502209B1 (fr) 2009-10-21 2010-10-20 Système électronique de surveillance permettant un calcul de consommations de carburant et d'émissions de co2 réelles pour un appareil en mouvement, à l'arrêt, en travail, avec exclusion ou pas de vols de carburant

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US (1) US8600653B2 (da)
EP (1) EP2502209B1 (da)
BR (1) BR112012009494B1 (da)
CA (1) CA2777255C (da)
CY (1) CY1118755T1 (da)
DK (1) DK2502209T3 (da)
ES (1) ES2618627T3 (da)
FR (1) FR2951573B1 (da)
HR (1) HRP20170516T1 (da)
HU (1) HUE031608T2 (da)
LT (1) LT2502209T (da)
PL (1) PL2502209T3 (da)
PT (1) PT2502209T (da)
RS (1) RS55869B1 (da)
SI (1) SI2502209T1 (da)
WO (1) WO2011048333A1 (da)

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DE102013205821B4 (de) * 2012-04-25 2023-06-15 Ford Global Technologies, Llc Kraftstofffördermodul mit Kraftstofffilter
KR101920236B1 (ko) * 2012-06-19 2018-11-20 삼성전자주식회사 배터리를 충전하기 위한 방법 및 그 전자 장치
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JP2018205209A (ja) * 2017-06-07 2018-12-27 愛三工業株式会社 燃料残量検出装置と燃料供給モジュールの製造方法
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Publication number Publication date
CA2777255C (fr) 2017-11-07
ES2618627T3 (es) 2017-06-21
WO2011048333A1 (fr) 2011-04-28
BR112012009494B1 (pt) 2021-01-12
EP2502209A1 (fr) 2012-09-26
DK2502209T3 (da) 2017-04-10
FR2951573B1 (fr) 2012-04-27
RS55869B1 (sr) 2017-08-31
CA2777255A1 (fr) 2011-04-28
SI2502209T1 (sl) 2017-05-31
CY1118755T1 (el) 2017-07-12
LT2502209T (lt) 2017-04-25
PT2502209T (pt) 2017-04-21
HRP20170516T1 (hr) 2017-06-02
PL2502209T3 (pl) 2017-08-31
BR112012009494A2 (pt) 2016-05-03
US8600653B2 (en) 2013-12-03
US20120232777A1 (en) 2012-09-13
HUE031608T2 (hu) 2017-07-28
FR2951573A1 (fr) 2011-04-22

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