EP2502209B1 - Electronic monitoring system enabling the calculation of actual fuel consumption and co2 emissions for a moving, stopped or operational apparatus, with or without fuel theft exclusion - Google Patents

Description

Background of the invention

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.

The building and civil engineering sectors are also concerned by the use of other construction equipment and generators, as there are also significant fuel consumption.

There is currently software to optimize fuel consumption. These programs are mainly implemented within a control tool that is not placed on the vehicle itself. There are also some that are intended to be installed within the vehicle itself.

These software tools typically allow the capture or capture of data on the fuel supply in a vehicle and the distances traveled to calculate average fuel consumption.

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.

These software programs already make drivers aware of the impact of driving on consumption in order to make them have a more economical driving.

Nevertheless, these fuel consumption monitoring software only allow access to average fuel consumption per vehicle without being able to access more precise data on fuel consumption.

There are also 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.

In this case, 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.

Currently, in onboard electronics on vehicles, the volume of fuel consumed is only accessible via this device.

Such a structure of an electronic system for monitoring the fuel consumption by a vehicle allows a proper tracking of fuel consumption.

Nevertheless, we observe that today such systems show limits. In particular, it turns out that these programs do not allow to face new behaviors on the part of the drivers and structured networks that organize thefts, substitutions of fuel and other violations.

Above all, 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.

They also do not allow access even indirectly to the identity of the person who committed the crime or how that person did it.

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.

Object and summary of the invention

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.

For the purposes of the invention, the term "apparatus at standstill" means that the apparatus has a zero speed. With such a monitoring system using a telemetry of the fuel level, 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. Insofar as 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. .

According to the invention, this fuel level sensor is previously calibrated to take quantitative fuel level measurements between a top wall and a bottom wall of the tank. Indeed, 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. Indeed, 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.

It should be noted here that currently fuel gauges as used in vehicles and sending their measurement data on the CAN bus of the vehicles are not calibrated so as to allow a quantitative measurement of the fuel level. Instead, they allow an indicative measure only to track the decrease in fuel level from the moment that only a given amount of fuel remains from which the gauge begins to show a decrease. The known gasoline gauges generally remain for a certain time at the maximum level following a full charge before the gauge indicates a progressive decrease in the fuel level. The purpose of this indication is effectively to prevent the user from Break down and not follow in real time the decrease in fuel level.

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 then 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.

In fact, 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.

This characteristic is unknown to electronic surveillance systems as currently known since it is never intended that data be recorded outside the operation of the apparatus on which is embedded all or part of the electronic monitoring system.

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 .

Indeed, 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.

We therefore note that, in addition to being able to access the knowledge of consumption by driver or by vehicle, as this is already partially enabled by the previously known devices, 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.

In addition, 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. Indeed, 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.

Indeed, 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.

More generally, 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. It should be emphasized here that 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.

Finally, it should be noted that 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. In the case of a deferred alert, especially when the box must be connected to the control tool to provide the data, it is noted that 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.

Thanks to the timestamping data, 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.

In addition, 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.

Indeed, 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. Thus, a time elapsed between two specific dates is known thanks to the time stamp. It is not a question of calculating an excessive consumption average by using a kilometer index interrogated between two points or of comparing with the theoretical consumption by using the data coming from the CAN bus of the apparatus. Nevertheless the data from the CAN bus can be compared with the data obtained with the invention. It is the same for data from other instruments such as chrono tachymeter which can in parallel deliver the distance traveled, working time, rest and speed, the driver identity. 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.

With the invention, 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.

This then makes it possible to rectify the behavior of a particular driver who would tend to leave his engine running thus generating not only costs for the company but also CO ₂ emissions that it is perfectly desirable to decrease especially as companies are now particularly inclined to provide environmental performance data in their favor.

Thus, 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.

In particular, the "Objective CO ₂ : Carriers commit ..." charter can be signed by the companies that will be equipped with the monitoring according to the invention to enhance their commitments internally and externally.

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.

Thanks to the recurrence of its records of measurement of fuel levels and the combination with data of geolocation, timestamping and operating status of the engine, 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.

In addition, insofar as the on-board unit operates regardless of the operating status of the device on which it is embedded, 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.

Of course, 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.

According to particular embodiments of the invention, 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.

These different means for knowing the operating status of the engine give a reliable result to know if the engine runs and consumes fuel or is off and no longer consumes fuel.

According to an advantageous characteristic, 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.

In fact, a drop in the fuel level at a constant geographic position followed by an increase in this level at a constant geographical position, whether it is the same position or a position different from the fuel decrease observed previously, or possibly the opposite, will be fully characteristic of a fuel substitution.

According to a particular characteristic, the 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.

In combination with the previous feature, 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.

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.

In addition to the place, the date, it is thus understood that the electronic monitoring system according to the invention 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.

Also with this control tool, it is possible to know where, when, and how a thief attacked to steal fuel.

According to a particular characteristic, 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. at constant geographical position as this is covered by the invention. Fluctuations in the tank may be due in particular to acceleration and deceleration of the vehicle.

According to a preferred feature of the invention, the recording periodicity of the data lines is between 85 and 95 seconds.

The inventors have indeed noted that 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 allows the electronic monitoring system according to the invention to provide an optimal amount of data, neither too low nor too important to track the real consumption by the reliable vehicle and sufficiently accurate in view of the observations on the fuel level in a tank made elsewhere within the control tool.

Indeed, 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.

Indeed, by performing a sampling with a period of less than 60 seconds, it is observed that it is necessary to average the level indicated by the sensor under penalty of not detecting certain fuel drops at a constant geographic position or to detect false fuel drops at a constant geographical position.

The calculation of such a level average mobilizes computing resources within the processing means. This may be desirable to avoid for reasons of economy or speed of calculation.

Thus the optimization of the periodicity of the recordings of the data lines is particularly important in the context of the invention and a choice around 90 seconds is particularly suitable.

According to an advantageous characteristic, 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 characteristic makes it possible to know if the driver has remained close to the vehicle when a fuel drop is detected. Indeed, during a vehicle theft, people who perform this act usually take their precautions to be able to leave easily and without wasting time. Thus, it is generally found that the ignition keys generally remain in the "On" position or the engine continues to rotate during flights by siphoning the tanks of vehicles. In this case, the kinetics of disappearance of the fuel with the engine turned on makes it possible to separate the flight from a simple consumption to the stopping of the running engine.

The presence of 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.

According to one particular characteristic, 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.

This characteristic makes it possible to associate each observed level of fuel in the tank to an output value of the sensor automatically ensuring the quantitative nature of the measurements made by the fuel level sensor. The use of such an automatic calibration module is interesting, but manual calibration can also be performed on each type of tank to associate a remaining volume of fuel to an output value of the sensor.

According to an advantageous characteristic, the data processing unit of the control tool is adapted to calculate an actual consumption of the apparatus from the recorded data lines.

According to another advantageous characteristic of the electronic system according to the invention, 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.

According to an advantageous characteristic, 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. Indeed, for certain particular actions, 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. certain special actions, 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. Over a period of several hours when the engine remained switched off device, 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.

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.

According to a preferred implementation, the various steps of the method according to the invention are determined by instructions of computer programs.

Accordingly, 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. For example, 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.

On the other hand, 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.

Alternatively, 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.

Brief description of the drawings

• la figure 1 montre schématiquement un système de surveillance électronique selon l'invention ;
• la figure 2 montre un exemple de lignes de données successives enregistrées au sein du boîtier embarqué et téléchargées dans l'outil de contrôle avant d'y être fiché à la façon représentée sur cette figure;
• les figures 3A et 3B montrent respectivement un exemple de paramétrage d'alerte pour signaler une chute du niveau de carburant à position géographique constante et d'un signal spécifique signalant la présence d'un remplissage du réservoir à position géographique constante et un exemple d'affichage d'alertes de surconsommation ;
• les figures 4A, 4B, 4C et 4D montrent des tableaux et graphiques dans lesquels des événements de surconsommation anormaux sont détectés ;
• la figure 5 montre un exemple de capteurs utilisant un flotteur susceptible d'être utilisé pour la mise en oeuvre de l'invention.
• la figure 6 montre un tableau résultat d'un étalonnage du capteur de niveau de carburant selon l'invention ;
• la figure 7 montre un organigramme du procédé selon l'invention ;
• enfin la figure 8 montre une fiche susceptible d'être dressée au sein de l'outil de contrôle pour la gestion d'une flotte de véhicules ou d'un groupe de chauffeurs.

Other features and advantages of the present invention will emerge from the description given below, with reference to the accompanying drawings which illustrate an embodiment having no limiting character. In the figures:

• the figure 1 schematically shows an electronic monitoring system according to the invention;
• the figure 2 shows an example of successive data lines recorded in the embedded box and downloaded into the control tool before being stuck there in the manner shown in this figure;
• the Figures 3A and 3B respectively show an example of an alert setting to signal a drop in the fuel level at a constant geographical position and a specific signal indicating the presence of a filling of the tank at constant geographical position and an example of display of warnings of overconsumption;
• the Figures 4A , 4B, 4C and 4D show charts and graphs in which abnormal overconsumption events are detected;
• the figure 5 shows an example of sensors using a float that can be used for the implementation of the invention.
• the figure 6 shows a table resulting from a calibration of the fuel level sensor according to the invention;
• the figure 7 shows a flowchart of the method according to the invention;
• finally the figure 8 shows a form likely to be drawn up within the control tool for managing a fleet of vehicles or a group of drivers.

Detailed description of an embodiment

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. In general, 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.

Thus, 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. For this, 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.

According to a particular embodiment, 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. Thus, 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.

According to a particular embodiment, 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.

Specifically, 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 according to the invention 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.

Advantageously, the 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.

• ymmddnnn,ddmmaaaa,hhmmss,xxxx.x,yyyy.y,zzzz.z,ABCDEFrr,IJKLMOPr,sss.s,d dmm.mmm,S,dddmm.mmm,W,cc.cccc,tt.t,tt.t,tt.t

The message transferred by the enclosure to the control tool has the format next :

• ymmddnnn, ddmmaaaa, hhmmss, xxxx.x, yyyy.y, zzzz.z, ABCDEFrr, IJKLMOPr, sss.s, d dmm.mmm, S, dddmm.mmm, W, cc.cccc, tt.t, tt.t , tt.t

This format is interpreted as follows: Vehicle identification - serial number: ymmddnnn, Dated : ddmmaaaa, Hour : hhmmss, Liters R1 : xxxx.x, Liters R2 : yyyy-y, Liters R3 : zzzz.z, Status 1 : ABCDEFrr, Status 2 : IJKLMOPr, NM / hr speed : sss.s, Latitude : ddmm.mmm, Latitude : S, Longitude : dddmm.mmm, Longitude : W, Customer interface (EcoG for example) : cc.cccc, Temperature 1 : +/- tt.t, Temperature 2 : +/- tt.t, Temperature 3 : +/- tt.t

The speed of sending data is programmable between 4800, 9600 and 19200 bauds per second.

It can be added to this frame all the information provided by the CAN bus, the tachograph of the vehicle and at least one RFID module

In this table, we see, given the geolocation data noted Loc1 and Loc2, that the vehicle moved between 21:06 and 21:27. The fuel level decreases logically with the movement of the vehicle. Nevertheless, it is noted here that the observation of this decrementation is conditioned by the sensitivity of the sensor 14 implemented in the reservoir 12.

It can also be seen that 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 . Here the status 1 informs us that the ignition key is in the ON position (second data of status 1: 0 = ignition ON) and that the engine of the vehicle is on (fourth data of status 1: 1 = engine on). 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. To carry out this detection, 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 .

Advantageously, as well as presented on the figure 3 , 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.

It is thus possible to very finely track any theft of fuel on a given vehicle and to be able to specify the time at which this flight was perpetrated as well as the location, which is not specified here but which is known in the data lines as communicated to the control tool. It is also possible to disassociate a flight from overconsumption due to a motor running device off.

Until now, it was not possible to detect such a flight and give its characteristics because the use of a flow meter or a measure of the amount of fuel dispensed to the engine to measure consumption in no way detects the date and time of a flight.

Indeed, in known devices, it is possible to know the fuel consumption at any time, it is not possible to track in real time the amount of fuel in the tank of the vehicle and it prevents the detection of theft by siphoning.

The Figures 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.

On the Figure 4A , we see that the truck makes a small displacement visible on the geolocation data, before stopping in register / data line 7. Then, the volume V1 of the tank has according to the successive registers 9 to 12, decreased by 41 liters without movement of the vehicle. This typically signifies the occurrence of siphoning, the amount disappeared as a function of the stopping time being greater than the consumption of a motor running at a standstill.

In addition, apart from the flight problems, we note that, as we have access to the status of the ignition key and the engine at the same time as geolocation data, it would be possible to detect overconsumption by the fact that the driver has left the engine running. It is even possible to give a result in the form: the vehicle remained 20% of the overall operating time of the engine at a standstill.

As shown on the Figure 4B , 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. In the example presented, 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.

Thus 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. ..

In addition, in the case where such a sensor is used, it is necessary that, for the low position of the float 143, that is to say the lowest rotational position, the float 143 touches the lower wall of the tank. 12.

It is also necessary for the invention that the high rotational position be quantitative for the highest possible fuel levels in the tank 12. For this it is necessary that 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. However, ideally, 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.

As presented on the figure 5 and described above, 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. Such a table can be the result of a manual calibration or an automatic calibration.

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.

To perform a manual calibration, it is necessary that 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. In any case, it is necessary that 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.

Finally, it is necessary that the reservoir 12, which will be calibrated, be well identified within the housing 10. Advantageously, the maximum capacity of the tank in question will also be indicated near the housing 10.

It is noted here that 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.

Indeed, the manual calibration of the tank is necessary for the monitoring system to give the maximum accuracy of reading the fuel levels in the tank.

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.

Such a file of the type represented on the figure 6 is then used for subsequent installations in vehicles with different configurations similar to floats and tank sizes.

Indeed, it is expected to be able to calibrate the tank automatically. It is then a question of downloading a calibration file from an auxiliary device or more preferably from the control tool. In this case, 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.

Nevertheless, this calibration will not be strictly adapted to the particular reservoir considered and may possibly lead to errors in the quantitative level of fuel level measurements. A manual calibration will be essential.

At the beginning of the manual calibration operation, it is therefore necessary to ensure that the tank is empty. If this is not the case, the overconsumption and fuel consumption below the fuel level observed will not be detected or will be distorted. It is also necessary to wait until the output signal of the sensor is stabilized.

Then, one can for example fill the tank up to about 1/16 ^th . Thus, for a tank of 1200 liters, 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. Of course, it is necessary to wait until the output signal of the sensor is stabilized before capturing. It may take a minute or slightly longer after you have finished adding fuel to the tank.

Then, another point is made at 2/16 ^th filling of the tank. This operation is carried out until the tank is full.

In the example given, the tank is filled by 16 ^th . However, 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.

With the sensor of the figure 5 , 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.

Typically, 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.

These extremal resistance values correspond to the extreme positions of the float 143 respectively for a full tank and an empty tank. For example, 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.

During the manual calibration process, at each step of the calibration, 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".

A number of lines equal to 10 being a minimum, preferably, the number of lines of the calibration file will be between 16 and 20 lines. Typically, if the maximum capacity of the tank is 460 liters and if a file of 20 lines is required, it will fill the tank in portions of about 23 liters.

Liters in tank between two consecutive calibration points are automatically calculated pro rata. For a tank that has a height of 60 centimeters and a capacity of 600 liters, 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. We note here that for a 600-liter paved type tank, each 3 centimeters corresponds to 30 liters of fuel. Intermediate positions are pro-rated.

On the figure 6 , 20-liter portions are used to make the calibration file.

It is noted here that if an original gauge previously installed on a tank is used for the implementation of the invention, a preliminary manual calibration is necessary in the manner presented above. A dedicated interface will advantageously then be used.

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.

In the first place, 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.

So, on the figure 7 in step EA1, the operation of the motor 11 is examined. In the case where the motor 11 is in operation (case O), the battery 13 is turned on. In this case, the battery 13 is selected by the tilt connector 102, within a step EA2, to supply the housing 10 in a step EA4.

In the case where the motor 11 is not in operation, in a step EA3, the battery 15 is selected by the tilt connector 102 to supply the housing 10 in a step EA4.

It is noted here that 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.

Next, 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.

Then, in a step EM4, 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.

In the case where a fuel level drop is observed at constant geographical position in the step EM5, 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.

In parallel, the 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 . In this table, are presented the characteristics of consumptions observed for a plurality of vehicles operated at different operating sites and driven by different drivers. It is noted here that 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).

Regarding the identity of the driver, the information can be retrieved by the onboard system when the one is connected to the tachograph of the vehicle.

Concerning virtual guarding, the data, provided that the user has previously provided it, can be automatically detected in real time by the onboard system. For example, 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.

It is then possible to establish averages of consumption and also to establish statistics on the environmental impact of the operation, in particular by calculating the actual CO ₂ emissions from operating results.

Advantageously, it has been seen that the control tool 20 comprises a user interface 23 for acquiring external data provided by a user of the control tool 20.

Typically, the control tool 20 will then be advantageously informed on the amount of fuel introduced into each tank, depending on fuel bills.

By comparing the quantity of fuel thus seized with a fuel increase corresponding to the filling time and date corresponding to the invoice, it is possible, thanks to the invention, to compare the quantities of fuel automatically within the control tool 20.

In this case, the 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.

In addition, 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. However, 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.

It is also possible to do all kinds of statistical calculations, such as average consumption per 100 km, consumption in volume, average consumption per hour with the engine on.

It is also possible to exclude or include the stolen fuel parts, since the invention makes it possible to identify and quantify them, to calculate the real cost of the fuel item within a farm or to calculate the fuel cost. the actual carbon emission impact of the operation.

It should be noted here that 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. Indeed, it is envisaged according to the invention that 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.

On the other hand, it is also desirable that the embedded box 10 can be wiredly connected to the control tool 20 to transfer the data lines. Indeed, a wired path is more suited to the amount of data then transferred from the housing 10 to the control tool 20. For example, an RS232 connection may be used.

In addition, it may be envisaged to secure the communications between the box 10 and the password control tool 20.

It is also envisaged to preprogram the electronic monitoring system, so that it detects possible manipulations on the embedded box 10 to prevent its operation: disconnection of a sensor etc. A specific alarm, preferably sent in real time to the control tool 20, is then advantageously associated with such a detection. Such means for preventing the piracy of embedded boxes are known to those skilled in the art and can be implemented within the electronic system according to the invention.

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. In addition, 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.

Claims (20)

1. An electronic monitoring system enabling real fuel consumption and CO₂ emissions to be calculated for a machine in motion or stopped, with our without fuel theft exclusion, comprising a casing (10) onboard a machine (1) including at least an engine (11), a tank (12) and an electrical power supply circuit (13), and a non-mobile surveillance tool (2) to which the onboard casing (10) is suitable for being connected by wire or wireless means,

   - the onboard casing (10) comprises:

   - at least one connector (101) for connection to at least one dedicated fuel level sensor (14) capable of producing quantitative measurements of the fuel level between a top wall and a bottom wall of the tank (12) and for reception by the casing (10) of fuel level data coming from this sensor (14), the dedicated sensor (14) being calibrated before the electronic system enters service so that each output value of the sensor (14) is associated on a one-to-one basis with a position of the fuel level between the top wall and the bottom wall of the tank (12) and a precise volume of fuel remaining in the tank whatever the fuel level between the top wall and the bottom wall,

   - at least one clock (103) suitable for providing time stamp data;

   - at least one receiver (105) for receiving geolocation data; and

   - at least one memory (106) for storing successive rows of data (L_D/H) comprising the fuel level data, the time stamp data, and the geolocation data at a given time, with a periodicity between 1 and 240 seconds;

   - the onboard casing (10) is adapted to be powered by the electrical power supply circuit (13) of the machine (1) when the machine (1) is operating and to be powered, when the machine (1) is not operating, by an independent battery (15) suitable for being charged while the machine (1) is operating;

   - the onboard casing (10) further comprises a data processing module (104) that is capable of detecting a drop in fuel level at constant geographical position from successive stored rows of data (L_D/H) and, if a drop in fuel level is detected at constant geographical position, i.e. for a machine that is stopped, that is capable of communicating an alert (AL) to the surveillance tool (2) in real time or in deferred time when the casing (10) is connected to the surveillance tool (2), the data processing module (104) also being suitable for communicating rows of data (L_D/H) to the surveillance tool (2);

   - the surveillance tool (2) is suitable for connection to the onboard casing (10) by wire or wireless means and comprises at least a memory (20) for storing the alerts (AL) and the rows of data (L_D/H) communicated by the onboard casing (10), a data processing unit (21), and a screen (22) for displaying the alerts (AL) and the data communicated by the onboard casing (10),

   - the casing (10) further comprises means for detecting the operating or non-operating state of the engine (11) of the machine (1), the engine operating state data being included in the row of data (L_D/H) to be processed by the data processing module (104) in such a manner as to include the operating state data of the engine (11) in the alert communicated to the surveillance tool (2);

   - the surveillance tool (2) thus determining the times with the engine running with the machine stopped and the times with the engine running with the machine in motion.
2. The electronic monitoring system according to claim 1, characterized in that the means for detecting the operating state of the engine comprise a connection to a sensor placed at the excitation terminal of an alternator of the electrical power supply circuit.
3. The electronic monitoring system according to claim 1, characterized in that the means for detecting the operating state of the engine comprise a connection to an on-board diagnostics port providing the engine running information or a connection to the battery to measure the voltage difference across the terminals of the main battery, the data processing module knowing beforehand the voltage difference observed between an ON position of the ignition key and the voltage observed with the engine running.
4. The electronic system according to claim 1, characterized in that the data processing module (104) of the casing (10) is capable of detecting a rise in fuel level at constant geographical position characteristic of topping up the tank (12) from the successive stored rows of data and, if a rise in fuel level at constant geographical position is detected, of communicating in real time or in deferred time a dedicated signal to the surveillance tool (2) to report the topping up.
5. The electronic system according to claim 4, characterized in that the surveillance tool (2) further comprises a data entry interface (23) enabling a user to enter external data relating to topping up the tank (12), the data processing unit (21) being adapted to receive this entered external data to detect inconsistencies between the external data entered by the user and the signals specific to topping up as communicated by the onboard casing (10).
6. The electronic system according to one of the preceding claims, characterized in that the periodicity of storing rows of data (L_D/H) is between 60 and 120 seconds.
7. The electronic system according to claim 6, characterized in that the periodicity is between 85 and 95 seconds.
8. The electronic system according to one of the preceding claims, characterized in that the casing (10) further comprises a connector to be connected to at least one ignition key position detector (16) and in that the data from this detector (16) is included in the row of data (L_D/H) and is processed by the data processing module (104) in such a manner as to include the ignition key position data in the alert communicated to the surveillance tool (2).
9. The electronic system according to one of the preceding claims, characterized in that the casing (10) comprises a module for calibrating the fuel level sensor selected from ultrasound sensors and sensors using a float, calibration taking place before the electronic system enters into service and automatically associating on a one-to-one basis an output value of the sensor (14) with each fuel level position between the top wall and the bottom wall of the tank (12) and with a precise volume of fuel remaining in the tank.
10. The electronic system according to one of the preceding claims, characterized in that the data processing unit (21) of the surveillance tool (2) is adapted to calculate a real consumption of the machine (1) from the stored rows of data.
11. The electronic system according to one of the preceding claims, characterized in that the data processing unit (21) of the surveillance tool (2) is adapted to calculate the carbon dioxide emission of the machine (1).
12. The electronic monitoring system according to one of the preceding claims, characterized in that, for the machine having a working function ancillary to the operation of its engine, the casing comprises means for determining the operating state of this ancillary working function, the operating state data for the ancillary working function being included in the row of data (L_D/H), the surveillance tool (2) thus determining times with the engine running with the machine stopped and working and times with the engine running with the machine stopped and not working.
13. The electronic monitoring system according to one of the preceding claims, characterized in that the dedicated sensor (14) presents a longitudinal body (141) intended to be placed vertically in the tank and of adjustable length so as 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) being hinged about an axis (144) placed at the bottom end of the body (141), the position of the float (143) corresponding to an analog resistance measurement measured by a potentiometer or ohmmeter (145) placed under the path of the lever arm (142) in the vicinity of the axis (144) of the sensor, the value of the resistance of the potentiometer (145) being variable as a function of the position of the lever arm (142) as a result of the buoyancy of the float (143) at the fuel surface, the position of the float (143) then being identified as a function of the output value from the potentiometer (145) between two extreme values, known beforehand, corresponding to the tank full and the tank empty, following calibration in which the output value of the potentiometer is associated with a total volume in liters present in the tank.
14. The electronic monitoring system according to one of the preceding claims, characterized in that the length of the lever arm (142) may be modified as a function of the location at which the float (143) is fastened and of the fastening axis (144) on the body (141), installation of the sensor comprising two steps, a step of adjusting the length L of the body (141) so that it is equal to 50% of the diameter of the tank when it is cylindrical or 50% of the height of the tank when it is a square or rectangular cuboid, a step of adjusting the position of the float (143) on the lever arm (142) in such a manner that, when the arm (142) of the float (143) is in the tank full position, the top wall of the float (143) is at the height of the top wall of the tank and in such a manner that, for the bottom position of the float (143), i.e. the lowest rotation position of the arm (142), the float (143) touches the bottom wall of the tank (12).
15. A casing (10) for installation on a machine (1) comprising at least one tank (12), an engine (11), and an electrical power supply circuit (13), and suitable for being connected by wire or wireless means to a non-mobile surveillance tool (2) to produce an electronic system according to one of the preceding claims, comprising:

    - at least one connector (101) for the connection to at least one dedicated fuel level sensor (14) capable of producing quantitative measurements of the fuel level between a top wall and a bottom wall of the tank (12) and for reception, by the casing (10), of fuel level data coming from this sensor (14), the dedicated sensor (14) being calibrated before the electronic system enters service so that each output value of the sensor (14) is associated on a one-to-one basis with a position of the fuel level between the top wall and the bottom wall of the tank (12) and with a precise volume of fuel remaining in the tank whatever the fuel level between the top wall and the bottom wall;

    - at least one clock (103) suitable for providing time stamp data;

    - at least one receiver (105) for receiving geolocation data; and

    - at least one memory (106) for storing successive rows of data (L_D/H), each comprising the fuel level data, the time stamp data, and the geolocation data at a given time, with a periodicity between 1 and 240 seconds;

    - the onboard casing (10) is adapted to be powered by the electrical power supply circuit (13) of the machine (1) when the machine (1) is operating and to be powered, when the machine (1) is not operating, by an independent battery (15) suitable for being charged while the machine (1) is operating;

    - the onboard casing (10) further comprises a data processing module (104) that is capable of detecting a drop in fuel level at constant geographical position from the successive stored rows of data (L_D/H) and, if a drop in fuel level is detected at constant geographical position, i.e. for a machine that is stopped, that is capable of communicating an alert (AL) to the surveillance tool (2) in real time or in deferred time when the casing (10) is connected to the surveillance tool (2), the data processing module (104) also being suitable for communicating rows of data (L_D/H) to the surveillance tool (2),

    - the casing (10) further comprises means for detecting the operating or non-operating state of the engine (11) of the machine (1), the engine operating state data being included in the row of data (L_D/H) to be processed by the data processing module (104) in such a manner as to include the operating state data of the engine (11) in the alert communicated to the surveillance tool (2).
16. A non-mobile surveillance tool (2) connected by wire or wireless means to an onboard casing (10) according to claim 15, comprising at least one memory (106) for storing the alerts (AL) and the rows of data (L_D/H) communicated by the onboard casing (10) from which it accesses times with the engine running when the machine is stopped and times with the engine running when the machine is in motion, a screen (22) for displaying the alerts (AL) and the data communicated by the onboard casing (10).
17. A monitoring method to be implemented both in a casing (10) onboard a machine (1), including at least an engine (11), a tank (12) and an electrical power supply circuit (13), and within a non-mobile surveillance tool (2) to which the onboard casing (10) is suitable for being connected by wire or wireless means to produce an electronic system according to one of claims 1 to 14,
    comprising the following steps:

    - in the onboard casing (10):

    - calibrating at least one dedicated sensor (14) before the electronic system enters service so that each output value from the sensor (14) is associated on a one-to-one basis with a position of the fuel level between the top wall and the bottom wall of the tank (12), and with a precise volume of fuel remaining in the tank whatever the fuel level between the top wall and the bottom wall,

    - a step of reading (EM1) a clock (103);

    - a step of connecting the casing (10) via at least one connector (101) to the dedicated fuel level sensor (14) capable of producing quantitative measurements of fuel level between a top wall and a bottom wall of the tank (12) and of receiving (EM2) by the casing (10) fuel level data coming from this sensor (14),

    - a step of receiving (EM3) by the casing (10) geolocation data;

    - a step of detecting the operating or non-operating state of the engine (11) of the machine (1),

    - a step of storing (EM4), in a memory (106) of the casing (10), successive rows of data (L_D/H) comprising the fuel level data, the time stamp data supplied by the clock of the casing, the data from the operating or non-operating engine state sensor and the geolocation data at a given time with a periodicity between 1 and 240 seconds,

    - a step of selecting (EA1) a power supply (EA4) on the basis of a criterion relating to operation of the electrical circuit of the machine (1), enabling the casing (10) to be powered (EA2) by the electrical power supply circuit (13) of the machine (1) when the machine (1) is operating and, when the machine (1) is not operating, to be powered (EA3) by an independent battery (15) suitable for being charged while the machine (1) is operating;

    - a step of detecting (EM5), within the casing (10), a drop in fuel level at constant geographical position, i.e. for a machine that is stopped, by processing the data from successive stored rows of data (L_D/H) ;

    - a step of communicating, by the casing (10), an alert (AL) to the surveillance tool (2) in real time or in deferred time when the casing (10) is connected to the surveillance tool (2) and a drop in level at constant geographical position has been detected,

    - a step of communicating, by the casing (10), rows of data (L_D/H) including the operating state data of the engine (11) to the surveillance tool (2);

    - in the surveillance tool (2):

    - a step of connecting (FM0) to the onboard casing (10) by wire or wireless means;

    - a step of storing (FM1), in a memory (20) of the surveillance tool (2), alerts (AL) and rows of data (L_D/H) communicated by the onboard casing (10);

    - a step of determining engine running times with the machine stopped and engine running times with the machine in motion;

    - a step of displaying (FM2) the alerts (AL) and data communicated by the onboard casing (10).
18. A method according to claim 17 characterized in that said steps are determined by instructions of a computer program executed by a microprocessor within said onboard casing or said surveillance tool.
19. A computer program product including instructions for executing the steps of the method according to claim 18.
20. A computer-readable storage medium on which is stored a computer program product according to claim 19.

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