FR2893546A1 - Vehicle`s e.g. truck, fuel consumption monitoring system, has alarm unit warning monitoring center when difference between real fuel consumptions and stored predicted fuel consumptions exceeds threshold - Google Patents

Abstract

The system has a storage unit (35) to store predicted fuel consumptions for several paths, and a calculating unit (31) to calculate real fuel consumptions. An alarm unit (33) warns a monitoring center (2) when the difference between the real consumptions and the predicted consumptions exceeds a given threshold. The monitoring center comprises a data storage, input, display and processing unit and a control panel for controlling the operation of components stored in a vehicle.

Description

System for monitoring and controlling the fuel consumption of a

  vehicle, from a controlled information system, between vehicles and a monitoring center

  In a sector such as Road Transport, the Market offers processing and storage systems, embedded in trucks, linked to so-called "geo-positioning" systems, allowing the Company to constantly know the geographical position to 20/30 m near the vehicle, in town, or in open country. The position of the vehicle may be available also for the driver of the vehicle on a display means on board the truck.

  The availability of this data allows for many improvements in the overall organization of the monitoring center. For example the visualization on a map, on a display means, the position of a fleet of trucks. We can thus select the best placed truck to carry out urgent and unforeseen removal without delay. The knowledge of the instantaneous position of the vehicle, with the use of the GPS, brings other derived functions, thanks to the presence of embedded systems in the vehicle, such as:

  - calculation of the mileage traveled, from the different longitudes and latitudes, 30 and altitudes, - calculation of the instantaneous speeds, starting from the mileage and the clock of the system.

  It also makes it possible to locate, geographically and temporally, operations performed by the driver of a vehicle. For example, in the case of any vehicle, the fuel taken to a pump can be materialized by the coordinates of the location of the stopping of the vehicle, and the corresponding time, data provided by a tool such as the GPS.

  40 The Freight Transport activity, or any other activity involving vehicles whose fuel consumption item is an expensive item, generally gives rise to the monitoring of the consumption per 100 km, and to the unitary control of the full loads made by the chauffeur.

  45 Indeed, the monitoring of, for example, instantaneous consumption, when the vehicle is running, by an adapted instrument, is not sufficient as a control of the proper management of this item of expenditure. The company wants to identify possible diversions, for example fuel taken that would not end up in the tank of the vehicle, but in a jerry can posed near the vehicle (usually called "evaporations").

  The calculation of the average consumption per 100 km, for a vehicle, is generally done by comparing the quantities taken over a period (eg a month), the mileage traveled in this period. This is done as a first approximation by adding up the quantities taken during full periods, and comparing the total mileage traveled during this period.

  In reality, this calculation, which seems simple, presents two peculiarities.

  To be consistent with the quantities supplied, the mileage must be that recorded at the time of each full completion. Other non-correlated information can not be used with a fuel take-off, for example a mileage reading on the meter at the end of each month, because in this case the calculation gives results that are too approximate to be used. So, it is the driver who must indicate himself, with each full tank realized, what is the mileage at this moment of the vehicle.

  On the other hand, a calculation of correct consumption supposes that the full ones are complete full. Full fill means a completely filled tank, not 60, 90 or 95% only. It is understood that, in the opposite case, the calculation of the consumption per 100 km can not be precise.

  The positioning of a vehicle is done using 3 systems essentially:

- In urban areas:

  - by triangulation, on the basis of Radio Frequency antennas (MOBILOC), 30 and ad hoc equipment on board the truck (possibility offered for some cities only), - by triangulation, on the basis of GSM antennas (GSM operators ), and the mobile phone mobile driver (or fixed), - through the use of the specialized network of GPS satellites, using a specialized computer on board the truck.

- Outside a city:

  - by triangulation, on the basis of GSM antennas (GSM operators), and the mobile phone 40 mobile phone driver (or fixed), - by the use of the specialized network of GPS satellites, using a specialized calculator on the truck.

  The constraints specific to a Goods Transport Company impose a positioning with an accuracy of 20 to 30 m. GSM antennas only allow an accuracy ranging from 100 m to a few kilometers. Only the system based on GPS satellites can be used in this case. The transmission of the positions of a truck to its Enterprise can be done in two ways: by a satellite "rising" channel, implementing a specialized transmission box, on board the vehicle, and also specialized satellites, GSM-Data means (SMS messages, or data connections)

  The general organization of the GSM network in FRANCE (and in EUROPE) makes the GSM / SMS option preferable. It is by far the most used.

  On this basis, companies implement 2 types of management:

  - The positions are always sent at a high speed (every 2 minutes for example), - The positions are stored in the vehicle's storage means, with dispatch every 24 hours for example, or by order of the Company (order sent from the Company, by SMS, to the truck, for example). Another option: transfer of all information when returning to the company, eg. using a smart card.

  As seen above, truck embedded systems know how to respond to temporary orders sent by the Company, via specific SMS messages. Regarding data other than those related to the positioning of the vehicle, the companies have on-board processing and storage means on board the vehicles, able to transfer data to the company managing the vehicle.

  These means are connected to various peripherals, such as tachographs, thermal probes, smart card readers, etc. and communicate for example by SMS messages, from embedded GSM modems.

  The monitoring and calculation of consumption is based partly on indications given by the driver himself.

  Thus, the driver can, at each fuel supply, complete a management document on which he indicates the registration of the vehicle, its mileage, the amount of fuel taken, the date and time of the taking. These data can then be entered in the enterprise, to establish the average consumption of one month.

  The process may be automated in whole or in part, for example with the use by the driver of a magnetic badge which is inserted into an appropriate reader of the pump at the time of supply. The badge is read at the time of filling, the registration of the vehicle, the quantity taken, and the date being automatically memorized and transferred to the Company. It's up to the driver to enter the mileage himself, for example.

  The badge above may have in memory the mileage of the vehicle, the driver having previously introduced his badge in an appropriate reader, at the cab of the vehicle, mileage counter on this occasion on the badge.

  In industrial uses such as freight or passenger transport, the current embedded systems in vehicles have many weaknesses, illustrated by the low equipment rate of these vehicles at this date (mid 2001): in FRANCE, less 5% of the potential fleet is equipped, while many products have existed for 5 years, and are known.

  Among others, 2 reasons can be cited:

  On the one hand, the high speed sending of positions, which prevents their memorization in the truck computer, causes a high GSM cost. This cost is justified in certain cases (transport of funds, etc.). It is, however, too high in the majority of situations encountered in the transport of goods.

  On the other hand, the other option, the storage of positions, with few shipments, minimizes the GSM cost, raises the problem of the capacity of the storage means 25 embedded in the vehicles. These means are expensive, therefore limited in volume.

  The above points pose the main problem of the current systems: they are very expensive at the level of data transfers, and, more generally, at the level of their purchase and their installation. A common solution used to limit their cost is to limit the functions offered to the Company.

  For example, the positions of a vehicle are stored on board, and are transmitted only every 24 hours. This has the effect of prohibiting many functions. The corollary of the low use of embedded systems is that the vehicle / company information system is poor. and poorly structured. In particular, alarm managements, which are essential because they correspond to exception handling, are underrepresented. This weak structuring of the information system considered here also causes a significant loss of efficiency in terms of the means on board the vehicles. Indeed, these means are of the "real-time systems" type, with flash memories expensive and necessarily limited in size. In 45 sectors such as road freight transport, where the number and variety of management information is important, a weak organization of the information system causes many problems of reliability and productivity. 35 -5 These weaknesses are related to the fact that various systems can avoid any manual entry by the driver, and thus any errors related to erroneous data on these entries, but that other sources of errors or fraud persist. For example: - a badge as described above can prevent the "wild" taking of fuel, that is to say that any fuel taken from a pump, insofar as it requires the introduction of a prior nominative badge, allows to assign to each full is the code of a vehicle or that of a chauffeur, with the time of full.

  But nothing then prohibits, during a stop en route, a siphoning fraudulent part of the tank.

  The companies therefore need a tool to track not only the fuel outlets for the engine supply, but also the other outlets.

  - The calculation of an average consumption / 100 km assumes, as will be seen better below, to perform this calculation based on complete full, ie in which the tank is completely filled. But no element can verify that a full is a full full. Hence errors that may lead to consumption differences that make it impossible to monitor consumption, for example errors of 2 liters / 100 km for a consumption of 35 1/100.

  The companies therefore need a tool that allows them to automatically identify the full so-called complete.

  30 - The monitoring of the average consumption of a period, in liters / 100 km, is only part of the problem, in terms of management.

  Indeed, companies that use industrial vehicles, and whose fuel item represents a significant amount of expenditure, generally have 35 fuel pumps inside their enclosure. This allows them supplies at a unit price significantly lower than the prices they pay, when an external supply, in a service station.

  Also, when a driver has to take fuel outside the Enterprise, he is asked to take only the amount strictly necessary to allow him to return to the Enterprise, where he will then perform a full full of his tank.

  This is difficult to control at the Enterprise level. In general, the 45 drivers have magnetic cards issued by fuel suppliers, which they introduce into a reader of a pump, before taking fuel. These supplies are billed to the companies in 5 forms of periodic statements, which are then integrated in quantity and in value for the consumption of each vehicle. Each reference period, usually every month, the proportion of fuel taken outside can be known and controlled in terms of additional cost. The management of these additional costs is handicapped by the fact that it is late, often 2 to 3 weeks after the end of a month.

  Companies therefore need a tool that allows them to locate and analyze quickly if necessary a full realized outside, and having an excessive amount compared to the subsequent journey of the vehicle.

  The automated use of the information provided by the fuel fill indicator in the tank, present on the dashboard of all vehicles, is not necessarily relevant.

  Indeed, all the problems mentioned above suppose a good accuracy in the knowledge of the volumes present in the tank, of the order of a few liters for a tank of several hundred liters. The accuracy of the above instrument is generally insufficient. Its role is indeed to give an approximate indication to the driver. The invention relates to a system for monitoring the fuel consumption, at least one vehicle, such as a truck, controlled by at least one monitoring center, characterized in that the vehicle and the center have measurement, calculation, notification, alert, transfer control, and storage means, and that the vehicle has means for locating its position at any time. The invention consists in that the storage means of the vehicle store a list of elements of the path made by the vehicle, called arcs, which enables the measuring means of the vehicle to measure a difference between the actual fuel consumption and the fuel consumption. expected consumption. The invention consists in that the vehicle possesses, in particular at its fuel tank, means making it possible to make the data used more reliable, the calculation means then being able to calculate a reliable average fuel consumption per period, starting from the fuel levels in the engine. the tank, in combination with other means whose accuracy is lower, such as the data for the level indicator of a dashboard. The invention consists in that the storage means of the vehicle can store alerts such as abnormal withdrawals of fuel at the tank, or external supplies 40 not in accordance with instructions previously given to the driver. The warning and transfer means can transfer alerts to the monitoring center, relating to the events related to the fuel consumption of the vehicle.

  Advantageously, we will be aware of the definition of the following terms, 45 descriptors of the invention, and included in the description. -7 Geo-positioning: device to know at any time the geographical position of a mobile, here a truck. Geographical position means longitude, latitude and altitude.

  GPS: Global Positionning System. It is a constellation of satellites dependent on the US Department of Defense, which allow to know the position of a mobile equipped ad hoc calculator at any time, with a precision authorized for civilians from 20 to 30 m.

  GSM / GPRS / UMTS: Wireless transmissions known by this name. SMS: transmission of data by GSM, in the form of short messages (160 characters).

  HF: type of wireless transmission, other than GSM. Also uses radio waves, but in other frequency ranges (HF = High Frequencies).

  Hardware type transfer: data transfer that does not use the wireless means above. For example, they use smart cards, with associated readers / recorders, or a PDA synchronization base.

  On-board computer: means of processing and storage on board a vehicle, a truck here. Still called embedded system.

  Real Time System: means of processing and storage without input or display means, except for exceptions. Systems built to be very fast, and very reliable. Frequent in industry (piloting machine tools, etc.), and in military manufacture (rockets, missiles, airplanes, etc.). Do not have automatic reorganization of their storage means. These actions must be driven by specific, complex means to be developed and developed.

  Organization Real time: type of organization that allows to have in real time, ie without delay, a particular information.

  Company: the considered vehicles are attached to a Company, or an Agency, etc. .in the framework of the organization of their activity. In the case of trucks, this is the place where, most frequently, the transport they carry out is organized. This is the place where they usually park during periods of inactivity (week end for example), where their maintenance is done, etc. This is the place where, frequently, is the computer management (sales order management, invoicing, etc.).

  It is the place where, most often, the tracking of the position of the vehicles is done, and where the transfers described below are realized. -8 Surveillance center: fixed or mobile entity, having all or some of the functions of the Company, but where the vehicles do not necessarily go. Role of regulation, organization, dispatching, etc.

  In what follows, we consider that Enterprise and Surveillance Center are confused. Central processing and storage systems. These are the means of processing and memorizing the monitoring center. They are usually either the origin or the destination of the vehicle data transfers.

  Full full: corresponds to the complete filling of the tank. Thus, a tank of 400 liters of capacity containing 150 liters at the beginning of full, contains 400 at the end of full, the supply then being 2501. By language confusion, it is also said that the full is 2501 .

  Partial Full: The opposite of the full full. Following the example above, a supply of only 100 1 would be incomplete. By confusion of language, it is also said that the full is of 1001. 20 Full tank: is said of a filling of the tank realized with the internal pumps of the Company. These pumps are connected to one or more Company-specific fuel tanks, supplied by the Fuel Distribution Companies, as well as the fuel tanks of the service stations under their label. The fuel then returns to the Enterprise significantly less than when taken outside. Full tank is an abuse of language. It may be a partial filling of the vehicle tank. External Full: The opposite of a full tank. The truck then buys itself outside the Enterprise, at a unit cost per liter higher than the cost of an internal tank. Such a supply is necessary for example when the vehicle no longer has enough fuel to return to his company.

  Full bounds: full chosen at the beginning and end of the calculation reference period, 35 to identify the beginning and end of period mileage. The quantity consumed is the total of all the solid made between, and including, these full terminals.

  Fuel intake: another general term covering the definitions of full above. 40 Consumption per 100 km (liters / 100 km): average fuel consumption C_100 of a vehicle, calculated by noting the mileage of the vehicle corresponding to a full Pl, the total quantities supplied during N full P2, P3 ,. ... Pn, the mileage at the time of full Pn. C_100 is the division 45 of the quantity by the difference of the milestones. According to the preceding definitions, the full P 1 and Pn, and the corresponding milestones, must always be complete full. (as always when we want to calculate an average consumption by this method, otherwise we do not know what quantity consumed corresponds exactly to the mileage noted.) Note that, in the case where the precise knowledge of the actual level of fuel in the tank does not does not exist, the calculations must include security features. Thus, it will be used as terminals for a period that full so called "full tank". Indeed, they are supposed to be the only ones to be complete, the external ones being voluntarily partial, for questions of cost price. But, on the other hand, as there is no certainty that all the full tanks are well complete, the method of calculation must, before choosing the full limits, estimate the likelihood of these full. This is done by establishing a first calculation of the consumption / 100 km between each full, bringing this consumption of the standard consumption of the vehicle (for example: 35 1/100 km), and by eliminating as full limits all those presenting a too large a deviation from the standard. It can thus be seen that, when it is not possible to accurately measure the fuel level in the tank, the calculation of the average consumption / 100 km presents both a real complexity and the possibility of significant inaccuracies.

  Note that if the measuring means measure a level and therefore a fuel volume in the tank in a precise manner, associating with this measurement the corresponding exact mileage, the calculation of the consumption between two measurements gives an exact result. In this case, the calculation means are not related to the need to process full complete.

  Method of calculating an average consumption according to the instantaneous consumptions. Calculation of the consumption of a vehicle on a path or part of a path, starting from the measurement of the instantaneous flow rate of the engine, made for example from the volumes of vaporized fuel injected into the engine. This measurement is for example provided every second, for example Qi liters / second. Knowing also the distance traveled during this time interval, we obtain by an immediate calculation the equivalent consumption in liters / 100 km. The average consumption / 100 km on a path of 1 km for 60 seconds for example can be obtained by adding the quantities Qi over these 60 seconds, dividing them by 1 km., And multiplying them by 100 km. Method of calculating an average consumption according to the measurement of levels. Such a calculation is based on more concrete elements and much easier to control and visualize than those retained by the method of instantaneous consumptions above.

  45 In the above method, the average consumption is entirely dependent on the technical measurements made by the instruments installed by the truck manufacturer. This data generally has no use 4G - 10 - in the technical smooth running of the vehicle, there is no guarantee that it is of good quality on delivery of the vehicle. If it proves to be correct, there can be no assurance that the instruments concerned will not be disrupted later. In such a case, the diagnosis is difficult. The Company may use incorrect data for a long time before suspecting such discrepancies. Then, the troubleshooting can be subject to many difficulties, possibly never be satisfactory, always for the reason that this data is very marginal for the proper functioning of the vehicle.

  Note that this data is also available in general only on very recent trucks, through a standard connection called FMS, installed on a data circuit inside the truck called busCAN. The errors on this, related to the measuring means, can be added malfunctions of the busCAN, or the FMS connection, also very difficult to diagnose or correct. Still for the same reasons, knowing that the instantaneous consumption is a kind of commercial service offered to the user, and not a basic operating parameter of the vehicle.

  For all these reasons, it is appropriate to have in all cases a simple, robust, and easily controllable means of calculating consumption.

  This is the one already mentioned above. The measuring means measures an initial volume of fuel in the tank, using the liquid level measurement, with the exact mileage associated with the vehicle's meter, and then measures a final volume after a trip, with the exact mileage associated , and the calculation means calculate the average consumption on this route, in liters / 100 km, by the very usual method indicated (differences in volume / odometer differences).

  Such an approach also involves difficulties, such as the need to have a stabilized liquid level with the vehicle horizontally or for which the calculation means can calculate a stabilized equivalent level for the supply of good data. quality on consumption / 100 km.

  But the measuring means can have simple and effective means to ensure the quality of the basic data, such as the stabilization of the fuel level, and they can in an automated and reliable way eliminate all non-compliant cases.

  The invention also relates to the possible additional use by the calculating means instantaneous consumption, in cases such as the impossibility on a specific portion of the path to calculate by the method of the levels consumption / 100 km.

  Figure 1 is a block diagram showing the monitoring center 2, its center 4 for processing, displaying, entering and storing the data, a zone 1 within which short wireless transfers. distances are possible (such as HF radio), vehicles C1 to C7 present in zone 1, terminals BRN5 to BRN8, such as HF radio terminals for transfers with vehicles.

  Figure 2 is a block diagram of transfers between a vehicle and the monitoring center. The vehicle has position measuring means, such as GPS, from a satellite 10.

  Figure 3 is another block diagram of transfers between a vehicle and the monitoring center.

  Figure 4 is a means 5 of processing, storage and transfer, embedded in a vehicle Cl.

  Figure 5 is a means 4 for processing, storing and transferring the monitoring center. More organization means 35 storage of the vehicle, including the arcs constituting the path made by the vehicle.

  Figure 6 is a real-time measurement of the fuel level in a tank. Figure 7 is a planned route, actual course, and storage by the means.

  storage of data relating to different fuel consumption calculations. Figure 8 is an evolution of the level of fuel in the tank of a vehicle, according to the distance traveled, and supplies made.

  Figure 9 is a presentation of Vehicle-made Trips from a Business, and location of fuel intakes.

  Figure 10: is a device inside a tank for automatically detecting a complete filling, and transmission of information 35 on the one hand to a filling indicator, on the dashboard of the vehicle, and on the other hand onboard processing systems.

  The system comprises at least one monitoring center 2, equipped with means 4 of processing, display, capture and storage, a peripheral zone 1, and 40 elements such as BRN5 to BRN8, or BRNE, BRNA, for some transfer forms with at least one vehicle. Means 4 (FIGS. 1, 2 and 5) for processing the monitoring center include transfer means of GSM, GPRS, UMTS or equivalent type 23, transfer means other than GSM 17, and within a less a computer 16, measurement means 56, calculation 57, notification 58, alert 45 59, transfer control 60, storage 61, display and input 6, in the form of a panel control. The vehicle C1 comprises processing and storage means 5, comprising geographic location means 11 such as GPS - 12 - associated with satellites 10, GSM type transfer 22, transfer means other than GSM 13, and the interior of at least one computer 12, measurement means 30, calculation 31, capture and display 32, alert 33, transfer control 34, storage 35, reading 37 by means specialized such as bar codes. All elements of the system are implemented to calculate and follow according to a method of the invention the fuel consumption of the vehicle, relative to the distance traveled. The data stored by the storage means 35 of the vehicle is transferred to the storage means of the monitoring center via the transfer means of the two. Transfers 24 FIG. 2 of the GSM type can be used for transfers when the vehicle is outside zone 1. Other types of transfers 20, such as HF radio wave transfers, or card chip, may be used within zone 1. The elements BRN5 to BRN8 are HF transceivers when the transfers are HF radio transfers; they are card readers / recorders when transfers 20 are made by smart card. The measuring means 30 of the vehicle notify the transfer tracking means 34, 60 that the vehicle enters or leaves the zone 1. This measurement is made possible by the storage in the vehicle storage means of the location 36 of the zone 1. This location may be the position of the two ends of a diagonal of the rectangular zone 1 for this description.

  The means 6 for entering and displaying the monitoring center comprise at least one control panel on which are represented lists of commands. These commands, after transmission by the transfer means 23 or 17 to the storage means 35 of the vehicle, slave the means 5 of the vehicle, for the actions below.

  According to FIG. 6, at least one vehicle has at least one fuel tank 102, whose top view is represented by 106.

  In the medium of trucks or coaches, this tank is frequently of simple shape, cylindrical or parallelepipedic. It comprises at 105 a filling orifice. The invention consists in that a measurement means such as MES_GO FIG. 6 makes it possible to follow continuously the fuel level in said tank in real time.

  For a better understanding of the invention, such a means is described in an ideal form, identified by the possibilities it offers to solve the problems posed in such measurement processes. It will advantageously be noted that, in the standard equipment of a vehicle, such a measurement means may be the fuel level indicator 316 FIG. 10, present on the dashboard of the vehicle, and whose indications can be stored by the storage means 35 of the vehicle, or 61 of the monitoring center, after transfer by the transfer means of the vehicle. This second type of measuring means is characterized by a greater or lesser inaccuracy compared to the first means, qualified for this reason of ideal. The ideal measuring means taken as reference in the context of this description is composed of an element 100, such as a cylindrical element, completed by a device 101, such as a sliding ring around 100, is introduced at the level of an orifice 104 in the reservoir 102, then fixed in such a way that the axis of the cylinder 100 is vertical, and the tightness of the reservoir 102 is established.

  According to a first characteristic of this means, the cylinder 100 can be a rigid pipe, closed at both ends so as to ensure perfect sealing of the interior 113. According to another characteristic, an element such as a cylinder 116 can slide freely within 100, the device being such that the friction is very low, processes such as lubrication, or the use of displacement wheels, to obtain this result.

  According to a particular embodiment, the inner cylinder 116 may comprise a reflective surface 114. At the upper end of the cylinder 100 is placed a device such as a telemetric laser diode array. This set, according to a common method of the public domain, emits rays 112 which, after reflection on 114, and return 110, allow 110 to determine the distance to which is found 114.

  This measuring means for describing the invention can be described in that the cylinder 116 is secured to the ring 101 by means of a device such as magnets.

  This characteristic will be better understood by noting that, according to FIG. 6, magnets 122, 123, 124, 125 can be fixed inside the cylinder 116, on a line of level 120. Similarly, it will be noted the presence of magnets such as 131, fixed on the ring 101 so that they are on the same horizontal plane when 101 is in the horizontal position. Note that these magnets can also be placed in a position such that they are as close as possible to the ring 130, inside which the cylinder 100 is located. It will advantageously be noted that, for a given position of the ring 101, the cylinder 116 finds its equilibrium position when its magnets 122 to 125 are at the same level as the magnets 131 of 101, that is to say when the line 120 is at 101.

  A characteristic of this ideal measuring means is that the surface of the ring 101 can be defined to ensure optimal buoyancy, the MES_GO measuring means having the necessary accuracy. Another feature is that the magnets such as 122 and 131 are arranged in such a way that the alignment of the magnet crown 120 of 116, relative to the magnets of 101, is very accurate. The measuring means MES_GO may use a method such as weak magnet surfaces, the magnets such as 122 and 131 to be precisely at the same level for the magnetic forces to intervene.

  A simplified form of the device may be such that the measuring means measure the level only at certain fixed points located along the pipe 100 FIG. 6, corresponding to level graduations. Thus, the measurements can take place only every 15 millimeters, for a total height of 100 of 600 millimeters, the first graduation starting from the top del 00 being for example at 50 mm, the second at 65 mm, the third at 80 mm. To account for various factors, such as the shape of the tank, these graduations may not be equidistant.

  This simplified form will be better understood by noting that, in such a case, the level may be known only every 15 liters, if the surface of the tank is 1 square meter, and if the intervals between two graduations are 15 mm. .

  The device is particularized in that the measurement means MES_GO being in place at 104, and the reservoir 102 containing the liquid 115, the ring 101 floats at the surface of 115. According to the device, the coupling 116/101, plus the telemetric means 110, used to measure the height of the liquid 115.

  An element of the invention is that this level measurement can be transferred at regular intervals such as every second to the calculation means 31 of the computer 5.

  Thus, as soon as the computing means 31 calculate a level difference, the notification means can notify the storage means 35 of a data storage command. This data can be such as the date and time 77, the start level 78, the end level 79, the vehicle mileage 80, as well as data such as the longitude and latitude of the vehicle at that time, provided by means such as the GPS means 11. The storage means can store the level at given time intervals, the vehicle being in motion, or store only the final level, the vehicle being stopped, and the level having been measured by the measuring means as having undergone a variation. In such a case, if it is a fuel input into the tank, the quantity is a supply, and corresponds to the difference between 79 and 78, the end level being greater than the beginning level. Conversely, if the measuring means measure a lower end level at the beginning level, with the vehicle stationary, the warning means can alert the driver or the managers of the monitoring center to a fuel withdrawal, for example, a flight on a car park, the driver having been absent. The storage means 35 can store these data in a list L1.

  The measurement system may be such that the calculation means calculate from a list of correspondences such that L2 the volume of liquid in the reservoir, knowing the level of the liquid, such as 79, which corresponds to a volume such that The list L2, stored in the storage means, may have been obtained by a method such as pouring into the reservoir 102 known amounts of liquid, and the measurement of the corresponding level, or by a method such as that the calculation in real time of this volume by the calculation means 31, knowing that if the reservoir 102 is a cylinder, the corresponding mathematical problem is the intersection of a cylinder by a plane, the plane being the surface of the liquid. It will advantageously be noted that the reservoir may comprise a means 103 for measuring the position of 102 relative to a perfectly horizontal plane, and such that these measurements are also transferred in real time to the means 31 for calculating the vehicle. The inclination along the two axes can thus be stored in areas such as 81 and 82, and be used immediately or subsequently by the calculation means to determine the volumes of liquid 115 in the reservoir 102, from the level indicated by 101 , and this regardless of the position of the vehicle relative to a horizontal plane. A variant may be such that the means 35 store lists such as L3 giving the volume of the liquid in 102, depending on the position of 101, and data characterizing the position of the vehicle relative to a horizontal plane; L3 and L2 are different in that L3 may further include references to the position of the reservoir relative to the horizontal. It will be noted advantageously that this description of the ideal measurement system presented here to better describe the invention highlights the approximations that may occur in the context of measurements usually made at the level of the fuel level indicators present on the instrument panel. vehicles concerned. Such approximations can cause the measurement and calculation means to deliver data such that their inaccuracy makes them unusable for monitoring fuel consumption.

  One use of these particular measuring means is the measurement of the quantity of fuel supplied during a refueling at a service station pump, for example. According to the invention, the levels 78 and 79 allow the calculation means 31 to calculate this quantity.

  It will be understood that the invention allows, in the same manner as above, to measure and store the corresponding data at a fuel withdrawal from the tank, unrelated to the normal consumption resulting from the operation of the engine.

  Ideal measuring means as presented can enable the calculation means to calculate consumption, even when the device 116/114 of the means 35 MES_ GO for measuring the fuel can not reach the top of the tank 102, or on the contrary the bottom, for reasons such as mechanical stress. In this case, in the high position, 120 is exceeded by the fuel level, until the level of 115 goes down, and in the low position, the level of 115 continues to fall, and is no longer followed by 120. In either case, magnets such as 131 of 101 may deviate from magnets 122 to 125 of 116, and 101 and 116 are no longer coupled, provisionally. At the re-descent of 115, or its ascent, the coupling re-establishes again.

  The above variant can be obtained by measuring means MES_GO which can use pins 111 and 117, whose level is stored in the storage means 45, 93 and 94. The measuring means 30 measure when 101 passes. the level 111, during a downward movement, or when 101 passes the level 117, during an upward movement. In such a variant, the calculating means calculate a consumption only when the events necessary for such a calculation leave 101 between the marks 111 and 117.

  This variant will be better understood by noting that, if the tank 102 is such that 111 and 117 are required, then the device 100 does not give an indication of the amount of fuel taken during a full flight which causes 101 to exceed the level 111.

  According to FIG. 7, it will advantageously be noted that the storage means 35 of the vehicle can store in a list such that L5 the elements of the projected journey 10 of the vehicle, called arcs, such as 201 to 202, 202 to 203. The storage means 35 stores at 210 a data such as the coordinates of the beginning 201 of the arc 201-202, in 211 those of the end 202 of the arc 201-202.

  The data of the zones such as 210, 211 may be calculated by the monitoring center computation means 57, using a device such as a route calculator using a departure step 201 and a step 207, and transferred by the transfer means 17 or 23 from the monitoring center 2 to the storage means 35 of the vehicle.

  The storage means 61 of the monitoring center may store lists of the forecast consumption of the vehicle, according to all the travel conditions that may be encountered, such as the slope of the track used, the load transported, the climatic conditions. The invention will be better understood by noting that the storage means 35 of the vehicle can then store at 212 the forecast consumption of the vehicle, for the arc 201-202, transferred by the transfer means 17 or 23 of the monitoring center 2. after the calculation means 57 of 2 has calculated it.

  The calculation means 31 of the vehicle can calculate, at a rate such that every 100 km, the actual consumption CONSO_R from the measurement of the corresponding levels 78 and 79 of the fuel in the tank. According to FIG. 7, a first real path of 100 km may be such that R201-R208, a second path of 100 km being such that R208-R207. The measuring means 30 measure the levels 79 and the vehicle mileage 38 in R201, R208 and R207, and the calculation means 31 calculate the average real fuel consumption per 100 km, the storage means 35 storing the geographical coordinates of R201 in 218, from R208 to 219, the average actual consumption on the path R201-R208 at 220, then the coordinates 221 of the beginning of the next path, such as R208 according to Figure 7, the coordinates 222 of the end of the path, R207, and the average consumption calculated by the means 31 in 223. 40 It should be noted, for a better understanding, that the calculation means 31 may not use the nominal consumption delivered by the vehicle manufacturer as the forecast consumption, but on the contrary may use a standard consumption obtained from data such as experimental data 4.5, corresponding to the actual traffic conditions of the vehicle, at that moment, these data expended are obtained by a process such as pre-calibration under real road traffic conditions. The computing means 31 calculate the forecast consumption CONSOP of the vehicle on the path R201-R208 from the forecast consumption on each arc, such as 212 for the arc 201-202, multiplied by the length of this arc, obtained for example by a calculation from coordinates such as 201 and 202, beginning and end of this arc.

  The measuring means 30 can make a measurement of the difference between the actual consumption CONSO_R calculated by the calculation means 31 from differences in level of the reservoir 102 for the path such as R201-R208, and the forecast consumption CONSOP for this path, the alert means 33 being able to transfer to the monitoring center 2 by the transfer means such as an alert when the measured difference is greater than a predetermined value 39. The transfer means 13 or 22 of the vehicle can transfer to the monitoring center 2 the position 36 of the vehicle, stored in the storage means 35 by the geographical tracking means 11.

  An optional use by the measurement means of the consumption calculation is that the path R201-R208, for example, according to FIG. 7, may be different from the predicted path 201-204 calculated by the computing means 57 of the monitoring center. In this case, the measurement of a difference between actual and projected consumption does not make sense. The means 33 for alerting the vehicle can then alert the monitoring center, the transfer means 13 or 22 transferring the list L6 of all the points of the actual path, as well as the actual consumptions calculated by the calculation means 31 on the routes such as R201-R208. The means 57 for calculating the monitoring center thus obtain storage means 61 from the monitoring center, the lists of the forecast consumption of the vehicle, as a function of all the traveling conditions that may be encountered, as mentioned above, and calculate the equivalent standard consumption CONSO_P, for the actual path R201-R208, making the product of the length of each real arc by the expected consumption on this arc, according to the actual conditions of the displacement. The computing means 57 calculate from the list L6 the actual consumption CONSO R.

  The measuring means 56 of the monitoring center can measure the difference between CONSO_P and CONSOR, and the alerting means alert the concerned officials if this difference is greater than or equal to a value such as equals 38, stored by the means storage 57.

  It will advantageously be noted that the measuring means can refer no longer to a specific path, but to a standard path. Thus, the storage means can store the consumption lists / 100 km for a typical trip "PARIS / AMSTERDAM". Any journey such as beginner around PARIS and ending in the vicinity of AMSTERDAM, can be compared by the means of calculation to this typical path, with a level of precision sufficient for the warning means to trigger justified alerts, if necessary.

  In the case of an improved measuring system such as according to FIG. 6, the vehicle measuring means 30 can advantageously control the fuel level measuring device 100 in the tank 102, when the surface of the fuel is agitated. What happens when the vehicle is driving, or, during a transitional phase, when the vehicle has just stopped. The measuring means 30 can measure data such as characteristic level variations, indicating to the calculating means 31 that the moment data on the fuel level is not exploitable. The measuring means 30 can implement in their measurement methods such as mathematical functions, describing these transient phenomena. When the measuring means measure data that appears to be usable, they notify the calculation means of the possibility of restarting calculations of valid volumes.

  Also, the vehicle calculation means can take into account the temperature of the fuel contained in the tank thereof, this temperature affecting the volume calculated with respect to the level measured, and therefore the consumption. The measuring means of the vehicle can measure this temperature, and transmit it to the calculation means each time those compute a volume. The system is also described in that, when the measuring means do not measure the temperature, an auxiliary system of heating and thermal regulation heats and regulates the temperature of the fuel in the tank so that it is constant and equal to an modifiable value previously stored by the storage means 61.

  Advantageously, the invention will be understood by noting that the measurement means on board a vehicle do not generally offer the high level of precision described for calculating the consumption / 100 km of this vehicle.

  The indications delivered by a measuring device such as a dashboard indicator may be too approximate, given the requirements of rigorous management. According to FIGS. 8, 9, 10, a method such as a more particular monitoring of full tanks, can advantageously then be used.

  According to FIGS. 8 and 10, the measuring means can measure the evolution of the fuel level in the tank 310 of the vehicle, as well as data such as the mileage corresponding to each measurement. Such a tank 310 can be graduated according to V1 FIG. 8, from 0 to 800 liters. The storage means may store a level such as 301, after the measuring means has measured the elevation of that level, the vehicle having previously been calculated to be stopped. Such a sequence is considered by the on-board means as the fuel inlet into the tank, for an operation such as a supply to the pump of a service station. The storage means can store the mileage K1 corresponding to that of the vehicle at the time of supply 301.

  According to FIG. 8, other supplies may be such as 302 to 306, the corresponding mileage of the vehicle being such as K2 to K6. It will advantageously be noted that, according to FIG. 8, the measuring means can measure a full tank only in 302, 303 and 306. It will be understood that the calculation means must consider these 3 solid as the full ones. terminals for calculating consumption / 100 km. Thus, according to this figure, the calculation means can calculate a first consumption by dividing the titration of the full 303 by the mileage traveled between the full 302 and 303, or K3 - K2. Another calculation of consumption can be made by the calculation means by totaling the titrations of the full 304, 305 and 306, and dividing the result obtained by the difference K7-K3, respective milestones of the full terminals 303 and 306. Note advantageously that the full 302, 303 306 are full complete, and that the full 301, 304, 305 are full partial, within the meaning of the description made above.

  Note also that the calculation means can first calculate the total consumption of the period from 302 to 306, then, if necessary, carry out a more analytical calculation, for the intermediate periods corresponding to the full 302, 303 and 303,306. It will be appreciated that such a management tool is of no interest if the processing means do not process data of good quality, that is to say for example if the full terminals 302, 303, 306 are not full indeed, or if the mileage K2, K3, K6 is not correct, or if a value such as 305 is omitted or incorrect. For greater precision, it will be noticed that a value such as 305 can be accurately known but still be incorrect, for a reason such as erroneously assigning it to another vehicle, or a wrong period, problems frequently observed in the usual systems, ie not fully automated.

  The embedded means can avoid any human manipulation in the storage by the storage means of these data, source of frequent errors, as already indicated.

  To do this, a simple device such as 311 figure 10, fixed on the tank 310, can measure that the level 312 of the fuel has just reached, when filling the tank. This device 311 may be arranged in such a way that the level 312 corresponds to a given state of the tank, such as, for example, the maximum volume of fuel that can be entered into the tank. This is easily identifiable at the time of a filling operation, since it is an event such as the beginning of the overflow of liquid through the orifice 105. The time stamp of such an event can then be transferred by the means 313 and stored by the onboard means 314,

  It will be remembered that the on-board means can automatically trigger measurements and data storage because the vehicle is calculated as being stationary, the measuring means measuring a reference datum such as a speed that has become zero.

  Additionally, the on-board measuring means measuring that the position of the vehicle at a standstill corresponds to a position very close to that of one of the pumps used for full tanks, the storage means can automatically store that the current full is a full tank. - 20 - Similarly, it will be understood that these means measuring that the vehicle is stopped at a place other than that of a vessel internal to the Company, the calculation means can calculate that such a full can not not be in accordance with the instructions given to the drivers. Thus, by bringing together, for example, data stored by the storage means, such as the level at this moment of the fuel in the tank, and the consumption corresponding to the path remaining to reach the Company, the calculation means can calculate that the It is not necessary, or unnecessarily important, for reasons such as the need to prioritize fuel for internal pumps, which is cheaper than outside. The warning means can alert the driver and / or the Company, immediately or later.

  Of course, the knowledge by the alert means of such an external full can only intervene later. Thus, the vehicle on his can actually only be on a path that passes near the Enterprise, the mission of the driver preventing him from making a detour to perform a full tank in business, for example for lack of time.

  It will be realized that the on-board means can calculate at any moment, or at the end of certain periods, that the call for external solids, and the quantities supplied, correspond to the best possible management of internal and external supplies.

  It will thus be understood that the on-board processing means can identify in a totally automatic manner that a supply has just taken place, whether the refueling is partial or complete. In parallel, also automatically, the storage means can store additional data such as mileage and schedules. Thus, the usual operations such as the insertion of a vehicle identification badge at the fuel pump, and the entry of the mileage by the driver, operations frequently sources of errors, are no longer necessary.

  It will advantageously be noted that this method is also immediately usable for fuel exits from the tank.

  In fact, according to FIG. 10, the on-board means can receive in real time the data transferred elsewhere by the means 315 to the fuel indicator 316 of the dashboard. The measuring means, based on data such as fuel levels in the tank, stored by the storage means, can detect a drop in level, as well as the corresponding approximate amount. It will be remembered that such an event can be indicative of a theft of fuel, the warning means can then trigger an alert.

  Such an output quantity of the reservoir can also be usefully taken into account by the processing means, and added to the elements of FIG. 8, so that the calculation means can calculate a coherent consumption. The means for automatic geolocation of the vehicle, such as FIG. 2, can provide other automations that enhance the quality and the relevance of the consumption calculations, compared to the usual known methods.

  Thus, according to FIG. 9, the vehicle whose evolution of the level of the fuel tank is indicated in FIG. 8, may have traveled three paths T1, T2, T3, from the car park of the center to which it is attached, PKG.

  This vehicle may have taken fuel at the Company's PE pump to bring the level to 301, then complete a full tank at a service station P1, level 302, then bring the level 303 to the pump PE then the level at 304, at the P2 station, then the level at 305 at the station P3, then the level at 306, at the pump PE.

  It will be understood that the on-board measurement means measure at which geographic coordinates the supplies are made, and can thus alert the central services that a full full as in 302 was performed outside the Company, it ie was not realized at the PE pump. It will be remembered that such full, if not inevitable, weigh on the cost of using the vehicle, the fuel is usually much more expensive than PE.

  In the same way, the monitoring center may impose supply rules such as "no supplies exceeding 50 liters, any pump other than PE". The measuring means, measuring an amount such that 250 liters by means of data such as those intended for 316 FIG. 10, and measuring that the position of the vehicle is not on PKG, can notify the alert means of an alert. transmitting.

  Conversely, a principle of good management is generally to ask drivers to always take the time to perform a full full PE when the vehicle is on PKG, each time the level 312 figure 10 does not reach the device witness 311, the event can be processed by the onboard means, with for example an alert.

  Additionally, it will be noted that such an obligation, controlled by an automatic means as described, provides the calculation means with one of the elements which are indispensable for them to deliver reliable calculations, namely the existence of full terminals corresponding effectively to full complete.

  In the case of fuel exits from the tank, the measurement of the position of the vehicle by the measuring means may be important, especially if it is a theft.

  It will be remembered that the quantities required for calculation by the calculation means, such as the quantities supplied when the level reaches values such as 301 to 306, are generally stored at the pumps such as PE or P1, P2, P3. and subsequently transferred to the Company's means of treatment. At this moment only the means of the Company can calculate the consumption. - 22 - It should be noted that the embedded resources also make it possible to improve the organization of the Company on this point.

  Indeed, the storage means can store data such as those received by 316, the calculation means calculating the corresponding quantities of the supplies made, and possibly fuel outlets through the orifice 105 FIG. 6. The calculation means then have of all the elements necessary to carry out calculations of consumption: registration of the vehicle, identity of the driver, date, schedules and mileage of the full terminals, geolocation necessary, quantities entered and exits.

  It is understandable that, for full loads such as PE, the Company is better off using the quantities transmitted by PE, which are more precise than those measured in 316. On the other hand, the quantities coming from P 1, P2 , P3 are very often late, and, as they are generally weak, the use of the corresponding data 316 is relevant to have real-time calculation consumption.

  Subsequently, it will be understood that the calculation means will be able to perform a definitive calculation, when the data coming from P1, P2, P3 will be available.

  The calculation means may further automatically detect a driver badge inversion in PE, or the entry of an erroneous registration at points such as P1, P2, P3, sources of disturbance in consumption calculations. Indeed, the calculation means still knowing the real identity of the vehicle, the exact time of supply, the approximate quantity from 316, any erroneous identity from pumps such as PE, P 1 can be automatically detected, and corrected.

  Another perturbation being the quantities of fuel taken from a pump, and not entered into the tank, the calculation means also have the possibility of providing a useful response. As seen previously, knowledge of the characteristic data of the fuel intake is certain. It will be remembered that the processing means of the system store exact values for the identity of the vehicle, the timestamp of the fuel intake, its geolocation. The approximate value VA of the quantity entered into the tank is stored by the storage means from the data from 316. The exact value of the quantity taken from a pump such as PE is generally known with precision, since these pumps are usually provided with a memory with timestamp of fuel outlets, and an automatic and fast transfer system to the Company. The calculation means can then immediately perform a reconciliation, based primarily on the time stamp criterion, between the exact quantity output, and the corresponding VA approximated quantity and entered into the tank. When fuel losses exist at this level, if they are significant, their order of magnitude is generally much greater than the margin of error associated with the VA approximation.

  The means of treatment thus provide the Company with an effective warning system. - 23 - The treatment means provide the Company with the same effective warning system, when these fuel losses occur outside, at a pump such as P 1. Indeed, it will be recalled that the oil companies Managers of a pump such as P1 can later transmit to the Company the exact quantity and timestamp of such a supply.

  It will be understood that the measuring means can likewise measure a drop in the fuel level at a point that the geolocation means indicate as not corresponding to a point stored by the storage means as a point where such a fuel outlet can take place. Therefore, the alert means, for example, can be used by the Company, with indications such as the geographical location and the schedule for this untimely fuel outlet from the tank.

  By extension, it will be understood that the location of the known or authorized supply points to the vehicles can be stored by the storage means of the vehicle or the Company. These means being informed by the means for measuring fuel inlets or outlets in the tank, the position of the vehicle with respect to the planned locations, and the schedule, the calculation means can calculate a control on the right strategy. conducted by the driver, in view of the need to minimize the cost of fuel consumption of his vehicle.

  It will be remembered useful for the following definition of the arcs of a vector map. Thus, according to FIG. 7, the segment 201-202 is an arc of a traffic lane, a portion of which is traversed by the path 201-207. A traffic lane consists of a series of contiguous arches. Each arc has properties such as the coordinates of its ends, its length, its speed profile. The speed profile of the arcs 201 to 203 can be 110 km / h, that of the arc 203-204 of 130 km / h, and that of the arcs 204 to 204, again 110 km / h. These profiles of speed can be such as the maximum speed regulations on this journey.

  It will be understood that the invention introduces for these arcs an additional property which is their fuel consumption profile.

  Thus, for a passenger car of 9 HP power, traveling at the maximum speed prescribed, the consumption profile on the arcs 201-203 can be 9 liters / 100 km, on the arc 203-204, of 11 liters / 100km, and on the bows 204-207 of 13 liters /100km..It will be understood that the difference of the consumption profiles on the portions with 100 km / h can come from factors such as a flat section between 201 and 203, and in climb between 204 and 207.

  For each arc, by type of vehicle such as automobiles, trucks, coaches, the storage means store consumption profiles forecast. The storage means can also store these profiles by distributing them according to other criteria, such as the load of the vehicle, the external temperature, the force and the direction of the wind, the speed ratio selected at the level of the gearbox. . In the course of journeys made by a vehicle of a given type, the vehicle measuring means can measure the consumption on a given arc, using a means such as a flow meter, the position of the vehicle. knew its route being known thanks to the means such as GPS. The on-board means can also store explanatory parameters of the consumption such as the external temperature, the vehicle load. On the basis of such stored data, accumulated on the same vehicle trip or identical vehicles, all other things being equal, the calculation means can calculate a standard fuel consumption average for a given arc, for the type of vehicle considered. and the value of the parameters encountered. Standard fuel consumption lists may be established by the processing means, for various values of the parameters, stored by the storage means. These lists can be established and stored by vehicle type. These lists can be set for values other than the maximum speed limit on an arc. Thus, the calculation means can calculate that speeds lower than the maximum authorized speed cause a saving in fuel consumption.

  Those skilled in the art competent in the field of control of the management of the fuel station will note that the establishment by the onboard processing means data lists and corresponding parameters can be achieved in a fully automated manner, thanks to the use of means such as the knowledge at all times of the GPS position of the vehicle on its path, the determination of the corresponding arc of the path, the provision by a means such as a flow meter of instant fuel consumption. The determination of the path arc corresponding to a position of the vehicle on its route can be made by the calculation means using a method such as the prior extraction by the storage means of the arc in question. , from a list of all the arcs of the vector map of the Region where the vehicle is located.

  However, it will be noted that the invention may relate to any other type of determination of the consumption profile, and the actual consumption of the vehicle.

  Thus, on a path portion group a succession of contiguous arcs, the storage means can store only the average consumption of this portion, obtained by the calculation means by a method such as the weighted average of the consumption profiles of the section, or by the totalization of the consumption on the section divided by the length of the section, which is of course equal to the sum of the lengths of the arcs constituting it. Such a method, for example for flat path portions, where the consumption profiles of the arcs considered are identical, can alleviate the workload of the computing or storage means.

  It will be understood that subsequently, during the circulation of a vehicle on arcs for which the storage means store a consumption profile, the calculation means can automatically bring the actual fuel consumption of the standard consumption. The geo positioning means make it possible to detect which arc it is, and the storage means can furthermore provide the data processing means with the data necessary to take into account the characteristic parameters of the fuel consumption previously seen, such as the type of vehicle, the external temperature, the weight of the load. It will thus be clearly apparent that the invention allows the monitoring center a more concerted and precise follow-up than the monitoring usually carried out for the consumption of fuel. The processing means no longer follow only the average consumption on a pre-defined path, whose predicted average total consumption would have been previously determined. They process the data at each arc. Not only the treatments are much more precise, but the storage means do not have to store beforehand complete paths previously studied for the establishment of forecasts. In the context of the invention, any path using all or part of the arcs lists for which a consumption profile has been established can be processed by the processing means. When calculating, the calculation means, taking into account the list of contiguous arcs constituting the path considered, find the fuel consumption profile of each arc by means such as its index.

  It should be noted that the warning means can alert the monitoring center when an event such as a difference between the actual consumption of the vehicle on its path and the corresponding forecast consumption deviates from a value such as a threshold pre determined. It should be noted in this regard that the calculation means must imperatively take into account in this case the parameters characterizing the consumption at the time and place of the vehicle.

  Thus, a parameter such as the total weight load of a truck of a given type must be taken into account by the processing means. It will be understood that a laden vehicle consumes more than a vehicle unladen, and that, if the computing means compare the actual consumption of a laden vehicle with that of an empty vehicle, an alert can be triggered wrongly by the means of alert.

  It will be noted, however, that the knowledge of a parameter such as the load of the vehicle is not always easy to measure by the measuring means. This is why the invention relates to the fact that the calculation means can use particular and automatic methods to identify which parameters are to be taken into account, at a given instant, and a given location.

  In this particular form of the invention, the calculation means can take into account methods such as standard zones on the path. Such an area may be a portion of a flat path. The computing means, having a data such as the forecast consumption of the unladen vehicle on this portion, at a given speed, can calculate the difference between this standard consumption and the actual consumption measured on this portion, at this time. The calculation means can calculate the corresponding ratio, for example + 45%. Therefore, the processing means can apply this ratio in all points of the path, and consider that the forecast consumption to be taken into account is the consumption from the existing initial list, multiplied by 1.45. The calculation means can also automatically take into account other factors, such as the upward or downward slope of certain portions of the path, the path can precisely be divided into areas such as flat, mounted and descending. Predetermined coefficients specific to these zones and different from 1.45 may be applied by the calculation means. Thus, the actual or forecast consumption is reprocessed by the processing means, prior to the possible transmission of alert by the alert means, to avoid false alarms.

  It will be noted advantageously that the calculation means can use previously defined zones as standard zones. Such zones may be known path portions to allow the calculation means to calculate significant corrective coefficients for all or part of the vehicle path.

  The invention consists in that the processing means process for the determination of the forecast consumptions or for corrections as above, both data measured in real time by the measuring means, such as the external temperature or the flow rate of the device. fuel in the vehicle piping, that data from lists such as charts provided by the vehicle manufacturer, for example relating to the standard consumption based on the number of engine revolutions, that data calculated in real time on the journey by the calculation means, such as the corrective coefficients above allowing to take into account the load of the vehicle, without having to measure by a means such as a passage on a rocker from the vehicle.

  It will also be remembered that storage by the storage means of fuel consumption profiles by arc or arc group can be fully automated. Thus, a vehicle such as a traveling on a journey corresponding to a delivery round, or on a trip as voluntarily set for a measurement campaign, its onboard means, or the central means, can fully automatically measure calculating and storing the consumption at all points of the trip, accompanied by the corresponding parameters, such as the external temperature, the gear speed selected in the gearbox, the speed of the vehicle. in subsequent paths, the same automatic processes can provide the actual consumption and the corresponding actual parameters, for example for real-time analysis by the measuring means, these means approximating the actual consumption and the forecast consumption calculated above.

  The calculation means using, for their calculations, consumption profiles at the level of traffic lane arcs, or at the level of arcs groupings, the processing means can therefore take into account a criterion for optimizing the fuel consumption. The skilled person skilled in the art is familiar with the predictive route planning tools, which provide companies with journeys between a point of departure and arrival, plus possibly intermediate stages, these journeys being optimal depending on the route. criteria such as a minimum distance traveled, or a minimum travel time. Such systems may also take into account criteria that are generally too general to be really useful, such as the average cost per kilometer, the toll and hotel costs, in an attempt to obtain also a financial optimization of the planned journey.

  The invention proposes taking into account an essential economic criterion in the transport sector, fuel consumption. This aspect of the invention will be better understood by noting that the calculation means have, through consumption profiles of precise and fully automatic criteria to use. Just as current route calculation engines take into account the length of each mapping arc, as defined above, and its speed profile, the central or on-board calculation means can take into account the consumption consumption profile of each arc, to calculate a route optimization such as between a start point and an end point. It will be understood that the calculation means use very precise data, including for example the slope of a portion of the path since the consumption profiles have been previously stored from measurements made by the measuring means during trips previously made by the vehicle or other equivalents, on each arc taken into account by the route optimization engine.

  It should be noted that consumption profiles can be determined in a cooperative manner by vehicles of different origins, belonging to different companies, the basic data or the results developed which can then be grouped by various storage centers. Thus, since a vehicle is on its path, the on-board calculation means can obtain the consumption profiles of the arcs involved in the path at the level of the on-board means, these profiles having been previously stored by these on-board means, or these profiles can come on request from embedded request means addressed to the monitoring center, where these profiles can still come from means such as cooperative storage means, shared between several monitoring centers or several vehicles.

  It should also be noted that the invention gives companies additional tools to define optimized modes of use of its vehicles in circulation.

  Thus, the central means storing the forecast consumption of a particular vehicle on the arcs of a planned path, discriminated by speed range, they can determine the optimum speed that the driver must adopt, section by section. This aspect of the invention will be better understood by noting that, in a portion such as a slope increase of 10% over 15 km, the processing means may indicate that a given gear ratio, and a traveling speed given, minimize fuel consumption. Instructions may be given to the driver to this effect. Through the invention, the processing means can measure in a completely automated manner that these instructions are well followed, path section by path section, and no longer in a global manner, over the entire path, or even worse, by calculating the average fuel consumption of the vehicle over a full month, as is generally done by the Companies at the moment.

  Note that the system according to the invention is not limited to the embodiment 45 described. In a variant, the storages and treatments carried out by the on-board means are carried out by the central means of the Company.

  As a variant, the processing means take into account only the actual fuel consumption, without involving the forecast consumption, such as the consumption profiles of the vector arcs of a traffic lane.

  As a variant, the processing means take into account only the forecast consumptions, such as the consumption profiles of the vector arcs of a traffic lane 10, without involving the real fuel consumption.

  In a variant, the measurement means MES GO is disposed in a device external to the reservoir 102, connected to it, and communicating in such a way that the level of the fuel 115 is the same as in 102. In a variant, the calculation and control means vehicle alert uses another device for measuring the fuel level in the tank than 316 figure 10, such as a more accurate system connected directly to the fuel line.

  As a variant, the calculations are no longer carried out at the level of the vehicle. The lists such as L6 are transferred by the transfer means 13 or 22 of the vehicle to the processing means 4 of the monitoring center 2, which itself carries out measurements, calculations, and alerts.

  As a variant, the calculations making it possible for the storage means 35 of the vehicle to store the lists such as L5 are no longer performed by the processing means 4 of the monitoring center 2, but are carried out by the means 31 for calculating the vehicle.

  In a variant, the paths such as 201-208 and 208-207 according to FIG. 7 are no longer joined. The calculation means 31 of the vehicle, or 57 of the monitoring center, perform the average consumption calculations only at a rate such as average consumption over a path of 100 km, every 500 km.

  Alternatively, when the path 201-208 differs from 201-204, the L6 list is not transferred immediately to the monitoring center by the transfer means. The vehicle transfer means 13 or 22 transfer all the points of the path 201-207 in one go, the calculation means 57 calculating all the consumptions CONSO_R by the path element, then the CONSO_P and the differences between the CONSO_R and CONSO_P . As a variant, when the path 201-208 differs from 201-204, the calculations are not made at the monitoring center 2. The transfer means 20 or 24 of the monitoring center transfer to the storage means 35 of the vehicle the L5 list of the points of the new path, with the planned consumptions calculated by the means 57 of the center 45 2. The means 31 for calculating the vehicle calculate from the lists L5 and L6 the average consumptions CONSO_P and CONSO_R, the measuring means 30 measuring then a possible gap greater than 38. As a variant, in the case where the markers 111 and 117 are used, the device 100 is such that it protrudes upwards and downwards from the tank 102, which allows 101 to follow in the highest and lowest positions the fuel level 115, making available the calculation means regardless of the fuel level 115 in the tank.

  In a variant, the on-board measurement means do not measure the consumption between two full sets, such as FIG. 8, represented by an event such as a high level position of the device 114, FIG. 6, but using an intermediate graduation system.

  This aspect of the invention will be better understood by noting that the level measuring device can deliver continuous information on the liquid level, such that each upward or downward movement of one millimeter is indicated, or can deliver stepwise information. Such bearings may be a graduation of the reference device 100 figure 6 in intervals such as 15 millimeters. In such a method, the on-board measurement means deliver information only when the device 114 reaches one of these levels. It will be understood that, in such a case, assuming that the sectional area of the tank at the level of the device 101 is one square meter, the maximum inaccuracy for 15 millimeters is 15 liters of fuel.

  In this variant, the calculation means can therefore take into account the reduction in the volume of fuel between two kilometers read by the measuring means, for any period and no longer corresponding to the interval between two complete full, and calculate the consumption corresponding to the mileage traveled in this period.

  The volume measured by the measuring means may be the volume corresponding to the passage of the device 114 in front of a graduation. The calculation means can then take into account the mileage read at this time by the measuring means. Thus, if the device 100 is graduated in intermediate levels spaced 15 millimeters, and if between two graduations the fuel volume is 15 liters, the volume consumed between the graduation 5 from the top of the device, and the graduation 15 from the top is 150 liters of fuel. If the measuring means measure that the mileage of the vehicle at the moment the level is at graduation 5 is 100000 km, and if they measure a mileage of 100500 km, the distance traveled in the interval is 500 km, and the consumption / 100 km calculated by the calculation means is 30 1/100 km.

  The invention will be better understood by noting that the measuring means can advantageously establish comparative measurements between the quantities of fuel supplied and the consumption / 100 km, even in this case where a maximum inaccuracy of 15 liters exists between two graduations. Indeed, the onboard calculation means can take into account the standard consumption of the vehicle, as measured over any period, and, from the mileage measured by the 5 -means of measurement during the full, then the mileage corresponding to the passage of the device 114 downhill in front of the first graduation, as it meets, deduce with a good approximation the fuel liter between the graduations 5 and 4 during full. It will be noted advantageously that the measuring means may need this information, even approximate, to give possible indications on fuel outlets that do not correspond to the actual operation of the engine.

  It will advantageously be noted that when the measuring means measure the mileage corresponding to the passage of the device 114 in front of a scale such as 5, indicating for example a level of 400 liters of fuel in the tank, then the mileage corresponding to a graduation 6, for example 15 millimeters lower, indicating for example a remaining volume of 385 liters of fuel in the tank, the on-board measuring means can measure the geographical position of the vehicle on its way, and the storage means store these positions.

  The invention will be better understood by noting that the on-board means and / or the central means can automatically cut a path such as 600 kilometers in sections corresponding to the distance traveled between two gradations of the device 100, and store the average consumption of the vehicle. on these sections. It will advantageously be noted that the storage means can, for a vehicle consuming for example 301/100 km, store data corresponding to sections of 50 km, when the volume of fuel between two graduations is 25 liters.

  The storage means storing, for a given section of a given path, for a given vehicle, a previously measured consumption, considered as a standard consumption, it will be noted that, subsequently, with each passage of the vehicle on this section, the on-board means and / or central can calculate the actual consumption, by the above method, and measure a deviation with the standard consumption, the alert means can alert the monitoring center in real time or deferred if a significant difference appears.

  It will be understood that, for the same path made several times, the sections identified by the measuring means may not overlap.

  Thus, for a forward path of 300 km, depending on the passage of the device 114 in front of the graduations of 100, a section T10 ranging from km 112 to km 162 may be stored by the storage means, then a section T11 ranging from one kilometer 163 at kilometer 213 is stored, then a section T12 ranging from kilometer 214 to kilometer 264 is stored, with consumptions / 100 km of 28, 32 and 31 liters / 100 km.

  During a subsequent journey for the same vehicle, a section T10 ranging from 90 45 to 140 may be stored by the storage means, then a section T1 ranging from 141 to 161, then a section T12 from km 162 at kilometer 212, with consumptions / 100 km of 35, 28 and 30 liters / 100 km. Advantageously, it will be noted that the measuring means can, despite these differences, measure significant differences between a standard consumption and a real consumption, the alert means being able to send an alert. Indeed, the display means displaying the mapping of a path, and the measuring means measuring the geographical coordinates of the beginning and the end of each section, at any point in the path the storage means can store a consumption / 100 km, standard or real, and it is this data that can be used by the measuring means to measure deviations. For example, in the description above, the calculation means may consider the consumption measured at kilometer 195, which is 32 1/100 km for the first journey, and 30 1/100 km for the second trip.

  In a variant as described above, the onboard calculation means calculate a consumption of the vehicle in its path, the measuring means 15 measuring the instantaneous consumption in all relevant points.

  This aspect of the invention will be better understood by observing a path such as FIG. 11. On such a path, of a length for example of 100 kilometers, segments such as 320, 321, 322, 323 are stored by the vehicle storage means V and / or the monitoring center. The storage means store a length such as 50 km for segment 323, starting at A and ending at B. The measuring means may be such as to indicate in all respects 323 the instantaneous consumption of the engine, such as 30 liters. / 100 km, 33.5 1/100 km, 291/100 km, this data being for example supplied every second by the vehicle, or by measuring means 25 specifically installed, such as a flow meter on a pipe of brought fuel to the engine. The measuring means measuring the distance traveled by V, and the geolocation means calculating the position of the vehicle V on T1, it will be understood that the calculation means can calculate an average consumption on sub segments such as S11, S12, S13. of the path Ti. Such a calculation may be carried out by the computing means in different ways, such as measuring the distance traveled between two instantaneous consumption measurements, and then calculating the weighted average by these distances of consumption on sub segments such as SI1, S12, SI3. Such an implementation will be better understood by noting that V can traverse SI1 in 3 seconds, the length of SI1 being 42 35 meters, the vehicle V traveling 15 meters the first second, 12 meters the second second, and 15 meters the second. 3rd second. On the other hand, the measuring means can indicate an instantaneous consumption of 30 liters / 100 km the first second, 35 1/100 km the second second and 32 1/100 km the 3rd second. The calculation means can then calculate the average instantaneous consumption over the 42 meters of SI1 40 by a calculation such that: (15 * 30 + 12 * 35 + 15 * 32) / (15 + 12 + 15), ie about 32, 1 liters / 100 km on SI1. The calculation means can calculate the average consumption of V over a section such as the grouping of SI1, S12, SI3, by a calculation such as the weighted average of the distances traveled from the instantaneous consumptions at each second of the sub-paths SI1, S12, S13, or by any other method, such as the weighted average of the individual consumptions of each sub-segment SI1, SI2, SI3, calculated as above. According to the foregoing description, it will be understood that the storage means can store average forecast consumptions for reference sections, the calculation means calculating these consumptions according to the method of FIG. 11, and no longer according to the method. seen previously, from the fuel level measurements in the tank. In such a variant, the actual consumption can be calculated by the calculation means according to the same method. It will be understood that the calculation means may use jointly or separately one or the other of the calculation modes, certain consumptions on the same path being able to be calculated from the measurement of different levels of fuel in the tank, and others from instant consumption.

  With reference to the description, it will be useful to note that calculations of averages of forecast consumptions, averages in real operation, differences between the forecast and actual consumption, can mix the different modes of calculation. Thus, the storage means can store, for the portion AD FIG. 11, a predicted consumption calculated by the calculation means using the weighted instantaneous consumptions on AD, then a predicted consumption on DB calculated from the fuel levels in the reservoir. in D and B, and corresponding milestones. Then, during a subsequent trip, the calculation means can calculate an average consumption for all or parts of the segment AB, identical or not to AD, DB, AB, SI1, S12, SI3, the calculations being carried out according to the one or other of the methods described. This aspect of the invention will be better understood by noting that, on SI1, SI2, SI3 of 323, the calculation means may have calculated a provisional average according to the instantaneous consumption method, and, during a subsequent trip, for a reason such that fuel levels being stabilized, the calculation means calculate on AD average consumption according to the method of the difference in levels. In such a case, the calculating means can calculate a difference between real and provisional than on the part SI1 to SI3 of the path. Conversely, a forecast consumption that has been calculated by the calculation means using the level difference method, ie by measuring the level of the fuel in the tank and the mileage V to A, then realizing the same measurement. in B, then by making the ratio between the volume determined by the difference in levels and the mileage between A and B, the calculation means can calculate a real consumption on SI1, SI2, SI3 using the method of instantaneous consumptions, by weighting, by the distances traveled, the instantaneous consumptions on these parts of T. As a result, the calculation means can bring closer such real average consumption on SI1, SI2, SI3 of the estimated consumption calculated on AB by the method of the difference of levels. . This aspect of the invention will be better understood by noting that, during the actual path concerned, the calculation means may not have stabilized fuel levels allowing a good measurement of the tank volumes at A and B, or at any other point. useful of AB. The calculation means can then decide to opt for the method of instant consumption.

  However, it should be noted that, whenever possible, the calculation means can favor the so-called level method. Indeed, the measuring means in this case certainly measure volumes, mileage. These measurements are precise, easily controllable, and, in case of disturbance of the measuring instrument, an alert is easy to predict. Conversely, instantaneous consumption generally comes from high-temperature measurements with associated calculations made at the engine itself, and not from an instrument for measuring a fuel flow on a pipe. In the case of such instantaneous consumption, the verification of the quality of the data provided by the measuring means is difficult to achieve. In addition, the measuring means may become unregulated after such verification, without the alerting means can easily and surely alert the concerned officials. The system can therefore function in a disturbed manner without anyone noticing it, or, if doubts arise, it is long and difficult to identify the disturbances. This is not the case with the calculation of consumption based on differences in fuel levels in the tank.

  According to FIG. 12, and the foregoing description, it will be noted that the calculation means may be unable to calculate, over a portion of a path T2, average consumptions that can be used for calculating consumption differences.

  Such an impossibility may be that, the calculating means calculating these consumptions by comparing the level of the fuel level in the tank of the corresponding distances traveled, the fuel level in the tank is too fluctuating to allow the measuring means to measure a level. usable by the calculation means.

  In such a case, the geolocation means locating at any time the vehicle V on its way, the measuring means can measure in certain sub segments such as NS1, NS2, a level of fuel sufficiently stabilized to serve as data usable by the calculation means. As previously described, the measuring means can measure, using appropriate mathematical calculations, that, on a sub segment such as NS1, the vehicle being in motion, the fluctuations in the level in the reservoir are sufficiently small for a datum such as that the average of the levels measured over the corresponding distance is very close to the level that the fuel would have if the vehicle were stopped at this point, under reference conditions, ie a position such as the vehicle on a horizontal plane. It will be understood that the invention can be extended to any situation where the calculation means can by different methods determine a usable fuel level in the calculation of deviations between a forecast consumption and a real consumption.

  According to FIG. 12, such a level of fuel that can be used by the calculation means can be a stop at NS3. It will be understandably understood the invention noting that in NS3, the vehicle is stopped, the measuring means can measure a level that stops fluctuating, and can therefore consider that it is a level that the computing means can use effectively. It will be noted that the calculation means, according to FIG. 12, having the fuel levels on NS1, NS2, and NS3, can thus calculate the consumption on the intermediate portions of the path T2. It will be noted advantageously that, even if the measuring means measure a fuel level in the tank which they decide to consider as sufficiently stabilized to serve as a basis for the calculation of a consumption, this level may not be usable by the calculation means to provide an effective result. Indeed, according to Figure 12, in NS3, the vehicle can be stopped, the level can be stabilized, but the vehicle can be on a non-horizontal plane. For example, he may have 2 wheels on a sidewalk.

  In such a case, the measuring means can measure using a means such as an inclinometer, the position at any time of the vehicle relative to the horizontal plane. In cases where the inclination of the vehicle is beyond the standards stored by the storage means, the measuring means may not take into account a level measurement, even if it is stabilized. The invention will be advantageously understood by noting that such a situation may exist for the rolling vehicle. Thus, the vehicle can be driven on a gradient path. When the vehicle is in a turn, the centrifugal force lowers or artificially raises the fuel level in the tank, and, depending on the position of the level sensor in that tank, the measurement of a level measured by the measuring means as usable. because little fluctuant is actually not usable.

  According to the invention, additional measuring means can be used by the on-board means. Thus, physical measurement means such as accelerometers can highlight that the vehicle is cornering, and that the corresponding level data is not to be retained. A means such as an inclinometer can highlight a slope path. However, the measuring means can also use methods based on path characteristics, for example stored by the storage means.

  It will advantageously be noted that, according to this variant, maps such as vectors can comprise, in all segments of a path, indications on the gradients of certain path portions. Thus, according to FIG. 11, the segment 323 may have a slope of 15% in the AB direction. The storage means storing such data, the geolocation means locating the vehicle on its path, the calculation means can calculate that no fuel level is usable on 40 AB, and that they must not calculate consumption according to the method using the levels. It will be understood that the calculation means can then use the method described above using instantaneous consumption measurements in SI1, SI2, SI3, and other sub-segments.

  It will advantageously be noted that such calculations and measurements can be carried out by the on-board means, or by the central means, the central means storing, for example, the characteristics of a path such as FIG. 11. According to the invention, the on-board or central input means may determine all or part of the path portions selected for the consumption calculations, and combine with the measurement and automatic calculation means. It will advantageously be noted that the method of calculating consumption by the level differences is a simple, reliable, immediate, and robust means for temporarily or permanently controlling the quality of the data available at the level of instantaneous consumption. Indeed, the on-board means can permanently, or temporarily, calculate on the one hand the amount of fuel consumed on a segment such as AB, by the method described instant consumption, weighted by the distances traveled. For example, 100 liters of gas oil. Alternatively, if the measuring means measures that the conditions are required, measure the fuel levels / volumes in the tank at A and B, along with the associated mileage. They can then make sure that the actual mileage traveled matches the totalized mileage with the instantaneous consumption method, and reconcile the two quantities: it is measured by the difference in levels and that calculated with the 20 instantaneous consumptions. Any inaccuracy or drift of the instantaneous consumption is then automatically detected by the calculation means.

  It will be recalled advantageously that, by the method of the difference in levels, the calculation means may not have measurement at A and B, for a reason such as a gauge with measurement intervals. The fuel level can be between two graduations in A and / or B. In such a case, the calculating means can employ an approximation method based on level differences, as described above. But it will be noted that the calculating means can also use with a good approximation for the path portions 30 corresponding to the distances traveled pat V so that the level corresponds to a graduation of the gauge, the instantaneous consumptions.

  The invention will be better understood on this point with reference to FIG. 11. Assuming that the measuring means measure that the fuel level reaches the volume 350 liters in E on the path T1, then 280 liters in F, observe that E and F do not coincide with A and B. This may lead to some inaccuracy in the calculations because the AB segment may be a reference segment, such as a horizontal motorway portion. However, in such a case, the calculation means can take into account the quantity consumed on EA, calculated by a method such as the total of the quantities obtained on EA by the instantaneous consumption method, then do the same for the quantity calculated in the same way on FB. Therefore, the calculation means can bring the quantities to portions such as EB or AF. It will be noted advantageously that the computing means can in an automated manner, referring to criteria such as the respective distances on the 45 parties concerned, retain only the results recognized as reliable. In a case such as the impossibility of obtaining a result judged to be of sufficient quality by the calculating means, the processing means may decide to defer any calculation, and to wait for the vehicle to be on portions more favorable journey.

  The measuring means can also be disturbed by electrical phenomena specific to the vehicle itself. Thus, the measuring means can measure the fuel level in the tank using a float, which delivers an electrical voltage that varies in a manner reproducible according to the level of the liquid.

  Such a method can be sensitive to events such as the ignition of the headlights of the vehicle, or the engine speed. The measuring means can then measure apparent variations in the level of the liquid, caused by a phenomenon such as variations in the reference voltage, while the volume of the fuel has in fact remained the same. The measuring means can in this case measure a plurality of reference values, and the calculation means can then calculate the corrections necessary to reduce the value of the level measured to that of the actual level in the reservoir.

  According to the invention, it will be noted that the computing means may have to use other data, to provide a calculation of consumption of good quality. Thus, the volume of fuel in the tank varies depending on the temperature of the liquid. The calculation means can associate with any measurement of the level the temperature of the moment, and perform a calculation such that the volume equivalent to a reference temperature, 15 degrees centigrade for example. The invention will be better understood by noting that, the calculating means calculating according to the above description of the differences between actual consumptions and forecast consumptions, the measuring means can provide the calculation means with technical data specific to the vehicle, such as the engine speed, the number of brakes, the engine torque at all times. The calculation means can use such data to allow analysis of the consumption differences.

  It will be remembered that, for the whole of the description, the means used may be either the means of the vehicle or the central means, or any combination of the two.

Claims (10)

claims   . 1- fuel consumption monitoring system, at least one vehicle (C 1), such as a truck, controlled by at least one monitoring center (2), characterized in that the vehicle and the center has means of measurement, calculation, notification, alert, transfer control, and storage, and that the vehicle has means of locating its position at any time. The invention is characterized in that the means (35) for storing the vehicle store a list of predictive elements of the path taken, such as the expected consumptions, and that the calculation means of the vehicle calculate discrepancies between the actual consumptions. and planned consumption. The invention is characterized in that the vehicle has, at its fuel tank, high precision means which continuously measure the level of the fuel, and greatly improve the reliability of the consumption calculations, while simplifying them. The invention is characterized in that the storage means (35) of the vehicle can store alerts such as abnormal withdrawals of fuel at the tank, or external supplies not in accordance with instructions previously given to the driver. The alert and transfer means may transfer alerts to the monitoring center, relating to events relating to the fuel consumption of the vehicle.   2- System according to claim 1, characterized in that the means (35) for storing the vehicle store a list (L5) of the arcs of the path provided for the vehicle, this list 30 including the coordinates (210,211) of the points of the path such as that (201) and (202), and the consumptions CONSO_P expected such that (212) on this element of the path.   3- System according to claim 1, characterized in that the transfer of data between the monitoring center and the vehicle is performed by means (20) such as HF radio, when the vehicle is in a geographical area (1) around the monitoring center (2).   4- System according to claim 1, characterized in that the transfer of data between the monitoring center and the vehicle is performed by means (24) such as 40 GSM, when the vehicle is outside a zone geographical (1) around the monitoring center (2).   5. System according to claim 1, characterized in that the storage means (35) of the vehicle store the actual position (36) of the vehicle at any time, this position 45 being provided by the geographical positioning means (11) on board. edge of the vehicle.5- 38 -   6. System according to claim 1, characterized in that the means (35) for storing the vehicle store a list (L6) of the arcs of the path made for the vehicle, this list comprising the coordinates (218,219) of the points of the path such as (201 and 208), and the actual CONSOR consumptions such as (220) on this element (201-208) of the actual path.   7- System according to claim 1, characterized in that a difference between CONSO_P and CONSO_R greater than a value (38) stored by the means (35) for storing the vehicle is notified by the means (33) of the vehicle alert at the monitoring center.   8- System according to claim 1, characterized in that the means (31) for calculating the vehicle calculate a real fuel consumption from the measurement by a means (MES_GO) for measuring the fuel level in the tank (102) , and measurement of mileage by means (11) of geographical tracking of the vehicle   9- System according to claim 1, characterized in that the means (MES_GO) for measuring the fuel in the tank (102) uses a device (100), wherein a measuring means (101) measures the fuel level only at passing in front of the graduations of the main device 100, the vehicle mileage and its position then being stored by the storage means,   10- System according to claims 1 and 9, characterized in that the calculation means calculate an average consumption on path sections corresponding to the movement of the vehicle between two graduations of the device 100.25