FR2929027A1 - Automatic vehicle i.e. truck, functioning and driving controlling method for managing fuel consumption, involves comparing identification information of tell-tale section with identification information of standard journey - Google Patents

Abstract

The method involves periodically determining tell-tale sections of an eventual journey of vehicles (C1-C7) when a monitoring phase is carried out during an eventual journey of a vehicle along a route. Memorized parameter values are released along the tell-tale sections, and the identification information of the tell-tale section is calculated from the parameters. The identification information of the tell-tale section is compared with identification information of standard journey. An alarm signal is emitted when comparison result produces an anomaly.

Description

10 In a sector such as Road Transport, the Market offers systems, I treatment and storage, embedded in trucks, connected to systems called "geopositioning", allowing the company to permanently 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. It is thus possible to select the truck that is best placed to carry out urgent and unforeseen removal without delay.

Knowledge of the instantaneous position of the vehicle, with the use of GPS, brings other derived functions, thanks to the presence of systems embedded in the vehicle, such as:

- calculation of the mileage traveled, from the different longitudes and latitudes, and altitudes, - calculation of the instantaneous speeds, 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 intake at a pump may 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.

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

In fact, monitoring, for example, the instantaneous consumption, when the vehicle is running, by a suitable instrument, is not sufficient as a control of the good management of this item of expenditure. The company wants to identify possible diversions, for example fuel taken that would not result in the tank of the vehicle, but in a jerry can near the vehicle (usually called "evaporations").

The calculation of the average consumption per 100 km for a vehicle is generally 50 by comparing the quantities taken over a period (eg a month), -1.- -2- 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), 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 phone driver (or fixed), - using 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 of the 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 del 45 ways: by a "rising" satellite, implementing a specialized transmission box on board the vehicle, and satellites also specialized, 50 - by 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 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 on-board GSM modems.

The monitoring and calculation of consumption are based in part 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 quantity 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 the post, the registration of the vehicle, the quantity taken, and the date being automatically stored and transferred to the Company. It remains for 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 45 cab of the vehicle, mileage counter on this occasion on the badge.

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

Among other reasons, there are two reasons:

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 memorization of positions, with few shipments, minimizes the GSM cost, poses the problem of the capacity of the storage means 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 / business 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 causes, on the other hand, 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 areas 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,

These weaknesses are related to the fact that various systems can avoid manual entry by the driver, and thus any errors related to erroneous data at these entries, but that other sources of errors or fraud persist. For example :

a badge as described above can prevent the "wild" catch, ie fuel, ie any fuel taken from a pump, insofar as it first requires the introduction of a name badge, 45 allows to assign to each full is the code of a vehicle or that of a driver, with the time of full.

But nothing then prohibits, during a stop en route, fraudulent siphoning of part of the tank. 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 during 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 / 1001 <m for a consumption of 35 1/100.

The companies therefore need a tool that allows them to automatically identify the full so-called complete. - Monitoring 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 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 must take fuel outside the Company, he is asked to take only the amount strictly necessary to allow him to return to the Company, where he will then perform a full full of his tank.

This is difficult to control at the Enterprise level. In general, drivers have magnetic cards issued by fuel suppliers, which they introduce into a reader of a pump, before (take fuel.) These supplies are billed to companies in the form of periodic statements, which are then In 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 40 to 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 indicator of filling this fuel in the tank, present on the dashboard (the all the vehicles, is not necessarily relevant.) 45 -6- Indeed, all the problems mentioned above assumes a good precision 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 instrument above is generally insufficient. The aim of the invention is more specifically to provide a method for the automatic control of the operation and driving of a vehicle, in particular of its fuel consumption during its journeys. whatever the routes followed, for this purpose this method more particularly comprises: a calibration phase comprising

The circulation of the vehicle along a standard path of measured length, and whose characteristics are known, this circulation being effected under predetermined conditions, according to an optimal driving mode

the reading and storage in memory of the values of a set of parameters relating to the control that is to be carried out, along this standard path, according to a predetermined sampling frequency,

determining, from at least a fraction of said identification information parameters of this standard path; - A monitoring phase carried out during a subsequent journey of the vehicle along any route, this monitoring phase comprising:

The periodic determination of control sections of this subsequent path, in which the identification parameters are stabilized, and have values equal to the values of the identification parameters of the standard path, and for each of these sections, - the reading of the values of the parameters stored along this control section, - the calculation of an identification information of this control section, from these parameters according to a process similar to that used for the standard section, - the comparison of this identification information with the identification information 40 of the standard path and, in the case where this comparison reveals an identity, a comparative analysis between the set of parameters of the standard path and those of the control section of the subsequent path, - The emission of an alarm signal in the case where this comparison reveals an anomaly. Advantageously, the determination of the control sections of the subsequent path can be carried out periodically, during the course of the vehicle, this determination following the course of such sections by the vehicle. The parameters used in the calculation of the identification information may for example consist of the speed, the engine speed, the load of the vehicle.

The comparison made between the parameters of the standard path and those of the control section can then relate to the consumption and, if an anomaly has been detected, to the parameters that may have been the cause of this consumption difference.

An advantage of the previously described method is that it ensures the control of the automatic operation, even in the case of important changes in certain parameters of the vehicle.

Thus, in particular, during the calibration phase, it is possible to parameterize several standard paths, for example standard paths for a vehicle that is empty or at full load. In this case, during the same route of the vehicle where the vehicle is loaded and unloaded, the method may proceed to the identification of several path control sections, respectively corresponding to several standard sections (for example a section witness on part of the journey where the vehicle is empty, and a control section on a part of the journey where the vehicle is fully loaded).

Advantageously, we will be aware of the definition of the following terms, characteristics of the invention, and included in the description.

Geopositioning: device to know at any time the geographical position of a mobile, here a truck. Geographical position means longitude, latitude and altitude.

Vector mapping. Digitized representation mode of cartography of a geographical area. In contrast to the representation in the form of an image composed of pixels, such as the acquisition by scanning of a paper map, a vector cartography consists only of digital data, stored in database, describing the geographical coordinates objects, and their characteristics. This is the transposition to the visualization of a map of drawing techniques called vector drawing, as opposed to drawing by bitmap. In a vector map, an object such as a red is drawn only when it is displayed. This object is divided into a number of segments or arcs, sections for example of varying length (the few 100 m to some 1000 m only the longitudes and latitudes of the ends being stored in the database, and not the set of points .

On display, the computer calculates the line segments connecting two ends, and draws them on the screen, assigning them pre-defined graphic properties. The request for a zoom causes the recalculation of the set, thus eliminating any pixelation effect, characteristic of the display of a bitmap image.

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. 50 -8- GSM / GPRS / UMTS: Wireless transmissions known by this name.

SMS: transmission of data by GSM, in the form of short messages (150 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 not using 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 yen manufacture military (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. Real time organization: type of organization that allows to have in real time, that is to say 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, it 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.).

35 This is the place where, most often, the tracking of the position of the vehicles is done, and where the transfers described below are realized.

Surveillance center: fixed or mobile entity, having all or some of the functions of the Company, but where the vehicles do not necessarily go. 40 Role of regulation, organization, dispatching, etc.

In what follows, we consider that Enterprise and Surveillance Center are confused. 45 Central processing and storage systems. These are the means of processing and memorizing the monitoring center. In general, they are the origin of the destination of data transfers concerning vehicles. 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 the full, contains 400 at the end of the full, the supply then being 250 liters. By language confusion, it is also said that the full is 250 1.

Partial Full: The opposite of the full full. Following the example above, a supply of only 100 1 would be incomplete. By language confusion, it is also said that the full is 100 1.

Full tank: refers to a filling of the tank made to the internal pumps (the Company) These pumps are connected to one or more fuel tanks specific to the Company, supplied by the Distributing Companies (the fuel, in the same way Service stations under their label, which means that the fuel costs the company significantly less than when it is taken outside.Tank is a misnomer and may be a partial refill. of the vehicle tank.

External Full: The opposite of a full tank. The truck then provides itself outside the Enterprise, at a unit cost per liter higher than the cost of an internal full. 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 reference period of calculation, to identify the mileage beginning and end of period. 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.

Consumption per 100 km (liters / 100 km or 11,100 km or 11100): 30 C_100 average fuel consumption of a vehicle, which can be 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 of the quantity by the difference of the milestones. In such a case, and according to the preceding definitions, the full P1 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 40 n does not exist, the calculations must include safety features. Thus, we will use as full beginning and end 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, since there is no certainty that all the full tanks are very complete, the method of calculation must, before choosing the full limits, estimate the likelihood of these solids. 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 eliminating as full limits all those who present u1 50 deviation too large compared to the standard. It can thus be seen that, when it is not possible to accurately measure the level of the fuel in the tank, the calculation of the average fuel consumption / 100 km through the knowledge of the full ones presents a complexity at the same time. real, and opportunities for significant inaccuracies. The consumption / 100 km can also come from the integration of the data collected in the form of instantaneous consumption.

Instant consumption. A way of calculating the fuel consumption of a vehicle other than based on full tracking is based on the monitoring of its instantaneous consumption. Such consumption is measured for example on a pipe for supplying the fuel to the injection pumps, by a flow meter. Such a flowmeter can deliver an electrical pulse for example all liters measured. Knowing the distance traveled between two pulses, the system can calculate the so-called instantaneous consumption of the vehicle. Conversely, the calculation means, knowing the instantaneous consumption and the mileage traveled between the supply of two consumptions, can calculate the litter corresponding to a distance traveled, then the average consumption over a given distance. It should be noted that a principle adopted by vehicle manufacturers for calculating the instantaneous consumption is not generally based on measurements of the volume of liquid in pipes, the flowmeters being expensive, and generally having to be laid in pairs one on the supply line (the fuel, the other on the return line to the tank, the fuel supplied to the injection pumps is generally not completely consumed, and returning to the tank. is usually based on the measurement of gaseous volumes during injection into the combustion chambers, the consumption then being expressed in liters per second, for example.These measurements, when the calculation means use them to extrapolate an average consumption on a trip, can generate an embarrassing inaccuracy in the context of monitoring consumption.

Standard or forecast consumption. The measuring means highlight a difference in fuel consumption by comparing a real consumption, for example on the journey of a day, with a standard consumption, defined as the optimal consumption of the vehicle during this trip. This standard consumption may have been calculated in advance on this path, for example at a known load rate, by ensuring external conditions such as temperature, wind, rain, etc., optimal, and optimizing driving. to establish the best possible consumption on this route, under the noted conditions. Subsequent journeys, called real journeys, made on this journey, can thus give rise to a comparison of their consumption with these optimal standard conditions. The difference noted can highlight for example an inadequate conduct of the driver, with accelerations too brutal, or leakage of gas oil, etc. The standard consumption can also be determined during (the calibration process of the vehicle, on a selected section of road and under defined conditions, this may be the case for the management of control sections, it may also come from other sources such as manufacturer databases Another source of obtaining standard consumptions It can be extrapolated from close data, so that with standard consumption such as 1/100 km on flat highway, the standard consumption in mountainous areas can be defined by a formula such as 30 * 1.5. 1.5 being a general coefficient defined beforehand by a process such as a measurement, it should be noted that the standard consumptions can be used to manage the tr Let us witness that the other sections of a path, only the nature (the process which makes it possible to obtain them, and their mode of use, distinguishing them.

Basic data. Set of parameters Db figure 48 influencing the consumption of a vehicle.

Other standard or forecast data. The analysis of the differences between actual consumption and standard consumption is done by comparing all or part of the basic data Db figure 48 of a vehicle during actual journeys, with previously stored data, or standard data representing s expected to be achieved by the vehicle on real journeys. Such values can be obtained, for example, during calibration phases, where the company ensures the optimal operation of the vehicle, and also optimal weather and traffic conditions. These standards 20 therefore correspond to the use of the vehicle which ensures the minimum fuel consumption under the operating conditions considered. They can also come from other sources such as manufacturer databases. Note that the standard data can be used to manage the control sections as well as the other sections of a path, only the nature of the process which makes it possible to obtain them, and their mode of use, differentiating them.

Engine torque, power, throttle pedal position, number of brakes. and other data. Operating, driving and reference parameters. As part of the monitoring of a vehicle such as a truck, are more and more frequently, at connectors such as CAN / FMS, technical data of operation. We will usefully refer to manufacturer documentation, especially for the concepts of engine torque and engine power. This data can be obtained on older trucks using specific sensors. Among the parameters which can have an influence on the fuel consumption, and which depend on the driver in his manner of driving his vehicle, according to A in figure 48, the operating and driving parameters, A1 and A2, are those of which the value on a control segment may be equal to a standard measured during a calibration phase; for example, often the engine speed. Conversely, among the parameters likely to affect fuel consumption, the so-called reference numbers, A3, figure 48, are those whose value may be different, for example often the position of the accelerator pedal.

45 Identification parameters, identification information. The processing means, processing the basic data Db in FIG. 48, can extract from the set of parameters a subset of identification parameters, which they use to characterize elements such as a reference section, a standard path. These means can process these subsets to obtain an identification information, which can be a synthesis facilitating the identification of elements such as control sections.

Calibration path or standard and actual journeys of a day. The monitoring center may choose, on a given day, to measure the average fuel consumption of a vehicle, on a usual or specific route, as well as the operating, driving and reference parameters of the vehicle involved in the consumption, of way to set standards. These data are stored by the storage means. This is a path named calibration path or standard path. The sections concerned are called calibration sections. A trip made later is known as the day's trip or the actual trip, and if the standards have been set up, the Company may wish to monitor the fuel consumption. Its sections are called actual or day sections, some of which may be sample sections. The actual consumptions on the way or on the sections of the day are called real consumptions or the day. It should be noted that the calibration process, and the establishment of the standards, can also be done on a section of roadway selected for this purpose, unrelated to the actual paths traveled by the vehicle. A calibration path may be only partial, in that the vehicle can already store standards for certain sections of the path, formed during a previous trip. In such a case, the processing means can follow the actual consumption on the previously treated sections, and constitute the standards on all or part of the others.

Segment or control section. A vehicle traveling on its journey from the jor.r, the Company wishing to monitor its consumption, the processing means can try to identify portions of this path with particular characteristics, where the values of the operating parameters, driving and vehicle reference also have special values. These so-called control sections can be used to highlight particular differences in consumption.

External elements, vehicle-related elements or status parameters. In the description of the invention, a C element 48 which influences the fuel consumption of a vehicle is said to be external if it relates to any cause other than the driving of the driver, namely the data A figure 48, or the elements specific to the vehicle, B figure 48. It is known that accelerations and sudden braking lead to consumption. Likewise, failure to respect optimal engine speed ranges causes fuel wastage. These 2 elements are examples of elements related to driving the driver. Other elements in the broad sense, such as fraudulent fuel racking in a tank, can also be related to the influence of the driver on the fuel consumption. Similarly, a poorly tuned motor causes a difference in consumption. This is a B figure 48 related to the vehicle, or status parameter. Conversely, external factors C are considered to be other factors influencing consumption, such as a trip with a strong headwind, a steep road, etc. circulation. Data characterizing the vehicle traveling on segments of the path, such as its stabilized average speed, its stabilized engine speed, its load ratio.

Loading rate, or charge. A truck can run empty, its rate (the load then being zero%, or zero, it can circulate at maximum load, its loading rate then being 100% or 100. It can also circulate at any intermediate value, for example half loaded, its loading rate then being 50% or 50. The load is part of the elements B figure 48, related to the vehicle, not related to the conduct of the driver, and influencing the consumption. to be permanently known in a precise way for a transport vehicle such as a truck, the Service Exploitation of the Enterprise being informed of what transports its vehicles.

Triptych (V + TM + C). Of the operating, driving and reference parameters A figure 48, V, vehicle speed, and TM, engine speed, are of particular importance for tracking C, fuel consumption. Their combination is named triptych (V + TM + C). In a number of cases, the knowledge of these parameters alone is sufficient to characterize the driver's behavior with respect to the fuel consumption of his vehicle.

Standard_E and Standard_T. Among the standards, a first set relates to operating, driving and reference parameters used to manage the control sections. These standards, called Standard E, are frequently the result of calibration processes, and are characterized by the fact that their value must be stabilized for a minimum period to be taken into account. A second set relates to the vehicle on its route, on sections outside the control sections. Such a section can be a route on a departmental road, with many climbs and descents. These so-called StandardT standards are characterized in that their average value is calculated and stored without going through a prolonged stability phase. Such a standard may relate to the speed or fuel consumption on the section in question, which varies in significant proportions along the section.

Figure 1 is a block diagram showing the monitoring center 2, its center 4 for processing, displaying, entering and storing the data, an area 1 within which short-range wireless transfers 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 processing, storage and transfer means 5 embedded in a vehicle C1. is 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 an intended route, actual course, and storage by the storage means of data relating to different fuel consumption calculations.

Figure 8 is an evolution of the level of fuel in the tank of a vehicle, depending on the distance traveled, and the supplies made.

Figure 9 is a presentation of Trips made from the Company by a vehicle, and location of fuel intakes.

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

Figure 11 is a representation of a data table relating to the control of the fuel consumption of a vehicle, stored by the storage means, such as its instantaneous consumption at its speed, its engine speed.

- Figure 12 is a path of a vehicle, initially made to allow the determination of its different standard consumptions in various sections deemed characteristic. Subsequently, the consumption is controlled, the vehicle performing all or part of the same path, by bringing these standard consumptions and consumptions of the day.

- Figure 13 lays down one of the basic principles of the invention, that, the vehicle being on its journey of the day, control of its fuel consumption is achieved by comparing a standard consumption and actual consumption.

- Figure 14 represents a vehicle on a real path, where are defined voluntarily by the monitoring center of the control sections. It takes into account the fact that there may be differences between consumption measurements made from the monitoring of the fuel level in the tank, and others obtained from measurements of instantaneous consumption.

- Figure 15 shows different areas in which a vehicle can move, and different types of lanes. Within these areas, which may be flat, mountainous, etc., and on these paths, which may be in fluid or disturbed circulation, the consumption of a vehicle varies in proportions which may to be anticipated. - Figure 16 is a path traveled by a vehicle, the consumption thereof being dependent on the load transported.

FIG. 17 represents a fuel tank and its device intended to better control the possibly unauthorized withdrawals of fuel from said tank

- Figure 18 shows the particular device to control possible improper withdrawals of fuel in a tank. - Figure 19 relates to a fuel supply in which all or part of the fuel does not enter the tank, for example to be collected by a container located nearby.

Figures 20 to 25 relate to particular implementations of the invention. for a vehicle traveling on empty, in a non-urban area,

Figures 26 to 31 relate to particular implementations of the invention. for a vehicle traveling at a load rate of 50%, in a non-urban area - Figures 32 to 39 relate to a particular implementation of the invention for a vehicle traveling in urban areas.

FIG. 40 relates to a means of storing the characteristic data of the monitoring and control of the fuel consumption of a rolling vehicle, this means being wholly or partly independent of the monitoring center and the vehicles. Such means may be an external computer server, powered by the means for transferring the vehicles and the monitoring center, and, in return, transferring data or alerts to the vehicles and / or the data center after any internal processing. monitoring.

FIG. 41 relates to a portion of road used for the calibration of a vehicle, to determine its optimum operating, driving and reference parameters in the context of a minimum fuel consumption. These optimal settings are still called standard.

- Figure 42 is a list of standards from the calibration process of Figure 41.

FIG. 43 shows a characteristic combination of 3 standards, in a so-called triptych frame (V + TM + C), and presents the abbreviation GRAPH_1 of standard resulting from the calibration figure 41, relating to the triplet Charge of the vehicle Speed, Consumption. By extrapolation, knowing 2 data of a triplet, the third is found. GRAPH_1 is presented in a form such as a linear extrapolation, but may correspond to any other type of extrapolation.

- Figure 44 shows a real path traveled by a vehicle V, a given day, with different stages, defined as points of unloading / loading, where the load of the vehicle is likely to vary. Between 2 steps, the load is given as constant.

- Figure 45 represents an overconsumption analysis. - Figure 46 relates to a characteristic curve of the operation of a motor, where a range of engine speeds provides an optimum torque.

FIG. 47 shows a history of the operation of the engine, for a vehicle in its path, the data considered being the engine speed.

- Figure 48 relates to the elements affecting the consumption of a vehicle, divided into 3 groups. Group A, elements depending on the driving mode of the driver, group B, elements dependent on the vehicle itself, 20 under control of the monitoring center, and group C, external elements on which neither the driver nor the monitoring center can act such as the weather conditions encountered on a trip by the vehicle. Note that, from group A to group C, the quantification of the influence of the parameters concerned decreases. Thus, for group A the knowledge of the speed at all times is easy, and its influence on the consumption easy to establish by a calibration process. For group B, except for the load factor of the vehicle occupying a special place, since it constitutes a datum necessarily known for the operation of the Enterprise, the influence of the elements is more difficult to establish. For example, the influence of an adjustment of the injectors. For group C, if the influence of, for example, a head wind whose velocity is known is easily determinable, such a factor will generally remain vague in the frame concerned here, and will often be summarized as essentially qualitative data such as 50 km / h, direction NORD / SUI), such day, from such time to such time. FIG. 49 relates to the numerous levels of precision that the invention is capable of proposing, in the determination and analysis of the differences in consumption.

FIG. 50 represents an actual path, such as a path traveled by a truck on a delivery day, during which the processing means can establish Standard_E and / or Standard_T. This figure will be better understood by noting that. in this case, the processing means can avoid performing the so-called calibration phase, according to FIG. 41. The system comprises at least one monitoring center 2, equipped with means 4 for processing, display, input and storage, a peripheral zone 1, and elements such as BRN5 to BRN8, or BRNE, BRNA, for certain forms (transfer with at least one vehicle) means 4 (FIGS. 1, 2 and 5) for processing the 50 monitoring center include transfer means of GSM, GPRS, UMTS or equivalent type 23, transfer means other than GSM 17, and at least one computer 16, means measurement 56, calculation 57, notification 58, alert 59, transfer control 60, storage 61, display and input 6, in the form of a control panel. means 5 for processing and storage, comprising geographic location means 11 such as GPS associated with satellites 10, transfer type GSM 22, transfer means other than GSM 13, and within at least one computer 12, measurement means 30, calculation 31, input and display 32, d alert 33, transfer control 34, storage 35, reading 37 by specialized means such as bar codes. All the elements of the system are used to calculate and follow according to a characteristic process 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. 20 Transfers 20 FIG. 2 of the other type, such as transfers by HF radio waves, or by 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 the transfers 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 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 zone 1, rectangular to 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, 35 characteristic of the invention. 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 Figure 6. at least one vehicle has at least one fuel tank 40 102, 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 is characterized in that a measurement means such as MES_GO FIG. 5 makes it possible to continuously monitor the fuel level in the tank diverter in real time. 45 -18-. For a better understanding of the invention, such a means is described in an ideal form, characterized by the possibilities it offers to solve the problems posed in such measurement processes. It will advantageously be noted that, although the standard equipment of a vehicle, such a measurement means may be the fuel level indicator 316 figure 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 the description of the invention can be characterized in that the cylinder 116 is secured to the ring 101 via Ln device such as magnets.

This characteristic will be better understood by noting that, according to FIG. 6, magnets 122, 121, 124, 125 can be fixed inside the cylinder 116, on a level line 120. Similarly, 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 means of measurement is that the surface of the ring 101 can be defined to ensure optimal buoyancy, the measuring means MES GO 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 120 of the magnets 116 relative to the magnets of 101 is very accurate. The measuring means MES_GO may use a method such as that of the useful surfaces (the weak magnet, 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 del00 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 characterized 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 calculation means 31 calculate a difference in level, the means The notification means may notify the storage means 35 of a command 30 for storing the data. 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 a 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 that has 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. On the other hand, if the measuring means measure a fine level lower than the initial level, with the vehicle stationary, the warning means can alert the driver or the managers of the monitoring center of a fuel withdrawal. for example, a flight on a parking lot, the driver having been absent. The storage means 35 can store these data in a list 1L1.

The measuring system may be such that the calculating means calculate from a list of correspondences such that L 2 the volume of liquid in the reservoir, knowing the level of the liquid, such as 79, which corresponds to a volume such as 85. The L2 list, stored in the storage means, may have been obtained by a method such as pouring into the tank 102 known amounts of liquid, and measuring the corresponding level, or by a method such as than the calculation in -20 real time of this volume by the calculation means 31, knowing that if the reservoir 1 D2 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 later by the calculation means to determine the volumes of liquid 115 in the reservoir 102, from the level indicated by 1CI , 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 (ideal measurement system presented here to better describe the invention highlights the approximations that can occur in the context of the measurements usually made at the level of fuel level indicators present on the dashboard These approximations can lead the measurement and calculation means to deliver data such that their inaccuracy renders them unusable for monitoring the 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 reservoir fuel withdrawal, unrelated to the normal consumption resulting from the engine operation.

Ideal measuring means as presented may allow the means to calculate this calculating consumptions, even when the device 116/114 of the means 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 stresses. In this case, in the high position. 120 is overtaken 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 both cases, the magnets 131 of 101 may deviate magnets 122 to 125 from 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 35, 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 calcl.l leave 101 between the markers 111 and 117. This variant will be better understood by noting that, if the reservoir 102 is such that 111 and 117 are necessary, then the device 100 gives no indication of the amount of fuel taken during a full 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 provisional vehicle path, called arcs, such as 201 to 202, 202 to 203. The storage means 35 store in 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, can be calculated by the computing means of the monitoring center, 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 can store lists of the forecast consumption of the vehicle, according to all the traveling conditions that may be encountered, such as the slope of the track frequented, the load transported, 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 levels 78 and 79 corresponding 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 mileage 38 of the vehicle at R201, R208 and R207, and the calculation means 31 calculate the average real 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 means 31 in 223.

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 predicted consumption, but on the contrary may use a standard consumption obtained from data such as experimental data. , corresponding to the real conditions of circulation of the vehicle, at this moment, these experimental data being obtainable by a process such as a preliminary calibration, under real conditions of road traffic. The means (the calculation 31 calculate the forecast consumption CONSO_P of the vehicle on the path R201-R208 from the forecast consumption the 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 the coordinates such as 201 and 202, beginning and end of this arc The measuring means 30 can measure the difference between the actual consumption CONSO_R calculated by the calculation means 31 from differences in the level of the reservoir 102 for the path such as R201-R208, and the forecast consumption CONSO_P for this path, the alerting means 33 being able to transfer to the monitoring center 2 by the transfer means such as an alarm when the difference measured is such that 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 vehicle. Storage yens 35 by 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 (at the monitoring center, the lists of the estimated fuel 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 carried out. of list L6 the actual consumption CONSO_R.

The measuring means 56 of the monitoring center can measure the difference between CONSO_P and CONSO_R, 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 as in FIG. 6, the vehicle measuring means 30 can advantageously control the fuel level measuring device 100 in the tank 102, when the fuel surface 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 characterized in that, when the means (the measurement do not measure the temperature, an auxiliary heating system and (the thermal regulation heats and regulates the temperature of the fuel in the reserve ir such that it is constant and equal to a modifiable value previously stored by the storage means 61.

Advantageously, the invention will be understood by noting that the measuring means on board a vehicle generally do not 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 the full tank, characteristic of the invention, can advantageously be used.

According to FIGS. 8 and 10, the measuring means can measure the level evolution 312 of the fuel 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 this level, the vehicle having been previously calculated as being stopped. Such a sequence is considered by the on-board means as the fuel input into the tank, for an operation such as 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 Figure 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 full as the full terminals for the calculation of consumption / 100 km. Thus, according to this figure, the computing means 45 can calculate a first consumption by dividing the liter of the full 303 by the mileage traveled between the full 302 and 303, or K3 - K2. Another calculation of consumption can be carried out by the calculation means by totalizing the liter of the full 304, 305 and 306, and dividing the result obtained by the difference K7-KE, respective milestones of the full terminals 303 and 306. It will be noted advantageously, the solid 302, 303, 306 are full solids, and the solids 301, 304, 305 are partial solids, 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 clarity, it will be noticed that a value such as 305 can be accurately known but still be incorrect, for a reason such as mistakenly 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 can 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 stopped, the measuring means measuring a datum reference such as a speed become null.

Additionally, the on-board measurement means measuring that the position of the vehicle at a stop 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 full current is a full tank.

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, ic s calculating means can calculate that such a full may not be according to 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 Full outdoor performance is such as useless, 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 vehicle's automatic geolocation means, 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 tank this fuel is indicated in FIG. 8, can have traveled 3 paths T1, T2, T3, starting from the carpark of the center to which it is attached, PKG.

45 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 P1 service station at level 302, then bring the level to 303 at 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. 50 - 26 - 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 realized outside the Business, ie was not carried out 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 e vehicle is on PKG, each time the level 312 figure 10 does not reach e device witness 311, the event can be processed by the on-board 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 advantageously that the quantities required for calculations 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 processing facilities. At this moment only the means of the Company can calculate the consumption. It will be noted that the on-board means 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 all the necessary elements to carry out consumption calculations: vehicle registration, driver identity, date, time and mileage of full terminals, geolocation 45 necessary, quantities of inputs and outputs.

It will be understood that, for full loads such as PE, it is better for the Company to use the quantities transmitted by PE, which are more precise than those measured in 316. On the other hand, the quantities coming from P1, P2, P3 are very frequently late, and, since they are generally small, the use of the corresponding data at 316 is relevant for real-time calculation of consumptions.

Subsequently, it will be understood that the computing means will be able to achieve a definitive shim 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, since the calculation means still know the real identity of the vehicle, the exact time of the supply, the approximate quantity from 316, any erroneous identity coming from pumps such as PE, P1 can be automatically detected, and corrected.

Another disturbance 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 recalled 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 (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 generally provided with a memory with time stamp of the fuel outlets, and with an automatic and fast transfer system to the Company, the calculation means can then immediately make a comparison, based above all on the criterion of time stamp, between the exact quantity output, and the corresponding VA approximated quantity and entering the tank.When fuel losses exist at this level, if they are significant, their order of magnitude is in general much greater than the margin of d error in the VA approximation, the means of treatment thus provide the Company with an effective warning system.

The treatment means provide the Company with the same effective warning system, when these fuel losses occur outside, at a pump such as Pl. 35 Indeed, it will be remembered that the oil companies managing a pump such as P1 can subsequently 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 lowering of the fuel level to a point which the geolocation means indicates as not corresponding to a point stored by the storage means as a point where such an output of fuel can take place. Therefore, the alert means for example can the Company, with indications such as the geographical lees and the schedule of this inadvertent fuel outlet tank. By extension, it will be understood that the location of the known or authorized supply points for the vehicles can be stored by the storage means of the vehicle or the Company. Since these means are informed by means of measurement of fuel inlets or outlets in the tank, of the position of the vehicle with respect to the planned locations, and of the schedule, the calculation means can calculate a control. the good strategy of the driver, given 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. .

During 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 on its path being known through 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 path bet vehicle or identical vehicles, all 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 any time 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 flowmeter with instantaneous consumption in fuel. 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 this 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, obtainedL.e by the calculation means by a method such as the weighted average of this consumption profiles. section, or by the totalization of 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 clear that the invention allows the monitoring center more concerted and accurate monitoring than the usual monitoring for fuel consumption. 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 in 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 in this case necessarily take into account the parameters characterizing the consumption at the time and place of the vehicle. Thus, a parameter such as the total weight in charge of a given type of truck must be taken into account by the means of treatment. 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 control sections on the path. Such an area may be a portion of a flat path. The calculation means, having a data such as e that the estimated consumption of the unladen vehicle on this portion, at a given speed, can calculate the difference between this standard consumption and actual consumption measured on this portion, at this speed. moment. The calculation means can calculate the corresponding ratio, for example + 45 ° rô. Therefore, the processing means can apply this ratio in all points of the trip, 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 may use previously defined zones as control sections. 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 on-board means, or the central means, can in a way Fully automatic measure calculate and store consumptions in tors points of the trip, accompanied by corresponding parameters, such as external temperature, gear speed selected in the gearbox, vehicle speed. 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 previously 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, a vehicle being on its way. 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 the on-board request means addressed to the monitoring center. or these profiles may still come from means such as cooperative storage means, shared between several monitoring centers or several vehicles. It will also be noted that the invention gives companies additional tools for defining modes of storage. optimized 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, i's 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 fully 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 worse, by calculating the average fuel consumption of the vehicle over a full month, as is usually done by the Companies at the moment.

Note that the system according to the invention is not limited to the embodiment 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, without involving the real fuel consumption and fuel consumption.

Alternatively, the measurement means MES_GO is disposed in a device external to the reservoir 102, connected thereto, and communicating so that the fuel level 115 is the same as in 102.

Alternatively, the vehicle calculation and alert means use 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 carried out by the processing means 4 of the monitoring center 2, but are carried out by the means 31 for calculating the vehicle. As 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.

In a variant, when the path 201-208 differs from 201-204, the list L6 is not transferred immediately to the monitoring center by the transfer means. The means 13 or 22 for transferring the vehicle transfer all the points of the path 201-207 in one go, the calculation means 57 calculating all the consumptions CONSO_R per 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 list L5 points of the new path, with the planned consumptions calculated by the means 57 of the center 2. The vehicle calculation means 31 calculate from the lists L5 and L6 the average consumptions CONSO_P and CONSO_R, the measuring means 30 then measuring a possible difference greater than 38.

Alternatively, in the case where the markers 111 and 117 would be used, the device 100 is such that it protrudes upwardly and downwardly from the reservoir 102, allowing 101 to follow in the uppermost positions and the lower the fuel level 115, making available 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 scale of the reference device 100 figure 6 in intervals such as 1: 5 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 .5 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 30l / 100km.

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 measuring means 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, by 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 path, 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 may automatically cut a path such as 6C'0 kilometers into sections corresponding to the distance traveled between two graduations of the device 100, and store the average consumption of the device. vehicle on these sections. It will advantageously be noted that the storage means may, for a vehicle consuming, for example, 1/100 km, store data corresponding to sections of 50 km, when the volume of fuel between two graduations is 15 liters.

The storage means storing for a section of a given path, for a given vehicle, a previously measured consumption, considered as a standard consumption, it will be noted that, subsequently, at each passage of the vehicle on this section, the onboard means and / or central can calculate the actual consumption, by the above method, and measure a difference with 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 can be stored by the storage means, then a section T11 ranging from km 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.

On a subsequent journey for the same vehicle, a T10 section from kilometer 90 to kilometer 140 may be stored by the means of storage, then a section T11 from kilometer 141 to kilometer 161, then a section T12 from kilometer 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 standard consumption and actual consumption, the warning 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 above description, the calculation means may consider the consumption measured at kilometer 195, which is 32 1/100 km for the first journey, and 30 1 / 1.00 km for the second trip. We will discover another aspect of the invention, in the case where are computed according to FIGS. 11 and 12, by the means for calculating a vehicle V data such as its instantaneous consumption CI in all points of a path T , its instantaneous speed VI, its instantaneous engine speed NTI.

For a better understanding of the invention, the following description relates to successive applications of the invention whose complexity is increasing, with, in each description, a possible partial recovery of the elements of the previous descriptions, this to facilitate discovery and the comprehension. By taking cognizance of this description, it will be verified that the modes of implementation of the invention are numerous and varied, and that a usual description of linear type and complicates understanding, because of the numerous references to the elements. precedents that it imposes. This is why such a linear mode has not been retained.

According to a particular application of the invention, in a path such as FIG. 12, the processing means can consider predefined sections of T before the processing means begin to process the operating, driving and reference data of the vehicle. The processing means can predefine these sections using means such as mouse clicks on a vector map displayed on a screen. Such sections may be a portion of flat AB road and allowing a speed equal to the maximum speed allowed, for example 90 km / h, a portion of road such as CD, located in an area where successive ups and downs, a portion such as EF, in an urban area, it has been previously seen that the means (the storage of the vehicle V can store standard average fuel consumption such as CIAB, CICD, CIEF, such as standards calculated by the calculation means during a calibration run, preferably made with the vehicle V empty, it will be noted that these reference consumptions can be stored by the storage means accompanied by certain road conditions at this time, such as the stabilized speed of the vehicle or its average speed, the instantaneous consumption strongly depending on the driving speed.

It will be noted in the following that a section such as AB is a feature of the invention, and considered as such a reference section or control section. It will be usefully verified that the measuring means can use such sections to highlight in a variation of consumption what is attributable to the conduct of the driver, and what is attributable to the other factors. At a later date, the means of geolocation of the vehicle supplying the storage means the instantaneous position of the vehicle V on this path T traveled again, the storage means can store the actual average fuel consumption on the portions AB, CD, EF (the path T, ie CRAB, CRCD, CREF according to FIG. 12). The calculation means can calculate such average consumptions, based on measurements provided by the measuring means, such as the actual consumption during successive periods of 30 minutes. seconds, and the distance traveled during this period, this from measuring means such as a flow meter and an odometer.

The calculation means can calculate the RAB ratio according to FIG. 13 between the consumptions CIAB and CRAB FIG. 12, the control means verifying beforehand that the speed on AB of the vehicle V, FIG. 12, is of the same order as the average speed. stored during the calibration run, for example 90 km / h above. In the opposite case, the speed-dependent consumption, any comparison by the measuring means between a standard consumption CIAB and a standard consumption CRAB may not be effective.

Advantageously, it has been seen previously that the calculation of the ratio RAB by the calculation means may allow the control center to control possible deviations of consumption on portions such as CD or EF of the path.

It will be remembered that any result CRCD / CICD higher than CRAB / CIAB calculated by the calculation means can highlight an evolution such as a degradation of the fuel consumption, the measuring means measuring for example two operating data such as the stabilization of the speed and the engine speed. Thus, according to FIG. 12, and an actual path, the measurement means having measured that the speed on the portion AB is stabilized and close to the standard speed stored for this purpose. segment by the storage means, and having measured, among other things, that the engine speed is close to the standard speed stored for this segment by the storage means, the ratio CRAB / CIAB calculated by the calculation means can identify the consumption difference due to this trip to conditions other than driving the driver.

For example, the measuring means can measure that the vehicle is traveling at 90 km / h on AB, and that the engine speed is 1300 revolutions / minute, in the range indicated by the manufacturer documentation as being the optimal range of use. the engine, at the level of its torque. It is advantageously understood that, in such a case, if the calculation means calculate that the actual consumption is 35 liters / 100 km, while the standard consumption established during the calibration of the vehicle was 30 liters / 100 km, the difference of 5 liters / 100 is probably not attributable to the driving of the driver. It may be due to external causes, such as vehicle load, tire inflation, wind, etc.

In such a case, the control means can expect to find such a ratio RAB overconsumption on a portion of the path other than AB, such as CD. The storage means can store a standard consumption established on CD, such as 40 1/100, and the calculation means can measure a real consumption such as 50 liters / 100. In such a case, the calculation means can calculate that the actual consumption should have been 40 * RAB, ie 40 * 35/30, equal to 47 liters / 100, and that, consequently, 50 - 47 = 3 1/100 km may be overconsumption due to the particular driving of the driver. Thus, the measurement by the measuring means of the engine speed on the segment CD can reveal regimes of 1600 rpm, above the range recommended by the manufacturer, 1100 to 1400 rpm, resulting in overconsumption, the driver having decided for example to arrive in D as soon as possible.

It will be understood that the measuring means can accept here, according to this particular implementation of the invention, a certain approximation, considering that the ratio RAB above can be the same on AB and on CD, ie ratios such as CIAB / CRAB and CICD / CRCD do not depend on the characteristics of the sections of the routes taken, such as flat road, uphill, urban area. A variant of the invention consists in that the measuring means can make finer measurements, and highlight ratios such as RAB depending on the characteristics of the sections of the routes taken. This aspect of the invention will be better understood by noting that RAB, in a first case, may be such that the overconsumption due to a difference in charge is the same in percentages in all points of the path, whereas in a second case , the vehicle V can overconsume for example more in the climbs than on the flat. Such overconsumption can be 20% on AB for V between V empty and V loaded at 100%, and 40% on CD, for the same load ratio, CD being a mountainous area.

It will be remembered that the average consumption indicated above can be provided by measuring means such as a flowmeter, measuring the litter consumed during a given period, and an odometer giving the distance traveled during this period. This literal can be very approximate, the accuracy varying more during the year. The measuring means can usefully bring these literatures periodically closer to those provided by the previously described measuring means, which follow the level of the fuel in the tank. The computing means can then calculate a ratio K1 = CRES_STD_TRAJ / CI_STD_TRAJ figure 14, such as 30/28, 1/100 km being the consumption CI_STD_TRAJ coming from the flowmeter, being able to be tainted with errors, such as calculated on all the way standard T figure 14, in liters / 100 km, and 28 1/100 km the consumption CRESSTD_TRAJ coming from the measurement of the levels of the tank, which can be of an accuracy better controlled by the means of measurement. During the year, if a re-calibration is performed by the measuring means, they can measure that this ratio has become 32/28, for example following a passage of the vehicle under repair, with adjustment of the flow meter. A feature of the invention is that the measuring means can measure periodically on a path such as T, Figure 14, the consumption from the reservoir levels., And bring it closer to that measured by means of the flow meter. Consumptions measured from the flow meter can then be corrected by the calculation means, before the calculation by these means of any difference in consumption.

According to Figure 14, and according to the above, if CIAB is the consumption measured on the AB portion of the path T when establishing the standard consumption, in liters / 100 km, CICD standard consumption on the portion CD, CIAB and CICI) being measured by flow meter, CI_STD_TRAJ the standard average consumption on the path T measured from the flow meter, CRES_STD_TRAJ the average average consumption calculated by the calculation means from the litter consumed in the tank, and the mileage of the path T, CRAB the actual consumption measured on the AB portion of the path T, during a subsequent trip, CRCD the actual consumption on the portion CD, CRAB and CRCD being measured by flow meter, CI R_TRAJ the average consumption on the subsequent actual path calculated from of the flow meter, CRES_R_TRAJ the average consumption on T calculated by the means of computation from the litrage consumed in the tank, during this journey, the average s can calculate corrected consumptions and produce a satisfactory appreciation of a consumption gap such as on CD.

It will be observed usefully FIG. 14 that the calculation means can determine a ratio KI corresponding to the difference of the average consumptions calculated respectively from the flowmeter and the fuel level variations in the reservoir, during the standard path T taken in its entirety. Such a KI ratio can be called instantaneous consumption correction gap. The calculation means can calculate an equivalent K2 ratio during the subsequent real journey whose fuel consumption is to be controlled. On the reference segment AB Figure 14, the calculation means can correct the value of the standard consumption from the flow meter and obtain CIAB _X = CIAB * K1. They can likewise obtain a valet CICD _X corrected of the standard consumption on the segment CD, by CICD_X CICD * K1. The calculation means can obtain real consumptions corrected on the real path subsequently followed such as CRAB_X = CRAB * K2 and CRCD_X = CRCD * K2. Then, the calculation means can verify that the vehicle travels well AB in desired driving conditions, for example in terms of speed and engine speed, and can determine, if it is the case, the possible difference in consumption on AB due to factors other than driving, ie L = -39- CRAB_X / CIAB_X, when this difference is expressed as a ratio. Such a ratio L can be called the correction gap due to other factors than the driving of the driver, the day of the actual journey.

By using such a difference L, the calculation means can appreciate the consumption difference L) ELTA CONSOCD due to the conduct of the driver on CD, by calculating the standard consumption corrected by the other factors than driving, the actual day considered. , CICD_Y = CICD _X * L, and bringing it closer to the actual consumption CRCD X, is DELTA_CONSO_CI) = CRCD_X - CICD_Y.

DELTA_CONSO_CD can be stored by the storage means as a good assessment of the driver's behavior with regard to fuel consumption. A difference DELTA_CONSO_CD such as 3 1/100 km can highlight a regime too high on CD, such as 1800 rpm, the driver trying to reach D as quickly as possible.

The invention will be better understood by noting that the measuring means can only measure deviations between a standard consumption and a real consumption after making sure that operating elements are identical. We saw above that the average speed could be one of these elements. Thus, if during a real journey, the vehicle V circulates on AB, portion defined as reference, at 50 km / h, while the standard of consumption CIAB has been established at 90 km / h, a ratio such as RAB Figure 13 can not be determined, and the measuring means can not then measure any significant difference on CD and EF. The engine speed may be another element of operation that must be respected by the measuring means. Thus, if the vehicle V figure 12 circulates at 1800 rpm on AB, while the measuring means established the standard consumption at 1200 rpm on this portion, no significant difference measurement can be achieved by the means of measurement on the actual path, in CD and EF, according to the characteristics of the invention.

It will be remembered that the measuring means measure consumptions that can vary among others depending on the speed of the vehicle, or its loading rate.

It is therefore understandable at this stage of the description that the measuring means can select in priority segments such as AB Figure 12 to measure standards. A segment such as AB is selected because it has features facilitating the control of parameters such as the stabilized speed (vehicle speed, or engine speed) A segment such as AB can be selected by the measuring means such as flat, with few turns, without risk of slowing down.

A portion of the highway is a good example. The calculation means, later, when the vehicle returns to this portion AB, have a high probability that the traffic conditions are identical to those known at the establishment of the standard consumption at this location, and that, therefore, the vehicle rolls at the same steady speed and at the same speed. The measuring means can measure this equality is respected, before retaining AB as a control section, and determine RAB Figure 13. The control center can therefore intervene only rarely, when a reference section such as AB can not be found automatically. A feature of the invention is that the processing means can automate all or part of the treatments described above.

The calculation of a ratio such as RAB Figure 12 can be automated. The control means can intervene only in a case such as an accident on the AB portion, AB being the only standard section appearing on T during the actual journey, this accident causing a slowdown disrupting the actual consumption measured on Ail We will note that the measuring means can measure for example that the speed is not stabilized on this portion of the path, and automatically refer to another standard segment in the path, when such a segment exists. This without intervention of the monitoring center.

A feature of the invention is that the selection of a portion such as A13 Figure 12 can be automated through a vector map, as defined above. A segment or arc such as 201-202 according to FIG. 7 is characterized by attributes, such as its length, the coordinates of its beginning and end, the nature of the track such as "highway", "national", " fast track ", its gradient, etc. The measuring means measuring the position of the vehicle in its path, the calcL.l means can calculate on which vector arc is the vehicle, and thus obtain the corresponding attributes, including the type track and its slope. According to such a method, the storage means storing, inter alia, the expected cruising speed in such a case, as well as the optimum engine speed range defined by the manufacturer, the measuring means measuring, among other things, the speed of travel on the journey and the engine speed, the calculation means can automatically select sections such as AB Figure 12 and calculate the corresponding average standard consumption. To obtain such a result, the measuring means can measure that the vehicle rolls well on a lane of a predefined type stored by the storage means, such as a motorway, that this lane is flat, the attribute "declivity" of its arcs possessing this value, or a means such as an inclinometer giving this information, that any turns are of sufficiently small curvature, the attribute "curvature" of its arcs having this value, if it exists, or a means such as an accelerometer giving this result, the speed of travel is close to that stored for this purpose by the storage means, on this type of road, for example 90 km / h for a truck on a highway, the means of measurement ensuring that this portion of the highway does not impose a lower regulatory speed, and that the engine speed is well within the reference range stored for this vehicle, at this speed, by the storage means, as well as that any another condition defined as necessary for a section to be chosen as the reference section. Such prerequisites being fulfilled, the calculation means can calculate the average consumption of the vehicle over a portion such as AB, the storage means storing this value which will serve as standard ICAB FIG. 14. It will be noted that a supervisor such as at the monitoring center, where the driver can ascertain the nature of other parameters having an influence on the consumption, such as a dry pavement, a temperature between 15 and 25 ° C, no wind, these parameters that can also optionally be processed automatically if the vehicle has the necessary measuring means. Important data such as the load of the vehicle can be processed automatically by the measuring means, such as axle weight sensors, or by intervention of the monitoring center, the operating service personnel communicating for example to the storage means the beginning and end of the sections -41 - where the vehicle is empty, or 100% loaded, etc. The geolocated coordinates of the beginning and the end of these sections may be determined by the operators according to different methods, such as the start and end address of the relevant section provided for appropriate map processing.

A summary of the above concerning the automatic location of a control section such as AB FIG. 12 may be that the geolocation means measure that in A the vehicle V is traveling on a track which is a motorway, among others at a speed and at a motor speed stabilized to predefined values such as for this type of vehicle, that said highway portion is flat and straight, that the loading rate of V is zero%, V running empty, that the vehicle is not slowed down by an external event such as a strong headwind. Therefore, the measuring means measure that the conditions of movement of V on this path remain constant over a distance between two pre-defined values, being the minimum and the maximum to constitute a reference section. When the geolocation means indicate that V has reached such a distance, at a point such as B, the calculation means can calculate the average consumption of V over AB, the storage means storing this value which can later be used as standard consumption. on AB.

According to the data available at the level of vector mapping, the measuring means can determine when a vehicle is in an area such as steep slopes, or urban.

According to FIG. 15, it will be understood that the measuring means can automatically measure complementary data necessary for a relevant measurement of consumption. Thus, the geolocation means may indicate that the vehicle is in a mountainous zone Z1, and on a type of road such as a highway Al, the storage means storing for such a zone and such a way a standard consumption such as than 1/100 km, and a standard average speed such as 75 km / h, for a section such as C 1 D 1 in the zone. According to another particular situation, the measuring means can determine that the vehicle is in zone Z1, but on a national road, for an expected average speed of 65 km / h on a section such as C2D2. As presented above, these data can be attributes of the vector map to which the measuring means can automatically access, based on the measurement of the position of the vehicle.

It will be noted that such a feature of the invention is particularly relevant in urban zone Z2, where the vehicle can circulate in congested streets E 1F1, at an average speed such as 15 km / h, with many expensive stops / restarts. fuel consumption, or drive on a fast track E2F2, at a constant speed such as 90 km / h. The storage means can store as standard sections such as E1F1 and E2F2, as automatically determined by the measuring means, and the corresponding reference consumptions. This can be accompanied by additional data such as average speed, empty vehicle. Subsequently, during the following routes using all or part of these pre-defined sections, the measuring means will be able to measure the instantaneous actual consumption, comparing it with the corresponding standard consumption, the alerting means being able to transmit an alert in the event of a significant difference. . It has already been seen that, whatever the zones or the channels, the storage means can store data making it possible to compare an actual consumption at a given moment with a standard consumption calculated under conditions that may be different. Thus, a coefficient such as QI = CIAB_Z / CIAB, FIG. 16, CIAB_Z being described below, can be used by the calculation means to compensate for the influence of the load of the vehicle, when the monitoring center wishes to eliminate this because of overconsumption, to appreciate in a more precise manner an overconsumption resulting from a possibly expensive fuel pipe.

It will be useful to know a simplified application of the invention on this point by means of the description below.

The storage means can store IQ from data as input by the input means, or as calculated by the calculation means. This particular aspect of the invention will be better understood by noting that a datum such as CIAB_Z FIG. 16 may be the standard consumption of the vehicle V on the section AB, for a load of V of 100%, and the equivalent consumption of VAB for V empty, the vehicle having traveled the same section at different loading rates. But IQ can also be stored by storage means in tabular form, such as VEHICLE CHARGING and AVERAGE CONSUMPTION AB (L / 100KM), for values such as Q1 (0), Q1 (1), Q1 (2). ), Q1 (3), with a value Q1 (0) such that 1 for a load of 0% and a consumption of 28 1/100 km, or Q1 (2) such as 32/28, for V loaded at 50% and a consumption of 32 1/100 km. It will be understood that the calculation means, during a real subsequent path whose consumption is tracked, can calculate the equivalent standard consumption CICD_Z on the CD section from CICD, standard consumption on CD, and the day loading rate, for example 50%, by applying a calculation such as CICD_Z = CICD * Q1 (2), according to Figure 16. This aspect of the invention will be better visualized by noting that the standarc consumption CIAB on AB vacuum is for example of 28 1/100 km, the standard consumption of V for a load of 50%, CIAB_Z, can be 32 1/100 km, a consuming vehicle, all other things being equal, more when the vehicle is loaded than when is empty. The vehicle running on the day of control with a load such as 50%, it is this consumption equal to 32 1/100 km, to which Q1 (2) corresponds, that the means of calculation will retain for the comparison of the day. Then, if the standard CICD value is stored at 40 1/10 km by the storage means, empty consumption on CD according to the above, the calculation means can calculate CICD_Z, equal to CICD * Q1 (2), or 40 * 32/28 = 45.7 1/100 km. It will be noted advantageously that, in such a particular application of the invention, the processing means can consider that the loading rate influences the consumption in the same way, in all points of the path. On these bases, the calculation means can calculate the difference DELTA_CONSO_CD, figure 16, taking either CIAB and CICD as references, but CIAB_Z and CICD_Z figure 16, either DELTA_CONSO_CD = CRCD - CICD_Z, figure 16. Of course, the calculation means can perform CD such a calculation that if the load rate in AB and CD is the same, the vehicle has not for example discharged a portion of its goods between B and C. It will also be understood that, according to the invention, sections such as AB, CD, EF Figure 12 assume a constant load of the vehicle. In a case such as a load variation between B and C for example, the calculating means can select for CD another value Q1. Thus, the means that measure that the vehicle arrives at D empty, having left B at 50% load, CICD_Z according to Figure 16 can be calculated by the calculation means following a formula CICD_Z = CICD * Q1 (0), remembering that Ql (0) is related to the standard consumption measured on CD the vehicle being unladen. It will advantageously be recalled that values such as those in Table Q1, FIG. 16, may be measured by the measuring means during the establishment of the standard consumptions, at different charging rates, or by any other means accepted by the means. such as an estimate based for example on the knowledge of the operation of engines consuming fuel.

The invention will be better understood by noting that the storage means may store data of this type specific to a type of vehicle or, conversely, average data concerning a group or all the vehicles. Thus, the values of the table Q1 figure 16 stored by the storage means may be average values applied to all the vehicles, the calculation means being able to consider that, whatever the vehicle, for a criterion such as the loading rate , the ratio between a standard consumption on empty AB and the consumption of the same vehicle at full load is 34/28, according to Figure 16. Similarly, the calculation means can consider that this ratio remains usable on any other section than AB, for example CD, or on the contrary consider that this ratio can be used by the calculation means only on a particular segment, each segment being able to be the subject of a specific measurement by the means (the measurement. ratio of 34/28, taken as an illustration, between empty vehicle consumption and full load vehicle consumption, whatever the vehicle, whatever the type of journey, can make it possible to calculate the consumption ation in full load, knowing the no-load consumption, without the measuring means having to carry out measurements at full load, on the section CD.

Alternatively, the values of Table Q1 in FIG. 16 stored by the storage means may be specific to any homogeneous group of vehicles, such as manufacturer, model, and engine power.

It will be understood that these data stored by the storage means may have increasing complexity depending on criteria other than the loading rate. Thus, in an area such as Z2, urban zone 15, from September to December, from 17:00 to 20:00, periods during which traffic is particularly disturbed in Z2, the storage means can store a set of standard consumption values. , and store another set for any other period, where the traffic is fluid.

To better understand the invention, it will advantageously be noted that the calculations can be made at the surveillance center, or, in whole or in part, at the level of the vehicles, the alert means producing an alert being those of the vehicles and / or those of the monitoring center. The storage means storing the elements required for the calculations or alerts may be those of the vehicles, and / or those of the monitoring center, the transfer means transferring the necessary data between the center and the vehicles. As a variant, the determination of the sections such as AB FIG. 12 is done by a manual method, such as the use of a computer mouse pointer on a vector map displayed on the screen, or by any other method.

As a variant, the determination of a section such as AB FIG. 12 is not done on the basis of the use by the calculation means of the attributes specific to the vector maps concerned, but can be done by any other method, such as the operating only the driving data of the vehicle, for example the stabilized speed of the vehicle to a pre-defined value, combined with the engine speed.

Alternatively, the processing means may use detailed data, as specific to each vehicle, and no longer only. average data. Thus, values such as Q1 (3) figure 16 may be values stored by the storage means as specific to each type of vehicle, and / or to each path section. The ratio Q1 (3) / QI (0) may be such that 34/28, that is 1.21, for the section AB, and such that 2.5 for the section CD. And it can be such that 1.21 on AB for a vehicle such as type 1, and 1.50, always on AB, for a vehicle such as type 2.

Alternatively, the processing means may not use the control segments to control the influence of the driving of a driver of the vehicle V on the fuel consumption of V, but may instead use these segments to assess the influence of other items, such as improperly adjusted fuel injectors.

To better illustrate the invention, it is advantageous to take advantage of particular applications exposed according to Figures 20 to 40.

According to FIGS. 12, 20 to 25, the processing means can process the data CIAB_0, VIAB0, RIAB0, respectively the standard consumption of the vehicle V without loading FIG. 12 on the segment AB of the path T, the average stabilized speed of V on this segment when measuring this consumption by the measuring means, the V stabilized engine speed on this segment during the measurement of this consumption, CICD_O, VICD0, RICD_O, respectively the standard consumption of the vehicle V figure 12 on the segment CD of the path T, 11 stabilized average speed of V on this segment during the measurement of this consumption by the measuring means, the stabilized engine speed of V on this segment during the measurement of this consumption, CRAB0, VRAB_0, RRA.B0 , respectively the actual consumption of the vehicle V figure 12 on the segment AB, the average stabilized speed of V on this segment when measuring this consumption by the measuring means, the steady engine speed V isted on this segment when measuring this consumption, CRCD_0, VRCD0, RRCD_O, respectively the actual consumption of the vehicle V figure 12 on the CD segment, the average stabilized speed of V on this segment when measuring this consumption. by the measuring means, the stabilized engine speed of V on this segment during the. measure of this consumption. According to FIG. 20, the storage means can store the standard data characterizing the passage of the vehicle V over the sections AB and CD. According to FIG. 21, the storage means store the actual data characterizing the passage of the vehicle V over the sections AB and CD. The measuring means measure that V travels AB with a consumption CRAB__0. It will be useful to observe, for example, values for a stabilized mean real speed VRAB_0, and a stabilized real engine speed RRAB0 corresponding to the values stored for the standard course of the same section. The processing means may therefore consider that the traffic conditions are identical to those encountered during the standard path, and therefore that the driver drives his vehicle in an optimum manner. Thus, if the driver continues to drive optimally, they should meet the same correspondence at the level of the actual consumption CRCD_0 on CD, provided that the speed VRCD_0 and the speed RF: CD_0 are identical to their values at the same time. the establishment of standard on CD. These means can see according to FIG. 21 that this is the case, CRCD_0 equals CICD_0, and they can conclude that indeed driving is optimal on CD. The standard consumption CICD_0 on CD is for example 33.0 1/100 km, the actual consumption CRCD_0 is also 33.01 / 100 km.

According to FIG. 22, measurement by the measuring means, for example of the actual speed VRAB_0 and of the actual engine speed RRAB_0 on the segment AB, may show that these elements on this control segment are not close to the values stored by the storage means. when measuring the standard consumption on this segment, as in FIG. 20. In such a case, the measuring means can decide that this segment can not be used as a control segment. The processing means can then search on the real path another control segment that respects this constraint.

According to FIG. 23, the measuring means can measure that such a condition is satisfied, for VRAB0 and RRAB0, respectively average real speed stabilized on AB, and average real engine speed stabilized on AB. The measuring means measuring that the actual consumption CRCD_0 from V to CD, 1/100 km / h, is 2 1/100 km higher than the standard consumption CICD_0 on this segment, according to Figure 20, which is 33 1 / 100, the measuring means on the other hand that the actual consumption CRAB_0 on AB, Figure 23, 1/100 km, and equal to the standard consumption CIAB0 Figure 20, or 30 1/100 km, the measuring means can measure that the driver drives V in a non-optimal way, with an overconsumption of 2 1/100 km. The measuring means may consider that, in a case such that there is no external element highlighted on the control segment AB, it can be considered that there is none on the CD segment either. , and that, consequently, the difference of consumption on CD can be attributed to an expensive driving of the driver.

According to FIG. 24, the measuring means measure that V, on segment AB, has a real consumption CRAB0 such that 32.0 1/100 km, ie 2 1/100 km more than CIA13_0 FIG. 20, the values of VRAB_0 and RRAB_ 0 being equal to VIAB_0 and RIAB_0. The measuring means can therefore measure that external elements in the sense described above occur, for 2 1/100 km of overconsumption. According to Figure 24, the actual consumption on CD, CRCD_0. can be established at 35 1/100 km, a difference of 2 1/100 km compared to the standard consumption CICD_0 figure 20, equal to that observed on AB. Consequently, the measuring means can measure that on CD, the driver drives V in an optimal manner, and that the overconsumption CRCD_0 CICD_0 is inevitable. According to the foregoing, the prior correspondence of VRCD_0, RRCD 0 FIG. 24, will advantageously be noted with VICD_0, RICD 0, FIG. 20.

According to FIG. 25, and a combination of the above, the measuring means can measure that, since the segment AB is a control segment, the actual consumption CRCD_0 on CD is such that 38 1/100 km, ie a difference of 5 1 The measuring means measuring a gap of 2 1/100 km between CIAB_0 Figure 20 and CRAB _0 Figure 25, these means can therefore measure on CD too high consumption of (CRCD_0 - CICD_0) - (CRAB_0-CIAB_0), that is 3 1/100 km, this overconsumption being able to be attributed to the driving of driver, the external elements being as for them responsible for an overconsumption of 2 1/100 km. This particular application of the invention will be better understood by noting that, in such a case, the measuring means may consider that external elements affect consumption in the same way in absolute value on AB as on CD. It will be noted advantageously that the measuring means can consider, in another variant of the invention, that this influence is not exercised in absolute value, but in percentage, or according to any other mode of correspondence.

According to another particular application, and according to FIGS. 12 and 26, consumption standards may have been established on AB and CD for the circulating vehicle V loaded at 50%, the preceding examples relating to a vehicle traveling in a vacuum. The standard consumption on AB CIAB_50 is such that 32 1/100 km, for a stabilized speed VIAB_50 of 90 km / h, and a stabilized RIAB 50 engine speed of 1800 rpm. The standard consumption on the CICD_50 CD can be such as 35 1/100 km, for a stabilized speed VICD_50 at 50 km / h, and a stabilized RICD 50 engine speed at 1800 rpm.

According to figure 27., the real consumption on AB CRAB_50 can be such that 32 1/100 km, for a stabilized speed VRAB_50 of 90 km / h, and a stabilized RRAB_50 engine speed of 1800 r / min. The actual consumption on CD CRCD_50 can be such as 37 1/100 km, for a steady speed VRCD_50 of 60 km / h, and a stabilized RRCD 50 engine speed of 2000 rpm. According to the foregoing, the measuring means can measure that, in such a case, the overconsumption on CID due to the driving of the driver may be 2 1/100 km, since the standard and real values on AB are identical. It will be usefully observed that, in such a case, the. calculation means can perform their calculations for V loaded at 50% by a method identical to those performed for a vehicle running empty.

According to FIGS. 28 and 29, and contrary to the foregoing, the storage means may, conversely, not store any standard data characterizing the vehicle V traveling at a load rate such as 50%. in AB and CD. It will be noted that the values of CIAB 50, VIAB50, RIAB_50, CICD_50, VICD_50, RICD _50 Figure 28, similar in definition to the above, are empty. According to Fig. 29, and day circulation elements on AB such as CRAB50, VRAB50 and RRAB50 equal to the corresponding elements of the standard path, the measuring elements measuring actual consumption of 37 1 / 100k on CD, for a speed VRCD_50 of 60 km / h and a regime RRCD 50 of 2000 rpm, can measure a difference in consumption taking into account either the elements of circulation -47- standard for the vehicle loaded at 50%, which are not known, but the standard circulation elements for the vehicle to vitie, as described in Figure 20. Thus, the measuring means can measure a difference of CRAB 50 - CIAB_0 equal to 32 - 30 = 2 1/100 km on AB , which may correspond to the influence of the external elements since, for example, the average speed and the engine speed are similar. This particular application of the invention will be better understood by noting that the measuring means, measuring a difference CRCD_50, FIG. 29, less CICD_0, FIG. 20, ie 37 - 33 = 4 1 / 100km, can measure a difference of 4-2. = 2 1/100 km from driving the driver. It should be noted that, in such an application, the measuring means can use any other method for estimating such differences, such as the knowledge of elements such as CRAB_50 figure 29 from tables giving the standard consumption CRAB_50 as a function of load rate of the vehicle V and its consumption CIAB 0 empty.

Another particular application of the invention, according to FIGS. 30, 31, and the above, may be that the measuring means measure the influence of the external elements and the driving of the driver from driving elements. standard known on AB, but unknown on CD. Thus, by referring advantageously to the foregoing for the definition of these elements, the measuring means can measure a difference of 2 1/100 km between the vehicle running empty on AB, and the same vehicle traveling at 50% load. or CIAB_50 figure 30 minus CIAB_0 figure 20. The other reference elements, for example speed and engine speed, seeing their value conserved, the calculation means can then deduce that the load rate of 50% can be at the origin of the above-mentioned standard over-consumption on AB, 21/100 km. According to figure 31, and a value CRAB_50 of 32 1/100 km for the actual consumption of the day considered on AB, the calculation means can deduce that the zero deviation CRAB_50 minus CIAB_50 can indicate that no external element other than the load rate does not affect the vehicle during its actual journey of the day, T figure 20. According to the same figure 31, the measuring means measuring a value of 37 1/100 km for CRCD50, actual consumption of the day of V on CD , the calculation means can calculate that the difference of 37 minus 33 1/100, ie 4 1/100 km, between the actual consumptions CRCD_50 figure 31 and CICD_0 figure 20, can consist of CRAB50 figure 31 minus CIAB0 figure 20, or 32 - 30 equals 2 1/100 km, which may be due solely to the influence of the load ratio, since CRAB_50 figure 31 and CIAB_50 figure 30 have an equal value, and CRCD_50 figure 31 minus CICD_0 figure 20, ie 37 - 33 = 4 1/100 km, minus 2 1/100 km above due to the charge rate, and that in Consequently, the difference of 4 1/100 between CRCD_50 figure 31 and CICD_0 can be defined by the calculation means as due for 21/1 00 km away from the load ratio, and for 4 - 2 = 2 1 / 100 km driving the driver. To understand this calculation by the calculation means, it will be verified above that the measuring means have not measured any influence of external elements other than the loading rate on the actual path, on the control segment AB, since the parameters of operation and driving such as the speed and the engine speed are identical, and that, consequently, the calculation means can consider that it is the same in CD, which can mean that the actual consumption of V expected in CD should be that measured empty on CD, ie CICD_0 figure 20, 33 1/100 km, increased by an overconsumption due to the load rate equal to that measured on AB, or CIAB_50 figure 30 equal to 32 1/100 km less CIAB0 figure 20 equal to 30 1/100 km, or 2 1/100 km. The actual consumption measured by the measuring means on CD being CRCD_50, equal to 37 -48- 1/100 km, is 2 1/100 km higher than the expected value, the calculation means can thus calculate that the influence driver's driving may have caused over-consumption of 4 -2 = 2 1/100 km. It will be recalled advantageously that this is a particular aspect of the invention, as related to the acceptance of a low level of accuracy, since, in general, the influence of different load is variable according to the sections of the same route. In particular, a loaded vehicle may generally have a deviation as above higher in mountainous area than in lowland area, compared to a vehicle running empty. It will be understood that the processing means having values such as CIAB_50, VIAB_50 and RIAB50, can process more precisely than in Figures 28 and 29 the deviations appeared, particularly when the value of CRAB_50 is different from that of ICVA 50.

According to FIGS. 32 to 39, and according to the foregoing, another particular form of the invention may relate to the monitoring of the fuel consumption differences of a vehicle V traveling in an urban area, which may be an out-of-area traffic urban.

Thus, the vehicle traveling on a standard path AC Figure 38 located in an urban area Z1, the measuring means can measure according to Figure 32 a standard average consumption CIZ10 such as 32 1/100 km, for an average speed V IZ 1 0 65 km / h and an average RICE 1 _0 of 1700 r / min. 01 will better understand such use of the invention by noting that, in such an urban area, the measuring means can measure neither a speed, nor an engine speed, nor any other parameter of operation, standard stabilized driving and reference , the very nature of such an area imposing often incessant variations, caused by elements such as traffic jams or stops at traffic lights. The calculation means, having elements such as CRZI_0, VRZ1_0 RRZ10, FIG. 33, characterizing average average consumption, speed and engine speed of V over AC, for a real future day, the calculation means can not in general not to calculate on such bases what is the influence, among others, of the conduct of the driver in a possible difference of consumption and fuel. This is because of the very different modes of circulation of V in such a zone, depending on whether it circulates in streets, or on expressways, traffic jams, etc.

Therefore, in such a particular application of the invention, the processing means can highlight sections AB, Figure 38, such as a slow traffic street, or BC, fast-flowing road.

According to FIGS. 34 and 35, and the values CIAB _0 to RIAB_0, and CRAB0 i RRAB_0, of the same meaning as previously, and CIBC_0 to RRBC_0 of the same nature, applied to segment BC, these values referring to a vehicle such as empty , it will be understood advantageously with reference to the above that, in a case such that the speed VRBC_0 equal to VIBC_0, and the engine speed RRBC_0 equals i RIBC_0, the measurement of a difference by the measuring means between the consumption CRBC_0 and CIBC_0 can allow the means to calculate a consumption difference on BC due to the driving of the driver, since BC is a fast track where the vehicle can frequently circulate without disturbances.50 - 49 - On the other hand, on a track such as AB, representing a street with disturbances such as fires, crossroads, traffic jams, computation by means of calculation such as on BC do not generally allow these means to propose an explanation of consumption rates that can be calculated. This impossibility of calculating means will be understood by observing that they lack an element such as a control segment for this purpose.

Such a control segment, B 1 B2 according to FIGS. 36, 37 and 38, can be determined by the measurement means by cutting a standard path AB previously traveled under traffic conditions measured as representative. in sections such as Bi B2, according to criteria selected as relevant by the measuring means. The storage means can store values such as CIB 1132_0, standard average consumption of V on Bi B2, VIB 1 B2_0, corresponding standard average speed, RIB I B2_0, corresponding standard average engine speed.

Such sections may be selected so that their travel conditions during actual journeys have a high probability of meeting VIB 1 B2_0 and RIB 1 B2_0. It will be remembered advantageously that, in the foregoing, for trips in non-urban areas, the characteristics of the vector arcs of the path, such as "flat and no-turn highway, usual regulatory speed", allow the measuring means to identify automatically standard sections such as A13 Figure 20, being observed that probable traffic conditions can be anticipated. In a path such as AB Figure 38, in urban disturbed traffic zone, the measuring means in general have no identical elements to automatically identify sections such as B 1 B2. Therefore, other processing means, such as an operator's analysis of traffic conditions as a function of time and area, may be a means used by the measuring means to store a segment such as B 1B2 as a control segment. It will advantageously be noted that, according to FIGS. 36 and 37, if values close to the actual speeds VRB 1 B2 0 and standard VIB 1 B20, and engine speeds RRB 1 B2_0 and RIB 1 B2_0, are measured among other things by the measuring means. in B 1 B2, then the calculating means can compute in a consumption gap on AB between CRAB_0 and CIAB0, Figures 34,35, what proportion can go back to external elements, and what proportion goes to driving the driver.

According to FIG. 39, the storage means can store the AVERAGE CONSUMPTION ON AB (L / 100 km) as a function of the VEHICLE SPEED (KM / H), for values such as V (10) to V (40). , such values being able to spread between 38 1/100 km when the vehicle circulates on AB with 10 km / h, and 32 1/100 km when circulates with 40 km / h. It will be noted that, contrary to the expected evolution of consumption / 100 km as a function of speed, which increases when the vehicle is moving faster, in an urban area such as Z1, this consumption / 100 km may instead decrease. Indeed, when the measuring means measure a low average speed, they can actually measure the movement of the vehicle in traffic jams, circumstances where the engine consumes a lot.

According to FIG. 39 and the above, in an urban area such as Z1 FIG. 38, the calculation means can calculate according to FIG. 36 and a standard consumption such as CIB1B2_0 at the speed VIBIB2_0 equal to 30 km / h, the estimated consumption for example at 201m / h., and applying for example the -50- proportions presented by the table of Figure 39. And this following any type of calculation, such as a rule of three. This particular application of the invention will be better understood with reference to Figs. 37,37,38,39.

Recalling that a segment such as B 1 B2 figure 38 is characterized for V by stabilized operating, driving and reference parameters, the measuring means can measure on BI B2 figure 36 a standard consumption CIB 1 B2_1) equal at 34 1/100 km, for a speed VIBIB2_0 equal to 30 km / h and a RIB 1 B2_0 engine speed equal to 1600 rpm, among other operating parameters and driving. The measuring means can subsequently measure, in FIG. 37, on a real path, a consumption CRBIB2_0 equal to 36 1/100 km, for a speed of 20 km / h and an average speed of 1600 rpm, among other parameters of operation and. driving.

The calculation means can then calculate the so-called equivalent standard consumption on B 1 B2, at the actual speed traveled, ie 20 km / h. That is 34 * 36/34, where 36 1/100 km is the value of the average consumption of V on AB to V (20) is 20 km / h, and 34 1/100 km the same consumption in V (30) is 30 km / h. The calculation means here determine an equivalent standard consumption of 36 1/100 km. The actual consumption CRB 1 B2 0 on B1 B2 being close to this equivalent consumption, measurement means can determine that no external element comes into play on AB, such as a loading rate very different from that which existed during the measurement of CIB1B2_0 by the measuring means. The calculation means can then, according to the foregoing, measure on all or part of AB figure 38 other real consumption of the same nature as CRAB0, the calculating means then calculating possible excess fuel consumption, due to the driving mode of the driver since the standard and actual consumptions on B 1 B2 agree.

Of course, it will be understood that these particular applications of the invention are only examples of processing among others, the calculation means being able to alternatively use any other method of evaluating deviations when, for example, elements such as CICD_50 in a figure such as Figure 30 are missing.

It will be remembered that the fraudulent withdrawal of fuel into the tank is an element likely to weigh on the calculations of consumption by the calculation means, but which in general eludes the means of alert.

A feature of the invention already described is to measure the geolocation of the vehicle when an entry or a fuel outlet takes place, which may allow the alert means (the trigger an alert if a fuel outlet, such as a fraudulent withdrawal takes place.

It will advantageously be noted that the variation of the level of liquid in the reservoir may, however, be too small to be measured by the measuring means. In such a case, a feature of the invention is that the means of the vehicle control that an intervention takes place at the tank cap, the measuring means measuring whether the vehicle is in a place where a grip The storing means storing the time stamp of this event is permitted. According to FIG. 17, the vehicle measuring means can measure that a temporary obstacle C has just interposed in a control beam. such as a light beam R emitted by a light source A and received by a photoelectric cell B. Such a temporary obstacle may be the hand of a worker who unscrews the cap B of the reservoir RES, or the gun C of a gas pump, the measuring means being able to measure that the interruptions of the beam / recovery of the beam are characteristics of fueling or fueling manipulations. Useful reference will be made to the foregoing to remember that the means of geo positioning of the vehicle can intervene to characterize a normal intake of fuel to a pump, or conversely an abnormal movement of fuel, taking place out of the vicinity of a pump. According to FIG. 18, the measurement means have the particular subassembly ARB of measurement described above, such as A, means for transmitting a light beam R, and B means for receiving this beam, for example a photo cell. electric.

The invention will be better understood by noting that, in such a case, where the drop in the level of the liquid in the reservoir may be too low to be measured by the means for measuring the fuel level in the RES, the warning means may generate an alert concerning a simple possibility of fraudulent fuel withdrawal. We will usefully refer to the foregoing to understand that this alert can have its origin in the measurement by the measuring means of an event such as the manipulation of the plug B in a place where no fuel pump is located. then belong to the monitoring center's control means to undertake the necessary surveillance actions to confirm or refute the alert initiated by the vehicle's warning means.

It will also be understood that a fraudulent withdrawal of another type is not detectable by the above means of the vehicle. Indeed, if at the time of taking fuel to a pump, a portion of the fuel is diverted to a container other than the tank, and the amount involved is small, this diversion may not appear. The measuring means may not detect that the level of the liquid in the tank has not progressed as it should have been, and / or may be unable to show this diversion in consumption calculations following the taking.

In such a case, a characteristic of the invention, according to FIG. 19, consists in that the measuring means combine the measurement of events as measured by ARB FIG. 18, with the measurement of the quantity charged by the pump P, figure 19.

Thus, according to FIGS. 18 and 19, at the time TO, the set ARB of the vehicle measuring means can measure significant breaks in the beam R of a fuel intake. According to the same figure, between the time TO and the time T1, the measuring means of the monitoring center measure that the pump P delivers QI liters of fuel. Between times T1 and T2, the measuring means can measure at the ARB level that the supply pipe is removed, while during this period the pump P continues to deliver a quantity Q2 of fuel. Of course, according to what has been described above, the means of geolocation and measurement of the time of the vehicle can indicate to the measuring means that it is the vehicle V figure 19 which is close to the vehicle. pump P at times T0, T1 and T2, allowing the processing means to approximate the events measured at V and the quantities taken at the pump P.

According to FIG. 19, the warning means can alert the monitoring center that the pump has delivered the quantities Q1 and Q2 of fuel, and that Q2 has probably not entered the tank, the value of the quantity Q2 presumably fraudulent which can be stored by the storage means. It will advantageously be noted that, in such a case, the warning means can issue an alert on a probable diversion, and that, if the measuring means can accurately measure the variation of the level in the tank, the means for alert can deliver an alert of a more certain nature. Of course, the measuring means of the vehicle can measure the exact time at which the ARB system 18 indicates a characteristic activity of a withdrawal or a fuel intake, the central means comparing this time with that given by the pump. P figure 15, which makes it possible to bring Ti, T2 closer to Q2. When the measuring means measure that the hours used by the different measuring means are not equal, the processing means use all the processing and measurements necessary to synchronize the times of the events, and / or to allow a significant connection between the events concerned.

In a variant, the means ARB FIG. 18 may be measuring means and any other system than a transmission / reception assembly of a light beam, such as an ultrasound-based system, for measuring activities such as unscrewing the tank cap, positioning a fuel supply gun, removing it.

According to the description above, in particular FIG. 12, and in a variant, the actual path of a given day, for the vehicle V, borrows only a part of the standard path T. In such a case the measuring means can search on the traveled part of T a control section such as AB. In the case where no section such as AB can be found, the measuring means can select on other standard paths sections equivalent to AB, the characteristic of these paths being that the vehicle travels during the actual displacement of the day. . This aspect of the invention will be understood by noting that, all things being equal, if a section such as AB is a portion of the A13 motorway in France, plane, with traffic conditions defined as standard by the processing means any other portion of any other highway under the same conditions may allow the computing means to calculate a standard consumption of the same value.

As a variant, a standard consumption such as CIAB FIG. 12 is not stored by the storage means of the monitoring center 2 FIG. 1, or the vehicle V FIG. 20, but by the storage means other FIG. data such as the standard consumptions of various types of vehicles, circulating on various reference sections, at various loading rates. In such a case, BD can provide to the means of any vehicle or any monitoring center the data necessary for the follow-up by the calculation means of the latter of the fuel consumption. In a variant, the treatments may be carried out by any processing means other than those of the monitoring center 2, FIG. 1, or by a vehicle such as V FIG. 20, these processing means being able to transfer data with the means transfer center or vehicles.

Those skilled in the art who are experts in the field of monitoring the operation of vehicles such as transport are aware of the availability on recent vehicles of technical data coming from networks internal to the vehicle, for example called CAN buses.

Such data may be contained in standardized information frames at the level of the European Communities as the standard FMS interface. For any company wishing to memorize and process them using an onboard system, readings are available for reading such data as the fuel level in the tank, the mileage, the quantity of fuel consumed, the engine speed, the speed, the axle weight, the position of the accelerator pedal.

The skilled person skilled in the art also knows that the manufacturers of transport vehicles optimize the operation of such vehicles by offering wide engine speed ranges during which the engine delivers an optimum torque, the torque being one of the Well known operating characteristics of motors, the unit of which is the Newton meter (Nm1) Such a motor may be such that offering a torque of 1800 Nm over a range of 1000 to 1400 rpm.

It should be noted advantageously that the monitoring of the torque itself may not be important for the optimization of fuel consumption. A feature of the invention is to take into account the engine speed, and to ensure that this regime remains, when stabilized, in this optimum range generally indicated by the manufacturer.

With particular reference to FIGS. 12, 13, 14, 16, 26 to 37, reference will be made to particular simplified forms of implementation of the invention. The following description deals with more complex particular forms.

According to FIG. 41, the onboard system of a vehicle V can establish, in an experimental manner, the standard data of operation, driving and reference of the vehicle on a section of road AB, for example close to the Company.

The objective is to obtain a minimum fuel consumption. Such a section may be chosen to provide optimal driving conditions, such as a straight line of several kilometers, flat, without significant turns, with fluid circulation, and where vehicles can move at their maximum regulatory speed, such as 90 km / h for a truck when driving on a highway.

This aspect of the invention will be understood by noting that each vehicle can thus follow a basic calibration process, which will then be used for monitoring the vehicle on its actual paths, the storage means storing the corresponding results, which can thus constitute optimal driving standards. This calibration is done. ' often useful, the manufacturer of the vehicle generally not providing useful data for processing, or these data being approximate or erroneous. In such a process, the road section concerned may be named as a standard section or a calibration route.

Such a calibration may enable the storage means of a vehicle V to store lists such as LI FIG. 42. On such a list, after having made sure of a stabilized value on AB FIG. 41 for the parameters concerned, the means storage can store for speeds such as V_1, V_2, and loads such as CH 0, empty vehicle, CH 50, vehicle loaded at 50%, CH_ 100, vehicle at full load, the values found such as TM 1, TM_2 , for the engine speed, or that Cl, C_2, for gas consumption. C_l or C_2 may be such that the average consumption in liters / 100 km of the vehicle over the distance AB. C __l and TM_1 are relative to V_1, and C_2 TM_2 to V_2. The processing means can treat the other operating and driving parameters of the vehicle in the same way. Advantageously remember that speeds such as V_1, V_2 are generally worth such a value as the regulatory speed of the vehicle on AB. Indeed, in general, the Company wants the vehicle to move as quickly as possible during its delivery tasks. But it should be noted that since the consumption increases substantially with speed, the Company can set the drivers speed limits lower than the regulatory speeds. In such a case, the Company may choose not to calibrate vehicle V at the prescribed speed, but at the maximum lower speed set by it.

It will also be understood that a speed such that V_1 may be lower than the maximum speed selected, for reasons of engine power. Thus, at full load, and at optimal engine power, the vehicle may not be able to reach the desired maximum speed. In such a case, the storage means can store as speed reference this speed limited by the power constraints.

It will advantageously be understood that, by virtue of such basic tests, the Company can ensure that all the elements influencing the consumption are optimal, such as the adjustment of the injectors, the tire pressure, the absence of penalizing weather conditions ( wind, rain, etc.).

It will be understood that, according to the list LI FIG. 42, for a given load CH 0. at the speed of displacement chosen by the Company as the maximum speed to be respected in usual delivery conditions, by a means such as display by the means On-board display of instantaneous consumption, and management of the optimum range of the engine speed, the tests show the optimum stabilized engine speed that the driver must use.

The triptych (V + TM + C) according to FIG. 43, corresponding to the speed V_1, to the engine speed TM_1, to the consumption C_1 of a particular test, for the load CH_0, can be retained by the storage means as a characteristic the optimum operation of the vehicle V Figure 41, on a segment such as AB, for different loading rates, for example when V is empty. In all the paths where V subsequently travels at a known load rate, and under the conditions encountered during calibration tests, sections such as AB figure 41. the Company can expect to recover the values of the triptych (V + TM + C), for the loading of the moment of V on its path. The triptych (V + TM + C) can define the objective sought by the Company, in order to optimize fuel consumption.

The storage means can store extrapolation curves such as GRAPH 1, GRAPH_2 figure 43. These curves can be calculated by the calculation means, on the basis of the data collected during the tests above on AB figure 41. Using such curves, the calculation means can extract data that have not been measured directly in the above tests, which are limited to a few values for reasons of economy for example.

This aspect of the invention will be better understood by observing that, according to GRAPH_ 1 FIG. 43, for a value CH 75 of the load of V, such that 75%, value not treated above. the processing means may nevertheless indicate a forecast consumption C_75, by linear extrapolation of the data collected for CH_50 and CH_100 figure 42, respectively 50% load and 100% load. It will be observed that the line GRAPH_1 is constructed from the values CH_50 and CH_100 figure 42, such as 50 and 100%, for the speed V_1 such as 90 km / h. Thus, according to FIG. 43, the values C_50 and C_100 are found on the ordinate, respectively corresponding to what has just been exposed to the charges CH_50 and CH_101). It will be noted that the engine speed, as well as other operating and driving parameters, are not explicitly taken into consideration. For a better understanding of this aspect of the invention, reference will be made to the foregoing, noting that, in the context of the calibration of V over AB, carried out at the optimum operating conditions of V, FIG. tests consists in setting a speed which will be stabilized on AB to a value such as the maximum regulation on this track, then to define a charge rate, such as 0% for empty V, and then to search for the use of the vehicle which minimizes fuel consumption. As this data is acquired, the engine speed and the other stabilized operating and driving parameters obtained can be noted and stored by the storage means. It will be discovered hereinafter, in particular FIG. 44, that, subsequently, during the Company's follow-up of a real journey on a given day, when the vehicle travels a section known as a control, a first processing step by the processing means is that they can ensure that the operating and driving parameters correspond to values from the list L ", figure 42. If this is the case, they can then compare the value of the consumption calculated by the means of calculation at the time of the day's journey on the standard section selected, with the standard consumption, previously stored We will usefully refer to the following in the description to better understand the treatments performed by the processing means, when this consumption is effectively equal to expected, or when it is not, of course, it is worthwhile noting that, on a control section during the actual journey, for the fixed speed, the means treatment can also observe values of operating parameters and driving not equal to that expected according to the list L1 Figure 42. Reference will be made usefully to the following in the description to better understand the treatments performed by the processing means in a such case.

In a real path T, FIG. 44, the storage means storing a list such as list L1 in FIG. 42, the measuring means can measure the load of the vehicle on its path. Thus, they can measure that, on the section DEPART - STEP__1, the vehicle V is loaded to CH_100, such as 100%. In STEP_1 .- - 56 - STEP_2 section, V can be loaded to CH_50, such as 50%, V having emptied part of his goods in STEP_1. On the section STEP_2 - RETURN, Ni can circulate to CH_0, as empty.

The measuring means, implementing a means such as the cartographic knowledge of the slope of a path arc, and the curvature of any turns, can measure that in AB, CD and EF, the path T comprises flat sections , in a straight line or with slight bends that can not influence the speed, and such that the speeds retained in the list L1 figure 42 are authorized at V. The measuring means may additionally measure that these sections are traffic lanes in general fluids, such as highways, or national out of urban agglomerations. Means of measurement can achieve this result by the use of means such as vector mapping, which can indicate the nature of the track, and its speeds authorized by vehicle categories. The measuring means can finally measure that all or part of the operating parameters and driving, that is to say among others speed, engine speed, and fuel consumption, are stabilized on these sections.

It will be noted that, on a section such as START-STEP_1, FIG. 44, the processing means can identify several control sections such as AB.

A characteristic of the invention is that, during this step of locating the control sections of T, the measuring means having measured that the speeds on AB, CD and EF, correspond to those of the list LI FIG. 42, they can measure then the other operating and driving parameters, including the engine speed and the consumption on these same sections. When the measuring means measure that these other parameters are comparable to those of the list L1, they can establish that the driver drives according to the economic rules which have been fixed to him, on the basis of the initial tests according to FIG. figure 42., a TM1 value of the engine speed can be 1400 rpm, for a load CH_100 equal to 100%, and a speed V1 equal to 90 km / h, and the consumption C_1 can be 35 1 / 100km.

The invention is characterized in that the measuring means can thus measure, on the basis of reference sections serving as markings, that the driver complies on FIG. 44 with the economic driving instructions which have been fixed to him, and that parameters such as a strong headwind, or poor engine tuning, have no influence that day. Therefore, a step of this implementation of the invention consis that in that the storage means can store, for sections such as START-STEP_1, automatically dividing this tronçor. in as many sub-sections as desired, the average value of all or part of the operating, driving and reference parameters for each of these sub-sections, for the load CH_100. It will be observed that one of these subsections may be AB, two others may be DEPART - A and B - STEP_1. It will be noted advantageously that, the list LI figure 42 being constituted, the processing means can automatically, by applying work rules previously fixed by the monitoring center, perform the tracking processing of the control sections. Such a rule can be to retain as above a first level of 50 sub-sections such as START-STEP_1, corresponding to loading values, then a second level of sub-sections, corresponding to the control sections, such as AB, and intermediate stubs, such as DEPART-A and: B -ETAPE_1. Another automatic division could be to retain sub-sections such as DEPART-STEP_1, outside the control sections such as AB, sub-sections of a fixed length, such as 10 km. Thus a sub-section such as DEPART-A can be cut into sections of 10 km.

It will be advantageously understood that, on this basis, the storage means can automatically store average values such as speed, engine speed, consumption, for each sub-section of a sub-section such as DEPART-A. higher aggregation levels such as START-STEP_1, or path T, remembering that the storage means can store the corresponding load level, such as CH__100, full load value, on START-STEP 1.

It will advantageously be discovered that the processing means may encounter difficulties, such as the absence of control sections on a sub-section, such as STEP_2 - RETURN. In such a case, the processing means may apply a pre-defined strategy for example by the monitoring center, such as not monitoring the consumption of the vehicle on this section, or degrade the effectiveness of monitoring, following only the actual consumption, compared to an average standard value for this vehicle, stored by the storage means. It will be noted that, in case of deviation in such a case, the processing means may not have fast means or even possible to explain this difference.

Useful reference will be made to the foregoing by reminding that, for a given load, if the consumption measured on AB by the measuring means is greater than that of C_1 of the list L1 above, the processing means can deduce that elements other than the driving mode of the driver intervene at this time. Such events may be a strong headwind, or poor engine tuning, or faulty tire pressure. Such a case may be that, among the operating and driving parameters, the actual speed and the engine speed of the day on AB FIG. 45 correspond to the expected standards for the current loading rate on AB, the measurement means measuring as indicated. higher consumption than expected. The measuring means can, on the other hand, measure different values for other reference parameters, such as a position of the accelerator pedal which is depressed more than the position stored by the storage means during the calibration phase. . The measuring means measuring the actual journey day followed by weather conditions and traffic conditions similar to those noted during the calibration phase, the processing means can search the cause of this over consumption on AB figure 45 in a malfunction of the vehicle, and not in the driving style of the driver. Such a malfunction may be such that the injectors are out of adjustment.

Therefore, it will be remembered that, as a first approximation, the processing means can expect an equivalent over consumption at any other point of the sub-section START - STEP_1, where the load is constant and equal to CH__100. The influence of factors such as a strong wind can be more complex, the means of measurement being able to measure important variations on a sub-section such as - 58 - START - STEP1. In such a case, the processing means may decide to postpone any detailed analysis, the alert means merely producing an alert on exceeding the expected consumption. Tracking weather conditions on a route such as T Figure 44 is part of the data that can be processed by the processing means, in the same way as others such as traffic conditions.

It will advantageously be understood that, in the case of measurement by the measuring means of changing factors on a sub-section such as DEPART-STEP_1, for example degraded and variable climatic conditions, the storage means can however store all or part of the operating parameters, of conduct and reference. The processing means can then determine possible average consumption forecasts in these particular conditions of travel, to calculate discrepancies with actual consumption. The invention is characterized in that the processing means can perform processing whose level of precision and automatic use by the monitoring center can be variable, the warning means can produce alerts on the confidence index to give to the results.

Thus, when no uncontrolled disturbance is recorded by the storage means, such as degraded weather conditions with snow squalls, the computing means can calculate a consumption monitoring on a section such as START STEP_1 in an automated manner. , the exploitation of the possible alerts by the means of treatment being almost immediate. Indeed, the processing means not only have reliable data and deviations, but also the location on the path with time stamp of any deviations. It will be usefully referred to above to note that these locations may be short portions of the path, such as sub-sections of 10 km. Therefore, a supervisor for example at the monitoring center has all the elements to analyze in a concrete and undeniable way with the driver his mode of driving and the possible cause of overconsumption, and this automatically. In addition, the alert means can generate alerts in real time or later, on such consumption.

When the warning means emit an alert for overconsumption while the measuring means measure, for example, degraded traffic conditions, the warning means can then indicate that the processing means can no longer perform fully automatic processing, a part of human interpretation becoming necessary.

A subsequent step may be that, the measurement means measuring over-consumption SUR_CONS_1 is 44 on the control section AB, the processing means can affect all sub-sections of a section such as DEPART - STEP_1 of T, Figure 44 , such overconsumption, when they consider that it comes from factors other than driving the driver.

Then, when the actual consumption measured on each of the sub-sections of START-STEP_1 by the measuring means exceeds this value, for example on the DEPART-A sub-section, the warning means may indicate an abnormal deviation, resulting from a uneconomic driving by the driver of the vehicle. By this alert, the means of alert can draw the attention of the monitoring center on this precise portion of the trip. It will be understandably understood that the means of the monitoring center can avoid the usual drawback of the periodic analysis of large quantities of technical data, generally performed without help to automatically eliminate most that are irrelevant. The corresponding administrative cost is generally prohibitive. Moreover, the means of. treatment have a tool to track the day-to-day problems of over-consumption, not more periodically, such as once a month.

According to FIG. 44, the vehicle V can traverse a path T2, part of which shares with T a control segment such as EF. In such a case, the processing means can use the data already stored by the storage means for this reference section, during the identification phase of the control sections of the path T. The invention is also characterized in that the means for The treatment may simplify certain treatments described above, and not be constrained for example by prior calibration step for the determination of the operating, driving and reference standards of the vehicle V. This aspect of the invention will be better understood. while noting that the vehicle V is in its path T according to FIG. 44, the measuring means can measure that the vehicle is traveling along a section such as AB, where, among other things, the speed, the engine speed and the fuel consumption are stabilized during a period of time. duration or distance defined as minimum, such as 5 minutes or 10 kilometers. The calculation means can also calculate that the section AB is such that flat and without bends likely to slow V, this by exploiting data such as cartographic data describing the vector arcs of the section traveled, or data from means such as tilt and / or acceleration sensors. The processing means can then verify that the speed on AB is in accordance with the speed adopted by the monitoring center for this type of vehicle, on this type of road, the nature of the AB track can be stored by the means storage from information such as vector mapping. Based on the technical reference stored by the storage means, the processing means can then appreciate that the engine speed and other operating and driving parameters, for the moment load of V, are optimal, that: accordingly, the consumption measured by the measuring means may be the reference standard to be considered for V, on a channel such as AB, for the current load. It will be remembered that the processing means can first ensure that poorly controllable external parameters such as degraded weather conditions do not influence the behavior of the vehicle on AB. It will advantageously be noted that, in this particular implementation, the processing means can effectively result in the constitution of lists such as FIG. 42, by the direct use of the vehicle on its way, by saving the phase of establishing vehicle standards on a test section AB, as described in FIG. 41. This can be done in a nearly fully automatic process. However, it will be understood that, in such a particular implementation, the quality of the data stored by the storage means may be degraded. In fact, in the process according to FIG. 41, the monitoring center constantly ensures, during the measurements by the measuring means, that all the elements weighing on the consumption are optimal, in particular the general state of the vehicle, engine, tire pressure, etc., or the driver's driving mode. Conversely, when the vehicle is on its way during a real journey, the control of the proper operation of the engine, or the driving mode, is more difficult, if not impossible.

An even more simplified but even more approximate implementation of the invention may be, according to FIG. 45, that the processing means no longer make explicit reference to the loading rate of the vehicle. Thus, according to such an implementation, the processing means can not verify on AB figure 44 that the speed of V is indeed consistent and stabilized at expected values on this type of path, and that parameters such as engine speed and consumption are stabilized on AB. The storage means can then store the values of speed and consumption, which can be used as standard during subsequent trips. According to a part of the above description, the processing means, during a subsequent journey using AB, can measure a consumption difference, the speed being equal to the adopted standard, and the driving mode being considered optimal, on the basis of criteria retained by these means of treatment. Such a criterion can be confirmed by the driver that he uses the gear ratio allowing the lowest engine speed, and that this regime is well within the maximum torque range.

The processing means can then consider that this deviation should in first approximation be found on the sections of the path where the vehicle has the same loading rate. It will advantageously be noted that, in such a case, the measuring means may not measure the loading rate, such as CH_75 figure 43, for a value of 75%, ie the vehicle loaded three-quarters. Means of measurement can be limited to identifying places of delivery, and take into account the fact that between two of these places the load is constant.

It will thus be understood that, according to the foregoing, if a difference SUR_CONS_l not caused by the driver is measured in AB FIG. 45 by the measuring means, such as 3 1/100 km, during a subsequent trip, a loading rate higher, which may be the cause not explicitly identified, the measuring means may consider that such a difference of 3 1/100 km should be found at other points in the section where h load is constant, such as START - STEP_1. The measuring means, measuring over-consumption SUR_CONS_2 on the sub-section 13 - STEP 1 such that: i 1/100 km, greater than SURCONS_1 of 2 1/100 km can indicate a so-called abnormal overconsumption, and the warning means can alert the monitoring center. It will be noted that this type of implementation of the invention can deprive the processing means of an accurate analysis tool. Indeed, it may be impossible for the means of treatment to analyze the overconsumption SUR_CONS_1, which may be due to factors on which the monitoring center could have acted. Additionally, the absence of a prediction for the engine speed and the fact that the load ratio is not taken into account can deprive the processing means of explaining the overconsumption and, consequently, acting on the behavior of the engine. driver, or incorrect vehicle settings. That being so, in a case such as a repetitive route, with the same loads and the same delivery points, such an application of the invention may be sufficient to control and optimize the fuel consumption.

The invention is characterized in that, on certain types of path, the processing means can not have data to exploit.

Such a case may be that the values of all or part of the standards are not stabilized, while oscillating slightly around a mean value. In such a case, the processing means can degrade the monitoring by processing averages on the subsections retained as above. Of course, the cost in terms of efficiency is that the analysis of overconsumption is more difficult if not impossible.

Another case may be such that the variations of the values may be too great: around their average, for example in urban areas, or in the case of traffic problems due to work or accident for example.

According to FIG. 46, the processing means can then consider only the monitoring of the engine speed. For a vehicle V such as a truck, the manufacturers optimize the engines so that their maximum torque COUPLE_MAX is stabilized over a wide range of engine speed. , TM_1 to TM_3, FIG. 45, respectively 1100 to 1400 rpm. this to allow a better driving comfort to the driver, avoiding him to change gear frequently to stay permanently in the area of optimal torque. Those skilled in the art know that the efficient use of an engine must correspond to the speed range where the torque is maximum.

But one skilled in the art also knows that the fuel consumption also depends directly on the engine speed. The more slowly a motor runs, the less it consumes, as a rule.

A particular application of the invention, when the processing means do not have reliable data to explain overconsumption, is that the processing means can monitor only the engine speed. Whatever the values of speed, load, and other operating and driving parameters, the measuring means can measure that the speed remains permanently in a range such that TM_1 - TM_2, figure 46. TM_2 bit = have been set as the maximum speed to be exceeded only exceptionally, the means of treatment having previously verified, for example during road tests, that TM_2 makes it possible to reach the desired speeds, whatever elements such as load and road conditions. Such a value may be TM_2, 125C, rpm, according to FIG. 46.

Additionally, in such an implementation, the processing means can measure according to FIG. 47 the evolution over time of the engine speed, or according to the distance traveled, km_1, km2, km_3. As the regime is set to only exceptionally exceed TM_2, according to FIGS. 46 and 47, the measuring means can measure the relative proportion of the rises and falls. Advantageously, it will be understood that certain sequences may adversely affect the consumption, and others may instead be fuel saving generators. It will be useful to note that, in another simplified application of the invention, the processing means may choose a level of accuracy even more degraded, and remember only the monitoring of operating parameters of driving or reference such as the number of brakes, or the engine torque. with or without basic calibration, and with or without reference to control sections.

As discussed above, it will be recalled that the invention is characterized by a high degree of automation of the process of controlling the fuel consumption concerned. Indeed, the volume of data stored and processed by the processing means is such that the administrative cost is generally prohibitive, with the usual processing means, where the gap analysis is essentially manual.

Advantageously, the following description will be used to better understand this aspect of the invention relating to the automation of treatments. Note that the description includes elements of the above description, more general, when they are deemed necessary for the understanding of the following, by introducing the use of the said parameters A, B, C of Figure 48 The possible elimination of the calibration phase is also thorough.

The processing means can offer this high level of automation on the one hand thanks to the automation they provide in the identification of control sections, and on the other hand thanks to the automation of consumption gap analyzes which follows. To do this, the processing means can retain different levels of precision, as related to the accuracy of the basic data used.

According to FIG. 48, the processing means can divide in 3 distinct groups the elements Db, again designated by basic data, which can influence the fuel consumption of the vehicle.

The first group A is composed of operating, driving and reference parameters, such as engine speed, vehicle speed, accelerator pedal position. Such elements are directly related to the driving mode of the driver. This group may be composed of subgroups A 1 and A2 composed of operating and driving parameters, elements whose value on a control section must be equal to a corresponding standard value recorded during the calibration process. Such an element can be the engine speed. Group A is also composed of a subgroup A3, consisting of reference parameters, items whose value on a control section may not be equal to a corresponding standard value found during the calibration process. Such an element may be the position of the accelerator pedal.

The second group B may be constituted by the elements related to the vehicle itself, or state parameters, on which the driver does not influence driving, such as the load of the vehicle, the adjustment of the injectors. The elements of this group are such that under the control of the monitoring center.25 - 63 - The third group C may be constituted by external elements such as weather conditions, traffic conditions, road profile. The elements do not depend on the driver or the monitoring center.

When the processing means process the computation and the analysis of the differences in consumption at the highest precision level, PI figure 49, they can proceed beforehand with the establishment, according to figures 41, 42 and 43, and the description associated, Standard_E of operation, driving and reference of the vehicle V, which they want to track consumption.

It will advantageously be recalled that, for this purpose, a standard section such as AB FIG. 41 can be selected by the processing means on a specific lane of circulation, that the external conditions are verified as optimal, such as normal temperature and without wind, or external elements C Figure 48 optimal, and that the elements related to the vehicle, B Figure 48, are also verified as optimal, such as well adjusted injectors and properly inflated tires. It will also be recalled that, on such bases, the driver can drive on his truck AB at 41 different speeds held by the measuring means, establishing a stabilized value on AB for each of the parameters of operation, driving and maintenance. reference A Figure 48, so that the consumption is minimal, the operating parameters, driving and reference being verified by the measuring means as having an optimum value with respect to the fuel consumption. The storage means can store the values of the driving and reference operating parameters corresponding to each speed regime, with the corresponding stabilized consumption. Such measurements can be repeated for different load levels, the storage means storing each corresponding list, as in FIG. 42. On the basis of these lists, by linear extrapolation or not, the processing means can calculate according to FIG. 43 a consumption for a loading rate and / or speed not measured during the measurement step above.

As has been described, the vehicle then being on a real path, when the processing means process the computation and analysis of the consumption deviations at the highest precision level, they can have data such that the loading of the vehicle on a given section, 1 figure 49. We will also usefully refer to Figure 44, and the section such as START-STEP1, where the vehicle V runs at full load CH_100, constant load on this section.

In this particular embodiment of the invention, where the processing means process the calculation and the analysis of the consumption deviations at the highest precision level, the external elements C in FIG. 48 can be known by the measuring means, according to 2 and 5, figure 49.

When the processing means are informed by the measuring means that the external elements C 48 are optimal and therefore similar to those used to set the Standard_E Figure 41 to 43, or 2 Figure 49, the processing means can automate the search of a control section such as AB FIG. 44. With the vehicle in motion, the processing means can continuously analyze the operating, driving and reference parameters of FIG. 48 of the vehicle, and retain a certain number of parameters. defined as being relevant in all cases, or in this particular case of the path T in FIG. 44, storing these parameters when they are measured by the measurement means as stabilized during either a period or a given distance, and thus identifying sections or these identification parameters are equal to optimal standards stored in a list such as LI figure 42. Such a parameter of operation and of c The following is the motor speed, which the processing means can find in an identical revolutions / minute range on AB FIG. 44 and on AB FIG. 41. It will be remembered advantageously, as has already been the case. described, that the means of treatment could retain here only roads such as motorways or national, on flat portions and without penalizing curves, and ensure that the speed is well stabilized to a value such as imposed by either regulation by the monitoring center.

When the measuring means measure that the operating and driving parameters A1 and A2 are selected as 48 have the expected values, they can compare the consumption of V on AB figure 44 and that of V on AB figure 41, the calculation means performing optionally an interpolation calculation according to FIG. 43 to determine the consumption corresponding to a speed or load not stored in a list such as LI FIG. 42.

In this particular embodiment of the invention, where the processing means process the calculation and the analysis of the consumption differences at the highest precision level, when the measuring means measure that the two consumptions, Standard_E on AB figure. 41 and real AB Figure 44 are equal, the processing means may decide to retain AB Figure 44 as a control section.

In such a case, the processing means can conclude that, according to FIG. 49, the elements B FIG. 48 other than the load, already taken into account, are optimal.

According to FIG. 49, in a different case, such as a consumption on AB figure 44 higher than the expected standard consumption, the warning means can produce an automatic alert, indicating that elements B figure 48 other that the charge is not optimal. It will be remembered that, for example, the unregulated injectors can be measured by the measuring means on AB FIG. 44 a motor speed equal to that expected, the measured overconsumption corresponding to a accelerator pedal deeper than in AB FIG. 41, and therefore a higher fuel flow. This for a reason such that a lower engine efficiency than during the calibration of the vehicle according to Figures 41,42 and 43, due to such faulty injectors.

It will advantageously be noted that the automatic definition by the processing means of a control section such as AB FIG. 44 is considered here as temporary, and related to the conditions of the moment of movement of the vehicle. During a subsequent trip, this section may not be retained in whole or in part as a control section. Indeed, the measuring means can then measure different parameter values, the driver driving in a non-optimal manner, or these parameters are not stabilized. Another reason may be that a traffic disturbed by an accident.

Useful reference in this case to the previous description, and the fact that, in such a case, the processing means do not retain AB Figure 44 as a control segment, the alert means can alert the monitoring center to a conduct such as not optimal. Indeed, by a method such as the continuous tracking by the measuring means of eligible sections to the rank of control sections, ie such as motorway sections, flat, without sharp curves, the processing means can compare, when such a section is traversed, the value of the operating parameters Al in FIG. 48 to the corresponding Standard_E stored by the storage means. It will be remembered that, in this particular application of the invention to a maximum accuracy level, if the driver drives in an optimal manner, and if the parameters B related to the vehicle are optimal, the operating and driving parameters are equal to the corresponding standards, when driving is optimal in terms of fuel consumption. It will be recalled that the processing means, analyzing the observed discrepancies, can issue an alert, with the possibility of identifying either a non-optimal driving, or non-optimal vehicle parameters, or a combination of both.

In this particular implementation of the invention at the highest precision level, and according to FIG. 49, the storage means have previously been able to store T_standards for the previous T in FIG. operating, driving and reference parameters on sections such as DEPART - ETAPEI of this figure, accompanied by the value of the load on that part of the path T. It will be remembered that the central means have been able, during the course (s) used to store these standards, to ask the driver to comply with a conduct permanently optimal in terms of consumption. Likewise, the B parameters other than the load could be verified as optimal, and the processing means could verify that the external and circulation conditions were also optimal. This means that the processing means could verify that the conditions were met to measure Standard_T figure 50.

Such Standard_T FIG. 50 can be, for example, the average consumption, the average speed, the engine speed, the values that can correspond as previously seen to homogeneous sub-sections of the sections considered. It will be recalled that these Standard_T, contrary to standard such as Standard_E Figure 41, may correspond to operating parameters, driving and reference such as continuously varying, so not stabilized on the section where they are measured and averaged.

It will be recalled advantageously that the processing means can automatically, in this implementation of maximum precision of the invention, identify on these sections or sub-sections of consumption differences due to the driving mode of the driver. Indeed, deviations due to degraded operating elements of the vehicle, such as B figure 48, other than the load, if any, are identified and processed automatically by the processing means on a control segment such as AB It is useful to remember that the processing means, storing a possible difference in consumption on a control section such as AB Figure 44, due by definition to causes other than driving the driver - a necessary condition for AB is retained as a control section - may consider that the consumption gap measured on AB also concerns the START-STEP1 section, the B elements in figure 48 being generally also degraded on START-STEP1 than on AB, and being likely to have an identical influence at the level of consumption.

On this point, and in this implementation to maximum accuracy of the invention, Standard_T 4 Figure 49 stored by the storage means could be stored during a previous trip, the processing means ensuring that everything or part of the parameters A, B and C figure 48 are quite optimal, it being understood that a parameter C figure 48 such that the slope of the road is intangible, while another such as climatic conditions is optimizable, the monitoring center can wait for these conditions to be optimal for measuring the standards The measuring means can measure differences between the standards recorded for the same parameter on AB and on START-A. Either ECART_S figure 50 for consumption.

During the actual journey considered, it will be understood that the calculation means, having measured on AB a consumption deviation ECART_AB figure 50 not due to the conduct of the driver, but to degraded elements of the day other than the load, such as B figure 48, can expect to calculate on START-A at least the same consumption gap. Of course, such a calculation can take place only after the passage of V in FIG. 44 to B. The calculation means, taking into account the difference previously stored between the standard consumptions of V on sections DEPART-A and AB, figure 44 and 50, can therefore expect to measure on DEART-A deviation ECART_R figure 50 equal to at least the sum of the difference of the standards and the real difference of the day noted in AB, is ECARTS + ECART_AB.

When ECART_R is superior to ECART S + ECARTAB, the processing means can conclude to conduct the vehicle as uneconomical, by the driver on the DEPART-A section. It will be advantageously verified that all these treatments can be automated.

It will be noted that the processing means can automatically cut the path T 44 in homogeneous sections with regard to the analysis of the consumption, which is added to that previously selected in FIG. 44, based in turn on the successive loads of the vehicle traveling on T.

Indeed, one skilled in the art considered, knows that, always er. In the case of an optimal use of the vehicle, on such a journey, the consumptions / 100 km can vary considerably according to the parts of the journey. For example, on a flat highway section, V figure 44 can consume 28 1/100 km. On another stretch, consisting of a steep downward and downward slope, the consumption can be as high as 44 l / 100 km.

The processing means, storing and analyzing data measured in contint. As in FIG. 48, more such as the nature of the road, its gradient, obtained by means such as an inclinometer, can cut the homogeneous section path with regard to consumption. According to Figure 50, such homogeneous sections may be contiguous, and may be such as a flat highway, a departmental road with many successive gradients, urban roads, on the one hand fast-moving, on the other hand to traffic disturbed, intramural. It will advantageously be noted that traffic information statistics can be taken into account by the processing means, the urban traffic conditions changing according to the schedules.

Such a division may be, for a path T FIG. 50, such as NAT_ROUTE_1, from PKM_1 to PKM2, then NAT_ROUTE 2, from PKM_2 to PKM_1.A characteristic of the invention is that this division is shown 50 on the basis of the nature of the router traversed can be fully automated, and juxtapose to the cutting of the path T figure 44 based on the different loads of the vehicle. It will be understood that the storage means can store in a sustainable manner these successive route sections, a part such that 50 km of flat highway is invariant regardless of the treatments performed.

The invention is characterized in that, in the context of this implementation at maximum precision, the processing means can avoid a calibration phase Figure 4. on a traffic lane specific to this treatment, and automatically obtain the concerned Standard_E directly during a real journey such as T figure 50, serving in this case and initially to a calibration process in situation .

According to this feature, the vehicle being on an operational route such as delivery, and the storage means not yet storing standard values for this vehicle, the processing means can select appropriate road sections, such as a flat highway and without pronounced turns. Such a section can be AB figure 50.

On such sections, the processing means can ensure optimum driving of the driver, verifying that operating and driving parameters such as the engine speed are optimal and that the consumption in points is optimal. These means can also verify that the speed is that expected on such a section, and that the external elements are also optimal. The measuring means measuring the load of the vehicle on such sections, CH 100 figure 50, the processing means can thus obtain lists identical to Ll figure 42, and charts identical to GRAPH_1 figure 43, after several passages of the vehicle on any or part of the same journey. It will be noted that the processing means may require the driver to temporarily adopt operating, driving and reference parameters allowing for example to completely construct extrapolation graphs such as GRAPH_1 figure 43. It will thus be understood that the processing means can constitute automatically over time, the vehicle running day after day on its actual routes, lists such as L1 Figure 42, without going through the specific calibration process indicated above.

It will be understood that the storage means can also store standard data as described above without the processing means need to establish them beforehand. To do this, the processing means may use data from, for example, calibration processes such as those made for other vehicles of the same type, or for groups of other vehicles, or derived from other sources, such as manufacturer databases.

It will be remembered that the invention is characterized in that the processing means can adopt levels of accuracy lower than that described above. Such an application of the invention may be that, during a real path T such as FIG. 44, and while also performing processing according to the above maximum accuracy, the processing means may not be aware of data. such as C figure 48, external elements such as strong headwind. In such a case, and following the above, it will be noted that, when the processing means, having established a control section such as AB FIG. 44, note an overconsumption of V, they can not indicate whether this overconsumption originates from the B elements. FIG. 48, for example disordered injectors, or external elements C, for example a strong headwind. However, it will advantageously be found that, in a fully automated manner, the processing means can thus highlight a cause of overconsumption likely to affect the vehicle on all or part of the path T, and not attributable to the driving mode of the driver. In addition, the processing means can quantify this overconsumption, for example 21/100 km.

This allows the processing means, at other points of the path, to effectively follow this mode of driving. Thus, any difference in consumption on a section such as DEPART-A can, according to the description above, be split by the processing means between a so-called normal part that day, for example 2 1/100 km, related to the difference recorded on the reference section, and another possible so-called abnormal, when the difference measured exceeds 2 1/100 km compared to Standard 1 of the section concerned.

Another particular application of the invention in the context of a degraded accuracy may be such that the processing means establish a list of Standard_E such that LI figure 43, each referring to the load of the corresponding vehicle, but that the vehicle being in its path T Figure 44, the processing means are not aware that day of the load of the vehicle, all other 40 elements are otherwise such that the accuracy of the treatments can be maximum.

In such a case, a control segment AB FIG. 44 being identified by the processing means, and the operating, driving and reference elements required by FIG. 48 being measured by the measuring means, the processing means 45 can deduce therefrom an approximate load of satisfactory accuracy. This by combining the knowledge of the consumption / 100 km on AB figure 44, and an abacus such as figure 43, producing combinations Speed / Charge 'Consumption. Provided that at least one control section is available on a section such as DEPART-STEP_1 FIG. 44, where the load is by definition constant, it will be noted that the processing means are brought back to the case10 -69 -previously described above. , and so they can spot a driver 's suboptimal driving on START - STEP 1, in terms of fuel consumption.

It will be understood that, depending on the data available to them, or for any other reason, such as the desire to simplify calculations or results, the processing means may retain all or part of the elements of FIG. ie A, set of operating, driving and reference parameters, B, set of vehicle-related elements, including vehicle load, and C, set of external elements. They can thus arbitrate between the desired quality of the overconsumption analyzes and the level of precision used, to detect and analyze abnormal consumption differences, knowing that the lower the accuracy, the less the monitoring center can concretely analyze the deviations, and thus act effectively on the fuel consumption of vehicles.

It will be remembered usefully the above description to note that, in extreme cases, the processing means may even no longer directly follow the consumption itself, for example by following the reference engine speed, in the The processing means may also decide not to analyze an analysis of all or part of a path, for a reason such as the impossibility of locating control sections. The processing means may also decide to degrade the automation of the treatments, by methods such as the identification of control sections by mouse clicks on a map displayed by the display means, the day's journey being on the screen .

As has been previously described, the processing means can process the basic parameters Db in FIG. 48 differently according to the nature of the displacement of the vehicle, such as on the road, FIG. 44, in urban zone FIG. 38, or mountainous FIG. characteristic of the invention is that the measuring means measuring the nature of the displacement of the vehicle, by means such as the location of the vehicle, switch automatically the mode of treatment to match the optimum mode of the place and the the moment the vehicle is.

According to an equivalent implementation, it will be understood that, when the vehicle V is traveling in a path such as T in FIG. 50, a calibration process according to FIG. 43 GRAPH_1 having for example taken place, a section such as B-STEP_l FIG. may be subdivided by the processing means in homogeneous sub-sections with regard to a criterion such as the nature of the path traveled. Thus, the vehicle V can travel a sub-section BC, such as a highway where the speed of V is regulated at 90 km / h, then a sub-section such as C-ETAPE_l, such as a national road, where the vehicle speed is set at 60 km / h when fully loaded. Referring to the foregoing description, it will be understood that, in such a case, the processing means can process standards such as Standard_T, then the corresponding deviations during actual journeys, by retaining a division such as BC and C-STEP_1, since the expected speed of circulation is different and homogeneous on such sections.

The invention will be better understood by noting that, in a case such as a mountainous area, the processing means may implement processing operations intended to identify the profile of the road covered, without the aid of means such as a - 70 - inclinometer or an accelerometer. Such means can be calculations relating, for example, to successive variations in speed, or consumption, the processing means calculating results indicating driving conditions such as a mountainous area, or an urban area.

According to a variant of the invention, the processing means can take into account the fact that, because of the operating mode of certain equipment such as a cruise control, the speed of the vehicle can be stabilized while elements such as the engine speed or consumption is not. Indeed, in such a case, an equipment such as a cruise control system can stop any acceleration as soon as the speed reaches a high threshold, such as 90.5 km / h, then resume acceleration as soon as the speed falls to a threshold as 89.5 km / h, until the speed is again 90.5 km / h. It will advantageously be understood that, in such a case, a characteristic of the invention is such that the processing means no longer consider, for a search such as control segments, stabilized values of the engine speed or consumption, but seek a succession of similar cycles, such as characteristic variations of the engine speed, consecutive successive accelerations above. It will advantageously be noted that the invention is characterized in that the processing means 20 can take into account any particular state of the vehicle that can be assimilated to a stabilized regime, for processes such as the determination of control segments.

It will thus advantageously be noted that a state assimilated to a so-called stabilized state can be calculated by the calculation means either from the data directly measured by the measurement means, but from data resulting from intermediate processing carried out by the processing means on these initial data. Thus, a processing such as calculating an average over a period of time may cause the processing means to be considered as stabilized, any parameter varying within a range of values not deviating from this average by more than a maximum. predefined. Likewise, it will be understood that events having a low influence on totals and mean values can be considered as negligible by the processing means, even if they cause a variation over a short important period of the monitored parameters. Such treatment by the processing means may concern a section such as a long stretch of national road, where parameters such as speed and consumption vary little around respective averages, with the presence on this route of roundabouts. , where for example, the speed decreases sharply but briefly, to quickly find its previous average value. It will also be advantageously realized that measurement by the measuring means of a parameter such as instantaneous consumption can show significant parasitic variations over very short periods, such as 200 milliseconds, which are insignificant, and that in such a case , the processing means may only take into account instantaneous data previously smoothed by the calculation means using processing such as statistical extrapolations. 45

Claims (20)

claims A method for the automatic control of the operation and driving of a vehicle, in particular its fuel consumption during its journeys, whatever the routes followed, characterized in that it comprises: a phase of calibration comprising: - the circulation of the vehicle along at least one standard path of measured length, the characteristics of which are known, this circulation taking place, under predetermined conditions, according to an optimal driving mode, - the survey and storing in memory the values of a set of parameters relating to the control that is to be carried out, along this standard path, according to a predetermined sampling frequency, these parameters seeing their value stable throughout the standard path determining, from at least a fraction of said identification information parameters of this standard path, that the standard path can be a specific path to anda calibration phase, or a usual route of the vehicle, such as a delivery route for a truck. A monitoring phase carried out during a subsequent journey of the vehicle along any route, this monitoring phase comprising: the periodic determination of control sections of this subsequent route, in which the identification parameters are stabilized; , and have values equal to the values of the identification parameters of the standard path, and, for each of these sections, - The reading of the values of the parameters stored along this reference section, - The calculation of a piece of information of identification of this control section from these parameters in a process analogous to that used for the standard section; comparison of this identification information with the identification information of the standard path and, in the case where this comparison reveals an identity, a comparative analysis between the parameters of the path: 40 standard and those of the control section of the subsequent path, an alarm signal in case this comparison reveals an anomaly. 2- Method according to claim 1 characterized in that the determination of the 45 control sections is performed periodically during a subsequent journey of the vehicle, the determined control path section corresponding to a portion of the path previously traveled by the vehicle. - 71 -20-72 - 3- A method according to claim 1 characterized in that the determination of the control sections is performed by a monitoring center after the vehicle has traveled its route. 4- Method according to one of the preceding claims characterized in that the aforesaid parameters may comprise: - vehicle operating parameters including speed, engine speed, fuel consumption, - driving parameters whose transmission ratio , braking, air conditioning, - reference parameters, including the position of the accelerator pedal, - vehicle condition parameters including the load transported, tire pressure, engine tuning, - external conditions , including wind, rain, slope of the road, nature of the road, regulation (speed limits), traffic conditions. 5. The method of claim 4 characterized in that the parameters used in the calculation of the identification information of a control portion of the path, comprises: the speed, the engine speed, the load. 6. The method of claim 4 characterized in that the parameters used in the calculation of the identification information of a control portion of the path, do not include the load, but incorporate the nature and characteristics of the road traveled. 7- Method according to claims 5 and 6 characterized in that the comparison made between the parameters of the standard path and those of the control section relates to the consumption, and if an anomaly has been detected, the parameters that may have been the cause of this consumption gap. 8- Method according to one of the preceding claims characterized in that the calibration phase comprises the parameterization of a plurality of standard paths respectively corresponding to an empty vehicle and a vehicle carrying different loads and in that at a given route of the vehicle where is carried out: loading and unloading of the vehicle it includes the identification of several control sections respectively corresponding to several of these standard sections. 9- Method according to one of the preceding claims characterized in that i comprises the location with the help of means of geopositioning, sections of paths taken. 10- Method according to one of the preceding claims characterized in that in the case of the transmission of an alarm signal it comprises an analysis of the parameters to determine the cause of this alarm and the incidence of driving of the vehicle on this cause.- 73 - 11- Method according to one of the preceding claims characterized in that the measurement of consumption takes into account the information of a fuel flow meter. 12- A method according to claim 10 characterized in that it comprises the control of the consistency between the information delivered by the flowmeter and those from the tank full. 13- Method according to one of the preceding claims characterized in that i: comprises a consistency check between the position of the vehicle during a full., Position determined by geolocation means, and the data from the pump which was used to refuel. 14- Method according to one of the preceding claims characterized in that it comprises the determination of a standard path based on standard means for use in mountainous or urban areas. 15- Method according to one of the preceding claims characterized in that each element of a path is assigned a consumption profile, and that consumption profile optimizes a route calculation taking into account a consumption minimum fuel. 16- Method according to one of the preceding claims characterized in that a portion of the control sections is determined by the use of direct means, such as mouse clicks on a map displayed on the screen of the display means. 17- Method according to one of the preceding claims characterized in that the sections of a path other than the control sections give rise to a treatment similar to that made for the latter, the calibration then taking place directly on a real path during at least one calibration run, the standard parameters can then not be stabilized, only their average value being stored. 18- A method according to one of the preceding claims characterized in that it comprises a consistency check between an operation that can be filling the tank and the volume of fuel actually supplied. 19- Method according to one of the preceding claims characterized in that the path traveled is divided into contiguous sections determined on the basis of the nature of the path traveled and the vehicle circulation mode. 20- Method according to one of the preceding claims characterized in that, when no control section could be identified on a part of the path, such as an urban area, the vehicle is tracked only on the base the engine speed.