Fuel management system and method

[0001] The present invention relates to a fuel management system and method. The system and method of the invention provides a method of monitoring driver behavior and fuel consumption of a vehicle for example to determine the amount of emissions and / or detect fuel fraud.

Background of the invention [0002] In addition to overhead costs, fuel efficiency and exhaust emissions are increasingly important aspects of the vehicle. Vehicle fleet managers, for example the fleet of company passenger cars, vans and heavy goods vehicles, are therefore seeking ways to manage and monitor these aspects, preferably using integrated systems that are able to monitor both individual vehicles and the entire fleet. In addition, driver behavior can have a huge impact on fuel consumption. So monitoring driver behavior is also an important aspect. In addition, with steadily rising fuel prices, illegal transactions and thefts are increasingly common.

[0003] There are various methods and systems for monitoring vehicle performance and driver behavior. U.S. Patent Application No. US 2007174004 discloses a system and method for seeking fuel savings in a vehicle fleet based on fuel consumption in conjunction with driver driving habits. Inefficient driving habits, such as speeding and excessive idling, unlawful use, are areas for potential fuel savings. These types of parameters can be monitored and fuel consumption determined based on the conditions of use. For each of the conditions of use, a user defined statistical metric for the fleet or part of the fleet can be defined. The fuel consumption of a particular vehicle or group of vehicles can be compared with a larger group of vehicles or a fleet to identify vehicles corresponding to fleet metrics. Fleet managers can use this information to modify the conditions of use of individual vehicles to ensure fuel savings in the entire fleet.

[0004] US Patent No. US-6024142-A discloses a communication system and method of communication between an entity and a fluid management system. The communication system includes a proximity detector configured to detect the presence of a fuel nozzle in the fluid inlet of the unit. The system also includes radio frequency (RFID) identification coupled to the proximity detector. The proximity detector coupled to the RFID developing device is configured to indicate if the nozzle is in the fluid inlet. To hinder fuel theft, the method includes the steps of establishing a first communication connection between the vehicle and the fuel delivery system. In addition, a second communication connection between the vehicle and the fuel delivery system. The system then provides fuel supply in response to the connectivity of the first communication link.

[0005] US Patent No. US-2006/218056-A1 discloses a computer-implemented method for managing fuel costs together with a suitable device and a suitable carrier. The method includes receiving information about the transaction via the Administrator's Network, information about the transaction is related to: (a) the sender who organized the shipment of goods from the place of origin to the destination; and (b) the relevant carrier who has agreed

EP 2 526 530 B1 to transport the parcel at a predetermined maximum number of available fuel limits, whereby the fuel is bought by the sender for a predetermined price for one unit and where the fuel is bought at preselected locations. The system monitors the agreed refueling plan corresponding to the route and available petrol stations (fleet).

[0006] French Patent Document No. FR-2902219-A1 provides a system for automatically monitoring the position, route, distance traveled and refueling of vehicles included in the vehicle fleet.

[0007] US Patent No. US-2003/0191566-A1 discloses a system for detecting and reporting irregularities in vehicle fuel efficiency data. The data processing engine calculates the fuel efficiency statistics for a given vehicle, using a specific rule compares the calculated statistics with the previous statistics to determine whether the newly calculated statistics are unreliable, and prepares a report that indicates the incredible statistics of the fuel efficiency of the vehicle.

[0008] US Patent No. US-2008/0040182-A1 discloses a method of transporting physical objects. A formula has been disclosed describing CO2 emissions during transport based on distance, fuel consumption, variable emission factors, fixed emission value, volumetric weight, (maximum) load capacity and loading factor. The system according to US-2008/0040182-A1 uses a specified filling factor (percentage of the maximum payload) times the maximum payload, in order to calculate the actual payload. The actual payload is not calculated by the system, but is pre-calculated (e.g. by determining the fill factor) and entered into the system. This requires an additional initial stage.

[0009] In addition to the above-described exemplary prior art systems, other fuel management systems are also known. The object of the present invention is to provide an improved and integrated system and method of fuel management.

Summary of the Invention [0010] The present invention provides a fuel management system according to claim 1.

[0011] According to a further aspect, the invention provides a fuel management method according to claim 7.

[0012] This system provides an integrated, single, user-friendly system that detects fuel fraud, provides detailed information on faults while driving, driver behavior and calculation of CO2 emissions for individual vehicles as well as (parts of) the vehicle fleet. The system according to the invention is therefore more extensive than the systems according to the prior art, providing an integrated fuel management system.

Description of the embodiments [0013] The invention will now be described in detail by way of example with reference to an embodiment and the accompanying drawings, in which:

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Figure 1 shows a fuel management system and information and data flow in a fuel management system according to an embodiment of the present invention;

Figure 2 is a block diagram describing the operation of a fuel management system to detect fuel fraud, according to an embodiment of the present invention;

Figure 3 shows a vehicle adapted to calculate the payload, according to an embodiment of the present invention;

Figure 4 schematically shows an embodiment of a system according to the present invention coupled to a vehicle;

Figure 5 is a graphic representation of the report according to an embodiment of the invention; and

Figure 6 shows another graphical representation of the report according to an embodiment of the invention.

[0014] The fuel management system 100 and the information and data flow in the fuel management system 100 according to an embodiment of the present invention are shown in Figure 1. The fuel management system 100 includes a central processor 102. The central processor further includes a first module 104, a second module 106, a third module 108 and fourth module 110. The central processor 102, according to an embodiment of the invention, may be any device capable of processing electronic instructions. Examples of a central processor include, but are not limited to, microprocessors, microcontrollers, computers, and dedicated integrated circuits (ASICs).

[0015] The first module 102 is configured to receive a plurality of data points regarding fuel transactions. Data regarding fuel transactions may include one or more service station locations, service station number, transaction date, transaction time, type of fuel product purchased, quantity of fuel purchased (L) and information on the fuel card used.

[0016] The first module 102 receives data regarding the fuel transaction from one or several service stations

112. 112 gas stations may belong to Euro Shell stations, local stations and third-party gas stations.

[0017] The second module 104 is configured to receive a plurality of data regarding vehicle parameters. Vehicle parameters may include one or more vehicle identification numbers, driver identification number, vehicle GPS information, change in fuel tank level, engine torque, gear ratio, vehicle speed, vehicle acceleration, total distance traveled, engine speed, brake pedal position , accelerator pedal position, clutch pedal position, power take off (PTO) position, clutch pedal engagement time, brake pedal engaged time, clock reading, meter reading and engine coolant temperature.

[0018] Vehicle parameters are received from one or more vehicles 114. One or more vehicles 114 may include one or more passenger vehicles, trucks, buses / coaches etc. or any combination thereof.

[0019] Petrol stations 112 and vehicles 114 are configured to send data to the fuel management system 100 using one or more available network connections. available

The network systems may be wired or wireless systems. Preferably, network connections include CAN (controller area network), MOST (media oriented system transfer), LIN (local interconnection network) and LAN (local area network). Network connections may also include other connections that meet ISO, SAE and IEEE standards and specifications.

[0020] The third module 106 has access to a set of information related to each vehicle. This collection of information related to each vehicle may include one or more vehicle identification numbers, driver identification number, fuel card information, vehicle route maps, wheel diameter, unladen weight, possible payload and historical data related to each vehicle and driver.

[0021] In addition, the third module 108 is configured to receive data from the first module 104. The first module transmits fuel transaction data received from the gas station 112. In addition, the third module also receives vehicle performance data from the second module 106. Then the third module 108 is configured to process received data based on a set of rules. The data is processed in conjunction with a set of information about each vehicle. The third module 108 then generates one or more reports 116. One or more reports 116 includes analysis of fuel consumption, fuel fraud, CO2 emissions, driver behavior, payload and faults while driving.

[0022] The fourth module 110 is configured to store one or several reports 116 generated by the third module 108. One or more reports 116 may be viewed and downloaded at a later time. The fourth module can be local memory, buffer memory, RAM memory, hard disk, optical disk, magnetic disk, semiconductor memory.

[0023] The fuel management system 100 provides analysis regarding fuel fraud, CO2 emissions, driver behavior and faults while driving.

[0024] The processing process carried out by the fuel management system 100 to detect fuel fraud, according to an embodiment of the present invention is shown in Figure 2. Vehicle parameters are periodically obtained from vehicles 114 at step 202. When the ignition of the vehicle 114 is checked, step 204 any change in the fuel level in the tank before and after ignition. If no change is detected, the process stops at stage 206 until the next ignition start. If a change in the level in the tank is detected, then in step 208 the fuel management system checks if the level of fuel in the tank is lower after starting the ignition. If it is detected that after starting the ignition the fuel level in the tank is lower, in step 210 theft of fuel is reported. The report includes information about the vehicle, driver, amount of stolen fuel, place of incident, date and time of the incident. Otherwise, if the fuel level is higher after starting the ignition in step 212, fuel transaction data is received from station 112.

[0025] In step 214, fuel transactions are assigned to the vehicle or driver, according to the fuel card used. In step 216, it is checked if the fuel transaction corresponds to the vehicle in which the fuel level in the tank has changed. If the fuel transaction does not correspond to the vehicle, i.e. the level change in the fuel tank, then in step 218 it is reported

EP 2 526 530 B1 Fuel fraud event. Such report includes information about the vehicle, driver, amount of fuel fraud, place of incident, date and time of the incident. However, if the fuel transaction corresponds to a change in the fuel level in the vehicle tank, then at step 220, the change in the fuel level in the tank is compared to the amount of the fuel transaction.

[0026] If the amount of the fuel transaction is not equal to the amount of level change in the fuel tank, a tank overflow event is reported in step 222. This report includes information about the vehicle, driver, fuel transaction volume, level change in the fuel tank, event location, date and time of the event. If the amount of the fuel transaction is equal to the amount of the level change in the fuel tank, then in step 224 a refueling event is reported. The report includes information about the vehicle, driver, fuel transaction volume, event location, date and time of the event.

[0027] Processing by the fuel management system 100, according to a predetermined set of rules, also includes measuring and reporting the total fuel consumption of vehicles 114 at time T. It should be noted that time T can be any period of time for which processing is necessary.

[0028] In practice, time T will refer to travel time. For example, T may relate to one or several hours, up to several days.

[0029] In an embodiment of the invention, the processing by the fuel management system 100 according to a predefined set of rules includes calculating and reporting the total amount of fuel purchased for vehicles 114 at time T.

[0030] In another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes measuring and reporting the total potential fuel loss, including fuel theft, spill and illegal transactions during T.

[0031] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes measuring and reporting fuel discrepancies at T, by calculating the difference between purchased fuel and total amount of fuel consumed and potential fuel losses.

[0032] According to yet another embodiment of the invention, the processing by the fuel management system 100 according to a predefined set of rules includes calculating the vehicle load using the formula:

[(((engine torque / gear ratio) / wheel radius) (748 + 3.24 * (vehicle speed²))) / vehicle acceleration] * 0.8 / 1000].

[0033] The system may calculate the vehicle load based on the above formula for example after each period ti. The vehicle load calculated by the vehicle management system 100 over all periods ti is averaged in time blocks Bt. In this case, each time block includes, for example, about 10 to 100 time intervals ti. In practice, each time block can be in the range of about 0.5 to 2 hours, for example about 1 hour.

[0034] Then, each average vehicle load is weighted for the distance over time T to calculate the average weight of the vehicle over time T.

[0035] The processing further includes calculating the difference between the average weight of the vehicle at T and the weight of the unladen vehicle to report the payload of the vehicle at T. The availability of the total payload of the vehicle can also be used in conjunction with the calculated payload to determine and report the volume payload and vehicle payload.

[0036] It should be noted that any other suitable formula can be used to calculate the vehicle load.

[0037] According to another embodiment of the present invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating and reporting the biocomponent content in the fuel consumed by the vehicle 114. The processing to calculate the biocomponent content includes identifying the standard biocomponent content in the purchased fuel, based on the type of fuel product and country of transaction. Then the biocomponent content is weighted for distance to get the average biocomponent content in the fuel.

[0038] According to another embodiment of the present invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the CO2 efficiency (g / ton.km) using the formula:

(fuel consumed * 2.63 * (1- (0.5 * biocomponent) * 1000)) / (payload * total distance) [0039] It should be noted that any other suitable formula can be used to calculate the CO2 efficiency.

[0040] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating various fault characteristics while driving, e.g. PTO operating time using PTO gear ratio, engine speed, accelerator pedal position , meter reading, clutch engagement time, vehicle speed. In other words, the fuel management system 100 is configured to check various fault characteristics while driving, calculating the time and / or distance traveled during each fault event while driving, using time as input.

[0041] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating and reporting braking time and braking distance based on vehicle speed, brake pedal position, meter reading, time reading as input parameters.

[0042] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the coast down time and coasting distance based on vehicle speed, clutch pedal position, clutch pedal engagement time, meter reading, reading time as input parameters. Preferably, if the clutch pedal is engaged for a longer time than the average time of ten seconds, this event is considered a coast down event. However, if time

If the clutch engages is less than ten seconds, this event can be categorized as a normal driving event. Remember that ten seconds is an example and you can set other values ​​as needed.

[0043] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating idle time based on vehicle speed, engine speed and time reading as input parameters.

[0044] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the distance traveled in the city by vehicles 114 and the corresponding fuel consumption, based on vehicle speed, brake pedal position, brake pedal time, meter reading, time reading and fuel consumption as input parameters. Preferably, 20 miles per hour is considered the vehicle speed limit when driving in a city, the brake pedal life in a city is 30 seconds. In addition, the required speed of 20 miles per hour should be for at least 1 minute to recognize that driving is in an urban cycle. It should be noted that the limit value and threshold value, for example 1 minute, can be used for the calculation based on specific requirements.

[0045] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the distance traveled out of town by vehicles 114 and the corresponding fuel consumption, based on vehicle speed, urban driving cycle, meter reading, time reading and spent fuel as input parameters.

[0046] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the road slope based on the vehicle GPS altitude and vehicle speed as input parameters. The calculated road gradient and meter reading can also be used to determine whether vehicle 114 is going uphill, downhill or flat. Preferably, the slope limit is considered to be 2% for the calculation of uphill and downhill rides. Note that other slope values ​​can be entered in the calculations, for example in the range of 1% to 5%.

[0047] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the number of stops and starts based on the vehicle speed as input parameters.

[0048] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the amount of cold start, based on the engine speed and engine coolant temperature as input parameters. Preferably, for cold start calculations, a temperature of 60 degrees Celsius is assumed to be the coolant temperature limit. Note that other temperature values ​​can also be used for the calculation.

[0049] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules, includes calculating the vehicle parking time

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114, based on engine speed, vehicle speed and time reading as input parameters.

Efficiency of the driver [0050] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the ratio of the vehicle gear ratio 114 based on the vehicle speed, wheel radius and engine speed as input parameters.

[0051] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules, includes calculating the number of gear shifts based on the ratio of the gear ratio and the position of the clutch pedal as input parameters.

[0052] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules, includes calculating the rapid acceleration time and the rapid acceleration distance based on the vehicle acceleration, accelerator pedal position, meter reading and time reading as input parameters. Preferably, for calculating the time and distance of the rapid acceleration, about 1 m / s is considered the limit value of the rapid acceleration². It should be noted that other acceleration values ​​can be entered in the calculations, for example in the range of 0.5 m / s² up to 2 m / s².

[0053] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating the braking time and braking distance based on vehicle acceleration, brake pedal position, meter reading and time reading as input parameters. Preferably, for calculating the time and distance of rapid braking, about -1 m / s is considered as the braking limit². Note that other braking values ​​can be entered in the calculations, for example in the range from -0.5 m / s² up to -2 m / s².

[0054] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules, includes calculating the throttling time and the throttling distance based on the engine speed, throttle pedal position, meter reading and time reading as input parameters . Preferably, for calculating the time and distance of rapid throttling, approximately 90% is considered the limit throttling limit. Note that other throttling values ​​can be entered in the calculations, for example in the range of 85% to 95%.

[0055] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules, includes calculating the overspeed time and overspeed distance based on engine speed, meter reading and time reading as input parameters.

[0056] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predefined set of rules, includes calculating cold driving time

The engine and distance traveled on a cold engine, based on engine speed, engine coolant temperature, meter reading and time reading as input parameters. Preferably, for calculating the driving time and distance traveled on a cold engine, it is assumed that the temperature of 60 degrees C is the limit value for the coolant temperature. Note that other temperature values ​​can also be used for the calculation.

[0057] According to another embodiment of the invention, the processing by the fuel management system 100 according to a predetermined set of rules includes calculating overspeeding events and overspeeding based on vehicle speed, meter reading and time reading as input parameters. Preferably, for calculating the vehicle overspeeding events, the vehicle speed limit is set at about 60 miles per hour. It should be noted that other speed values ​​can be entered in the calculations, depending on the vehicle position and local speed limit. For example, the vehicle speed limit may be in the range of 95% to 105% of the local speed limit.

[0058] Processing by the fuel management system 100 according to an embodiment of the present invention, may further include a processor processing at least one of the vehicle parameters and fuel transaction data per unit / format that can be compared with other vehicle parameters and fuel transaction data. Processing vehicle parameters and / or fuel transaction data can make these two sets of data easier to compare with others.

[0059] According to an embodiment of the invention, tolerances can be introduced in the fuel management system 100. Tolerances may include errors in data recording elements and errors that appear as part of any data conversion or representation. Tolerances can be set, for example, in the range of about 0.5% to 5%.

[0060] The system of the present invention can be installed on existing vehicles without the need for additional devices. This fact makes the system universal and available. Based on relatively simple information, the system provides comprehensive levels of analysis and / or reporting.

[0061] At least one or several key areas of the system, all of which can be integrated into the system, are completely automated, i.e. they do not require any action on the part of the user:

1. Calculated payload without additional devices, using only engine torque energy. This allows:

i. sending information on empty work to fleet managers:

ii. sending information on CO2 in g / ton.km; and / or iii. load optimization to maximize cargo space.

2. Sending information on CO2, e.g. in g / tonnes. Km. Where the system combines fuel efficiency with optimization of payload and content of biocomponents in fuel;

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3. Mechanisms of fuel fraud:

i. compares the amount of fuel in the tank with the indication in the vehicle management system to indicate fuel overflow at specified intervals;

ii. the system knows when the fuel tank does not belong to the vehicle or driver. In this case, the system informs about anomalies, because it monitors the moment of refueling a given vehicle. If the vehicle has not recorded the incident, the fuel card assigned to the vehicle or driver is canceled (temporarily);

iii. monitors fuel level in the tank. When the fuel level drops and remains at that level for a predetermined period of time or during the stabilization cycle, the system will report a problem related to the reduction of quantity;

4. Constant and consistent monitoring of the relationship between fuel transactions, vehicle and driver. Three main components related to the operation of the fleet are provided, which enable more visible reporting, because all the elements are known all the time without additional devices installed at service stations and vehicles, as opposed to a single black box covering the system according to the invention. In this case, no hardware and software update of vehicles and service stations is needed. The system according to the invention can be started at any time and will work in virtually any vehicle, using the torque specifications of said vehicle.

[0062] To enable the calculation of the payload, the system according to the invention is mounted on the vehicle and coupled to the vehicle's on-board unit (OBU). The torque specification of the vehicle is sent to the system according to the invention. In this case, the torque specification informs about the relationship between the torque provided by the appropriate vehicle engine in terms of revolutions per minute (rpm) of the output shaft of said engine.

[0063] No additional device is needed by making use of the engine torque versus RPM relationship. Since the torque specification is available (practically) for any passenger vehicle or truck, the system according to the invention can assess the payload of each vehicle during each shift. If the torque specification is not yet available, the specification can be determined and transferred to the system according to the invention.

[0064] The payload is estimated based on a series of mass events taken during normal driving, taking into account instantaneous accelerations. Before registering each event, there is a certain specific criterion that must be met. The download process is carried out by the vehicle OBU. In this case, each block of time (e.g. one hour) of driving can contain up to about 20 mass events. These events are processed when OBU data is sent to the main system at the end of the shift, when the system associates each event with the vehicle comparative data belonging to the vehicle from which it was received.

[0065] Basically, this process involves obtaining the actual torque value that was necessary to physically obtain the measured acceleration that was recorded. This leads to the weight of the entire vehicle, but does not take into account any loss of torque energy,

EP 2 526 530 B1 due to vehicle dynamics or losses in the drive train on the transmission and the drive axle. In the absence of actual loss data, generic losses will be used to take account of losses related to drag corresponding to vehicle speed and permanent losses associated with the propulsion system.

[0066] The average payload estimates calculated for each block of time (hours) is a weighted distance throughout the entire shift to provide a final, representative payload value. The weighted distance is important because it confirms what load has been transported over a certain distance and then allocates it to a given shift.

[0067] The size of the time block can be set depending on the accuracy required or the typical length of the work shift. In this case, the duration of a typical shift preferably includes one or more time blocks. The size of the block of time may be sufficient to obtain adequate accuracy of the payload estimation, while confirming the payload change during the change.

[0068] If available, the engine torque curve provided by the vehicle manufacturer will be used for the calculations. If such a torque curve is not available, a generic torque curve will be adopted, and any errors on this parameterized curve will generate a numerically corresponding error during mass estimation.

[0069] The engine torque curve for each vehicle engine is approximated using third order polynomials. This third-order polynomial is provided as input to the system of the invention and allows the system to calculate torque values ​​using input from the on-board unit (OBU) regarding engine speed (e.g. RPM) and / or percentage of maximum torque engine [%].

[0070] Examples of a third order polynomial representing the engine torque to the engine speed are (where R is the revolutions of the motor output axis in rpm):

i) torque = 1E-07R^AND3 -0,0007R^AND2 + 1.45R -240 [for a Mercedes Atego vehicle with a 6-cylinder engine 6.4 l 175kW];

ii) torque = 5E-07R^AND3 -0,0039R^AND2 + 7.8R -2076 [for an Iveco Stralis vehicle with a 6-cylinder engine 12.9 l 412kW].

[0071] The error margin of the approximate torque curve may be in the range of 0 to about +/- 10%, the error margin being smaller closer to the top of the curve, ie near the maximum torque.

[0072] Figure 3 shows the vehicle 300 and its respective torque curve 302. The torque curve 302 shows the engine speed [rpm] on the X axis, relative to the engine torque T [Nm] on the Y axis. System according to the invention is coupled to the vehicle OBU 300. OBU sends information about the engine speed to the system of the invention, which uses the engine speed to calculate the engine torque. The engine torque is used to calculate the weight W of the vehicle 300 as follows.

[0073] The vehicle mass uses the following road load calculations to determine reaction forces as a function of vehicle speed:

Road load force [N] = k0 + k1v + k2v² [0074] Where, v is the vehicle speed [m / s] and k0, k1 and k2 are three different constants:

k0 - tire rolling resistance, etc. (independent of speed); k1 - losses due to friction in the propulsion system; and k2 - aerodynamic resistance.

[0075] Where, for example, k0 may be in the range of about 200 to 800. k2 may, for example, be in the range of from about 0 to 3.5, for example in the range of from about 0.24 to about 3.24. The value of k1 is relatively small compared to k0 and k2.

[0076] Road load factors will vary depending on the type of vehicle (e.g. rigid tractor, etc.). The examples presented above are the extreme values ​​of typical coefficients and were used together to observe the impact on the accuracy of mass estimation. In this case, the margin of error is from 0 to +/- 8%. As a result, incorrect factors entered into the vehicle data do not have a significant impact on the result of the method of mass estimation, i.e. they have only an acceptable effect that allows the mass estimate to remain within the margin of error established.

[0077] The system according to the invention uses the following input from the on-board unit (OBU) when estimating real-time mass (and thus load):

i) accelerator pedal position [% of max. range];

ii) engine speed [rpm];

iii) vehicle speed acc. tachometer [km / h]; and / or iv) engine torque [% of max. range].

[0078] Using one or more of the above parameters, usually two of i) to iv), other parameters can be calculated such as:

v) actual engine torque [Nm];

vi) gear ratio [ratio between engine speed and wheel speed];

vii) vehicle acceleration [m / s²];

viii) vehicle speed [m / s].

[0079] Other system input parameters may include fixed or specific to a given vehicle (engine, year, model, weight of empty vehicle). Such input values ​​can be used during final data processing. Other input values ​​may include:

(ix) the actual torque curve (provided by the manufacturer for the engine and vehicle type);

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x) permanent road loads (e.g. arctic, tropical, unpaved, paved road, etc.);

xi) turning radius of driven wheel [m].

[0080] These parameter data are collected using a predetermined resolution. The resolution can be around 1 Hz to 5 Hz. The second value provides adequate resolution to enable the estimation process and is supported by most recording devices.

[0081] Considering the above, the system of the invention is able to perform the following calculations to provide the total average weight of the vehicle [kg].

[0082] Using the vehicle speeds (in [miles per hour] or [km / h] transmitted by the vehicle tachometer) and wheel radius [m] as two input values, the system can calculate the wheel speed [rpm].

Vehicle speed = (vehicle speed [miles per hour] * 1.609 * (1000/60)) / 2 PI * wheel diameter [m] [0083] Utilizing wheel speed and engine speed (in [rpm] provided by OBU ):

Transmission ratio = wheel speed [rpm ,]/ engine speed [rpm]] [0084] Vehicle acceleration is calculated based on the change in vehicle speed over a set period of time. Acceleration can be calculated for 0.5 to 10 Hz, for example at 1 Hz. This corresponds to a time of about 0.1 to 2s. The acceleration value is used to confirm the acceleration or deceleration event and / or to use absolute acceleration during mass estimation.

[0085] Vehicle speed is available thanks to the tachometer in [miles per hour] or [km / h]. This value is converted to the corresponding value in [m / s]. The change in vehicle speed between two consecutive points in time is used to calculate the vehicle acceleration in [m / s^AND2], [0086] Using the above input, the weight of the vehicle 300 can be calculated when the gear ratio is constant and the vehicle accelerates within a specified time window. After fulfilling this criterion, the system according to the invention will calculate and generate an estimated mass (in [kg]). Such calculations can take place while the vehicle is in operation and can generate many estimates of the vehicle's mass per hour. The frequency of estimation is dictated by the environment in which the vehicle works. For example, when driving on road types 'A' and 'B' more estimates may be generated compared to driving at a constant speed on the highway. The acceleration maneuver is monitored during the period of time specified above (0.5 to 10 Hz), and the acceleration value used for the calculation will be the average of two or more of such periods of time.

[0087] The vehicle mass calculation equation includes a constant, rated correction factor of 80% that relates to the efficiency of the propulsion system. It represents typical losses domi13

In propulsion systems, which are usually associated, for example, with frictional losses. At the end of the vehicle's journey, the individual mass estimates are averaged. The report then presents data that illustrate how the estimate coincides with the final value.

[0088] As shown in figure 4, the gear ratio 400 is calculated as above. Input block 416 is shown. When the gear ratio changes, this is recorded as starting in step 402. When the gear ratio remains unchanged, the vehicle acceleration 404 can be used to calculate the weight of the vehicle, which is passed on in step 406. In this in this case, the vehicle acceleration is preferably 0.5 to 0.75 m / s^AND2.

[0089] Using the engine torque input 408 in [Nm], vehicle speed 410 in [m / s], constant 412 (k0-k2 etc.), wheel radius 414 in [m], the mass of 418 vehicle in [...] can be calculated kg]:

Vehicle mass = 0.8 * ((engine torque / gear ratio) / (wheel radius) - (k0 + (k2 * vehicle speed2))) / acceleration [0090] The vehicle mass is the average over the entire passage of the vehicle 420. Thus, system 422 is able to provide the total average mass of the vehicle 424.

CO2 reporting (g / ton.km) [0091] CO2 reporting in grams of CO2 per tonne payload per km is usually difficult to do due to the fact that vehicles must be equipped with additional equipment in the form of axle weight sensors .

[0092] The system according to the invention makes it possible to simultaneously monitor fuel efficiency and payload usage. Combines the following elements:

- fuel management (influenced by payload, driving style, type of vehicle, route, etc.);

- payload and space used (weighted average distance for each vehicle and each shift);

- content of the biocomponent (statutory value% in each country of purchase);

- since this is calculated for each vehicle / driver, reporting can be done at any level, for example from a single truck to a branch, group or entire vehicle fleet.

Fuel fraud mechanisms [0093] The basis in this case is the complete automation and recognition of the circumstances that may lead to illegal activities. Usually it was necessary to install additional equipment both at service stations and in fuel tanks to enable this type of function, while the system according to the invention eliminates such a need, which means that this function can be available in every vehicle and at every service station, which means that the system is flexible and universal.

[0094] Since each vehicle diagnoses and stores events during refueling, it then uses them during the process of matching the amount of fuel refueled from the distributor to the amount indicated by the vehicle indicator.

[0095] At this time, for transactions and refueling, the following parameters are checked:

• date / time • location • fuel quantity • vehicle and driver • type of service station, Shell, other than Shell, domestic, etc.

[0096] The capture of vehicle refueling events also takes into account cases where the fuel tank is topped up while the engine is running, because it controls subsequent changes in the fuel level over specific periods of time.

[0097] The system may include fuel cards registered for both the driver and the vehicle. In the case of a card registered for a driver, the connection with the vehicle is based on a digital tachograph or PIN code issued to the driver. If the driver does not identify himself while driving or refueling, an alarm sounds.

[0098] Thanks to this information, the following information can be reported during the matching process:

1. Fuel spill [0099] Once the fuel transaction has been determined to be a vehicle refueling event, the actual amounts can be compared. If a greater amount of fuel was released than the indicator recorded in the vehicle, then the difference is reported as an overflow within the tolerance set individually.

2. Unauthorized Refueling Transactions [0100] If the transaction reveals that the transaction is not applicable to the vehicle, it will be considered an illegal transaction because it cannot be included. In this situation, the system will try to find a vehicle in the fleet that the transaction may be about if, for example, a fuel card was used in another vehicle.

3. Fuel level drop in the tank [0101] The fuel level is monitored by a stabilization algorithm that suppresses the fuel level signal and reports any new level when three consecutive level readings occur within a specified period of time within tolerance - this reduces the risk of reporting false readings during normal truck operation.

[0102] In the event that the level in the fuel tank falls below a certain level, an alarm shall be triggered.

[0103] The system user receives a graphical representation of the fuel comparison that allows you to quickly identify fuel issues in the vehicle or fuel card perspective.

[0104] This allows the "Effectiveness of comparison" measure to be used, which will then assess how successful the fuel calculation was.

[0105] The user can then use the following screens to visualize the comparison and be able to understand the causes that accompany this problem. Vehicle fuel events at the top of the calendar bar should have corresponding fuel transactions below the bar. Green = everything is ok, red = problem.

[0106] The invention has been described above with respect to vehicles. The system of the present invention can, for example, be adapted to many modes of transport, such as ships, for example.

[0107] Many modifications are possible to the above-described embodiments of the invention without departing from the scope of the appended claims. Elements of individual embodiments can, for example, be combined.

EP 2 526 530 B1