Note: Descriptions are shown in the official language in which they were submitted.
SYSTEM AND METHOD FOR IDENTIFYING A FUEL LOSS EVENT
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation-in-part of U.S. Application No.
15/391,813, filed December 27, 2016, now U.S. Patent No. 11,085,805, issued on
August 10,
2021, which is a continuation-in-part of U.S. Application No. 14/529,137 filed
October 30,
2014, now Patent No. 9,528,872, issued on December 27, 2016, and a
continuation-in-part of
U.S. Application No. 14/529,118 filed October 30, 2014, now Patent No.
9,557,207, issued on
January 31, 2017, which claimed the benefit of U.S. Provisional Application
No. 61/897,426
filed October 30, 2013, which application and patents are hereby incorporated
herein by
reference, in their entirety.
TECHNICAL FIELD OF THE INVENTION
[0002] This invention relates, in general, to a method and system for
identifying
and/or confirming a fuel loss from a fuel tank, whether mobile (e.g.,
vehicular) or stationary.
BACKGROUND OF THE INVENTION
[0003] Vehicles, such as automobiles and trucks, require fuel to operate, such
fuel as
electric power, propane, hydrogen, gasoline, diesel fuel, liquefied natural
gas (LNG), and the
like. Fuel must be stored in a fuel container such as, by way of example, one
or more fuel
tanks or batteries, and it can be appreciated that it is important that fuel
not leak from a tank
or be used more quickly than anticipated by a fuel system (e.g., leaking fuel
supply lines or
inappropriate operating engine conditions resulting in excessive fuel usage).
This is even
more important in the case of commercial tractor trailers that often must
travel long stretches
of highway between service stations. Further, if fuel leaks from a fuel tank,
it could be
dangerous as it could ignite into a fire or even explode, with obvious
implications of danger to
surroundings, including people in the vicinity.
[0004] Fuel losses may occur in other ways as well, such as by theft. For
example,
it is not uncommon for commercial vehicle operators to use company charge
cards for
purchasing fuel in large quantities. Unscrupulous vehicle operators have been
known to make
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fuel charges for fuel which was not added to the fuel tank of the approved
vehicle, but instead
added to the fuel tank of an accomplice vehicle operator's vehicle for which
the accomplice
may give the unscrupulous vehicle owner a monetary kickback. Other schemes
derived by
unscrupulous vehicle operators include collusion with service station
operators to overcharge
company charge cards in exchange for a monetary kickback and siphoning fuel
from the fuel
tank. Service stations, truck stops or other fuel dispensing entities have
even been known to
heat diesel fuel to increase the volume as registered by the dispensing unit
whereby the
customer's energy value (i.e., BTU's) per gallon of received or dispensed fuel
is decreased.
Fuel dispensing entities have also been known to adjust fuel dispensing units
to show more
fuel delivered than is actually dispensed even though the fuel has not been
heated.
[0005] Fuel loss is not limited to fuel tanks on moving vehicles, but also
includes
stationary fuel tanks, such as found at tank farms, oil terminals, oil depots,
facilities for
storage of liquid petroleum products or petrochemicals, and including such
fuel tanks both
above-ground and underground.
[0006] In light of the foregoing, an ongoing need exists for systems and
methods
that can identify and confirm a fuel loss from a fuel tank, whether mobile
(e.g., vehicular) or
stationary, whether the fuel loss be the result of leakage, inappropriate
engine operating
conditions, or theft, so that appropriate measures may be taken to prevent
same from
continuing and/or occurring in the future. Still further, it would be
desirable that such systems
and methods would optimize the fuel consumption cycle, including purchase,
verification, and
performance, for not only a single vehicle, but for a fleet of vehicles.
SUMMARY OF THE INVENTION
[0007] The present invention accordingly provides a system for accurately and
substantially continuously determining the volume of a consumable, such as
fuel, stored in a
fuel tank, whether mobile (e.g., vehicular) or stationary, as well as the
volume being used in
operating a vehicle, such as a vehicle in a commercial vehicle fleet.
[0008] Accordingly, periodic measurements of a measured volume of fuel stored
in at
least one fuel tank are received, and a measurement of a dispensed volume of
fuel dispensed
into the at least one fuel tank is received. A total volume of fuel is
determined equal to the
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sum of the dispensed volume of fuel and the measured volume of fuel last
measured prior to
receiving fuel from a fueling station. A difference is determined between the
total volume of
fuel and the measured volume of fuel first measured subsequent to determining
the total
volume of fuel. If the difference exceeds a predetermined threshold indicating
a fuel loss
event, then an alert is generated indicating that there is a fuel loss event.
[0009] In a further alternate embodiment, periodic measurements are received
from
an onboard computer assembly ("OCA") coupled to a fuel tank, wherein the
periodic
measurements are of a measured volume of fuel stored in at least one fuel
tank, wherein each
periodic measurement includes a first date/time stamp indicative of when a
respective
periodic measurement was made. A measurement of a dispensed volume of fuel
dispensed
into the at least one fuel tank is received from a fueling station, wherein a
second date/time
stamp is associated with the start of dispensing fuel to the at least one
tank, and a third
date/time stamp is associated with the end of dispensing fuel to the at least
one tank. A total
volume of fuel is calculated as equal to the sum of the dispensed volume of
fuel and the
periodic measurement having the latest date/time stamp prior to the second
date/time stamp.
If a difference between the total volume of fuel and the periodic measurement
having the
earliest first date/time stamp subsequent to the third date/time stamp exceeds
a predetermined
threshold indicating a fuel loss event, then an alert is generated which is
indicative of a fuel
loss event.
[0010] In a still further alternate embodiment, a first data signal receiving
circuitry is
operable to receive from an OCA first data signals indicative of periodic
measurements of a
measured volume of fuel stored in at least one fuel tank. A second data signal
receiving
circuitry is operable to receive from a fueling station second data signals
indicative of a
measurement of the dispensed volume of fuel dispensed into the at least one
fuel tank. A first
logic circuitry is operable to determine a total volume of fuel equal to the
sum of the
dispensed volume of fuel and the measured volume of fuel last measured prior
to receipt of
the second data signals. A second logic circuitry is operable to determine a
difference
between the finish volume and the measured volume of fuel first measured
subsequent to
receipt of the second data signals. A third logic circuitry is operable to
determine if the
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difference exceeds a predetermined threshold indicating a fuel loss event and,
if it does, then a
fourth logic circuitry is operable to generate an alert.
[0011] In the aforementioned embodiments, the at least one fuel tank may be
mobile
(e.g., mounted on a vehicle) or be stationary (e.g., at a tank farm). The
periodic
measurements may optionally include indications of fuel temperature. The alert
may
optionally include the difference which exceeds the predetermined threshold
indicating a fuel
loss event. The alert may additionally include data indicative of the location
of the fuel tank.
The alert may optionally be generated in substantially real time.
[0012] In another embodiment of the invention, a sensor is located within a
storage
tank, which sensor is configured to measure the volume of the consumable in
the storage tank
or container, whether it be liquid or gaseous fuel or a consumable energy
source like
electricity that may be received from an energy storage and dispensing
facility and then stored
in a container like a battery and/or which may be received wirelessly from a
power source.
[0013] An electronic processor is also located on the OCA and is configured to
receive data indicative of the volume or usable quantity of the consumable
when stored in a
storage container, data indicative of mileage of a vehicle (if mobile), and
data indicative of the
fuel tank location and date/time, and to transmit such data to a remote server
("RS").
Depending upon the embodiment and facilities available, this data may be
transmitted to the
RS continuously in substantially real time or it may be transmitted to the RS
periodically in
batches. Further, it may be transmitted via different networks or facilities
depending upon
factors such as (1) the availability of nearby facilities, such as a cellular
network, satellite,
Internet compatible signal transmission towers, Wi-Fi, and other similar
network facilities, as
well as (2) the criticalness of data as defined by system parameters.
[0014] To provide redundancy and confirmation of a fuel event (e.g., a fuel
loss),
the RS may also receive, from a fuel dispensing station (e.g., a point-of-sale
("POS") entity),
data such as location, date/time, quantity, and purchase price of a consumable
pumped or
otherwise dispensed into a storage tank. The RS compares the data received
from the storge
tank (e.g., OCA) with data received from the fuel dispensing station, and
determines whether
there are any substantial discrepancies between the data indicative of fuel
purchased at the
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fuel dispensing station and the volume of fuel measured in the storage tank.
This data may be
received directly from the fuel dispensing station or indirectly via an
intermediate server
utilized by a clearinghouse or other financial institution. These and other
aspects of the
invention will be apparent from and elucidated with reference to the
embodiments described
hereinafter.
[0015] The foregoing has outlined rather broadly the features and technical
advantages of the present invention in order that the detailed description of
the invention that
follows may be better understood. Additional features and advantages of the
invention will be
described hereinafter which form the subject of the claims of the invention.
It should be
appreciated by those skilled in the art that the conception and the specific
embodiment
disclosed may be readily utilized as a basis for modifying or designing other
structures for
carrying out the same purposes of the present invention. It should also be
realized by those
skilled in the art that such equivalent constructions do not depart from the
spirit and scope of
the invention as set forth in the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] For a more complete understanding of the features and advantages of the
present invention, reference is now made to the detailed description of the
invention along
with the accompanying figures in which corresponding numerals in the different
figures refer
to corresponding parts and in which:
[0017] FIGURE 1 is a schematic block diagram exemplifying one embodiment of a
system for continuously determining volume of a consumable in any vehicle in a
commercial
vehicle fleet, according to the teachings presented herein;
[0018] FIGURE 2 is a schematic block diagram exemplifying a remote server
depicted in FIG. 1;
[0019] FIGURE 3 exemplifies a tractor depicted in FIG. 1;
[0020] FIGURE 4 is a schematic block diagram exemplifying an onboard computer
subassembly utilized on the tractor of FIG. 3;
[0021] FIGURE 5A s is a flowchart exemplifying steps in a process for
determining
at a remote server whether a fuel event has occurred, according to teachings
presented herein;
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[0022] FIGURE 5B is a flowchart exemplifying steps in a process for
determining at
a vehicle whether a fuel event has occurred, according to teachings presented
herein;
[0023] FIGURE 6 is a graphical block diagram depicting one embodiment of
operational modules, which form a portion of the system for determining volume
of a
consumable exemplified in FIG. 1;
[0024] FIGURE 7 is a screenshot exemplifying details of a Dashboard report
depicted by FIG. 6;
[0025] FIGURE 8 is a screenshot diagram exemplifying details of an event
depicted
in the screenshot of FIG. 7;
[0026] FIGURE 9 is a screenshot exemplifying details of a User Access
Configuration form depicted in FIG. 6;
[0027] FIGURE 10 is a screenshot exemplifying details of a Fuel Purchase
Reconciliation Report depicted in FIG. 6;
[0028] FIGURE 11 is a screenshot exemplifying details of a Vehicle Fuel report
depicted in FIG. 6;
[0029] FIGURE 12 is a screenshot exemplifying details of a Fuel Loss Events
report
depicted in FIG. 6;
[0030] FIGURE 13 is a screenshot exemplifying details of a Daily Fuel Logs
report
depicted in FIG. 6;
[0031] FIGURE 14 is a screenshot exemplifying details of a Fuel Purchase Logs
report depicted in FIG. 6;
[0032] FIGURES 15A and 15B is a screenshot exemplifying details of a Fuel
Probe
Configuration form depicted in FIG. 6;
[0033] FIGURES 16A and 16B is a screenshot exemplifying details of a Fuel
Purchase Report Configuration form depicted in FIG. 6;
[0034] FIGURES 17A and 17B is a screenshot exemplifying details of a Report
Configuration form depicted in FIG. 6;
[0035] FIGURES 18A and 18B is a screenshot exemplifying details of an Alerts
Configuration form depicted in FIG. 6;
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[0036] FIGURE 19 is a screenshot exemplifying details of a product
configuration
form depicted in FIG. 6;
[0037] FIGURE 20 is a screenshot exemplifying details of a Firmware Updates
form
depicted in FIG. 6;
[0038] FIGURE 21 is a graphical schematic diagram exemplifying one embodiment
of fuel optimization application of the system for determining volume of a
consumable;
[0039] FIGURE 22 exemplifies a single fuel volume sensor configured for
insertion
into a fuel tank of the tractor of FIG. 3;
[0040] FIGURE 23 is a schematic block diagram of the fuel volume sensor of
FIG.
22;
[0041] FIGURE 24 is a cross-section of a tube taken along line 24-24 of FIG.
22;
[0042] FIGURE 25 exemplifies a dual fuel volume sensor configured for
insertion
into a fuel tank of the tractor of FIG. 3;
[0043] FIGURE 26 illustrates the dual fuel volume sensor of FIG. 25 inserted
in a
fuel tank of the tractor of FIG. 3; and
[0044] FIGURES 27 and 28 exemplify a mechanism that may optionally be
employed to stabilize the dual fuel volume sensor of FIG. 25.
DETAILED DESCRIPTION OF THE INVENTION
[0045] Refer now to the drawings wherein depicted elements are, for the sake
of
clarity, not necessarily shown to scale and wherein like or similar elements
are designated by
the same reference numeral through the several views. In the interest of
conciseness, well-
known elements may be illustrated in schematic or block diagram form in order
not to obscure
the present invention in unnecessary detail, and details concerning various
other components
known to the art, such as computers, workstations, data processors, databases,
pressure and
temperature sensors, data communication networks, radio communications,
electrical power
sources such as batteries and the like necessary for the operation of many
electrical devices
and systems, have not been shown or discussed in detail inasmuch as such
details are not
considered necessary to obtain a complete understanding of the present
invention, and are
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considered to be within the skills of persons of ordinary skill in the
relevant art. Additionally,
as used herein, the term "substantially" is to be construed as a term of
approximation.
[0046] It is noted that, unless indicated otherwise, computational and
communication functions described herein may be performed by a processor such
as a
microprocessor, a controller, a microcontroller, an application-specific
integrated circuit
(ASIC), an electronic data processor, a computer, or the like, in accordance
with code, such as
program code, software, integrated circuits, and/or the like that are coded to
perform such
functions. Furthermore, it is considered that the design, development, and
implementation
details of all such code would be apparent to a person having ordinary skill
in the art based
upon a review of the present description of the invention.
[0047] For definitional purposes, the following terms will be used herein and
throughout this disclosure. The term "fuel" includes any form of consumable
energy, such as,
by way of example but not limitation, electric power and fluids, both liquid
and gaseous, such
as gasoline, diesel fuel, propane, liquefied natural gas (LNG), hydrogen, and
the like, received
from a fuel station. The term "fuel station" or "fueling station" may be used
interchangeably
to includes any source or dispenser of fuel.
[0048] The term "volume" shall be used interchangeably and synonymously with
the term "quantity" to refer to a volume or quantity of a liquid, or of a gas
under a specified
pressure, or the quantity of amperes-hours available at a given voltage from a
source of
electrical power, such as a battery. More specifically, when referring to the
detected volume
of fuel in a container or tank of a vehicle, it may be referred to as
"measured volume". When
referring to the volume of fuel dispensed by a pump at a fuel dispensing
entity (e.g., at a the
POS (point of sale) entity) or otherwise inserted in a tank as shown by the
POS data, it may be
referred to as "dispensed volume".
[0049] The term "quality" will used herein with reference to fluid fuels to
refer to
the energy, such as may be measured using British Thermal Units (BTU's),
available per
volumetric unit of a liquid or of a gas under a specified pressure.
[0050] The term "fuel tank" shall be used herein to refer to fuel tanks,
whether
mobile (e.g., vehicular) or stationary (e.g., such as found at tank farms, oil
terminals, oil
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depots, facilities for storage of liquid petroleum products or petrochemicals,
and including
such fuel tanks both above-ground and underground). Use of the term "fuel
tank" in a
particular context (e.g., vehicular) does not imply or infer use limited to
that context. The
onboard computer assembly ("OCA") 102, described in greater detail below in
the context of
a fuel tank mounted to a vehicle, may also be mounted or coupled to a
stationary fuel tank,
and be operative thereby as would be apparent to a person having ordinary
skill in the art.
[0051] Referring now to FIGURES 1 and 2, there is depicted a system for
keeping
track of at least detected or measured volume and also in some embodiments the
calculated
quantity and/or quality of a consumable energy source, which system is
schematically
illustrated and designated by the reference numeral 10. The system 10 includes
a remote
server ("RS") 16. As shown in FIGURE 2, RS 16 includes at least a processor
202 and
memory 204 interconnected via a bus 210. Memory 204 is effective for storing a
database
and computer program code executable by processor 202 for performing functions
in
accordance with principles of the invention, preferably as a communication web-
implemented
application, discussed in further detail below. RS 16 further includes
capacity for a number of
inputs and outputs ("I/O") 206, also discussed below.
[0052] Returning to FIG. 1, the system 10 further preferably includes at least
one
fuel dispensing station ("FDS") (sometimes also referred to as a point of sale
or "POS") 20.
FDS 20 is configured for supplying or dispensing a consumable energy source,
referred to
herein as "fuel", to at least one vehicle, such as a tractor 24 pulling a
trailer 26, or any of a
number of other types of vehicles, such as trucks (e.g., large-transport-on-
highway vehicles),
automobiles, trains, boats, ships, airplanes, railroad locomotives, electric
transport vehicles,
construction vehicles, municipality fleets, vehicle-independent applications
(e.g., oil & gas
drilling rigs), and the like, referred to collectively herein as a "tractor".
By way of example,
but not limitation, the term "fuel" as used in this application, including the
claims, includes
any consumable energy source such as gasoline, diesel, propane, hydrogen,
electrical energy,
oil, alcohol, urea, or other fuel or fluid, and the like, and combinations
thereof (e.g., gasoline
and alcohol). Thus the fuel may be stored in many types of fuel storage tanks
or containers,
also referred to herein as "fuel tanks", or simply "tanks", and including
batteries. FDS 20 is
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preferably further adapted for receiving payment of fuel by way of a charge
card, such as fuel
cards, credit cards, and debit cards, in exchange for providing fuel, and for
generating from
such sale, fuel dispensed data 30. Fuel dispensed data 30 preferably includes
an invoice
number, an identification of who and/or for which vehicle fuel was purchased,
a location,
date, and time of a purchase, a quantity (e.g., number of gallons) and cost of
fuel purchased,
the cost including total cost as well as price per unit (e.g., gallon) of fuel
purchased. Mileage
of tractor 24 is optionally provided as well with the fuel dispensed data.
Fuel dispensed data
30 preferably excludes any proprietary information, such as the number of a
charge card that
could be used to commit fraud against the legitimate holder of the card. FDS
20 is coupled
via a network 28 for transmitting fuel dispensed data 30 to RS 16. Network 28
may comprise
both wireless portions (e.g., cellular, satellite, Internet compatible signal
transmission towers,
Wi-Fi, and other similar network facilities) and/or wired portions effective
for data
communication. As indicated in FIGURE 1, for typical FDS units located on a
highway, this
data would be transmitted via a data communication network 28, and optionally
through an
intermediate server ("IS") 18 utilized by a clearinghouse, financial
institution, or the like that
is set up to handle charge card transactions for the FDS. As shown, the IS
server 18 is
coupled via network 28 for forwarding fuel dispensed data 30 to RS 16 via I/O
206.
[0053] As is readily apparent, a trucking company may well have ownership or
some controlling interest in one or more locations providing a refueling
entity that may be
used to provide POS-type data and this refueling entity may have associated
fuel dispensed
data of the type mentioned above in connection with FDS 20 transmitted
directly from the
refueling entity to RS 16 via data communication network 28 thus eliminating
any need for an
IS 18. Thus, IS 18 is shown in dashed line format since clearinghouse type
action would not
always be required.
[0054] As discussed in further detail below with respect to FIGURE 3, tractor
24
preferably includes a fuel sensor 104 positioned in each of at least one fuel
tank, and is
effective for measuring characteristics of fuel, referred to herein as fuel
log data 32, discussed
in further detail below with respect to FIGURE 4, and for transmitting that
fuel log data to an
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onboard computer assembly ("OCA") 102, mounted on the tractor. OCA 102 is
coupled via
network 28 for transmitting fuel log data 32 to RS 16 via I/O 206.
[0055] At least one work station 12 is also coupled to RS 16 via network 28.
Work
station 12 preferably includes a processor and memory (not shown) configured
for storing
computer program code executable by the processor for providing an interface
between RS 16
and a user. While not shown, a "user", as the term is used herein, includes,
by way of
example but not limitation, a transportation fleet administrator or manager,
or a transportation
carrier or logistics provider responsible for managing a fleet of tractors,
such as tractor 24, to
haul various goods on trailers. Work station 12 preferably also includes
conventional
computer input devices, such as a keyboard and mouse, and output devices, such
as a display
monitor 13.
[0056] FIGURE 3 depicts in greater detail a tractor 24 equipped for
functioning in
accordance with principles of the invention. The tractor 24 includes an engine
compaitment
40 housing an engine and other components, as well as a cabin 48 positioned
behind engine
compartment 40 and above a vehicle chassis 50. Two storage tanks, referred to
herein as fuel
tanks, 64 (only one of which is shown) are typically mounted to the vehicle
chassis 50
anterior to cabin 48. As is well known, a majority of late-model trucks
throughout the world
include a Controller Area Network ("CAN") comprising a computer network or bus
formulated by the vehicle's electronic control units for transmitting or
relaying messages
between sensors, electronic control circuits and controlled devices throughout
the vehicle.
Thus, a block 103 representing the CAN system is shown as being part of the
vehicle 24.
[0057] In one embodiment, the system 10 components associated with tractor 24
include, but are not limited to, a sensor unit or fuel sensor assembly ("FSA")
100 having an
onboard computer assembly ("OCA") 102 coupled via a data communication link
120 to at
least one sensor 104 positioned within each of at least one respective fuel
tank 64 for
detecting fuel volume, density, temperature, and/or quality as discussed in
further detail below
with respect to FIGURES 21-28. In one implementation, the OCA 102 may be
partially or
totally integrated with an onboard diagnostic recorder (not shown) of tractor
24 as well as
interconnected to the CAN network 103, as illustrated.
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[0058] As shown most clearly in FIGURE 4, the FSA 100 and, in particular, the
OCA 102, includes a processor 172, a memory 174, and various inputs and
outputs ("I/O")
176 interconnected via a bus 180. Memory 174 is preferably flash memory,
effective for
storing computer program code executable by processor 172. At least one sensor
104 is
preferably coupled via link 120 to I/O 176 for providing to OCA 102 data
signals indicative
of measured fuel volume. From this measured fuel volume, well known
calculations can be
made to determine density and quality as may be obtained by also checking the
pressure and
temperature of liquid fuels such as gasoline and diesel fuel. Further inputs
to OCA 102
include data indicative of mileage of the tractor 24 received via line 136
from an odometer
134 located within the cabin 48 or equivalent component on tractor 24. In one
implementation, OCA 102 I/0 176 optionally includes an accelerometer 138, such
as a three-
axis, self-orientating accelerometer, which may provide data such as the
motion, degree of
incline, and event-related activity of tractor 24. Various compensational
adjustments may be
made to the data based on the accelerometer readings, discussed further below
with respect to
FIGS. 15A and 15B. In the illustrated implementation, the FSA 100 preferably
also includes
a Global Positioning System ("GPS") 190 coupled to the OCA 102 through I/O 176
for
facilitating the generation of data relative to the vehicle location and
date/time. Data
generated by OCA 102 may, as previously indicated, also include access to the
controller area
network CAN which as previously indicated comprises a vehicle bus standard
designed to
allow microcontrollers and devices to communicate with each other within a
vehicle without a
host computer. In another embodiment, a sensor may optionally be provided to
even more
accurately measure fuel quality than the system as illustrated in FIGURE 4,
such as BTU-
values or other quality characteristics that would assist in further
determining the quality of
the fuel. Data input, such as measured fuel volume, fuel temperature, fuel
quality, mileage,
accelerometer data, location, tractor identification, date and time, are
referred to collectively
herein as "fuel log data". OCA 102 I/0 176 includes a transceiver 182 coupled
via a line 137
to an antenna 60 (FIG. 3) mounted in the cabin 48 for transmitting fuel log
data via network
28 to RS 16. The CAN system 103 is also illustrated as communicating with the
input output
block 176.
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[0059] FIGURE 5A is a flow chart of preferred steps performed by system 10 for
determining the volume, and/or quality of a consumable, such as gasoline or
diesel fuel, used,
for example, in a vehicle whether or not in a commercial transportation
vehicle fleet where
the determination as to whether or not a fuel event has occurred is
accomplished at the RS
server 16. Beginning at step 502, execution proceeds to steps 504 and 506. At
step 504, a
driver of tractor 24 adds fuel purchased from a FDS 20 to at least one tank 64
of his/her
tractor. At step 512, the FDS 20 generates and transmits fuel dispensed data
30 (e.g., invoice
number, vendor, date and time, location, vehicle or driver identification,
dispensed volume of
fuel purchased, and total and per unit cost of the fuel) to IS 18 which, in
step 514, forwards
the data to RS 16 which, in step 516, saves the data to memory 204. As
indicated supra, in
some embodiments and locations of an FDS, block 514 is bypassed and the data
from the
tractor 24 is transmitted directly to the save data block 516 in the RS 16.
Returning to step
506, the at least one fuel sensor 104 of FSA 100 generates one or more data
signals indicative
of one or more of the fuel pressure, density, volume, and fuel temperature,
and transmits
same to OCA 102. OCA 102 then generates fuel log data, including fuel
pressure, density,
along with measured volume (and optionally temperature), vehicle and/or driver
identification, date/time, and location. In step 508, OCA 102 transmits the
fuel log data to RS
16. At step 516, the fuel log data 32 is saved to memory 204 of RS 16. In step
510, OCA 102
waits a predetermined length of time, such as thirty seconds, and execution
returns to step
506. As may be expanded upon later, the "wait time" may optionally very
depending upon
the operational status of the vehicle. In other words, if the engine is off
and is at a location
corresponding to where a driver might sleep or eat, the time may be extended
too many
minutes. On the other hand, if the vehicle is being refueled the length of
time between
determinations may be reduced as indicated infra. Also, if it is detected that
fuel volume is
decreasing faster than normal based on the detected operational status of the
vehicle, the time
between volume detections would preferably be reduced for the purpose of
determining
leakage or theft of fuel from the fuel tank or fuel loss from accompanying
fuel transmission
lines or severe engine operational factors.
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[0060] It may be appreciated that there may be hundreds of transmissions of
fuel log
data 32 from FSA 100 for each transmission of fuel dispensed data from fueling
FDS 20.
Furthermore, in an alternative embodiment of the invention, fuel log data 32
may be
accumulated in OCA 102 and not transmitted to RS 16 until a predetermined
quantity of data
is accumulated, until there is an increase in fuel volume (e.g., a fill-up or
additional quantity
of fuel appropriate to travel to a more desirable additional energy source), a
significant
decrease in fuel is detected, or until the accelerometer 138 (or
alternatively, GPS 190 or
speedometer 134) indicates that the tractor has stopped long enough (e.g., 30
seconds,
preferably a configurable time) to add fuel to its at least one fuel tank.
Because fuel levels
may vary due to motion, vibrations, sloshing in the tank, and the like, it is
preferable to use
rolling averages of fuel volume calculated from averaging a predetermined
number of the
most recent volume calculations each time a new measurement is taken. It may
be preferable
in many instances to reduce the increment of time between measurements (e.g.,
from 30
seconds to 1 second) when fuel is being added to a tank (as may be determined
as described
above using an accelerometer, GPS, or speedometer) so that more accurate
measurements
may be made during fill-ups.
[0061] Subsequent to saving fuel dispensed data 30 and fuel log data 32 at
step 516,
execution proceeds to step 518 wherein a determination is made whether there
is a "fuel
event." A fuel event occurs when there is a non-trivial or unexpected increase
or decrease
(i.e., loss) in fuel volume or quality, that is, an increase or decrease in
fuel volume which
exceeds a predetermined threshold for a predetermined period of time. This can
happen in at
least the following three scenarios:
[0062] 1. A decrease in measured volume reported by fuel log data 32, which
decrease exceeds, by at least a predetermined threshold amount over a
predetermined period
of time, a decrease that would be expected from the consumption of fuel by an
engine, that is,
that would be attributable to mileage or miles per gallon ("MPG"); this would
indicate a fuel
loss that could result from, for example, leakage from a hole in a fuel tank
and/or fuel system
which could result in economical and environmental impacts (wherein execution
would
proceed to step 526, discussed below). In another example, a fuel decrease
could result from
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Date Recue/Date Received 2022-08-09
fuel theft (e.g., siphoning of fuel) (wherein execution would proceed to steps
524 and 526,
discussed below).
[0063] 2. An increase in volume or quality reported similarly by both fuel
dispensed
data 30 and fuel log data 32, i.e., a normal fill-up (wherein execution would
proceed to step
526, discussed below).
[0064] 3. An increase in volume or quality, wherein the dispensed volume value
reported by fuel dispensed data 30 exceeds a measured volume of similar value
reported by
fuel log data 32 by a predetermined threshold for a predetermined period of
time, in which
case an alert is generated. This alert may indicate that a fueling station 20
ran up the number
of gallons on the transaction and gave a driver a monetary kickback. This
could also occur
when a fueling station 20 up-charged a customer on a per/gallon basis (wherein
execution
would proceed to steps 524 and 526, discussed below).
[0065] Accordingly, a non-trivial fuel measured volume increase may occur when
there is at least a start of a fill-up, rather than motion, vibration, and/or
sloshing of fuel in a
tank. A non-trivial fuel volume decrease may occur when there is a theft by
the siphoning of
fuel from a tank, rather than for reasons attributable to miles per gallon
("MPG") of fuel. If,
at step 518, a transmission of fuel log data is received that does not
indicate a non-trivial
increase or decrease in fuel volume, then no fuel event is deemed to have
occurred, and
execution proceeds to, and terminates at, step 520. If, at step 518, a non-
trivial increase or
decrease in fuel volume is detected, then a fuel event is deemed to have
occurred, and
execution proceeds to step 522.
[0066] At step 522, if a non-trivial increase in measured fuel volume has been
detected, then there should also be corresponding fuel dispensed data having
substantially
similar date and time stamps for a respective tractor 24. RS 16 attempts to
identify such fuel
dispensed data. If such fuel dispensed data cannot be located, an indication
of "zero"
dispensed volume may be recorded and a report of same is generated. If such
fuel dispensed
data is identified, then the volume of fuel purchased is compared with the
volume of fuel
logged and a difference is determined; execution then proceeds to steps 523
and 526. In step
523, a determination is made whether the difference determined in step 522
exceeds a
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Date Recue/Date Received 2022-08-09
predetermined threshold, such as a fuel loss greater than ten gallons, a fuel
temperature that
rises more than a predetermined threshold or a fuel temperature that drops
below 32 F. If it is
determined that such threshold has been exceeded, then execution proceeds to
step 524;
otherwise, execution from step 523 terminates at step 520. In step 524, the
fuel dispensed
data, fuel log data, and difference is preferably transmitted via email to the
workstation 12 for
presentation on display 13 and/or via text (e.g., Short Message Service
("SMS")) to a user for
instant notification.
[0067] It should be noted that in step 522, while it would be obvious if a
nontrivial
decrease in measured fuel volume is detected there would be no corresponding
fuel dispensed
data, the same procedure is followed in checking fuel dispensed data, and
reporting the fuel
event and a zero indication of dispensed volume along with the measured volume
of fuel
decrease.
[0068] In step 526, upon login to workstation 12, a user is notified of the
fuel event,
preferably by a report on display 13 (discussed in greater detail below with
respect to FIG. 7),
or alternatively by a hard copy printout. In step 528, the user preferably
reviews the report
and determines whether any action is necessitated, marking the report
accordingly in step 530,
the marking preferably including the date and time of review, as well as the
identification of
reviewer. By way of example, if the difference between the dispensed volume of
fuel
purchased (per fuel dispensed data 30) and the measured volume of fuel logged
(per fuel log
data 32) indicates that the amount of fuel purchased was greater than the
amount of fuel
logged in the at least one tank 64, then fraud is suggested, and appropriate
action may be
taken against the driver to resolve the situation. Similarly, if a non-trivial
decrease in fuel
occurs, suggesting that fuel has been siphoned off by way of theft, then
appropriate action
may be taken against the driver to resolve the situation. In step 532, the
report, including any
mark-ups, is saved in memory 204 of RS 16. Execution is then terminated at
step 520.
[0069] Figure 5B is very similar to FIGURE 5A in showing a flow chart for
accomplishing the same end result except that the fuel event is determined in
the processor
102 of the F SA 100 rather than in RS 16, though RS 16 may be used to confirm
a fuel event.
Having the vehicle transmitting data only when the memory of FSA is
substantially full or
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Date Recue/Date Received 2022-08-09
when a fuel event and/or other critical event (CE) requiring instant
notification has occurred
substantially reduces the work at the remote server 16 and reduces the
likelihood that a large
number of transmissions are trying to be received by the server 16 at the same
time. As
shown, the process is designated as 550 and commences with the start step 552.
When the
vehicle 24 is finished receiving fuel as dispensed at an FDS, the driver will
submit the charge
card to the FDS and the FDS will transmit the fuel dispensed data either to
the intermediate
server (IS) 18 or directly to the remote server 16 as set forth in steps 564,
566 and 568. The
remote station 16 will save the data received and await input from the vehicle
24.
[0070] As set forth in step 556, the FSA 100 will continuously determine fuel
level
status and send this information to step 558 for collection and saving and
thus when fuel is
added to the tank or deleted from the tank in amounts outside normal
operational parameters,
a fuel event is detected as set forth in step 560. FSA 100 has a limited
amount of memory
available for storage of detected data. Prior to the time that a fuel event or
CE is detected, and
as shown in step 558, if the amount of data in memory exceeds a predetermined
threshold,
FSA 100 may at any time send data (e.g., in batches) to remote station 16
wherein it is saved
as noted in step 570. When more than a given amount of fuel level change is
detected by fuel
sensor 104 in a given amount of time as determined by the computer 102, FSA
100 may
immediately notify remote station 16 that a fuel event (or possibly even a
critical event such
as an extreme loss of fluid while the truck is still moving) has been
initiated and later send
another notification that the fuel event has been completed and send
previously collected data
in both instances. On the other hand FSA 100 may alternatively be programmed
or designed
to send the fuel event notification only after the fuel level has stopped
changing significantly
and a given period of time has elapsed.
[0071] The processor 102 in FSA 100 may be programmed to only save and/or
transmit collected data to step 570 that it deems relevant (e.g., indicative
of a fuel event)
depending upon operational circumstances. In other words, on a long-distance
trip with no
abnormalities detected, even though it may collect data every few seconds, it
may only save
and store the data every few minutes as long as nothing critical is detected
such as low
temperature of the fuel or excessive change in volume or quality. Further,
even though data
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Date Recue/Date Received 2022-08-09
may be saved and stored, the processor 102 may, according to given parameters,
eliminate or
otherwise not transmit certain data that remains substantially identical to
other stored data.
This elimination of data would certainly be realistic when the vehicle is
parked for an entire
night at a motel when the engine is inoperative and there has been no
detection of fuel level
change or significant temperature change for the entire night and no other
critical event
situations are detected.
[0072] Once the remote station 16 has received a determination of a fuel event
or
receives other critical event information, the fuel dispensed data is
reconciled in step 572
before the program proceeds to decision step 574. If no CE or threshold is
noted the program
proceeds to step 586 where the RS 16 waits until a more data is received or a
fuel event or CE
is received as shown in steps 568 and 570. The data from step 572 is also sent
to step 578 to
notify the user of the fuel event. The program proceeds to step 580 where the
user reviews
the fuel event, marks it as illustrated in step 582 and the data is saved in
step 584 before
proceeding to the wait step 586. As also shown, if a critical event
notification is received or a
threshold is exceeded, as determined in decision step 574, the process to step
576 whereby
instant notification is provided as previously indicated in connection with
FIGURE 5A.
[0073] FIGURE 6 illustrates seven categories or modules 220 of forms, reports,
and
functions 222 available from RS 16 upon execution by processor 202 of computer
program
code stored in memory 204 for keeping track of a consumable, such as fuel. The
modules 220
are preferably accessible via menu buttons such as exemplified proximate to
the upper right
portion of the forms and reports described here. As discussed in further
detail below, the
modules 220 include a dashboard module 224, a user module 226, a reporting
module 228, a
logs module 230, a configure module 232, a help module 234, and an instant
notification
module 236. These menu items are preferably accessible via software "buttons"
provided on
the forms and reports described herein, and exemplified proximate to the upper
portion of
each form and report described herein.
[0074] More specifically, and with reference to FIGURE 7, the dashboard report
238 is preferably the first screen a user sees when he or she logs onto RS 16,
and preferably
provides up-to-date, real-time information about the system 10. By way of
example and not
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Date Recue/Date Received 2022-08-09
limitation, the dashboard module 224 preferably supports the generation and
presentation of a
dashboard report 238 that includes date/time, recent fuel events (e.g., fuel
tank fill-ups), real
time inventory, fuel loss events, graphical trend charts, and a number of
frequently used, pre-
defined reports, as discussed in further detail below.
[0075] Recent fuel events, also referred to as fuel purchase reconciliations
and
discussed above with respect to steps 518 and 522 of FIG. 5A, present both
fuel dispensed
data 30 with fuel log data 32, related by common data including date, time,
and preferably
unit, or tractor, ID. Fuel dispensed data 30 preferably also includes invoice
number, the
number of gallons purchased, and the retail price per gallon ("PPG"). Fuel log
data 32
preferably further provides measured gallons received. Then, as also depicted
by step 522 of
FIG. 5A, discussed above, gallons purchased is compared with gallons received,
and the
difference, also referred to as a reconciliation, is presented. If a user
clicks on a row, or
record, of the fuel purchase reconciliations, an event details report 239 pops
up, as
exemplified in FIGURE 8. It is considered that the information depicted in
FIG. 8 is self-
explanatory and, therefore, does not warrants detailed discussion. While the
dashboard report
238 as exemplified only displays recent fuel events, fuel event data for any
date range is
available from the Fuel Purchase Reconciliations Report 242, available under
the reporting
module 228 and exemplified by FIGURE 10.
[0076] The dashboard report 238 further preferably includes recent Vehicle
Fuel I
data, which provides current information about the status of fuel in fuel
tanks 64. Such
information preferably includes not only current gallons of fuel available for
each tractor 24,
but also the temperature of the fuel in each tank 64 of tractor 24. Fuel
temperature is
important to monitor because, as fuel gets cool under cold-weather conditions,
it may begin to
approach a gel state, wherein the viscosity of the fuel begins to change which
can have a
significant detrimental impact on the performance of an engine. As such, RS 16
notifies a
user when the temperature of the fuel is approaching a gel-like state so that
the driver can take
proactive steps (e.g., add an additive to the fuel or switch to a different
fuel) to prevent or
prepare for such a situation. While the dashboard report 238, as exemplified,
only displays
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Date Recue/Date Received 2022-08-09
recent fuel inventory data, fuel inventory data for any date range is
available from the Vehicle
Fuel Report 244, available under reporting module 228 and exemplified by
FIGURE 11.
[0077] Still further, dashboard report 238 preferably also reports recent fuel
loss
events, that is, a non-trivial decrease in fuel that is not accountable by use
of fuel by the
tractor 24, but is possibly due to fuel theft, such as siphoning of fuel from
a fuel tank. If there
is such a fuel theft event, then the user will be notified by the dashboard
report. As discussed
above with respect to step 524 of flow chart 500 (FIG. 5A), a user and
respective driver are
notified immediately of such theft via email and/or SMS text messaging. While
the
dashboard report 238 as exemplified only displays recent fuel loss events,
fuel loss data for
any date range is available from the Fuel Loss Events report 246, available
under reporting
module 228 and exemplified by FIGURE 12.
[0078] The dashboard report 238 preferably also includes graphical trend
charts,
including charts showing the average number of fuel events in recent months,
what proportion
of fuel events are considered normal, of moderate concern, and of critical
concern. Charts are
preferably also provided showing fuel expenses for recent months, as well as
average price
per gallon of fuel for recent months.
[0079] Access to other pre-defined reports that are frequently used are also
provided. By way of example, pre-defined reports may include reports of
critical (e.g.,
auditable) events by city, state, driver, and/or truck for the past month,
year, or other selected
time period. Pre-defined reports may further include reports of the percentage
of fuel
purchases (by vehicle) resulting in a critical event, or of fuel purchases
made the previous
day, for example. An event report may be generated to show fuel purchase
reconciliations for
a pre-determined time period, such as year-to-date, or a rolling previous
period, such as the
previous six or twelve months. This would allow a user to easily access all
such transactions
rather than having to wade through the reporting menu and search for them.
[0080] Under user module 226, a user, preferably limited to an administrative
user,
may access a User Access Configuration report 240. As shown most clearly by
FIG. 9, the
user access configuration report identifies all users who have access to RS
16, preferably
including their respective user name, email address, access group or
privilege, and the last
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Date Recue/Date Received 2022-08-09
time they logged onto RS. Through the User Access Configuration report, a user
with
administrative rights may control who has access to RS 16 by adding users,
removing users,
and establishing and modifying user profiles, including their security rights,
also referred to as
privileges. By way of example, two security profiles are depicted in FIG. 9:
(1) a "system
administrative" profile, which has no restrictions, and (2) a "viewer"
profile, which is limited
to viewing forms and reports, but not entering or editing any data on them.
[0081] Under the reporting module 228, three reports 242, 244, and 246
(FIGURES
10-12) are available, which report similar data as discussed above with
respect to dashboard
238, but which cover any date range selectable by a user. The substance of
these reports has
been discussed above, and therefore will not be discussed in further detail
herein.
[0082] Under the logs module 230, two reports are available: (1) a raw fuel
log data
report (entitled "Daily Fuel Logs") 248 and (2) a raw fuel dispensed data
report (entitled
"Fuel Purchase Logs") 250, exemplified by FIGURES 13 and 14, respectively. The
raw fuel
log data report 248 reports fuel log data 32 that is received from the OCA
102, and the raw
fuel dispensed data report 250 reports fuel dispensed data 30 that is received
from the IS 18 or
fueling station 20. Data in reports 248 and 250 is used in other reports, such
as the dashboard
report 238, the three reports 242, 244, and 246, as well as the process
depicted in flow chart
500 discussed above with respect to FIG. 5.
[0083] Configure module 232 preferably includes at least six forms 252-262
that
enable users to configure various aspects of RS 16. A Fuel Probe Configuration
form 252,
exemplified by FIGURES 15A and 15B, enables a user to configure and customize
the
settings of individual fuel probes, or groups of probes, also referred to
herein as fuel sensors,
104. These configurations are then sent to the unit (e.g., tractor 24),
allowing for substantially
real-time updates to be made to sensors 104. As shown on FIGS. 15A and 15B,
some of the
settings constituting the configurations include the following:
[0084] = IP Address: for the tractor 24
[0085] = Status Update Time: how often (preferably in hours) a tractor 24
transmits
a report to RS 16, the report including fuel log data accumulated subsequent
to a last
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Date Recue/Date Received 2022-08-09
transmission, fuel log data preferably including pressure and temperature
readings, GPS data,
accelerometer data, and date/time stamps
[0086] = Pressure steady count: number of counts (i.e., units of measurement
arbitrarily chosen for convenience in using the invention) in pressure that
are considered to be
slight variations that are not taken into account when assessing whether or
not there has been
a fuel event (e.g., a fill-up or fuel loss)
[0087] = Log time interval: how often (preferably in seconds) fuel log data 32
is
written to memory 174 of the OCA 102 (i.e., sample rate)
[0088] = X, Y, Z change: the threshold amount of change allowed in the X, Y,
or Z
directions of the accelerometer 138 before it is considered to indicate
movement of the tractor
24
[0089] = estartrig: the threshold for number of increase or decrease counts
that will
trigger the start of a fuel add or loss event, respectively
[0090] = estoptrig: the threshold for number of increase, decrease or steady
counts
that will trigger the end of a fuel add or loss event
[0091] = esamples: the number of pressure samples in the event averaging
buffer
[0092] = echangetrig: the pressure change threshold that is considered to
result from
a "change in pressure" rather than random movement of fuel, such as sloshing
[0093] = esteadyclear: the number of times a pressure change less than
"echangetrig" that will clear the up/down change counters
[0094] = esloshcount: the number of seconds to wait after movement of the
tractor
24 has been detected before starting all event counters, that is,
configuration variables that
have to do with how the fuel events (e.g., fill-ups or fuel losses) are
detected and processed
[0095] = geltemp: the temperature at which fuel begins to gel
[0096] = Tank Size: size of the tank (e.g., in gallons)
[0097] = Pressure when full: total pressure reading when tank 64 is full
[0098] = Pressure per inch: reading from the sensor 104 that will be
considered an
inch of fuel
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Date Recue/Date Received 2022-08-09
[0099] = Pressure adjust: a value always added to pressure readings from the
sensor 104 to account for pressure sensors being slightly off the bottom of a
tank 64
[00100] It is considered that the use of the above-identified variables and
settings in
the system 10 of the invention would be apparent to a person having ordinary
skill in the art
upon a reading of the description of the invention herein, and therefore will
not be described
in further detail herein, except to the extent necessary to describe the
invention.
[00101] A Fuel Purchase Report Configuration form 254, exemplified by FIGURES
16A and 16B, enables a user to configure the fuel purchase reports, which are
used for fuel
event reconciliations against raw fuel log data. The user may manage how fuel
dispensed
data 30 is imported from intermediate server (IS) 18 to RS 16 by configuring
automated data
downloads from IS 18, either in real time or periodically (e.g., in nightly
batches), or by
manually downloading charge card data in spreadsheet format from IS 18 to
workstation 12
followed by upload (via form 254) of spreadsheet from workstation 12 to RS 16.
[00102] As will be apparent to those skilled in the art, in systems where all
or part of
the FDS's 20 report directly to RS 16, the server at these FDSs could be
programmed in the
same manner. Optionally, since such a connection would typically be landline,
each
transaction could be transmitted directly to RS 16 as it occurred.
[00103] A Report Configuration form 256, exemplified by FIGURES 17A and 17B,
enables a user to configure customized reports, including the content thereof,
using data
collected and stored by the system 10. Such reports may preferably be
generated on an ad hoc
basis or may be scheduled to be generated on a recurring basis.
[00104] An Alerts Configuration form 258, exemplified by FIGURES 18A and 18B,
enables a user to configure instant notifications, or alerts. A user
preferably has the option to
configure at least fuel loss and/or temperature alerts which can be sent to
the user, such as by
way of email or SMS (e.g., text) message. Alerts may be grouped by units
(e.g., tractors 24)
and sent to one or more email or SMS recipients, including, by way of example
but not
limitation, the workstation 12 and the OCA 102 of the subject tractor 64,
which OCA could
display the alert on the tractor's dashboard and/or instrument panel (e.g., by
illuminating the
fuel gauge light).
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Date Recue/Date Received 2022-08-09
[00105] A Product Configuration form 260, exemplified by FIGURE 19, enables a
user to configure different product types of fuel sensor 104. This form
enables a user to set a
product code and description for each product type which is then used to
further group and
configure individual fuel sensors.
[00106] A Firmware Updates form 262, exemplified by FIGURE 20, enables
firmware updates to fuel sensors to be sent globally to fuel sensor assemblies
100.
[00107] The help module 234 includes About Us function 264 and a Help Menu
function 266 which provide various types of support to the user. Such
functions are
considered to be well known in the art and so will not be discussed further
herein.
[00108] The instant notification module 236 includes Email form 268 and SMS
form
270 which enable a user to configure how emails and text messages are sent,
preferably in real
time. By way of example, but not limitation, such an email to display 13 or
text to a cell
phone may be sent in step 524 of the process depicted by flow chart 500 of
FIG. 5, or when a
fuel loss event has been identified.
[00109] It should be appreciated that although particular flow diagram
architectures
are shown and described in connection with FIGURES 5A and 5B, other
architectures are
within the teachings presented herein. By way of example and not limitation,
additional
modules may be included. For example, a data input configuration module may be
included
to provide further capabilities to a user to set-up data inputs, which will
allow various
reconciliations to occur. Various fuel data and purchase data functions may be
configured.
Specific software handling characteristics such as file handling, parsing, and
file formatting
may be handled by a given module. Mapping functionality may be incorporated
into the
various modules presented herein such that information is overlaid onto a map.
[00110] It can be appreciated that RS 16 is able to accumulate substantial
data from
the system 10, whether partially generated initially within FSA 100 or mostly
generated
within server 16, about travel between various routes between points, such as
cities. Such
data may include vehicle performance, such as average miles/gallon, average
speed, and
average travel time. Data about the various routes may also include current
price/gallon of
fuel at various fueling locations. With this data, RS 16 may propose an
optimized route based
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Date Recue/Date Received 2022-08-09
on an optimization characteristic or a weighted combination of
characteristics, such as length
of route, time to travel a route, and the cost and quality of fuel along a
respective route, as
exemplified below with respect to FIG. 21. Additionally, RS data may be used
to provide a
database of all fuel and travel data from a fleet of tractors. For example, if
a user (e.g., an
auditor, manager, attorney) needs to research characteristics of a truck at a
given point in
time, the database could be searched for that information (e.g., fuel level,
GPS location,
temperature of the fuel, and truck characteristics such as MPG, mileage, and
the like).
Likewise, the RS database also stores all the fuel purchase reconciliation
data which may be
of use to an auditor who performs quarterly or yearly audits on fuel
purchases.
1001111 FIGURE 21 exemplifies one scenario of a fuel optimization application
of
RS 16 of system 10. Tractor 24, employing the systems and processes presented
herein, is
hauling a load 26. As shown, city 384, fueling location 386, city 388, city
390, city 392,
fueling location 20, and fueling location 22 are interconnected by highways
394, 396, 398,
400, 402, 404, 406, 408, 410, and 412. The transportation carrier frequently
has tractors
hauling freight on the route between city 384 and city 390. As a result, RS 16
has collected
data about the various routes between city 384 and city 390. For example, one
route may be
city 384, which is the origin, on highway 394 to fueling location 386, on
highway 396 to city
388, and on highway 398 to city 390, which is the destination. Another route
may be city 384
on highway 404 to fueling location 20 on highway 402 to city 392, and on
highway 400 to
city 390, which is the destination. Yet another route may be to city 384 on
highway 406 to
fueling location 22, on highway 412 to city 392, and on highway 400 to city
390. While there
are thus a number of routes that could be taken, using data that RS 16 has
accumulated, an
optimized route may be proposed for tractor 24 hauling freight 26 from city
384 to city 390
based, for example, on the price/gallon of fuel or, if the quality of the fuel
is known, the price
per BTU (British Thermo Unit). Therefore, as shown, tractor 24 utilizes
highway 404, fueling
location 20, highway 402, and highway 400 to city 390.
[00112] FIGURE 22 depicts a side view of the tank 64 described above and
configured for storing fluid 1001, such as fuel, such as diesel fuel or
gasoline. Except as
described herein, tank 64 is generally a conventional fuel tank, including a
fuel supply line 96
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Date Recue/Date Received 2022-08-09
extending from an outlet 98 to an engine (not shown) and, for fuel such as
diesel fuel, a fuel
return line 94 entering an inlet 92. To the extent that tank 64 is a
conventional tank, it will not
be described in further detail herein, except to the extent deemed necessary
to describe the
invention.
[00113] As shown by way of a broken-away portion of a side wall of tank 64, an
opening 1016 is formed in the top of tank 64. A cylinder 1002 extends through
opening 1016.
Cylinder 1002 includes a ring plate 1020 configured for extending across
opening 1016 and
supporting cylinder 1002 in tank 64. Plate 1020 is preferably secured to tank
64 in any
conventional manner, such as by fasteners, such as screws and/or bolts, or
welding, and
preferably with a gasket to act as a seal effective for preventing leakage of
fluid 1001 from
within the tank. Cylinder 1002 is preferably configured with vent holes 1003
for equalizing
pressure between the interior and exterior of tank 64 as fuel volume changes
and/or as altitude
and atmospheric pressure changes. A tube 1004 extends through cylinder 1002,
and sensor
104 is attached to a lower end of the tube to thereby position sensor 104 in
fluid 1001.
[00114] As shown in FIGURE 23, sensor 104 preferably includes electrical
circuitry
150 including a processor 152 and a memory 154 effective for storing computer
program code
executable by processor 152. As is known by those skilled in the art,
differential pressure
sensors are available on the market with not only a processor and memory, such
as illustrated,
but also may include a temperature sensor along with a heater. The processor
may be
programmed to activate the heater whenever the temperature of the fluid being
measured
drops below a given value to eliminate at least pressure sensing problems that
may occur if
the fluid is proceeding toward a solidified state. A bus 160 is provided which
couples
together processor 152 and memory 154, as well as an input/output ("I/O") 156.
Sensor 104
further preferably includes a pressure detector 112 and, optionally, a
temperature detector
138, both of which detectors are coupled to processor 152 and memory 154 via
I/O 156 and
bus 160. Processor 152 is effective for receiving signals from pressure
detector 112 and,
optionally, temperature detector 138, and generating signals indicative of
pressure and
temperature, respectively, onto I/0 160, for transmission via respective
electrical signal lines
1010 and 1012 to OCA 102, which transmits the signals to RS 16 for use in step
506 of the
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Date Recue/Date Received 2022-08-09
process 500 depicted in FIGURE 5A or process 556 of FIGURE 5B. It is noted
that the term
"sensor" as used herein may comprise a single detector or multiple detectors.
[00115] Sensor 104 preferably also includes a vent line 1014, which runs
through
tube 1004 (FIG. 24) and outside tank 64 to a dry box 1018 for communicating
atmospheric
pressure to sensor 104, the sensor being configured for simultaneously and
continuously
adjusting a fluid pressure reading by atmospheric pressure, so that processor
152 does not
need separately to account for the effects of atmospheric pressure on the
pressure of fluid
1001 in the tank 64 when determining volume. Thus, in the embodiment
illustrated, the
pressure indicative signal output by the sensor 104 is always compensated for
the effects of
changing atmospheric pressure applied to the surface of the fluid in the tank
regardless of
geographic altitude and changes in the weather affecting barometric pressures.
As will be
realized, the calculation of volume by the processor is also obtainable by
using a fluid
pressure signal received from a fluid pressure sensor such as 104, and
reducing the value of
that fluid pressure signal by an amount indicative of an atmospheric pressure
signal received
from another source before the processor determines volume. Dry box 1018
includes
desiccant to aid in absorbing moisture and keeping air in vent line 1014 dry
so that
atmospheric pressure may be accurately communicated. Dry box 1018 may be
located in any
suitable place that is convenient and protected from water in the environment,
such as
precipitation (e.g., rain) and water that splashes up from a roadway. Dry box
1018 may, for
example, be located in cab 48 and/or integrated with OCA 102 (which may also
be located in
cab 48).
[00116] Sensors that detect pressure and temperature are considered to be well-
known and commercially available from manufacturers, and so will not be
described in
further detail herein, except insofar as necessary to describe the invention.
[00117] As shown most clearly in FIGURE 24, in a cross-section of tube 1004
taken
along line 24-24 of FIG. 22, tube 1004 carries the lines 1010 and 1012 as well
as the vent line
1014. As shown in FIG. 22, the tube 1004 extends through cylinder 1002 to the
exterior of
tank 64. Outside of tank 64, electrical signal lines 1010 and 1012 are
preferably carried with
the data communication link or tube 120 in any suitable manner, such as by way
of split loom
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Date Recue/Date Received 2022-08-09
tubing, to processor 172 of OCA 102. In one embodiment, depicted by FIG. 22,
outside the
tank 64, vent line 1014 is separated from tube 120 carrying electrical signal
lines 1010 and
1012, and is directed to dry box 1018. In an alternative embodiment, dry box
1018 is
integrated with OCA 102 and vent line 1014 is carried by tube 120 with signal
lines 1010 and
1012 to dry box 1018 in OCA 102.
[00118] In a preferred embodiment of the invention, a compensatory pressure
detector 1005 is positioned above sensor 104 by a space 1007 to more precisely
determine
density (or an analogue thereof) to thereby obviate errors that may result
from a change in
density due to, for example, varying grades of fuel, water from condensation
or fraud or the
effects of temperature on fluid 1001. Additional electrical signal lines 1010
(not shown) are
preferably provided from compensatory pressure detector 1005 to processor 152
for
processing and then transmission via bus 160 and I/O 156 to OCA 102.
Alternatively,
additional electrical signal lines 1010 may be provided for carrying signals
from detector
1005 in tube 120 to OCA 102. In the preferred embodiment, memory 174 in OCA
102 is
preferably provided with computer program code for comparing the pressure
measured by
pressure detector 112 and the pressure measured by compensatory pressure
detector 1005, and
determining a difference, or delta pressure. The delta pressure may be used to
determine
density (or an analogue to density) of fluid 1001, and thereby determine more
precisely, with
the pressure measured from pressure detector 112, the height of fluid in tank
64, from which
height the volume of fluid in tank 64 may be determined. In one embodiment of
the
invention, such calculation may be made using the following variables:
[00119] W comp = compensated liquid weight value per inch of liquid
[00120] C distance = compensation distance setting, designated by reference
numeral
1007 in FIGS. 22 and 26.
[00121] T distance = calculated total liquid height in tank.
[00122] P_primary = pressure reading from primary sensor, exemplified by
sensor
104
[00123] P comp = pressure reading from compensating pressure sensor 1005.
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Date Recue/Date Received 2022-08-09
[00124] The above variables may then be used in the following equations to
calculate
T:
[00125] W comp = (P primary ¨ P comp) /C distance
[00126] T distance = P primary / W comp
[00127] Exemplifying with specific values, such as P_primary = 5 psi, P comp =
3
psi, and C distance = 4 inches, then:
[00128] W Comp = 5psi - 3psi / 4 inch = 0.5psi per inch
[00129] T distance = 5psi / 0.5p5i = 10 inches of liquid in the tank.
[00130] It is considered that such equations to effectuate such calculations
and
determinations would be apparent to a person having ordinary skill in the art
upon a reading
of the present description herein, and so will not be described in further
detail herein. The
density is preferably calculated only when tank 64 is filled up, and then
stored in memory 154
until a subsequent fill-up or optionally a loss sufficient to trigger the
determination of a fuel
event, thereby avoiding errors in calculations when the level of fluid falls
below the level of
the compensatory pressure detector 1005.
[00131] It may be appreciated that fluid 1001 in a moving tractor 24 will
slosh
around, vibrate, and move from one end of tank 64 to the other as the angle of
the tractor
changes, such as when traveling up or down an incline, such as a hill. As
fluid 1001 moves,
the pressure sensed by pressure detector 112 may change, potentially resulting
in erroneous
measurements. To obtain a more accurate measurement, the pressure is
preferably measured
frequently (e.g., every 30 seconds) and a rolling average is generated,
representing a more
accurate measurement of fluid pressure and, hence, fluid volume, as discussed
above with
respect to steps 506-510 of the flow chart 500 of FIGURE 5A or steps 556-560
in FIGURE
5B.
[00132] To obtain further enhanced accuracy of fluid pressure and volume,
particularly when fluid shifts from one end of tank 64 to the other, in an
alternative
embodiment of the invention, multiple pressure sensors are used proximate to
the bottom of
tank 64, and measurements from the multiple pressure sensors are averaged.
Accordingly,
FIGURE 25 exemplifies an alternative embodiment of the invention in which two
pressure
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Date Recue/Date Received 2022-08-09
sensors proximate to the bottom of the tank 64 are utilized, preferably in
addition to the
compensatory pressure detector 1005, described above. In addition to pressure
sensor 104, an
additional sensor 1006 is utilized to measure fluid pressure, and hence,
volume, more
accurately. Sensor 1006 includes a pressure detector 1007 preferably
substantially similar to
pressure detector 112, and includes circuitry similar to circuitry 150 of FIG.
23. It is not
necessary that sensor 1006 be provided with a temperature detector as the
sensor 104 was
optionally provided with the a temperature detector 138. However, if both
sensors include
temperature measurement, the two can also be averaged for more accuracy since
temperature
of fluid on one end of a container is not always identical with temperature at
the other end.
Pressure detector 1007 is preferably coupled to a processor via lines running
through I/0 and
a bus, and then onto an additional set of electrical signal lines 1010 to OCA
102. In an
alternative embodiment, all electrical signals indicative of pressure and/or
temperature are
combined by a single processor and transmitted via a single pair of lines to
OCA 102 using
conventional serial communication technology, as is well known in the art.
[00133] Further to the embodiment of FIG. 25, tube 1004 is replaced by an
upper
tube 1024, a splitter 1026, and two tubes 1004a and 1004b, with reinforcing
tubing 1030,
terminating in sensors 104 and 1006, respectively. Tubes 1004a and 1004b are
preferably of
dissimilar lengths so that sensors 104 and 1006, when together as shown in
FIG. 25, maintain
a smaller lateral (or horizontal) profile so that they may be passed more
readily through
opening 1016. A spring 1052 is preferably positioned on the two tubes 1004a
and 1004b for
spreading the two tubes apart, preferably by an angle of about 180 , as more
clearly depicted
in FIGURE 26. In operation, when pressure measurements are desired, fluid
pressure is
measured from both pressure detectors 112 and 1007 and preferably averaged,
and the
average value is used, for example, in step 508 of FIGURE 5A or step 560 of
FIGURE 5B, as
well as in determining the density of the fluid 1001 in conjunction with the
compensatory
pressure detector, as discussed above. Operation of the embodiment of FIGS. 25-
26 is
otherwise similar to operation of the embodiment of FIGS. 22-24.
[00134] It may be appreciated that when tubes 1004a and 1004b, as well as
sensors
104 and 1006, are spread apart, it would be desirable that they maintain a
relatively constant
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Date Recue/Date Received 2022-08-09
position and orientation with respect to each other, to facilitate
consistently accurate and
reliable fluid pressure measurements. To that end, FIGURES 27 and 28 exemplify
a sub-
assembly of linkages 1042 and 1044 which are preferably adapted to the
embodiment of
FIGS. 25 and 26, pivoting on the splitter 1026 and each of reinforcing tubes
1030. FIG. 27
demonstrates how tubes 1004a and 1004b are substantially parallel, in solid
outline, and move
to a spread position in which tubes 1004a and 1004b are substantially
collinear, in dashed
outline. The latter position is shown in solid outline in FIG. 28.
[00135] It may be further appreciated that by knowing the depth (or height) of
fluid
1001 in a tank 64, and the size and shape of a tank, the (measured) volume may
be calculated
in any of a number of different ways by OCA 102 processor 172, RS 16 processor
202, or any
other suitable processor. By way of example but not limitation, the sensor 104
pressure
output allows fluid volume to be calculated mathematically using well-known
equations,
given the size and shape of a tank for a given fluid depth. In another
example, fluid volume
may be calculated mathematically for a number of different fluid heights and a
chart
generated correlating height to volume; then a specific volume may be
determined from the
chart for any specific depth. In another example, volume amounts or values may
be
determined by manually pouring fluid into a tank, one unit (e.g., gallon) at a
time, and
measuring the pressure or depth with each unit added and generate a chart from
that. In
another example, if tanks can be categorized into a few fundamental shapes,
the only variable
being size, a chart may be generated for each category of shape, and scaled
for the size of any
particular tank of that shape. Volume may also be scaled or adjusted for the
density and/or
temperature (which affects density) of the fluid. It is considered that
further details
exemplifying such methods, as well as alternative methods, for determining
volume of a fluid
from variables, such as pressure or depth of the fluid in a tank and density
of the fluid, would
be apparent to a person having ordinary skill in the art, upon a reading of
the description of
the invention herein; therefore, it is deemed not necessary to discuss same in
further detail
herein.
[00136] As is well known, the amount of usable energy obtained from a given
energy source is dependent upon multiple factors. For a liquid energy source
such as diesel
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Date Recue/Date Received 2022-08-09
fuel, gasoline, propane, LNG, and so forth, the amount of usable energy
available, such as
BTU (British Thermal Unit) per volumetric unit, such as a gallon, is dependent
upon not only
the temperature of the liquid but also upon the quality of materials used to
formulate that
liquid. Both diesel fuel and gasoline may have additives mixed in with the
primary fuel that
are derived from other than refined petroleum. Examples may be grain alcohol
such as
ethanol from harvested corn as applied to gasoline as well as biofuel products
recovered from
oils or fats such as in cooking greases that are added to diesel fuel. These
additives are
utilized for multiple political and economic reasons; however, both of these
additives reduce
the usable energy (BTU) per gallon of the fuel as compared to the primary fuel
without
additives. However, diesel fuel as well as gasoline without additives will
vary in usable
energy per gallon depending on the well from which petroleum was derived, the
manner in
which it was processed in the refinery as well as to some extent the manner in
which the fuel
is stored before being used. Thus, every time a vehicle adds liquid fuel from
a different
energy source from previous refueling, the amount of usable energy per gallon
in the fuel tank
is likely to change.
[00137] From a trucking company's standpoint, it is important to have some
comprehension of the amount of usable energy per gallon of fuel obtained from
any refueling
source such as a truck stop or gas station. From a driver's standpoint the
amount of usable
energy per gallon is important in determining how soon it will be necessary to
add additional
fuel to the vehicle. Thus, it is advantageous to be able to measure the
quality of fuel
obtained not only for the above reasons but to detect potential fraud
occurring in the delivery
of fuel to the vehicle fuel storage container. It is known that some fuel
dispensing entities
have engaged in a practice of heating the fuel to be dispensed to customers.
The heated fuel
expands substantially in volume thus lowering the usable energy BTUs available
per
received gallon of fuel. Thus, a customer receiving heated fuel is paying more
per gallon of
received fuel (i.e., more per BTU) than would be indicated or shown on the
pump or invoice.
[00138] It would therefore be prudent, by determining the temperature of
incoming
fuel being received by the one or more fuel tanks of a truck, to initially at
least generate a
rough guesstimate of the usable energy being received at a given truck stop.
If the source of a
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Date Recue/Date Received 2022-08-09
liquid fuel at that station is below ground level, as it is in most commercial
refueling stations,
and the temperature of the fuel being received is above temperatures normally
recorded at that
truck stop or at other similar truck stops, it would be desirable to generate
an alert message to
appropriate individuals for possible fraud. Even if the source of liquid fuel
is above ground, a
substantial rise in temperature of fuel in the truck fuel container upon
receiving fuel would (or
at least should) raise suspicions of fraud since the fuel container in the
truck is typically
subject to the same ambient temperature as a truck stop above ground source
fuel container.
[00139] As mentioned elsewhere in the specification the one or more fuel
sensors in
a given fuel tank include temperature sensing capability and the recording of
this temperature
is shown in various figures such as figure 11. While an additional temperature
sensor could
be used to directly measure the temperature of incoming fuel Ta to the
vehicles fuel tank, the
temperature of incoming fuel can reasonably accurately be determined by
maintaining a
record of the volume of fuel in the fuel tank and the temperature of that fuel
before adding
new fuel at a refueling station. Then the temperature of the fuel added Ta may
be calculated
by the formula Ta = (Vt*Tt - Vt*Tt)/(Vt -Vi) where Vt is the total volume of
fuel in the
container after termination of incoming fuel, Tt is the temperature of the
total volume as
measured after termination of incoming fuel, Vt is the initial volume measured
before fuel is
added and Tt is the temperature of the initial volume of fuel before fuel is
added. While the
calculated temperature density may not be exactly identical to the temperature
of the fuel as it
passes through the measuring device in the fuel dispensing machine due to
ambient
temperatures affecting the contents of the vehicle fuel tank, it is close
enough to ascertain
whether or not fraud is involved and may be used to provide an initial
indication to the vehicle
driver or to other appropriate authorities how much usable energy is now
available to operate
the vehicle.
[00140] Once the vehicle is again moving on the highway the miles per gallon
may
again be computed for the vehicle utilizing the combined fuel quantities
compared to the
miles per gallon detected prior to adding fuel. This information may be used
to obtain an
even more accurate determination of the quality of the fuel obtained from the
just used truck
stop in a manner similar to that used above to obtain the temperature of the
fuel added. Thus,
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Date Recue/Date Received 2022-08-09
over a period of time the accumulated information as to fuel quality from
various refueling
stations can be used to determine which stations to avoid for reasons either
of fuel quality or
potential fraud.
[00141] Other energy sources that may be available for use by transportation
vehicles may also have shortcomings relative to consistent quality usable
energy from an
energy supplier. The wireless transfer of electrical energy through
electromagnetic means to
a vehicle requiring additional energy is believed to be affected by not only
other
electromagnetic transmissions in the vicinity of the vehicle but also by
weather conditions
existing at the time of attempted transfer.
[00142] While this invention has been described with reference to illustrative
embodiments, this description is not intended to be construed in a limiting
sense. Various
modifications and combinations of the illustrative embodiments as well as
other embodiments
of the invention, will be apparent to persons skilled in the art upon
reference to the
description. It is, therefore, intended that the appended claims encompass any
such
modifications or embodiments.
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