Abstract: Three dimensional GPS or vehicle position data is used to determine a slope the vehicle is traveling over at a specific point in time. The slope data can then be combined with other metrics to provide an accurate, slope corrected vehicle mass. The vehicle mass can then be used along with other vehicle data to determine an amount of work performed by a vehicle, enabling s detailed efficiency analysis of the vehicle to be performed. To calculate slope, horizontal ground speed (VHGS) can be calculated using the Pythagorean Theorem. One can take the Z/Up magnitude and divide it by the horizontal ground speed. Replacing Z, x and y with directional vectors enables one to calculate slope. The slope data is then used to determine the mass of the vehicle at that time. Pervious techniques to calculate mass did not factor in slope, and thus are not accurate.

Abstract: System and method for analyzing position data and fuel injector data from a vehicle equipped with a geographical position system (GPS) and fuel injector sensors to enable fuel use patterns of the vehicle to be analyzed. Data defining a flow of fuel through the vehicle's fuel injectors is combined with temporal data and GPS data to produce fuel use encoded GPS data that is transmitted to a remote computer. The fuel use encoded GPS data can be analyzed to determine how much fuel was used by the vehicle during off road use to enable proper fuel tax computations to be performed. The data can also be used to evaluate the mechanical condition of a vehicle. By monitoring fuel use for a trip repeated numerous times, a decrease in fuel efficiency may indicate a mechanical problem (dirty injectors, fouled spark plugs, etc).

Abstract: Disclosed herein are techniques for implementing vehicle ECU reprogramming, so the ECU programming, which plays a large role in vehicle performance characteristics, is tailored to current operational requirements, which may be different than the operational characteristics selected by the manufacturer when initially programming the vehicle ECU (or ECUs) with specific instruction sets, such as fuel maps. In one embodiment, a controller monitors the current operational characteristics of the vehicle, determines the current ECU programming, and determines if a different programming set would better suited to the current operating conditions. In the event that the current programming set should be replaced, the controller implements the ECU reprogramming. In a related embodiment, users are enabled to specify the ECU programming to change, such as changing speed limiter settings.

Abstract: Three dimensional accelerometer data is used to determine a slope the vehicle is traveling over at a specific point in time. The slope data can then be combined with other metrics to provide an accurate, slope corrected vehicle mass. The vehicle mass can then be used along with other vehicle data to determine an amount of work performed by a vehicle, enabling a detailed efficiency analysis of the vehicle to be performed. To calculate slope, horizontal ground speed (VHGS) can be calculated using the Pythagorean Theorem. One can take the Z/Up magnitude and divide it by the horizontal ground speed. Replacing z, x and y with directional vectors enables one to calculate slope. The slope data is then used to determine the mass of the vehicle at that time. Previous techniques to calculate mass did not factor in slope, and thus are not accurate.

Abstract: A system and method for verifying that an operator was sufficiently close to one or more items to be inspected during an inspection to actually inspect the components, and storing an indication to that effect in a memory accessible via a computer network. In addition to the indication, the memory can store other inspection related data, such as a starting time or ending time of the inspection, or maintenance information about the item that was input during the inspection. The system and method enable a third party application, such as an accounting program or a maintenance program, to access any of the inspection related data.

Abstract: Data is collected during the operation of multiple vehicles in a fleet. Such data can be used by fleet operators for efficiency analysis and improvements; however, the sheer quantity of available data makes such analysis potentially difficult and time consuming. Disclosed herein are several fleet performance monitoring graphical user interfaces (GUI) that simultaneously display different types of fleet data to a user, using combinations of different data types designed to enable fleet users to efficiently manage their fleet by trends and exceptions, which are efficiently and graphically presented to the fleet operator. One such GUI simultaneously displays fleet vehicles on a map, alerts by vehicle, fleet uptime, and maintenance information. In at least one embodiment, the map identifies vehicles having critical alerts using a different color coding than vehicles not associated with such alerts. In at least one embodiment, the fleet uptime metrics simultaneously display vehicle metrics and driver metrics.

Abstract: A handheld, portable device is used to facilitate inspection of vehicles, by generating an electronic vehicle inspection record that can be used by fleet operators to provide evidence of complying with required vehicle inspections. When the vehicle inspection record is generated, route identification data is added to the inspection record. The route identification data defines which of a plurality of predefined routes the vehicle has serviced, or will service, during a time period proximate the inspection of the vehicle. Fleet operators can thus use archived inspection records as evidence of compliance with inspection requirements, and to document what route a vehicle serviced at a particular time.

Abstract: Documents related to delivery of loads shipped by trucking operators can be scanned or otherwise captured using mobile computing devices having document capture and/or document delivery functionality. Load related data can be manually input by drivers during the capture process. Such data can be incorporated into the scanned document as metadata. The concepts disclosed herein encompass establishing a logical connection between the mobile computing device implementing the document capture functionality and a vehicle ECU or vehicle data bus. The document capture application is configured to extract data form the vehicle ECU or vehicle data base and incorporate that data into the document captured. Data, such as location data, can be similarly captured by establish a logical connection with a telematics device including a GPS component. Where the telematics device includes a wireless data link, the capture document can be wirelessly conveyed to a remote data center.

Abstract: Three dimensional accelerometer data is used to determine a slope the vehicle is traveling over at a specific point in time. The slope data can then be combined with other metrics to provide an accurate, slope corrected vehicle mass. The vehicle mass can then be used along with other vehicle data to determine an amount of work performed by a vehicle, enabling s detailed efficiency analysis of the vehicle to be performed. To calculate slope, horizontal ground speed (VHGS) can be calculated using the Pythagorean Theorem. One can take the Z/Up magnitude and divide it by the horizontal ground speed. Replacing Z, x and y with directional vectors enables one to calculate slope. The slope data is then used to determine the mass of the vehicle at that time. Pervious techniques to calculate mass did not factor in slope, and thus are not accurate.

Abstract: Disclosed herein are techniques for implementing vehicle ECU reprogramming, so the ECU programming, which plays a large role in vehicle performance characteristics, is tailored to current operational requirements, which may be different than the operational characteristics selected by the manufacturer when initially programming the vehicle ECU (or ECUs) with specific instruction sets, such as fuel maps. In one embodiment, a controller monitors the current operational characteristics of the vehicle, determines the current ECU programming, and determines if a different programming set would better suited to the current operating conditions. In the event that the current programming set should be replaced, the controller implements the ECU reprogramming. In a related embodiment, users are enabled to specify the ECU programming to change, such as changing speed limiter settings.

Abstract: A fuel authorization system enables data to be exchanged between vehicles and a fuel vendor, to verify that the vehicle is authorized to receive fuel. Each fuel island is equipped with a camera and a short range radio (RF) component. Participating vehicles are equipped with fuel authorization component including an IR transmitter and a RF component that can establish a data link with the fuel island's RF unit. When the camera senses a vehicle in the fuel lane, an RF query is sent to the vehicle. Participating vehicles respond with an IR transmission. An RF data link is then established between the enrolled vehicle and the fuel vendor to verify that the vehicle is authorized to receive fuel. Once the verification is complete, the fuel dispenser is enabled. In some embodiments, the IR data link is not required, as the camera can distinguish between multiple fuel lanes.

Abstract: A fuel authorization program based on equipping fuel station, fuel pumps, and vehicles with components to enable automatic fuel authorization for enrolled vehicles. The program includes fuel pumps including a pump transmitting sensor that automatically emits a pump ID. As a vehicle pulls in next to the pump a vehicle coupling receiving sensor detects the pump ID signal and a proximity link is created. The vehicle sensor passes the pump ID via hardwire or Bluetooth to vehicle fuel authorization processor (which can be part of a telematics device). The vehicle processor transmits the pump ID (and any fuel authorization credentials needed, such as a PIN or VIN) via WI-FI to a Station processor for fuel vendor authorization. If approved, the pump is enabled. As the vehicle moves away the coupling sensor link is broken and the vehicle transmits a “disconnect” message via Wi-Fi and the pump is disabled.

Abstract: An automated fuel authorization system equips refrigerated trailers with a reefer tag that implements the function of tracking run time data for a compressor in the refrigerated trailer that is responsible for refrigeration. The reefer tag automatically sends the run time data to a fuel vendor as part of an automated fuel authorization request. Based on the run time data, a known fuel tank size, and a normal fuel consumption rate for the compressor, the fuel vendor automatically determines an amount of fuel to authorize for dispensing into the fuel tank at the refrigerated trailer. If the fuel authorization request is approved, the fuel vendor automatically authorizes a fuel transaction for the amount of fuel so determined. An exemplary reefer tag includes a radio frequency data link for sharing the run time data. No run time data will be shared if the trailer is not coupled to a tractor.

Abstract: A fuel authorization program based on equipping fuel station, fuel pumps, and vehicles with components to enable automatic fuel authorization for enrolled vehicles. The program includes fuel pumps including a pump transmitting sensor that automatically emits a pump ID. As a vehicle pulls in next to the pump a vehicle coupling receiving sensor detects the pump ID signal and a proximity link is created. The vehicle sensor passes the pump ID via hardwire or Bluetooth to vehicle fuel authorization processor (which can be part of a telematics device). The vehicle processor transmits the pump ID (and any fuel authorization credentials needed, such as a PIN or VIN) via WI-FI to a Station processor for fuel vendor authorization. If approved, the pump is enabled. As the vehicle moves away the coupling sensor link is broken and the vehicle transmits a “disconnect” message via Wi-Fi and the pump is disabled.

Abstract: System and method for reducing data transfer rates when a quality of the cellular or satellite link (i.e., a long range wireless data link) is poor. Such a concept is particularly well suited to embodiments where the vehicle data being logged or collected includes position data, because consumers of vehicle data that includes position data often desire to have such data exported from the vehicle on frequent basis, so that the physical location of fleet vehicles can be tracked in real-time. In one embodiment, before transmitting data a current location of the vehicle is checked against known bad locations, and no data is sent when the current location is known to be bad. In another embodiment, if successful data transmission is not confirmed during a first time period, additional transmission attempts are delayed for a second time period.

Abstract: A fuel authorization system enables data to be exchanged between vehicles and a fuel vendor, to verify that the vehicle is authorized to receive fuel. Each fuel island is equipped with a camera and a short range radio (RF) component. Participating vehicles are equipped with fuel authorization component including an IR transmitter and a RF component that can establish a data link with the fuel island's RF unit. When the camera senses a vehicle in the fuel lane, an RF query is sent to the vehicle. Participating vehicles respond with an IR transmission. An RF data link is then established between the enrolled vehicle and the fuel vendor to verify that the vehicle is authorized to receive fuel. Once the verification is complete, the fuel dispenser is enabled. In some embodiments, the IR data link is not required, as the camera can distinguish between multiple fuel lanes.

Abstract: A handheld, portable device is used to facilitate inspection of vehicles, by wirelessly conveying an activation command to the vehicle to actuate a vehicle component, to facilitate inspection of the actuated component. The activation command is received by a wireless data link in the vehicle, which is electrically/logically coupled to either a switch that controls actuation of the component, an actuator configured to manipulate the component, and/or a vehicle processor configured to selectively convey an actuation command to the component. In some embodiments, in response to conveying the activation command, the handheld device enables the user to input a condition of the actuated component, which is added to an inspection record. In some embodiments, the handheld device sends a query to the vehicle, which results in the handheld device providing an indication to a user of each component in the vehicle that is capable of remote actuation.

Abstract: Described herein is a fuel authorization program that vehicles enrolled in the fuel authorization program to provide fuel tank sensor data in each fuel authorization request, so that an amount of fuel authorized will be limited to the amount needed to fill the vehicle's fuel tank, reducing a likelihood that fuel will be diverted. In at least some embodiments, the fuel authorization controller at the vehicle automatically uses the fuel tank sensor data and known tank size to include in a fuel authorization request sent to a fuel vendor data defining how much fuel is required to fill the vehicle fuel tanks. In at least some embodiments, the fuel vendor consults data from a source other than the vehicle (such as records maintained by the fuel authorization program) to determine how large the vehicles fuel tanks are, and to calculate how much fuel is required.

Abstract: Described herein is a fuel authorization program that requires data to be dynamically retrieved from a vehicle data bus during the fuel authorization process. This can be implemented using a smart cable that is installed in enrolled vehicles. The smart cable includes a housing suitable for commercial environments, a cable to logically couple the smart cable to the vehicle data bus, a second data link to be used to logically couple the smart cable to a fuel authorization “puck” in a vehicle, and a controller. The puck handles communication with the fuel vendor. The controller automatically implements the functions responding to a query from the puck received over the second data link by dynamically acquiring data from the vehicle data bus using the first data link, and conveying the data to the puck using the second data link.

Abstract: Described herein is a fuel authorization program that vehicles enrolled in the fuel authorization program to provide fuel tank sensor data in each fuel authorization request, so that an amount of fuel authorized will be limited to the amount needed to fill the vehicle's fuel tank, reducing a likelihood that fuel will be diverted. In at least some embodiments, the fuel authorization controller at the vehicle automatically uses the fuel tank sensor data and known tank size to include in a fuel authorization request sent to a fuel vendor data defining how much fuel is required to fill the vehicle fuel tanks. In at least some embodiments, the fuel vendor consults data from a source other than the vehicle (such as records maintained by the fuel authorization program) to determine how large the vehicles fuel tanks are, and to calculate how much fuel is required.