THE ULTIMATE GUIDE TO FLEET MANAGEMENT AND AUTOMOTIVE TECHNOLOGY A glossary of frequently used phrases, terms and questions related to telematics and automotive technology.

Steering wheel angle Hard braking

Tire pressure Ignition status GLOSSARY

1. FLEET MANAGEMENT SYSTEM STANDARD 5. FLEET MANAGEMENT SYSTEMS

• FMS Standard overview • AVL • FMS Standard 1.0 • BOARD COMPUTER • FMS Standard • CONTACTLESS CAN • FMS Standard 2.0 • E TYPE APPROVAL • FMS Standard 3.0 • FMS • FMS GATEWAY 2. FUEL CONSUMPTION MONITORING • GALVANIC ISOLATION • FUEL LEVEL • HIGH RESOLUTION FUEL CONSUMPTION 6. ECO-DRIVING • PTO - POWER TRANSMISSION OUTPUT • CARBON FOOTPRINT • TFU - TOTAL FUEL USED • ECO-DRIVING • FUEL ECONOMY 3. CAN BUS COMMUNICATION

• CAN BUS PROTOCOL 7. DRIVER IDENTIFICATION AND DRIVING TIMES • CAN BUS TOPOLOGY • TACHOGRAPH • CANOPEN • DRIVER ID • CAN 2.0A • DRIVING TIMES • CAN 2.0B • CUMULATIVE BRAKE TIME • DEVICENET • CURRENT DURATION OF SELECTED ACTIVITY • HIGHER LAYER PROTOCOLS • CUMULATED DRIVING TIME PREVIOUS AND CURRENT WEEK • IES CAN • REMOTE DOWNLOAD • ISO 11898 • COMPANY CARD • ISO 11898-2, HIGH-SPEED CAN • CONTROL CARD • ISO 11898-3, FAULT TOLERANT CAN • DRIVER CARD • LOWER LAYER PROTOCOLS • WORKSHOP CARD • PROPRIETARY CAN PROTOCOL • SAE J1939 8. TRAILER INFORMATION • ISO 11992 4. OTHER IN-VEHICLE COMMUNICATION PROTOCOLS • EBS – ELECTRONIC BRAKE SYSTEM • SAE J1708 • TEBS – TRAILER ELECTRONIC BRAKE SYSTEM • SAE J1587 11 FMS STANDARD 1.0 TCO1: Tachograph Information • Drive recognize 1. FLEET MANAGEMENT FMS Standard 1.0 issued in 2002. • Overspeed Available information: 2 SYSTEM STANDARD • Direction indicator CCVS: Cruise Control / Vehicle Speed • Driver 1 card status • Wheel based speed • Driver 2 card status 3 FMS STANDARD • Clutch switch • Driver 1 working states • Brake switch • Driver 2 working states In the beginning of the XXI. century, GPS based vehicle • Cruise control activation • Driver 1 time related states tracking systems became more and more affordable, but they • PTO state • Driver 2 time related states still could not provide vehicle related technical information. 4 • Tachograph performance In 2002, six major truck manufacturers (Volvo, Scania, Iveco, EEC2: Electronic Engine Controller #2 • Handling information MAN, DAF, Mercedes-Benz) decided to create a standardized • Accelerator pedal position • System event vehicle interface for these GPS based tracking systems, called 5 • Tachograph vehicle speed the FMS standard. TFU: Fuel consumption • Total fuel used FMS standard is the result of an agreement between these ET1: Engine Temperature 1 6 six major European truck manufacturers to standardize the DD: Dash Display • Engine coolant temperature specific in-vehicle communication systems of the different • Fuel level types of vehicles. BUS FMS STANDARD EEC1: Electronic Engine Controller #1 7 There are great numbers of vehicle manufacturers having (Ver. 00.01 issued in 2007, specialized standard for buses and • Engine speed different types of vehicles on the market. They all have coaches including specific signals like door openings, etc. specific (individual) in-vehicle communication systems. To be VW: Vehicle Weight Since then the original “FMS Standard 1.0” was also referred 8 able to “understand” each vehicle, one has to learn all these • Axle location as “Truck FMS Standard”) specific “languages”. • Axle weight BUS-FMS Since the establishment of the FMS standard, there is no HOURS: Engine Hours, Revolutions For buses and coaches there was no common interface need to learn many, just one “language”: the FMS protocol. • Total engine hours standard for Fleet Management Systems, so the most No matter which OEM produced the particular vehicle, if it is significant European bus manufacturers decided to design equipped with an FMS interface (FMS Gateway), you get the VI: Vehicle Identification an interface based on the (Truck) FMS Standard according to same output, as you would do for all vehicles equipped with • Vehicle identification number the J1939 standard. This common interface was called as Bus FMS interfaces. The standard itself was a huge step forward FMS Standard. in fleet management, since telematics devices (AVL) could FMS: FMS-Standard Interface • Request supported access vehicle technical information without the need of These establishing manufacturers were: Daimler Buses - • Diagnostic supported vehicle specific developments. EvoBus GmbH, MAN Truck & Bus AG, Scania CV, Volvo Bus • SW-version supported Corporation, IrisBus Iveco, VDL Bus International B.V. FMS Standard lower layer protocols: VDHR: High Resolution Vehicle Distance Until the issue of FMS Standard 3.0, the Bus FMS Standard was • Application layer – SAE J1939/71 • High resolution total vehicle distance • Data link layer – SAE J1939/21 developed separately from the original (Truck) FMS Standard. • – ISO 11898-2 High-speed CAN, 250 kbit/s SERV: Service Distance FMS Standard 3.0 contains the two different standards bus speed • Service distance harmonized in one documentation. • Physical connectors – Not standardized

The ultimate guide to Fleet management and Automotive technology 3 11 TRUCK-FMS FMS Standard until version 2.0 is also called as Truck-FMS Standard. See FMS standard for more information. 2 FMS STANDARD 2.0 3 Extended standard issued in 2010. This standard took over some signals from the Bus FMS Standard, but FMS Standard 2.0 was still handled separately for Trucks. 4 The additional information compared to FMS Standard 1.0 is the followings:

EEC2: Electronic Engine Controller #2 5 • Engine percent load at current speed

AMB: Ambient Conditions 6 • Ambient air temperature DI: Driver’s Identification • Driver 1 identification 7 • Driver 2 identification LFE: Fuel Economy • Fuel rate 8 • Instantaneous fuel economy

PTODE: PTO Drive Engagement • At least one PTO engaged

HRLFC: High Resolution Fuel Consumption • High resolution engine total fuel used

FMS STANDARD 3.0 FMS Standard 3.0 issued in 2012 contains (Truck) FMS Standard and Bus FMS Standard harmonized in one documentation. From now on there is only FMS Standard 3.0, but there are separated sections inside for buses and trucks.

The development of FMS-standard is now under the umbrella of the European Automobile Manufacturers’ Association (ACEA). The dedicated working group “Heavy Truck Electronic Interface Group” meets regularly to discuss the needs of the FMS-standard.

The ultimate guide to Fleet management and Automotive technology 4 1 2. FUEL CONSUMPTION TOTAL FUEL USED (TFU) Stands for Total Fuel Used. It is a parameter defined by the 22 MONITORING FMS Standard 1.0, meaning the cumulative amount of fuel burnt by the engine during its lifetime (since starting the Fuel consumption monitoring is one of the most important engine). functions of a fleet management system. Reducing the 3 operational costs can easily be achieved by reducing the vehicle’s fuel consumption.

4 In this section you can understand the difference between fuel level monitoring and fuel consumption monitoring reported by the engine. You can also find definitions for regularly used 5 abbreviations and phrases.

FUEL LEVEL 6 The parameter is defined by FMS Standard 1.0. This is an TFU indicator of the current level of the fuel tank. Because of the 7 generally low precision of the sensors used by most of vehicle manufacturers, it is not recommended to use solely this parameter to monitor fuel consumption. It is recommended to use fuel level together with TFU or High Resolution Fuel 8 Consumption for a precise fuel usage monitoring.

HIGH RESOLUTION FUEL CONSUMPTION The parameter is defined by FMS Standard 2.0. This values is similar to TFU but in a much higher (more precise) resolution. Fuel

POWER TRANSMISSION OUTPUT (PTO) A power take-off or power transmission output (PTO) is a method for taking power to external devices from a running internal combustion engine. Usually it is used for driving an external mechanical device (adapter) via a mechanical shaft or in most of the cases via hydraulics. In the latter case the engine drives a hydraulic pump that provides hydraulic energy to the attached equipment (adapter) or a separate machine.

The ultimate guide to Fleet management and Automotive technology 5 1 function of the connected ECUs. There are dedicated CAN based on ISO 11898, such as 3. CAN BUS buses inside a vehicle like Power train CAN, Comfort CAN, • MILCAN for Military Land Vehicle subsystem Infotainment CAN, Lighting CAN, Trailer CAN and so on. communications, 2 COMMUNICATION • SAE J1939 31-81 for in-vehicle communication, CANOPEN • SeaCAN for nautical applications, CAN stands for Controller Area Network, meaning a computer • CAN Aerospace for aircraft applications, network formulated by the vehicle’s electronic control 33 CANopen is a higher-layer CAN protocol for embedded control • CANopen for industrial automation units (ECU). CAN was primarily developed for automotive systems. CANopen is a highly customizable protocol for a • IES-CAN for commercial vehicles applications but later - due to its simplicity, reliability and wide range of applications, but mainly in the field of industrial • Smart Distributed Systems (SDS) for industrial electromagnetic immunity - it appeared also in industrial automation. These application and communication profile automation 4 (CANopen), military (MilCAN), aerospace (CANaerospace) and sets are developed and maintained by CiA members. • CANkingdom for industrial automation nautical (SeaCAN) applications. • DeviceNet for industrial automation

5 CAN 2.0A IES CAN CAN BUS PROTOCOL The CAN communication protocol originally was developed IES CAN is an OEM specific CAN protocol developed and used CAN bus is an asynchronous (time-shifted) serial bus system, by Bosch during the mid 80s in the XX. century. The protocol by Mercedes-Benz heavy-duty commercial vehicles. The originally developed by Robert Bosch GmbH from 1983 to specification came out in 1993 as ISO-11898 Standard. The 6 structure is completely different from the J1939. interconnect electronic control units (ECU) in motor vehicles first version of the standard only defined standard frames and was introduced in different steps to reduce cable (CAN 2.0 Part A) with 11 bits identifiers. 7 harnesses and thereby weight. Instead of using an electrical ISO 11898 circuit for each transmitted signal, the “bus” is based on CAN 2.0B The standard was released in 1993 summarizing the CAN a communication platform that regulates the relaying of communication protocol, but the standard itself contains 8 messages between several devices. In 1995 an extended version of ISO11898 CAN Standard came only the physical layer and the data link layer descriptions. In a practical context, the process is as follows: While the rear out. It defines the 29-bit long extended identifier message Higher layer protocol implementations are widespread light was actuated by means of guiding a current to the rear format (CAN 2.0 Part B). available due to the simplicity and reliability of the system light, the bus system only relays a message: “Light switch not only in the automotive industry but also in industrial to rear light: Switch on!” Translating all control signals into DEVICENET automation and other application areas. messages requires a “greater intelligence” of the connected • 11898-1 => CAN protocol DeviceNet is a complete protocol standard based on CAN, devices, at the same time this implies that many devices can • 11898-2 => HS-CAN mostly used in industrial automation to connect actuators, exchange information, virtually at same time, using a very • 11898-3 => FT-CAN limited number of cable connections. sensors, IOs and controllers. DeviceNet is using trunk-line topology, there can be maximum 64 nodes in logical network. DeviceNet standard specifies all layers according to ISO/ ISO 11898-2, HIGH-SPEED CAN CAN BUS TOPOLOGY OSI model, the higher layers using CIP (Common Industrial ISO11898-2 is a physical layer description of the CAN standard The CAN bus topology describes the layout of the CAN Protocol) the intermediate layers are CAN protocol. The lower protocol also called as High-speed CAN. This is the most often communication network inside a vehicle. It is usually a layers (physical and connectors) are standardized as well. used physical layer of CAN communication in the automotive drawing that clearly shows the number of CAN buses, list industry. The physical layer description not defines exactly the mechanical aspects such connectors, labels, and pin- all the ECUs and the connecting CAN lines as a schematic HIGHER LAYER PROTOCOLS diagram. There are usually several separate CAN buses can outs. So the ECU (electronic control unit) manufacturers often be found in one vehicle based on the requirements and the There are some application specific higher layer protocols use custom connectors for CAN-Bus connection.

The ultimate guide to Fleet management and Automotive technology 6 1 In CAN bus measurement applications a commonly used SAE J1939 connector type is the D-SUB-9 connector set, where the pin- The Society of Automotive Engineers (SAE) develops and out is the following: maintains standards for the industrial applications like inter 2 • pin 2 – CAN-Low ECU communication in motor-vehicles. The J1939 standard • pin 3 – Ground is a recommended practice used for communication and • pin 7 – CAN-High diagnostics among different ECUs in the vehicle. It is the 33 • pin 9 – Power most widespread CAN protocol standard mostly used in commercial vehicle applications like trucks, caterpillars, etc. ISO 11898-3, FAULT TOLERANT CAN 4 ISO11898-3 is a physical layer description of the CAN standard protocol also called as Low-speed CAN. This type of physical layer enables the CAN communication even in case if one of 5 the wires is cut (open circuit) or short circuited to VBATT or GND. 6 In the automotive industry Fault tolerant CAN is often used in safety-related systems such as direct motor control.

7 LOWER LAYER PROTOCOLS The ISO 11898-1 part of the CAN bus standard defines only the data link layer without exact definitions of the physical layers, 8 but there are multiple physical layer definitions used in CAN communication depending on the application:

• ISO11898-2, High-speed CAN • ISO11898-3, Low-speed CAN, Fault tolerant CAN • ISO 11992-1, Truck/Trailer CAN • SAE J1939 11-21

PROPRIETARY CAN PROTOCOL Most vehicle manufacturers (OEMs) are using their own developed higher layer protocol on the CAN network. These OEM dependent, not standard protocols are called proprietary vehicle CAN protocols. FMS Gateways are able to process specific OEM vehicle CAN (proprietary CAN) data and make it available in a standardized FMS CAN protocol format for all types of vehicles. This can be easily connected to an AVL device for further processing.

The ultimate guide to Fleet management and Automotive technology 7 1 4. OTHER IN-VEHICLE

2 COMMUNICATION PROTOCOLS

3 There are some in-vehicle communication protocols that are CAN based. These are mainly historic protocols, that were started and developed before the appearance of CAN 44 protocol.

SAE J1708 5 The Society of Automotive Engineers (SAE) develops and maintains standards for the industrial applications like 6 inter ECU communication in motor-vehicles. The J1708 is a physical layer standard.

7 SAE J1587 The Society of Automotive Engineers (SAE) develops and maintains standards for the industrial applications like inter 8 ECU communication in motor-vehicles. The J1587 is a higher layer protocol description based on the physical layer of J1708.

The ultimate guide to Fleet management and Automotive technology 8 1 safety issues can be avoided. The non-galvanic (galvanic A Fleet Management System can include many functions: isolated) connection guarantees that no signal to be sent 5. FLEET MANAGEMENT • Vehicle maintenance back to vehicle CAN bus. • Vehicle tracking and diagnostic 2 SYSTEMS Contactless CAN interfaces can either be used with FMS • Fuel management Gateways, or independently, with any telematics (AVL) • Driver management Fleet Management is a basic requirement in modern vehicle devices. • Tachograph management (Remote download) fleets to provide cost efficient operation. These systems • Health and safety management 3 are complex with many electronic components installed in vehicles (FMS gateway, AVL, Board computer, etc.) and in the E TYPE APPROVAL back office. 4 As a part of the UN Vehicle Regulations (1958 Agreement), the “World Forum for Harmonization of Vehicle Regulations” FMS GATEWAY AVL (WP.29) defines all the different type approval requirements FMS Gateway is a device that connects to one or more vehicle for road-vehicles and their components in so called CAN-Buses and collects information about the vehicle’s The abbreviation of AVL stands for Automatic Vehicle Locator, 55 Regulations, numbered from 1 to 131. For example the type operation. This information is available on standardized most commonly called as vehicle tracking device. There are approval requirements for vehicles and vehicle components output format regulated by the corresponding FMS Standard GPS and/or GLONASS based positioning systems integrated with regard to electromagnetic compatibility can be found in documentation. together with an industrial GSM/UMTS modem, which sends 6 UNECE Regulation No. 10. the positioning information on-line to a central computer The FMS Gateway default output protocol is CAN as defined server. AVL devices may be extended with vehicle technical The E approval mark affixed to a vehicle or a vehicle component in the standard but there are manufacturers who make serial information such as fuel tank level, engine revolution, fuel means that it has been approved in Hungary (E7) pursuant to (RS232 based) output protocol available in their devices. The 7 used, etc. Regulation No. 10 under approval No. 041203. The approval Inventure FMS Gateway is much more than a simple protocol number indicates that the approval was granted according to converter, since it contains special algorithms e.g. for fuel BOARD COMPUTER the requirements of Regulation No. 10 as amended by the 04 consumption calculations and for driving style estimation. 8 series of amendments. A Board Computer in a vehicle refers to an electronic control unit used to monitor vehicle electrical components and to GALVANIC ISOLATION process data (such as fuel consumption, vehicle distance, Galvanic isolation is a separation technique of electric circuits, 7 10 R - 04 1203 average speed, etc.) for the instrument panel. Board E meaning electrical current flow is impossible between two computer can also serve as a Human Machine Interface (HMI) electrical systems. Signals can pass through the galvanic for displaying the measured and calculated information isolation, but electrical current flow is blocked. There are about the vehicle. FMS several methods for non-galvanic information transmission such as electromagnetic waves (induction, capacitance) or Most of modern vehicles have a factory-installed on board In transportation there is an increasing need of the optical coupling. computer providing basic fuel and trip information. There are continuous surveillance of vehicle fleets that can be solved aftermarket products which can produce more information by Fleet Management Systems. There are two categories of including detailed fuel consumption, trip data, driver Fleet Management Systems, depending on the data location. behaviour, eco-driving, etc. If there is a recording unit in the vehicle and the recorded data are processed and evaluated afterwards, it is called Off-line Fleet Management System. When all the vehicles are CONTACTLESS CAN connected on-line to a computer server over mobile internet, Contactless CAN interface ensures safe data read from vehicle real-time information and data evaluation are available, it is CAN bus without any disruption. This way any warranty and called On-line Fleet Management System.

The ultimate guide to Fleet management and Automotive technology 9 1 6. ECO-DRIVING

ECO-driving is a driving attitude focusing on energy efficient 2 using of vehicles. While transportation takes a significant share of the global carbon footprint of the world, ECO-driving helps to reduce fuel consumption thereby reduce fuel costs 3 and CO2 emission. 34% 67%

4 CARBON FOOTPRINT The total amount of greenhouse gases produced to directly and indirectly support human activities, usually expressed in 5 equivalent tons of carbon dioxide (CO2).

ECO-DRIVING 66 Some of modern fleet-management devices are supporting ECO-driving by indicating the driver performance computed from vehicle data. This driver behavior information can be 7 displayed immediately to the driver to increase fuel economy and sent to Back-Office for further processing and driving performance analysis. 8 FUEL ECONOMY The fuel economy of a vehicle is the fuel efficiency relationship between the distance travelled and the vehicle’s fuel consumption. Fuel consumption is mostly expressed as the distance travelled per a given amount of fuel (i.e. MPG – miles per gallon) or the amount of fuel consumed per a given distance (i.e. liters/100km).

There are many factors that can reduce fuel consumption:

• Sufficient tire pressure 72% 85% • Disabled air conditioning • Reduction of air resistance • Reduction of vehicle weight by removing unnecessary load • Appropriate driving behaviour

The ultimate guide to Fleet management and Automotive technology 10 1 ANALOGUE TACHOGRAPH data from the speed sensor, calculating distance travelled, monitoring driving times of the drivers and storing all these 7. DRIVER Analogue tachograph were produced before 2006 when data into the a memory (capacity is enough for 365 days digital tachographs became mandatory. 2 IDENTIFICATION AND constant driving). Digital tachographs also store information The most important difference between digital and analogue on driver cards, such as driver activity (driving, rest, breaks, DRIVING TIMES tachograph is the recording type. Analogue tachograph work), driving times, vehicle identification, licence plate records trace lines on a paper disc also called as tachograph number. Driver cards have enough capacity for minimum of 3 All commercial vehicles must be equipped with a tachograph chart. This chart can store information about one day of 28 days’ information. unit. In the EU law there is a regulation about driving hours activities, speed and distance. The chart must be archived Recorded information of a digital tachograph and the stored and rest time to avoid the crashes caused by driver fatigue. In and replaced in every 24 hours. data on driver cards can be downloaded remotely using a 4 this section you can read about the operation of tachograph The only advantage of analogue tachographs is that recorded remote download device. units, the difference between analogue and digital types, data can be easily retrieved in a visual way. Different tachograph card, driver’s identification types and driving products (Motometer, VDO, Actia, Vederoot, ect.) differ by times. DRIVER ID 5 functionality based on the number of drivers (1 or 2), the size Driver ID is a unique identifier of the driver. This ID and driver’s (oval, flat, or DIN modular design) and principle of operation name are printed also on driver card. On digital tachograph TACHOGRAPH (pure mechanics, mechanics extended with electronics, equipped vehicles some newer FMS gateways are able to 6 microprocessor controlled, CAN interface equipped, etc.) Tachograph is basically a vehicle speed logging device. It provide Driver ID information on standard FMS output (as originates its name from the Greek takhos(velocity) and defined in FMS 2.0 Standard documentation). graphos (drawn or written). Tachograph main function is to DIGITAL TACHOGRAPH 77 record vehicle speed, travelled distance with the selected The digital tachograph or the DTCO was introduced in Europe DRIVING TIMES driver activity. Tachograph recording unit is connected to a in 2004 as an advanced and more secure alternative for the speed sensor mounted to the vehicle gearbox. In the road transport industry there is high pressure on 8 analog tachograph. Main digital tachograph manufactures vehicle drivers to transport their load in time. They often The recording unit can be analogue or digital type. are: VDO, Stoneridge, Actia and Efkon. drive even when they are exhausted. This causes a significant A digital tachograph system consist of: percentage of heavy commercial vehicle crashes. Digital tachographs became mandatory in new commercial heavy duty vehicles and passenger cars with more than 8 • Digital tachograph unit itself, also called as the vehicle To prevent driver fatigue EU law regulates the driving time seats in May 2006. Digital tachographs have many advantages unit (VU) for drivers using heavy commercial vehicles over 3.5t and over the analogue ones: • Speed sensor (with encrypted communication with the passenger vehicles with more than 8 passenger seats. VU) • Much more precision of recording All of these vehicles must be equipped with tachograph unit. • Tachograph cards • Safe communication between recording unit and speed • Driver card The key rules for driving and rest times are as follows: sensor • Company card • A driver cannot drive more than 4.5 hours in a row. • More capacity (365 day over the 1 day of an analogue • Workshop card After 4.5 hours, taking a break of at least 45 minutes is chart) mandatory. The rest time can be distributed over the 4.5 • Drivers identification Control card hours. • Driving time measurement and display • A driver cannot drive more than nine hours per day or 56 Digital tachographs became mandatory in new commercial • Fault and error management hours per week. This may be extended to 10 hours twice heavy duty vehicles and passenger cars with more than 8 during a week. • Remote download functionality seats in May 2006. • A driver cannot drive more than 90 hours in two The main functions of digital tachographs are collecting speed consecutive weeks.

The ultimate guide to Fleet management and Automotive technology 11 1 The average working time and the amount of rest that must recordings related to the current period where no card was COMPANY CARD be taken daily and weekly is also regulated by the EU law. inserted and related to the relevant slot. A tachograph card issued by the authorities of a Member Some FMS Gateways are able to provide driving times for source: COMMISSION REGULATION (EC) No 1360/2002 State to the owner or holder of vehicles fitted with recording 2 each driver such as: equipment. The company card identifies the company and allows for displaying, downloading and printing the data • Continuous driving time CURRENT DURATION OF SELECTED • Cumulative rest time stored in the recording equipment which has been locked by 3 • Current duration of selected activity ACTIVITY this company. • Cumulated driving time previous and current week The parameter shall indicate the current duration of the selected activity, since selected and which may be the current CONTROL CARD These driving times can help the fleet manager to meet the EU 4 driving period, availability period, rest period or work period. regulation about driving hours and rest times. Tachograph card issued by the authorities of a Member State source: COMMISSION REGULATION (EC) No 1360/2002 to a national competent control authority. The control card CONTINUOUS DRIVING TIME identifies the control body and possibly the control officer 5 The parameter shall be computed as the current accumulated and allows for getting access to the data stored in the data driving times of a particular driver, since the end of his/her CUMULATED DRIVING TIME PREVIOUS memory or in the driver cards for reading, printing and/or last availability or break/rest or unknown period of 45 min or AND CURRENT WEEK downloading. more — the 45 min may be split into several periods of 15 min 6 The parameter shall be computed as the current accumulated source: COMMISSION REGULATION (EC) No 1360/2002 or more. driving times of driver, for the previous and the current week. The computations involved take into account, as needed, past source: COMMISSION REGULATION (EC) No 1360/2002 DRIVER CARD 77 activities stored on the driver card. When the driver has not inserted his/her card, the computations involved are based A tachograph card issued by the authorities of a Member State on the data memory recordings related to the current period REMOTE DOWNLOAD to a particular driver. The driver card identifies the driver and 8 where no card was inserted and related to the relevant slot. allows for storage of driver activity data. The card can store all Digital tachograph units support remote authentication and relevant driver data required for EU Drivers’ Hours regulations source: COMMISSION REGULATION (EC) No 1360/2002 data downloading. That means it is not necessary to get in including break and rest times. the vehicle and insert the company card to download data. Features of the driver card: CUMULATIVE BREAKTIME Remote download solution allows to hold your company card in the office. Authentication and data downloading can be • Unique to the individual driver and valid for five years The parameter shall be computed from driving time as the scheduled and it works automatically, even when the vehicle • Contains information about the driving activity for the current accumulated availability or break/rest or unknown is in motion or the ignition is switched off. last 28 days times of 15 min or more of a particular driver, since the end source: COMMISSION REGULATION (EC) No 1360/2002 Data available for remote download: of his/her last availability or break/rest or unknown period of 45 min or more — the 45 min may be split into several periods 1. Tachograph mass memory WORKSHOP CARD of 15 min or more. a. Overview Tachograph card issued by the authorities of a Member State The computations involved take into account, as needed, b. Event and faults to a recording equipment manufacturer, a fitter, a vehicle past activities stored on the driver card. Unknown periods of c. Technical information manufacturer or workshop, approved by that Member State. negative duration (start of unknown period to end of unknown d. Activities for selected days The workshop card identifies the cardholder and allows for period) due to time overlaps between two different recording testing, calibration and/or downloading of the tachograph. equipment, are not taken into account for the computation. e. Detailed speed source: COMMISSION REGULATION (EC) No 1360/2002 When the driver has not inserted his/her card, the 2. Driver 1 card data computations involved are based on the data memory 3. Driver 2 card data

The ultimate guide to Fleet management and Automotive technology 12 1 TEBS – TRAILER ELECTRONIC BRAKE 8. TRAILER SYSTEM INFORMATION Trailer Electronic(ally Controlled) Brake System (TEBS) is a 2 high-level brake control system for vehicle combinations. Almost every running heavy duty vehicle with gross vehicle The trailer EBS module is controlled by the motor vehicle weight over 7.5t has a trailer connected. For fleet managers EBS module via ISO 11992 (Trailer CAN) bus and collects 3 it is important to know trailer specific information like gross information about the vehicle state (speed, acceleration vehicle weight, axle weight, brake status, tire pressure, ABS and other braking related parameters) to perform optimum activation, roll-prevention activation, door statuses and EBS braking of the vehicle combination. Other sensors are directly 4 braking related information. connected to TEBS module such as tire pressure, temperature sensors, axle weight information, etc. ISO 11992 • 5 The ISO 11992 based motor-vehicle and trailer connection is often just referred as the “Trailer CAN” communication. It is 6 different from the ISO11898 in the following 3 ways: 1. the voltage levels of ISO11992 are 24V 2. the topology can only be point-to-point connection 7 3. the ISO11992 has also a single wire operating mode, enabling to maintain full communication between towing and towed vehicle also in case of a wire problem 88 EBS – ELECTRONIC BRAKE SYSTEM EBS (Electronic Brake System) is a new generation of commercial vehicle braking systems. Since 1996 it contains several functions like ABS, ASR, CFC and VDC integrated into one system. The braking is controlled electronically to get shorter response time and braking distance. The pneumatic control is only supported in backup mode to have redundancy in braking control (and for backward compatibility).

EBS has many extra functions over the pneumatic systems, such as optimum braking force distribution (also between tractor and trailer), yaw control and roll over prevention for safe grip on the road, brake pad wear control, tire management, trailer weight calculations, and many others.

EBS systems core components are EBS modules located in the motor vehicle and in the trailer (TEBS module), changing information via the ISO 11992 (Trailer CAN) bus.

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Currently the focus application of our products is to serve fleet management service providers with telematics and vehicle data through our own developed FMS Gateway. We provide data to our clients according to the FMS Standard, including high resolution fuel related information, vehicle status information, service distance, total engine hours, vehicle weight, axle weight, etc. The data provided is used to analyze and improve vehicle efficiency, eco-driving and maintenance planning.

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