September 2002

Don't be too distracted by the more glamorous benefits of on-board computing and mobile communications - there's a more fundamental attraction, too: improving fuel consumption. Sharon Clancy hears about the appeal of 'driver coaching' from VeMIS, one of the leading players

Fuel accounts for about 70 per cent of truck operating costs, so it's only common sense to monitor the fuel consumption of every vehicle in your fleet. However, if you aren't also checking what effect individual drivers have on a vehicle's fuel economy, you could be missing an opportunity to cut fuel bills even more.

Richard Case, managing director of telematics company VeMIS, certainly thinks so. "It's not enough to record consumption for each vehicle, because the driver is the greatest variable in the fuel economy equation. The majority of drivers are professionals with pride in their jobs, but human nature being what it is, there is bound to be a variety of skill levels and driving attitudes in a fleet. It's those variations between drivers that can drive up fuel costs. Identifying and managing them is a crucial factor in controlling costs."

Since 2000, VeMIS (the name comes from Vehicle Management Information System) has been the UK division of Fleetboard, the telematics company in the DaimlerChrysler group. The two companies collaborate on product development, says Case, but he's keen to stress that VeMIS remains an all-makes solution, and is not restricted to Mercedes-Benz trucks.

 

VeMIS established its reputation back in the 1980s as one of the first on-board truck computers, and there are now said to be 10,000 units in service in the UK in most makes of truck. The company's prime function has always been to encourage fuel consumption savings through driver and vehicle performance monitoring; so a full system comprises a data capture module, a "driver coaching" unit and a trip computer.

Case believes the optional driver coaching console, a small self-contained unit mounted somewhere in the driver's line of sight, plays an important role in improving driver behaviour. "It's like having a driver trainer permanently in the cab. Trucks have different performance characteristics, so even experienced drivers may need to adapt their driving style when changing vehicles to get the most economical performance."

The coaching unit can be remotely activated. It provides gentle reminders of engine characteristics and limits for deceleration, speed and idling times for that particular vehicle. On-the-spot prompting encourages a more moderate driving style and greater response from drivers. The settings can be configured in consultation with driver development staff, and can be adjusted remotely over the operator's chosen downloading medium. Managers can modify the economy coaching settings to target individual vehicles if desired or make a campaign change.

For example, excessive engine idling is a common fault and dramatically worsens a vehicle's fuel consumption, points out Case. "As a default, VeMIS 3 records idling over three minutes and alerts the driver when that limit is reached." Some companies will need to refine that; an example is on refrigerated trucks, where the refrigeration unit is directly driven from the vehicle engine.

Harsh braking can be evidence of driving style as well as inattention to traffic conditions, says Case. "Some drivers are not even aware they do it." Regular hard braking not only wastes fuel, it increases service costs. With the Economy Advisor, the heavier the braking, the more lights come on.

Speed monitoring is an integral part of the system. It can help drivers avoid over-speeding on a downhill gradient. Operators can also set maximum speed limit below the legal limit. On many routes, that can benefit fuel consumption without having an impact on delivery times.

VeMIS can capture information from an immense variety of on-board data sources (see panel overleaf). However, richness of data is one thing, while making effective use of it is quite another. Richard Case believes that one of the most important functions of an on-board computer is to decide what data to save and transmit and what to discard. For example, for every kilometre the vehicle travels, the tachograph and rev counter unit transmit between 5,000 and 8,000 pulses in a wave pattern. "That's a lot of data, and much of it of no interest to fleet operators."

VeMIS therefore only records data outside pre-set performance envelope parameters. So, for example, it only records instances when the speed limit is exceeded, when the engine is over-revved or when braking is harsh. Data accuracy is also important - speed and rev pules are transmitted in a wave pattern. A unit reading across the middle of the band might miss some of them, so VeMIS puts in circuitry in its boxes to clean up the signal and capture all the pulses.

VeMIS can also record historic GPS data for route analysis, allowing comparisons between the route the truck actually travelled and what was planned.

Case is not rushing to introduce GPRS capability in VeMIS 3. "VeMIS is frugal in the amount of data if actually records anyway - around 4 to 5 kilobytes per day is typical," says Case. "So data transmission costs via the existing GSM module is cheap. Additionally, all VeMIS units have radio download facility installed as standard. Many of our users also automatically download data via a radio frequency network as trucks enter a depot, so there are no air-time costs."

Case says the combination of richness of data collected and exception reporting makes the VeMIS fleet management software notably easy to use. "Operators can get a quick snapshot of their fleet from a variety of views. You might want to compare drivers, depots, or different makes of vehicle." For example, VeMIS automatically records vehicle ignition time - producing a fleet-wide report that will quickly identify any vehicles not being utilised to their full potential. Behind the snapshot, there is a wealth of data to drill down to.

Case thinks driver league tables, with or without financial incentives to improve, are particularly successful. "They create a healthy spirit of competition and skilled drivers like the recognition they give them." Transport managers can set parameters so drivers working hilly routes or on urban deliveries, for example, are not unfairly penalised compared with those on long-distance trunking, he points out. It's also easy to identify under-performing drivers and take remedial action, through extra training or even bonus payments for improved results.

With fuel costs predicted to rise through the rest of the year, helping each of your drivers use less of the precious stuff can only be good for the bottom line.

VeMIS 3 - expandable and designed to integrate

The main VeMIS unit fits in one of the radio slots in a truck's dashboard, and each unit has a driver identification card, which must be inserted before the vehicle can be driven off.

The hardware has a long life expectancy (original VeMIS units installed eight years ago are still running), and VeMIS software is upgraded as part of a maintenance package whenever a new version is issued.

VeMIS 3, the current version of the hardware, has four expansion ports to connect it to other devices, and customers can upgrade hardware already in service to add extra functions. The equipment is transferable to a new vehicle, although managing director Richard Case says older versions of VeMIS may require a new wiring loom to connect to the engine management system. All that is then required is for the VeMIS on-board computer to be to be re-calibrated - a straightforward operation in which the setup is done on an office-based computer and then downloaded automatically by software transfer to the on-board unit.

This history means that even though the latest VeMIS 3 unit can be expanded to incorporate telematics functions such as GPS vehicle location, it works on traditionally-wired trucks as well as those boasting the latest electronics. Not all on-board telematics units will do this, says Case.

The system interfaces with the rev counter, tachograph, fuel meter, power take-off, exhaust brake and vehicle location system. The trip computer displays instantaneous or trip fuel consumption to encourage light throttle application at cruising speeds.

On trucks equipped with CAN bus (Controller Area Network data bus) technology, the VeMIS unit does not simply interface with the vehicle's own vehicle management computer. A CAN bus controller chip also enables it to dig beneath the surface to read data as it is transmitted along the CAN bus, retrieving real-time driver and vehicle performance information which it relays back to the driver.