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Fleet Gate Installation Guide Roseman Engineering Ltd
38
The Fueling Division of Roseman Engineering Ltd.
11. Appendixes
11.1 Appendix A –Capturing vehicle data
11.1.1
Capturing Odometer and Engine Hours Information
If the FG3 is to record the vehicle's odometer, you will need to obtain a pulse relevant to the
vehicle’s speed. This can be accomplished by either utilizing an Odometer Adaptor or by
receiving electronic pulses from the vehicle speed sensor (VSS) output. If your vehicle has a
cable driven speedometer, a transducer will be needed to convert the mechanical turns of
the speedometer cable into electronic pulses that the FG3 can read. Transducers may be
ordered through a local speedometer repair shop, through the vehicle manufacturer's parts
distributor, or directly from the sensor manufacturer.
vehicle’s speed. This can be accomplished by either utilizing an Odometer Adaptor or by
receiving electronic pulses from the vehicle speed sensor (VSS) output. If your vehicle has a
cable driven speedometer, a transducer will be needed to convert the mechanical turns of
the speedometer cable into electronic pulses that the FG3 can read. Transducers may be
ordered through a local speedometer repair shop, through the vehicle manufacturer's parts
distributor, or directly from the sensor manufacturer.
11.1.2
Vehicle Data Collection (VDC) - Option
The Roseman VDC enables online wireless capture of odometer and/or engine hour
readings from vehicles equipped with the Roseman Vehicle Identification Fleet Gate (FG3).
This data capture occurs when a vehicle passes within range of the Wireless Automated
Fueling (WAF) Receiver installed in a parking area or at the fuel island. The pertinent
vehicle data is transmitted to a local PC, which has the Roseman proprietary VSU
application installed and running and will transmit it to the FleetFocus™ application client
server in REALTIME via TCP/IP protocol.
readings from vehicles equipped with the Roseman Vehicle Identification Fleet Gate (FG3).
This data capture occurs when a vehicle passes within range of the Wireless Automated
Fueling (WAF) Receiver installed in a parking area or at the fuel island. The pertinent
vehicle data is transmitted to a local PC, which has the Roseman proprietary VSU
application installed and running and will transmit it to the FleetFocus™ application client
server in REALTIME via TCP/IP protocol.
11.1.3
Vehicle Speed Sensor (VSS)
In order for a pulse counting FG3 to function properly, it requires an accurate speed signal
from the vehicle. This section provides a quick overview of what a speed signal is, and how
to identify a speed signal.
from the vehicle. This section provides a quick overview of what a speed signal is, and how
to identify a speed signal.
With the introduction of the electronic cont
rol module, or the “electronic brain”, found in all
modern day vehicles, engineers needed a way to report operational data to this computer
for processing. This is where sensors come in. There are sensors to measure just about
everything; pressure, speed, temperature, fluid levels, and so on. A sensor simply converts
one type of information into another, or more specifically, one type of energy into another.
The end result is used by the computer for calculations.
In almost all cases, the vehicle’s speed signal is generated at the output shaft of the
transmission. This shaft turns at a speed which is directly proportional to the vehicle speed.
There are usually two different types of sensors found at this location. The first type, and by
far the most common, is called a variable reluctance sensor. This is a fancy name for a
series of magnets mounted to “shag”, which spins past an inductor or coil. As the magnets’
lines of force cut through the inductor, a voltage, or pulse is induced in the circuit. So, the
end result is a signal which pulsates, or oscillates at a speed directly proportional to vehicle
speed. The second type of sensor, which is probably more modern, but less common, is the
Hall Effect sensor. The Hall Effect sensor works much the same as the variable reluctance
sensor, but instead of an inductor, the Hall Effect sensor is a tiny solid state switch which is
activated by a magnetic force. The end result is a smaller and lighter sensor generating a
cleaner signal.
for processing. This is where sensors come in. There are sensors to measure just about
everything; pressure, speed, temperature, fluid levels, and so on. A sensor simply converts
one type of information into another, or more specifically, one type of energy into another.
The end result is used by the computer for calculations.
In almost all cases, the vehicle’s speed signal is generated at the output shaft of the
transmission. This shaft turns at a speed which is directly proportional to the vehicle speed.
There are usually two different types of sensors found at this location. The first type, and by
far the most common, is called a variable reluctance sensor. This is a fancy name for a
series of magnets mounted to “shag”, which spins past an inductor or coil. As the magnets’
lines of force cut through the inductor, a voltage, or pulse is induced in the circuit. So, the
end result is a signal which pulsates, or oscillates at a speed directly proportional to vehicle
speed. The second type of sensor, which is probably more modern, but less common, is the
Hall Effect sensor. The Hall Effect sensor works much the same as the variable reluctance
sensor, but instead of an inductor, the Hall Effect sensor is a tiny solid state switch which is
activated by a magnetic force. The end result is a smaller and lighter sensor generating a
cleaner signal.