Roseman Engineering FG3 CAR DATA LOGGER-MODULAR FLEET GATE User Manual FG3 Installation 20 10 13
Roseman Engineering Ltd. CAR DATA LOGGER-MODULAR FLEET GATE FG3 Installation 20 10 13
User Manual
FuelFocus® FMS System
Diary Vehicle Subsystem
Modular Fleet Journal Type 3 (FG3)
#RID-FG3-01-AW
Installation Manual
Version 1.0 October 2013
AssetWorks, Inc.
998 Old Eagle School Road, Suite 1215
Wayne, PA 19087
Telephone: 610.225.8350
Facsimile: 610.971.9447
www.assetworks.com
Copyright © 2012, AssetWorks, Inc.
All Rights Reserved.
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Table of Contents
Table of Contents
..................................................................................................................... 2
1 Introduction .............................................................................................................................. 4
1.1 Purpose ............................................................................................................................ 4
1.2 System Overview .............................................................................................................. 4
1.3 Components Overview ...................................................................................................... 4
1.4 Required Tools ................................................................................................................. 6
1.5 Required Materials ............................................................................................................ 6
1.6 Wiring Instructions ............................................................................................................ 6
2 Installation ................................................................................................................................ 7
2.1 FG3 Mounting Location Considerations ............................................................................ 7
2.2 Mount the FG3 .................................................................................................................. 8
2.3 Mount the RF Antenna ...................................................................................................... 9
2.4 Connect the FG3 to the Battery or Power Source ........................................................... 10
2.5 Connect the FG3 to Ground ............................................................................................ 10
3 Wiring the Dual Input Pulse Vehicles ..................................................................................... 11
3.1 Locating the Vehicle Speed Sensor (VSS) ...................................................................... 11
3.2 Connect the Data Interface to the FG3 ............................................................................ 11
4 Wiring the CAN Bus Vehicles ................................................................................................. 15
4.1 Connect the Ignition Switch to the FG3 ........................................................................... 15
4.2 Connect the Data Interface to the FG3 ............................................................................ 15
5 Wiring the J1708 Vehicles ...................................................................................................... 19
5.1 Connect the Ignition Switch to the FG3 ........................................................................... 19
5.2 Connect the Data Interface to the FG3 ............................................................................ 19
6 Completion of Installation ....................................................................................................... 22
6.1 Verify Installation ............................................................................................................ 22
6.2 Post Installation Steps .................................................................................................... 22
7 Appendixes ............................................................................................................................ 23
7.1 Appendix A –Capturing vehicle data ............................................................................... 23
7.2 Appendix B – CAN Bus Data Connectors ....................................................................... 26
7.3 Appendix C – J1708 Data Connectors ............................................................................ 29
7.3.1 SAE J1708 Data Interface Cables ............................................................................ 29
Option 1: SAE J1708 Model 1708CAB9 ................................................................................. 29
Option 2: SAE J1708 Model 1708CAB ................................................................................... 29
7.4 The FCC Wants You to Know ......................................................................................... 30
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AssetWorks Inc. cannot guarantee the RF Vehicle ID Box installation techniques
discussed herein are complete and effective on every make, model and year of vehicle
and equipment now in the marketplace or coming in the future. At times vehicle
manufacturers make changes to the engine computer, wiring and/or electronics with new
model years and in fact also during mid-year production. After market accessories may
also impact the installation of the RF Vehicle ID Box. AssetWorks provides updates as
soon possible after discovering installation challenges, new OBD types or anything
effecting proper operation. We request feedback from the many very knowledgeable
Automotive Technicians working with this technology. If installation issues arise with new
model years or unique equipment we request immediate and detailed feedback so
corrections and enhancement may be made in a timely fashion. Working together we can
assure that the FuelFocus system remains the finest available. Information on updates and
new programs or procedures will be made available via the Fuel Focus installation
trainers, the newsletter and the customer support desk. AssetWorks urges all trained
Technicians , Supervisors and Managers to avail themselves of the newsletter by
contacting " AssetWorks Fuel Support" <fuelsupport@assetworks.com> to be included on
the
subscription list.
FCC Warning
To comply with FCC requirements, a distance of at least 20cm between the equipment and
all persons should be maintained during the operation of the equipment.
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1 Introduction
1.1 Purpose
This FuelFocus® Vehicle Subsystem Installation Manual is provided to assist you in
installing the Modular Fleet Journal Type 3 (FG3). Review this manual prior to the
installation of the FG3 to ensure proper installation practices. Incorrect installations
are the major cause of system malfunctions.
The FG3 must be installed as described in this manual to ensure the reliability and
proper operation of the system.
Please read this entire manual before starting your first installation.
1.2 System Overview
The AssetWorks FG3 is the integral component of the vehicle subsystem of the
AssetWorks FuelFocus® FMS System. To properly install and utilize the
FuelFocus® FG3 the following is required:
• AssetWorks FuelFocus® Fuel Management System Island Controllers
• Pumps/dispensers modified using FuelFocus nozzle tags
• WAF Receiver Upgrade Kit installed in the FuelFocus Island Controller
Failure to use a shielded cable as described in this manual will
void the warranty.
1.3 Components Overview
This section describes the various components that operate as part of the
AssetWorks FuelFocus® System. Use this information to determine the equipment
needed for your particular fleet of vehicles.
Each Vehicle Unit includes the following components:
• Modular Fleet Journal Type 3 (FG3)
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1.3.1 Modular Fleet Gate (FG3)
The FG3 is a main component of the Fleet Journal system installed in the vehicle
and stores the vehicle usage data, including each ride start and end times, initial
and final odometer reading, maximum speed, and ride participants etc, provides the
fleet manager full supervision and control over the use of all fleet vehicles.
The FG3 stores the vehicle usage data, this data is automatically transferred via the
WAF unit to Fleet Journal application. The FG3 process the data and generates
required reports for the use of the fleet manager.
The FG3 can be configured to record either odometer or engine hour readings;
and gets its power from the vehicle's battery.
The Vehicle data is uploaded in one of the following methods:
• 2.4GHz Wireless connection with fuel station controller.
• 2.4GHz Wireless connection at parking lot garage etc.
• On line connection via cellular Modem.
All the data is collected into a central data base server.
This document describes the installation procedures for the FG3 (2.4 GHz).
Description Part No.
Modular Fleet Gate Type 3 RID-FG3-01-AW
The FG3’s power is supplied from the vehicle’s battery. It requires either a 12 VDC
or a 24 VDC system, and draws a maximum 150mA of current.
Note
If you experience battery drain difficulties, we recommend the use of the
Battery Brain, or similar devices, available via the automotive after-market.
More information is available from
http://www.batterybrain.com/batterybrain.pl.
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1.4 Required Tools
The following tools are required to complete the installation procedures:
• Screwdrivers
• Box wrenches
• Crimping tool
• Wire stripping tool
• Drill with a 1/8" drill bit
• Heat gun (for heat-shrink insulation)
1.5 Required Materials
The following materials are required to complete the installation procedures:
• Two conductor twisted pair (with foil shield and drain wire) cable (18 gauge min)
• Wire terminals. Do not use Scotch Locks.
• 3/8" inch self-tapping, sheet metal screws (Rittal SZ2487 or equivalent) with
matching flat washers and split washers
• Grommets
• Three amp fuse and fuse holder
1.6 Wiring Instructions
The general procedures for wiring the FG3 as follows:
• Using a wire stripping tool, remove insulation to bare 3/8" of wire.
• Press firmly on the connector locking tab.
• Insert the exposed wire end.
• Release the locking tab.
• Check to make certain the wire is held firmly in place and that the wire
insulation is not pinched in the terminal.
Use gasoline and oil-resistant wiring only. Route wires away
from moving parts and the vehicle’s exhaust system.
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2 Installation
Follow the installation instructions detailed in the following sections.
Note
When performing wiring procedures, follow the instructions in Wiring
Instructions on page 6.
2.1 FG3 Mounting Location Considerations
Before mounting the FG3, give thought to where best to place it. Consider the
following four basic points:
• Weather Protection – Select a weather-protected location. The FG3 is not
watertight. Water and/or moisture can seep in through the connectors causing
permanent damage! Consider an area where it will not be exposed to water
during vehicle operation or cleaning.
• Cable Runs – The Fuel Inlet Antenna is mounted in a Class I, Division I, and
hazardous location. The wiring is intrinsically safe and therefore must not come
within two inches of any existing wires or cable harness. Mounting the FG3 to
minimize the FIA cable length makes it easier to adhere to this safety rule. The
VIB also requires connections to power and ground, so it should be located in
an area where you can tap into these sources easily.
• Cable Routing – It is important to keep cables from coming in contact with
moving parts, and away from parts that generate excessive heat, electrical
noise, or areas that may impede safety. Examples of these areas are the drive
shaft, fan blades, belts, adjustable steering column, alternators, fluorescent
lighting, foot pedals, radiator, and engine and exhaust systems. Attempt to
gather all conductors at a common point when routing cables, allowing the
cables to travel to the FG3 in a group. The FG3 must be kept at least three feet
from the fill pipe opening. This includes cases where the FG3 is mounted in the
trunk, as that is not a vapor-sealed area. Wire loom is recommended for
protection of the wiring.
• Cable Clearance – Maintain a minimum of six (6) inches from devices with a
strong magnetic field such as fan motors or speakers.
Do not use an electric drill or any other electrically-powered
tools within three feet of the filler neck or fuel tank, as this
area is considered a Class I, Group D hazardous location.
Do not use a heat gun or any other heating device within three
feet of the filler neck or fuel tank as this area is considered a
Class I, Group D hazardous location.
The Fuel Inlet Antenna and its wiring are intrinsically safe. You
must therefore ensure that there is complete separation
between the transmitter wiring and any existing auto wiring.
You must also avoid routing wires near the auto exhaust
systems or fuel lines.
Mount the FG3 at least three running feet from the filler neck.
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Figure 1: Typical Vehicle Wire Routing
2.2 Mount the FG3
1. After taking into account the considerations listed in FG3 Mounting Location
Considerations, mount the FG3 as follows:
• If possible, mount it on the same side of the vehicle as the filler neck.
• For a passenger car, the FG3 can be mounted under the dashboard or in
the trunk, provided that the unit is at least three running feet from the filler
neck.
• For a truck or bus, the FG3 can be mounted inside the vehicle's electric
enclosure.
2. Drill at least two 1/8" holes for the FG3 mounting. Use the FG3 to mark the
holes (refer to Figure 2: FG3 Wiring Diagram)
3. Figure 2The FG3 should be mounted on vehicle chassis, or any other metal
portion of the vehicle whenever possible.
Do not use an electric drill or any other electrically-powered tool
within three feet of the filler neck or fuel tank. This area is
considered a Class I Group D hazardous location.
4. Using the two 3/8" self-tapping mounting screws and two lock washers, mount
the FG3 to the vehicle frame. You must use two self-tapping sheet metal
screws.
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Figure 2: FG3 Wiring Diagram
2.3 Mount the RF Antenna
The RF Antenna must be mounted so that it is vertical and is able to “see” outside.
The RF Antenna can be mounted by removing the protective layer from the
adhesive back and attaching on the vehicle windshield.
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In passenger cars, it is can usually be concealed behind the pillar molding on the side
of the windshield. The same location can be used near the rear window if desired.
In busses, the RF Antenna can be mounted in the sign compartment area, provided
that it is manufactured of fiberglass.
The antenna cannot be concealed on all sides by metal.
Note
The RF Antenna should be fastened and secured appropriately. Do not coil
the antenna wire.
2.4 Connect the FG3 to the Battery or Power Source
Positive (+) connection can be from any 12 or 24 volt source.
1. If your power source is the battery, run a wire from the battery to the FG3 and
connect it to BATT (+). This wire requires a 3 amp fuse to protect the FG3.
2.5 Connect the FG3 to Ground
To connect the FG3 to ground, you can connect it to the vehicle metal chassis, or to
the negative (-) post on the vehicle's battery.
• If you are connecting to the vehicle battery:
Prepare a black auto wire with a terminal on each end. Connect the black (-)
cable from BATT (-) on the FG3 to the negative (-) terminal on the battery. Tie
the wire to the vehicle frame.
• If you are connecting to the vehicle metal chassis:
Connect a black ground cable from BATT (-) on the FG3 to one of the FG3’s
mounting screws. Loop the cable end around the screw, between the screw
head and the FG3 plate, and tighten the screw.
Note this will connect the FG3 to ground only if the FG3 is affixed to the metal
chassis of the car.
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3 Wiring the Dual Input Pulse Vehicles
3.1 Locating the Vehicle Speed Sensor (VSS)
The VSS usually originates near the rear of the transmission case. From there it
usually travels to the engine control computer, speedometer and the cruise control
computer. Pick a location to tap the circuit near the engine control computer
interface as this will usually reduce risk of incorrect data due to ignition noise. Also,
as with any electronic accessory, a good ground is imperative. Lack of proper
ground could result in a ground loop condition which could affect the accuracy of
the unit.
Note AssetWorks can provide you with an aftermarket catalog that details
where to find the VSS+ wire, what color it is and how many pulses
per mile the vehicle has. This is a good reference to use.
3.2 Connect the Data Interface to the FG3
The instructions for this procedure depend on the type of vehicle –
To view how to capture vehicle data, refer to Appendixes
Appendix
A
–Capturing vehicle data
on page 23.
3.2.1 Connect the FG3 to odometer
There are two possible odometer connections:
Direct from either an electronic odometer or speedometer.
From a mechanical odometer via a Reed type odometer adaptor. Also known as
a pulse transducer or “taxi tap”
Note If you are recording the vehicle's engine hours, you may skip this
section and go on to "Engine Hours".
3.2.2 Electronic Odometer or Speedometer
If the vehicle has electronic instrumentation, run a single wire from the vehicle
speed sensor output VSS+ signal to the FG3 and connect to "VSS".
3.2.3 Reed Type Mechanical Adaptor
If the vehicle has a mechanical odometer, and you are using a Reed type adaptor,
run two wires to the FG3 and connect to "BATT(+)" and "VSS".
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3.2.4 Engine Hours
To record engine hours, run a single wire from the oil pressure sensor or any other
sensor which is at a continuous "high" state while the engine is running. If you are
using a single meter FG3, connect one wire to FG3 point VSS.
If you are using Dual input FG3 and only capturing hours, connect to FG3 point
VSS.
Note
If you are using Dual input Vehicle and capturing hours by counter 2,
connect the engine running signal wire to FG3 terminal VSS or the
wire from the ignition switch.
In this case the FG3 will Power Off after the turning off the engine
even if the ignition switch is On.
You have completed the FG3 installation. Please go to the
instructions for programming the FG3.
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Figure 3: FG3 wiring diagram for speed pulse
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Figure 4: FG3 wiring diagram for engine hour meter
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4 Wiring the CAN Bus Vehicles
4.1 Connect the Ignition Switch to the FG3
1. Run a wire from the vehicle ignition switch (or start/stop button on some hybrid
models) to the DC-EO terminal on the FG3 (refer to Figure 5
: Wiring Diagram for
FG3 with CAN Bus Interface
for Light Duty Vehicles
, Figure 6: Wiring Diagram for FG3 with CAN Bus Interface
for Heavy Duty Vehicles Figure 7: Wiring Diagram for FG3 with CAN Bus
Interface (3-pin connector) for Heavy Duty Vehicles)
2. The FG3 needs a constant 12-24 volt signal at the BAT+ and BAT- terminals
when the vehicle is on and 0 volts when the vehicle is off.
Note
If the ignition wire is not connected, the FG3 will not function
properly. If the wire is connected, and the FG3 is functioning
properly, the FG3 will go into Sleep mode after turning off the
ignition. There is a 30-minute delay between the Off state of the
ignition and Sleep mode.
The FG3 consumes ~20 mA in Sleep mode.
4.2 Connect the Data Interface to the FG3
The instructions for this procedure depend on the type of vehicle – whether it is a
heavy duty vehicle or a light duty vehicle. Light duty vehicles have an OBD II
connector for electronic instrumentation, while heavy duty vehicles have an SAE
J1939 connector. The following sections provide instructions for both types of vehicles.
To view the connectors’ pin out information, refer to
Appendix B – CAN Bus
Data
Connectors on page 23.
4.2.1 Connect the FG3 to an OBD II Connector (Light Duty Vehicle)
If the vehicle has OBD II connector for electronic instrumentation, perform the
following:
3. Run a twin wire cable from the vehicle connector to the FG3 as follows:
4. Connect the FG3 CAN-H to pin - 6 of the OBD II connector.
5. Connect the FG3 CAN-L to pin -14 of the OBD II connector.
Note
Optional Power Supply Connection
It is possible to supply the power to the VIB from the OBD II connector as
follows:
- Connect Pin 16 to BATT (+) on the FG3.
- Connect Pin 4 to BATT (-) on the FG3.
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Figure 5: Wiring Diagram for FG3 with CAN Bus Interface
for Light Duty Vehicles
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4.2.2 Connect the VIB to a J1939 Connector (Heavy Duty Vehicle)
If the vehicle has a 9 pin Deutsch connector for electronic instrumentation, perform
the following:
Run a twin wire cable from the vehicle connector to the FG3 as follows:
1. Connect the CAN_H Black wire from pin 3/C of the Deutsch connector
to the FG3 point CAN_H.
2. Connect the CAN_L white wire from pin 4/D of the Deutsch connector
to the FG3 point CAN_L.
Note
Optional Power Supply Connection
It is possible to supply the power to the FG3 from the J1939CAB9
connector as follows:
- Connect Pin 2/B to BATT (+) on the FG3.
- Connect Pin 1/A to BATT (-) on the FG3.
Figure 6: Wiring Diagram for FG3 with CAN Bus Interface
for Heavy Duty Vehicles
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4.2.3 Connect the FG3 to a 3 pin J1939 Connector (Heavy Duty
Vehicle)
If the vehicle has a 3 pin Deutsch connector for electronic instrumentation, perform
the following:
Run a twin wire cable from the vehicle connector to the FG3 as follows:
1. Connect the CAN_H from pin B of the Deutsch connector to the FG3 point CAN_H.
2. Connect the CAN_L pin A of the Deutsch connector to the FG3 point CAN_L.
3. Connect pin C ground of the Deutsch connector to the FG3 point BATT (-).
Figure 7: Wiring Diagram for FG3 with CAN Bus Interface (3-pin connector) for Heavy Duty Vehicles
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5 Wiring the J1708 Vehicles
5.1 Connect the Ignition Switch to the FG3
Run a wire from the vehicle ignition switch (or start/stop button on some hybrid
models) to the DC-EO terminal on the FG3 (refer to
Figure 2).
Note
If the ignition wire is not connected, the FG3 will not function properly. If the
wire is connected, and the FG3 is functioning properly, the FG3 will go into
Sleep mode after turning off the ignition. There is a 30-minute delay
between the Off state of the ignition and Sleep mode.
The FG3 consumes ~20 mA in Sleep mode.
5.2 Connect the Data Interface to the FG3
The instructions for this procedure depend on the type of the connector equipped with
the vehicle – whether it is a J1708 CAB9 (9 pin) connector or a J1708 CAB (6 pin)
connector. The following sections provide instructions for both types of vehicles.
To view the connectors’ pin-out information, refer to the Appendixes
Appendix
A –Capturing vehicle data
on page 23.
5.2.1 Connect the FG3 to an J1708 CAB9 Connector
If the vehicle has 9 pin Deutsch connector for electronic instrumentation, perform
the following:
Run a twin wire cable from the vehicle connector to the FG3 as follows:
1. Connect the J1708 Data link (+) wire from pin - F of the Deutsch connector.
2. Connect the J1708 Data link (-) wire from pin - G of the Deutsch connector.
Note
Optional Power Supply Connection
It is possible to supply the power to the FG3 from the J1708CAB9 if pin 2/B has
12-24 volts with the ignition in the off position:
- Connect Pin 2/B to BATT (+) on the FG3.
- Connect Pin 1/A to BATT (-) on the FG3.
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Figure 8: Wiring Diagram for FG3 to J1708CAB9 (9 pin) connector
5.2.2 Connect the FG3 to an J1708 CAB Connector
If the vehicle has a 6 pin Deutsch connector for electronic instrumentation, perform
the following:
Run a twin wire cable from the vehicle connector to the FG3 as follows:
1. Connect the J1708 Data link (+) wire from pin - A of the Deutsch connector.
2. Connect the J1708 Data link (-) wire from pin - B of the Deutsch connector.
NOTE: Optional Power Supply Connection
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Note
Optional Power Supply Connection
There is a possibility to connect the power supply to the FG3 from
the J1708CAB connector if pin C has 12 – 24 volts with the ignition
in the off position:
- Connect Pin C to BATT (+) on the FG3.
- Connect Pin E to BATT (-) on the FG3.
Figure 9: Wiring Diagram for FG3 to J1708CAB (6 pin) connector
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6 Completion of Installation
6.1 Verify Installation
When installation is complete, verify that the GREEN LED on the FG3 is blinking
every second. This indicates good power and grounding.
There are three indicator LEDs on the FG3 (refer to Figure 2) a GREEN LED and Two RED
LEDs:
LED COLOR
FUNCTION
INDICATION
RED
CAN BUS
When no data received blinks every 2 sec.
When data received blinks according to the
data rate
GREEN
Power and RF
RF transmission - Fast blinking
Power ON- Blinks every second
RED
GPS/GPRS
Note
During normal operations, the green LED also blinks every time an RF
message is received, indicating that the FG3 is communicating with the
WAF or VDC antenna.
After power up, the green LED blinks every second. (Indicating a
good power and ground).
In addition the green LED blinks every time an RF message is
received. (Indicating the FG3 is communicating with the WAF or
VDC antenna)
When the FG3 is set to Hour counter and the input VSS set on, red
LED is on.
(Indicating good communication with the vehicle/equipment).
6.2 Post Installation Steps
The next step is to program the FG3 For instructions, refer to the FG3 Programming
Guide.
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7 Appendixes
7.1 Appendix A –Capturing vehicle data
7.1.1 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.
7.1.2 Vehicle Data Collection (VDC) - Option
The AssetWorks VDC enables online wireless capture of odometer and/or engine hour
readings from vehicles equipped with the AssetWorks 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 AssetWorks proprietary
VSU application installed and running and will transmit it to the FleetFocus™ application
client server in REALTIME via TCP/IP protocol.
7.1.3 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.
With the introduction of the electronic control 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
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activated by a magnetic force. The end result is a smaller and lighter sensor generating a
cleaner signal.
There are many ways to identify the vehicle speed signal. We will discuss a few of
these:
7.1.3.1 Using an Oscilloscope
By far the easiest way to view and identify the VSS signal is with an Oscilloscope.
This tool allows you to actually see a picture of the signal.
7.1.3.2 Using a Multi-Meter to measure frequency (Hz)
This is the easiest way to measure the speed signal without the use of a scope.
There are some things to watch out for, however. At rests, the meter may give
incorrect readings. This is because the meter uses A/C coupling to measure
frequency, and if it picks up some noise, it may try to measure it to determine its
frequency. The important thing is to measure frequency while the vehicle is
moving. The frequency will increase proportionately to vehicle speed. If the
measurements seem to bounce around, you probably don't have the correct circuit.
7.1.3.3 Using a Multi-Meter to measure A/C Voltage
This is yet another way to verify the VSS circuit. This method works poorly
however, with Hall Sensor outputs. The reason for this is that a Hall Sensor’s
output does not vary in amplitude, only frequency. Almost all A/C Multimeters
display voltage in RMS, which is about 70% of the peak value of the A/C waveform.
Since the peak voltage is constant with a Hall Sensor you will see only two
readings; the reading while the vehicle is stationary, and the reading while it is in
motion. Usually this is enough data to determine if you have the right circuit.
If you are using an A/C Multimeter to test a variable reluctance sensor, which are by
far the most common, it will work very well. As with frequency, the A/C voltage
should fluctuate in direct proportion to the vehicle speed.
Once the VSS circuit has been identified, the next step is to determine the number
of pulses per mile which are emitted from the sensor. In order to determine the
speed and mileage, the VIB must know how many pulses are emitted for a mile
traveled. Fortunately, there are only a few different calibration values. For
example, almost all Ford and Chrysler products emit 8000 pulses per mile.
Chevrolet commonly uses 4000 or 2000 at the control module, and 96000 at the
transmission.
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.1.3.4 Electronic Odometer Adapter
If the vehicle is equipped with an electronic sending unit controlling the dashboard
speedometer, you need to simply connect a wire between the signal line and the
FG3. If the vehicle's electronic odometer line is also driving additional equipment,
such as a cruise control module or trip computer, there might not be enough signal
strength to add the FG3 to this line. In this case, you will need to replace the single
sensor with a dual-output sender, or add an additional single sender to the unused
sender port that is provided on some vehicles.
For connection instructions please refer to vehicle manufacturer.
Single Electronic Adaptor
Dual Electronic Adaptor
7.1.3.5 Reed Type Mechanical Adaptor
If the vehicle utilizes a mechanical cable between the dashboard speedometers to
the transmission, on a mechanical pulse Transducer (or taxi Tap) is required. Try to
order the sensor with 18 gauge shielded cable of sufficient length to reach the ID
Box without splicing. Consult AssetWorks on approved vendors for these
transducers.
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.2 Appendix B – CAN Bus Data Connectors
7.2.1 Vehicle OBD-II Connector J1962
Figure 10: Car Diagnostic Connector (female)
Pin No. Description
1 Manufacturer mandated
2 J1850 Bus+
3 Manufacturer mandated
4 Car ground
5 Signal ground
6 CAN High (J-2284)
7 ISO 9149-2 K output
8 Manufacturer mandated
9 Manufacturer mandated
10 J1850 Bus
11 Manufacturer mandated
12 Manufacturer mandated
13 Manufacturer mandated
14 CAN Low (J-2284)
15 ISO 9149-2 L output
16 Battery (+) voltage
Table 1: OBD-II Connector J1962 – Pin Description
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.2.2 SAE J1939 Data Interface Connector
Figure 11: SAE J1939 Model 1708CAB9
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.2.3 3 PIN J1939 Data Interface Connector
Figure 12: 3-pin Deutsch J1939 DT06-3S-E008
Pin No. Description
A CAN bus line, dominant Low (J-1939)
B CAN bus line, dominant High (J-1939)
C CAN ground (Car ground)
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.3 Appendix C – J1708 Data Connectors
7.3.1 SAE J1708 Data Interface Cables
Option 1: SAE J1708 Model 1708CAB9
Figure 13: SAE J1708 Model 1708CAB9
Option 2: SAE J1708 Model 1708CAB
Figure 14: SAE J1708 Model 1708CAB
998 Old Eagle School Road, Suite 1215 | Wayne, Pennsylvania 19087 | T: 610.687.9202 | F: 610.971.9447 | www.assetworks.com
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7.4 The FCC Wants You to Know
This equipment has been tested and found to comply with the limits for a Class B digital
device, pursuant to Part 15 of the FCC rules. These limits are designed to provide
reasonable protection against harmful interference in a residential installation. This
equipment generates uses and can radiate radio frequency energy and, if the equipment not
installed and used in accordance with the instructions, may cause harmful interference to
radio communications. However, there is no guarantee that interference will not occur in a
particular installation. If this equipment does cause harmful interference to radio or television
reception, which can be determined by turning the equipment off and on, the user is
encouraged to try to correct the interference by one or more of the following measures:
a) Reorient or relocate the receiving antenna.
b) Increase the separation between the equipment and receiver.
c) Connect the equipment to an outlet on a circuit different from that to which the
receiver is connected.
d) Consult the dealer or an experienced radio/TV technician.
FCC Warning
To comply with FCC requirements, a distance of at least 20cm between the equipment and all
persons should be maintained during the operation of the equipment.
Modifications not expressly approved by the manufacturer could void the user authority to
operate the equipment under FCC Rules.
This device complies with Part 15 of the FCC Rules. Operation is subject to the following
two conditions:
(1) This device may not cause harmful interference.
(2) This device must accept any interference received, including
interference that may cause undesired operation.