Fluid delivery control nozzle

A fluid delivery nozzle for wireless communication to either an active or a passive device located on a vehicle and for wireless communication from the fluid delivery nozzle to a central location for storage of vehicle data. Upon initiation of a fluid delivery transaction, a communication link is established between a vehicle communication device and the central location and between a fluid container of the vehicle and the fluid delivery nozzle. The information received from the vehicle and container is relayed to the central location to authorize delivery of a fluid to the vehicle. Information is also transferred from the central location back and forth to the fluid delivery nozzle to update and store information regarding the fluid delivery transaction. A keyboard and display are provided on the fluid delivery nozzle to provide an operator interface during the fluid delivery transaction. Using the keyboard, the operator may directly control the delivery of fluid to the container or may respond to information displayed on the nozzle during the fluid delivery transaction.

BACKGROUND OF THE INVENTION

The present invention relates generally to a nozzle for controlling the delivery of fluid to a container or reservoir and, more specifically, to a nozzle for the exchange of security, identification, and transaction information between a container, such as a fuel or other fluid storage tank, and a fluid delivery system.

The delivery and control of the delivery of fluids is ubiquitous, varying from water, such as for irrigation, liquefied petroleum gas (propane), oxygen and other gases, and petroleum based fuels such as gasoline and diesel fuel. As a specific example, many vehicles are operated as a part of a commercial enterprise wherein detailed and accurate records are needed to account properly for the use of the vehicle and to support income tax return filings. Very often the vehicle is owned other than by the operator and fuel used by the vehicle is purchased by the absentee owner at the time a fuel delivery is made. Accurate and reliable records are necessary to assure that the appropriate vehicle receives the purchased fuel and, to the extent possible, that the miles logged by the vehicle correspond to actual commercial, not private, use.

To address these requirements of fluid delivery and control, devices such as those described in U.S. Pat. No. 5,204,819 and United States Letters Patent No. 5,359,522 provide means for radio frequency communication between a fluid delivery device and a fluid container. To increase the efficiency and desirability of these aforementioned devices, it would be beneficial to provide means for communicating information received during a fluid delivery directly from the fluid delivery nozzle via a wireless communicative link. It would be additionally desirable to allow an operator to input information directly into the nozzle during a fueling operation and to have information displayed on the nozzle for viewing by the operator. The following specification and claims address these supplemental advantages.

SUMMARY OF THE INVENTION

The present invention includes a fluid delivery nozzle for delivering fluid from a fluid delivery device to a fluid container and for communicating information regarding a fluid delivery transaction to a remote device. A nozzle capable of controlling flow of fluid from a fluid delivery device to a fluid container is provided. Provided on the nozzle are input means for allowing information regarding the fluid delivery transaction to be inputted into the nozzle. Coupled to the input means are transmitting means for transmitting the information regarding the fluid delivery transaction. Also provided on the nozzle are display means for allowing information regarding the fluid delivery transaction to be displayed on the nozzle. Receiving means are coupled to the display means for receiving information regarding the fluid delivery transaction.

In a preferred embodiment, a fluid container with an associated information storage and retrieval device is provided. A first information storage and retrieval device is secured to the nozzle. Associated with a remote location is a second information storage and retrieval device. Means are associated with the second information storage and retrieval device for transmitting information relative to a fluid delivery transaction from the second information storage and retrieval device to the first information storage and retrieval device.

Means are associated with the first information storage and retrieval device for wireless communication with the second information storage and retrieval device. The input means are an operator input keyboard associated with the first information storage and retrieval device which allows an operator to input information directly from the nozzle during the fluid delivery transaction. The display means are a liquid crystal display associated with the first information storage and retrieval device to give the operator information regarding the fluid delivery transaction, previous fluid deliveries, and diagnostics relating to the vehicle to which the fluid container is attached.

An object of the present invention is to provide a fluid delivery control system which eliminates hardwire connection between a fluid delivery nozzle and a fluid delivery device.

Another object of the present invention is to provide a fluid delivery control apparatus which may be quickly and inexpensively installed on an existing fluid nozzle.

A further object of the present invention is to allow existing fluid nozzles to interface with existing information transmission devices provided on various vehicles.

Still another object of the present invention is to provide operator control of a fluid delivery transaction directly from a fluid nozzle.

Another object of the present invention is to provide feedback to an operator from a fluid nozzle during a fluid delivery transaction.

Yet another object of the present invention is to provide means on a fluid nozzle for communicating with either a passive or active transponder regarding information concerning a fluid delivery transaction.

Yet another object of the present invention is to provide means for inductively charging a fluid nozzle when the fluid nozzle is docked into a docking station.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

FIG. 2shows a perspective view of a nozzle saddle pack768of the present invention secured to a standard fuel nozzle766. A truck tractor12(FIG. 1) is provided with a vehicle identification module10and a passive transponder772secured near a fuel tank orifice773of the truck tractor12. The saddle pack768of the present invention is provided with a fuel nozzle module24which is coupled to a fuel nozzle coil28(FIG. 3). The fuel nozzle coil28communicates via radio frequency communication with the passive transponder772upon insertion of the nozzle766into the fuel tank orifice773of the truck tractor12. The passive transponder772transmits a unique identification code to the fuel nozzle module24located within the saddle pack768(FIGS. 1-3).

The nozzle766is connected by a fuel hose762to a stationary fuel dispenser764(FIG. 6). The saddle pack768communicates the unique identification code via radio frequency transmission to a terminal site controller702. The terminal site controller polls the vehicle identification module10to receive the passive transponder identification number and diagnostics relating to the truck tractor12. The terminal site controller702correlates the unique identification codes for a match and communicates the diagnostics to the saddle pack768which sent the unique identification code.

The terminal site controller702is typically located within a one hundred meter radius of the fuel dispenser764and is capable of storing data received from the fuel dispenser764, the saddle pack768and the vehicle identification module10. From the terminal site controller702, the information may either be printed out, stored until a later date, or transmitted over telephone lines or the like to the appropriate financial institution for payment to the fuel pump owner for the fluid delivery made to the truck tractor12.

A diagrammatical view of the present invention is illustrated inFIG. 1, particularly, a preferred embodiment wherein a vehicle identification module10is located on board a truck tractor12to which is attached a first trailer vehicle14and a second trailer vehicle16. During the course of operation of the truck tractor12and associated trailers14and16, it is desirable to collect, store and transmit a variety of data regarding the vehicle via radio frequency communication. While in the preferred embodiment of the present invention information is transmitted via radio frequency communication, information may be transferred by any suitable means, including, but not limited to, hardwire, infrared, surface acoustic wave, etc. It is desirable to control refueling operations so that fuel delivered to the vehicle is properly recorded and charged, to prevent theft of fuel, and to provide an easy and convenient method for recording and communicating such information to a central processing location.

In summary, information is collected by sensors located on the truck tractor12and associated trailers14and16, or via direct communication from outside devices, and is stored on identification modules. The vehicle identification module10is located on the truck tractor12and acts as a central collection point. A first trailer identification module18is located on the first trailer14and a second trailer identification module20is located on the second trailer16. The trailer identification modules18and20are in communication with the vehicle identification module10. Information and data collected on the trailer identification modules18and20may either be communicated at once to the vehicle identification module10or may be stored for later communication.

In operation, an operator will, enter the truck tractor12and will insert an operator identification module22into the truck tractor identification module10. While this detailed description references a truck tractor12, it should be noted that any fluid container, such as a beer keg, herbicide drum, or paint canister, may be used in the present invention. The operator's name, drivers license number, credit information and usage unique identification code will be transmitted from the operator identification module22to the vehicle identification module10. The operator identification module22is preferably a passive transponder, but may be any other means for inputting an operator identification into the vehicle identification module10. If the unique identification code is correctly identified by the vehicle identification module10as an authorized code, the operator will be allowed to start the engine and drive the truck tractor12. During operation of the truck tractor12, the vehicle identification module10will collect and record the date and time when the engine was started, miles driven by the truck tractor12, hours of operation of the engine, and other information as will be described in further detail below.

As described above, a trailer identification module18is located on board the first trailer14. The first trailer identification module18has recorded on it a trailer identification number and the accumulated mileage that the first trailer14has been pulled by a tractor. Upon connection of the truck tractor12to the first trailer14, a radio frequency (RF) communication link is established between the vehicle identification module10and the trailer identification module18. The vehicle identification module10reads from the trailer identification module18the trailer identification number and accumulated mileage total. Additionally, the vehicle identification module10authorizes the release of the air brakes of the trailer14, as will be described in further detail below, to allow the trailer14to be towed behind the truck tractor12. As the trailer14is towed, the distance traveled is communicated from the vehicle identification module to the trailer identification module18where it is used to increment the accumulated mileage. Upon disconnect of the truck tractor12from the first trailer14, the accumulated mileage is written to nonvolatile memory on the trailer identification module18where it will be retained until the trailer14is again connected to a truck tractor that is equipped with the appropriate apparatus of the present invention.

The second trailer identification module20is located on board the second trailer16and functions identically to that of the first trailer identification module18upon its connection to the truck tractor12behind the first trailer14. The trailer identification numbers, elapsed mileage on the trailers14and16, and other information may be stored at the vehicle identification module10for bookkeeping and data collection purposes as will be described below.

The nonvolatile memory of the trailer identification modules18and20can also be used to store manifest information regarding the contents of the corresponding trailer, either when such contents are loaded or from the vehicle identification module10. Such manifest information, as well as other information stored in the nonvolatile memory of the trailer identification modules18and20, can be communicated to the vehicle identification module10, to a remote device via a communication link, and/or to a portable storage device such as a memory key available from Datakey Corporation, Burnsville, Minn., or a passive transponder with embedded memory such as is available from Texas Instruments®, Indala®, and NDC Automation, Inc., 3101 Latrobe Drive, Charlotte, N.C.

As shown inFIG. 22, the passive transponder772and vehicle identification module10are preferably not directly coupled to one another. Accordingly, after the passive transponder772has been installed on the truck tractor12, a hand-held transponder scanner/jumpered programmer784is used to poll the passive transponder772to read the transponder's unique factory installed identification code or an operator specified code if the transponder is read/write. The programmer784is preferably provided with a jumpered programming plug786which is plugged into a radio frequency modem722coupled to the vehicle identification module10. The programmer784then downloads the identification code of the passive transponders772into the vehicle identification module10through the RS-232 serial port to flash memory. This procedure is repeated with all other fluid container passive transponders772on the truck tractor12until all of the unique identification codes are stored on the vehicle identification module10and correlated with their location on the truck tractor12.

A refueling operation will now be described. In the most common situation, the truck tractor12will drive up to a fuel delivery location such as a fuel service station. As the truck tractor12approaches the fuel delivery location, the terminal site controller702polls the vehicle identification module10to receive engine diagnostics along with all of the unique identification codes of the passive transponders772located on the truck tractor12. The engine diagnostics may include, inter alia, hours of engine operation, miles traveled, fuel consumed, fuel cost, dates and times of engine operation, dates and times of fueling operations, manifest information regarding the cargo carried in the vehicles, operator information, and the like. A fuel nozzle module24(FIG. 3) is located within a saddle pack768which is releasably secured to a fuel nozzle766. The nozzle766is connected to a fuel dispenser764by a hose762and is used to deliver fuel to the truck tractor12(FIG. 6). The fuel nozzle766is inserted into a filler neck of a fuel tank (not shown) of the truck tractor12during the fueling operation. Associated with the filler neck of the truck tractor12is the passive transponder772. An inductive fuel nozzle coil28is associated with the fuel nozzle module24of the saddle pack768to poll the passive transponder (FIGS. 3 and 14).

A passive transponder772(FIG. 20), stores identification information for subsequent, repeated transmission to a fluid delivery device for the purpose of authorizing a fluid delivery transaction and for record keeping purposes regarding the transaction. The passive transponder772has no independent battery or other power source. Operational energy is received from an active communication module, indicated generally at1000inFIG. 21, and associated with the fuel nozzle module24(FIG. 3).

Identification information, such as the identity of a fluid container, fluid type for the container, and equipment type is stored in a programmable, read-only memory device902(FIG. 20). In the preferred embodiment, 64 bits of information are stored on the PROM902. Alternatively, the passive transponder772may serve as an identification device for a person rather than a fluid container. In such an instance, the information stored on the PROM902would be information identifying the person. In either event, the information is used for security and record keeping purposes.

Operational energy for the passive transponder772is transmitted from the active communication module1000(FIG. 21). A coil driver1002is connected to the CPU532,632or832in a similar manner as the coil drivers574,674or474. When the coil driver1002is enabled, a 153.6 kHz signal from the clock oscillator1004drives an LC circuit including a power transmit coil1006and a capacitor1008selected to tune the LC circuit to 153.6 kHz. The power transmit coil1006generates an RF signal at 153.6 kHz.

The passive transponder772(FIG. 20) includes a power receive coil904across which is connected a capacitor906selected to tune the coil to receive the 153.6 kHz power signal. The signal is passed through a rectifier908which puts out a supply voltage for powering the other components of the passive transponder772. The 153.6 kHz signal received by the power receive coil904is also sent to a counter910which controls the PROM902and sends a 4800 Hz signal to a phase shift key encoder912and a 76.8 kHz signal (one-half of 153.6 kHz) to a FSK modulator914. The FSK encoder912and modulator914transmit the information stored on the PROM902through an LC circuit tuned to 76.8 kHz including a signal transmitting coil916and an appropriate capacitor918. In the preferred embodiment, the 64 bits of information is transmitted in approximately 100 milliseconds.

The clock oscillator1004of the active communication module1000(FIG. 21) sends a 76.8 kHz signal to a synchronous demodulator1010which is connected to an LC circuit tuned at 76.8 kHz, including a capacitor1014and a signal receiving coil1012. The coil1012may be any of the coils26,76or80of the vehicle identification module10(FIG. 7), coils126,176or180of the trailer identification module18(FIG. 8), coil226of the automotive module11(FIG. 9), or coil326of the mobile equipment module13(FIG. 10).

The signal from the demodulator1010passes through a low pass filter1016and through a phase shift key decoder1018to a shift register1020which is connected to the data bus of any of the CPUs32,132,232,332or432, depending on the application.

In a working embodiment used to identify a person, the power transmit coil1006and the power receiving coil904are approximately rectangular, having dimensions of three-fourths inch by two and one-half inches, consisting of eleven turns of thirty gauge copper wire. If a one-half amp signal is put through the power transmit coil1006, an effective distance between the coils has been found to be approximately one-half inch, which results in a five milliamp signal at the rectifier908which is sufficient to power the passive identification module772to transmit its 64 bits of stored information.

If used to identify a fuel container, the size of the passive transponder772can be substantially increased to increase correspondingly the communication distance between the power receive coil904and the signal transmitting coil916and the corresponding coils of the active communication module1000. Sufficient power can be transmitted over about six inches if the power transmit and receive coils are approximately five inches in diameter. The personal identification embodiment can be used to authorize a fuel delivery transaction to a fuel container that is not equipped with an identification module. Alternatively, the person identification embodiment can be used either in conjunction with a passive transponder772associated with the fuel container or any of the modules discussed above.

The passive identification module thus functions like an identification card but which can be “petted” and read at a distance, permits the components of the active communication module1000to be completely sealed from the environment, is tamper proof, and can identify either a fuel container or an authorized person attempting to initiate a fuel delivery transaction.

Although the passive transponder772is used in the preferred embodiment, the active communication module1000with an inductive coil26may be used to transmit a unique identification code. The alternative inductive coil26would be in direct communication with the vehicle identification module10and in inductive communication with the fuel nozzle module24via the fuel nozzle coil28(FIGS. 3 and 14). Voltage signals present in either active communication module1000or the fuel nozzle coil28would be transmitted to and received when the two coils are in communicating proximity. In this manner, the vehicle identification module10and the fuel nozzle module24could intercommunicate directly during a fuel delivery operation.

In an alternative embodiment of the present invention (FIG. 5), a magnetic card reader786is incorporated into the housing728of the saddle pack768and coupled to the fuel nozzle module24to allow the operator to identify the operator and/or the truck tractor12if either one is not equipped with a passive transponder and/or to allow for automatic payment of fuel.

In the preferred embodiment of the present invention, upon insertion of the fuel nozzle766into the filler neck of the truck tractor12, the fuel nozzle module24sends a power signal to the passive transponder772(FIGS. 1 and 3). In response to the power signal, the passive transponder772transmits a unique identification code to the fuel nozzle module24together with the unique identification code of the passive transponder772. The fuel nozzle module24sends the unique identification code from the saddle pack768via a 916.5 MHz radio signal to a terminal site controller702. Preferably, the fuel nozzle module24sends the information via a low power radio data link667contained within the saddle pack768. While a spread spectrum radio on a PCMCIA card has been found to work well in the present invention, any suitable communication means may be used, including, but not limited to, hardwired, cellular, lan card, or other known wireless communication means. If the terminal site controller702matches the unique identification code of the passive transponder with the unique identification code stored on the vehicle identification module10, the terminal site controller702activates the fuel dispenser764via a hardwired or wireless connection. In addition to initiating fuel delivery, the terminal site controller relays the diagnostic information to the appropriate saddle pack768via wireless communication (FIGS. 1 and 3).

Before delivery of the fuel, the operator may input either a dollar amount or a volume amount into the keyboard744on the saddle pack768. This information is transferred via radio frequency communication to the terminal site controller702which automatically starts fuel delivery and stops fuel delivery after the specified dollar amount or volume of fuel has been delivered. This automatic shutoff feature allows the operator to leave the fueling site during the fueling process without the risk of overfilling the truck tractor12.

An additional saddle pack768may be attached to a satellite nozzle (not shown) if it is desired to fill two or more tanks of the truck tractor12simultaneously. Every tank of the truck tractor12is preferably equipped with a separate one of the passive transponders772with each passive transponder772being uniquely coded to identify a particular tank. If either nozzle766is removed from its respective tank, fuel delivery to that nozzle766is discontinued. Accordingly, if it is desired to fill two or more tanks of the truck tractor12simultaneously, the use of multiple saddle packs768and passive transponders772prevents the filling of an unauthorized container with the satellite nozzle while the main nozzle766is filling an authorized container.

During the fueling process, information relating to the cost of the fuel being delivered, the fuel type, the volume of fuel, the saddle pack code, and the station identification number is collected at the terminal site controller702, transmitted either from the saddle pack768via RF communication or from the fuel dispenser764via a hardwired connection. Although the terminal site controller702is preferably used to store and transmit information back and forth from both the vehicle identification module10and fuel nozzle module24, the fuel nozzle module24may be used to communicate directly with the vehicle identification module if the network and storage capabilities of the terminal site controller702are not needed.

FIG. 16shows the terminal site controller702having a serial data port704. Preferably, the terminal site controller702is a personal computer (PC) coupled via RS-485 or RS-232 communication to existing pump motor controllers778provided within the fuel dispenser764or terminal site controller702. Communication with the pump motor controllers702allows information regarding the type and volume of fuel delivered to be stored at the terminal site controller702for later use. The terminal site controller702is also coupled to a low power radio data link706having a transmitter module708and a receiver module710to provide communication with the saddle pack768. Preferably, the PC is provided with software to allow the terminal site controller702to interface with the existing pump motor controllers778and with information received from the saddle pack768. Preferably, the terminal site controller702is provided with means for archiving information regarding previous fuel deliveries and is also provided with network capabilities, either regional or nationwide, to allow data collection and recognition of various vehicles being fueled by the present invention.

The saddle pack768is shown inFIGS. 2-4. As shown inFIG. 3, the saddle pack768is provided with a high density polyethylene injection molded housing728designed for receipt of the fuel nozzle766. Preferably, the fuel nozzle766is provided with a valve nut730which allows the saddle pack768to be locked into place. Before the saddle pack768is slid over the nozzle766, a lock cap732is placed over the valve nut730. The lock cap732is provided with a sleeve which accommodates a lock bolt734after the saddle pack768is slid over the nozzle766. The lock bolt734is inserted through the housing728and the sleeve of the lock cap732to secure the lock cap732and housing728from inadvertent removal from the nozzle766. Preferably, the lock cap732is provided with a clevis736which grasps the lock bolt734and prevents its inadvertent removal from the lock cap732. The lock bolt734is provided with a special head which prevents its removal without the use of a tool kept by the owner of the fueling station.

A schematic drawing of the fuel nozzle module24is illustrated inFIG. 14, with 600 series numbers identifying elements corresponding to the elements of the other identification modules, such as the transmitter module669and the receiver module671. The fuel nozzle module24includes a nickel metal hydride battery pack673or an optional removable rechargeable battery pack675, both of which supply twelve volts to a voltage regulator677which, in turn, provides five volts of DC operating current to the fuel nozzle module24.

Preferably, the coil28is coupled to a multiplexer679which toggles use of the coil28from charging the battery pack673to communicating information to and from the fuel nozzle module24. The multiplexer679is coupled to a battery recharge management system681which charges the battery pack673after receiving an influx of power. As shown inFIG. 3, the fuel nozzle module24is located within the saddle pack768. An alternative embodiment of the fuel nozzle module24is shown inFIG. 15. As shown, the multiplexer679is eliminated and a separate power coil683is provided and coupled directly to the battery recharge management system681. A separate communication coil685is provided to allow the fuel nozzle module24to communicate information without having to provide the fuel nozzle module24with a multiplexer679.

The saddle pack768is provided with an interface board738surrounded on all sides by a soft rubber boot740to protect the interface board738from jarring and damage during operation (FIG. 3). The interface board738has both a liquid crystal display742and a keyboard744to allow a operator to both receive and send information from the saddle pack768. As shown inFIG. 4, the keyboard744is preferably provided with number keys746labeled zero through nine, four directional keys748, a clear key750, and an enter key752. The keys are preferably self-cleaning sealed Hall-effect buttons thereby eliminating any openings in the keyboard744which would allow dust or corrosive material to enter the saddle pack768. The keyboard744is ergodynamically constructed to allow ease of operation by a thumb of an operator as the operator is holding the nozzle766. In accordance with this object, the clear key750and enter key752are preferably larger than the remaining keys and positioned lower on the keyboard744to allow ease of use.

As shown inFIG. 4, the display742is preferably a six-line liquid crystal display capable of supporting full graphics but may be any suitable type of display device. The display742may also be provided with a heater (not shown) to facilitate operation of the display742in cold weather. It is preferable that both the display742and keypad744are substantially impervious to corrosive fluids and ultraviolet light found around fueling stations. The saddle pack768is also preferably provided with a magnetic card reader786coupled to the fuel nozzle module24to allow the operator to enter information via a magnetic strip card (not shown).

As shown inFIG. 3, the nickel metal hydride battery pack673is positioned within the housing728. If it is desired, a small door (not shown) may be provided in the housing728to provide easy removal and replacement of the battery pack673from the housing728.

Also provided within the housing728is a master microcontroller board754containing the central processing unit632and the supporting peripherals shown inFIG. 14. As shown inFIG. 14, the keyboard625is interfaced with the CPU632as is the liquid crystal display642.

As shown inFIG. 3, the coil28is provided within the housing728and completely surrounds the nozzle766. This preferred positioning of the coil28allows for communication of the coil28with the truck tractor12during a fueling operation. It also allows the coil26to transmit operational energy to the battery pack673during docking of the nozzle766. It should be noted that while placement around the nozzle766is preferred, any positioning which allows communication of the coil28with the truck tractor12may be used.

In an alternative embodiment of the present invention, the fuel nozzle module24, keyboard744, display742, and battery pack673are integrated into the nozzle766thereby eliminating the saddle pack768(FIG. 5). Additionally, a magnetic card reader786and a laser bar code reader788may be integrated into the nozzle766to allow credit card information to be downloaded to the fluid nozzle module24and to allow a standard bar-code794to be substituted for the passive transponder772(FIGS. 5 and 6). By integrating the nozzle766, the hardwire connection between the terminal site controller702and the pump pulser can be eliminated. Replacing this connection is a turbine flow sensor774which is positioned within the nozzle766along the path of fluid flow. A self-contained turbine flow sensor frequency generator manufactured by Great Plains Industries, Inc. of Wichita, Kans., is preferable for petroleum delivery. If a material other than gasoline is dispensed, such as oil, a Graco® in-line electronically metered valve or similar oil metering device may be used. The turbine flow sensor774is hardwired to the fuel nozzle module24to allow transmission of fuel delivery information to the fuel nozzle module24. As fuel flows past the turbine flow sensor774, the frequency generator within the turbine flow sensor sends pulses to the fuel nozzle module24for each incremental amount, e.g. (one tenth of one gallon) that flows past the turbine flow sensor774. From the terminal site controller702, information relating to the truck tractor12is transmitted via a 916.5 MHz radio signal to the fuel nozzle module24. Similarly, information relating to the fuel delivery may be transferred from the terminal site controller702to the vehicle identification module10via a 916.5 MHz radio signal (FIGS. 7 and 16). Preferably, the terminal site controller702subsequently transmits the information, e.g., over telephone lines, to the owner of the truck tractor12and, in certain circumstances, to the appropriate financial institution for payment to the fuel pump owner for the fuel delivery made to the truck tractor12(FIGS. 1 and 16).

At short intervals during the fuel delivery operation, the fuel nozzle module24continues to inquire for the unique identification code from the passive transponder772. If the appropriate unique identification code is not received, the fuel nozzle module24will send a signal to the terminal site controller702to turn off the pump motor controllers of the fuel dispenser764and in this way prevent delivery of fuel to an unauthorized vehicle or fuel tank and prevent fuel loss if the nozzle766becomes inadvertently dislodged from the filler neck (FIGS. 1,7and16).

A schematic diagram of the vehicle identification module10showing the optional active transponder wiring is illustrated inFIG. 7. The active transponder wiring, however, may be eliminated if the passive transponder772is used. Principal control of the vehicle identification module10is accomplished by a central processing unit32to which is attached a watch dog timer34. Information or data from the operator identification module22, memory key, other passive transponder, or touch button is communicated both to the CPU32and to a 2K bit nonvolatile memory storage device36where it will be stored for access by the CPU32. Odometer and engine hour information is communicated to the CPU32from sensors38and40, respectively.

Power voltage is supplied to the CPU32through a 5-volt output voltage regulator42connected to the 12 volt electrical system of the truck tractor. Instruction coding or programs for the operation of the CPU32are stored on a 32K byte memory device46and a 2K byte data memory device48is provided for the storage of data collected and processed by the vehicle identification module10(FIG. 7). A 32K byte programmable memory device (EEPROM)47serves as a means for modifying or updating the program for controlling the operation of the vehicle identification module10. If the program originally stored on the 32K byte RAM device46is to be changed, a new program can be stored on the EEPROM47via an appropriate communication link (including the inductive coils described below). The new program will include the instructions necessary to effectively debilitate the original program stored on the RAM device46. In this way, the program can be changed, altered, or updated as desired and from a remote location without substitution of a memory chip or device. The data bus58handles the communication of data and instructions between various elements of the vehicle identification module10.

Communication between the vehicle identification module10and an on board computer32is accomplished through an RS232 communication link52which is connected to an SAE bus of the on-board computer system (FIGS. 1 and 7). The RS485 communication link52communicates with a UART54which in turn communicates with a clock calendar56. The memory devices46and48, the LAN controller50and the clock calendar56are all connected to the central processing unit32by way of a communication bus58. In the preferred embodiment of the present invention, the fuel containers of the truck tractor12are all provided with uniquely coded passive transponders722and the hardwired connections to the fuel containers shown inFIG. 7are not used.

In an alternative embodiment of the present invention, wherein active rather than passive transponders are employed, the vehicle identification module10is connected to four antennae (FIGS. 1 and 7). A fuel tank inductive coil26is associated with one of the fuel tanks of the truck tractor12and a second fuel tank coil76is associated with a second fuel tank. The association is preferably a hardwired connection, but may be a wireless connection. A third coil, the trailer coil80, is mounted at the rear of the truck tractor12for communication with the trailer14as described above. The vehicle identification module10includes an appropriate receptacle for a 2K bit memory key22from which is downloaded the operator identification code and company unique identification code. A 2K bit nonvolatile memory device36contains the identification code of the vehicle identification module10and the fuel type required by the truck tractor12.

In this alternative embodiment, the fuel tank coil26is positioned near the filler neck of a fuel tank of the truck tractor12(FIGS. 5 and 7). Voltage signals from a serial data port70of the central processing unit32are communicated to the fuel tank coil26through a modulator72and a coil driver74. A signal present at the coil driver74will be communicated to the fuel tank coil26if the latch60has provided the appropriate enable signal to the coil driver74. A second fuel tank coil76is provided which is driven by a second coil driver78. Communication between the truck tractor12and the trailer14may be accomplished by a trailer coil80and a corresponding coil driver82as will be described in more detail below. An oil filler neck coil81is provided near the engine oil filler neck (not shown) of the engine which is driven by a coil driver83. Of course, the coil drivers74,78,82, and83are also enabled by signals from the latch60.

The coils26,76,80, and81can also function as receivers. Voltage signals induced in the coils26,76,80, and81are amplified in an amplifier84a-84dand are communicated to the serial data port70of the central processing unit32through demodulator86provided the appropriate enable signal has been received by the amplifier84a-84dfrom the latch60.

In this alternative embodiment, the fuel tank coils26and76are made of thirteen six-inch diameter turns of twenty-six gauge copper wire that are embedded in a silastic rubber potting material surrounded by a polyethylene cover (FIG. 7). A 0.1 micro farad capacitor is connected across the lead wires of the coil. Together the capacitor and inductance of the coil create a tuned circuit resonant at approximately sixty-one kilohertz. The drive signal is at approximately five volts, peak-to-peak and a frequency of 60 kilohertz for a binary one. The fuel nozzle coil28is similarly constructed so that the coils28and26or76are matched for efficient intercommunication (FIGS. 7 and 14). In tests, the coils28and26of76described above have a read-write distance of approximately eighteen inches. This limitation on communicative proximity is desirable for the security purposes noted above. In other circumstances where the read-write distance must be greater, for example if the intercommunication coils are mounted on facing surfaces of the truck tractor and an adjacent trailer, a larger diameter coil can be constructed and will function at the above frequencies provided the tuned circuit of the coil and capacitor remains at substantially the same frequency. A pair of fourteen-inch diameter coils have a read-write distance of approximately six feet.

In the active transponder embodiment of the present invention, a latch60is connected to the communication bus58and used to operate the several input and output devices. Additionally, the data bus58can communicate with an on-board computer32such as a data collection device sold by Xata Corporation, Burnsville, Minn., via a second RS485 communication link62. An alarm relay64is connected to the CPU32and operated thereby to sound an alarm (not shown) if an alarm condition is sensed by the central processing unit32. A pair of fuel cap sensors66and68are connected to the central processing unit32to send a signal when the corresponding fuel cap has been removed to permit access to a fuel tank of the truck tractor12. An oil dipstick removal sensor41is connected to the CPU32to record the date, time, and operator identification on the vehicle identification module10of each time the oil dipstick of the tractor12is removed during the monitoring of the oil level.

FIG. 17shows a vehicle transmission module712of the preferred embodiment of the present invention coupled to the existing Engine Control Module (ECM)714of the truck tractor12. This coupling allows the truck tractor12to be quickly adopted for use with the present invention. The engine transmission module712is provided with a conversion circuit716to provide information in a readable form for the CPU718to which the conversion circuit716is coupled. The CPU718is also operably coupled to an auxiliary RS232 device720which receives information from RS232 onboard vehicle data capture devices (not shown) and relays them to the CPU718. Also secured to the CPU718is a radio frequency modem722provided with a transmitter module724and a receiver module726for transmitting and receiving information via RF communication. The transmitter module724eliminates the optional hardwired connection of the CPU to the inductive coil26provided around the filler neck. By eliminating the need for hardwiring an inductive coil around the filler neck of the truck tractor12thereby providing an easier installation of the present invention on existing vehicles.

To assure security is maintained and that fuel is not delivered to an unauthorized vehicle, the passive transponder772is secured close to the filler neck of the truck tractor12. The radio frequency modem722communicates information via RF communication to the terminal site controller702. Throughout the fueling operation, the saddle pack768constantly inquires or “pets” the passive transponder772in one second intervals to assure that the nozzle766has not become inadvertently removed from the filler neck or that an operator is attempting to deliver fuel into an unauthorized container. Power is supplied to the engine transmission module712through a voltage regulator728which converts twelve-volt direct current into five-volt direct current. Preferably, the saddle pack768is designed to communicate with both active and passive devices to accommodate whichever device is provided around the filler neck of the truck tractor12. If ease of installation is a priority, a passive device is used; if complex data transmission directly from the vehicle identification module24to the filler neck is a priority, an active device is used.

In the preferred embodiment of the present invention, the vehicle identification module10will function essentially as a communication link between the terminal site controller702and the ECM714(FIGS. 1 and 7). If no on board computer system is present, sensors transmit odometer and engine hour information to the central processing unit32of the vehicle identification module10. A conversion box716may be interfaced with an SAE J1708 Engine Diagnostic Bus715to allow the engine diagnostics to be converted to RS-232 and down-loaded (FIG. 17).

A schematic diagram of the trailer identification modules18and20is illustrated inFIG. 8. Many of the principal elements of the trailer identification modules18and20are identical to that of the vehicle identification module10and are denoted with 100 series numbers corresponding to the numbers assigned to corresponding elements of the vehicle identification module10(FIGS. 7 and 8), such as the amplifiers which are labeled184a-184c. Also attached to the data bus158is a 64K bit memory key device159which can be used to transmit up to 64K bits of information from the memory key device159to the trailer identification module18or20or which can store up to 64K bits of information from the trailer identification module18or20. The trailer identification module18or20monitors the condition of a pair of doors of the trailer14or16, respectively, by way of door open sensors111and113which are connected to the central processing unit132. A plurality of other sensor or transponder units such as the temperature sensors115a-115c, humidity sensors117a-117cand a proximity sensor119, are used to monitor the temperature and humidity inside the trailer14and, with respect to the proximity sensor119, the proximity of the rear of the trailer14to an unloading device or location. The sensors115a-115c,117a-117c, and119are analog sensors which produce voltage signals corresponding to the conditions they are sensing. The analog signals are conditioned and sent to an 8-channel multiplexer and analog digital converter121which provides an interface between the central processing unit132and the sensors so that information collected by the sensors can be stored or processed by the central processing unit132. Additional sensors or transponders could be used for sensing engine operating parameters of the reefer power unit, for example. In the event greater than eight sensors or transponders are used additional multiplexer channels can be added. Newer model vehicle engines equipped with an engine electronic control module714could interface into the SAE J1708 Engine Diagnostic Bus715.

A motor driven valve123for the control of the air brakes of the trailer14is illustrated inFIG. 8. If no signal is received from the central processing unit132, the motor drive valve123will remain closed and thus prevent the air brakes from releasing. The brakes of the trailer14will thus be applied and prevent the trailer14from being moved by a tractor unit. Only if a signal is received from the CPU132will the motor driven valve123open to permit release of the air brakes and movement of the trailer14. At unhook of the trailer14from the tractor12, the motor driven valve123must be driven closed by the operator while a safety button is held closed. Once driven closed, the motor driven valve123can only be released if it receives the proper unique identification code from the vehicle identification module10.

An automotive module11that is similar in construction and operation as the vehicle module12is illustrated schematically inFIG. 9with 200 series figure numbers used to identify elements of the automotive module11that correspond to elements of the vehicle identification module10and trailer identification module18. An oil dipstick removal sensor237has been added to record the time and date of removal of the oil dipstick, presumably to check the engine oil level. Additionally, a keyboard225and interface227are provided for the manual input of information to the central processing unit232. An alphanumeric display229is also provided to display information being input from the keyboard225and information coming from the central processing unit232.

It may be desired to use the present invention to monitor the use and operation of the vehicles other than a truck tractor and trailer. For example, an identification module similar to the vehicle identification module10and vehicle identification module11may be provided on mobile equipment such as a tractor, road grader, dump truck, or any other piece of mobile equipment. A mobile equipment identification module13is illustrated schematically inFIG. 10with 300 series numbers identifying elements of the mobile equipment identification module13that correspond to elements of the identification modules10and11.

The vehicle identification module10thus functions as an information storage and retrieval device for operating and environmental conditions of the trailers as well as manifest information regarding cargo carried in the trailers. This capability of the vehicle identification module10is of particular utility for storing other information unrelated to a fuel delivery transaction. For example, service operations performed on the vehicle can be stored on the vehicle identification module to provide an accumulated service history of the vehicle that is carried with the vehicle itself. In another application, a device similar to the trailer identification module18or20could be associated with an underground storage tank. Sensors or transponders for detecting the presence of leaking fuel from the underground storage tank would be connected to the CPU132in the same manner as the sensors115a-115c,117a-117c, and119shown inFIG. 8. The underground storage tank module would thus function as an automatic leakage monitoring system in addition to its two-way fuel delivery transaction identification and storage and network capabilities. A passive transponder is preferably provided near a filler neck of the underground storage tank to receive information from the tank during fueling.

In addition, a 4-channel multiplexer and analog digital converter331is provided for the purpose of permitting the storage and processing of information from transponders or sensors as may be appropriate for the particular piece of mobile equipment to which the identification module13is attached. In other respects, the mobile equipment identification module13will function similarly to the identification modules10and11described above.

The invention can also be adapted to function with equipment which use petroleum fuel or other fluids but are not necessarily mobile or used on a frequent or continuous basis. In such circumstances, it is desirable to have an identification module which is of low power consumption so that it can be battery operated over a reasonable lifetime. A schematic diagram of a low-power threshold detector identification module15is illustrated inFIG. 11with 400 series numbers identifying elements that correspond to elements of the other identification modules. The central processing unit is a low power CPU432with read only program memory and a serial data port470. It is interconnected with a non-volatile RAM memory device441to which is written identification and authorization information at the time of manufacture. In a manner similar to the other identification modules, the low-power identification module can transmit information from the CPU432via a fuel tank coil426by way of a modulator472and coil driver474. To conserve power, the central processing unit432is turned on only when a threshold detector443senses that a fuel nozzle has been inserted into the filler neck of the equipment to which the low power identification module15has been attached. The threshold detector443activates a voltage switch445which then supplies power from a lithium battery447to the CPU432.

Illustrated schematically inFIG. 12is a docking station770, with 500 series numbers identifying elements corresponding to the elements of the other identification modules described previously. The docking station770is provided on the fuel dispenser764within communicative proximity to the fuel nozzle module24when the nozzle766is docked in the dispenser764. The docking station770is provided with a fuel docking module31which controls the operation of the docking station770. The fuel docking module31has an alternating current power supply587which feeds into a power supply controller589. The fuel docking module31also has a power antennae591coupled to the power supply controller589to supply power inductively to the fuel nozzle module24when the nozzle766is docked in the docking station770. In addition to supplying operational power to the fuel nozzle module24, the docking station770can also initialize the fuel nozzle module24when the nozzle766is docked in the docking station770. Preferably, a CPU532of the docking station770is provided with information regarding the pump number with which the docking station770is associated, the type of fuel associated with the dispenser764, and information regarding communication with the terminal site controller702. Accordingly, if the saddle pack768is damaged, a replacement saddle pack may quickly be substituted without the need for a complex reprogramming procedure. The replacement saddle pack is simply attached to the nozzle766and moved into communicative proximity with the docking station770. All of the initialization information needed by the fuel nozzle module24is then downloaded from the docking station770to the fuel nozzle module24leaving the saddle pack768ready for the next fueling operation.

An alternative embodiment of the docking station770is illustrated inFIG. 13which shows a stand-alone charging circuit whereby instead of a regulated direct current output to the power antennae591, the output would consist of a regulated alternating current signal across a tuned circuit. This tuned circuit would then be inductively coupled to the fuel nozzle module24when the nozzle766is docked into the fuel dispenser764to provide charging power for the fuel nozzle module24. In another alternative embodiment of the present invention, the docking station770may be used simply for a recharge only docking station, the CPU532may be replaced. A passive transponder may then be used to identify the docking station770to the saddle pack768. When the saddle pack768comes within charging proximity of the docking station770, the docking station770increases power output, thereby charging the saddle pack768.

Preferably, the docking station770is hardwired or coupled via wireless communication to a printer792as shown inFIG. 13. The docking station770is also either hardwired or coupled via wireless communication to the terminal site controller702which allows information regarding a fluid delivery transaction to be transmitted from the terminal site controller702through the docking station770to the printer to print out a hard copy of the fuel delivery transaction for the operator.

A fuel delivery operation between the truck tractor12which carries the vehicle identification module10and a fuel pump location having a fuel nozzle module24begins when the truck tractor12pulls into a fuel delivery location. The terminal site controller702polls the vehicle identification module10to receive engine diagnostics and transponder codes via RF communication. The operator removes the nozzle766from the docking station770of the fuel dispenser764and inputs a operator code into the keyboard744of the saddle pack768. Alternatively, the operator code may be placed on a magnetic strip card (not shown) and inputted via the magnetic card reader786. The operator code identifies the operator and authorizes fuel delivery. Once the low power radio data link667has relayed the operator code information to the terminal site controller702and the terminal site controller702has confirmed the operator as an authorized operator, the terminal site controller702relays this information to the saddle pack768which displays the information on the liquid crystal display742, informing an operator that the filling procedure may begin. Alternatively, the operator code may be stored on the passive transponder772and automatically confirmed when the fuel nozzle766is placed into the filler neck of the fuel tank as described below.

To begin fuel delivery, the operator will remove the fuel cap from the fuel tank of the truck tractor12. The operator will then insert the fuel nozzle766of the fuel dispenser764into the filler neck of the fuel tank. When the fuel nozzle coil28is in communicating proximity with the passive transponder772, the passive transponder772will receive an inquire signal from the fuel nozzle coil28. Upon receipt of the inquire signal, the passive transponder772will transmit its unique identification code to the fuel nozzle module24. If the unique identification code is recognized by the terminal site controller702, the delivery of fuel will begin. Upon receipt of the unique identification code, the time and date of the same will be recorded at the terminal site controller702, and the previously recorded diagnostic information, received from the vehicle identification module10, including the truck tractor12engine hours and odometer reading, and the license number and state code of any trailers14and/or16, is transmitted to the saddle pack768for display to the operator if requested by the operator.

During the fuel delivery operation, the fuel nozzle module24continues to require a unique identification code from the passive transponder772. If no unique identification code is received, the fuel delivery will be discontinued. In the preferred embodiment, an inquire signal is transmitted at every one second interval. Accordingly, if the fuel nozzle766is withdrawn or becomes inadvertently removed from the filler neck of an authorized vehicle, the delivery of fuel will be promptly interrupted.

During fueling, the turbine flow sensor774positioned within the nozzle766sends a signal to the fuel nozzle module24which corresponds to a preselected volume of delivered fuel, e.g., ten pulses for every one-tenth of a gallon. These pulses are translated into a volume of fluid delivered and displayed on the liquid crystal display742. In this way, the operator can keep track of the volume of fuel delivered to an authorized vehicle by monitoring the liquid crystal display742. From the saddle pack768the volume information is transmitted via radio link to the terminal site controller702. This information may also be transmitted from the terminal site controller702to the vehicle identification module10where it may be stored for later retrieval by the operator or vehicle owner.

The terminal site controller702can also request and receive via radio frequency communication complete diagnostic engine data from the SAE J1708 Engine Diagnostic Bus715via the ECM714of the truck tractor12if the truck tractor12is equipped with a radio frequency modem. The keyboard744can be used if fuel is to be delivered to a truck tractor that is not equipped with a passive transponder. In this mode, an override unique identification code would be inputted into the keyboard744by the operator to permit a fuel delivery operation to proceed in an override condition.

Information from either the saddle pack768or the vehicle identification module10may be transmitted to the terminal site controller702via low power radio frequency. From the terminal site controller702, the information may be transmitted to a remote location such as a main frame company computer via telephone lines in the usual method or via cellular telephone intercommunication. Any or all of the diagnostic information received from the vehicle identification module10may be forwarded from the terminal site controller702to the saddle pack768for display to the operator. A hard copy of the fuel delivery transaction is printed by a printer connected either to the personal computer of the terminal site controller702or to the docking station770. The hard copy may be stored by the owner of the service station, with a copy going to the truck tractor operator and to the owner of the truck tractor12. Additionally, a printer may be hardwired or connected via wireless communication to the docking station770to provide a hard copy of the fuel delivery transaction directly to the operator. If the terminal site controller702is connected so as to transmit information to a remote computer, the invention can be used to provide automatic data capture to allow for electronic funds transfer or ACH payment of fuel purchases and to permit generation of accounts receivable, inventory, fleet management, stocks depletion, and excise tax accounting reports of interest to the owner of the truck tractor12and of the service station. Preferably, this information is also provided to operator via the display742during a fueling operation. In lieu of this information being provided, diagnostic or promotional information may be shown on the display742.

Information and data may be exchanged between the vehicle identification module10and the trailer identification module18either by way of a hard-wired RS232 or RS485 communication link or by intercommunicating coils similar to the fuel tank and fuel nozzle coils described above or using wireless radio communication. The advantage of the intercommunicating coils is that no independent, hard-wired connection is required, so that the connection is not subject to degradation under the severe environmental and use conditions experienced by over-the-road trucks. A truck tractor coil is mounted on the rear of the truck tractor so that it will be in communicating proximity to a trailer coil that will be mounted on the front end portion of the trailer14. Alternatively, the tractor coil could be mounted under the fifth-wheel hub and above the frame of the tractor; the trailer coil would then be mounted on the trailer floor so that it will be above the tractor coil when the trailer is connected to the fifth wheel. Or, the tractor coil is embedded in the casting of the fifth-wheel hub and the trailer coil in the fifth-wheel plate of the trailer. Information collected by the trailer identification module18can thus be communicated to the vehicle identification module10and, conversely, odometer and time and date information can be transmitted from the vehicle identification module10to the trailer identification module18. A similar set of coils are provided between the first trailer14and the second trailer16so that intercommunication between the vehicle identification module10and the second trailer identification module20can occur.

The fuel nozzle module24is also provided with an identification code which is preferably software set on either the EEPROM647or the CPU632. Because the identification code is set by software, it may be reset remotely from the terminal site controller702or directly from the keyboard744. This software setting of the identification code allows the identification code to be quickly changed without having to open up the saddle pack768.

At hook up of the truck tractor12and the trailer14, a unique identification code is transmitted from the truck tractor12to the trailer14through the coils80and126. If the trailer identification module18recognizes the unique identification code, it will respond with its resident identification code and totalized mileage. This information is stored at the vehicle identification module10. If manifest information has been stored at the trailer identification module18, it will also be transmitted for storage at the vehicle identification module upon hookup.

If the trailer18is a refrigerated trailer, or “reefer” the vehicle identification module will request a systems check of the conditions, for example temperature and humidity, inside the refrigerated trailer. Such information is available on the trailer identification module from its sensors115a-115cand117a-117c. Additionally, whether the doors are open on the refrigerated trailer could be monitored as well as fuel level in the engine which powers the refrigeration unit of the refrigerated trailer.

The trailer identification module18is connected to the electrical system of the truck tractor12. When the trailer14is unhooked from the truck tractor12, the trailer identification module14senses the loss of power and built in capacitors provide the power to write data to nonvolatile memory of the trailer identification module18for storage. In this way, total accumulated mileage of the trailer14is always available from the trailer identification module18even though it may not be always powered. If the trailer14is a refrigerated trailer, power will be available from the refrigerated unit.

An information and power input module is located at the rear of the trailer14and communicates with the trailer identification module18. Information regarding the manifest or cargo to be carried by the trailer14can be input via this communication linkage which is connected to the RS485 driver152of the trailer identification module18.

A theft prevention function is built in to the trailer identification module18. If, at the time of hookup, the trailer identification module18receives an appropriate company unique identification code, the motor driven valve123is opened and the air line is opened to the air brakes of the trailer14. When the truck tractor12is unhooked from the trailer14, the operator will hold a switch down and manually drive the solenoid to the closed position to put the trailer in a “safe” condition.

The automotive identification module11(FIG. 9) functions very similarly to the vehicle identification module10, and as explained above, has similar components. A 2K memory key22is inserted by an operator into an appropriate receptacle of the automotive identification module11. The automotive identification module records the operator's identification number and unique identification code and records on the memory key22the time and date every time that the automobile engine is started and stopped along with a chart of accounts and a business or personal mileage designation. Additionally, the vehicle identification code is written to the memory key22upon its insertion by the operator.

A 64K memory key259is used with the automotive identification module11to act as a portable random access memory device for data and information storage and downloading of such information which is written to the key by the automotive identification module11. Inputs from the odometer240and ignition transponders238are written to the memory key259when the vehicle is started and stopped so as to provide a corresponding log of miles and engine hours along with the clock time of starting and stopping of the automobile. An optional keyboard225can be used to provide a means for inputting a chart of accounts and for selecting a credit card identification code which is stored in the memory of the automobile identification module11to provide authorization for payment of fuel via the stored credit card information. This credit card information can be accessed only through the inductive link between the coils of the fuel nozzle and the fuel filler neck. While the automobile identification module11is primarily powered by power from the battery of the automobile, a lithium battery244is provided for backup power for the clock/calendar module246.

An additional application of the invention is the mobile construction equipment identification module13(FIG. 10). As with the automobile identification module11, a 2K bit memory key322or a 64K bit memory key (not shown) may be used to input the company unique identification code for fueling, the operator identification code and other such information for downloading to the mobile construction equipment identification module13. All other features remain substantially unchanged. An additional capacity is provided by the four channel multiplexer and analog to digital converter331which permits four transponders to be connected to the central processing unit332for monitoring of operating conditions of the construction equipment on which the identification module13is mounted. For example, engine oil level could be monitored and connected to an alarm, and so on.

The module13has particular applicability in the airline industry wherein the fuel filler necks of the airplane tanks are equipped with passive transponders326and fuel is delivered from a mobile truck equipped with a fuel nozzle module24as described above. The fuel nozzle module24would communicate and interact with a module (not shown) located within the truck to ensure that only the proper type of fuel was delivered, to automatically record on the airplane and at the terminal site controller702the type of fuel delivered, the date and time, quantity, operator identification, and other useful information.

The invention also contemplates a low power threshold detector module15(FIG. 11) for use on equipment which does not include a battery or other power means. The low power threshold detector module15has recorded in nonvolatile RAM441a company, vehicle, and fuel type code. This code is recognized by fuel pumps that are owned by the owner of the equipment on which the low power threshold detector module15is mounted. The low power identification module15remains inert until a threshold detector443is breached after which power is provided from a lithium battery447through a voltage switch445to a central processing unit432.

As shown inFIG. 18, the vehicle identification module10may be read by a nonfueling device, such as a laptop computer754coupled to a bar code wand756and a low power radio data link758similar to those described above. Alternatively, a pen key760, such as that supplied by Norand®, which incorporates a radio data link and a bar code reader, may be used for data collection and processing for information received from the vehicle identification module10and for communication back and forth with the terminal site controller702. This alternative embodiment allows service personnel to quickly diagnose problems associated with the truck tractor12and to receive information from the terminal site controller702regarding periodic maintenance such as oil changes and tune-ups. The low power radio data link758may also be coupled to a network card782which allows the laptop computer754to communicate directly with a computer network.

As an alternative to the preferred stationary fuel pump location, fuel may delivered to vehicles by a mobile pump truck (not shown). Included in the invention is a pump truck terminal site controller17which is illustrated schematically inFIG. 19, with 800 series numbers identifying elements corresponding to similar elements of the other identification modules described previously. The pump truck site controller17is preferably located in the cab of the mobile truck.

The pump truck terminal site controller17differs in that the CPU832is coupled to a latch860which, in turn, is coupled to several control relays which are positioned between a pump (not shown) and several hoses762. As in the aforementioned embodiments of the present invention, each hose762is secured to a nozzle766having a saddle pack768. As each control relay is opened, fuel is allowed to flow from the pump through the associated hose762.

To begin fueling from the pump truck, the nozzle766which dispenses the desired fluid is removed from the associated docking station770and placed within a filler neck of a fluid container (not shown). Upon insertion, the saddle pack768sends a power signal to the passive transponder772associated with the fluid container to obtain an identification code. Upon receipt of the identification code, the saddle pack768transmits this information to the pump truck site controller17which cross checks the code to assure fluid is being delivered to an authorized vehicle and to check the proper fluid type which is to be delivered. The pump truck terminal site controller17signals the latch860to energize the correct control relay to allow the appropriate fluid to be dispensed. Upon actuation of the proper control relay, the correct fluid travels to the nozzle766where the operator may dispense the fluid into the fluid container. If the operator has inadvertently placed the wrong nozzle into the fluid container, the pump truck site controller17will not actuate the associated control relay, thereby preventing an incorrect fluid from being dispensed into the fluid container. The pump truck site controller17is preferably provided with an override mechanism (not shown) to permit the delivery of fluid to authorized vehicles which do not have an appropriate passive transponder or other identification module. The override mechanism may be triggered by the operator by inputting a code into the saddle pack768which is communicated to the pump truck site controller17. The pump truck site controller17is also preferably provided with a global positioning satellite receiver833coupled to the serial data port870which allows the recordation of the delivery site for a particular fluid delivery transaction. The global positioning satellite receiver833may also be used in association with the stationary terminal site controller702, but there is a particular advantage in the mobile situation given that subsequent mobile fueling operations rarely take place in the same geographic location. The pump truck site controller17is also coupled to the turbine flow sensor774or other fluid flow monitor positioned within the stream of fluid delivery. The turbine flow sensor774produces a signal which passes through a conditioner to obtain a digital output which is forwarded to a multiplex card connected to the bus858of the pump truck terminal site controller17.

The preferred embodiment described herein is a liquid petroleum fuel delivery system. The invention can, of course, be used with a delivery system for any fluid, such as water, compressed gases, pharmaceuticals via intravenous injection, ammonia, solvents, engine oil, transmission fluid, paint, beverages, herbicides and pesticides, and so on.