Patent Publication Number: US-6338008-B1

Title: Robotic vehicle servicing system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of application Ser. No. 09/057,596 filed Apr. 9, 1998, the contents of which are herein incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention is directed to an automated system for conveniently and safely receiving payment authorization and providing servicing to vehicles and their occupants without the need for the occupants to leave the vehicle. More particularly, the present invention involves a vehicle servicing system which requires a multi-stage authorization and payment system while retaining control of the actual servicing function with the vehicle occupants; and, in particular, is concerned with control systems for conveniently authorizing, controlling, and arranging payment for servicing of vehicles and their occupants. 
     Large scale use of the automobile and other motorized vehicles has profoundly changed the life style of the population. Large segments of the population can now with ease travel rapidly over expanded distances both for employment and pleasure and more or less at any time of their choosing. This greatly enhanced convenience brought about by the motor vehicle has, however, also resulted in the need to devote time and attention to the maintenance of these motor vehicles including their refueling, washing, or otherwise maintaining the vehicles in the desired condition. The increasing time spent in the automobile has also made establishments specializing in the fueling and maintenance of automobiles convenient retail centers for merchandise not always directly associated with the automobile. 
     Stopping at establishments which specialize in the goods and services needed to keep motor vehicles functioning is not, however, for most individuals, considered an entertaining or desirable aspect of using a motor vehicle. In particular, stopping for refueling or other vehicle needs, such as washing, is generally considered something of a nuisance. 
     It is not surprising that attention has been directed to various systems for speeding up and facilitating the servicing of motor vehicles as well as to attending more efficiently to some of the needs of the occupants of the motor vehicles. Primarily, this attention has been directed to the development of more efficient and speedier techniques for refueling motor vehicles. 
     Initially, a great number of service stations in the United States converted over from being full service facilities where attendants fueled the car, checked the oil and other fluids, and washed the wind shield to self service facilities in which the customer was required to get out of his vehicle and attend to these matters himself with payment being accepted at a remote location. While such self service facilities have been widely accepted, in part at least because of the reduced cost of the fuel being purchased, this approach has not been without its disadvantages. For one, not all customers find it appealing to have to emerge from their vehicles and attend to even this level of servicing. Further, the entire procedure can be time consuming and otherwise annoying to the motorist in a hurry, and can expose him or her to unwanted attention from passing motorists. 
     One approach to facilitating and expediting the servicing of motor vehicles at service stations has been the development of the remote, automated system of payment whereby, for example, a card is presented to an automated device located by the fuel dispenser to record and charge to the customer&#39;s account the sale of fuel. Such systems, while expediting payment for the fuel, do not contribute to facilitating the actual transfer of fuel into the vehicle. Another system that has been developed uses radio frequency identification technology to automatically identify a customer with little or no customer interaction in order to authorize the sale of products or services to the customer and to subsequently bill the customer account for those products and services. Automated dispensing systems have also come into limited use, particularly in Europe, for automatically dispensing fuel into the vehicle&#39;s tank by means of a robotic pump once the vehicle is parked along side the dispenser and appropriate authorization is received. Generally, however, while providing a faster and less physically troublesome method for payment and delivery of fuel and other services to a motor vehicle, these systems have had several disadvantages. In some cases, the customer is still required to physically emerge from the vehicle and to perform the actual function of fueling his vehicle along with any other desired service. Additionally, in most instances the customer is required to perform a multitude of functions, and has often retained only limited ability to control the progress of those functions especially at critical points such as when the actual refueling of the vehicle is in progress. Further, the extreme complexity of some systems has not only made their cost prohibitive, but increased the likelihood of failure at one stage or another of the fueling process. 
     Accordingly, there is a need for a system for servicing vehicles and the occupants of the vehicles that combines the convenience of automated systems with the safety and versatility of customer control over actual automated fuel transfer and other service functions. There is a further need for a system for servicing motor vehicles, that allows intervention of the vehicle occupant in the service function while at the same time providing a convenient, simplified vehicle servicing system that does not require the vehicle occupants to actually emerge from the vehicle or become overly burdened by associated matters such as payment and authorization. 
     SUMMARY OF THE INVENTION 
     To achieve these advantages and in accordance with the purpose of the invention, as embodied and broadly described, the invention comprises systems for servicing of a motor vehicle and providing services to its occupants that allow the occupant of the vehicle both to initiate and to control remotely the servicing from the vehicle without having to emerge from the vehicle and while retaining control of the actual servicing operation or from a position proximate to the vehicle and service terminal. 
     In one embodiment, the invention provides a system for allowing the occupant of a vehicle to authorize payment and initiate and control servicing of the vehicle and its occupants comprising a customer identification and processing unit for retaining and transmitting customer identification data and for producing a signal approving servicing of the vehicle and its occupants in response to a received identification signal from the vehicle or its occupants either in the vehicle or proximate to it; an automatic servicing unit operatively connected to the identification and processing unit for servicing the vehicle and its occupants upon receipt of an authorization signal and the approval signal from the identification and processing unit; a signal communicator for producing the identification signal and for producing the authorization signal that actually controls the servicing function. 
     In one aspect, the communicator for producing the identification and authorization signal is a single, integrated unit. The single, integrated unit, which is hand-held, can transmit, in response to a signal received within a predetermined distance from the identification and processing unit, an identification signal that is receivable at the dispensing station, and a second authorization signal under control of a vehicle occupant to control servicing. Alternatively, the single, hand-held unit can be totally under control of the vehicle occupant and transmit the identification signal only on command. The term vehicle occupant is intended to include any passengers or the operator of the vehicle, either within the vehicle or outside but proximate to the vehicle and service terminal. 
     In another aspect, authorization and identification for servicing and billing for goods and services is transmitted by means of a first signal produced by a unit in the vehicle when the vehicle is within a predetermined distance from the dispensing station; and a second, separate signal, which is manually controlled by the vehicle occupant, is transmitted from a second unit to control the actual servicing, which includes initiating and terminating fueling and selection of fuel grade, once the vehicle is parked in the appropriate location proximate the dispensing station. 
     In another aspect, alternative authorization and billing are provided for at the dispensing station, in addition to the first signal. The second, manually controlled signal and the alternative authorization and billing signal at the dispensing station preferably are provided by a single, hand-operated device that is controlled by a vehicle occupant. 
     In a further aspect of the invention, the automatic servicing unit includes an automatic fuel dispenser for supplying fuel to the vehicle which includes means for transferring fuel from bulk storage to an inlet of a fuel tank in the vehicle, the transfer means including a moveable dispensing head and associated nozzle, guidance means for directing the dispensing head and nozzle toward the fuel tank inlet, and engagement means for engaging and disengaging the nozzle and the fuel tank inlet. 
     In still another embodiment of the invention, a method is provided for safely and efficiently providing for payment and servicing to a motor vehicle and its occupants in which the occupant of a vehicle initiates and controls payment authorization and servicing of the vehicle and its occupants. The method comprises the steps of generating a first signal by positioning the vehicle within a predetermined range of the identification and processing unit, transmitting customer identification data by means of a customer identification and processing unit that produces an approval signal approving servicing of the vehicle and its occupants in response to the first signal from the vehicle, initiating a second authorization and control signal from the vehicle to commence and control actual servicing, and servicing the vehicle and its occupants upon receipt of a second authorization and control signal and the approval signal form the identification and processing unit. 
     In further embodiments, the servicing provided in accordance with the invention may include, in addition to fueling the vehicle, other services such as washing the vehicle, providing merchandise to the vehicle occupants, and providing various information to the vehicle occupants, for example, answers to inquiries regarding directions and accommodations. 
     Additional features and advantages of the invention will be set forth in the description which follows, and in part will be apparent from the description or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the apparatus particularly pointed out in the written description and claims hereof as well as the appended drawings. 
     It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification. The drawings illustrate several embodiments of the invention and together with the description serve to explain the principles of the invention. 
     FIG. 1 is a schematic block diagram illustrating an overhead view of a service station equipped in accordance with the present invention. 
     FIG. 2 is a graph plotting transponder capacitor voltage with respect to time for a transponder used with the system of FIG.  1 . 
     FIG. 3A is a partial rear perspective view of a vehicle illustrating the placement of a vehicle-mounted transponder used with the system of FIG.  1 . 
     FIG. 3B illustrates a card hand-held transponder and a key ring hand-held transponder used with the system of FIG.  1 . 
     FIG. 4A is a side view of a dispenser used with the system of FIG.  1 . 
     FIG. 4B is an end view of the dispenser of FIG.  4 A. 
     FIG. 5A is a side view of another embodiment of a dispenser used with the system of FIG.  1 . 
     FIG. 5B is an end view of the dispenser of FIG.  5 A. 
     FIGS. 6A and 6B are schematic block diagrams illustrating components of a dispenser for connection to a host computer used with the system of FIG.  1 . 
     FIG. 7 is a schematic block diagram of the site wiring between readers and the host computer of the system of FIG.  1 . 
     FIG. 8 is a schematic representation of a service station environment and the arrangement of dispensers therein illustrating a reader synchronization strategy for the system of FIG.  1 . 
     FIGS. 9 and 10 are flowcharts illustrating the user operation of the system of FIG.  1 . 
     FIG. 11 is a diagram illustrating the major software tasks and subsystems involved in the handling of a customer identification (CID) transaction for the system of FIG.  1 . 
     FIG. 12 is a diagram illustrating the Transponder Reader Task&#39;s Data Flow for the system of FIG.  1 . 
     FIG. 13 is a diagram illustrating the Return on Status Change interface for the system of FIG.  1 . 
     FIG. 14 is a diagram illustrating the Authorization Request and Reply Handling for the system of FIG.  1 . 
     FIG. 15 shows one embodiment of a general block diagram of the system of the present invention. 
     FIG. 16 shows a block diagram of the system in accordance with the present invention featuring one embodiment of the communication links between the transmitter operated by the vehicle occupant and control units for controlling the supply of fuel to the vehicle. 
     FIG. 17 shows in more detail an embodiment of the communication system in accordance with the invention. 
     FIG. 18 shows a flow chart of an embodiment of an operating sequence in accordance the system of the invention. 
     FIG. 19 is a perspective view of a hand-held unit for generating the second control signal and, optionally an authorization and identification signal according to the invention. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     In accordance with the invention, a dual stage, automated system and method are provided for conveniently allowing the occupant of a vehicle to pay for, initiate and control servicing of the vehicle and its occupants. The invention comprises a customer identification and processing unit, which maintains and transmits customer identification data. The customer identification and processing unit approves payment and servicing of the vehicle and its occupants in response to a first signal which can be transmitted continuously and received within a predetermined range of the unit. The first signal is communicated either as the vehicle approaches the customer identification and processing unit or on arrival next to the unit. The first signal is generated either by a vehicle mounted or hand-held control device. The invention also comprises an automatic servicing unit operatively connected to the identification and processing unit to provide service to the vehicle and its occupants once the vehicle is positioned and upon receipt of a second signal from a vehicle occupant following approval from the identification and processing unit. The second signal is entirely controlled by an occupant of the vehicle and is initiated by a hand-held or vehicle-mounted device. The first and second signal generation means may also be in a single unit which may permit total occupant control of both signals or of only the second signal with the first signal continuously generated and received within a predetermined distance from the identification and processing unit. Included within the servicing contemplated by the invention are various activities in connection with the vehicle itself such as fueling and washing, as well as providing merchandise to the vehicle&#39;s occupants. 
     Reference will now be made in detail to the present preferred embodiments of the invention, examples of which are illustrated in the accompanying drawings. 
     In FIG. 1, reference numeral  2  refers to a vehicle and customer servicing system embodying features of the present invention. The system  2  initially electronically identifies a vehicle  24  when the vehicle  26  is within a predetermined distance of the station, authorizes a transaction involving the purchase of goods or services by a customer within the vehicle  26 , and subsequently bills or authorizes billing the customer&#39;s account for the services and goods. The system  2  then allows customers to pump fuel from a robotic pump  9  or secure other services without having to leave the vehicle, roll down a vehicle window, or go inside the service station building to pay for the fuel or other goods or services. As explained further below, the system  2  may also be used for other services at the station such as a car wash station or facility  6 , or for obtaining merchandise from a convenience store  10 . 
     In one embodiment (FIG.  1 ), the system  2  is implemented in a service station environment that includes two service islands  12 , each having two dispensers  14 , it being understood that the number of islands and dispenses, as well as their geometry and relationship to one another, may vary according to the requirements of the environment. Communication and synchronization lines, discussed more fully below, connect the dispensers  14  to a host computer  16  for controlling operation of the dispensers and to car wash station  6 . An additional site  10 , representing a food service, payment station or other amenity, is also connected to the computer  16 . It is understood that each of the dispensers  14  includes a dispensing area on each of the opposing sides of the dispenser, each of which has at least one robotic fuel pump  9  mounted on rail or track  8  for positioning relative to the vehicle and a customer activated terminal (CAT) (not shown) and for performing dispensing functions as well as the functions to be described in detail below. It is also understood that the computer  16  may be connected to a network (not shown) for performing functions including, but not limited to, customer billing verification. Proper positioning of the vehicle relative to the fuel pump  9  is determined by a vehicle sensor  7  which is connected to the computer  16 . As discussed below, robotic pump  9  can be provided with appropriate sensors to locate the fuel port on the vehicle. Further details relating to the robotic fueling pump of the invention are described in U.S. Pat. Nos. 5,638,875 and 5,393,195, both to Corfitsen and both incorporated herein by reference. 
     Customer Identification Processing Units 
     Radio frequency customer identification processing units (PU)  20  are included with each of the dispensers  12  and with the site  18  (not shown). Connected to each PU  20 , and mounted to each fuel dispenser  14 , are four antennas: two (2) long-range antennas  22 A,  22 B mounted to the top of the dispenser  14  (on each opposing side thereof for detecting vehicle-mounted customer transponders  23  for producing a first, automatically generated identification signal, and two (2) short-range antennas  24 A,  24 B mounted inside the head of the dispenser  14 , one on each side of the dispenser, for detecting a hand-held customer transponder  25 , shown in FIG. 3B when used essentially at the dispenser site. As discussed in detail below, each PU  20  polls the four antennas  22 A,  22 B,  24 A,  24 B of each dispenser  14 , sending power pulses to the antennas, reading the customer identification (CID) data detected by the antennas from the transponders (e.g., the transponders  23  or  25 ) and sending the data to the host computer  16 . For example, it is contemplated that a vehicle  26  entering a dispensing area in front of one of the fuel dispensers  14  will include a transponder  23  mounted thereto such that the long-range antenna  22 B on the dispenser  14  nearest the vehicle will read the CID data contained in the transponder. 
     Transponders  23 ,  25 , and antennas  22 A,  22 B,  24 A,  24 B, and PU  20  used in the system  10  are available from Texas Instruments Incorporated of Dallas, Tex. under the TIRIS™ (Texas Instruments Registration and Identification Systems) product line. Information about these components is publicly available from Texas Instruments Incorporated and should enable those of ordinary skill in the art to make and use the system  10 , following the description set forth in this specification to achieve desired functionalities. 
     The transponders  23 ,  25 , and radio frequency identification tags (RFID tags) may either be mounted to the customers&#39; cars or may be hand-held, key ring/chain or credit card style units. The transponders  23  and  25  contain customer identification (CID) data that is broadcast in response to receiving a predetermined radio frequency (“RF”) wave (i.e., a power pulse). The RF wave is sent by a PU  20  housed in one or more of the dispensers  14 . The antennas  22 A,  22 B,  24 A,  24 B mounted to the dispensers  14  read the broadcast data and send the data to the PU  20  for decoding and further transmission to the host computer  16  or also to a network where the data can be verified and the customer billed after completion of the fueling or other purchase. 
     The processing units  20  send out periodic, low frequency, power pulses of approximately 134.2 kHz to the antennas  22 A,  22 B,  24 A,  24 B. The antennas  22 A,  22 B,  24 A,  24 B in turn direct the electromagnetic fields generated by the power pulses to particular areas adjacent the dispensers. A power pulse lasts approximately 50 milliseconds (ms) and may be generated every 90 ms to 140 ms. 
     When a transponder  23 ,  25  enters the electromagnetic field, the energy is collected by an antenna (not shown) in the transponder and stored in a small capacitor (also not shown). After the power pulse is completed, the transponder  23 ,  25  transmits the customer identification data using the energy stored in the capacitor, or, alternatively, a separate energy source such as a battery. The antennas  22 A,  22 B,  24 A,  24 B mounted to the dispensers  14  read the data broadcast from the transponder  23  or  25  and send the data to the PU  20  for decoding and further transmission to the host computer  16  or a network where the data can be verified and the customer billed after completion of the fueling or other purchase. 
     FIG. 2 graphically illustrates the operation of a transponder  23  or  25  in cooperation with a reader  20 . Responsive to a PU  20  emitting a power pulse (typically occurring for 50 ms), the transponder  23  or  25  (if within range) will be charged as indicated by the increase in the voltage potential of its capacitor (not shown). Once charged, the transponder  23  or  25  then emits a response signal (lasting about 20 ms) thereby sending its customer identification data to the PU  20 . In total about 128 bits are transmitted which are picked up by the antenna (e.g., one of antennas  22 A,  22 B,  24 A,  24 B) of the PU  20  and then are decoded. Once the data has been sent, the transponder  23  or  25  continues to discharge its storage capacitor thereby resetting the transponder to make it ready for the next read cycle. The period between the transmission pulses is known as the “sync time” and lasts for about 20 ms, depending upon the chosen criteria. The next power pulse may be transmitted approximately 20 ms to 50 ms after the transponder  23  or  25  has completed transmitting the data. As explained further below, the sync time between pulses is used to coordinate the transmission of the power pulses through the various antennas  22 A,  22 B,  24 A,  24 B of the system  10 . 
     Referring again to FIG. 1, it is understood that the illustration is not necessarily drawn to scale. Each fuel dispenser  14  can have two separate dispensing areas, one on each side of the dispenser  14 , where the fuel nozzles and registers are located. As indicated above, each dispensing area typically also has a customer activated terminal (“CAT”) that a customer uses to make selections such as type of payment and where messages may be displayed to the customer. Other possible arrangements of the system  2  include environments with more than two service islands, not necessarily parallel to one another, or arrangements in which the islands form a circle with inner and outer rows or islands. 
     Referring to FIG. 3A, the vehicle-mounted transponder  23  may be mounted to the rear window  28  of the vehicle  26  preferably near the side of the vehicle where the fuel door  30  is located. In FIG. 3A, the vehicle-mounted transponder  23  is positioned approximately two (2) inches from the top  32  and side  34  edges of the rear window glass. The vehicle-mounted transponder  23  may be applied to the window  28  with adhesive-backed VELCRO® pads. One pad is adhered to the transponder  23  and another is adhered to the inside surface of the vehicle window  28 . Although the vehicle-mounted transponder  23  has been described herein as being positioned on the rear window  28  of the vehicle  26 , other locations such as a side window may be suitable depending upon the particular arrangement of the long-range antennas  22 A,  22 B. Furthermore, other means for mounting the transponder  23  to the vehicle may be used. 
     FIG. 3B illustrates two variations of a hand-held transponder  25  which a customer can wave in front of one of the short-range antennas  24 A,  24 B mounted on the opposing sides of the dispenser  14 . The hand-held transponder  25  may be a key ring or chain style unit  25 A or a credit card style unit  25 B, or have a different suitable hand-held form. Variations in the shape and size of the transponder  25  are contemplated. Frequently, the hand-held transponder will be of the “passive” type heretofore described that receives and stores energy from the processing unit in order to transmit back billing or other data. 
     FIGS. 4A and 4B illustrate a mounting arrangement for the four antennas  22 A,  22 B,  24 A,  24 B on a dispenser  14 . The two long-range antennas  22 A,  22 B, are preferably mounted to a top  36  of the dispenser  14 . One long-range antenna  22 A or  22 B extends outwardly from each side  38 A or  38 B of the dispenser  14  so that the plane of the antenna is substantially perpendicular to the side  38 A or  38 B of the dispenser  14 . The antennas  22 A,  22 B transmit equally well from either side of the antenna, perpendicular to the plane of the antenna. The antennas  22 A,  22 B, therefore, are aligned so that the electromagnetic field generated from one side of the antenna is directed toward the dispensing area for a vehicle on the appropriate fueling side of the dispenser  14 , and the electromagnetic field from the other side of the antenna is directed up and away from the other side of the dispenser  14  as shown. 
     The top  36  of the dispenser location provides the optimum performance for reading vehicle-mounted transponders  23 . This location and orientation of the long range antennas  22 A,  22 B also eliminates any problems associated with reading a vehicle-mounted transponder  23  of a vehicle located on the opposite side oil the dispenser  14 . Furthermore, with this location and orientation, the radio frequency waves are less likely to reach the fueling areas of adjacent service islands  12 . 
     The short-range, or key ring/credit card style transponder antennas  24 A,  24 B are preferably mounted within the dispenser  14  head behind corresponding authorization lights  45 A,  45 B. The authorization lights  45 A,  45 B advise the customer that he or she is authorized to pump fuel. One short-range antenna  24 A or  24 B is positioned on either side  34 A or  34 B, respectively, of the dispenser  14  as shown in FIG.  2 B. The antennas  24 A,  24 B are also positioned near opposing ends  46  of the dispenser  14  as shown in FIG.  2 A. This positioning of the antennas  24 A,  24 B helps prevent the reading of transponders from the wrong side of the dispenser  14 . In another embodiment, the authorization lights  45 A,  45 B can be located apart from the dispenser  12  or in different locations on the dispenser. 
     FIG. 4A also shows the customer-activated-terminal (“CAT”) on the dispenser  12 . The CAT includes a display  50  where messages may be presented to the customer. 
     FIGS. 5A and 5B illustrate a second possible arrangement of the antennas on the dispensers. In this embodiment, the long-range antennas  22 A′,  22 B′ are mounted to the top of the dispenser  14 ′ and extend outwardly from the sides  38 A′,  38 B′ of the dispenser  14 ′ at an upward angle as shown in FIG.  5 B. The electromagnetic fields are directed from one side of the antenna toward the appropriate fueling area and are directed up and away from the other side. The short-range antennas  24 A′,  24 B′ of this embodiment are arranged in a similar manner as the short-range antennas of the first embodiment. 
     The transponders  23  and  25  may be read only (R/O), low frequency RFID tags containing a 64-bit customer identification code and are available from Texas Instruments, Inc. Alternatively, the transponders  23 ,  25  may be read/write (R/W), low frequency RFID tags with a range of different memory capacities. Such R/W transponders are available from Texas Instruments, Inc. The customer identification codes (CIDs) on the RIW transponders may be changed or other data added for business and/or security purposes. For example, the number of times in a day that a vehicle-mounted transponder is used for a fueling transaction at a particular service station or locality can be tracked and written to the transponder  23 ,  25 . This information can be used for various reasons including limiting the number of times that a vehicle-mounted transponder can be used in a day. Furthermore, personal preference information related to the buying experience may be written to the transponder. Likewise, the transponder can be connectable by a suitable interface to microprocessors such as a vehicle&#39;s onboard computer so that, in cooperation with the system  10 , information can be written to the transponder and then displayed to the customer while fueling (e.g., fuel economy calculations, miles traveled since last fill up, engine conditions and the like). 
     Generally, those systems having a battery to provide the power source will have greater range than passive systems using energy received from the terminal and stored in a capacitor. The actual reading range or distance for the antenna/transponder combinations depends upon such criteria as transponder size and type, antenna size and type, transponder and antenna orientation, and electromagnetic noise. A combination of a long-range antenna  22 A or  22 B mounted to the top of the dispenser  14  and a vehicle-mounted customer transponder  23  preferably provides a read range of up to approximately seven (7) feet measured from the side face of the dispenser  14 . The combination of a short-range antenna  24 A,  24 B located in the dispenser  14  head and a key-ring or credit card style customer transponder  25  preferably provides a read range of zero (0) to four (4) to six (6) inches. 
     Table 1 below shows preferred read ranges for the vehicle-mounted transponder/antenna combination and the key chain/credit card transponder/antenna combination in one embodiment. 
     
       
         
           
               
               
               
             
               
                   
                 TABLE I 
               
             
            
               
                   
                   
               
               
                   
                   
                 Read Range a   
               
            
           
           
               
               
               
            
               
                 Transponder Type 
                 On Side 
                 Off Side 
               
               
                   
               
               
                 Vehicle Mounted 
                 Depth b : 
                 18 inches 
               
               
                   
                 Minimum: 60 inches 
               
               
                   
                 Ideal: 84 inches 
               
               
                   
                 Width: 42 to 60 inches 
               
               
                   
                 Height c : 39 to 60 inches 
               
               
                 Key Chain/Credit Card 
                 Bezel surface to 0 to 4 
                 No reads allowed 
               
               
                   
                 to 6 inches d   
               
               
                   
               
               
                   a Measured from bezel surface  
               
               
                   b Measured perpendicular to the side of the dispenser  
               
               
                   c Measured from the base of the dispenser  
               
               
                   d Measured perpendicular to the side of the dispenser  
               
            
           
         
       
     
     FIG. 6A is a schematic block diagram illustrating hardware details of a dispenser  14  for the system  10 . The two long-range antennas  22 A,  22 B (each labeled as “TOP OF DISPENSER ANTENNA”) are mounted to the top  36  (FIG. 4A) of the dispenser  14  in a “safe area”  57 . An antenna conduit assembly  60  extends through  25   a  “dispenser uprights” section  58  and a “dispenser hydraulic” section  59  to a “dispenser head safe area”  61  for connecting the long-range antennas  22 A,  22 B to a multiplexer  62  (“MUX”). The multiplexer  62  is housed in the dispenser head safe area  61  along with the PU  20 . The dispenser head safe area  61  is separated from the hydraulic section  59  by a vapor barrier  64 . 
     Also housed in the dispenser head safe area  61  and coupled to the multiplexer  62  are the short-range antennas  24 A,  24 B (each labeled “KEY RING ANTENNA”). The multiplexer  62  controls the transmission of the energy pulses from the antennas  22 A,  22 B,  24 A,  24 B. A synchronization (“SYNC”) line  66  provides the coordination commands to the multiplexer  62  for transmitting power pulses. A radio frequency (“RF”) line  68  provides the low frequency, FM power pulses that are transmitted by the antennas  22 A,  22 B,  24 A,  24 B. 
     The multiplexer  62  and PU  20  are both coupled to the authorization lights  45 A,  45 B for controlling the activation of the lights. The PU  20  is coupled to the host computer  16  (FIG. 1A) via a communications (“COMM”) line  72  and to the other readers  20  via a synchronization (“SYNC”) line  74 . A power supply  76  housed in the dispenser  14  head provides power to the PU  20 , the multiplexer  62  and the authorization lights  45 A,  45 B. The power supply  76  is also coupled to an outside power source via a power line  78 . A main conduit assembly  80  supports and protects the communication line  72 , the sync line  74 , and the power line  78  which are fed to a main junction box  82  coupled a to the power storage source and the host computer  16 . 
     FIG. 6B is a schematic illustrating the signal flow between the host computer  16 , the dispenser  14  and the antennas  22 A,  22 B,  24 A,  24 B connected to the antennas through the MUX  62 . Each PU  20  includes a microprocessor (not shown) and programming instructions (i.e., software, not shown) for causing the power pulses to be generated by the antennas  22 A,  24 A,  22 B,  24 B through the channels of the MUX  62  that connect each antenna to the reader. To be properly synchronized, for reasons described below, all of the processing units  20  in the system  10  must cycle through the MUX  62  channels to activate the antennas  22 A,  24 A,  22 B,  24 B attached thereto in a predefined, coordinated sequence. For example, in the illustrated embodiment each PU  20  includes a MUX  62  with four channels wherein each channel  1 - 4  is connected to a different antenna  1 - 4  (e.g., antennas  22 A,  24 A,  22 B,  24 B). Synchronized operation, as explained below, therefore requires that all of the PU  20  generate a charge pulse on channel  1  at the same time, on channel  2  at the same time, on channel  3  at the same time and on channel  4  at the same time. If one reader generated a charge pulse on channel  1  while another PU  20  generated a charge pulse on channel  3 , or if the PUs  20  each operated to generate pulses on any of the channels independently of the other readers, then the readers would be out of synchronization. To keep all of the PUs  20  in synchronization, the sync line  74  (FIGS. 6A and 7) connected to each of the PUs  20  instructs the MUX  62  in each reader (through the sync line  66 ) when to generate a charge pulse and on what channel to generate it. 
     FIG. 6A further illustrates the communication between payment terminal and pump controller circuitry and the host computer  16 . The payment terminal may be a customer activated terminal (CAT) and the pump controller circuitry responds to instructions from the host computer  16  and the payment terminal for dispensing fuel from the dispenser  14 . 
     FIG. 7 further illustrates the site wiring for the system  10  showing the communication line  72  and sync line  74  connections among the multiple PUs  20 . The timing signals for coordinating the transmission of power pulses from PUs  20  (labeled with numbers  1 ,  2 ,  3  and n) are carried by the sync line  74 . The coordination of the transmission of the power pulses from the various PUs  20  is discussed further below. Any number of the PUs  20  is contemplated. While not shown, it is understood that each PU  20  includes a radio frequency module and a control module. The radio frequency module generates the power pulses and receives the data broadcast from the transponders  23 ,  25 . The control module has a microprocessor that decodes and processes the transponder data and communicates with the host computer  16 . 
     Preferably, the PUs  20  are interconnected on an RS-485 loop to provide synchronization of the transmit/receive cycle. This link ensures that all dispenser  14  locations are activating like antenna positions to minimize interference from each other, as described below. While not shown, RS232-485 converters interconnect the host computer  16  with the PUs  20 . 
     Synchronization of the Readers 
     FIGS. 8-10 illustrate details concerning synchronization of the readers  20  within the system  10  to avoid crosstalk among the transponders  23  that could result in erroneously billing a customer for services never received. 
     In FIG. 8, a simplified schematic of the system  10  is shown in which the dispensers  14  are labeled as pumps I, II, III, and IV and have corresponding PUs  20 - 1  to  20 - 4 , each with antennas A and B on opposite sides of the pump. To illustrate the crosstalk problem, the readers in pumps I and IlI are unsynchronized thus demonstrating the potential for crosstalk caused by a transponder X being charged by one of the readers when the transponder X is located between the pumps. In contrast, the readers in pumps II and IV are synchronized thus solving the crosstalk problem for a transponder Y located between the pumps. 
     Pumps I and III send out power pulses from antennas B and A, respectively, thereby causing the potential for one or both of them to charge the transponder X, even though the transponder X is closer to pump I. Each of the antennas B and A emitting power pulses generate an energy field extending from the antenna, as represented by lines in the figure. The energy field in front of each antenna includes a “near field” region, a “far field” region, and a “transition zone” therebetween (not shown). There are no sharp dividing lines between the three regions and somewhat arbitrary limits are set for each region based upon the way in which energy spreads as the distance from the antenna increases. In one example, the near field region generally extends out from the antenna to a distance of 11D 2 /82=A/22 where D=the diameter of the antenna, and A=area of antenna aperture. The distance of the far field region is about five times the length of the near field region and occurs at a distance of roughly 2D/22. The transition zone is the region therebetween. As shown in FIG. 8, the possibility exists for overlap of the transition zones or far field regions of the antennas B and A for pumps I and III when the antennas emit power pulses simultaneously. 
     In looking at the power pulses emitted from pumps I and III, it is most likely that the Transponder X will be charged by antenna B in pump I, because the transponder is relatively far from pump III; however, it may end up being charged by the overlap of power pulses from both pumps I and III even in a situation where the transponder is too far from either pump to be charged by antenna B or antenna A alone. This can occur when the energy in the overlapping transition zone or far field regions of the antennas, by virtue of their combined strength, is sufficiently high. Once the power pulses are completed, if the transponder X receives sufficient energy it will transmit its data in response. Even though pump I is closest to the Transponder X, it is possible that pump III will also receive the response, thereby resulting in crosstalk. 
     Pumps II and IV send out power pulses from their antennas A and B, respectively. Transponder Y is too far away to be charged by the energy field generated by pump IV alone; and it will not be charged by pump II, since the power pulse from pump II is not in a direction facing the transponder. Transponder Y will only be charged when it receives a power pulse from antenna B on pump II (which will then be the only antenna receiving a response). Such a synchronized system provides better separation and higher confidence that the proper response is coming from the correct transponder  23 . 
     Thus synchronization of the system  10  is accomplished when the PUs  20  selectively send out power pulses so that all the antennas facing the same general direction (e.g., all antennas facing north, or facing south, or facing east, or facing west) send out a pulse at the same time, and all antennas facing different-directions do not send out pulses at that time. This synchronization is accomplished by the PUs  20  transmitting pulses from antennas facing one direction (e.g., antennas A) during the sync time (see FIG. 2) of the transmit/receive cycle of antennas facing a different direction (e.g., antennas B). 
     Other synchronization arrangements are possible depending upon the number of pumps and their relationship to one another. In one embodiment, the synchronization does not necessarily need to occur for all antennas but instead will occur only in the case of antennas for dispensing areas that face each other where the energy fields in front of the antennas might possibly overlap. 
     Referring also to FIG. 1, a synchronization strategy that prevents energy fields from the different antennas from overlapping results when each PU  20  pulses antennas  22 A at the same time, followed by antennas  24 A at the same time, followed by antennas  22 B at the same time, followed by antennas  24 B at the same time. The foregoing successive sets of antennas are pulsed during the sync time (or thereafter) following the data transmit cycle of transponders charged by the previous antenna set. In the strategy just described, antennas for car mounted transponders  23  and hand-held transponders  25  alternate in their pulsing, and pulsing only occurs on one side of each island  12  at a time so that a vehicle located between the islands is not subject to receiving pulses from opposite directions caused by overlapping energy fields. In this case, each “A” antenna (antenna  22 A or  24 A) (facing west as viewed in the drawing) sends out a pulse during the sync time of the transmit/receive cycle of the previously pulsed “B” antenna (antenna  22 B or  24 B) (facing east as viewed in the drawing), and vice-versa. This represents an antenna pulse sequence of:  22 A,  24 A,  22 B,  24 B. Alternative sequences include:  22 A,  22 B,  24 A,  24 B. Any other combination thereof is appropriate so long as “A” antennas and “B” antennas do not charge in the same cycle. 
     Referring to FIGS. 6A,  6 B and  7  discussed previously, operation of the readers  20  will now be described in further detail with respect to an implementation of one or more of the synchronization strategies mentioned above. 
     As indicated previously in FIG. 6B, each PU  20  includes a microprocessor (not shown) and programming instructions (i.e., software, not shown) for causing the power pulses to be generated by the antennas  22 A,  24 A,  22 B,  24 B through the MUX  62  channels that connect each antenna to the reader. To be properly synchronized, all of the PUs  20  in the system (FIG. 7) must cycle through the MUX  62  channels in synchronization. Synchronized operation requires that all of the PUs  20  generate a charge pulse on channel  1  at the same time, on channel  2  at the same time, on channel  3  at the same time and on channel  4  at the same time. It is understood that the specific synchronization strategy may be determined based upon which antenna  22 A,  22 B,  24 A,  24 B is connected to which channel  1 - 4 . The sync line  74  connected to each of the PUs  20  instructs the MUX  62  in each reader (through the sync line  66 ) when to generate a charge pulse and on what channel to generate it for purposes of synchronization. 
     FIG. 7 illustrates how each PU  20  is instructed on the sync line  74  to generate properly synchronized charge/read cycles. One of the PUs  20  is designated as the “master” reader and the remainder are designated as “slaves.” The master PU  20  generates a synchronization pulse on the sync line  74  which inversely follows its charge/read cycle. The slave PUs  20  use the sync pulse to set up their charge/read timing. Assuming the charge pulse is fixed at 50 ms and the transponder read is about 20-25 ms, there should be no reason for variance. However, as illustrated the slave timing line  904  may result in a variance from the sync pulse because of message processing occurring in the slave PU  20 . This has the unfortunate effect of changing the slave PU  20  processor&#39;s timing by lengthening the time it remains low. Hence synchronization can be adversely affected depending upon the loading of the individual PU  20 , causing a reader to “drop out” of a charge/read cycle if it is unable to finish its processing in time to catch the sync signal. 
     It will be appreciated that processing routines are written such that message processing does not occur in a manner to inordinately slow down the master PU  20 . 
     Slowing down the master PU  20  is to be avoided since this will slow down the entire system of PUs  20 . 
     Referring to FIG. 7, communications on the comm line  72  between the PUs  20  and the host computer  16  in the present embodiment are limited because the readers are unable to communicate to the host computer during the read cycle, i.e., when the reader is receiving information from the transponders  23 ,  25 . This problem is due, in part, to the lack of hardware resources available in the commercially available PUs  20  (i.e., the TIRUS reader available from Texas Instruments Incorporated). 
     For example, the PU  20  lacks a universal asynchronous receiver-transmitter (UART) to transmit/receive transponder data. Accordingly, the present embodiment implements a UART in the software (not shown) which is stored and executed within the PU  20 . The software causes communications between the host computer  16  and the PUs  20  only when a PU  20  is implementing a charge cycle. During the charge cycle, the processor (not shown) in the reader is available for communications on the line  72  while it is waiting for the 50 ms timer to transpire. Subsequently, once the PU  20  has finished charging the transponder  23 ,  25 , it will attempt to read information from it and to do this, serial interrupts must be disabled for at least 20-25 ms. This is not a good time for host computer  16  communications to occur because the transponder read will be garbled by the interrupt for host computer communications. 
     The software within the PU  20  implements the UART function by only allowing the host computer  16  to communicate with the PU  20  on the comm line  72  only when the sync line  74  is low, and adjusts the logic of the sync line such that a low sync line is a reliable indicator of when charging is occurring. When the sync line  74  transitions from high to low, the charge cycle for the reader commences. The sync line stays low during charging and the software then instructs the sync line to transition from low to high at the end of the charge cycle. Thus the sync line is low only when the charge cycle is occurring. By following the rule that the host computer  16  can only communicate on the comm line  72  with the PUs  20  when the sync line  74  is low, it is ensured that there will never be a case when information is sent during the read cycle when interrupts are disabled. 
     In the host computer  16 , the clear-to-send (CTS) line (not shown) on RS-232 ports regulates flow of data to and from the PUs  20  according to when the line is high or low. The sync line  74  is thus connected to the CTS line through an RS-485 to RS-232 converter for preventing the host computer  16  from sending data when the PU  20  is unable to process it. 
     Actuating the Automatic Servicing Unit 
     As previously noted, the system of the invention can include a second, occupant controlled transmitter for starting, controlling, and finishing servicing in accordance with the invention. The control transmitter  95 , shown in FIG. 19 is arranged within the vehicle to be operated by an occupant of the vehicle. Advantageously the control transmitter communicates servicing data, for example, as to the amount or grade of fuel to be supplied, or the money equivalent for which fuel is desired and initiating and terminating the actual fueling operation. 
     In another embodiment, the control transmitter is an electromagnetic or acoustic wave transmitter/receiver means in the vehicle is capable of communicating with a corresponding transmitter/receiver on the fuel dispenser unit. Preferably, infrared (IR) light waves are employed. 
     In FIG. 15 a block scheme of the system of the present invention, only presented in most generalized form, is shown. Control transmitter  101  has signal links  110   a  and  110   b,  respectively to and from a processing unit  20 , which has further communication links  112   a  and  112   b,  respectively to and from operating control units  121 . 
     In more detail, the control transmitter  101  includes elements necessary for transmitting a signal and initiating and controlling a service procedure to a processing unit. In accordance with the invention the controls transmitter  101 , is located within the vehicle to be serviced. 
     In an advantageous embodiment of the present invention the control transmitter  101  includes a vehicle control means connected to a light emitting diode (LED) for transmission of infrared light (IR) signals to at least one IR-receiver at the computer side of the links. Conventionally the electronic circuitry includes a custom-integrated circuit, i.e., a chip which has been adapted for a specific sequence of operations. In the present case the circuitry is adapted for transmitting and receiving specifically coded data signals. 
     It will be clear to one skilled in the art that communication linkage can be effected also by other types of electromagnetic waves employing corresponding transmitter/receiver combinations, or even by acoustic waves, consequently necessitating suitable transmitter/receiver devices. 
     The PU  120 , including known memory units, and an arithmetic and logic unit, processes the above signals after having been converted to PU matched signals. In particular the signals are directed to and from respective operating control units  121  including, for example, units for vehicle position determination, on-off controls and fuel type and volume determination. Generally PU  120  and units  121  are in one housing. From this housing, circuitry is connected to different operating units, such as robot arm devices, fuel supply devices, and communication means as far as the computer side is involved. 
     In further embodiments the car-side part of the communication means can include more sophisticated operation devices such as in-car terminals including keyboard means and display means, thus capable of being employed for much more advanced use. Also, combinations of the above-mentioned in-car control transmitter are included in the present invention. 
     In FIG. 16 a block scheme of the system in accordance with the invention is shown, presenting in more detail communication links between customer operated communication means and specific control units for controlling corresponding fuel supply operating units. 
     Analogous to FIG. 15, FIG. 16 shows control transmitter  101 , a PU  120 , and operating control units  131  to  136 , the control units being linked either to the PU or between each other by means of links  131   a,b  to  136   a,b.  Further to the above units a communication link interface  111  is shown, respectively linked to the communication means  101  through links  113   a,b  and to the PU  120  through links  114   a,b.    
     The communication links, both as shown in FIG.  15  and in FIG. 16 are employed to allow the vehicle occupants to transmit signals controlling servicing being carried out. The data signals can include signals, concerning the vehicle, for example, fill pipe and fuel cap position data, fuel type data, and cap lock data. After having been received at the computer side of the control system, the signals are processed and converted to control data signals for the above operating units, which will be explained below, for the respective data, in particular with respect to FIG.  18 . 
     With reference to FIG. 17 the interface  111  is described in more detail. The vehicle occupant, having signaled his arrival through one or both transponders providing an identification signal to the system, parks the vehicle alongside a fuel dispenser unit and requests refueling by operating the in-vehicle control transmitter which also can transmit payment authorization and selection of fuel grade. The IR signals from unit  140  are transmitted and are received, for example, by an IR receiver  143 . 
     The IR receiver  143  converts and forwards the signals in order to be processed in the PU  20 . 
     As shown in FIG. 16, a position determination means  131  receives the above image signals  131   a  via the PU  20 , and, after determination of the position, data signals generated are supplied via a signal link  131   b  to a memory unit of the PU  20  for being used in the further refueling procedure. 
     The signal forms representing coded data as mentioned above are of interest as well. The data signals coded in digital form are received by well-known receiver means and processed in operating control units to identify control data, fill pipe and fuel cap position data, cap lock control data and fuel type and amount control data. 
     To start the fuel supply step the generated control data are read from the respective memory units and combined to a combined data acceptance signal by means of the PU  20 . 
     The combined data acceptance signal is sent to a robot arm control unit  135  via a link  135   a  in order to enable robotic fuel pump nozzle  9  (shown in FIG. 1) to carry out the fuel supply step. Subsequently the robot arm will be moved into position along rail  8  to deliver the type of fuel requested to the vehicle fueling port. After having been connected, the robot arm is moved to the fuel cap (not shown). The fuel cap is opened by means of an unlocking device built in the nozzle end of the robot arm. 
     Referring again to FIG. 16, in one embodiment a sensor  136  arranged upon the robot arm nozzle  9  and activated during refueling by a signal link  136   a  detecting that the tank has been filled up, and generating a detection signal  136   b  which is directed to the PU  20  which in turn continues data processing in that the robot arm will be moved back to its starting position. In another embodiment, dependent on the facilities arranged in the vehicle, an interruption signal for stopping the fuel supply step is generated by the customer, and subsequently transmitted to the PU  20 , processed by the PU, and sent to the robot control unit  135  to stop the fuel supply step. According to the control signal the robot arm is moved back to its starting position. In both alternatives a reversed fuel cap handling procedure is followed. 
     As a last event in finishing the refueling procedure the customer has to be informed that he is ready for departure. Again dependent on the facilities present in the vehicle, in one embodiment on a display of the in-car terminal the above information is presented, whereas in another embodiment for example, a light signal or an acoustic signal is observed by the customer. 
     Now referring to FIG. 18 a flow chart of an embodiment of an operating sequence to be effected by the system of the invention is shown. 
     In the FIG. 18 steps (a) to (k) are shown. The steps mainly correspond with the procedures carried out by the system as explained above. 
     In step (a) the start request is presented subsequent to one or both transponders in the vehicle providing payment and servicing by a first identification signal provided to the customer identification and processing unit. The customer starts the servicing procedure using transmitter  95  after having parked the vehicle alongside the fuel dispenser or other servicing unit. In a further embodiment, a parking detecting and parking control procedure can be provided, especially for refueling, in order to insure parking at the right place thereby assuring that the robot arm can reach the fueling port of the vehicle. 
     In steps (b) and (c), respectively, the above-mentioned signal is processed in order to generate a combined data acceptance signal for further control of the robot arm and to start the fuel supply steps of the refueling procedure. 
     In steps (d), (e), and (f) fuel is supplied by means of the robot arm operation as explained above. 
     In step (g) finishing or interruption of the refueling procedure is presented whereas in step (h) a further check on the procedure is carried out. 
     In steps (i) and (j) finishing the fueling procedure is carried out in accordance with the data supplied. Corrections or modifications can be carried out before going for step (k), which is a restarting operation. 
     In a further advantageous embodiment of the system of the present invention the communication means communicates further refueling procedure data. In particular such data, which relates to the amount of fuel to be supplied, or the money equivalent for which fuel is desired, can be transmitted as coded data also. 
     In the sequence any system shown above the refueling procedure is carried out fully automatically. 
     In accordance with the invention electronic circuitry for holding the above-mentioned data and to be used for communication to the above system is provided also. The invention furthermore provides a fuel dispenser unit coupled to the above system. 
     Various modifications of the present invention will become apparent to those skilled in the art from the foregoing description and accompanying drawings. For example, a freely moveable and hand-operated service panel for IR communication is also encompassed by the invention. 
     The system of the present invention allows the quick, efficient, and safe providing of service for vehicles and the vehicle&#39;s occupants, generally without the vehicle occupant having to emerge from the vehicle or to become physically involved in the actual servicing of the vehicle. In accordance with the invention, fuel, for example, can be paid for, selected, and pumped into the vehicle&#39;s tank, all with the vehicle operator remaining in the vehicle in full control of the operation and without having to roll the window down. Other services, such as the washing of the vehicle, can be provided in a similar fashion. Exiting the vehicle during the servicing stop is limited to situations where it is desired to use the station&#39;s bathroom facilities or obtain merchandise available at a dispensing station. With respect to obtaining merchandise at a remote dispensing station, the present system allows automatic prepayment thereby speeding up the process. The system of the invention further provides considerably enhanced safety, especially during the critical and potentially hazardous refueling operation. The robotic aspect of the invention permits fueling of the vehicle without any direct involvement by any of the vehicle&#39;s occupants who remain within the vehicle and do not take part in the actual pumping operation. The vehicle&#39;s occupants do, however, retain control over the automatic refueling operation using the signal generating device of the invention which allows selection of fuel grade, amount of fuel, and immediate starting and termination of the refueling operation and may also provide the initial, identification signal as well. 
     As already noted, the system of the invention operates initially by receiving a signal from the vehicle or its occupant, either as it approaches the dispensing terminal or at the terminal itself. This signal identifies the customer and the credit arrangement for payment and transmits an authorization signal to the central control facility. Once the vehicle is properly aligned at the dispensing terminal, the customer, who may be the vehicle driver or other occupant, signals from inside the vehicle or nearby using a hand-held control device, indicating the type and quantity or value of fuel or other merchandise or services desired, and initiates the desired servicing procedure. 
     In the case of fueling the vehicle, the robotic fuel pump, once activated, automatically positions itself in alignment with the vehicle&#39;s refueling port, removes the fuel cap from the vehicle, inserts the fueling nozzle into the fuel filler pipe and begins pumping the indicated quantity and type of fuel into the vehicle. Systems aligning the fuel pump with the vehicles refueling port are described in the noted Corfitsen patent incorporated herein by reference. At the conclusion of the refueling operation, the pump nozzle is automatically withdrawn from the vehicle, the cap is replaced and the vehicle is ready to proceed. Identification of the exact location of the vehicle and the fueling port are advantageously facilitated by providing sensors on the vehicle either proximate the fueling port or in another location with the necessary parameters to identify the exact location and type of fuel port being stored in a data bank accessible to the computer control system. Alternatively, information relating to the vehicle type and the exact location and characteristics of the fueling port could be stored in the data bank activated when the vehicle first approaches the servicing terminal. 
     The system of the invention can be further facilitated by providing a data screen at the terminal station which is visible to the occupants of the vehicle providing information, for example, relating to proper vehicle positioning, grades of available fuel, quantity to be pumped or being pumped, cost, and additional goods and services available through the system. 
     Additionally, the system of the present invention can be provided in several variations. As heretofore described, the first signaling generator, which authorizes the transaction and payment and identifies the customer, can be a vehicle-mounted transponder or alternatively a hand-held transponder which functions once the vehicle has stopped along side the dispensing terminal. In alternative embodiments, one or the other of the hand-held or the car mounted first signal transponders may be dispensed with and only a signal transponder unit employed. Further, the hand-held, first signal transponder could be combined into a single unit with the second signal control transmitter employed by the vehicle occupant to initiate, select, and control the actual servicing of the vehicle. 
     Typically, the vehicle-mounted transponder may include its own power source and transmitter for producing a return signal to the dispensing terminal upon coming within range of the RF power pulse broadcast from the terminal, although it will be understood that a passive vehicle mounted transponder relying on energy received from the terminal transmitter, as heretofore described, could be used. 
     It will be apparent to those skilled in the art that various modifications and variations can be made in accordance with the present invention without departing from the scope or spirit of the invention. Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and examples that should be considered as exemplary only with a true scope and spirit of the invention being indicated by the following claims.