Patent Publication Number: US-2006012479-A1

Title: Fuel dispensing system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
      Not applicable.  
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT  
      Not applicable.  
     REFERENCE TO A MICROFISHE APPENDIX  
      Not applicable.  
     BACKGROUND OF THE INVENTION  
      1. Field of the Invention  
      The present invention is in the field of fuel dispensing at the point of sale. The invention is also about a method of effecting payments in the point of sale. The invention provides a means to provide information relating to fuel consumption in vehicles in the framework of a fleet.  
      2. Background Art  
      In a fuel dispensing station referred to hereinafter as a point of sale (POS), fuel is dispensed to traveling vehicles stopping by. Apart from fuel, other commodities and articles of commerce may be offered for sale in such a POS. Some of these articles are strictly associated with motoring while others are not. At the POS, a forecourt typically harbors the dispensing units, a POS controller is located in a secluded room. Other shops or booths are typically present in the vicinity of the POS controller or the forecourt. In typical existing fuel dispensing stations, the dispensing units are connected by conducting wires to the POS, as described in  FIG. 1  to which reference is now made. The dispensing units  30 ,  32 ,  34  and  36  are connected by respective cables  38 ,  40 ,  42  and  44  to the POS controller  46 . The POS accepts money, money equivalents (e.g. vouchers), electronic money or credit card transactions. The POS controller  46  connects to the credit companies  48 , such as a bank or the fuel company for confirming the transaction. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       FIG. 1  is a schematic description of the connection between dispensing units and cashier in a fuel point of sale;  
       FIG. 2A  is a schematic description of a first communications subsystem of the invention depicted as a bus;  
       FIG. 2B  is a schematic description of a first communications subsystem of the invention depicted as LAN;  
       FIG. 2C  is a schematic description of the entire communication system of the invention;  
       FIG. 3  is a schematic description of the cyclic activation schemes performed by the active vehicle tag;  
       FIG. 4A  is a schematic description of a vehicle standing near a fuel dispenser employing three end points of the communication system of the POS of the invention;  
       FIG. 4B  is a schematic description of a Nozzle transponder communicating with passive vehicle tag in a communications configuration of the invention;  
       FIG. 5A  is a schematic description of a part of the communication system of the invention showing first and second subsystem interaction;  
       FIG. 5B  is a schematic description of a part of the communication system of the invention showing second and third subsystem interaction; and  
       FIG. 6  is a chart describing the admissibility of payment cards.  
    
    
     DETAILED DESCRIPTION OF THE PRESENT INVENTION  
      In accordance with the present invention several interrelated communications systems are implemented together. Generally these communication systems are employed as a novel fuel dispensing and fund transfer control mechanism. The system of the present invention is intended to efficiently substitute existing POS network employing existing technology, as well as to provide other benefits, to be described below.  
      In a preferred embodiment of the invention, at the POS incorporating the system of the invention, three wireless communications networks are integrated, as explained schematically with reference to  FIGS. 2A-2C . In  FIG. 2A  the first subsystem is described as a wireless bus  70  which connects to several types of devices. Fuel dispensing units  72 , POS controller  74 , global network  76  are a few types of devices connected to the wireless bus  70 . In  FIG. 2B , the same system is described as a wireless LAN (WLAN)  82  to which are linked dispensing units  72  POS controller  74 , and global network  76  and other devices  78 .  
      A fuel dispensers in the POS is directly associated with at least one transceiver, hereinafter referred to as a dispenser unit (DU). The DU communicate with two types of transponders. An active transponder, or an active vehicle tag (AVTAG), and with a nozzle transceiver (NTR) which is also an active tag. The entire set of intercommoning nodes is described schematically in  FIG. 2C . DU  96  uses the WLAN  70  to communicate with DU  98  as well as with the POS controller  74 . DU  96  communicates with further two nodes, one associated with a vehicle, AVTAG  100 , and the other associated with dispensing nozzle, hereinafter referred to as the nozzle transceiver NTR  102 . The NTR  104  communicates also with another transponder, typically a passive tag, associated with a vehicle, referred to hereinafter as PVTAG (passive vehicle tag).  
      Functionally, the AVTAG pulsates in time as described in  FIG. 3  to which reference is now made, sending out signals  120  at intervals  122 . Typically, each signal  120  lasts a very short period of time with respect to the interval  122 . A typical example is 10 milli-seconds (ms) as compared to 2 second intervals. The reason for the short duration of signal transmission is the need for conservation of energy of the AVTAG. The AVTAG is typically a small object such that can be attached to the key holder of the vehicle, but be moved about also independently for reasons which will be described later on. The signal is intercepted by a DU when the AVTAG reaches a certain range from the forecourt as the POS. Thus, a POS automatically becomes informed of a vehicle of a subscriber when the vehicle travels to an effective distance from a fuel dispenser harboring a DU. If the vehicle lingers int eh effective distance beyond a predefined time period, the AVTAG logs on to POS network. Explained with reference to  FIG. 3 , the logging-on comes about as a DU of the POS counts at least n (a predetermined number) pulses. This way, a by-by passing subscriber vehicle, spending no substantial amount of time in the POS is not logged-on to the system.  
      Typically, a subscriber to the fuel dispensing company (FDC) is admitted to the POS services after the subscription has been validated by POS controller using the company&#39;s database. Following admittance, the subscriber can proceed to refuelling. To explain the following procedure, reference is again made to  FIG. 2C . AVTAG  100  has communicated through DU  96  which is typically associated with a specific fuel dispenser. If however, the subscriber wishes to stop at a different dispenser, or the communications with DU  96  becomes blocked, a communication can continue with another DU, such as DU  98 . The DUs themselves inter-communicate through WLAN  70 . The POS controller  70  may have, in some embodiments of the invention, access to a database of the subscribers which references the needs of the subscriber and communicates further with the subscriber as will be described later on. Once the subscriber&#39;s request to admittance has been validated, the nozzle picked up by the fuelling person, which may be the subscriber him/her self, activates a NTR  102  such as by activating a tilting switch. The preferred location of the NTR is on the refuelling nozzle, which implies that typically the NTR has to have an independent supply of electric power. The NTR is a consumer of power, required for the energizing of its active components, communicating with two wireless communication nodes. One such node type is at least one of the DUs of the POS and the other type is a PVTAG on the vehicle. Typically, the PVTAG is a passive transponder, such as an RFID (radio frequency identification) tag, activated by the NTR which also reads the information stored on the PVTAG. Activation by a tilting switch is one measure of limiting energy waste by the NTR. Example for a suitable RF passive tag is the HITAG line of readers and transponders, working in the 125 KHz frequency, manufactured by Philips Semiconductors (Eindhoven, Holland)  
      The inclusion of the PVTAG in the loop of authorizing sale of fuel to the subscriber is a theft prevention measure. The two transponders, the AVTAG and the PVTAG of the subscriber are registered as a match by the operating company such that as the DU reads the identity indicia of the two transponders, a verification procedure is performed by the POS controller that compares the indicia of subscriber&#39;s pair in the database accessed by the POS controller. This verification procedure insures that if a stolen or otherwise unlawfully acquired AVTAG, fuel dispensing will not be made possible without the presence of the matching PVTAG. Moreover, the PVTAG may be continuously interrogated by the NTR, in order to prevent fraudulent fuel acquisition after the refilling has been authorized and pump began operating. Optionally, additional sensor-transceivers are present in the vehicle, such as odometer transceiver.  
      In  FIGS. 4A-4B  to which reference is now made, the part of the refueling system is shown schematically with communication nodes associated with the vehicle  150 . In  FIG. 4A , dispenser  152  is shown. Associated with dispenser  152  is DU  154  that communicates with the nozzle of the fuel dispensing hose  156 . An enlarged detail of the nozzle and fuel inlet orifice is described schematically in  FIG. 4B . Nozzle  160  bears NTR  162  which communicates with passive PVTAG  164  attached to the vehicle. NTR  164  may be unitary or not, but typically the PVTAG is located in the vicinity of the fuel inlet orifice such that the NTR antenna for communicating with the PVTAG is substantially forward-staring, whereas the communication of the NTR with its associated DU does not have a fixed viewing angle in space. Moreover, the NTR is in some embodiments communicative with DUs of other dispensers in the same POS. In some embodiments, a single vehicle may have more than one fuelling inlet orifices, in which case the subscriber will require a respective number of PVTAGs.  
      As mentioned above, a POS communication system incorporates in accordance with a preferred embodiment of the present invention, three communication subsystems: A first communications subsystem carries out the DU communications tasks, between the various DUs and between the DUs and the POS controller. A second communications subsystem, which is communicable with the first subsystem, handles the DU to nozzle communications tasks and the DU to AVTAG communications tasks. A third subsystem, communicable with the second subsystem, includes s a passive tag reader for reading vehicles&#39; passive tags generally known as RFID (RF identification) systems.  
      In a preferred embodiment of the invention, the first communications subsystem is a wireless LAN (WLAN), such that various associated end-points in the POS can communicate thereby. The connection topology of the communications system of the invention is described schematically in FIGS.  5 A-B to which reference is now made. In  FIG. 5A  The POS controller  180  is connected by way of the WLAN subsystem to DUs  182 . By way of example only three DUs are drawn but the number may vary. All the DUs are connected among themselves by way of the same WLAN. In a second communication subsystem, a vehicle  184  communicates with a DU (any one of them) and any one of the DUs communicates with the NTR  186 . In  FIG. 5B , a part of the communications system is shown, in which NTR  186 , associated with a nozzle, employs a third communications subsystem, which is the RFID connection with the vehicle  184 .  
      Each subsystem of the communications system of the invention is to provide service in view of the following parameters: range (distance) between the end points, power conservation requirements, number of end points, transmission rates, and security requirement. The first subsystem must connect between all the DUs, typically all the DUs and the POS controller, and between an estimated maximal number of vehicles. In addition, this subsystem enables connection of additional end point in the POS such as shops and services, and connections to global networks and or to other external communication end point. Suitable technologies are for example, the WLAN complying with IEEE standard 802.11 (wireless networking) or 802.16 (wireless metropolitan area networks). The first communication subsystem must take over the entire existing wired POS infrastructure such that the functionalities of the wired communications between the dispensers and the POS controller are maintained without restrictions. Moreover, the takeover by the WLAN of a POS following its upgrading from a wired control infrastructure to the system of the invention, is to leave the pre-existing functions, i.e. control over the function of the fuel dispensers, their interaction with the POS controller and the payment transactions, intact.  
      The second communication subsystem does not take over existing communication facilities in a functional POS. The functions of this system are concerned with communicating the DUs with the AVTAGs, and communicating the DUs with the nozzle transponders. A suitable communications standard for this subsystem is a LR-WPAN (low rate wireless personal area network) such as 802.15.4 which is considerably less demanding with respect to energy consumption and data rate than WLAN standards. Since the DU typically participates in both the first and second communications subsystems, they must employ an appropriate gateway to maintain an interaction between the two subsystems. As indicated above, an additional transponder is employed in some embodiments of the invention, which is connected to the odometer of the vehicle such that information relating to the distances that the vehicle has traveled is passed on to the POS controller, at the instance of refueling. The information derived from the relationships between the odometer reading and fuel consumption is potentially valuable. For example, a vehicle fleet manager can in real time surveillance of the fuel consumption detect potential theft using such information.  
      The third communications subsystem, relates to a passive component containing information affixed to the vehicle, typically an RFID tag. The information stored on the tag relates to the vehicle&#39;s identity but possibly to considerable number of other issues, such as fuel type, maximum fill allowable, and agreement termination date. Preferably, to avoid identity theft, the tag is destructible upon tampering. The nozzle associated NTR is an RFID reader, but it also employs a transceiver to communicate with the DUs. The NTR employs a gateway to facilitate data transport between the first and the second communication subsystems.  
      The AVTAG and the NTR constitute both communications network end-points. The AVTAG is a small transceiver carried by the subscriber in person and can be transferred from a one vehicle to another one, if the subscriber wishes to do so. To allow refueling, the RFID tags in each of the subscriber&#39;s vehicles must be pre-registered as matching the AVTAG by the operator. The AVTAG may be used by the subscriber without association with a vehicle, for example, in case the subscriber uses a POS for purchasing goods and services other than fuel. To ensure a reasonable time between battery change or reload, the AVTAG is to employ appropriate transmission and processing methods. The NTR is another communication network end-point which is self supplied with respect to electrical energy and the various aspects of its function should take into account this limitation.  
      In a typical fuel POS operating today, the use of credit or debit card is facilitated in addition to cash payment. A magnetic card reader at the dispenser or in association with the dispenser reads the customer&#39;s card and the pump is signaled to dispense fuel as the POS controller sends a permission in response to the filling request. In case of a credit transaction, the POS controller uses a confirmation by the credit provider weather it is a bank or the fuel company to confirm the transaction. In another aspect of the present invention, a bank is not involved online in a credit transaction. Rather, a subscriber to the FDC using an FDC payment card, after having been admitted to the communications network, while sending a request for credit transaction from the dispenser, is being intercepted by the FDC&#39;s operator&#39;s system (of which an interface to is installed in the POS controller&#39;s end-point). Confirmation is given by the FDC&#39;s operator&#39;s clearing facility, which signals the POS controller to facilitate refuelling. These aspects of the payment are explained more clearly with reference to  FIG. 6  In step  200  the POS controller permits access to the vehicle AVTAG after having verified the AVTAG and the match between the AVTAG and the PVTAG. In step  202  the subscriber feeds the data of a magnetic card into the magnetic card reader associated with the dispenser. At the POS controller, an interface of the FDC checks the data of the magnetic card at step  204 . If it is a FDC card, the FDC verifies the card data, at step  206  and if terms are met, it instructs the POS controller to proceed as usual at step  208 , in which case the pump is signaled at step  110 . In this course, the FDC performs the clearing without the intervention of the bank while the POS controller behaves as if the transaction is a regular transaction employing a credit provider such as a bank. If in step  204  the card is not identified as a FDC card, the POS controller proceeds to regular transaction in step  212 , and if the credit provider such as a bank issues a permit in the case of a credit transaction, the pump is signaled at step  210 .  
      In another aspect of the invention, a further security measure is provided to confirm the admissibility of a magnetic card used for payment at the POS. Accordingly, an asymmetric public key cryptographic procedure is applied as follows. The identification number associated with the magnetic card, once read by the magnetic card reader is sent to the POS controller, on the other hand, an encrypted message from the AVTAG is sent to the POS controller. This encrypted message is encrypted by private key. The number obtained from the card is the complementary public key which can decrypt the message sent from the AVTAG. The decryption can be performed by the POS controller or by the clearing facility.