Patent Publication Number: US-6982653-B2

Title: Radio frequency identification automotive service systems

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   The present application is a continuation of U.S. patent application Ser. No. 10/374,962 filed on Feb. 25, 2003 now U.S. Pat. No. 6,822,582, from which priority is claimed, and herein incorporated by reference. 

   STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH 
   Not Applicable. 
   BACKGROUND OF THE INVENTION 
   The present invention relates generally to automotive vehicle service systems such as vehicle wheel alignment systems, vehicle wheel balancers, and vehicle tire changers which require the input of information related to a vehicle undergoing a service or a component on the vehicle, and in particular, to automotive service systems utilizing Radio Frequency Identification (RFID) technology to directly obtain information relating to a vehicle undergoing service, or relating to a component on the vehicle, from an non-contact link embedded data storage device. 
   In automotive vehicle service systems and in an automotive vehicle service environments, it is routinely necessary for an operator to provide the vehicle service system with information pertaining to a vehicle undergoing service, or to a component on the vehicle, prior to or during a vehicle service procedure. Information provided to an automotive vehicle service system optionally is input manually by an operator following a visual inspection of the vehicle or component, or optionally is measured or observed by the automotive service system at the direction of an operator. 
   For example, an operator optionally is required to identify input vehicle make, model, and year information to a vehicle wheel alignment system, or a measurement of a vehicle wheel rim diameter is taken using a measurement arm associated with a vehicle wheel balancer system. In a vehicle wheel alignment system, an operator may be required to remove a vehicle wheel to identify the type and configuration of an installed wheel alignment adjustment component, such as a shim or bushing, or a measurement optionally is taken of the alignment effect of an installed suspension component. Similarly, an operator of a vehicle tire changer system must identify the presence of remote tire pressure sensors installed inside a vehicle wheel assembly before dismounting a tire from the wheel rim, to avoid damaging the sensors. 
   Traditionally, a limited amount of information related to a vehicle or component might be stored in a marking on the vehicle or component such as a machine-readable bar code which can typically hold 1 to 100 bytes of information. For example, a vehicle identification number (VIN) is often encoded in machine readable bar-code adjacent the vehicle&#39;s windshield, permitting rapid scanning and collection of the standardized information contained therein. Product parts numbers, lot number, and manufacture dates may also be stored in alpha-numeric markings or bar codes affixed to removable products, such as vehicle tires, alignment adjustment shims, suspension bushings, etc. Indications of the presence of a remote tire pressure sensor within a wheel assembly may be made by affixing a sticker or indicator mark to the wheel assembly. While providing storage for information, the use of alpha-numeric markings, indictors, or bar codes does not permit the stored information to be updated or changed, without replacing the original markings with new or altered markings. Traditional markings are also limited in the amount of information that can be stored. An additional drawback to traditional markings, indicators, and bar codes is a susceptibility to damage, loss, or degradation due to environmental exposures such as mud, road salt, and lubricants. 
   One alternative to alpha-numeric or bar code markings on automotive products and components are Radio Frequency Identification (RFID) transponders or tags, which are a form of Automatic Identification and Date Capture (AIDC) technology, sometimes referred to as Automatic Data Capture (ADC) technology. The essence of RFID technology is the ability to carry data in a suitable carrier and recover that data (read) or modify (write) it when required through a non-contact electromagnetic communications process across what is essentially an air interface. 
   RFID utilizes wireless radio communications to uniquely identify objects by communicating with an RFID transponder or tag  3  associated with the object and programmed with unique identifying data related to an object or component. One type of RFID transponder or tag  3 , shown in  FIG. 1 , consists of a logic circuit  5 , a semiconductor memory  7 , and a radio-frequency antenna  9  configured to receive and transmit data. Numerous types and configurations of RFID transponders or tags  3  are known. 
   As represented in  FIG. 2A , data stored in the memory of the RFID transponder or tag  3  optionally is read or modified remotely over a wireless radio communications link, i.e. an air interface, to the RFID transponder or tag  3 , thereby providing features and capabilities not present with traditional bar code data storage. An RFID interrogator containing a radio frequency transmitter-receiver unit used to query an RFID transponder or tag, at an operating frequency in the range between 30 KHz to 25 GHz, and preferably in the UHF (ultra high frequency) range of 869 MHz to 928 MHz, or at 2450 MHz. The RFID interrogator optionally is disposed at a distance from the RFID transponder or tag, and moving relative thereto. The RFID transponder or tag detects the interrogating signal and transmits a response signal preferably containing encoded data stored in the semiconductor memory back to the interrogator. Such RFID transponders or tags may have a memory capacity of 16 bytes to more than 64 kilobytes, which is substantially greater than the maximum amount of data conventionally contained in a bar code marking or other type of human-readable indicia. In addition, the data stored in the RFID transponder or tag semiconductor memory optionally is re-written with new data or supplemented additional data transmitted from the RFID interrogator. 
   As shown in  FIG. 2B , power for the data storage and logic circuits optionally is derived from an interrogating radio-frequency (RF) beam or from another power source. Power for the transmission of data can also be derived from the RF beam or taken from another power source. As described in U.S. Pat. No. 6,107,910 to Nysen, and in the publication “Understanding RFID” by Prof. Anthony Furness, a variety of RFID transponders or tags are known, such as surface acoustic wave devices, all of which provide data storage and retrieval capabilities. 
   One benefit of an RFID transponder or tag over an alpha-numeric marking or bar code is the use of a non-contact data link which does not require a line-of-sight between an RFID interrogator and the RFID transponder or tag. Concerns about harsh or dirty environmental conditions, such as are commonly found in automotive service environments, which restrict the use of bar codes or may obscure and degrade other markings on a product or vehicle, are not a concern with RFID transponders or tags. 
   An industry group referred to as the Automotive Industry Action Group (AIAG) has been working with a large number of companies to develop a standard for identifying vehicle tires in the automotive original equipment manufacturer (OEM) environment. One result from this group has been the development of the AIAG B-11 Tire and Wheel Label and RFID Standard, herein incorporated by reference, for read/write RFID tags installed in vehicle tires. The B-11 Standard is designed to help automate the collection of tire and wheel information and to facilitate the mounting and assembly process of tires and wheels with vehicles in the OEM production environment. The B-11 Standard sets forth data fields for use in an tire and wheel RFID transponder or tag which may include tire conicity, tire radial force data, tire imbalance data, tire serial number, and other tire related data or dimensions. 
   Accordingly, it would be desirable to provide an aftermarket vehicle service system with the ability to interact directly with data stored in suitable RFID carriers associated with an automotive vehicle or vehicle component, such as a tire, via a non-contact electromagnetic communications processes across an air interface, and to utilize the stored data in one or more aftermarket vehicle service procedures. 
   BRIEF SUMMARY OF THE INVENTION 
   Briefly stated, the present invention comprises an improved automotive vehicle service system incorporating an RFID interrogator to exchange data with one or more RFID transponders or tags associated with a vehicle undergoing service, or with a component of a vehicle undergoing service. The automotive vehicle service system is configured to utilize data received through the RFID interrogator from the RFID transponders or tags during a vehicle service procedure. 
   In an alternate embodiment, the automotive vehicle service system is further configured to store data associated with a vehicle service procedure in an RFID transponder or tag associated with a vehicle undergoing service, or with a component of a vehicle undergoing service. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle wheel balancer, configured to utilize tire parameters stored in an RFID transponder or tag associated with a vehicle tire during the balancing of a vehicle wheel assembly consisting of the tire and a rim. The stored tire parameters are retrieved from the tire RFID transponder or tag via a RFID interrogator associated with the vehicle wheel balancer system. Optionally, updated tire balance parameters are communicated to the RFID transponder or tag for storage from the vehicle wheel balance through the associated RFID interrogator. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle wheel alignment system, configured to utilize alignment parameters, vehicle information, and component information stored in an RFID transponder or tag associated with a vehicle during alignment of the vehicle wheels. The stored alignment parameters are retrieved from the vehicle RFID transponder or tag via a RFID interrogator associated with the vehicle wheel alignment system. Optionally, updated alignment information is communicated to the RFID transponder or tag for storage from the vehicle wheel alignment system through the associated RFID interrogator. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle wheel alignment system, configured to utilize alignment parameters, vehicle information, or component information stored in RFID transponders or tags associated with a vehicle, or with alignment, steering, or suspension components during alignment of the vehicle wheels. The stored alignment parameters are retrieved from the component RFID transponders or tags via RFID interrogators associated with individual alignment sensor unit of the vehicle wheel alignment system. Optionally, updated alignment information is communicated to the RFID transponders or tags for storage from the vehicle wheel alignment system through the associated RFID interrogator. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle wheel tire changer system, configured to utilize tire and wheel parameters stored in an RFID transponder or tag associated with a tire or wheel during mounting or dismounting of a tire from a wheel rim. The stored tire or wheel parameters are retrieved from the tire or wheel RFID transponders or tags via a RFID interrogator associated with the vehicle wheel tire changer system. Optionally, updated tire or wheel information is communicated to the RFID transponders or tags for storage from the vehicle wheel tire changer system through the associated RFID interrogator. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle brake testing system, configured to utilize vehicle parameters stored in an RFID transponder or tag associated with a vehicle undergoing brake testing. The stored vehicle parameters are retrieved from the vehicle RFID transponders or tags via a RFID interrogator associated with the brake testing system. Optionally, updated vehicle information is communicated to the RFID transponders or tags for storage from the vehicle brake testing system through the associated RFID interrogator. 
   In an alternate embodiment, the automotive vehicle service system is a vehicle inspection system, configured to utilize vehicle component parameters stored in an RFID transponder or tag associated with a component of the vehicle undergoing inspection. The stored vehicle component parameters are retrieved from the component RFID transponders or tags via a RFID interrogator associated with the inspection system. Optionally, updated vehicle component information is communicated to the RFID transponders or tags for storage from the vehicle inspection system through the associated RFID interrogator. 
   The foregoing and other objects, features, and advantages of the invention as well as presently preferred embodiments thereof will become more apparent from the reading of the following description in connection with the accompanying drawings. 

   
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
     In the accompanying drawings which form part of the specification: 
       FIG. 1  is a view on one type of prior art RFID transponder or tag; 
       FIG. 2A  is a representation of a prior art RFID interrogator data exchange with an RFID transponder or tag; 
       FIG. 2B  is a representation of a prior art RFID interrogator power transfer to an RFID transponder or tag; 
       FIG. 3  is a block diagram view of the components on an automotive service system of the present invention; 
       FIG. 4  is a block diagram view of the components on an vehicle wheel balancer system of the present invention; 
       FIG. 5  is a perspective view of a vehicle wheel balancer system of  FIG. 4 ; 
       FIG. 6  is a perspective view of a conventional wheel assembly; 
       FIG. 7  is an enlarged perspective view of an optional tire inflation system on the wheel balancer system of  FIG. 5 ; 
       FIG. 8  is an exemplary display providing an operator with tire inflation information; 
       FIG. 9  is an illustration of conventional balance correction weight types and associated balance weight flanges; 
       FIG. 10  is a block diagram view of the components on an vehicle wheel alignment system of the present invention; 
       FIG. 11  is a partial block diagram of an optional configuration for the vehicle wheel alignment system of  FIG. 11 ; 
       FIG. 12  is a perspective view of a vehicle wheel alignment system of  FIG. 10 ; 
       FIG. 13  is an exemplary display of alignment shim information; 
       FIG. 14  is an exemplary display of alignment bushing information; 
       FIG. 15  is a block diagram view of the components of a automotive tire changer system of the present invention; 
       FIG. 16  is a perspective partial sectional view of a wheel assembly and installed tire pressure sensor; 
       FIG. 17  is a block diagram view of the components of a vehicle brake testing system of the present invention; 
       FIG. 18  is a perspective view of a brake testing system of  FIG. 17 ; and 
       FIG. 19  is a block diagram view of the components of a vehicle inspection system of the present invention. 
   

   Corresponding reference numerals indicate corresponding parts throughout the several figures of the drawings. 
   DESCRIPTION OF THE PREFERRED EMBODIMENT 
   The following detailed description illustrates the invention by way of example and not by way of limitation. The description clearly enables one skilled in the art to make and use the invention, describes several embodiments, adaptations, variations, alternatives, and uses of the invention, including what is presently believed to be the best mode of carrying out the invention. 
   Turning to  FIG. 3 , an improved automotive vehicle service system of the present invention is shown generally at  10 . The vehicle service system  10  includes at least one computer  12  configured with an operating system and at least one vehicle service software application adapted to carry out one or more specific vehicle service functions. The computer  12  is preferably a general purpose computer, but optionally is any computing device used with systems of complexity similar to that of a automotive vehicle service system. For example, a micro-processor, a micro-controller, graphics signal processor, or a digital signal processor having sufficient computing power. 
   Coupled to the computer  12  are one or more vehicle service devices or sensors  14  utilized to carry out the one or more specific vehicle service functions for which the vehicle service system  10  is adapted, as well as one or more conventional data input devices  16 , such as a mouse, a keyboard, or input buttons. Preferably, one or more visual display devices  18  are coupled to the computer  12  to provide an operator with a display of visual information. A visual display device  18  optionally is an LED readout configured to display alpha-numeric information, a liquid crystal display (LCD), a cathode-ray tube (CRT) display, or any other conventional visual display device. Optionally, the visual display device  18  optionally is configured with a touch-screen interface, to present the operator with a graphical user interface to the operating system and vehicle service software application operating on the computer  12 . Those of ordinary skill in the art will recognize that additional standard components optionally are operatively coupled to the computer  12 , such as, but not limited to, data storage devices, printers, and communication interfaces (i.e. local area networks, Internet connections, 802.11 transceiver, Bluetooth transceiver, Infrared port, USB port, 1394 FireWire), within the scope of the present invention. 
   Operatively coupled to the computer  12  for exchanging data therewith is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with a vehicle  24  undergoing service, or with a component  26  of a vehicle undergoing service. The RFID interrogator  20  is preferably disposed in operative proximity to the RFID transponders or tags  22  associated with the vehicle  24  or the component  26 , and operatively coupled to the computer  12  via a conventional cable connection. However, the RFID interrogator  20  may optionally be disposed in a handheld or portable unit suitable for an operator to move around a vehicle  24 , and/or configured to exchange data to the computer  12  via a conventional wireless communications link, such as an infrared or radio-frequency data link. 
   Each RFID transponder or tag  22  advantageously requires no self-contained battery for operation. Instead, the RFID transponder or tag  22  obtains operating power from the radio frequency (RF) or electromagnetically coupled RFID interrogator  20  when in proximity thereto. It will be recognized by those of ordinary skill in the art that the format of the data stored in the RFID transponders or tags  22  optionally is either in an industry standard format, such as the AIAG B-11 standard, or optionally is a predetermined proprietary format understood by a software application associated with the computer  12 . 
   The computer  12  is configured with a software application to either communicate with or to control the RFID interrogator  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, a vehicle service procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna  21  and the RFID transponder or tag antenna coil  23 . The vehicle service software application operating on the computer  12  is configured to utilize the extracted data to facilitate the completion of one or more vehicle service procedures. 
   The following examples are illustrative of some of the general types of information which the improved automotive vehicle service system  10  may retrieve from an RFID transponder or tag  22 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in vehicle service procedures optionally are stored and retrieved from an RFID transponder or tag  22  associated with a vehicle  24  or vehicle component  26 . Stored data optionally is representative of predetermined parameters (such as make, model, year, part number, etc.) or actual parameters (factory measured values) of a vehicle or component. Stored data may further be representative of historical information, such as previous repair data, vehicle mileage or wear data, component installation data, or service history. 
   In an alternate embodiment, the automotive vehicle service system  10  is further configured to store data associated with a vehicle service procedure in an RFID transponder or tag  22  associated with a vehicle  24  undergoing service, or with a component  26  of a vehicle undergoing service. The vehicle service software application operating in the computer  12  is configured to convey data to be stored in the RFID transponder or tag  22  to the RFID interrogator  20  coupled to the computer  12 . The data to be stored is then communicated from the RFID interrogator antenna  21  to the RFID transponder or tag antenna  23  over a wireless communications link, and subsequently stored in a memory of the RFID transponder or tag  22 . The data to be stored may include, but is not limited to, results of a service procedure, service center information, or updated parameters such as component wear or location, measured parameters, vehicle mileage, or chronological information such as the date and time of a vehicle service or inspection. 
   In an alternate embodiment show in  FIG. 4 , the improved automotive vehicle service system  10  of the present invention is configured as a vehicle wheel balancer system  100  with a rotatable shaft or spindle  102  driven by a suitable drive mechanism. Mounted on the spindle  102  is a conventional shaft encoder  104  which provides speed and rotational position information to the computer  12 . To measure vehicle wheel imbalance of a vehicle wheel assembly, wheel rim, or tire under test which is removably mounted for rotation on the spindle  102 , the balancer system  100  includes at least a pair of force sensors  108  and  110 , such as piezoelectric or other suitable strain gauges, mounted on a balancer base  112  and operatively positioned to observe forces generated by the spindle  102 . Signals representative of the observed forces are communicated from the force sensors  108  and  110  to the computer  12  for subsequent processing by a vehicle wheel balancer software application. 
   The operation of the various components of the balancer system  100  described above, and the balancer system  100  in general, is well known to those of ordinary skill in the wheel balancing field. It should be understood that the above description is included for completeness only, and that the present invention is not limited to use with wheel balancer systems, but can be utilized with various other wheel vibration control systems, including systems  100  such as shown in  FIG. 5 , configured to measure lateral forces exerted by a rotating wheel, tire, or wheel assembly with a load roller  113  and one or more lateral force sensors  115 . An exemplary system  100  is the GSP-9700 wheel vibration control system manufactured and sold by Hunter Engineering Company of Bridgeton, Mo. 
   Operatively coupled to the computer  12  of the balancer system  100  is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with a component of a conventional wheel assembly  116 , such as shown in  FIG. 6 . 
   The computer  12  in the balancer system  100  is configured with a software application to communicate with or to control the RFID interrogator  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, a balancing procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna  21  and each RFID transponder or tag antenna coil  23 . The balancing software application operating on the computer  12  of the balancing system  100  is configured to utilize the extracted data to facilitate the completion of one or more wheel balancing procedures. 
   Optionally, the RFID interrogator  20  is disposed in a handheld or portable unit suitable for an operator to move around a vehicle repair facility, reading RFID tags from wheel assembly  116  components not mounted on, or in proximity to, the wheel balancer system  100 . The handheld RFID interrogator  20  is optionally operatively coupled to the computer  12  via a conventional wireless communications link, such as an infrared or radio-frequency data link. Those of ordinary skill in the art will recognize that a handheld RFID interrogator  20  may be configured to operate autonomously from the computer  12  to obtain data from RFID tags  22 , and that data obtained by a handheld RFID interrogator  20  may be communicated to the software application operating on the computer  12  of the balancing system  100  via one or more conventional data exchange mechanisms. 
   The following examples are illustrative of some of the general types of information which the balancing system  100  may retrieve and utilize from an RFID transponder or tag  22  associated with a wheel assembly  116  during a wheel assembly servicing procedure. These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in wheel assembly servicing procedures, such as balancing procedures or wheel force measuring procedures, optionally is stored and retrieved from an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or tire  120 . Utilization of the various types of stored data by the balancer system  100 , as set forth in detail below, is regulated by the one or more software applications with which the computer  12  of the balancer system  100  is configured, and alteration of the software applications to utilize different types of data retrieved from an RFID transponder or tag  22  is considered routine to one of ordinary skill in the art. 
   Optionally, stored data is representative of AIAG B-11 Standard data fields and data identifiers (DI), such as, but not limited to, lateral force measurements, harmonic force variations, imbalance measurements, conicity measurements, manufacturer information, tire pressure, and tire parameters. 
   For wheel balancers, an AIAG B-11 Standard RFID tag optionally contains data utilized by the balancer system  100  in selecting a cone size and/or flange plate adapter for mounting the wheel assembly  116  to the balancer spindle  102 , determining radial and lateral runout of the wheel rim  118  without measuring the wheel rim  118 , determining proper tire inflation pressure, locating adhesive balance correction weights about the wheel rim  118 , determining the correct clip-on balance correction weight type, locating balance correction weight planes, locating the wheel assembly valve stem, verifying tire radial and lateral forces, the facilitation of the identification of optimal combinations of tires  120  and wheel rims  118  in wheel assemblies  116  to minimize vibration due to radial forces, and the facilitation of the identification of optimal combinations of wheel assemblies  116  to minimize vehicle pull due to lateral forces. 
   Optionally, in balancing systems  100 , configured with a load roller  113 , the data stored in an RFID transponder of tag  22  associated with a wheel assembly  116  is read by the RFID interrogator  20  to determine a size or load rating for the tire  120 . The balancing system  100  is configured to set a force applied to the tire  120  by the load roller  113  to a constant percentage of the tire load rating. If the tire load rating is not known, the balancing system  100  can calculate a load rating value based upon the tire size information retrieved from the RFID transponder or tag  22 . 
   To facilitate mounting of the wheel assembly  116  on the spindle  102 , the balancer system  100  is optionally configured to retrieve data representative of a wheel pilot hole diameter or wheel bolt pattern from the RFID transponder or tag  22  associated with the wheel assembly  116 . The balancer system  100  is configured to utilize this information to identify suitable sizes for accessory components, such as cones or flanges, to secure the wheel assembly  116  to the spindle  102 . 
   Typically, rim runout remains constant over the lifetime of a tire  120 . Accordingly, values for rim runout, such as the AIAG B-11 DI “5N79-Wheel Outboard Beadseat Radial First Harmonic: inches”, AIAG B-11 DI “5N81-Inboard Beadseat Radial First Harmonic: inches”, and the AIAG B-11 Dl “5N78-Wheel Average Radial First Harmonic Low Point Location” optionally is retrieved from the RFID transponder or tag  22  by the RFID interrogator  20  to provide the balancer system  100  with stored rim radial runout values, eliminating a need for the balancing system  100  to directly measure rim radial runout. The balancer system  100  is optionally configured to further utilize stored rim radial runout values, together with measured radial force values, to determine if the tire  120  is optimally positioned on the wheel rim  118 . 
   In vehicle wheel balancer systems  100  configured with optional tire inflation systems  122 , shown in  FIG. 7 , the RFID interrogator  20  can retrieve data from the RFID transponder or tag  22 , associated with the tire  120  representative of recommended tire inflation pressure, such as the AIAG B-11 DI “5N36-Tire Pressure (PSIA) Design Load-Front: psi” and AIAG B-11 DI “5N39-Tire Pressure (PSIA) Design Load-Rear: psi” data values. The balancer system  100  is configured to utilize the retrieved data to provide an operator with a indication  124  of the target pressure for tire inflation on display  18 , as shown in  FIG. 8 , or to control the optional tire inflation system  122  during a tire inflation procedure. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying the type of balance weight flange  126  on the wheel rim  118  of the wheel assembly  116 . Under the AIAG B-11 Standard, this information is identified as DI “5N54-MANDATORY: Wheel Identification Code (WIC); Label”. Using this retrieved information, the balancer system  100  is configured to identify to an operator the correct type of clip-on balance correction weight  128  for use with the selected wheel assembly  116 . Exemplary types of clip-on balance correction weights  128 , and the associated balance weight flanges  126  for which they are designed, are shown in  FIG. 9 . 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying the rim material type of the wheel rim  118 . The rim material type is optionally used by the balancer system  100  as a criteria in automatically determining whether to recommend the use of clip-on balance correction weights or adhesive balance correction weights. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22 , identifying the profile of the wheel rim  118  from a set of predetermined wheel rim profiles, such as those set forth in the Tire and Rim Association “2002 Year Book”, an industry standard publication of wheel rim profiles. The wheel rim profile type is optionally used by the balancer system  100  to select one or more adhesive weight locations, eliminating the need to manually enter adhesive weight plane dimensions, or perform wheel rim profile measurements. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying a size of the tire  120  and a size of the wheel rim  118 . The balancer system  100  optionally utilizes tire size and rim size information to verify that the tire  120  can be safely mounted on the wheel rim  118  using predetermined match ranges. For example, the Tire and Rim Association, an industry group, defines the range of tire sizes that can be mounted on a given rim size, i.e. P205/65-16 tires can safely be mounted on rims that are 5.5 inches to 7.5 inches wide, and are 16 inches in diameter. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying tire conicity values previously measured and stored in the RFID transponder or tag  22  for each wheel assembly  116  in a set. Under the AIAG B-11 standard, such data is stored in the RFID transponder or tag  22  under DI “5N33-Tire Conicity Value: pounds”. After obtaining conicity data for two or more wheel assemblies  116  in a set, the balance system  100  could utilize the information to identify to a technician an optimal placement of the wheel assemblies  116  about a vehicle in such a way as to eliminate vehicle pull caused by tire conicity. Optimal placement is identified by the balancer system  100  as a placement in which the conicity effects of tires on opposite sides of a vehicle axle counteract each other to result in a minimum net conicity effect. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  on several wheel assemblies  116 , and to utilize the retrieved data to perform a self-calibration procedure or accuracy check for actual measurements made by the balancer system  100 . For example, the balancer system  100  optionally is configured to compare measured tire conicity values with conicity data retrieved from the RFID transponders or tags  22  on each tire. A comparison of each measured conicity value with an associated retrieved conicity value yields an average measurement lateral force offset amount, which the computer  12  of the balancer system  100  may subsequently utilize to “correct” future conicity measurements. Those of ordinary skill in the art will recognize that a corresponding radial force offset amount optionally is calculated by the balancer system  100  for radial force measurements, by comparing measured radial forces with radial force measurements retrieved from the RFID transponder or tag  22  of each tire. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  representative of the manufacturer tire imbalance measurements. Operating under the assumption that the wheel assembly  116  is new, and has not been changed from conditions under which the manufacturer tire imbalance measurements were obtained, the balancer system  100  may provide to an operator with suggested placements for one or more imbalance correction weights about the wheel rim assembly  116  to correct the manufacturer tire imbalance measurements, without requiring additional imbalance measurements, resulting in a significant time savings for an operator when balancing “new” wheel assemblies  116  for a first time. 
   Optionally, the balancer system  100  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  representative of the bolt pattern of the wheel rim  118 . The wheel rim bolt pattern is utilized by the balancer system  100  to identify a predetermined bolt-tightening or torque pattern for display to an operator. The bolt-tightening or torque pattern is important for an operator to follow when installing a wheel assembly  116  on a vehicle because if the wheel assembly  116  is not installed on the vehicle properly, a brake rotor associated with the installed wheel assembly may eventually warp due to inconsistent stresses around the brake rotor caused by improper torque on the mounting bolts. 
   In addition to reading and utilizing data stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , a balancer system  100  is optionally configured to modify the stored data on the RFID transponder or tag  22 , or to add new data to the RFID transponder or tag  22 . To add or modify data stored in an RFID transponder or tag  22 , a software application operating in the computer  12  of the balancer system  100  directs the RFID interrogator  20  to convey the new or modified data to the RFID transponder or tag  22 , over the wireless communications link, together with any required instructions for storage therein. 
   The following examples are illustrative of some of the general types of information which the balancing system  100  may store in an RFID transponder or tag  22  associated with a wheel assembly  116 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in wheel assembly balancing procedures optionally are stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or tire  120  by a balancer system  100  of the present invention. 
   Optionally, measured balance parameters are communicated to the RFID transponder or tag  22  for storage from the balancer system  100  through the associated RFID interrogator  20 . These may include conicity of the pneumatic tire  120 , radial force variation of the pneumatic tire  120 , radial force variation high point location, rim lateral and radial runout, and rim runout low point location, as well as measured static and dynamic imbalance values. 
   Optionally, general data related to balancing procedures carried out by the balancer system  100  are stored in the RFID transponder or tag  22  by the balancer system  100 . These may include tire and rim match codes generated by the balancer system  100  for use in selecting optimal combinations of tires and rims, date and mileage information on when the tire  120  or wheel assembly  116  was purchased, balanced, or when a leak was fixed, tire wear information (tread depth versus miles on the tire), and numerous entries of date, and mileage when a tire  120  was retreaded. Tire retread information is particularly important in the service of heavy-duty trucks, where tire life can be extended by retreading the tire  120  up to 7 times or more. 
   Optionally, data related to corrective actions taken following balancing procedures carried out by the balancer system  100  are stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , by the balancer system  100 . This data may include wheel location identification, corresponding to a recommended location on a vehicle for a balanced wheel assembly  116 . Wheel location identification information optionally is subsequently utilized by a balancer system  100  or another automotive service system  10  to manage the rotation of wheel assemblies  116 , while keeping vehicle pull and vibration to a minimum. Optionally, the data stored by the balancer system  100  on the RFID transponder or tag  22  may include tire tread depth, tire mileage, and/or inflation pressure, permitting subsequent tracking of tire wear, the date of the most recent balance measurements for the wheel assembly  116 , and the size, number, and location of installed imbalance correction weights. 
   The information stored on an RFID transponder or tag  22  by a balancer system  100  optionally is subsequently used by the balancer system  100 , another automotive service system  10 , or automotive service shop to collect statistical data from tires  120  and wheel assemblies  116  for product analysis. 
   In an alternate embodiment shown in  FIGS. 10 and 11 , the improved automotive vehicle service system  10  of the present invention is configured as a vehicle wheel alignment system  200  with one or more conventional alignment angle sensors  202  for obtaining measurements of the various alignment angles and/or characteristics of the vehicle  24  undergoing service. The alignment angle sensing devices  202 , depending upon the application and requirements, can be electronic, electro-mechanical, or optical alignment targets and cameras. The alignment angle sensing devices  202  are operatively coupled to the computer  12  to provide measurement data associated with one or more vehicle wheel alignment angles of the vehicle  24  undergoing service for subsequent processing by a wheel alignment software application. 
   The operation of the various components and software applications of a wheel alignment system, and the wheel alignment system  200  in general, is well known to those of ordinary skill in the wheel alignment field. It should be understood that the above description is included for completeness only, and that various other wheel alignment systems could be used with the present invention. An exemplary wheel alignment system  200  is the 611 Series of vehicle wheel aligners manufactured and sold by Hunter Engineering Company of Bridgeton, Mo. The 611 Series wheel alignment systems utilize either wheel mounted alignment sensors such as the DSP-300 series sensors, or optical sensors such as the DSP-400 series sensors to measure wheel alignment angles, both of which are manufactured and sold by Hunter Engineering Company. 
   Operatively coupled to the computer  12  of the vehicle wheel alignment system  200  is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with either a vehicle  24  undergoing a wheel alignment procedure, or with one or more components  26  associated with the vehicle  24 . The components  26  optionally are alignment components, suspension components, or steering components already installed on the vehicle  24 , or may comprise components which have either been removed from, or not yet installed on, the vehicle  24 . Each RFID transponder or tag  22  advantageously requires no self-contained battery for operation. Instead, the RFID transponder or tag  22  obtains operating power from the radio frequency (RF) or electromagnetically coupled RFID interrogator  20  when in proximity thereto. 
   A single RFID interrogator  20  is operatively coupled to the computer  12  of the vehicle wheel alignment system  200 . Preferably, the single RFID interrogator  20  is disposed in operative proximity to a vehicle  24  undergoing a wheel alignment, such that all RFID transponders or tags  22  associated with the vehicle  24  or components  26  are in the communication range of the RFID interrogator  20 . 
   In an alternate embodiment, multiple RFID interrogators  20  are operatively coupled to the computer  12  of the vehicle wheel alignment system  200 . As shown in  FIG. 12 , each of the multiple RFID interrogators  20  is disposed in an alignment angle sensing devices  202 , and as such, is disposed in operative proximity to a vehicle  24  undergoing a wheel alignment procedure when the associated alignment angle sensing device is utilized. Disposing an RFID interrogator  20  on each alignment angle sensing device  202  results in each RFID interrogator  20  being brought into close proximity to vehicle suspension and steering components  26  associated with an individual wheel assembly  116  during use of the alignment angle sensing device  202 , facilitating an electromagnetic coupling with RFID transponders or tags  22  which may be partially shielded by the vehicle body, wheel assembly, or brake components. The RFID interrogator is generally brought closer to the vehicle tires advantageously lowering the power requirement for the magnetic field established by the RFID interrogator. 
   Optionally, an RFID interrogator  20  is disposed in a handheld or portable unit suitable for an operator to move around a vehicle  24 , or operatively coupled to the computer  12  via a conventional wireless communications link, such as an infrared or radio-frequency data link. 
   The computer  12  in the vehicle wheel alignment system  200  is configured with a software application to either communicate with or to control one or more RFID interrogators  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, an alignment procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna coils  21  and each RFID transponder or tag antenna coil  23 . The wheel alignment software application operating on the computer  12  of the vehicle wheel alignment system  200  is configured to utilize the extracted data to facilitate the completion of one or more vehicle alignment procedures. 
   The following examples are illustrative of some of the general types of information which the vehicle wheel alignment system  200  may retrieve and utilize from an RFID transponder or tag  22  associated with a vehicle  24  or component  26 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in wheel alignment procedures optionally are stored and retrieved from an RFID transponder or tag  22  associated with the vehicle  24  or components  26 . Utilization of the various types of stored data by the vehicle wheel alignment system  200 , as set forth in detail below, is regulated by the one or more software applications with which the computer  12  of the vehicle wheel alignment system  200  is configured, and alteration of the software applications to utilize different types of data retrieved from an RFID transponder or tag  22  is considered routine to one of ordinary skill in the art. 
   Optionally, the vehicle wheel alignment system  200  is configured to utilize predetermined alignment specifications stored in an RFID transponder or tag  22  associated with a vehicle  24  or component  26  during alignment of the vehicle wheel assemblies  116 . The stored alignment specifications are retrieved from the vehicle RFID transponder or tag  22  via a RFID interrogator  20  associated with the vehicle wheel alignment system  200 . The vehicle wheel alignment system  200  utilizes the retrieved predetermined alignment specifications in place of, or in conjunction with, predetermined alignment specifications stored in a database, to guide an operator in adjusting the actual vehicle wheel alignment angles. 
   Optionally, the vehicle wheel alignment system  200  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying tire conicity values previously measured and stored in the RFID transponder or tag  22  for each wheel assembly  116  mounted on a vehicle  24  undergoing an alignment procedure. Under the AIAG B-11 standard, such data is stored in the RFID transponder or tag  22  under DI “5N33-Tire Conicity Value: pounds”. After obtaining conicity data for two or more wheel assemblies  116  on the vehicle  24 , the vehicle wheel alignment system  200  is configured to utilize the information to identify to a technician an optimal placement of the wheel assemblies  116  about the vehicle  24  in such a way as to eliminate vehicle pull caused by tire conicity. Optimal placement is identified by the vehicle wheel alignment system  200  as a placement in which the conicity effects of tires on opposite sides of a vehicle axle counteract each other to result in a minimum net conicity effect. 
   A key concept in wheel alignment is to specify a “reference diameter” to define where a linear toe alignment specification is measured on a given vehicle. It is common for Japanese vehicle manufacturers to specify a linear toe value measured at the tire tread, which makes the reference diameter the overall diameter of the tire  120 . For example, if a vehicle  24  includes wheel assemblies  116  consisting of a 16 inch wheel rim  118  and a tire  120  having 4 inch sidewall, the reference diameter is 24 inches (16+4+4). This reference diameter is normally provided to the user by the vehicle wheel alignment system  200  via an alignment specifications database  204  operatively coupled to the computer  12 . The reference diameter allows the linear measurement to be converted to an angular measurement, as measured by an alignment sensor  202 . Typically, French and Italian vehicle manufacturers specify a reference diameter measured across the wheel rim  118  (i.e. 15″, 16″, 17″, etc.). In the United States of America, light duty vehicle manufacturers specify toe at an agreed upon Society of Automotive Engineers (SAE) standard reference diameter of 28.65 inches. Heavy duty vehicle manufacturers typically specify toe measured at the tire tread, similar to the Japanese manufacturers. The heavy duty vehicle reference diameter, however, is generally not supplied in an alignment specifications database  204 . Conventionally, during use, the vehicle wheel alignment system  200  prompts the operator to measure the diameter of the steering axle tires  120 , which the operator is then required to input into the alignment system  200 . In an optional embodiment, the vehicle wheel alignment system  200  of the present invention utilizes the RFID interrogator  20  to access data stored in an RFID transponder or tag  22  associated with a vehicle wheel  120  representative of the actual wheel size. The accessed data is communicated to the wheel alignment software application on computer  12 , and subsequently utilized to determine a reference diameter, eliminating the need for an operator to manually input wheel size information during a vehicle wheel alignment procedure. 
   Optionally, the wheel alignment system  200  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  representative of the bolt pattern of the wheel rim  118 . The wheel rim bolt pattern is utilized by the wheel alignment system  200  to identify a predetermined bolt-tightening or torque pattern for display to an operator. The bolt-tightening or torque pattern is important for an operator to follow when re-installing a wheel assembly  116  on a vehicle  24  following removal for adjustment of a suspension component. If the wheel assembly  116  is not installed on the vehicle  24  properly, a brake rotor associated with the installed wheel assembly  116  may eventually warp due to inconsistent stresses around the brake rotor caused by improper torque on the mounting bolts. 
   Optionally, the wheel alignment system  200  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  associated with automotive service parts or components  26  utilized in vehicle wheel alignment procedures. These automotive service parts or components  26  may include, but are not limited to, alignment shims  204 , suspension bushings  206 , suspension springs, or shock absorbers. Data retrieved by the vehicle wheel alignment system  200  from an automotive service part or component  26  may include, but is not limited to, manufacturer, part number, part specifications, or installation information such an orientation at which the component was previously installed. The vehicle wheel alignment system  200  is configured to utilize the retrieved information during a vehicle wheel alignment procedure. For example, an alignment system  200  could extract data from an RFID transponder or tag  22  associated with an installed alignment shim to identify the type of shim  204  installed, and determine any effects on the vehicle alignment from the installed alignment shim  204 . As shown in  FIGS. 13 and 14 , the alignment system  200  identifies to an operator the type of shim  204  or bushing  206  installed on the vehicle  24 , and recommends to an operator, a suitable replacement component such as a shim  204  or bushing  206 , and any required installation parameters, to complete a vehicle wheel alignment operation. 
   Optionally, the wheel alignment system  200  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponders or tags  22  representative of the vehicle steering components and system of the vehicle undergoing an alignment service. Predetermining whether the vehicle has a power steering system or an electronic steer-by-wire steering system is required to provide an operator with instructions regarding starting the vehicle&#39;s engine before attempting to turn the vehicle&#39;s steering wheel, as is required by some alignment procedures. 
   In addition to reading and utilizing data stored in an RFID transponder or tag  22  associated with a vehicle  24  or component  26 , a wheel alignment system  200  is optionally configured to modify the stored data on the RFID transponder or tag  22 , or to add new data to the RFID transponder or tag  22 . To add or modify data stored in an RFID transponder or tag  22 , a software application operating in the computer  12  of the wheel alignment system  200  directs the RFID interrogator  20  to convey the new or modified data to the RFID transponder or tag  22 , over the wireless communications link, together with any required instructions for storage therein. 
   The following examples are illustrative of some of the general types of information which the wheel alignment system  200  may store in an RFID transponder or tag  22  associated with a vehicle  24  or component  26 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in alignment procedures optionally are stored in an RFID transponder or tag  22  associated with a vehicle  24  or component  26  by a wheel alignment system  200  of the present invention. 
   Optionally, measured alignment values are communicated to a vehicle RFID transponder or tag  22  for storage from the wheel alignment system  200  through the associated RFID interrogator  20 . Measured alignment values may include, but are not limited to, the final toe, camber, and caster values to which the vehicle  24  was aligned at the completion of a vehicle wheel alignment procedure. 
   Optionally, installation data is communicated to a component RFID transponder or tag  22  for storage from the wheel alignment system  200  through the associated RFID interrogator  20 . Installation data may include, but is not limited to, an installation angle/orientation, size, and type of a shim or bushing, and an installation date. 
   The information stored on an RFID transponder or tag  22  by a wheel alignment system  200  optionally is subsequently used by the wheel alignment system  200 , another automotive service system  10 , or automotive service shop to collect statistical data from vehicles  24  or components  26  for product analysis. 
   In an alternate embodiment shown in  FIG. 15 , the improved automotive vehicle service system  10  of the present invention is configured as an automotive tire changer system  300  with a rotating tire clamping system  302 , bead roller assembly  304 , and a mount/demount head  306  disposed on a movable arm  308 . To mount or dismount a tire  120  from a wheel rim  118  in a vehicle wheel assembly  116 , the wheel assembly  116  is first secured in the tire clamping system  302 . Next, the tire wheel assembly  116  is rotated through one or more complete revolutions while the tire  120  is either deflated and dismounted from the wheel rim  118  by the bead roller assembly  304 , or the tire  120  is seated on the wheel rim  118  by the mount/demount head  306  and subsequently inflated to a desired pressure. 
   The operation of the various components of an automotive tire changer system  300  described above, and the automotive tire changer system  300  in general, is well known to those of ordinary skill in the automotive tire changer field. It should be understood that the above description is included for completeness only, and that various other tire changer systems could be used. An exemplary automotive tire changer system  300  is the TC3500 series of automotive tire changer systems manufactured by Butler Engineering &amp; Marketing S.r.l. of Rio Saliceto (RE), Italy and sold by Hunter Engineering Company of Bridgeton, Mo. 
   Operatively coupled to the computer  12  of the automotive tire changer system  300  is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with a wheel assembly  116  undergoing a balancing procedure, consisting of a wheel rim  118  and a pneumatic tire  120 . 
   Optionally, the RFID interrogator  20  is disposed in a handheld or portable unit suitable for an operator to move around their facility reading RFID tags from tires and rims not mounted on the tire changer. The handheld RFID interrogator may be operatively coupled to the computer  12  via a conventional wireless communications link, such as an infrared or radio-frequency data link. 
   The computer  12  in the automotive tire changer system  300  is configured with a software application to communicate with or to control the RFID interrogator  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, a tire changing procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna  21  and each RFID transponder or tag antenna coil  23 . The tire changer software application operating on the computer  12  of the automotive tire changer system  300  is configured to utilize the extracted data to facilitate the completion of one or more tire changing procedures. 
   The following examples are illustrative of some of the general types of information which the automotive tire changer system  300  may retrieve and utilize from an RFID transponder or tag  22  associated with a wheel assembly  116 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in tire changing procedures optionally is stored and retrieved from an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or tire  120 . Utilization of the various types of stored data by the automotive tire changer system  300 , as set forth in detail below, is regulated by the one or more software applications with which the computer  12  of the automotive tire changer system  300  is configured, and alteration of the software applications to utilize different types of data retrieved from an RFID transponder or tag  22  is considered routine to one of ordinary skill in the art. 
   Data stored in an RFID transponder or tag  22  associated with a vehicle wheel assembly  116  and retrieved by a RFID transponder  20  in the automotive tire changer system  300  optionally is representative of AIAG B-11 Standard data fields and data identifiers (DI), such as, but not limited to manufacturer information, tire pressure, and tire parameters. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying the type of tire  120  on which the automotive tire changer system  300  is operating. For example, the AIAG B-11 DI “5NB3-Tire Type” could be read from an RFID transponder or tag  22  associated with the tire  120 . The tire type data is utilized by the automotive tire changer system  300  as criteria in unseating the tire bead from the bead seat. In an extreme case, a run-flat tire is handled by the automotive tire changer system  300  entirely different from a PAX tire. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  indicating the presence and type of a tire pressure sensor  310  installed in a wheel assembly  116 , such as shown in  FIG. 16  For example, the AIAG B-11 DI “5NA6-Tire Pressure Monitor Part Number” or AIAG B-11 DI “5NA7-Tire Pressure Monitor Serial Number” could be read by the automotive tire changer system  300 . This information is critical to an automotive tire changer system  300  because when the bead  312  of a tire  120  is unseated from the bead seat  314  on the wheel rim  118 , there is a chance of deflecting the sidewall  316  of the tire  120  too much, and damaging an installed tire pressure sensor  310 . If the presence of a tire pressure sensor or monitor  310  is known, the type of monitor has been matched by the automotive tire changer system  300  to a database of tire pressure sensors  310 , the automotive tire changer system  300  may obtain related tire pressure monitor size information. This information is displayed to an operator to reduce the risk of damaging the sensor  310  during a tire changing operation carried out on the automotive tire changer system  300 . 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying rim runout and radial force measurements of a wheel assembly  116 . For example, the AIAG B-11 DI “5N79-Wheel Outboard Beadseat Radial First Harmonic: inches”, AIAG B-11 DI “5N81-Inboard Beadseat Radial First Harmonic: inches”, or the AIAG B-11 DI “5N78-Wheel Average Radial First Harmonic Low Point Location” could be read by the automotive tire changer system  300  to determine the rim radial runout. Since rim runout typically does not change, this information is used by the automotive tire changer  300  in conjunction with measured radial forces of the wheel assembly obtained on a balance system  100 , to determine whether or not force matching between the wheel rim  118  and tire  120  of the wheel assembly  116  will be successful, and if so, how to rotationally position the tire  120  relative to the wheel rim  118  during mounting. 
   In automotive tire changer systems  300  configured with optional tire inflation systems  310 , the RFID interrogator  20  is utilized to retrieve data from the RFID transponder or tag  22  associated with the tire  120  which is representative of a recommended tire inflation pressure, such as the AIAG B-11 DI “5N36-Tire Pressure (PSIA) Design Load-Front: psi” and AIAG B-11 DI “5N39-Tire Pressure (PSIA) Design Load-Rear: psi” data values. The automotive tire changer system  300  is configured to utilize the retrieved data to provide an operator with a display of the target pressure for tire inflation, or to control the optional tire inflation system  310  during a tire inflation procedure. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying a size of the tire  120  and a size of the wheel rim  118 . The tire changer system  300  may utilize tire size and rim size information to verify that the tire  120  can be safely mounted on the wheel rim  118  using predetermined match ranges. For example, the Tire and Rim Association, and industry group, defines the range of tire sizes that can be mounted on a given rim size, i.e. P205/65-16 tires can safely be mounted on rims that are 5.5 inches to 7.5 inches wide, and are 16 inches in diameter. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying tire conicity values previously measured and stored in the RFID transponder or tag  22  for each wheel assembly  116  undergoing a tire changing procedure. Under the AIAG B-11 standard, such data is stored in the RFID transponder or tag  22  under DI “5N33-Tire Conicity Value: pounds”. After obtaining conicity data for two or more wheel assemblies  116  associated with a vehicle  24 , the automotive tire changer system  300  is configured to utilize the information to identify to a technician an optimal placement of the wheel assemblies  116  about the vehicle  24  in such a way as to reduce vehicle pull caused by tire conicity. Optimal placement is identified by the automotive tire changer system  300  as a placement in which the conicity effects of tires on opposite sides of a vehicle axle counteract each other to result in a minimum net conicity effect. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying a valve stem location in a wheel assembly. The valve stem location can then be used to position the wheel assembly in an advantageous location for easy attachment of the inflation device used to inflate the tire. 
   Optionally, the automotive tire changer system  300  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying rim size. For tire changers, it is important to know the size of the rim so that a high pressure blast of air can be injected between the tire and the rim. This has the effect of expanding the sidewalls of the tire such that the bead seat of the tire makes a seal with the rim close to if not in the bead seat of the rim. Knowing the size of the rim allows accurate positioning of the nozzle responsible for injecting this high pressure blast of air. Under the AIAG B-11 standard, such data is stored in the RFID transponder or tag  22  under DI “5N54-MANDATORY: Wheel Identification Code (WIC); Label”. 
   In addition to reading and utilizing data stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or pneumatic tire  120 , the automotive tire changer system  300  is optionally configured to modify the stored data on the RFID transponder or tag  22 , or to add new data to the RFID transponder or tag  22 . To add or modify data stored in an RFID transponder or tag  22 , a software application operating in the computer  12  of the automotive tire changer system  300  directs the RFID interrogator  20  to convey the new or modified data to the RFID transponder or tag  22 , over the wireless communications link, together with any required instructions for storage therein. 
   The following examples are illustrative of some of the general types of information which the automotive tire changer system  300  may store in an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or pneumatic tire  120 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in wheel assembly balancing procedures optionally are stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or pneumatic tire  120  by an automotive tire changer system  300  of the present invention. 
   Optionally, data representative of an aftermarket installed sensor such as a tire pressure sensor  310 , shown in  FIG. 16  or a tire temperature sensor is stored in an RFID transponder or tag  22  associated with a wheel assembly  116 , wheel rim  118 , or pneumatic tire  120  by an automotive tire changer system  300  of the present invention following the mounting of the tire  120  on the wheel rim  118 . The stored data may include model, size, and placement information associated with an installed tire pressure sensor  310 , enabling a tire changer system  300  or other automotive service system  10  to subsequently retrieve and utilize the information from the RFID transponder or tag  22 . 
   In an alternate embodiment shown in  FIGS. 17 and 18 , the improved automotive vehicle service system  10  of the present invention is configured as vehicle brake testing system  400  with one or more brake force testing units  402 . To test a vehicle braking system, the vehicle  24  is driven onto the brake force testing unit  402 , and the vehicle&#39;s brakes applied. The brake testing system  400  is configured to receive signals from the brake force testing unit  402  and to interpret the signals to provide an operator with a representation of the condition of the vehicle&#39;s braking system. 
   The operation of the various components of a vehicle brake testing system  400  described above, and the vehicle brake testing system  400  in general, is well known to those of ordinary skill in the automotive tire changer field. It should be understood that the above description is included for completeness only, and that various other brake testing systems could be used. An exemplary vehicle brake testing system  400  is the B400 Brake Tester system manufactured and sold by Hunter Engineering Company of Bridgeton, Mo. 
   Operatively coupled to the computer  12  of the vehicle brake testing system  400  is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with a vehicle  24  undergoing a brake testing procedure. 
   Optionally, the RFID interrogator  20  is be disposed in a handheld or portable unit suitable for an operator to move around the vehicle reading RFID tags. The handheld RFID interrogator may be operatively coupled to the computer  12  via a conventional wireless communications link, such as an infrared or radio-frequency data link. 
   The computer  12  in the vehicle brake testing system  400  is configured with a software application to communicate with or to control the RFID interrogator  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, a brake testing procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna  21  and each RFID transponder or tag antenna coil  23 . The brake tester software application operating on the computer  12  of the vehicle brake testing system  400  is configured to utilize the extracted data to facilitate the completion of one or more brake testing procedures. 
   The following examples are illustrative of some of the general types of information which the vehicle brake testing system  400  may retrieve and utilize from an RFID transponder or tag  22  associated with a vehicle  24 . These examples are not intended as limiting, and those of ordinary skill in the art will recognize that numerous types of data useful in vehicle brake testing procedures optionally are stored and retrieved from an RFID transponder or tag  22  associated with a vehicle  24 . Utilization of the various types of stored data by the vehicle brake testing system  400 , as set forth in detail below, is regulated by the one or more software applications with which the computer  12  of the vehicle brake testing system  400  is configured, and alteration of the software applications to utilize different types of data retrieved from an RFID transponder or tag  22  is considered routine to one of ordinary skill in the art. 
   Optionally, the vehicle brake testing system  400  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying the wheel base specification of the vehicle. The retrieved data is utilized by the vehicle brake testing system  400  during one or more brake testing procedures. 
   Optionally, the vehicle brake testing system  400  is configured to retrieve, through the RFID interrogator  20 , data from the RFID transponder or tag  22  identifying the specific brake components of the vehicle. The retrieved data is utilized by the vehicle brake testing system  400  to check for any part recalls and to assist in diagnosing brake problems detected. 
   In addition to reading and utilizing data stored in an RFID transponder or tag  22  associated with a vehicle  24 , the vehicle brake testing system  400  is optionally configured to modify the stored data on the RFID transponder or tag  22 , or to add new data to the RFID transponder or tag  22 . To add or modify data stored in an RFID transponder or tag  22 , a software application operating in the computer  12  of the vehicle brake testing system  400  directs the RFID interrogator  20  to convey the new or modified data to the RFID transponder or tag  22 , over the wireless communications link, together with any required instructions for storage therein. 
   In an alternate embodiment, the improved automotive vehicle service system  10  of the present invention is configured as vehicle inspection system  500 . During inspection, a vehicle  24  is driven into a vehicle inspection bay, and an operator utilizes one or more handheld data display and/or handheld data entry devices  502  such as a handheld personal digital assistant (PDA), or the operator utilizes one or more specialized sensors  504  such as an exhaust gas meter or temperature sensor, and carries out one or more predetermined inspections, such as, but not limited to, a suspension component check, an exhaust emissions check, a diagnostic readout, a brake check. The vehicle inspection system  500  is configured to receive input identifying the type of vehicle undergoing inspection, and to provide an operator with one or more desired operating parameters of the vehicle, such as permitted steering play, acceptable emission levels, and optionally, to identify to the operator one or more replacement parts should a defective component be identified. 
   The operation of the various components of a vehicle inspection system  500  and the one or more data display or data entry devices  502 , described above, and the vehicle inspection system  500  in general, is well known to those of ordinary skill in the automotive service field. It should be understood that the above description is included for completeness only, and that various other automotive inspections systems could be used. 
   Operatively coupled to the computer  12  of the vehicle inspection system  500  is at least one RFID interrogator  20 , having a reader/antenna  21 , and configured to exchange data over a wireless communications link with one or more RFID transponders or tags  22 , each having an antenna coil  23 , and associated with a vehicle  24  or component  26  on the vehicle  24  undergoing an inspection procedure. Each RFID transponder or tag  22  advantageously requires no self-contained battery for operation. Instead, the RFID transponder or tag  22  obtains operating power from the radio frequency (RF) or electromagnetically coupled RFID interrogator  20  when in proximity thereto. 
   The computer  12  in the vehicle inspection system  500  is configured with a software application to communicate with or to control the RFID interrogator  20 , and to extract stored data from the RFID transponders or tags  22  prior to, or during, an inspection procedure over the electromagnetic coupling or wireless communications link between the RFID interrogator antenna  21  and each RFID transponder or tag antenna coil  23 . The vehicle inspection software application operating on the computer  12  of the vehicle inspection system  500  is configured to utilize the extracted data to facilitate the completion of one or more vehicle inspection procedures, to provide necessary data to an operator, or to facilitate the ordering of replacement components. 
   Preferably, the vehicle inspection system  500  is configured to identify, using data obtained from associated RFID transponders or tags  22 , vehicle and/or component information. By using information obtained from the RFID transponders or tags  22 , the vehicle inspection system  500  is configured to specifically identify which components are installed on a vehicle, and the correct inspection information (images, videos, technical service bulletins, proper inspection procedures, MAP procedures, etc.) to present to an operator. If an identified component is identified as defective during the inspection, the information obtained from an associated RFID transponder or tag  22  by the vehicle inspection system  500  can be used to either automatically order a replacement part, or provide an operator with the necessary ordering information. 
   Those of ordinary skill in the art will recognize that the RFID communication concepts disclosed herein may be utilized in a wide variety of aftermarket automotive service devices in addition to those specifically set forth herein without departing from the scope of the invention. Various aftermarket automotive service devices may include the RFID communication concepts disclosed herein for purposes of obtaining and storing information related to an automotive vehicle or vehicle component undergoing service. For example, a tire inflation system could use RFID communications to determine a manufacturer&#39;s recommended tire inflation pressure, or use RFID communications to identify installed suspension system components. 
   Each of the embodiments of the present invention can be embodied in-part in the form of computer-implemented processes and apparatuses for practicing those processes. The present invention can also be embodied in-part in the form of computer program code containing instructions embodied in tangible media, such as floppy diskettes, CD-ROMs, hard drives, or an other computer readable storage medium, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing the invention. 
   Each of the embodiments of the present invention can also be embodied in-part in the form of computer program code, for example, whether stored in a storage medium, loaded into and/or executed by a computer, or transmitted over some transmission medium, such as over electrical wiring or cabling, through fiber optics, or via electromagnetic radiation, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing the invention. When implemented in a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits. 
   In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results are obtained. As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.