Patent Publication Number: US-2016221816-A1

Title: Vehicle Data and Fuel Management System

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to the field of vehicle data management and fueling control. More specifically, the invention comprises a system and method for automating vehicle data acquisition and fueling control for a fleet of vehicles. The system and method are suitable for controlling, authorizing and accounting for fuel dispensed from fuel dispensers without requiring control and authorization input from individuals performing the fueling. In addition, the system autonomously collects data from the vehicle being fueled. The disclosed system and method is intended primarily for use in the distribution of liquid and gaseous fuels. However, the system and method may be applied to virtually any product that can be autonomously counted and controlled. 
     2. Description of the Related Art 
     Solid state microcontroller-based fuel control and accounting systems have been commercially available since the early 1980s. The known systems have incorporated many methods of accessing and transferring authorization data, including the use of read-only electronic keys, read/write electronic keys, keypad entry, read-only radio frequency (“RF”) identification (“ID”) tags, read/write RF/ID tags, magnetic stripe cards, bar code readers, biometrics and inductive coil antenna. Hardware and Software supporting these types of access features are presently available from a large number of commercial companies. 
     Each of the known systems has disadvantages. The one common disadvantage of most of the systems is the inability to automatically positively identify the vehicle being fueled. This leaves open the possibility of a user initiating fueling for an authorized vehicle, but then actually pumping the fuel into an unauthorized vehicle. 
     RF/ID tags can be used to automatically identify objects over relatively short distances. These devices may have varying attributes, including short-range and long-range capability, internal power versus external power, and active versus passive operation. Externally-powered RF/ID tags receive electrical energy through an inductive coupling. A “power antenna” on an external device is used to transfer energy to an antenna in the RF/ID tag (a data signal may be included in the power signal as well). An internally-powered RF/ID tag typically has a battery. The battery is often not rechargeable or replaceable. However, because an RF/ID tag consumes a small amount of energy in its operation and has a limited service life, it is often possible to provide a battery that will last the service life of the device (such as a 3-year battery). 
     The active versus passive distinction for an RF/ID tag relates to its interrogation and response cycle. A “passive” RF/ID tag will generally respond to interrogation by modulating the carrier wave used (via inductive coupling) to power the tag. In general a passive tag uses a damping (load) resistor on the secondary coil to produce a loading effect on the primary coil belonging to the reader. The reader can sense the slight drop in voltage that results from this loading. Thus, the damping resistor is able to modulate the carrier wave from the reader. This effect is referred to as load modulation. The response of a passive RF/ID tag is therefore fixed. 
     Active RF/ID tags, on the other hand, are capable of responding on their own carrier waves and/or with their own coded signal and/or data. The coded response signal may be varied according to information available to the active RF/ID tag. It is common to provide such active RF/ID tags with an internal power source (such as a battery). Because the response signal may be amplified, active RF/ID tags may usually communicate over longer ranges than passive tags. 
     The active/passive attribute should not be confused with the internal power/external power attribute. There are, for example, powered passive tags where the internal power source is used only to increase a passive RF/ID tag&#39;s range. Short-range RF/ID tags generally have very short-range operational characteristics that assure that only one RF/ID tag responds to a signal sent by a querying device. In some cases this feature is advantageous. If for instance one wishes to insure that a querying device on a vehicle fuel filler port can only “talk to” an RF/ID tag that is mounted on a fueling nozzle placed in the filler port, it is advantageous to use a short-range RF/ID tag placed on the fuel nozzle. 
     On the other hand, long-range RF/ID tags are often able to communicate more reliably. If they are used in the fueling scenario, however, many RF/ID tags within the range of a querying device located on a vehicle fuel filler port may respond. In this case it is desirable to provide additional information to positively identify a specific RF/ID tag. 
     Many vehicles now incorporate an Onboard Diagnostic Bus (OBD Bus). The OBD bus uses defined protocols to transmit and retrieve information between a vehicle&#39;s on-board computers. Data transmitted on the OBD bus includes odometer readings, vehicle speed information, and engine management information. For this disclosed system “OBD Bus” will be used to refer to any vehicle communication bus that transmits data pertaining to the vehicle&#39;s current or past state. Exemplary OBD busses include the OBD II, EOBD, JOBD, J1708, J1939, and ISO 9141 bus standards. 
     The vehicle&#39;s on-board computers are used to operate, monitor, and maintain the vehicle. The early OBD busses were mandated by governmental entities to provide a standardized way for automotive diagnostic tool manufactures to interface with the on-board computers. They were primarily intended to aid in the diagnosis and repair of defects. Automotive diagnostic tools now have access to the standardized OBD Bus via a connector referred to as the “OBD Port.” Prior art diagnostic tools must be physically connected to an automotive diagnostic port in order to acquire information from the OBD Bus. This usually occurs only after the vehicle has problems. The OBD Port is not typically used for preventative maintenance. 
     U.S. Pat. No. 6,618,362 to Terranova discloses a transponder that acts as a replacement for the wire connection at the OBD Port, but does nothing towards implementing a pro-active vehicle maintenance system. In order to implement a truly autonomous preventative maintenance method an autonomous method of vehicle information download is preferred. The present invention implements a truly autonomous preventative maintenance method by autonomously downloading vehicle maintenance information each time a vehicle comes within RF range of a receiver. Via this method a vehicle&#39;s on-board maintenance record is autonomously downloaded at each fueling and or entrance or exit from a given facility. 
     The prior art access and fueling device have generally been located in one of four places. These are: a fuel dispenser, an island-mounted process and control unit, a vehicle-mounted processing unit, and a computer located in an accounting office. Communication between these components follows a defined path from component to component. In any of these cases the system&#39;s overall reliability and accuracy is a function of the reliability and accuracy of the system&#39;s individual components. In no case is the system&#39;s overall reliability and accuracy better than the weakest link in the system and is usually much less than the weakest link&#39;s. 
     In response to the need for greater reliability and flexibility the preferred embodiment of the disclosed system redefines prior physical, electronic, code and conceptual concepts into modules whereby any and all modules are in communications with any and all other modules and whereby any series of modules can provide for the functionality of any and all modules that are either non-functional or overloaded. The proposed module-to-module interconnectivity increases the seed and reliability of the system as a whole. 
     U.S. Pat. No. 5,923,572 to Pollock of Syn-Tech Systems, Inc. discloses an apparatus for system control, authorization and accounting for liquid petroleum fuel dispensed from liquid petroleum fuel dispensers without the need for control and authorization input from individuals performing the fueling. The system comprises an RF/ID tag mounted on the fuel nozzle, an Automotive Information Module mounted in the vehicle, a fuel island-mounted Fuel Management Unit and central controller software which provides the system owner with fuel usage and invoicing reports. The present invention expands upon and improves the concepts disclosed in the Pollock &#39;572 patent. 
     BRIEF SUMMARY OF THE PRESENT INVENTION 
     The disclosed system controls, authorizes and accounts for dispensed products without the need for control and authorization input from individuals performing the fueling. Although the discussion of the preferred embodiments focuses on the dispensing of liquid fuels, gaseous and electric refueling systems are equally suited for the disclosed system. 
     The invention uses a radio frequency identification tag (“RF/ID”) mounted on the fuel dispensing device. An Automotive Information Module (“AIM”) is mounted on the vehicle (Note that although the term “automotive” is used in the name of the AIM it is by no means limited to automobiles and may be mounted on virtually any type of vehicle—including trucks, boats, and aircraft). The AIM is connected to a communication antenna located near the vehicle&#39;s fuel port. The antenna is used to transit a query signal for the AIM. 
     When a fuel dispensing device is placed in the vehicle&#39;s fuel port, the RF/ID tag on the dispensing device receives the query signal from the vehicle-mounted AIM and responds to it. The RF/ID tag on the dispenser provides the Automotive Information Module (AIM) mounted in the vehicle with dispenser identification information and acts as the fueling sequence initiator. Further, the limited short-range coupling between the RF/ID tag and the AIM&#39;s fuel port mounted antenna provides security against the misappropriation of fuel (Fuel may only be dispensed while the communication antenna continues to receive responses from the RF/ID tag on the dispenser). 
     Once the AIM verifies the presence of the RF/ID tag, it transmits a signal to a pump control module associated with the fuel dispensing machinery. The communication between the pump control module and the AIM allows the system to determine that an appropriate fuel dispensing device has been connected to an appropriate vehicle. Fueling is then allowed. 
     In addition, the AIM preferably transmits selected vehicle data to the pump control module or other collection point. The transmitted vehicle data may include vehicle mileage, selected engine performance parameters, and selected maintenance cues. All this information may be gathered by the pump control module and relayed on to a remote collection point. 
     The reader will appreciate that a significant component of the current invention is the radio frequency communication between the AIM and the RF/ID tag mounted on a dispensing device. The antenna connected to the AIM must transmit signals to the RF/ID tag and receive signals back from that tag. It is anticipated that the AIM and the associated antenna will be mounted on a wide variety of vehicles. Some vehicles will have a large mass of ferromagnetic material (steel) near the fuel filler port. Other vehicles—being made of aluminum, composites, or other non-magnetic material—may have very little ferromagnetic material near the filler port. The transmitter associated with the AIM is typically some kind of LC circuit. Ferromagnetic material near the antenna tends to inductively couple with the antenna and shift either or both of the transmitted or received signals. Other interfering phenomena may also shift the frequencies. 
     To account for this variation in inductance, the AIM transmitter preferably includes a frequency-adjusting feature. In seeking to make contact with the RF/ID module on the fuel dispensing device, the frequency-adjusting feature changes the transmitted frequency until a good communication link is established. The AIM module preferably stores the frequency information so that, in the future, it can start the query process with a “known good” frequency. In this manner, the AIM module can optimize itself for the particular vehicle in which it is installed. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         FIG. 1  is a perspective view, showing a fueling station incorporating the present inventive system installed on a fueling island with an electronic dispenser. 
         FIG. 2  is a perspective view, showing another type of fueling station incorporating the present inventive system installed on a fueling island with a Fuel Management Unit and a mechanical dispenser. 
         FIG. 3  is a perspective view, showing some of the exemplary communication and data gathering components used in the present invention as installed on a vehicle and a dispenser nozzle. 
         FIG. 4  is a block diagram, showing the interconnectivity of the various components of one embodiment using wired or wireless connections. 
         FIG. 5  is a block diagram, showing how a pump control module may be used to control a mechanical fuel dispenser in a preferred embodiment of the invention. 
         FIG. 6  is a block diagram, showing an electronic fuel dispenser and its interface with a pump control module in a preferred embodiment of the invention. 
         FIG. 7  is a block diagram, showing an exemplary pump control module configured to interface with a mechanical fuel dispenser. 
         FIG. 8  is a block diagram, showing a pump control module and its interface with an electrical fuel dispenser. 
         FIG. 9  is a block diagram, showing an exemplary interconnection and flow of control and data within an RF/ID tag in accordance with the invention. 
         FIG. 10  is a block diagram, showing exemplary interconnections and the flow of control and data within an Automotive Information Module in a preferred embodiment of the invention. 
         FIG. 11  is a block diagram, illustrating the interconnections and the flow of control and data within an exemplary Fuel Management Unit (“FMU”) in accordance with a preferred embodiment of the invention. 
         FIG. 12  is a block diagram, illustrating the interconnections and the flow of control and data within an AIM transceiver module. 
         FIG. 13  is a block diagram, showing the inclusion of a transmitter capable of sending more than one frequency. 
         FIG. 14  is a flow chart, showing an exemplary process that may be used with the variable frequency transmitter. 
     
    
    
     REFERENCE NUMERALS IN THE DRAWINGS 
     
         
           2  amplifier and comparator connector 
           3  RF/ID tag reader integrated circuit 
           4  data memory 
           5  transceiver integrated circuit 
           6  I/O port 
           7  GPS module 
           8  I/O port 
           9  I/O processor 
           10  I/O port 
           11  I/O port 
           12  I/O port 
           13  I/O port 
           14  I/O port 
           15  capacitor switching network 
           16  intrinsically safe barrier 
           17  level converter 
           18  microcontroller 
           19  mileage interface 
           20  OBD connector 
           21  external data memory 
           22  oscillator 
           23  power antenna 
           26  intrinsically safe barrier 
           27  program memory 
           28  programming interface 
           29  reset control 
           30  microcontroller 
           32  RF/ID interrogator 
           33  +5V voltage regulator 
           34  +8V voltage regulator 
           37  AIM transceiver module 
           40  transceiver integrated circuit 
           41  Ethernet I/O 
           44  microcontroller 
           46  program memory 
           52  dispenser computer 
           53  electronic fuel dispenser 
           54  intrinsically safe barrier 
           55  meter 
           56  motor controller 
           57  pulser 
           58  pump 
           59  pump motor 
           60  register 
           61  reset motor 
           62  serial interface 
           63  solenoid valve 
           64  pump handle 
           68  battery 
           70  data memory 
           71  Ethernet interface 
           72  Fuel Management Unit 
           73  keypad interface 
           75  LCD control 
           76  level converter 
           77  level converter 
           78  level converter 
           79  level converter 
           80  processor 
           81  modem 
           82  multiplexer 
           83  on-site printer interface 
           84  oscillator 
           85  power supply 
           86  powerfail detect 
           87  program memory 
           88  programming interface 
           89  RAM 
           90  read/write access device 
           91  receipt printer interface 
           92  reset control 
           93  serial port 
           94  serial port 
           95  serial port 
           96  serial port 
           97  serial port 
           98  tank level monitor interface 
           100  Automotive Information Module 
           101  fuel nozzle 
           102  fuel island 
           103  vehicle 
           105  fuel port 
           106  fuel port antenna 
           107  OBD port 
           110  GPS antenna 
           111  cell phone antenna 
           135  data memory 
           136  Ethernet I/O 
           137  I/O port 
           138  I/O port 
           139  microprocessor 
           140  oscillator 
           141  program memory 
           142  Pump Control Module 
           143  reset control 
           144  serial port 
           148  mechanical dispenser 
           149  motor controller 
           150  pulser 
           151  pump handle 
           152  motor reset 
           153  solenoid valve 
           154  pump 
           155  motor 
           156  meter 
           157  register 
           158  intrinsically safe barrier 
           166  data memory 
           167  Ethernet I/C 
           168  fuse 
           169  fuse 
           170  fuse 
           171  I/O port 
           172  I/O 
           173  I/O 
           174  I/O 
           175  I/O 
           176  I/O 
           177  manual override 
           178  microprocessor 
           179  oscillator 
           180  program memory 
           181  Pump Control Module 
           182  relay 
           183  relay 
           184  relay 
           185  reset control 
           190  coil interface 
           192  capacitor 
           194  microcontroller 
           196  memory 
           199  microcontroller 
           201  RF/ID tag 
           203  RF/ID tag antenna 
           205  Ethernet 
           210  frequency switching transmitter 
           212  microcontroller 
           214  controlled switch bank 
           216  oscillator 
           218  transistor 
           220  signal trigger 
           222  fixed frequency circuit 
           224  frequency retrieval step 
           226  frequency transmission step 
           228  reply query step 
           230  program memory 
           231  frequency storage step 
           232  frequency increment step 
           233  processor 
           234  microcontroller 
       
    
     DETAILED DESCRIPTION 
     Practically innumerable embodiments of the present invention are possible. The following descriptions provide details regarding a few of these embodiments. The descriptions pertain to road-going vehicles such as automobiles and trucks. However, the reader should bear in mind that the invention may be adapted for use with other types of vehicles, including aircraft and ships. As stated previously, some of the component names suggest that the inventive system is limited to road-going vehicles (the term “Automotive” being one example). However, the use of this type of name should not be viewed as limiting. Those skilled in the art will realize that a component such as the Automotive Information Module (“AIM”) may easily be adapted for use in an aircraft. Different parameters may be used (such as flight time versus road mileage) but the functions will generally be the same. 
     A description of the invention&#39;s application to road-going vehicles provides a good basis for the reader&#39;s understanding. In general, the Automotive Information Module (AIM) mounted in the vehicle interfaces with the vehicle&#39;s on-board computer system or directly to the vehicle&#39;s mileage pickup, the fuel dispenser-mounted RF/ID tag and the fuel island-mounted Fuel Management Unit. With these interfaces the Automotive Information Module is able to transfer data and operational commands within the disclosed system. 
     A typical installation of the inventive system may include:
         a. Radio frequency identification tags (RF/ID tags) mounted on liquid or gaseous petroleum dispensing nozzles,   b. Vehicle-mounted Automotive Information Modules (AIM),   c. AIM transceiver modules,   d. Pump Control Modules,   e. Fuel island-mounted Fuel Management Units (FMU),   f. On-site or remotely-located site controller s,   g. On-site or remotely-located site controller software packages,   h. On-site or remotely-located central controller software packages,   i. On-site or remotely-located databases, and   j. On-site or remotely-located computing devices.       

     The aforementioned components communicate via wired or wireless protocols. Exemplary protocols include Ethernet, BLUETOOTH, ZIGBEE, and LAN (local) or WAN (wide area) networking protocols. Since software packages can be run on any platform and network communications allow physical components to be located almost anywhere, the actual physical location and numbers of components will be determined by each specific application. As such there can be physically many of the aforementioned components or only a few such components. 
     On-site or remotely-located software is preferably used for configuring and storing site information, processing and storing lock-in and lock-out authentication data and lists, and reporting and invoicing for fueling transaction data. Henceforth, the on-site or remotely-located software will be referred to as “central controller software.” In addition to the central controller software there is preferably also provided site controller software. In the preferred embodiments of the disclosed system the site controller software&#39;s function is local control of a fueling site via control of system modules. The location of the computing device actually running the site controller software is as with central controller software immaterial to its intended purpose. However, in a typical embodiment of the disclosed system the site controller software will be running on a Fuel Management Unit&#39;s microcontroller-based platform or on an independent microcontroller based platform. The independent microprocessor based platform would be referred to an on-site or remotely-located site controller. 
     Radio frequency identification tag(s) (RF/ID tag) mounted on the liquid and or gaseous petroleum products nozzle(s) provide the Automotive Information Module (AIM) mounted in the vehicle with information uniquely identifying the particular dispenser nozzle that has been placed in the vehicle&#39;s fueling port. The communication link between the AIM and the RF/ID tag on the nozzle acts as the fueling sequence initiator. The fact that the RF/ID tag must be very close to the AIM&#39;s fuel port antenna prevents the deliberate misappropriation of fuel. In the preferred embodiments, fueling can only continue while the RF/ID tag&#39;s presence continues to be sensed. Thus, an operator cannot initiate the fueling sequence by placing a nozzle in an approved vehicle&#39;s fuel port, and then deliver the fuel to another vehicle by transferring the nozzle. 
     The Automotive Information Module (AIM) mounted in the vehicle interfaces with the vehicle&#39;s on-board computer system or directly to the vehicle&#39;s mileage pickup or other sensors. The AIM communicates with the nozzle-mounted radio frequency identification tag using a short-range coupling antenna located on the fuel port. The AIM also communicates with a fuel island-mounted Fuel Management Unit using a longer-range R/F transceiver. Using these communication links, the AIM is able to transfer data and commands. 
     AIM transceiver module(s) with wired or wireless communication links can be mounted in any convenient location in the vicinity of the fuel island. Such AIM transceiver module(s) provide wireless access for data flow from and to the vehicle mounted Automotive Information Module (AIM) and via said AIM to the vehicle&#39;s OBD Bus for vehicle specific information. 
     Pump Control Module(s) with wired or wireless communication links may be mounted on the fuel pump or dispenser. These components provide direct interface with and control of the individual fuel dispensers and provide wireless access for control and for data flow to and from the central controller software. 
     The central controller software with wired or wireless communication access provides the system owners, operators and users raw data, analyzed data and reports based on accumulated data from the Automotive Information Modules (via the AIM transceiver module(s)) and the fuel dispenser (via the Pump Control Module(s)). With these controls and interfaces the present invention provides means of both autonomous operation and directed data processing between all components. 
     An RF/ID tag is preferably mounted on each individual fuel dispenser nozzle of the fuel supply source. Each RF/ID tag preferably has a specific ID unique to the fuel site and to the fuel dispenser nozzle. Upon insertion of the fuel dispenser nozzle into the vehicle&#39;s fuel port, the Automotive Information Module microcontroller and RF/ID tag interrogation circuitry and antenna read (interrogate) the RF/ID tag. The RF/ID tag&#39;s specific ID, AIM stored data (including at least the following: vehicle ID; fuel supply source signature, herein “Customer ID”; fuel types; and quantity limits) and the current vehicle mileage and/or hours are then transmitted by the AIM to the AIM transceiver module via the AIM&#39;s RF transmitter. 
     The AIM transceiver module transfers data between AIM(s) and the site controller software. The site controller software then correlates the received data with the site controller software&#39;s internally-stored RF/ID tag and fuel dispensing hose correlation data with the Fuel Management Unit&#39;s lock-in and lock-out data and, if the data meets all acceptance criteria, the site controller software allows the fuel dispenser to dispense fuel via communication with the appropriated Pump Control Module. The Pump Control Module is in communication with and/or in control of the specific hose which needs to be activated. 
     The RF/ID tag can be a specially designed or a commercially available read-only or read-write short-range tag. The RF/ID tag&#39;s short-range is an important advantage with respect to overall system functionality, in that only when the fuel nozzle is inserted into the vehicle&#39;s fuel port is the RF/ID tag within range of the vehicle&#39;s AIM RF/ID tag antenna. Accordingly, only under conditions for fueling, can the RF/ID tag be read or interrogated so that fueling authorization can occur. 
     The RF/ID tag and the AIM antenna positional relationship also enables continuous security checking of the positional relationship, thereby allowing the FMU to terminate fueling once the nozzle is removed from the fuel port. 
     The AIM achieves these functional fueling related tasks of reading (interrogation) of the RF/ID tag, RF transmission of data (preferably including at least the following: RF/ID tag ID, vehicle specific data and current vehicle mileage and/or hours), and interfacing with the vehicle&#39;s on-board computers via the Onboard Diagnostic Bus (OBD Bus). 
     The reading of RF/ID tags is accomplished via the AIM&#39;s microcontroller, RF/ID tag interrogation circuitry, and antenna. This reading is accomplished upon initial insertion of the nozzle into the fuel port and, after initial insertion, and at continual intervals until the nozzle is removed. By this method, the AIM continuously monitors the presence of the RF/ID tags. The AIM is capable of reading multiple RF/ID tags and via this capability vehicles with multiple tanks can be refueled via multiple RF/ID tag equipped hoses. 
     In an aforementioned authorization scenario communication goes from the AIM to the AIM transceiver module to the site controller software to the Pump Control Module and on to the dispenser via either direct control or a communications protocol wherein each of said communications was a 2-way protocol. In the prior paragraph discussing the advantages of the short range RF/ID tag interrogation scenario, the authorization scenario gets shortened by implementing direct communication between the AIM transceiver module and the Pump Control Module. Via this scenario volume of communication traffic is reduced as are time requirements. Upon completion of a fueling transaction the Pump Control Module will communicate fueling data to the site controller software for storage and appropriate data dissemination. 
     The Onboard Diagnostic Bus (OBD Bus) on a particular vehicle uses a defined protocol to transmit and retrieve information between a vehicle&#39;s on-board computers. These on-board computers are used to operate, monitor, and maintain the automobile. They may also be used for component-to-component communication within the vehicle. The OBD Bus was mandated by various governmental authorities initially to provide a standardized way for automotive diagnostic tool manufactures to interface with, report malfunctions, and help diagnose problems in the modem automobile and truck. These automotive diagnostic tools have access to this standardized OBD Bus via a connector referred to as the OBD port. The AIM preferably connects to the OBD port in the same way. This communication allows the AIM to acquire the vehicle&#39;s mileage, acquire preventative maintenance data, and send commands to the vehicle&#39;s computers. 
     The AIM&#39;s interface with the vehicle&#39;s speedometer/odometer and/or chronometer can be accomplished via the OBD Port with newer vehicles. In non-OBD equipped vehicles this interface is accomplished by directly monitoring the vehicle&#39;s electronic speedometer/odometer circuitry, via a transducer in the vehicle&#39;s mechanical speedometer/odometer drive cable, or inclusion of and subsequent monitoring of an inductive pickup on the vehicle&#39;s drive shaft. The chronometer interface can be accomplished via monitoring of the vehicle&#39;s chronometer circuitry or via additional hardware built to supply the time data. 
     The processing, logic, and management of the functional tasks of the AIM are accomplished by the AIM&#39;s on-board microcontroller. The microcontroller provides for the storage of a vehicle&#39;s fuel requirements and vehicle specific data. It may also store and process vehicle-gathered data such as that acquired via the vehicle&#39;s OBD port. In addition, the on-board microcontroller may execute an active preventative maintenance program via gathering data on the vehicle&#39;s OBD port and comparing that data against a pre-programmed maintenance plan. 
     The microcontroller allows the AIM to receive vehicle specific data from an external source as well. It can also recognize the presence of the RF/ID tag on the fuel nozzle and transmit data appropriate to its presence or non-presence, and control its own startup and shutdown sequences. 
     The AIM uses bi-directional RF transmission to transfer data including RF/ID tag specific data, vehicle and fuel requirements specific data, and OBD port gathered vehicle specific data to the Site controller software via the AIM transceiver module (recall that the AIM transceiver module is located near the fueling point, such as on a fueling island at a service station). The site controller software&#39;s microcontroller(s) will compare the received fueling specific data and RF/ID tag data with the site controller software&#39;s stored lock-in and lock-out data lists so that authorization of fuel delivery can be undertaken. Data received from the vehicle&#39;s computers via the OBD port and or the AIM will be processed at the site controller software for transfer to a control and data transfer software program for use in an active or passive preventative maintenance program. 
     The site controller software authorizes fueling operations via direct control of mechanical fuel dispensers or via serial or other industry standard communications with electronic fuel dispensers (typically using Pump Control Modules). Upon fueling authorization, a particular Pump Control Module monitors the amount of fuel delivery (such as by monitoring the pulse output of a flow sensor) and fueling completion. For mechanical pumps and dispensers a Pump Control Module directly monitors the pulse count and for electronic dispensers the Pump Control Module receives count information from the dispenser&#39;s electronics. An AIM transceiver module in communication with the Pump Control Module is also capable of limiting and/or terminating fueling transactions. Upon fueling completion or upon reaching maximum quantity limits, the Pump Control Module terminates the fueling operation via control over the fuel dispenser and records a transaction. The transaction preferably includes at least the following information: data received via RF transmission from the AIM via AIM transceiver module(s); fuel quantity information (acquired from pulses equating to fuel quantity dispensed or directly via a serial connection to an electronic dispenser); and the FMU-configured data to include at least the time, date, fuel type and hose number. 
     The preferred embodiments preferably deny the issuance of fuel if the fuel nozzle is not within the receiving range of the short-range communications and data transfer devices. This feature combined with the verification requirement that all RF/ID tag data, AIM specific data, and FMU stored data be correct defines which vehicle(s) receive(s) fuel, thereby alleviating the two most common fuel control and accounting system errors of human error and theft. 
     The preferred embodiments also preferably feature a high level of automation to reduce the required operator input to a minimum. These features significantly reduce operator training and educational requirements, which results in a cost saving to customers in addition to those normally associated with fuel conservation, security and efficient accounting practices. 
     System security is preferably also enhanced by the incorporation of both a site-dependent and hose-dependent digital code encrypted into the AIM and the RF/ID tag, respectively. Via this means of fuel authorization, RF conflicts and data conflicts between hoses, sites, and transactions are eliminated, thereby eliminating potential errors which could otherwise occur when multiple fueling operations are occurring simultaneously at different hoses located at either the same or different fueling sites within the RF reception range of a given RF transceiver set. 
     A microcontroller-based computer is preferably provided in the Fuel Management Unit (“FMU”) to allow the system to interface with future technologies (and particularly future communication technologies) as they become commercially available. Future technologies may include biometric-based user verification, advanced versions of RF/ID tags, and governmental requirements for technical implementations of standards. Due to the system&#39;s flexibility, it is contemplated that these products and technical implementations of standards can be instituted within the capabilities of the invention. 
     Some embodiments will be configured for incorporation into existing fueling systems. Some existing systems have positive features which are responsible for their widespread acceptance and use. Positive features include the ability to: (1) provide security at a fueling site without requiring an on-site attendant; (2) accurately monitor the use of fuel; (3) provide reports for fuel usage; and (4) issue invoices for fuel usage. 
     The known systems have had problems associated with operator input errors and fuel theft by individuals with authorized access to the fueling site (for example, individuals having codes, keys, or cards for an authorized vehicle enabling system access to fuel an unauthorized vehicle). The disclosed system can be installed in new or existing fuel control and accounting systems, in order to negate the negative features present at existing sites. In addition, due to customer familiarity with existing systems, there exists the potential for customer reluctance to purchase fuel control and accounting systems. The disclosed system&#39;s enhancements over existing systems serve to mitigate any potential customer reluctance. 
     The inventive system minimizes equipment installation time. In current systems, entities serving the function of the disclosed system&#39;s AIM require programming, vehicle data inputs, and AIM data inputs. In the disclosed system the AIM can collect all the information needed from the computers on-board the vehicle&#39;s OBD Bus and from a site controller software database via their bi-directional RF communication capability with AIM transceiver modules. With the inventive system the AIM needs only be to physically installed, the vehicle driven within range of an AIM transceiver module, and an FMU instructed to set up the AIM&#39;s authorized products and electronic signature for the AIM to be initialized and ready for operation. Authorized products and electronic signatures are autonomously obtained via the FMU&#39;s communication connection and either a central or distributed database. 
     As mentioned previously, the inventive system is also able to carry out a program of autonomous and active preventative maintenance. Since the system&#39;s AIM interfaces with the computers on-board the vehicle&#39;s OBD Bus, has bi-directional RF communication capability with the FMU, and has a “smart on-board microcontroller”, the AIM can actively collect vehicle information data and autonomously pass this along to either a central or distributed database for subsequent use by central controller software. The central controller software can then export the collected data to fleet maintenance software programs. Since the collected data is both timely and accurate, it will often be possible to reduce fleet vehicle maintenance costs. The AIM is also capable of requesting that the vehicle&#39;s on-board computer display information on the vehicle&#39;s dash. For example the check engine light could be turned on to prompt the driver to return the vehicle for maintenance. 
     Radio frequency air time costs electrical power and may cause unwanted interference. The inventive system is designed to minimize RF air time, thereby maximizing communication efficiency. The AIM transceiver modules are able to control the amount of RF air time using the bi-directional RF communication capability of the system. Each AIM preferably only broadcasts in response to a request from an AIM transceiver module, and an AIM transceiver module may request only the specific data which it requires from the AIM. Via this method only one AIM will communicate at a time. In a similar scenario without bi-directional RF communication capability, each AIM would need to constantly broadcast all of its available information (vehicle information, current mileage, preventative maintenance information, etc. . . . ) because it could never be sure of exactly which information the AIM transceiver module required, and when the AIM transceiver module had received it correctly. This in turn uses much more air time and carries with it an associated increase in interference between the modules. In a scenario using simple transponders an AIM transceiver module would need to ask a series of questions of each AIM and each AIM would respond to each question in turn thus using much more air time with its associated increase in interference. 
     Software updates are often needed and it is desirable to automate the dissemination and installation of such updates. In the disclosed system firmware updates and feature selections to the FMUs, AIM transceiver modules, the Pump Control Modules and the AIMs themselves may be performed from the central controller software. This feature of the disclosed system is possible because of the internal update firmware of the FMUs, AIM transceiver modules, the Pump Control Modules and the AIMs, and the bi-directional communication capability of the components. 
     The inventive system preferably also includes a system for the autonomous tuning of the fuel port antenna loop and the nozzle mounted RF/ID tag antenna interface. The tuning of an antenna is typically controlled by the inductance/capacitance (L/C) characteristics of the antenna. The metal in a vehicle acts to change the L/C characteristics of the antenna circuit, which can cause each installation to be de-tuned (in an undesirable way). The disclosed system provides a Microcontroller and circuit-specific components that allow the AIM to autonomously tune every installation without the need for the assistance of an installer or a technician, or the need for parts and circuits specifically tuned for each vehicle and installation. Functionality is optimized and therefore inventory and installation man-hours are reduced. In PC jargon the installation becomes a ‘plug and play’ scenario. 
     The communication systems used in the present invention preferably also have the ability to select a frequency having the highest available signal to noise ratio. AIM transceiver modules will look for the quietest frequency on which to communicate with the AIMs. AIMs will look for the frequency on which the AIM transceiver modules are transmitting. Multiple AIM transceiver modules need not find the same frequency in order for a multiple dispenser, multiple AIM transceiver module, and multiple Pump Control Module site to function. All of the aforementioned items can be configured as nodes on a common network and as such have the capability to use data and information from any other node. Functionally this means that regardless of which AIM transceiver module to AIM-equipped vehicle communication is established, the AIM-equipped vehicle can fuel at any dispenser equipped with a Pump Control Module which resides as a node on the common network. 
     The system preferably prioritizes the RF messages. This functionality is possible because of the disclosed system&#39;s AIM transceiver module&#39;s microcontroller control and bi-directional RF communication capability. Messages necessary for control of primary system functions (e.g. fueling) are requested and transmitted more often than messages which are associated with secondary systems functions (e.g. preventative maintenance or firmware updates). 
     Each AIM is also preferably equipped with a powerfail data save capability. Via said capability and the accompanying circuitry the AIM is able to detect an impending powerfail and then store important data to non-volatile memory before power is lost. Active operating instructions and in-process data are also saved so that they may be continued when power is again made available. The active operating instructions and in-process data include information such as the current odometer and/or chronometers, speed sensor pulse count, the odometer and any firmware update progresses. The benefits of the AIM&#39;s powerfail data save capability include:
         a. The AIM may be removed from the vehicle at any time without losing what is stored in memory;   b. No internal battery is required (separate from the vehicle battery);   c. The AIM is able to retain data during low voltage conditions which may occur during normal operation (such as when trying to start the vehicle); and,   d. No odometer or chronometer data is lost.       

     The AIM&#39;s on-board microcontroller is preferably also capable of receiving data from a Global Positioning System (GPS) receiver. Additionally, upon receipt of said data the AIM&#39;s microcontroller is preferably able to process the data into vehicle tracking information. The processed data could provide the maximum vehicle speed and where it occurred, the longest period of time the vehicle was at rest both with and without the motor running and where such events occurred. 
     Some embodiments may be provided with the ability for one AIM to communicate directly with another AIM (as opposed to having to go through an external device like an AIM transceiver). Direct AIM-to-AIM communication provides an autonomous method of retrieving information from AIM-equipped vehicles which don&#39;t regularly drive within range of an FMU. For example, a road service vehicles such as a tractor used for roadside mowing may only be used sporadically and may not ever drive by an FMU. Other examples include mine vehicles and non-highway use construction equipment. The AIM within such vehicles may communicate directly with a second AIM contained in a normal road-going vehicle. This second AIM would then “dump” the data to an FMU. 
     As previously stated the AIM is preferably capable of autonomous updates whereby firmware updates and feature selections for the AIMs may be performed from the central controller software. This capability allows the central controller software operator to specify and direct a specific vehicle&#39;s AIM, or multiple vehicles&#39; AIMs, to communicate with other specific vehicles for the purpose of gathering information and transferring said information to an FMU when the gathering vehicle comes within RP range of said FMU. 
     Each AIM is preferably equipped with an auxiliary communications port. Such a port allows an AIM&#39;s communications and features capability to be expanded to meet future and customer specific needs and interfaces. For example, police cars, emergency vehicles, fire trucks, and school buses are equipped with a multitude of job-specific electronic equipment. Via the AIM&#39;s auxiliary port future and customer-specific interfaces can be accommodated. 
     The AIM and AIM transceiver modules used are preferably also capable of autonomous independent operation as a gate activation, car wash access controller, area access controller, and security monitoring device and/or simply a monitor for vehicles entering or leaving a facility. AIM transceiver modules may be placed at sites other than fueling operations where vehicle-related data may need to be collected. An example of this would be access gates and or access points and areas where the vehicles would normally pass. Via said remotely collected vehicle data system operators will know of vehicle problems if they exist and can better plan and execute their maintenance plan. Anytime an AIM comes within RF range of an AIM transceiver module an initial communication protocol will be initiated. This initial information fulfills the requirements for the aforementioned autonomously activated gate, entrance security and or a simple facility monitoring scenario. Data from the AIM transceiver module can then be passed via Ethernet to processors and software capable of providing users with said autonomously activated gate, entrance security and or a simply facility monitoring information. In a preferred embodiment of the invention the disclosed equipment and operational scenario is centered on a fueling station. However, an autonomously activated gate, a security entrance, or a simple facility monitoring device can become an integral part of the embodiment. 
     Similar to the aforementioned autonomous independent operation as a gate activation, area access and security monitoring device would be an AIM&#39;s use as an autonomous area monitoring device. In this scenario, for example, AIM&#39;s installed on over-the-road refrigerated trucks and trailers, hereafter referred to as a reefers, can be used to monitor the reefer&#39;s internal temperature, door access, and fuel remaining in the reefer&#39;s fuel tank. In addition to these features, AIM reefer installations will still provide all other fuel control and account features and OBD data collection features previously disclosed. An AIM may also be used with generators and other motor-driven equipment such as oil-field exploration equipment. 
     It is preferable for each AIM transceiver module to be capable of autonomous independent operation as a Remote Data Collection Unit (RDCU). Each AIM transceiver module is capable of autonomous interrogation of AIM-equipped vehicles and as such AIM transceiver modules may be placed at sites other than fueling operations where vehicle-related data may need to be collected. An example of this would be a maintenance facility, an office parking lot, or any place where the vehicles that need monitoring congregate or would normally pass. Via said remotely collected vehicle data system, operators will know of vehicle problems if they exist and can better plan and execute their maintenance plan. Similarly, AIM&#39;s and AIM transceiver modules can be used as non-related entities or as integral parts of the preferred embodiment of this disclosure at maintenance facilities in order to ascertain which vehicles are present and which need maintenance. Such a determination can be accomplished using any remote computing device without the need to physically inspect each and every vehicle. 
     Similar to the AIM&#39;s ability to be used in conjunction with AIM transceiver modules to ascertain which vehicles are present and which need maintenance, a wireless smart phone or Personal Digital Assistant (PDAs) can be used for AIM interrogation. An application running on such a device can further run maintenance programs which in turn can be correlated to any problems presented via the vehicle&#39;s OBD Bus, an AIM and an AIM transceiver module. 
     Each AIM is preferably also able to track and record Power Take-Off (PTO) engine run time for vehicles or other equipment having a PTO. Via this recorded data, the Central controller software can provide taxable and non-taxable fuel usage data for vehicles which use the highways. When AIMs are placed on vehicles, which are considered off-road only vehicles, the Central controller software can also be used to separate this non-taxable fuel from taxable fuel used on over the road vehicles. 
     An AIM will preferably also include the ability to act as an autonomous credit card processor and an FMU is preferably capable of authorizing and processing the autonomous transaction though commercial banking networks, which includes means to load and store commercial credit card numbers and/or appropriate authorization data in an AIM or an FMU. This data is then used by the FMU and/or site controller software to authorize a transaction and to process the transaction data though commercial banking networks. Via this capability a fueling transaction becomes an autonomous operation whereby the user simply gets fuel and the user&#39;s credit card gets charged for the transaction. 
     All prior discussions and descriptions were limited to autonomous fueling operations via the vehicle-mounted AIM. This however is not by any means the only way to implement the present invention. Electronic keys, magnetic stripe cards, smart cards, keyboard entry, barcode and biometrics are common access devices that could be used (although maybe not all have found their way into the commercial fueling scenarios yet). Additionally, receipt prints, transaction printers, and tank level monitoring systems are also all in common use. As such all or any of these features and or devices could be integrated into the present invention via the Fuel Management Unit (FMU) and or site controller and site controller software. 
     The Fuel Management Unit (FMU) and or a site controller can also provide a backup and or secondary means of operation so that site operation is not solely dependent on the internet for communication nor is its operability solely dependent on remotely located site controller software. Implementation of the backup or secondary means of operation is provided by the Fuel Management Unit (FMU) or a site controller&#39;s ability to act a backup data source for the system&#39;s site controller software via distribution of functionality. 
     Under the currently prevailing technology it is preferable that the Fuel Management Unit (FMU) or a site controller (as with the other disclosed components of the invention) communicate via a network using Ethernet technology, where Ethernet represents a technology within LAN (local) or WAN (wide area) networking be it wired or wireless. 
     The following describes how a fuel authorization process might be carried out: Fuel may be authorized via the passive AIM scenario or via any of the interactive user devices such as an electronic key, smart card, and magnetic stripe card.
         a. Via the passive AIM scenario, the AIM will send RF authorization data to an AIM transceiver module which in turn will send said authorization data to an FMU or site controller. The FMU or site controller will match the received authorization data with its internal lock-in and/or lock-out lists which includes but is not limited to the type of fuel authorized, Customer ID, allowable fuel quantities, and vehicle ID. If all the authorization criteria are met the FMU or site controller will forward the necessary authorization to the appropriate Pump Control Module. Fueling can then begin.   b. Via the interactive user device scenario, an FMU acquires authorization data directly via the access device. The FMU or site controller will match the received authorization data with its internal lock-in and/or lock-out lists which include but are not limited to the type of fuel authorized, Customer ID, allowable fuel quantities, and vehicle ID. If all the authorization criteria are met the FMU or site controller will prompt the user to select a hose whereupon the FMU will forward the necessary authorization to the appropriate Pump Control Module.   c. There is an additional interactive user device scenario, which authorizes via third party credit card networks. In this scenario, the most common user interface device is the magnetic strip credit card. Upon a card being read by an FMU&#39;s magnetic stripe credit card reader, the FMU contacts the appropriate third party credit card network for authorization, which includes but is not limited to an authorization number and an authorized dollar amount. Upon receiving the authorization and fuel type data, the data is forwarded to the appropriate Pump Control Module.   d. Whatever scenario is used, an authorization must be sent to the appropriate Pump Control Module. The Pump Control Module will initiate fueling by allowing the selected hose to dispense fuel via a valve, pump and/or pump handle control in the case of mechanical dispenser and via a serial interface with electronic dispensers. For mechanical dispensers the Pump Control Module will monitor the pulse count, which equates to quantity dispensed, terminate the dispensing upon reaching an authorized quantity limit, upon termination by the user or upon a preset non-activity period of time. When controlling an electronic dispenser the same functions are accomplished electronically versus the mechanical dispenser&#39;s direct control. Upon termination of the fueling transaction, the Pump Control Module will store the transaction data and send said transaction data to the FMU for storage and further processing.   e. The further processing will preferably include sending third party credit card authorized data back to the appropriate third party credit card network for further processing, and in the case of locally authorized electronic key, smart card, and magnetic stripe card transaction the transaction data will be sent to the central controller for further processing and distribution.       

     Some specific implementations will now be described with respect to the drawings provided. Again, these should not be viewed as limiting the scope of the invention but rather as explaining how the invention might be applied to meet the needs of a particular environment. 
       FIGS. 1-3  illustrate the components involved in a typical installation.  FIG. 1  represents an installation for a public-use fueling station.  FIG. 2  represents and installation that would be more typical for a fleet fueling installation that may not be open to the public. As will be seen, the use of the components is quite similar for either option and no component should be viewed as being limited to any particular option. 
     Returning now to  FIG. 1 , vehicle  103  has been pulled alongside fuel island  102 . The vehicle includes an internal Automotive Information Module (“AIM”). Fuel nozzle  101  includes a mounted RF/ID tag that communicates with an antenna located proximate the vehicle&#39;s fuel port. The fuel port antenna is connected to the AIM within the vehicle. 
     Electronic dispenser  53  is a prior art fuel dispenser familiar to those skilled in the art. It typically accepts payment via credit or debit cards. Once payment is arranged, a user customarily activates the fueling cycle by pressing a button or lifting a lever such as pump handle  151 . 
     In the embodiment of  FIG. 1 , the operation of electronic dispenser  53  has been modified by the addition of several components. AIM transceiver module  37  is mounted in a location that allows it to easily communicate wirelessly with the AIM mounted in vehicle  103 . Pump control module  142  communicates with AIM transceiver module  37 . The pump control module is able to automatically control the dispensing of fuel from electronic dispenser  53  once the inventive system determines that this action is appropriate. 
     In  FIG. 2 , mechanical dispenser  148  delivers the fuel to vehicle  103 . The mechanical dispenser is controlled by fuel management unit (“FMU”)  72 . Pump control module  181  is associated with and controls mechanical dispenser  148 . AIM transceiver module  37  in this instance is mounted on FMU  72 . 
       FIG. 3  shows the components of the local system that are not visible (or not very visible) in  FIGS. 1 and 2 . RF/ID tag  201  is mounted on fuel nozzle  101  itself. In the embodiment shown, the actual RF/ID tag is contained within a durable splash-guard-like device that actually slips over the end of the nozzle. This component is subjected to a hostile environment (heat, cold, sunlight, fuel spills, etc.) and so it is preferable to contain the RF/ID tag and associated passive or active electronics and power supply (possibly including a battery) entirely within a hardened casing. The electrical components may even be molded into this casing using a potting or overmolding process. 
     Fuel port  105  is the vehicle&#39;s fueling port. It leads downward into the fuel tank. As those skilled in the art will know, the fuel port is typically a metal tube that includes exclusion devices intended to prevent misfueling (such as diesel into a gasoline vehicle) and fuel theft. Fuel port antenna  106  is preferably mounted somewhere on the fuel port assembly so that it will be very close to RF/ID tag  201  when the fuel nozzle is placed in the fuel port. 
     Automotive information module (“AIM”)  100  is connected to fuel port antenna  106 . AIM  100  uses fuel port antenna  106  to send messages to RF/ID tag  201  and receive messages from RF/ID tag  201 . OBD port  107  is typically part of the vehicle&#39;s wiring harness. OBD connector  20  is connected to OBD port  107 . The wiring leading from OBD connector  20  leads to AIM  100 , and thereby allows communication between the vehicle&#39;s OBD bus and AIM  100 . AIM  100  also includes data antenna  3 . This is used primarily for communicating with the external AIM transceiver modules, but may also be used for communicating with other AIM&#39;s in other vehicles or for still other purposes. 
     A fueling operation will be described with respect to  FIG. 1 . The operator removes fuel nozzle  101  from electronic dispenser  53 , moves the fuel dispenser&#39;s pump handle  151  to the fueling position, inserts fuel nozzle  101  into fuel port  105  of the vehicle&#39;s fuel tank, and dispenses fuel. In many cases, pump handle  151  need not be manually moved to the fuel position since this feature has been designed to be an automatic result of removing nozzle  101  from the dispenser&#39;s nozzle storage feature. 
     The above-described fueling procedure is identical to that normally followed when a fueling site does not include the present invention (except for the lack of a manual payment transaction). This identity is desirable since it reduces or eliminates the need for special training. The block diagram of  FIG. 4  depicts come of the components involved in the present invention. The inventive system transfers, automatically and without the knowledge of the operator, vehicle  103  and RF/ID tag  201 -related data from AIM  100  to site controller software  116  via AIM transceiver module  37  and Ethernet  205 . The authorization steps are performed automatically and without input from the operator. Thus, in this embodiment, the operator is not aware of the payment transaction or its details. The fact that the operator&#39;s vehicle is equipped with an AIM module and stopped at an approved (and equipped) dispensing location is all the operator needs to know. He or she simply dispenses the fuel and the recording and payment transactions are handled automatically. 
       FIG. 5  shows some details for an embodiment having a mechanical fuel dispenser connected to a pump control module. In this embodiment, upon authorization by site controller software  116 , authorization is transferred via Ethernet  205  to Pump Control Module  181 . The pump control module then authorizes the fueling sequence by allowing mechanical dispenser  148  to be activated, and commences to monitor and record the fueling sequence as a fuel transaction. The vehicle-related data stored within the AIM&#39;s internal memory and data retrieved from the vehicle&#39;s Onboard Diagnostic Bus  107  via the AIM&#39;s Onboard Diagnostic Bus connector  20  is transmitted to AIM transceiver module  37 . In the operation described the vehicle-specific data is transferred incident to a fueling operation. However, this need not always is the case. Vehicle-related data can be transferred any time the vehicle  103  is within RF range of AIM transceiver module  37 . 
     At the completion of the fueling, Pump Control Module  142  automatically terminates the transaction, and transfers the transaction data via Ethernet to site controller software  116  where the data is stored for further processing. For example, the further processing may include transfer to off-site, remotely-located software for record keeping, invoice processing purposes. 
     In a dedicated fleet fueling station such as shown in  FIG. 2 , the Fuel Management Unit (“FMU”) may performs many functions on site (data logging, authorizing, etc.). In the public-use fueling station of  FIG. 1 , however, the functions of the FMU may be split among various other components (including offsite data logging devices). However, the function of the system as a whole remains quite similar. In fact, one could implement any of the functions of the public-use site for the fleet fueling site and vice-versa. 
     In greater detail, the operation of the preferred embodiments of the public-use system in accordance with the disclosed invention is as follows:
         a. Each vehicle to be fueled is physically equipped with an AIM;   b. Each fueling site is equipped with AIM transceiver module  37  which is in turn connected to other components—such as by the use of Ethernet  205 ;   c. Electronic dispenser  53  is equipped with Pump Control Module  142  which may be connected via Ethernet  205  or some other method to AIM transceiver module  37 ;   d. Preferably each nozzle  101  on fuel island  102  is physically equipped with an RF/ID tag  201  (such as one embedded in a splash guard as shown in  FIG. 3 );   e. Configuration, authentication and reporting software is loaded on a site controller, which may be located either on-site or at a remote location;   f. Site controller software  116  is in communications with AIM transceiver module  37  and Pump Control Module  142 , such as via Ethernet  205 .   g. Each AIM  100  is configured with the correct Customer ID, vehicle ID, fuel type and quantity limits, initial odometer reading, and other pertinent information;   h. Each AIM transceiver module  37  is configured to pass data and other pertinent information between AIM  100  and site controller software  116  via Ethernet;   i. Each Pump Control Module  142  is configured to pass data and other pertinent information between electronic dispenser  53  and site controller software  116 ;   j. Alternatively, each Pump Control Module  181  is configured to accept data and other pertinent information to include dispenser hose correlation, lock-out and lock-in data lists and authorization requests and to directly control between mechanical dispenser  148     k. Additionally, AIM transceiver module  37  and Pump Control Module  142  are each preferably configured for direct communication between themselves (such as by using an Ethernet connection);   l. All site controller software  116  based databases are preferably built within the configuration and reporting microcontroller-based platform  115 , and microcontroller-based platform  115  is in communication with the aforementioned modules to enable the authorization, downloading of lock-out and lock-in data lists, and the uploading of fuel transaction lists; and   m. In the prior sections, AIM  100  is used to authorize transactions. Should other access devices like electronic keys, magnetic stripe cards, RFID tags, barcodes or biometrics be needed, Fuel Management Unit  72  may also be located at a fueling island. FMU  72  may also function as a receipt or transaction printer interface and a tank level monitor interface.       

     When AIM  100  is in range of an AIM transceiver module, communication between the two devices is established. AIM  100  is capable of combining its internally-stored vehicle specific data with the fueling supply source data, the current vehicle mileage and/or chronometer data, and error detection data. The AIM transceiver module determines what data is to be sent and when it is to be sent. In this way, an AIM transceiver module is able to communicate with multiple AIM&#39;s on a common frequency while minimizing interference. 
     During normal vehicle operation, AIM  100  is not in contact with any external device (since the vehicle is traveling down the road). However, the AIM continuously records vehicle miles as accrued. The accrued mileage is sometimes measured using analog speed sensors. In other cases it may be calculated from OBD data and in still other cases it may simply be read from the vehicle&#39;s internal bus (such as a CAN bus). 
     An AIM&#39;s RF/ID tag interrogation circuitry is preferably only activated when AIM  100  is within RF range of FMU  72  and the vehicle is stopped with its ignition turned off. The interrogation circuitry can be activated in a variety of ways and for a variety of purposes (such a the purpose of debugging the RF/ID communications). This approach saves power by not activating the RF/ID circuitry every time the vehicle stops. AIM  100  is also able to check that the vehicle&#39;s engine is not running before activating the circuitry. 
     If an AIM&#39;s RF/ID tag interrogation circuitry has not initiated communications with RF/ID tag  201  after a configurable finite period of time, AIM  100  goes into sleep mode. After said configurable finite period of time has expired, the RF/ID circuitry can be reactivated by reactivating the vehicle OBD Bus, i.e. cycling of the vehicle&#39;s power causes AIM  100  to re-initiate vehicle mileage tracking and/or RF/ID tag  201  interrogation sequence. 
     RF/ID tag  201  will only be detected when fuel nozzle  101  (see  FIG. 3 ) is actually inserted into the vehicle&#39;s fuel port. Once the detection is made, AIM  100  transmits a “hose inserted” message which includes the nozzle tag number. When requested by an AIM transceiver module AIM  100  continues to transmit the “hose inserted” message to AIM transceiver module  37  until AIM transceiver module  37  makes an acknowledgement. AIM  100  will continue its interrogation of RF/ID tag  201 . Should RF/ID tag  201  not be found after a finite period of time, AIM  100  terminates both searching for, and transmitting acknowledgment of, RF/ID tag&#39;s  201  presence. When AIM  100  no longer responds to AIM transceiver module  37  queries relative to the presence of RF/ID tag  201 , the site controller software will terminate the fueling transaction. 
     During normal operations, using its RF transceiver circuitry, AIM transceiver module  37  preferably initiates a series of communication commands. For example: There is a command sent to each individual AIM  100  to make sure that it is still present. There is also a command to have all AIMs  100  which have not been recognized by AIM transceiver module  37  respond, and a command requesting that every AIM  100  requesting fuel to respond with fueling request data. Via these commands AIM transceiver module  37  is able to track all AIMs  100  within its RF transceiver&#39;s range. AIM transceiver module  37  can then in turn go to each AIM  100  to determine if firmware updates are needed, determine if vehicle specific data needs to be gathered via the vehicle&#39;s OBD port  107 , send messages to either AIM  100  or the vehicle&#39;s onboard computer via the vehicle&#39;s OBD port  107 , and initiate the exchange of data based on the prior queries. 
     Using the aforementioned, AIM transceiver module  37  and AIM  100  conduct three major categories of data transfer: fueling operations, updating the firmware code of AIM  100 , and transfer of vehicle specific data obtained via the OBD port  107 . Each of these will be explained in more detail in the following. 
     Fueling operations: Upon receiving a response to a query transmission from AIM  100 , AIM transceiver module  37  checks the received data against internally-stored data, including but not limited to fueling Customer ID, and forwards the received data including the Customer ID, and fuel dispensing hose nozzle RF/ID tag  201  number, to Site controller software  116  via Ethernet  205 . The received data is verified by Site controller software  116  against the appropriate lock-out and lock-in list data. If the data is correctly verified and authorized, an authorization sequence from site controller software  116  to Pump Control Module  142  will begin (via Ethernet  205 ). Pump Control Module  181  being in communication with electronic dispenser  53  or in control of mechanical dispenser  148  will allow the relevant dispenser to initiate a fueling scenario. 
     If all selection criteria are correct and Pump Control Module  181  is wired to control the mechanical dispenser  148  directly, Pump Control Module  142  checks that the pump handle is turned on (optional), initiates a transaction, turns on the appropriate fuel dispenser hose, counts pulses equating to fuel quantity dispensed, and monitors RF reception for continuing data from AIM  100  via AIM transceiver module  37  indicating nozzle  101  is still inserted into the vehicle&#39;s fuel port  105 . 
     If all selection criteria are correct and Pump Control Module  142  is wired to control electronic dispenser  53  via a serial data line, as would be the case for an electronic dispenser via its serial connection, Pump Control Module  142  will instruct electronic dispenser  53  to dispense fuel and to monitor the quantity. Upon removing the Nozzle  101  from the fuel port AIM  100  will no longer respond to queries from the site controller software and the site controller software will terminate fueling transactions for that AIM  100 . Upon receiving a terminate transaction notification from the site controller software, AIM transceiver module  37  will forward the terminate transaction notification to Pump Control Module  142 , whereby Pump Control Module  142  will via its serial control instruct the electronic dispenser  53  to terminate the transaction and to send the fuel quantity data to the Pump Control Module  142 . 
     Pump Control Module  142  terminates the fueling sequence upon a failure to receive the continuing data notification from AIM  100  via AIM transceiver module  37 , receiving a hose removed notification from AIM  100  via AIM transceiver module  37 , the attainment of an internally programmed time limit, or the attainment of a pumped quantity limit. 
     Upon termination of the fueling sequence, Pump Control Module  142  logs a transaction record within its memory and forwards this record via Ethernet  205  to site controller software  116  for storage and data processing. If all selection criteria are not correct, no fuel is dispensed. 
     If Site controller software  116  determines AIM  100  software code and/or data needs updating, site controller software  116  will send the new code and/or data to AIM  100  via AIM transceiver module  37 , whereby AIM  100  will do an internal update. The sending of new code and/or data can be accomplished over multiple sessions. The AIM stores the new code and/or data and is able to process the new code and/or data once the complete information has been successful transferred. 
     AIM transceiver module  37  is capable of two-way communication with AIM  100  whereby AIM  100  will return to AIM transceiver module  37  internally stored or vehicle-specific data obtained on demand via the vehicle&#39;s OBD Port  107 . The transmitted data may have been gathered by AIM  100  autonomously or when requested by the AIM transceiver module  37 . Additionally both AIM transceiver module  37  and AIM  100  can use their communications capability to have the vehicle&#39;s computers display information on the vehicle&#39;s instrument panel (such as a message displayed to a driver). 
     The aforementioned operational scenario is an outline of the actual events used to generate the sequence of events. Operation of the disclosed system is, however, autonomous and conducted without participation by the individuals using the fuel facilities. 
     Some block diagrams describing specific embodiments may benefit the reader&#39;s understanding. Referring to  FIG. 4 , a preferred embodiment of the disclosed system comprises sets of modules each networked via Ethernet  205  (or other suitable communication protocol). The communication may be conducted using Local Area Networks (LAN) and Wide Area Networks (WAN). Within modules, USB,  12 C and serial communication protocols are used as are direct solid state and mechanical relay control. 
     There are numerous types and variations of commercial Mechanical Dispenser  148  and electronic dispenser  53  currently available.  FIG. 5  depicts a block diagram for a generic mechanical dispenser  148  comprising motor  155 , a motor controller  149  and solenoid valve  153 . Pump Control Module  142  is configured to interface with different types and variations of dispensers including, for example: (1) mechanical dispenser  148  with only motor  155 , wherein Pump Control Module  181  controls motor  155  directly; (2) mechanical dispenser  148  with both motor  155  and motor controller  149 , wherein Pump Control Module  181  controls the motor controller  149 ; (3) mechanical dispenser  148  with solenoid valve  153  located in the fuel line, both with or without motor  155  and/or motor controller  149 , wherein Pump Control Module  142  controls solenoid valve  153 ; and (4) mechanical dispenser  148  equipped with a microcontroller-based control unit (herein after known as electronic dispenser  53 ), wherein Pump Control Module  142  is configurable to communicate serially with the fuel dispenser&#39;s  53  microcontroller, as shown in  FIG. 6 , thereby bypassing the need for Pump Control Module  142  to directly control the dispenser&#39;s motor controller, and/or valve or to monitor and count pulses. These functions in electronic dispenser  53  are controlled by the dispenser&#39;s microcontroller-based controller  52 . Pump Control Module  142  can exercise control over and acquired data from electronic dispenser  53  via said serial interface  62 . 
     The generic mechanical dispenser  148  shown in  FIG. 5  comprises motor controller  149 , which controls motor  155  driving pump  154 . Pump  154  drives fuel through meter  156 , through solenoid valve  153 , and on to the fuel nozzle  101 . Register  157  displays the amount of fuel that passes through meter  156  and turns pulser  150  so that pulser  150 &#39;s output is also proportional to the fuel passing through meter  156 . Upon power application to motor controller  149  and motor  155 , indirectly or directly, a reset motor  152  sets register  157  to zero and allows motor  155  or solenoid valve  153  to be activated, thereby allowing dispensing of fuel. Within the mechanics of the reset motor  152  is a pump handle  151 . Pump Control Module  142  is capable of monitoring pump handle  151 &#39;s position to determine fueling completion. 
     The generic electronic dispenser  53  shown in  FIG. 6  comprises motor controller  56 , which controls motor  59  driving pump  58 . Pump  58  drives fuel through meter  55 , through solenoid valve  63 , and to the fuel nozzle  101 . Register  60  displays the amount of fuel that passes through meter  55  and turns pulser  57  so that pulser  57 &#39;s output is also proportional to the fuel passing through meter  55 . Upon power application to motor controller  56  and motor  59 , indirectly or directly, a reset motor  61  sets register  60  to zero and allows motor  59  or solenoid valve  58  to be activated, thereby allowing dispensing of fuel. Within the mechanics of the reset motor  91  is a pump handle  64 , operation of which imitates a fuel scenario upon removal or returning of the fuel nozzle from/to the dispenser. Dispenser computer  52  is capable of monitoring pump handle  64 &#39;s position to determine fueling scenario initiation and completion, controlling motor controller  56 , serial communication via intrinsically safe barrier  54  and serial interface  62 , control of reset motor  61 , and interface with pulser  57 . 
     Commercially, electronic dispensers come in all shapes, sizes, and capabilities (including both internal and external configurations). The prior description illustrates components and/or functions that are typically handled by electronic dispensers. A more general discussion of electronic dispenser functions list only two things: (1) Electronic dispensers are controlled autonomously by their electronics modules, and (2) Electronic dispensers can be controlled via their electronics modules using a networked connection. It will preferably be through this network connection that the disclosed invention will control electronic dispensers. 
     As per the aforementioned discussion on RF/ID tags, the complexity and capabilities of an RF/ID tag range from a very basic non-powered RF/ID tag to a complex powered RF/ID tag. The very basic non-powered tags can be comprised of as little as a simple state-machine and a tuned antenna. The more complex powered RF/ID tags can be comprised of a processor, a transceiver integrated circuit and a power supply. The distinguishing feature of all RF/ID tags is that when queried they respond with data. The disclosed invention is compatible with all types. 
     Although any of the RF/ID tags can be used by the disclosed system,  FIG. 9  represents a “middle-of-the-road design.” Microcontroller  199 -based RF/ID tag  201  in accordance with the disclosed system incorporates coil interface  190 , microcontroller  199 , memory  196 , RF/ID tag antenna  203 , and capacitor  192 . It is mounted on the nozzle  101 , preferably being incorporated into a splash guard. The receiver circuitry comprises RF/ID tag antenna  203 , capacitor  192 , and coil interface  190 . RF/ID tag antenna  203  and capacitor  192  comprise a tuned “LC” (inductance/capacitance) circuit that creates a defined frequency for the communications. Fuel port antenna  106  and capacitor switching network  15  (both being part of AIM  100 ) also comprise a tuned LC circuit and the tuned frequencies of both the LC circuits need to be on the same frequency for the communication link to perform properly. 
     Although there are “true” RF/ID tags that would be equally compatible with the present invention, a preferred embodiment of the invention used inductively-coupled LC circuits to both transfer power for the RF/ID tag and to transfer data from the RF/ID tag to the AIM. It is also possible to incorporate a battery power source within the RF/ID tag although the currently preferred embodiment does not. RF/ID tag  201  consumes relatively little power (as the transmission ranges are so short). Accordingly, it is possible for a single included battery to provide power to the device for 2 years, 3 years, or even more. The battery can then be replaced, or the entire unit can be designed to have a life cycle that is equal to the battery life. It is also possible to have “hybrid” versions where some operating power is received via a power antenna and some “supplemental” power is provided by an internal battery. 
     The particular RF/ID tag  201  shown in  FIG. 9  operates as follows: As this embodiment of the invention uses a non-powered tag, the tag must be powered externally. Power is supplied by AIM  100 &#39;s tuned LC circuit including fuel port antenna  106  and its associated capacitor switching network  15 . This tuned circuit operates on the same frequency as RF/ID tag  201 &#39;s tuned LC circuit comprised of RF/ID tag antenna  203  and capacitor  192 . Inductive power is passed by coil interface  190  to microcontroller  199  and to memory  196 . 
     Microcontroller  199  receives data from memory  196  and sends that data back via coil interface  190  and the LC circuit. The data is then passed to AIM  100  via the AIM&#39;s tuned LC circuit. Thus, data stored on RF/ID tag  201  is transferred to AIM  100 . While microcontroller  199  is in a powered state, it runs a short data transfer. As long as the RF energy is sufficient, microcontroller  199  repeats this. Once the RF energy is gone, microcontroller  199  has no other power source and so it shuts down. 
     In the preferred embodiments, the tuned LC circuit used for AIM  100  is reconfigurable so that it can alter its tuning and optimize the communication between the AIM and RF/ID tag  201 . In the depiction of  FIG. 9 , the variable LC tuning is shown as capacitor switching network  15 . The operation of the tuned LC circuit will be explained in greater detail later in this disclosure. First, however, other features of the Automotive Information Module (“AIM”) will be described. 
     Referring to  FIG. 10 , microcontroller-based AIM  100  in accordance with the disclosed system incorporates RF transmitter/receiver circuitry, vehicle interface circuitry, and program logic. Microcontroller  30  incorporates a processor  18  and other associated components on a single integrated circuit. The program logic is run on processor  18 . All of these functions are preferably included in a vehicle-mounted package. 
     The RF/ID transmitter/receiver circuitry comprises fuel port antenna  106 , RF/ID interrogator  32 , and intrinsically safe barrier  26 . These components provide communication between microcontroller  30  and RF/ID tag  201 . 
     Additional components are furnished to provide communication between microcontroller  32  and AIM transceiver module  37 . These components are transceiver integrated circuit  5  and data antenna  3 . This communication path is controlled by processor  18  through I/O port  6 . 
     Safety requirements in and around fuel areas are driven by NFPA (National Fire Protection Association) requirements and the intrinsically safe barrier complies with these requirements. The NFPA&#39;s intrinsic safety requirements are defined by ANSI/UL  913  (Underwriters Laboratories, Inc.). 
     The vehicle interface circuitry may include a variety of features and preferably includes mileage interface  19  and associated amplifier and comparator  2  and I/O port  9 , and power supply  25 . The program logic comprises data memory  4 , program memory  27 , reset control  29 , oscillator  22 , optional external data memory  21  and associated I/O port  12 , and programming interface  28  having an associated level converter  17  and I/O port  8 . 
     When AIM  100  is installed on a vehicle without an OBD Port, AIM  100  operates as follows: Power supply  25  receives power from the vehicle, and converts and distributes the power to all required AIM  100  components. Mileage interface  19  monitors vehicle mileage. The vehicle mileage is monitored via a sine wave or a pulse count (often generated by a sensor placed on a rotating shaft) passed through amplifier and comparator  2  to I/O port  9  and to processor  18 . processor  18  counts pulses (a sine wave input is converted to pulses by the amplifier and comparator  2 ), adds the additional mileage to the existing mileage count, and then stores the new mileage count in data memory  4 . This mileage update process is carried on continuously as the vehicle generates mileage pulses as it moves. 
     When AIM  100  is installed on a vehicle with an OBD Port, AIM  100  operates as follows: The power supply  25  receives power from the vehicle, and converts and distributes the power to all required AIM  100  components. The AIM&#39;s  100  OBD interface  20  hardware is connected to the vehicle&#39;s OBD Port  107 . AIM  100  can then acquire vehicle specific data from the vehicle computer on the vehicle&#39;s OBD Bus  130 . Included in this data is the vehicle&#39;s mileage and speed information. 
     Programming interface  28  allows an external computer (for example, a personal computer, laptop or notebook-based computer) to initialize and input vehicle specific data. The data includes, for example, Customer ID, vehicle ID, fuel type and quantity limitations, initial mileage and pulse count to mileage conversion. This data is stored in the microcontroller&#39;s on-chip data memory  4 . Programming interface  28  transfers data to and from processor  18  via I/O port  8  and level converter  17 . Processor  18  contains unused I/O Port  6  for future expansion and interfaces to items such as electronic keys, magnetic stripe card readers, RF/ID tag readers, etc. 
     AIM  100  typically includes three communication modes: (1) RF/ID tag interrogations via intrinsically safe barrier  26  and RF/ID interrogator  32 ; (2) two-way communications of RF/ID tag data and vehicle-specific data to AIM transceiver module  37  via transceiver integrated circuit  5  and data antenna  3 ; and (3) serial communications with the vehicle&#39;s computers on the vehicle OBD bus via OBD interface  20 . 
     In the particular embodiment shown, interrogation of RF/ID tag  201  is via processor  18  sending a transmit signal via associated I/O port  13  through intrinsically safe barrier  26  to RF/ID interrogator  32 . An interrogation signal is started when the program logic determines that the vehicle has stopped and a defined time period has lapsed, or the vehicle&#39;s ignition has been turned off. The program logic discontinues the interrogation transmission upon removal of Nozzle  101  from fuel port  105 , or after a programmable time period elapses without the reception of RF/ID tag  201  data. 
     As long as RF/ID tag  201  is receiving power via fuel port antenna  106 , RF/ID tag  201  transmits data. This data is then passed to processor  18 . Upon reception and successful error checking, the RF/ID tag data is stored in data memory  4 . AIM  100  then proceeds with its second RF communications means, transmission of RF/ID tag ID information and vehicle specific data to AIM transceiver module  37 . 
     The transmission of RF/ID tag ID information and vehicle-specific data to Fuel Management Unit  72  is via processor  18  receiving vehicle-specific data (for example, site ID, vehicle ID, fuel type and quantity limitations, and current mileage) and RF/ID tag ID information from the data memory  4  and sending this information to data antenna  3  via I/O port  14  and transceiver integrated circuit  5 . The transmission of data by data antenna  3  is also programmable with respect to the speed, frequency of transmissions, and number of repetitions. 
     The communication between the AIM and the separate AIM transceiver module is facilitated by an appropriate radio frequency channel or channels. It is preferable to define multiple possible channels. 
     The available frequency bands and defined channels within each bands are regulated by national governments. The embodiments of the invention are preferably able to accept a variety of bands and channels so that they may comply with each individual country&#39;s regulations. Exemplary methods of communications include frequency usage, frequency-hopping schemes, and direct sequence spread spectrum signaling. In the preferred embodiments for applications within the United States, direct sequence spread spectrum signaling is used with a 2.4 GHz band and 15 channels defined within the band. 
     Upon the initial installation of an AIM transceiver module  37 , the installation technician has the ability to select the quietest of the 15 available channels. Optionally, the AIM transceiver module may be configured to autonomously select the quietest available channel. Different AIM transceiver modules will often use different ones of the 15 available channels. 
     AIMs do not initiate communications. Instead, they monitor one of the 15 defined channels within the 2.4 GHz band. If the AIM receives a communication asking for a response it will respond. If an AIM is at a fueling station and is in communication with an RF/ID tag but has not received a communication from an AIM transceiver module, then the AIM will scan the 15 defined communication channels until it detects a transmitting AIM transceiver module. In the case where an AIM detects more than one AIM transceiver module the AIM will continue to scan the channels until it identifies an AIM transceiver module that is in communication with the particular RF/ID tag that the AIM is also communicating with. 
     Processor  18  is programmed (via program memory  27 ) to continue interrogating RF/ID tag  201 . If RF/ID tag  201  does not respond to the interrogation, processor  18  initiates the transmission of a discontinue fueling code to AIM transceiver module  37  to ensure that fueling is discontinued if fuel nozzle  101  is removed from the vehicle&#39;s fuel port  105 . 
     Processor  18  via I/O Port  11  and GPS Module  7  and GPS Antenna  110  has access to global positioning data (or in some instances the GPS data may be read from the vehicle data bus). Via this communications processor  18  has access to global positioning information which can be related to data received from the vehicle&#39;s on-board computers via the vehicle&#39;s OBD Port  107 , OBD Interface  20  and I/O Port  10 . Access to both the global positioning information and the data received from the vehicle&#39;s on-board computers by computers running the central controller software allows for generation of data and reports which link vehicle data to global position. 
     Processor  18  via I/O Port  34  and cell phone module  33  and cell phone antenna  111  has access to cellular communication networks. Said communications means provides processor  18  with access to intra and internet data transfer scenarios. Via this communication path global positioning data, and OBD obtained data may be autonomously transferred to intra and internet associated servers and computer platforms where it can be disseminated appropriately. The communication links being capable of both 2-way communication and data transfer allows processor  18  to receive information, instructions, and data. The cellular communication capability provides the disclosed system with both the ability to provide near real time services and the ability to have its internal operating code and parameters upgraded autonomously. 
       FIG. 11  depicts an embodiment of the Fuel Management Unit (“FMU”) in block-diagram form. The FMU is based on microcontroller  16 , which includes processor  80 . The processor incorporates processing capabilities, user and operator interface circuitry, peripheral equipment interface circuitry, multiple communication options, data storage and program logic, into a fuel island mounted package. 
     In some prior embodiments of the FMU features such as the AIM RF transmitter/receiver circuitry and fuel dispenser interface circuitry were integral to the FMU. In the embodiment shown, these features have been moved to independent modules. FMU  72  can still command these features, but the command is accomplished via a communication protocol such as wired or wireless Ethernet interface  71 . Using this communication method FMU  72  and its internal microcontroller  16  communicate with and control AIM transceiver module  37  and Pump Control modules  181  and  142 . 
     Operator interface components are preferably provided. Keypad interface  73 , LCD control  75 , and multiplexer  82  and electronic read/write key reader  90  all allow a human operator to interact with the system. An electronic read/write key reader is included in the preferred embodiments. It is also possible to include magnetic stripe card readers, RF/ID tag readers, barcode readers, Wiegand card readers, finger print readers, barcode readers and contact tag readers. The aforementioned readers are accessed by microcontroller  16  via multiplexer  82  and serial port  99 . 
     The peripheral equipment interface circuitry comprises receipt printer interface  91 , tank level monitor interface  98 , on-site printer interface  83 , level converters  76 - 78  and serial ports  94 - 96 . The remote communications interface comprises modem  81  and Ethernet interface  71 . 
     The program logic comprises data memory  70 , program memory  87 , reset control  92 , oscillator  84 , powerfail detect  86 , clock and configuration memory  69 , battery  68 , and programming interface  88  with an associated level converter  79  and serial port  97 . 
     In operation, FMU  72  receives data from AIM  100  via AIM transceiver module  37 , Ethernet  205 , and Ethernet interface  71 . The received data is stored in data memory  70  and portions of the received data are compared with authorization data also stored in data memory  70 . Upon successful verification that the fueling Customer ID, the vehicle ID, the RF/ID tag ID and the fuel type of the received data matches the authorization data and the hose is available, microcontroller  16  authorizes fuel dispensing for the hose matching the RF/ID tag ID to dispense fuel via Ethernet Interface  71 , Ethernet  205 , Pump Control Module  181  and or  142  for Mechanical and electronic dispensers, respectively. 
     The disclosed system includes an optional fuel accounting system based on an electronic read/write key activated system whereby the user and/or each vehicle is issued the electronic read/write key, and with the electronic read/write key, a user has access to fuel. These electronic read/write keys have the necessary coded data, for example, to define vehicle/user ID, key number, allowable fuel types and quantity limits, vehicle mileage, mileage reasonability checks, and preventative maintenance flags. This optional fuel accounting scenario provides a system with all necessary security, control and accounting requirements for an unmanned fueling facility. As such, the present invention&#39;s operator interface comprises keypad interface  73 , LCD control  75 , and electronic read/write key reader  28 . 
     Microcontroller  16  accesses read/write key reader  90  via multiplexer  82  and serial port  99 . The optional interface and operating firmware and software allow the disclosed system to operate with electronic read/write keys and/or with Automotive Information Module equipped vehicles. As per a prior description of disclosed system microcontroller  16  via multiplexer  82  and serial port  99  are equally capable of but not limited to accessing magnetic stripe card readers, RF/ID tag readers, barcode readers, Wiegand card readers, and contact tag readers. 
     FMU  72  is configured to provide an interface with peripheral items. The peripheral items include Ethernet interface  71 , receipt printer interface  91 , tank level monitor interface  98  and on-site printer interface  83 . The peripheral items are controlled by microcontroller  16  via serial ports  94 - 96  and level converters  76 - 78 . These features allow users to receive a receipt for an individual transaction, the station operators to receive a complete print-out of all transactions and system functions, and the remote Software operators to receive reports from tank level monitors via their interface with FMU  72 . The normal interface between FMU  72  and the remote Software, which usually is on a computer, is via modem or Ethernet. 
     FMU  72  has the provisions to communicate with other FMUs via Ethernet interface  71  and Ethernet  205 . Because of the connectivity it is not required that all FMUs interface with or accomplish all tasks. Tasks such as tank level monitoring interface, on-site printer interface, and modem  81  connectivity may be allocated to a single FMU. When one FMU is allocated tasks for a group of FMUs the FMU in question is referred to as the “master” FMU. FMUs operating with reduced connectivity and interface features are usually referred to as “satellite” FMUs. An example of this would be a multiple FMU site where the master FMU was configured to act a central communications point for the entire site&#39;s FMUs. This feature makes a remote Software program appear much more user friendly. 
     Communications with FMU  72  can be accomplished via Ethernet interface  71  and Ethernet  205 , via modem  81  or via programming interface  88  via level converter  79  and serial port  97 . One method of communication employed by the operators of the remote accounting and invoicing program is via modem  100 . A second and higher speed method for said communications employed by the operators of the remote accounting and invoicing program is via Ethernet interface  71  and Ethernet  205 . FMU  72  can be accessed via programming interface  130  with associated level converter  93  and serial port  88 , to allow on-site trouble shooting of FMU  72  via an external computer such as a PC laptop or a notebook. Another method of communication could use the Internet, with communications over the Internet preferably being in a secure form that is decrypted using some type of key. 
     Upon application of power, FMU  72 &#39;s power supply  85  monitors the line voltage to ensure that it is within prescribed limits and that the voltage is stable within the limits. Upon meeting the prescribed limits, voltage is then passed on to FMU  72 . Upon receiving power, microcontroller  16  completes an initialization process. The initialization process, in accordance with FMU&#39;s  72  operational code, is read from program memory  87 , and clock and configuration memory  69 . If the line voltage becomes unstable, powerfail detect  86  issues a signal to microcontroller  16  and the microcontroller terminates any fueling transactions, stores the transactions in data memory  70 , and awaits the re-application of power by power supply  85 . Upon reapplication of power microcontroller  16  will read the pertinent data relating to transactions that were in progress during the prior shutdown, complete the transaction data and stores the data in Data Memory  70 . 
     An embodiment of AIM transceiver module  37  shown in  FIG. 12 . This device includes a 2-way RF communication system configured to communicate with AIM  100 . It is able to send information and data gathered via the 2-way RF communication equipment to either Intra and or Internet via wired or wireless Ethernet, and incorporates via a microcontroller the ability to control and provide logic via internal software to the 2-way RF communication system. 
     Microcontroller  44  receives, transmits and controls AIM  100  communication via I/O port  43 , transceiver integrated circuit  40 , and data antenna  38 . Microcontroller  44  is able to control and provide logic via internal software stored in program memory  46  and data storage  39 . Microcontroller  44  communicates over the intra and or internet via I/O Port  42 , Ethernet I/O  41  and Ethernet  205 . 
     The preferred embodiments include an “auto-tuning” feature for optimizing the R/F link between the AIM&#39;s fuel port antenna and the RF/ID tag incorporated in the fuel nozzle. Returning briefly to  FIG. 3 , the reader will recall that the communication between the AIM located in the vehicle and the RF/ID tag located in the nozzle assembly is preferably a short range link. Fueling should only be authorized while the nozzle remains in place within the vehicle&#39;s filler port. The AIM continually monitors for the presence of the nozzle in the port by transmitting signals using fuel port antenna  106 . RF/ID tag  201  receives these signals and sends an appropriate response. The AIM receives this response and thereby “knows” that the nozzle has not been removed. 
     The communication range between fuel port antenna  106  and RF/ID tag  201  is preferably limited to less than 1 meter and even more preferably limited to less than 0.17 meters (less than 6 inches). That way, if an unscrupulous operator attempts to remove the nozzle from an authorized vehicle and deliver fuel to an unauthorized vehicle, the communication link will be broken and fueling will be stopped. On the other hand, the communication link needs to be robust and reliable so that erroneous “stop fueling” messages are not created. The reader will thereby appreciate that the communication link in question preferably has the following two goals: (1) a very short range, and (2) a very high reliability. Those skilled in the art will realize that these two goals are largely contradictory and that the design of such a system requires careful consideration. 
     Still looking at  FIG. 3 , those skilled in the art will realize that the performance of fuel port antenna  106  varies depending upon the type of vehicle on which it is installed. This variation depends largely upon the ferromagnetic characteristics of the surrounding materials. As an example, if fuel port antenna  106  is placed around a cylindrical steel fuel port the fuel port material will inductively couple with the loop. Other steel or iron objects in close proximity will have a similar effect. The structure of other vehicles may be largely aluminum. Still other vehicles may include composites that do not inductively couple in the R/F link to the same degree that ferromagnetic materials do. 
     It is not desirable to change the physical structure of fuel port antenna  106  itself. Thus, it is preferable to “tune” the antenna by changing the driving circuitry. The two aforementioned goals (short range and reliability) make a single tuning unlikely to work well for all vehicles. A configuration that is optimum for one vehicle may produce either too much range or too little range (and therefore marginal reliability) on another. It is preferable to provide a solution allowing each vehicle to be tuned individually.  FIGS. 13-14  describe an embodiment configured to provide vehicle-specific tuning. 
     Returning now to  FIG. 10 , the reader will recall that AIM  100  communicates with RF/ID tag  201  using RF/ID interrogator  32 . In the disclosed embodiment, the antenna tuning components are contained in the RF/ID interrogator.  FIG. 13  shows an exemplary diagram of RF/ID interrogator  32 . LC tuning circuit  194  includes microcontroller  18 , RF/ID tag reader integrated circuit  3 , and capacitor switching network  15 . These components cooperate to (1) communicate with RF/ID tag  201 , and (2) tune the AIM&#39;s LC circuit. The AIM&#39;s LC circuit includes fuel port antenna  106  in combination with the vehicle&#39;s unique inductive and capacitive characteristics. In other words, the AIM&#39;s LC circuit exists as it is installed in a particular vehicle. 
     Capacitor switching network  15  is capable of switching in and out selected series and parallel capacitors so that a selected total capacitance is placed in series with fuel port antenna  106 . The fuel point antenna is the inductive part of the tuned LC circuit and the selected capacitor or capacitors is the capacitive part of the circuit. The result is that the resonant frequency of the LC circuit is varied as desired. Processor  9  selects the capacitance and switches within capacitor switching network  15  are switched to produce that capacitance. LC tuning is performed until communication is established with RF/ID tag  201 . Two way information flow is via AIM  100 &#39;s intrinsically safe barrier, through I/O port  10 , to processor  9 , through I/O port  11 , through RF/ID tag reader integrated circuit  3 , and finally to fuel port antenna  106 . 
     There are certainly other ways to tune and optimize an LC circuit and the approach of switching in and out various capacitors is properly viewed as only one way. One could also switch in and out differing inductors and one could also use variable capacitors or variable inductors. Whatever approach is used, a goal is to match the tuned frequency of RF/ID tag  201 . 
     A transmitter circuit driving an antenna is generally idealized as an “LC” circuit, meaning that the inductance and/or capacitance of the circuit is varied to produce the desired frequency. It is recognized that all the components in the circuit have some resistance, and that one may therefore properly call this an “LRC” circuit. However, since inductance and capacitance are the phenomena of primary concern, it will be called an “LC” circuit. 
     The interrogation circuitry is activated by AIM  100  via I/O port  10  and processor  9 . The power and receiver circuitry is inductively coupled to fuel port antenna  106  via RF/ID tag reader integrated circuit  3  and capacitor switching network  15 . Capacitor switching network  15  includes capacitors and switches arranged so that differing combinations of the switches can produce a number of differing capacitances. Preferably different branch circuits are provided so that the same capacitors can be arranged in series or parallel to produce a large number of overall selectable capacitances. Processor  9  will selectively sequence the capacitor switching network through various capacitances until communication is established with RF/ID tag  201 . 
     The present invention determines an optimized frequency through trial and error. The general process may be described as follows: 
     1. A starting query frequency is retrieved from memory and sent via RF/ID interrogator  32 ; 
     2. RF/ID tag reader integrated circuit  3  and processor  9  in combination monitor for a response from the RF/ID tag on the reply frequency; 
     3. If no response is received, the starting query frequency in incremented to a new value and a new signal is sent by RF/ID interrogator  32 ; 
     4. Once RF/ID tag reader integrated circuit  3  and processor  9  receive a good response from the RF/ID tag on the reply frequency, the transmitter frequency used to elicit that response (which will be the last-transmitted query frequency) is stored as a “known good” frequency for that particular installation (and becomes the “starting query frequency” the next time the cycle is run); 
     5. The next time a fueling operation is commenced, the last saved “starting query frequency” is used at the outset; 
     6. If the last “starting query frequency” frequency fails to elicit a response the transmitter frequency is incremented again until a response is received and the successful frequency is then saved as the new “known good” frequency. 
     Once a reply is received, the R/F link between the transmitter and the RF/ID tag is deemed established. As explained previously, the establishment of this link is used as a trigger to commence the fueling cycle. The dispenser nozzle is activated and fueling can commence. As also explained previously, the R/F link continues during the fueling operation. The transmitter continues to send the query signal and the system continues to monitor for the reply signal. If a reply signal is not received at any time, a signal is generated by the AIM which terminates the fueling process (via the other components described previously). 
     Optionally, one could configure the system to search for a new “good” transmitter frequency upon the loss of the reply signal. Since running through the available frequencies typically takes less than one second, a search can be conducted without significantly compromising the security of the fueling operation. In this embodiment fueling would not be terminated until all transmitter frequencies had been tried without receiving a reply. 
     Obviously one could choose to increment the transmitter frequency in many different ways. In the preferred embodiment, a band of possible frequencies is defined. The search process commences at the bottom of this band. The increment is then stepped up in a positive direction. One could also start at the top of the frequency band and increment in a negative direction. One could also start in the middle of the frequency band and increment in either direction. It is preferable to have the system repeat the process so that if it reaches the top of the band with no success it either starts going back down the band or rolls over to the bottom of the band and starts anew. 
     One could also have a random selection process that would randomly distribute among the available frequencies until all had been tried. Each “tried” frequency would then be removed from the pool of remaining frequencies and a new frequency randomly selected from those that remain. 
       FIG. 14  shows a flow diagram of the process in one embodiment. The process starts by retrieving the last starting query frequency from memory (step  224 ). This frequency is then transmitted in step  226 . Step  228  asks whether a reply has been received from the RF/ID module in the nozzle. If “yes” then the starting query frequency is stored again in memory (step  231 ). If “no” then the frequency is incremented by a defined increment and the process is repeated. 
     This simple system does not seek to optimize the tuning but rather only seeks a tuning that works at the particular time it is tested. Once a working frequency is found, the tuning process ends and the normal fueling authorization process proceeds. If that frequency proves to be marginal and fails on the next fueling operation, then the incrementing process is started anew and a better frequency will be found and saved. 
     In this way, an optimum frequency will be found for each particular installation of an AIM in a particular vehicle. The optimum frequency may not be found on the first fueling operation, but a working frequency will be found. Over several iterations, the optimum frequency is likely to be found and saved. This frequency is then no likely to change much for a particular installation in a particular vehicle. Using the microelectronics described previously, the entire tuning operation can be completed in less than one second. 
     Of course, in other embodiments, it may be desirable to find the optimum frequency in a single cycle. In order to do this one would need to sample the strength of the return signal from the RF/ID module. There are numerous available components capable of sampling the strength of the return signal. One could then program the variable frequency transmitter to step through its entire range while signal strengths are measured and recorded. One could then compare the results and select the best frequency. 
     The actual signaling protocol used in the R/F communication link is not critical. One could employ an interval-based protocol, a frequency shift-based protocol or some other approach. As explained in the preceding sections, the transmitter transmits a signal to the R/F identification tag on a first frequency and the tag typically responds on a second frequency. The first frequency is referred to as a “query frequency” and the frequency used by the R/F identification tag for a response is referred to as a “reply frequency.” 
     In some embodiments these two frequencies may actually be the same. In those cases, the transmitter may transmit for a fixed interval and then go “silent” for a fixed interval so as not to interfere with the detection of a reply. This approach can be cumbersome and, accordingly, the use of two separate frequencies is preferred. 
     It is not desirable to have the transmitter continuously transmit the “query” signal whenever the vehicle is in operation. After all, the query signal only serves a purpose when the vehicle is close to a fueling station. As explained previously, the signal cycle is initiated when the AIM established communication with the AIM transceiver  37  located proximate a fueling station. This link between the AIM and the AIM transceiver serves as a “proximity detector” between the vehicle and the fueling station. May other types of “proximity detectors” could be used. For example, various vehicle detectors could be placed on the fueling station and used to trigger a radio signal to the AIM in the vehicle. Ultrasonic and magnetic detectors could be used. Also, a simple RF/ID module could be placed in the vehicle that responds to a query signal transmitted by the fueling station. All of these devices serve the “proximity detector” function and may be used to start the transmission cycle from the AIM in the vehicle to the RF/ID tag on the nozzle. 
     The reader will appreciate that a particular Fuel Management Unit (whether comprising a stand-alone device at a fleet fueling system or a combination of devices at a public-use station) may be in contact with more than one AIM. This is particularly true of the fleet-fueling scenario, where a single FMU might be in contact with three or more AIMs. Multiple FMU&#39;s may in fact be present and this further complicates the communication system. 
     In addition, there are multiple types of messages that have to be passed between an AIM(s) and an FMU(s). Some message types are more important than others, depending on the context. For instance, one message type might pertain to vehicle maintenance while another might pertain to continued authorization of an ongoing fueling event. One would generally not want the former type to override the latter. 
     In a preferred embodiment of the inventive system, eight cycles are used and within each of these cycles there are four different data type communication requirements. Some message types are transferred during each of the cycles whereas other message types are transferred less frequently. The inventive system uses a communication protocol based on the priority given to each specific type of message. 
     The reader will recall that each AIM is installed in a vehicle and is intended (among other things) to establish an R/F communication link with an RFID tag located on a fueling nozzle. The existence of that communication link is required to allow fuel dispensing and the maintenance of that link is required to continue fuel dispensing. Thus, monitoring the status of that link is a large priority in the system. There are certainly other priorities, however, such as the transfer of vehicle-specific data (mileage, oil status) from an AIM to an FMU. 
     The different types of communications are conducted in a defined order during each cycle. The following numbered paragraphs describe the communication types in their order of priority: 
     1. Primary Status Poll—When any AIM has previously informed the FMU that it has established a communication link with a nozzle-mounted RFID tag, the FMU will send out this poll asking whether the AIM is currently still reading the presence of the nozzle-mounted RFID tag. If the nozzle is still being read then the AIM will respond positively. If the AIM responds negatively, or if the AIM fails to respond through a certain number of cycles, then the fueling operation will be stopped by the FMU. This functionality is very important to the present invention and for this reason it is preferably given priority. 
     2. Secondary Status Poll—This message is sent by the FMU when an AIM has been previously registered as being in range. The message is sent no matter what state the AIM is in. The AIM&#39;s response simply informs the FMU that the AIM is still in communicating range. If a particular AIM fails to respond after a specified number of these messages then it will be eliminated from the list of enumerated AIMs. 
     3. AIM Enumeration Request—An FMU sends this request seeking to establish communication with any AIMs within range of the FMU. If an AIM successfully responds, then that AIM is considered to be enumerated to the FMU (registered as currently active). 
     4. Hose Enumeration Request—An FMU sends this request to determine if any of the enumerated AIMs have a newly-established communication link with an RFID tag on a dispenser nozzle (indicating that a dispenser nozzle has just been placed within a fueling port). If an AIM positively responds to this request, then the FMU takes appropriate action (initiating a dispensing operation). 
     5. Data Exchange—Bidirectional data exchanges take place between the FMU and the AIM. These are generally prioritized as follows: (1) Sending the AIMs record to the FMU, (2) Sending miscellaneous data from the AIM to the FMU, (3) Sending an AIM record update from the FMU to the AIM, (4) Sending miscellaneous data from the FMU to the AIM, (5) Sending AIM pass-through data, (6) Sending automatic AIM firmware data. 
     An FMU&#39;s communication with AIM devices is based on 8 cycles, each of which is approximately 2 seconds long. After a particular cycle expires, communication moves to the next cycle. When the 8 th  cycle is repeated, the process starts over with the first cycle. The following table shows an exemplary ordering of the data transferred. Time proceeds from left to right in the particular embodiment shown. An “X” indicates when each message type is transmitted. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE ONE 
               
               
                   
               
               
                   
                   
                   
                 AIM 
                 Hose 
                   
               
               
                   
                 Primary 
                 Secondary 
                 Enumeration 
                 Enumeration 
                 Data 
               
               
                   
                 Status Poll 
                 Status Poll 
                 Request 
                 Request 
                 Exchange 
               
               
                   
               
             
            
               
                 Cycle 1 
                 X 
                   
                 X 
                   
                 X 
               
               
                 Cycle 2 
                 X 
                   
                 X(If AIM 
                 X(If AIM 
                 X 
               
               
                   
                   
                   
                 present) 
                 present) 
                   
               
               
                 Cycle 3 
                 X 
                 X 
                 X 
                   
                 X 
               
               
                 Cycle 4 
                 X 
                   
                 X(If AIM 
                 X(If AIM 
                 X 
               
               
                   
                   
                   
                 present) 
                 present) 
                   
               
               
                 Cycle 5 
                 X 
                   
                 X 
                   
                 X 
               
               
                 Cycle 6 
                 X 
                   
                 X(If AIM 
                 X(If AIM 
                 X 
               
               
                   
                   
                   
                 present) 
                 present) 
                   
               
               
                 Cycle 7 
                 X 
                 X 
                 X 
                   
                 X 
               
               
                 Cycle 8 
                 X 
                   
                 X(If AIM 
                 X(If AIM 
                 X 
               
               
                   
                   
                   
                 present) 
                 present) 
               
               
                   
               
            
           
         
       
     
     The reader will therefore appreciate that the embodiment described provides a prioritization of the available traffic. It is possible to provide other prioritization schemes, but the scheme described provides a high priority to critical items (ensuring security of the fueling process) and a lower priority to other items that can wait (such as updating AIM firmware). 
     The explanations of the specific embodiments include the use of a “microcontroller.” The terms “microcontroller” and “microprocessor” are often confused in the field of electronics. In general, a microcontroller is a single chip that includes a processor and RAM, ROM, or some other component. It is generally designed to perform a specific set of tasks and—as a result—represents a cost savings. A microprocessor, on the other hand, contains a processor and possibly some other components but generally relies on external memory. A microprocessor is often more flexible, as it can be configured with differing external components and can be programmed to do different tasks. It is also generally more expensive. 
     In the context of the present invention, a microprocessor could be substituted for the microcontrollers actually described, though this would in many instances require adding additional components. Both devices include a processor running software. A microcontroller represents the preferred embodiments, but other types of processor-including devices could be used in the present invention. 
     Although a road-going motor vehicle has been used in the illustrative embodiments, the reader should recall that the system disclosed could be used with many other types of vehicles including aircraft and boats. Further, the inventive system could be used to control the dispensing of virtually any substance (whether liquid, solid, or gas) into a portable container. 
     The foregoing description of the preferred embodiments of the disclosed system has been presented to illustrate the principles of the disclosed system and not to limit the disclosed system to the particular embodiments illustrated. It is intended that the scope of the disclosed system be defined by all of the embodiments encompassed within the following claims and their equivalents, rather than by any particular example given.