U.S. patent application number 13/843354 was filed with the patent office on 2013-08-15 for fluid delivery control nozzle.
The applicant listed for this patent is Michael C. Ryan. Invention is credited to Michael C. Ryan.
Application Number | 20130206279 13/843354 |
Document ID | / |
Family ID | 23590938 |
Filed Date | 2013-08-15 |
United States Patent
Application |
20130206279 |
Kind Code |
A1 |
Ryan; Michael C. |
August 15, 2013 |
FLUID DELIVERY CONTROL NOZZLE
Abstract
A fluid delivery nozzle for wireless communication to either an
active or a passive device located on a vehicle and for wireless
communication from the fluid delivery nozzle to a central location
for storage of vehicle data. Upon initiation of a fluid delivery
transaction, a communication link is established between a vehicle
communication device and the central location and between a fluid
container of the vehicle and the fluid delivery nozzle. The
information received from the vehicle and container is relayed to
the central location to authorize delivery of a fluid to the
vehicle. Information is also transferred from the central location
back and forth to the fluid delivery nozzle to update and store
information regarding the fluid delivery transaction.
Inventors: |
Ryan; Michael C.;
(Mitchellville, IA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ryan; Michael C. |
Mitchellville |
IA |
US |
|
|
Family ID: |
23590938 |
Appl. No.: |
13/843354 |
Filed: |
March 15, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09566972 |
May 9, 2000 |
8429095 |
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13843354 |
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08872349 |
Jun 10, 1997 |
5913180 |
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09566972 |
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08402199 |
Mar 10, 1995 |
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08872349 |
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Current U.S.
Class: |
141/94 |
Current CPC
Class: |
G07C 5/008 20130101;
B67D 7/425 20130101; G07F 7/025 20130101; G06Q 20/342 20130101;
B67D 7/145 20130101; F17C 2205/0376 20130101; G06Q 20/04 20130101;
B67D 7/22 20130101; G07F 13/025 20130101; G06Q 50/06 20130101; B67D
7/348 20130101 |
Class at
Publication: |
141/94 |
International
Class: |
B67D 7/22 20060101
B67D007/22 |
Claims
1. A system comprising: a fluid dispenser capable of controlling
flow of fluid through a control point; input means coupled to the
fluid dispenser for inputting information regarding a fluid
delivery; display means coupled to the fluid dispenser for
displaying information regarding the fluid delivery; receiving
means coupled to the fluid dispenser for receiving at least one of:
fluid delivery information regarding the fluid delivery and fluid
dispenser information regarding the status of the fluid dispenser.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is continuation of application Ser. No.
09/566,972, entitled "Fluid Delivery Control Nozzle", filed May 9,
2000, which is a continuation of application Ser. No. 08/872,349,
entitled "Fluid Delivery Control Nozzle", filed Jun. 10, 1997, now
U.S. Pat. No. 5,913,180, which is a continuation of application
Ser. No. 08/402,199, entitled "Fluid Delivery Control Nozzle",
filed Mar. 10, 1995, now abandoned, the contents of which are
incorporated herein by reference in their entirety.
BACKGROUND OF THE INVENTION
[0002] The present invention relates generally to a nozzle for
controlling the delivery of fluid to a container or reservoir and,
more specifically, to a nozzle for the exchange of security,
identification, and transaction information between a container,
such as a fuel or other fluid storage tank, and a fluid delivery
system.
[0003] The delivery and control of the delivery of fluids is
ubiquitous, varying from water, such as for irrigation, liquefied
petroleum gas (propane), oxygen and other gases, and petroleum
based fuels such as gasoline and diesel fuel. As a specific
example, many vehicles are operated as a part of a commercial
enterprise wherein detailed and accurate records are needed to
account properly for the use of the vehicle and to support income
tax return filings. Very often the vehicle is owned other than by
the operator and fuel used by the vehicle is purchased by the
absentee owner at the time a fuel delivery is made. Accurate and
reliable records are necessary to assure that the appropriate
vehicle receives the purchased fuel and, to the extent possible,
that the miles logged by the vehicle correspond to actual
commercial, not private, use.
[0004] To address these requirements of fluid delivery and control,
devices such as those described in U.S. Pat. No. 5,204,819 and U.S.
Pat. No. 5,359,522 provide means for radio frequency communication
between a fluid delivery device and a fluid container. To increase
the efficiency and desirability of these aforementioned devices, it
would be beneficial to provide means for communicating information
received during a fluid delivery directly from the fluid delivery
nozzle via a wireless communicative link. It would be additionally
desirable to allow an operator to input information directly into
the nozzle during a fueling operation and to have information
displayed on the nozzle for viewing by the operator. The following
specification and claims address these supplemental advantages.
SUMMARY OF THE INVENTION
[0005] The present invention includes a fluid delivery nozzle for
delivering fluid from a fluid delivery device to a fluid container
and for communicating information regarding a fluid delivery
transaction to a remote device. A nozzle capable of controlling
flow of fluid from a fluid delivery device to a fluid container is
provided. Provided on the nozzle are input means for allowing
information regarding the fluid delivery transaction to be inputted
into the nozzle. Coupled to the input means are transmitting means
for transmitting the information regarding the fluid delivery
transaction. Also provided on the nozzle are display means for
allowing information regarding the fluid delivery transaction to be
displayed on the nozzle. Receiving means are coupled to the display
means for receiving information regarding the fluid delivery
transaction.
[0006] In a preferred embodiment, a fluid container with an
associated information storage and retrieval device is provided. A
first information storage and retrieval device is secured to the
nozzle. Associated with a remote location is a second information
storage and retrieval device. Means are associated with the second
information storage and retrieval device for transmitting
information relative to a fluid delivery transaction from the
second information storage and retrieval device to the first
information storage and retrieval device.
[0007] Means are associated with the first information storage and
retrieval device for wireless communication with the second
information storage and retrieval device. The input means are an
operator input keyboard associated with the first information
storage and retrieval device which allows an operator to input
information directly from the nozzle during the fluid delivery
transaction. The display means are a liquid crystal display
associated with the first information storage and retrieval device
to give the operator information regarding the fluid delivery
transaction, previous fluid deliveries, and diagnostics relating to
the vehicle to which the fluid container is attached.
[0008] An object of the present invention is to provide a fluid
delivery control system which eliminates hardwire connection
between a fluid delivery nozzle and a fluid delivery device.
[0009] Another object of the present invention is to provide a
fluid delivery control apparatus which may be quickly and
inexpensively installed on an existing fluid nozzle.
[0010] A further object of the present invention is to allow
existing fluid nozzles to interface with existing information
transmission devices provided on various vehicles.
[0011] Still another object of the present invention is to provide
operator control of a fluid delivery transaction directly from a
fluid nozzle.
[0012] Another object of the present invention is to provide
feedback to an operator from a fluid nozzle during a fluid delivery
transaction.
[0013] Yet another object of the present invention is to provide
means on a fluid nozzle for communicating with either a passive or
active transponder regarding information concerning a fluid
delivery transaction.
[0014] Yet another object of the present invention is to provide
means for inductively charging a fluid nozzle when the fluid nozzle
is docked into a docking station.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Preferred embodiments of the invention are explained below
with references to the accompanying drawings in which:
[0016] FIG. 1 is a diagrammatical view of a vehicle and two
trailers on which transponders have been installed and including a
schematic block diagram of the exchange of information between a
saddle pack, a terminal site controller, and the vehicle;
[0017] FIG. 2 is a perspective view of the saddle pack of the
present invention;
[0018] FIG. 3 is a side elevation in partial phantom showing the
saddle pack of FIG. 1 secured to a fluid delivery nozzle;
[0019] FIG. 4 is a top plan view of the display and input panel of
the saddle pack of FIG. 2;
[0020] FIG. 5 is a side elevation in partial phantom showing an
alternative embodiment of the present invention having a flow meter
integrated into the fluid delivery nozzle;
[0021] FIG. 6 is a diagrammatical view of the saddle pack and the
communicative links between the saddle pack, the fluid delivery
device, and the terminal site controller;
[0022] FIG. 7 is a schematic block diagram of a central processing
unit and peripherals of a truck tractor vehicle identification
module with which the saddle pack of FIG. 2 may communicate.
[0023] FIG. 8 is a schematic block diagram of a truck trailer
identification module with which the truck tractor vehicle
identification module may communicate;
[0024] FIG. 9 is a schematic block diagram of an automobile
identification module with which the saddle pack of FIG. 2 may
communicate;
[0025] FIG. 10 is a schematic block diagram of a mobile equipment
identification module with which the saddle pack of FIG. 2 may
communicate;
[0026] FIG. 11 is a schematic block diagram of a low power
threshold detector module with which the saddle pack of FIG. 2 may
communicate;
[0027] FIG. 12 is a schematic block diagram of a fuel docking
station which charges the saddle pack of FIG. 1;
[0028] FIG. 13 is a schematic block diagram of an alternative
embodiment of the fuel docking module of FIG. 12;
[0029] FIG. 14 is a schematic block diagram of the fuel nozzle
module contained within the saddle pack of FIG. 1;
[0030] FIG. 15 is a schematic block diagram of an alternative
embodiment of a fuel nozzle module contained within the saddle pack
of FIG. 1;
[0031] FIG. 16 is a schematic block diagram of a terminal site
controller with which the saddle pack of FIG. 1 may
communicate;
[0032] FIG. 17 is a schematic block diagram of a vehicle
identification module of the vehicle of FIG. 1;
[0033] FIG. 18 is a schematic block diagram of alternative readers
for communicating with the vehicle identification module of the
vehicle shown in FIG. 1;
[0034] FIG. 19 is a schematic block diagram of a fuel pump truck
module of the apparatus of the present invention;
[0035] FIG. 20 is a schematic block diagram of a passive
transponder associated with a fluid container;
[0036] FIG. 21 is a schematic block diagram of an electrical
circuit that is added to the fluid delivery module of FIG. 20 for
use with the passive transponder; and
[0037] FIG. 22 is a diagrammatical view of a jumpered programming
plug communicating with the vehicle identification module and the
passive transponder.
DETAILED DESCRIPTION OF THE INVENTION
[0038] FIG. 2 shows a perspective view of a nozzle saddle pack 768
of the present invention secured to a standard fuel nozzle 766. A
truck tractor 12 (FIG. 1) is provided with a vehicle identification
module 10 and a passive transponder 772 secured near a fuel tank
orifice 773 of the truck tractor 12.
[0039] The saddle pack 768 of the present invention is provided
with a fuel nozzle module 24 which is coupled to a fuel nozzle coil
28 (FIG. 3). The fuel nozzle coil 28 communicates via radio
frequency communication with the passive transponder 772 upon
insertion of the nozzle 766 into the fuel tank orifice 773 of the
truck tractor 12. The passive transponder 772 transmits a unique
identification code to the fuel nozzle module 24 located within the
saddle pack 768 (FIGS. 1-3).
[0040] The nozzle 766 is connected by a fuel hose 762 to a
stationary fuel dispenser 764 (FIG. 6). The saddle pack 768
communicates the unique identification code via radio frequency
transmission to a terminal site controller 702. The terminal site
controller polls the vehicle identification module 10 to receive
the passive transponder identification number and diagnostics
relating to the truck tractor 12. The terminal site controller 702
correlates the unique identification codes for a match and
communicates the diagnostics to the saddle pack 768 which sent the
unique identification code.
[0041] The terminal site controller 702 is typically located within
a one hundred meter radius of the fuel dispenser 764 and is capable
of storing data received from the fuel dispenser 764, the saddle
pack 768 and the vehicle identification module 10. From the
terminal site controller 702, the information may either be printed
out, stored until a later date, or transmitted over telephone lines
or the like to the appropriate financial institution for payment to
the fuel pump owner for the fluid delivery made to the truck
tractor 12.
[0042] A diagrammatical view of the present invention is
illustrated in FIG. 1, particularly, a preferred embodiment wherein
a vehicle identification module 10 is located on board a truck
tractor 12 to which is attached a first trailer vehicle 14 and a
second trailer vehicle 16. During the course of operation of the
truck tractor 12 and associated trailers 14 and 16, it is desirable
to collect, store and transmit a variety of data regarding the
vehicle via radio frequency communication. While in the preferred
embodiment of the present invention information is transmitted via
radio frequency communication, information may be transferred by
any suitable means, including, but not limited to, hardwire,
infrared, surface acoustic wave, etc. It is desirable to control
refueling operations so that fuel delivered to the vehicle is
properly recorded and charged, to prevent theft of fuel, and to
provide an easy and convenient method for recording and
communicating such information to a central processing
location.
[0043] In summary, information is collected by sensors located on
the truck tractor 12 and associated trailers 14 and 16, or via
direct communication from outside devices, and is stored on
identification modules. The vehicle identification module 10 is
located on the truck tractor 12 and acts as a central collection
point. A first trailer identification module 18 is located on the
first trailer 14 and a second trailer identification module 20 is
located on the second trailer 16. The trailer identification
modules 18 and 20 are in communication with the vehicle
identification module 10. Information and data collected on the
trailer identification modules 18 and 20 may either be communicated
at once to the vehicle identification module 10 or may be stored
for later communication.
[0044] In operation, an operator will enter the truck tractor 12
and will insert an operator identification module 22 into the truck
tractor identification module 10. While this detailed description
references a truck tractor 12, it should be noted that any fluid
container, such as a beer keg, herbicide drum, or paint canister,
may be used in the present invention. The operator's name, drivers
license number, credit information and usage unique identification
code will be transmitted from the operator identification module 22
to the vehicle identification module 10. The operator
identification module 22 is preferably a passive transponder, but
may be any other means for inputting an operator identification
into the vehicle identification module 10. If the unique
identification code is correctly identified by the vehicle
identification module 10 as an authorized code, the operator will
be allowed to start the engine and drive the truck tractor 12.
During operation of the truck tractor 12, the vehicle
identification module 10 will collect and record the date and time
when the engine was started, miles driven by the truck tractor 12,
hours of operation of the engine, and other information as will be
described in further detail below.
[0045] As described above, a trailer identification module 18 is
located on board the first trailer 14. The first trailer
identification module 18 has recorded on it a trailer
identification number and the accumulated mileage that the first
trailer 14 has been pulled by a tractor. Upon connection of the
truck tractor 12 to the first trailer 14, a radio frequency (RF)
communication link is established between the vehicle
identification module 10 and the trailer identification module 18.
The vehicle identification module 10 reads from the trailer
identification module 18 the trailer identification number and
accumulated mileage total. Additionally, the vehicle identification
module 10 authorizes the release of the air brakes of the trailer
14, as will be described in further detail below, to allow the
trailer 14 to be towed behind the truck tractor 12. As the trailer
14 is towed, the distance traveled is communicated from the vehicle
identification module to the trailer identification module 18 where
it is used to increment the accumulated mileage. Upon disconnect of
the truck tractor 12 from the first trailer 14, the accumulated
mileage is written to nonvolatile memory on the trailer
identification module 18 where it will be retained until the
trailer 14 is again connected to a truck tractor that is equipped
with the appropriate apparatus of the present invention.
[0046] The second trailer identification module 20 is located on
board the second trailer 16 and functions identically to that of
the first trailer identification module 18 upon its connection to
the truck tractor 12 behind the first trailer 14. The trailer
identification numbers, elapsed mileage on the trailers 14 and 16,
and other information may be stored at the vehicle identification
module 10 for bookkeeping and data collection purposes as will be
described below.
[0047] The nonvolatile memory of the trailer identification modules
18 and 20 can also be used to store manifest information regarding
the contents of the corresponding trailer, either when such
contents are loaded or from the vehicle identification module 10.
Such manifest information, as well as other information stored in
the nonvolatile memory of the trailer identification modules 18 and
20, can be communicated to the vehicle identification module 10, to
a remote device via a communication link, and/or to a portable
storage device such as a memory key available from Datakey
Corporation, Burnsville, Minn., or a passive transponder with
embedded memory such as is available from Texas Instruments.RTM.,
Indala.RTM., and NDC Automation, Inc., 3101 Latrobe Drive,
Charlotte, N.C.
[0048] As shown in FIG. 22, the passive transponder 772 and vehicle
identification module 10 are preferably not directly coupled to one
another. Accordingly, after the passive transponder 772 has been
installed on the truck tractor 12, a hand-held transponder
scanner/jumpered programmer 784 is used to poll the passive
transponder 772 to read the transponder's unique factory installed
identification code or an operator specified code if the
transponder is read/write. The programmer 784 is preferably
provided with a jumpered programming plug 786 which is plugged into
a radio frequency modem 722 coupled to the vehicle identification
module 10. The programmer 784 then downloads the identification
code of the passive transponders 772 into the vehicle
identification module 10 through the RS-232 serial port to flash
memory. This procedure is repeated with all other fluid container
passive transponders 772 on the truck tractor 12 until all of the
unique identification codes are stored on the vehicle
identification module 10 and correlated with their location on the
truck tractor 12.
[0049] A refueling operation will now be described. In the most
common situation, the truck tractor 12 will drive up to a fuel
delivery location such as a fuel service station. As the truck
tractor 12 approaches the fuel delivery location, the terminal site
controller 702 polls the vehicle identification module 10 to
receive engine diagnostics along with all of the unique
identification codes of the passive transponders 772 located on the
truck tractor 12. The engine diagnostics may include, inter alia,
hours of engine operation, miles traveled, fuel consumed, fuel
cost, dates and times of engine operation, dates and times of
fueling operations, manifest information regarding the cargo
carried in the vehicles, operator information, and the like. A fuel
nozzle module 24 (FIG. 3) is located within a saddle pack 768 which
is releasably secured to a fuel nozzle 766. The nozzle 766 is
connected to a fuel dispenser 764 by a hose 762 and is used to
deliver fuel to the truck tractor 12 (FIG. 6). The fuel nozzle 766
is inserted into a filler neck of a fuel tank (not shown) of the
truck tractor 12 during the fueling operation. Associated with the
filler neck of the truck tractor 12 is the passive transponder 772.
An inductive fuel nozzle coil 28 is associated with the fuel nozzle
module 24 of the saddle pack 768 to poll the passive transponder
(FIGS. 3 and 14).
[0050] A passive transponder, indicated generally at 772 in FIG.
20, stores identification information for subsequent, repeated
transmission to a fluid delivery device for the purpose of
authorizing a fluid delivery transaction and for record keeping
purposes regarding the transaction. The passive transponder 772 has
no independent battery or other power source. Operational energy is
received from an active communication module, indicated generally
at 1000 in FIG. 21, and associated with the fuel nozzle module 24
(FIG. 3).
[0051] Identification information, such as the identity of a fluid
container, fluid type for the container, and equipment type is
stored in a programmable, read-only memory device 902. In the
preferred embodiment, 64 bits of information are stored on the PROM
902. Alternatively, the passive transponder 772 may serve as an
identification device for a person rather than a fluid container.
In such an instance, the information stored on the PROM 902 would
be information identifying the person. In either event, the
information is used for security and record keeping purposes.
[0052] Operational energy for the passive transponder 772 is
transmitted from the active communication module 1000 (FIG. 21). A
coil driver 1002 is connected to the CPU 532,632 or 832 in a
similar manner as the coil drivers 574,674 or 474. When the coil
driver 1002 is enabled, a 153.6 kHz signal from the clock
oscillator 1004 drives an LC circuit including a power transmit
coil 1006 and a capacitor 1008 selected to tune the LC circuit to
153.6 kHz. The power transmit coil 1006 generates an RF signal at
153.6 kHz.
[0053] The passive transponder 772 includes a power receive coil
904 across which is connected a capacitor 906 selected to tune the
coil to receive the 153.6 kHz power signal. The signal is passed
through a rectifier 908 which puts out a supply voltage for
powering the other components of the passive transponder 772. The
153.6 kHz signal received by the power receive coil 904 is also
sent to a counter 910 which controls the PROM 902 and sends a 4800
Hz signal to a phase shift key encoder 912 and a 76.8 kHz signal
(one-half of 153.6 kHz) to a FSK modulator 914. The FSK encoder 912
and modulator 914 transmit the information stored on the PROM 902
through an LC circuit tuned to 76.8 kHz including a signal
transmitting coil 916 and an appropriate capacitor 918. In the
preferred embodiment, the 64 bits of information is transmitted in
approximately 100 milliseconds.
[0054] The clock oscillator 1004 of the active communication module
1000 (FIG. 21) sends a 76.8 kHz signal to a synchronous demodulator
1010 which is connected to an LC circuit tuned at 76.8 kHz,
including a capacitor 1014 and a signal receiving coil 1012. The
coil 1012 may be any of the coils 26, 76 or 80 of the vehicle
identification module 10
[0055] (FIG. 7), coils 126, 176 or 180 of the trailer
identification module 18 (FIG. 8), coil 226 of the automotive
module 11 (FIG. 9), or coil 326 of the mobile equipment module 13
(FIG. 10).
[0056] The signal from the demodulator 1010 passes through a low
pass filter 1016 and through a phase shift key decoder 1018 to a
shift register 1020 which is connected to the data bus of any of
the CPUs 32, 132, 232, 332 or 432, depending on the
application.
[0057] In a working embodiment used to identify a person, the power
transmit coil 1006 and the power receiving coil 904 are
approximately rectangular, having dimensions of three-fourths inch
by two and one-half inches, consisting of eleven turns of thirty
gauge copper wire. If a one-half amp signal is put through the
power transmit coil 1006, an effective distance between the coils
has been found to be approximately one-half inch, which results in
a five milliamp signal at the rectifier 908 which is sufficient to
power the passive identification module 900 to transmit its 64 bits
of stored information.
[0058] If used to identify a fuel container, the size of the
passive transponder 772 can be substantially increased to increase
correspondingly the communication distance between the power
receive coil 904 and the signal transmitting coil 916 and the
corresponding coils of the active communication module 1000.
Sufficient power can be transmitted over about six inches if the
power transmit and receive coils are approximately five inches in
diameter. The personal identification embodiment can be used to
authorize a fuel delivery transaction to a fuel container that is
not equipped with an identification module. Alternatively, the
person identification embodiment can be used either in conjunction
with a passive transponder 772 associated with the fuel container
or any of the modules discussed above.
[0059] The passive identification module thus functions like an
identification card but which can be "petted" and read at a
distance, permits the components of the active communication module
1000 to be completely sealed from the environment, is tamper proof,
and can identify either a fuel container or an authorized person
attempting to initiate a fuel delivery transaction.
[0060] Although the passive transponder 772 is used in the
preferred embodiment, the active communication module 1000 with an
inductive coil 26 may be used to transmit a unique identification
code. The alternative inductive coil 26 would be in direct
communication with the vehicle identification module 10 and in
inductive communication with the fuel nozzle module 24 via the fuel
nozzle coil 28 (FIGS. 3 and 14). Voltage signals present in either
active communication module 1000 or the fuel nozzle coil 28 would
be transmitted to and received when the two coils are in
communicating proximity. In this manner, the vehicle identification
module 10 and the fuel nozzle module 24 could intercommunicate
directly during a fuel delivery operation.
[0061] In an alternative embodiment of the present invention, a
magnetic card reader 786 is incorporated into the housing 728 of
the saddle pack 768 and coupled to the fuel nozzle module 24 to
allow the operator to identify the operator and/or the truck
tractor 12 if either one is not equipped with a passive transponder
and/or to allow for automatic payment of fuel.
[0062] In the preferred embodiment of the present invention, upon
insertion of the fuel nozzle 766 into the filler neck of the truck
tractor 12, the fuel nozzle module 24 sends a power signal to the
passive transponder 772 (FIGS. 1 and 3). In response to the power
signal, the passive transponder 772 transmits a unique
identification code to the fuel nozzle module 24 together with the
unique identification code of the passive transponder 772. The fuel
nozzle module 24 sends the unique identification code from the
saddle pack 768 via a 916.5 MHz radio signal to a terminal site
controller 702. Preferably, the fuel nozzle module 24 sends the
information via a low power radio data link 667 contained within
the saddle pack 768. While a spread spectrum radio on a PCMCIA card
has been found to work well in the present invention, any suitable
communication means may be used, including, but not limited to,
hardwired, cellular, lan card, or other known wireless
communication means. If the terminal site controller 702 matches
the unique identification code of the passive transponder with the
unique identification code stored on the vehicle identification
module 10, the terminal site controller 702 activates the fuel
dispenser 764 via a hardwired or wireless connection. In addition
to initiating fuel delivery, the terminal site controller relays
the diagnostic information to the appropriate saddle pack 768 via
wireless communication (FIGS. 1 and 3).
[0063] Before delivery of the fuel, the operator may input either a
dollar amount or a volume amount into the keyboard 744 on the
saddle pack 768. This information is transferred via radio
frequency communication to the terminal site controller 702 which
automatically starts fuel delivery and stops fuel delivery after
the specified dollar amount or volume of fuel has been delivered.
This automatic shutoff feature allows the operator to leave the
fueling site during the fueling process without the risk of
overfilling the truck tractor 12.
[0064] An additional saddle pack 768 may be attached to a satellite
nozzle (not shown) if it is desired to fill two or more tanks of
the truck tractor 12 simultaneously. Every tank of the truck
tractor 12 is preferably equipped with a separate one of the
passive transponders 772 with each passive transponder 772 being
uniquely coded to identify a particular tank. If either nozzle 766
is removed from its respective tank, fuel delivery to that nozzle
766 is discontinued. Accordingly, if it is desired to fill two or
more tanks of the truck tractor 12 simultaneously, the use of
multiple saddle packs 768 and passive transponders 772 prevents the
filling of an unauthorized container with the satellite nozzle
while the main nozzle 766 is filling an authorized container.
[0065] During the fueling process, information relating to the cost
of the fuel being delivered, the fuel type, the volume of fuel, the
saddle pack code, and the station identification number is
collected at the terminal site controller 702, transmitted either
from the saddle pack 768 via RF communication or from the fuel
dispenser 764 via a hardwired connection. Although the terminal
site controller 702 is preferably used to store and transmit
information back and forth from both the vehicle identification
module 10 and fuel nozzle module 24, the fuel nozzle module 24 may
be used to communicate directly with the vehicle identification
module if the network and storage capabilities of the terminal site
controller 702 are not needed.
[0066] FIG. 16 shows the terminal site controller 702 having a
serial data port 704. Preferably, the terminal site controller 702
is a personal computer (PC) coupled via RS-485 or RS-232
communication to existing pump motor controllers 778 provided
within the fuel dispenser 764 or terminal site controller 702.
Communication with the pump motor controllers 702 allows
information regarding the type and volume of fuel delivered to be
stored at the terminal site controller 702 for later use. The
terminal site controller 702 is also coupled to a low power radio
data link 706 having a transmitter module 708 and a receiver module
710 to provide communication with the saddle pack 768. Preferably,
the PC is provided with software to allow the terminal site
controller 702 to interface with the existing pump motor
controllers 778 and with information received from the saddle pack
768. Preferably, the terminal site controller 702 is provided with
means for archiving information regarding previous fuel deliveries
and is also provided with network capabilities, either regional or
nationwide, to allow data collection and recognition of various
vehicles being fueled by the present invention.
[0067] The saddle pack 768 is shown in FIGS. 2-4. As shown in FIG.
3, the saddle pack 768 is provided with a high density polyethylene
injection molded housing 728 designed for receipt of the fuel
nozzle 766. Preferably, the fuel nozzle 766 is provided with a
valve nut 730 which allows the saddle pack 768 to be locked into
place. Before the saddle pack 768 is slid over the nozzle 766, a
lock cap 732 is placed over the valve nut 730. The lock cap 732 is
provided with a sleeve which accommodates a lock bolt 734 after the
saddle pack 768 is slid over the nozzle 766. The lock bolt 734 is
inserted through the housing 728 and the sleeve of the lock cap 732
to secure the lock cap 732 and housing 728 from inadvertent removal
from the nozzle 766. Preferably, the lock cap 732 is provided with
a clevis 736 which grasps the lock bolt 734 and prevents its
inadvertent removal from the lock cap 732. The lock bolt 734 is
provided with a special head which prevents its removal without the
use of a tool kept by the owner of the fueling station.
[0068] A schematic drawing of the fuel nozzle module 24 is
illustrated in FIG. 14, with 600 series numbers identifying
elements corresponding to the elements of the other identification
modules. The fuel nozzle module 24 includes a nickel metal hydride
battery pack 673 or an optional removable rechargeable battery pack
675, both of which supply twelve volts to a voltage regulator 677
which, in turn, provides five volts of DC operating current to the
fuel nozzle module 24.
[0069] Preferably, the coil 28 is coupled to a multiplexer 679
which toggles use of the coil 28 from charging the battery pack 673
to communicating information to and from the fuel nozzle module 24.
The multiplexer 679 is coupled to a battery recharge management
system 681 which charges the battery pack 673 after receiving an
influx of power. As shown in FIG. 3, the fuel nozzle module 24 is
located within the saddle pack 768. An alternative embodiment of
the fuel nozzle module 24 is shown in FIG. 15. As shown, the
multiplexer 679 is eliminated and a separate power coil 683 is
provided and coupled directly to the battery recharge management
system 681. A separate communication coil 685 is provided to allow
the fuel nozzle module 24 to communicate information without having
to provide the fuel nozzle module 24 with a multiplexer 679.
[0070] The saddle pack 768 is provided with an interface board 738
surrounded on all sides by a soft rubber boot 740 to protect the
interface board 738 from jarring and damage during operation (FIG.
3). The interface board 738 has both a liquid crystal display 742
and a keyboard 744 to allow an operator to both receive and send
information from the saddle pack 768. As shown in FIG. 4, the
keyboard 744 is preferably provided with number keys 746 labeled
zero through nine, four directional keys 748, a clear key 750, and
an enter key 752. The keys are preferably self-cleaning sealed
Hall-effect buttons thereby eliminating any openings in the
keyboard 744 which would allow dust or corrosive material to enter
the saddle pack 29. The keyboard 744 is ergodynamically constructed
to allow ease of operation by a thumb of an operator as the
operator is holding the nozzle 766. In accordance with this object,
the clear key 750 and enter key 752 are preferably larger than the
remaining keys and positioned lower on the keyboard 744 to allow
ease of use.
[0071] As shown in FIG. 4, the display 742 is preferably a six-line
liquid crystal display capable of supporting full graphics but may
be any suitable type of display device. The display 742 may also be
provided with a heater (not shown) to facilitate operation of the
display 742 in cold weather. It is preferable that both the display
742 and keypad 744 are substantially impervious to corrosive fluids
and ultraviolet light found around fueling stations. The saddle
pack 768 is also preferably provided with a magnetic card reader
786 coupled to the fuel nozzle module 24 to allow the operator to
enter information via a magnetic strip card (not shown).
[0072] As shown in FIG. 3, the nickel metal hydride battery pack
673 is positioned within the housing 728. If it is desired, a small
door (not shown) may be provided in the housing 728 to provide easy
removal and replacement of the battery pack 673 from the housing
728.
[0073] Also provided within the housing 728 is a master
microcontroller board 754 containing the central processing unit
632 and the supporting peripherals shown in FIG. 14. As shown in
FIG. 14, the keyboard is interfaced with the CPU 632 as is the
liquid crystal display 642.
[0074] As shown in FIG. 3, the coil 26 is provided within the
housing 728 and completely surrounds the nozzle 766. This preferred
positioning of the coil 28 allows for communication of the coil 28
with the truck tractor 12 during a fueling operation. It also
allows the coil 26 to transmit operational energy to the battery
pack 673 during docking of the nozzle 766. It should be noted that
while placement around the nozzle 766 is preferred, any positioning
which allows communication of the coil 28 with the truck tractor 12
may be used.
[0075] In an alternative embodiment of the present invention, the
fuel nozzle module 24, keyboard 744, display 742, and battery pack
673 are integrated into the nozzle 766 thereby eliminating the
saddle pack 768 (FIG. 5). Additionally, a magnetic card reader 786
and a laser bar code reader 788 may be integrated into the nozzle
766 to allow credit card information to be downloaded to the fluid
nozzle module 24 and to allow a standard bar-code 794 to be
substituted for the passive transponder 772 (FIGS. 5 and 6). By
integrating the nozzle 766, the hardwire connection between the
terminal site controller 702 and the pump pulser can be eliminated.
Replacing this connection is a turbine flow sensor 774 which is
positioned within the nozzle 766 along the path of fuel flow. A
self-contained turbine flow sensor frequency generator manufactured
by Great Plains Industries, Inc. of Wichita, Kans., is preferable
for petroleum delivery. If a material other than gasoline is
dispensed, such as oil, a
[0076] Graco.RTM. in-line electronically metered valve or similar
oil metering device may be used. The turbine flow sensor 774 is
hardwired to the fuel nozzle module 24 to allow transmission of
fuel delivery information to the fuel nozzle module 24. As fuel
flows past the turbine flow sensor 774, the frequency generator
within the turbine flow sensor sends pulses to the fuel nozzle
module 24 for each incremental amount, e.g. (one tenth of one
gallon) that flows past the turbine flow sensor 774. From the
terminal site controller 702, information relating to the truck
tractor 12 is transmitted via a 916.5 MHz radio signal to the fuel
nozzle module 24. Similarly, information relating to the fuel
delivery may be transferred from the terminal site controller 702
to the vehicle identification module 10 via a 916.5 MHz radio
signal (FIGS. 7 and 16). Preferably, the terminal site controller
702 subsequently transmits the information, e.g., over telephone
lines, to the owner of the truck tractor 12 and, in certain
circumstances, to the appropriate financial institution for payment
to the fuel pump owner for the fuel delivery made to the truck
tractor 12 (FIGS. 1 and 16).
[0077] At short intervals during the fuel delivery operation, the
fuel nozzle module 24 continues to inquire for the unique
identification code from the passive transponder 772. If the
appropriate unique identification code is not received, the fuel
nozzle module 24 will send a signal to the terminal site controller
702 to turn off the pump motor controllers of the fuel dispenser
764 and in this way prevent delivery of fuel to an unauthorized
vehicle or fuel tank and prevent fuel loss if the nozzle 766
becomes inadvertently dislodged from the filler neck (FIGS. 1, 7
and 16).
[0078] A schematic diagram of the vehicle identification module 10
showing the optional active transponder wiring is illustrated in
FIG. 7. The active transponder wiring, however, may be eliminated
if the passive transponder 772 is used. Principal control of the
vehicle identification module 10 is accomplished by a central
processing unit 32 to which is attached a watch dog timer 34.
Information or data from the operator identification module 22,
memory key, other passive transponder, or touch button is
communicated both to the CPU 32 and to a 2K bit nonvolatile memory
storage device 36 where it will be stored for access by the CPU 32.
Odometer and engine hour information is communicated to the CPU 32
from sensors 38 and 40, respectively.
[0079] Power voltage is supplied to the CPU 32 through a 5-volt
output voltage regulator 42 connected to the 12 volt electrical
system of the truck tractor. Instruction coding or programs for the
operation of the CPU 32 are stored on a 32K byte memory device 46
and a 2K byte data memory device 48 is provided for the storage of
data collected and processed by the vehicle identification module
10 (FIG. 7). A 32K byte programmable memory device (EEPROM) 47
serves as a means for modifying or updating the program for
controlling the operation of the vehicle identification module 10.
If the program originally stored on the 32K byte RAM device 46 is
to be changed, a new program can be stored on the EEPROM 47 via an
appropriate communication link (including the inductive coils
described below). The new program will include the instructions
necessary to effectively debilitate the original program stored on
the RAM device 46. In this way, the program can be changed,
altered, or updated as desired and from a remote location without
substitution of a memory chip or device. The data bus 58 handles
the communication of data and instructions between various elements
of the vehicle identification module 10.
[0080] Communication between the vehicle identification module 10
and an on board computer 23 is accomplished through an RS232
communication link 52 which is connected to an SAE bus of the
on-board computer system (FIGS. 1 and 7). The RS485 communication
link 52 communicates with a UART 54 which in turn communicates with
a clock calendar 56. The memory devices 46 and 48, the LAN
controller 50 and the clock calendar 56 are all connected to the
central processing unit 32 by way of a communication bus 58. In the
preferred embodiment of the present invention, the fuel containers
of the truck tractor 12 are all provided with uniquely coded
passive transponders 722 and the hardwired connections to the fuel
containers shown in FIG. 7 are not used.
[0081] In an alternative embodiment of the present invention,
wherein active rather than passive transponders are employed, the
vehicle identification module 10 is connected to four antennae
(FIGS. 1 and 7). A fuel tank inductive coil 26 is associated with
one of the fuel tanks of the truck tractor 12 and a second fuel
tank coil 76 is associated with a second fuel tank. The association
is preferably a hardwired connection, but may be a wireless
connection. A third coil, the trailer coil 80, is mounted at the
rear of the truck tractor 12 for communication with the trailer 14
as described above. The vehicle identification module 10 includes
an appropriate receptacle for a 2K bit memory key 22 from which is
downloaded the operator identification code and company unique
identification code. A 2K bit nonvolatile memory device 36 contains
the identification code of the vehicle identification module 10 and
the fuel type required by the truck tractor 12.
[0082] In this alternative embodiment, the fuel tank coil 26 is
positioned near the filler neck of a fuel tank of the truck tractor
12 (FIGS. 5 and 7). Voltage signals from a serial data port 70 of
the central processing unit 32 are communicated to the fuel tank
coil 26 through a modulator 72 and a coil driver 74. A signal
present at the coil driver 74 will be communicated to the fuel tank
coil 26 if the latch 60 has provided the appropriate enable signal
to the coil driver 74. A second fuel tank coil 76 is provided which
is driven by a second coil driver 78. Communication between the
truck tractor 12 and the trailer 14 may be accomplished by a
trailer coil 80 and a corresponding coil driver 82 as will be
described in more detail below. An oil filler neck coil 81 is
provided near the engine oil filler neck (not shown) of the engine
which is driven by a coil driver 83. Of course, the coil drivers
74, 78, 82, and 83 are also enabled by signals from the latch
60.
[0083] The coils 26, 76, 80, and 81 can also function as receivers.
Voltage signals induced in the coils 26, 76, 80, and 81 are
amplified in an amplifier 84(a)-84(d) and are communicated to the
serial data port 70 of the central processing unit 32 through
demodulator 86 provided the appropriate enable signal has been
received by the amplifier 84(a)-84(d) from the latch 60.
[0084] In this alternative embodiment, the fuel tank coils 26 and
76 are made of thirteen six-inch diameter turns of twenty-six gauge
copper wire that are embedded in a silastic rubber potting material
surrounded by a polyethylene cover (FIG. 7). A 0.1 micro farad
capacitor is connected across the lead wires of the coil. Together
the capacitor and inductance of the coil create a tuned circuit
resonant at approximately sixty-one kilohertz. The drive signal is
at approximately five volts, peak-to-peak and a frequency of 60
kilohertz for a binary one. The fuel nozzle coil 28 is similarly
constructed so that the coils 28 and 26 or 76 are matched for
efficient intercommunication (FIGS. 7 and 14). In tests, the coils
28 and 26 of 76 described above have a read-write distance of
approximately eighteen inches. This limitation on communicative
proximity is desirable for the security purposes noted above. In
other circumstances where the read-write distance must be greater,
for example if the intercommunication coils are mounted on facing
surfaces of the truck tractor and an adjacent trailer, a larger
diameter coil can be constructed and will function at the above
frequencies provided the tuned circuit of the coil and capacitor
remains at substantially the same frequency. A pair of
fourteen-inch diameter coils have a read-write distance of
approximately six feet.
[0085] In the active transponder embodiment of the present
invention, a latch 60 is connected to the communication bus 58 and
used to operate the several input and output devices. Additionally,
the data bus 58 can communicate with an on-board computer 23 such
as a data collection device sold by Xata Corporation, Burnsville,
Minn., via a second RS485 communication link 62. An alarm relay 64
is connected to the CPU 32 and operated thereby to sound an alarm
(not shown) if an alarm condition is sensed by the central
processing unit 32. A pair of fuel cap sensors 66 and 68 are
connected to the central processing unit 32 to send a signal when
the corresponding fuel cap has been removed to permit access to a
fuel tank of the truck tractor 12. An oil dipstick removal sensor
41 is connected to the CPU 32 to record the date, time, and
operator identification on the vehicle identification module 10 of
each time the oil dipstick of the tractor 12 is removed during the
monitoring of the oil level.
[0086] FIG. 17 shows a vehicle transmission module 712 of the
preferred embodiment of the present invention coupled to the
existing Engine Control Module (ECM) 714 of the truck tractor 12.
This coupling allows the truck tractor 12 to be quickly adopted for
use with the present invention. The engine transmission module 712
is provided with a conversion circuit 716 to provide information in
a readable form for the CPU 718 to which the conversion circuit 716
is coupled. The CPU 718 is also operably coupled to an auxiliary
RS232 device 720 which receives information from RS232 onboard
vehicle data capture devices (not shown) and relays them to the CPU
718. Also secured to the CPU 718 is a radio frequency modem 722
provided with a transmitter module 724 and a receiver module 726
for transmitting and receiving information via RF communication.
The transmitter module 724 eliminates the optional hardwired
connection of the CPU to the inductive coil 26 provided around the
filler neck. By eliminating the need for hardwiring an inductive
coil around the filler neck of the truck tractor 12 thereby
providing an easier installation of the present invention on
existing vehicles.
[0087] To assure security is maintained and that fuel is not
delivered to an unauthorized vehicle, the passive transponder 772
is secured close to the filler neck of the truck tractor 12. The
radio frequency modem 722 communicates information via RF
communication to the terminal site controller 702. Throughout the
fueling operation, the saddle pack 768 constantly inquires or
"pets" the passive transponder 772 in one second intervals to
assure that the nozzle 766 has not become inadvertently removed
from the filler neck or that an operator is attempting to deliver
fuel into an unauthorized container. Power is supplied to the
engine transmission module 712 through a voltage regulator 728
which converts twelve-volt direct current into five-volt direct
current. Preferably, the saddle pack 768 is designed to communicate
with both active and passive devices to accommodate whichever
device is provided around the filler neck of the truck tractor 12.
If ease of installation is a priority, a passive device is used; if
complex data transmission directly from the vehicle identification
module 24 to the filler neck is a priority, an active device is
used.
[0088] In the preferred embodiment of the present invention, the
vehicle identification module 10 will function essentially as a
communication link between the terminal site controller 702 and the
ECM 714 (FIGS. 1 and 7). If no on board computer system is present,
sensors transmit odometer and engine hour information to the
central processing unit 32 of the vehicle identification module 10.
A conversion box 716 may be interfaced with an SAE J1708 Engine
Diagnostic Bus 774 to allow the engine diagnostics to be converted
to RS-232 and down-loaded (FIG. 17).
[0089] A schematic diagram of the trailer identification modules 18
and 20 is illustrated in FIG. 8. Many of the principal elements of
the trailer identification modules 18 and 20 are identical to that
of the vehicle identification module 10 and are denoted with 100
series numbers corresponding to the numbers assigned to
corresponding elements of the vehicle identification module 10
(FIGS. 7 and 8). Also attached to the data bus 158 is a 64K bit
memory key device 159 which can be used to transmit up to 64K bits
of information from the memory key device 159 to the trailer
identification module 18 or 20 or which can store up to 64K bits of
information from the trailer identification module 18 or 20. The
trailer identification module 18 or 20 monitors the condition of a
pair of doors of the trailer 14 or 16, respectively, by way of door
open sensors 111 and 113 which are connected to the central
processing unit 132. A plurality of other sensor or transponder
units such as the temperature sensors 115a-115c, humidity sensors
117a-117c and a proximity sensor 119, are used to monitor the
temperature and humidity inside the trailer 14 and, with respect to
the proximity sensor 119, the proximity of the rear of the trailer
14 to an unloading device or location. The sensors 115, 117, and
119 are analog sensors which produce voltage signals corresponding
to the conditions they are sensing. The analog signals are
conditioned and sent to an 8-channel multiplexer and analog digital
converter 121 which provides an interface between the central
processing unit 132 and the sensors so that information collected
by the sensors can be stored or processed by the central processing
unit 132. Additional sensors or transponders could be used for
sensing engine operating parameters of the reefer power unit, for
example. In the event greater than eight sensors or transponders
are used additional multiplexer channels can be added. Newer model
vehicle engines equipped with an engine electronic control module
714 could interface into the SAE J1708 Engine Diagnostic Bus
774.
[0090] A motor driven valve 123 for the control of the air brakes
of the trailer 14 is illustrated in FIG. 8. If no signal is
received from the central processing unit 132, the motor drive
valve 123 will remain closed and thus prevent the air brakes from
releasing. The brakes of the trailer 14 will thus be applied and
prevent the trailer 14 from being moved by a tractor unit. Only if
a signal is received from the CPU 132 will the motor driven valve
123 open to permit release of the air brakes and movement of the
trailer 14. At unhook of the trailer 14 from the tractor 12, the
motor driven valve 123 must be driven closed by the operator while
a safety button is held closed. Once driven closed, the motor
driven valve 123 can only be released if it receives the proper
unique identification code from the vehicle identification module
10.
[0091] An automotive module 11 that is similar in construction and
operation as the vehicle module 12 is illustrated schematically in
FIG. 9 with 200 series figure numbers used to identify elements of
the automotive module 11 that correspond to elements of the vehicle
identification module 10 and trailer identification module 18. An
oil dipstick removal sensor 237 has been added to record the time
and date of removal of the oil dipstick, presumably to check the
engine oil level. Additionally, a keyboard 225 and interface 227
are provided for the manual input of information to the central
processing unit 232. An alphanumeric display 229 is also provided
to display information being input from the keyboard 225 and
information coming from the central processing unit 232.
[0092] It may be desired to use the present invention to monitor
the use and operation of the vehicles other than a truck tractor
and trailer. For example, an identification module similar to the
vehicle identification module 10 and vehicle identification module
11 may be provided on mobile equipment such as a tractor, road
grader, dump truck, or any other piece of mobile equipment. A
mobile equipment identification module 13 is illustrated
schematically in FIG. 10 with 300 series numbers identifying
elements of the mobile equipment identification module 13 that
correspond to elements of the identification modules 10 and 11.
[0093] The vehicle identification module 10 thus functions as an
information storage and retrieval device for operating and
environmental conditions of the trailers as well as manifest
information regarding cargo carried in the trailers. This
capability of the vehicle identification module 10 is of particular
utility for storing other information unrelated to a fuel delivery
transaction. For example, service operations performed on the
vehicle can be stored on the vehicle identification module to
provide an accumulated service history of the vehicle that is
carried with the vehicle itself. In another application, a device
similar to the trailer identification module 18 or 20 could be
associated with an underground storage tank. Sensors or
transponders for detecting the presence of leaking fuel from the
underground storage tank would be connected to the CPU 132 in the
same manner as the sensors 115-119 shown in FIG. 8. The underground
storage tank module would thus function as an automatic leakage
monitoring system in addition to its two-way fuel delivery
transaction identification and storage and network capabilities. A
passive transponder is preferably provided near a filler neck of
the underground storage tank to receive information from the tank
during fueling.
[0094] In addition, a 4-channel multiplexer and analog digital
converter 331 is provided for the purpose of permitting the storage
and processing of information from transponders or sensors as may
be appropriate for the particular piece of mobile equipment to
which the identification module 13 is attached. In other respects,
the mobile equipment identification module 13 will function
similarly to the identification modules 10 and 11 described
above.
[0095] The invention can also be adapted to function with equipment
which use petroleum fuel or other fluids but are not necessarily
mobile or used on a frequent or continuous basis. In such
circumstances, it is desirable to have an identification module
which is of low power consumption so that it can be battery
operated over a reasonable lifetime. A schematic diagram of a
low-power threshold detector identification module 15 is
illustrated in FIG. 11 with 400 series numbers identifying elements
that correspond to elements of the other identification modules.
The central processing unit is a low power CPU 432 with read only
program memory and a serial data port 470. It is interconnected
with a nonvolatile RAM memory device 441 to which is written
identification and authorization information at the time of
manufacture. In a manner similar to the other identification
modules, the low-power identification module can transmit
information from the CPU 432 via a fuel tank coil 426 by way of a
modulator 472 and coil driver 474. To conserve power, the central
processing unit 432 is turned on only when a threshold detector 443
senses that a fuel nozzle has been inserted into the filler neck of
the equipment to which the low power identification module 15 has
been attached. The threshold detector 443 activates a voltage
switch 445 which then supplies power from a lithium battery 447 to
the CPU 432.
[0096] Illustrated schematically in FIG. 12 is a docking station
770, with 500 series numbers identifying elements corresponding to
the elements of the other identification modules described
previously. The docking station 770 is provided on the fuel
dispenser 764 within communicative proximity to the fuel nozzle
module 24 when the nozzle 766 is docked in the dispenser 764. The
docking station 770 is provided with a fuel docking module 31 which
controls the operation of the docking station 770. The fuel docking
module 31 has an alternating current power supply 587 which feeds
into a power supply controller 589. The fuel docking module 31 also
has a power antennae 591 coupled to the power supply controller 589
to supply power inductively to the fuel nozzle module 24 when the
nozzle 766 is docked in the docking station 770. In addition to
supplying operational power to the fuel nozzle module 24, the
docking station 770 can also initialize the fuel nozzle module 24
when the nozzle 766 is docked in the docking station 770.
Preferably, a CPU 532 of the docking station 770 is provided with
information regarding the pump number with which the docking
station 770 is associated, the type of fuel associated with the
dispenser 764, and information regarding communication with the
terminal site controller 702. Accordingly, if the saddle pack 768
is damaged, a replacement saddle pack may quickly be substituted
without the need for a complex reprogramming procedure. The
replacement saddle pack is simply attached to the nozzle 766 and
moved into communicative proximity with the docking station 770.
All of the initialization information needed by the fuel nozzle
module 24 is then downloaded from the docking station 770 to the
fuel nozzle module 24 leaving the saddle pack 768 ready for the
next fueling operation.
[0097] An alternative embodiment of the docking station 770 is
illustrated in FIG. 13 which shows a stand-alone charging circuit
whereby instead of a regulated direct current output to the power
antennae 591, the output would consist of a regulated alternating
current signal across a tuned circuit. This tuned circuit would
then be inductively coupled to the fuel nozzle module 24 when the
nozzle 766 is docked into the fuel dispenser 764 to provide
charging power for the fuel nozzle module 24. In another
alternative embodiment of the present invention, the docking
station 770 may be used simply for a recharge only docking station,
the CPU 532 may be replaced. A passive transponder may then be used
to identify the docking station 770 to the saddle pack 768. When
the saddle pack 768 comes within charging proximity of the docking
station 770, the docking station 770 increases power output,
thereby charging the saddle pack 768.
[0098] Preferably, the docking station 770 is hardwired or coupled
via wireless communication to a printer 792 as shown in FIG. 13.
The docking station 770 is also either hardwired or coupled via
wireless communication to the terminal site controller 702 which
allows information regarding a fluid delivery transaction to be
transmitted from the terminal site controller 702 through the
docking station 770 to the printer to print out a hard copy of the
fuel delivery transaction for the operator.
[0099] A fuel delivery operation between the truck tractor 12 which
carries the vehicle identification module 10 and a fuel pump
location having a fuel nozzle module 24 begins when the truck
tractor 12 pulls into a fuel delivery location. The terminal site
controller 702 polls the vehicle identification module 10 to
receive engine diagnostics and transponder codes via RF
communication. The operator removes the nozzle 766 from the docking
station 770 of the fuel dispenser 764 and inputs an operator code
into the keyboard 744 of the saddle pack 768. Alternatively, the
operator code may be placed on a magnetic strip card (not shown)
and inputted via the magnetic card reader 786. The operator code
identifies the operator and authorizes fuel delivery. Once the low
power radio data link 665 has relayed the operator code information
to the terminal site controller 702 and the terminal site
controller 702 has confirmed the operator as an authorized
operator, the terminal site controller 702 relays this information
to the saddle pack 768 which displays the information on the liquid
crystal display 742, informing an operator that the filling
procedure may begin. Alternatively, the operator code may be stored
on the passive transponder 772 and automatically confirmed when the
fuel nozzle 766 is placed into the filler neck of the fuel tank as
described below.
[0100] To begin fuel delivery, the operator will remove the fuel
cap from the fuel tank of the truck tractor 12. The operator will
then insert the fuel nozzle 766 of the fuel dispenser 764 into the
filler neck of the fuel tank. When the fuel nozzle coil 28 is in
communicating proximity with the passive transponder 772, the
passive transponder 772 will receive an inquire signal from the
fuel nozzle coil 28. Upon receipt of the inquire signal, the
passive transponder 772 will transmit its unique identification
code to the fuel nozzle module 24. If the unique identification
code is recognized by the terminal site controller 702, the
delivery of fuel will begin. Upon receipt of the unique
identification code, the time and date of the same will be recorded
at the terminal site controller 702, and the previously recorded
diagnostic information, received from the vehicle identification
module 10, including the truck tractor 12 engine hours and odometer
reading, and the license number and state code of any trailers 14
and/or 16, is transmitted to the saddle pack 768 for display to the
operator if requested by the operator.
[0101] During the fuel delivery operation, the fuel nozzle module
24 continues to require a unique identification code from the
passive transponder 772. If no unique identification code is
received, the fuel delivery will be discontinued. In the preferred
embodiment, an inquire signal is transmitted at every one second
interval. Accordingly, if the fuel nozzle 766 is withdrawn or
becomes inadvertently removed from the filler neck of an authorized
vehicle, the delivery of fuel will be promptly interrupted.
[0102] During fueling, the turbine flow sensor 774 positioned
within the nozzle 766 sends a signal to the fuel nozzle module 24
which corresponds to a preselected volume of delivered fuel, e.g.,
ten pulses for every one-tenth of a gallon. These pulses are
translated into a volume of fluid delivered and displayed on the
liquid crystal display 742. In this way, the operator can keep
track of the volume of fuel delivered to an authorized vehicle by
monitoring the liquid crystal display 742. From the saddle pack 768
the volume information is transmitted via radio link to the
terminal site controller 702. This information may also be
transmitted from the terminal site controller 702 to the vehicle
identification module 10 where it may be stored for later retrieval
by the operator or vehicle owner.
[0103] The terminal site controller 702 can also request and
receive via radio frequency communication complete diagnostic
engine data from the SAE J1708 Engine Diagnostic Bus 774 via the
ECM 714 of the truck tractor 12 if the truck tractor 12 is equipped
with a radio frequency modem. The keyboard 744 can be used if fuel
is to be delivered to a truck tractor that is not equipped with a
passive transponder. In this mode, an override unique
identification code would be inputted into the keyboard 744 by the
operator to permit a fuel delivery operation to proceed in an
override condition.
[0104] Information from either the saddle pack 768 or the vehicle
identification module 10 may be transmitted to the terminal site
controller 702 via low power radio frequency. From the terminal
site controller 702, the information may be transmitted to a remote
location such as a main frame company computer via telephone lines
in the usual method or via cellular telephone intercommunication.
Any or all of the diagnostic information received from the vehicle
identification module 10 may be forwarded from the terminal site
controller 702 to the saddle pack 768 for display to the operator.
A hard copy of the fuel delivery transaction is printed by a
printer connected either to the personal computer of the terminal
site controller 702 or to the docking station 770. The hard copy
may be stored by the owner of the service station, with a copy
going to the truck tractor operator and to the owner of the truck
tractor 12. Additionally, a printer may be hardwired or connected
via wireless communication to the docking station 770 to provide a
hard copy of the fuel delivery transaction directly to the
operator. If the terminal site controller 702 is connected so as to
transmit information to a remote computer, the invention can be
used to provide automatic data capture to allow for electronic
funds transfer or ACH payment of fuel purchases and to permit
generation of accounts receivable, inventory, fleet management,
stocks depletion, and excise tax accounting reports of interest to
the owner of the truck tractor 12 and of the service station.
[0105] Preferably, this information is also provided to operator
via the display 742 during a fueling operation. In lieu of this
information being provided, diagnostic or promotional information
may be shown on the display 742.
[0106] Information and data may be exchanged between the vehicle
identification module 10 and the trailer identification module 18
either by way of a hard-wired RS232 or RS485 communication link or
by intercommunicating coils similar to the fuel tank and fuel
nozzle coils described above or using wireless radio communication.
The advantage of the intercommunicating coils is that no
independent, hard-wired connection is required, so that the
connection is not subject to degradation under the severe
environmental and use conditions experienced by over-the-road
trucks. A truck tractor coil is mounted on the rear of the truck
tractor so that it will be in communicating proximity to a trailer
coil that will be mounted on the front end portion of the trailer
14. Alternatively, the tractor coil could be mounted under the
fifth-wheel hub and above the frame of the tractor; the trailer
coil would then be mounted on the trailer floor so that it will be
above the tractor coil when the trailer is connected to the fifth
wheel. Or, the tractor coil is embedded in the casting of the
fifth-wheel hub and the trailer coil in the fifth-wheel plate of
the trailer. Information collected by the trailer identification
module 18 can thus be communicated to the vehicle identification
module 10 and, conversely, odometer and time and date information
can be transmitted from the vehicle identification module 10 to the
trailer identification module 18. A similar set of coils are
provided between the first trailer 14 and the second trailer 16 so
that intercommunication between the vehicle identification module
10 and the second trailer identification module 20 can occur.
[0107] The fuel nozzle module 24 is also provided with an
identification code which is preferably software set on either the
EEPROM 647 or the CPU 632. Because the identification code is set
by software, it may be reset remotely from the terminal site
controller 702 or directly from the keyboard 744. This software
setting of the identification code allows the identification code
to be quickly changed without having to open up the saddle pack
768.
[0108] At hook up of the truck tractor 12 and the trailer 14, a
unique identification code is transmitted from the truck tractor 12
to the trailer 14 through the coils 80 and 126. If the trailer
identification module 18 recognizes the unique identification code,
it will respond with its resident identification code and totalized
mileage. This information is stored at the vehicle identification
module 10. If manifest information has been stored at the trailer
identification module 18, it will also be transmitted for storage
at the vehicle identification module upon hookup.
[0109] If the trailer 18 is a refrigerated trailer, or "reefer" the
vehicle identification module will request a systems check of the
conditions, for example temperature and humidity, inside the
refrigerated trailer. Such information is available on the trailer
identification module from its sensors 115 and 117. Additionally,
whether the doors are open on the refrigerated trailer could be
monitored as well as fuel level in the engine which powers the
refrigeration unit of the refrigerated trailer.
[0110] The trailer identification module 18 is connected to the
electrical system of the truck tractor 12. When the trailer 14 is
unhooked from the truck tractor 12, the trailer identification
module 14 senses the loss of power and built in capacitors provide
the power to write data to nonvolatile memory of the trailer
identification module 18 for storage. In this way, total
accumulated mileage of the trailer 14 is always available from the
trailer identification module 18 even though it may not be always
powered. If the trailer 14 is a refrigerated trailer, power will be
available from the refrigerated unit.
[0111] An information and power input module is located at the rear
of the trailer 14 and communicates with the trailer identification
module 18. Information regarding the manifest or cargo to be
carried by the trailer 14 can be input via this communication
linkage which is connected to the RS485 driver 152 of the trailer
identification module 18.
[0112] A theft prevention function is built in to the trailer
identification module 18. If, at the time of hookup, the trailer
identification module 18 receives an appropriate company unique
identification code, the motor driven valve 123 is opened and the
air line is opened to the air brakes of the trailer 14. When the
truck tractor 12 is unhooked from the trailer 14, the operator will
hold a switch down and manually drive the solenoid to the closed
position to put the trailer in a "safe" condition.
[0113] The automotive identification module 11 (FIG. 9) functions
very similarly to the vehicle identification module 10, and as
explained above, has similar components. A 2K memory key 22 is
inserted by an operator into an appropriate receptacle of the
automotive identification module 11. The automotive identification
module records the operator's identification number and unique
identification code and records on the memory key 22 the time and
date every time that the automobile engine is started and stopped
along with a chart of accounts and a business or personal mileage
designation. Additionally, the vehicle identification code is
written to the memory key 22 upon its insertion by the
operator.
[0114] A 64K memory key 259 is used with the automotive
identification module 11 to act as a portable random access memory
device for data and information storage and downloading of such
information which is written to the key by the automotive
identification module 11. Inputs from the odometer 240 and ignition
transponders 238 are written to the memory key 259 when the vehicle
is started and stopped so as to provide a corresponding log of
miles and engine hours along with the clock time of starting and
stopping of the automobile. An optional keyboard 225 can be used to
provide a means for inputting a chart of accounts and for selecting
a credit card identification code which is stored in the memory of
the automobile identification module 11 to provide authorization
for payment of fuel via the stored credit card information. This
credit card information can be accessed only through the inductive
link between the coils of the fuel nozzle and the fuel filler neck.
While the automobile identification module 11 is primarily powered
by power from the battery of the automobile, a lithium battery 244
is provided for backup power for the clock/calendar module 246.
[0115] An additional application of the invention is the mobile
construction equipment identification module 13 (FIG. 10). As with
the automobile identification module 11, a 2K bit memory key 322 or
a 64K bit memory key (not shown) may be used to input the company
unique identification code for fueling, the operator identification
code and other such information for downloading to the mobile
construction equipment identification module 13. All other features
remain substantially unchanged. An additional capacity is provided
by the four channel multiplexer and analog to digital converter 331
which permits four transponders to be connected to the central
processing unit 332 for monitoring of operating conditions of the
construction equipment on which the identification module 13 is
mounted. For example, engine oil level could be monitored and
connected to an alarm, and so on.
[0116] The module 13 has particular applicability in the airline
industry wherein the fuel filler necks of the airplane tanks are
equipped with passive transponders 326 and fuel is delivered from a
mobile truck equipped with a fuel nozzle module 24 as described
above. The fuel nozzle module 24 would communicate and interact
with a module (not shown) located within the truck to ensure that
only the proper type of fuel was delivered, to automatically record
on the airplane and at the terminal site controller 702 the type of
fuel delivered, the date and time, quantity, operator
identification, and other useful information.
[0117] The invention also contemplates a low power threshold
detector module 15 (FIG. 11) for use on equipment which does not
include a battery or other power means. The low power threshold
detector module 15 has recorded in nonvolatile RAM 441 a company,
vehicle, and fuel type code. This code is recognized by fuel pumps
that are owned by the owner of the equipment on which the low power
threshold detector module 15 is mounted. The low power
identification module 15 remains inert until a threshold detector
443 is breached after which power is provided from a lithium
battery 447 through a voltage switch 445 to a central processing
unit 432.
[0118] As shown in FIG. 18, the vehicle identification module 10
may be read by a nonfueling device, such as a laptop computer 754
coupled to a bar code wand 756 and a low power radio data link 758
similar to those described above. Alternatively, a pen key 760,
such as that supplied by Norand.RTM., which incorporates a radio
data link and a bar code reader, may be used for data collection
and processing for information received from the vehicle
identification module 10 and for communication back and forth with
the terminal site controller 702. This alternative embodiment
allows service personnel to quickly diagnose problems associated
with the truck tractor 12 and to receive information from the
terminal site controller 702 regarding periodic maintenance such as
oil changes and tune-ups. The low power radio data link 758 may
also be coupled to a network card 782 which allows the laptop
computer 754 to communicate directly with a computer network.
[0119] As an alternative to the preferred stationary fuel pump
location, fuel may delivered to vehicles by a mobile pump truck
(not shown). Included in the invention is a pump truck terminal
site controller 17 which is illustrated schematically in FIG. 19,
with 800 series numbers identifying elements corresponding to
similar elements of the other identification modules described
previously. The pump truck site controller 17 is preferably located
in the cab of the mobile truck.
[0120] The pump truck terminal site controller 17 differs in that
the CPU 832 is coupled to a latch 860 which, in turn, is coupled to
several control relays which are positioned between a pump (not
shown) and several hoses 762. As in the aforementioned embodiments
of the present invention, each hose 762 is secured to a nozzle 766
having a saddle pack 768. As each control relay is opened, fuel is
allowed to flow from the pump through the associated hose 762.
[0121] To begin fueling from the pump truck, the nozzle 766 which
dispenses the desired fluid is removed from the associated docking
station 770 and placed within a filler neck of a fluid container
(not shown). Upon insertion, the saddle pack 768 sends a power
signal to the passive transponder 772 associated with the fluid
container to obtain an identification code. Upon receipt of the
identification code, the saddle pack 768 transmits this information
to the pump truck site controller 17 which cross checks the code to
assure fluid is being delivered to an authorized vehicle and to
check the proper fluid type which is to be delivered. The pump
truck terminal site controller 17 signals the latch 860 to energize
the correct control relay to allow the appropriate fluid to be
dispensed. Upon actuation of the proper control relay, the correct
fluid travels to the nozzle 766 where the operator may dispense the
fluid into the fluid container. If the operator has inadvertently
placed the wrong nozzle into the fluid container, the pump truck
site controller 17 will not actuate the associated control relay,
thereby preventing an incorrect fluid from being dispensed into the
fluid container. The pump truck site controller 17 is preferably
provided with an override mechanism (not shown) to permit the
delivery of fluid to authorized vehicles which do not have an
appropriate passive transponder or other identification module. The
override mechanism may be triggered by the operator by inputting a
code into the saddle pack 768 which is communicated to the pump
truck site controller 17. The pump truck site controller 17 is also
preferably provided with a global positioning satellite receiver
833 coupled to the serial data port 870 which allows the
recordation of the delivery site for a particular fluid delivery
transaction. The global positioning satellite receiver 833 may also
be used in association with the stationary terminal site controller
702, but there is a particular advantage in the mobile situation
given that subsequent mobile fueling operations rarely take place
in the same geographic location. The pump truck site controller 17
is also coupled to the turbine flow sensor 774 or other fluid flow
monitor positioned within the stream of fluid delivery. The turbine
flow sensor 774 produces a signal which passes through a
conditioner to obtain a digital output which is forwarded to a
multiplex card connected to the bus 858 of the pump truck terminal
site controller 17.
[0122] The preferred embodiment described herein is a liquid
petroleum fuel delivery system. The invention can, of course, be
used with a delivery system for any fluid, such as water,
compressed gases, pharmaceuticals via intravenous injection,
ammonia, solvents, engine oil, transmission fluid, paint,
beverages, herbicides and pesticides, and so on.
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