Automatic fueling system and components therefor

An automatic fueling system includes a pump having a telescoping arm capable of placement in three-dimensional space, a flexibly mounted nozzle on the end of the arm and a docking cone to mate with the fuel port on a vehicle. A camera provides a view of the side of the vehicle on a monitor with guides visible to the operator of the vehicle to assist in locating the vehicle within range of the pump. A light and a camera located adjacent to the nozzle are used to recognize retro-reflective light from an annular target about the intake port. Multiple approximations of the distance and location of the intake port are made with the nozzle moving closer to mating with the intake port. A data link is provided through the mated nozzle with a keypad accessible by the vehicle operator. The vehicle includes a control actuator which selectively couples actuator cables associated with the fuel door and the fuel inlet valve with the emergency brake cable to engage the emergency brake, open the fuel door and open the inlet valve. A vacuum system on an evaporation canister insures that vapor is drawn from the fuel tank as it is being displaced by incoming fuel.

BACKGROUND OF THE INVENTION 
The field of the present invention is automatic fueling systems for 
vehicles. 
The fueling of vehicles without manual intervention is currently being 
explored using a variety of approaches. A number of barriers exist to the 
successful implementation of automatic fueling systems; and yet 
substantial advantage is anticipated by the implementation of a successful 
system. 
The lack of uniformity among vehicles poses a first and very substantial 
barrier to automatic fueling. It is anticipated that fueling stations must 
accommodate conventional vehicles with fuel ports located on either side 
of the vehicle, at varying heights and at varying distances from other 
features of the vehicle. They also must anticipate light duty trucks, vans 
and the like with even more widely divergent fuel port locations as well 
as cap mechanisms. Truck service stations servicing tractor-trailer rigs 
and other large trucks offer even greater challenges in the diversity of 
fuel ports. The cap and entry also provide great variety among vehicles. 
In addition to the mechanical variety of equipment served, other 
requirements are of concern. Possible marring of the vehicle or spillage 
of fuel are highly objectionable. Communication regarding the product 
desired, the financial transaction and the like must be handled accurately 
and privately at the point of sale. Avoiding any consequences from 
mistakes by vehicle operators forms an even greater challenge to the 
concept of automatic fueling. 
In addressing the foregoing problems, a variety of approaches have been 
developed for the fueling system. A first approach has been to completely 
change the vehicle fuel tank so as to accommodate specific filling 
techniques. One such device is illustrated in U.S. Pat. No. 4,681,144 
which requires a fuel entry port below the vehicle tank with a pump and 
delivery mechanism located beneath the driveway. Another approach has been 
to use an overhead mechanism and sophisticated locating system in an 
effort to accommodate the very wide variety of fuel port placements. The 
overhead system attempts to be universally flexible in terms of locating 
and engaging the vehicle fuel port somewhat regardless of its location on 
the vehicle. Thus, systems have been contemplated which have such varying 
approaches as to require an all new fuel system on the vehicle to very 
rigorous internal flexibility to accommodate wide variety in fuel port 
locations. 
Certain of the proposed systems require changes to the vehicle fuel port as 
noted above. Traditionally, the fuel port includes an entry port with a 
threaded cap or bayonet coupling. A cover coplanar with the body is 
typically pivotally mounted over the fuel cap with most modern 
automobiles. Practical automatic systems have not been developed which can 
accommodate the wide variety of such devices inhibiting access to the 
entry port of the fuel tank. One device which accommodates an automatic 
system without substantial change to the fueling equipment on the vehicle 
is illustrated in U.S. Pat. No. 5,163,473, the disclosure of which is 
incorporated herein by reference. 
The advantages of automatic fueling are substantial. A large amount of 
fueling is performed by the vehicle operator today rather than by service 
station attendants. Albeit the choice is often made by the operator to 
fuel their own vehicle based on a marginal advantage in price, concerns 
regarding personal safety, cleanliness and mere inconvenience exist. 
Untrained and inattentive people operating the refueling systems also can 
result in excessive discharge of fuel vapors into the atmosphere, spillage 
on the ground and on the vehicle and overfill. Vehicle operators doing the 
fueling also can impede sales at busy stations. Constraints based on 
safety such as fuel flow rate have also been imposed based on the 
perceived competence of the untrained person acting to fill the vehicle. 
All of these circumstances and concerns can be eliminated through the 
employment of an automatic fueling system. 
Fueling systems and fuel tank systems have been developed and improved in a 
step-by-step process which has resulted in complication and compromise. 
Two principal areas of concern are pollution controls and crash safety. 
Among current systems for delivering fuel, vapor recovery through the fuel 
nozzle provides a marginally effective mechanism for reducing pollution. 
Upon the filling of a tank, the gaseous mixture including polluting vapor 
is displaced. Such current systems include counterflow of vapor within the 
inlet pipe and through an annular passage in the nozzle to the station 
tank. Such flow can create problems, premature shutoff and burping. 
Further, a relatively efficient seal at the nozzle is necessary. As flow 
resistance of vapor back into the station tank is substantially greater 
than simple release into the atmosphere, leakage is almost-a constant 
problem. Techniques have been contemplated for passing the vapor through a 
recovery system with the entrained air released to atmosphere. Such a 
system contemplates a vent on the vehicle itself. However, pressure is 
required to pass the vapor through the collecting system. This again 
requires a substantial seal at the pump nozzle. The ability to clear the 
collection system is also a problem. 
Another area of concern affecting vehicle fuel tanks is the lack of crash 
worthiness. Today tanks can be made relatively strong and burst resistant. 
However, the fuel filler pipe remains vulnerable and relatively exposed 
beneath sheet metal. Side impact, shearing impact and rollover have the 
possibility of damaging or detaching the filler pipe with potentially 
disastrous consequences. 
SUMMARY OF THE INVENTION 
The present invention is directed to an improved vehicle fueling system. A 
number of mechanisms, combinations and methods are contemplated as a means 
to enhance vehicle fueling. 
In a first, separate aspect of the present invention, an automatic fueling 
system contemplates a mechanism located on the vehicle for actuating the 
fuel door, if one is employed, and the inlet valve to the fuel tank. An 
inexpensive approach for actuating the fuel door and valve include a 
linkage with the parking brake system. An electric actuator may act to 
engage the inlet valve opening mechanism with the emergency brake cable. 
Application of the emergency brake once the electric actuator has been 
energized would result in opening of the fill pipe. Use of the emergency 
brake for this operation is both economical and provides the safety 
advantage that the vehicle is unlikely to roll during fueling. During 
vehicle running, the brake system remains uncoupled with the valve opening 
mechanism in order that distortion of the brake system through crash or 
manipulation of the brake system either inadvertently or for parking 
purposes will not result in opening of the valve. 
In a second, separate aspect of the present invention, a rigidly mounted 
nozzle base supporting the camera sensor and light is associated with a 
flexibly mounted nozzle spout which provides rigidity for resisting a 
grossly inappropriate placement and yet provides flexibility for properly 
seating within the fill pipe. Micro switches, electrical contacts and the 
like are contemplated for insuring an appropriate placement of the nozzle 
before fueling can begin. Naturally, any disruption of such sensing 
systems demands immediate shutdown of the fueling system such that gross 
separation does not result in a fuel spill. 
In a third, separate aspect of the present invention, a data link between 
the station and an input source or memory on the vehicle extends through 
the nozzle and fill pipe interface. Data transfer can thereby be positive 
and secure. 
In a fourth, separate aspect of the present invention, a fuel tank system 
employing an active vacuum system to draw vapor and gases from the tank 
during filling through a vapor recovery device acts to prevent vapor 
discharge at the fuel filler pipe inlet. Such a system may be actuated 
upon opening of the fuel filler inlet valve. 
In an fifth, separate aspect of the present invention, the fuel filler 
valve is positioned at the fuel tank. The fill pipe from its inlet to the 
valve is, therefore, open to atmosphere. The valve may be positioned 
inwardly of vehicle frame members in a protected location when associated 
with the tank itself. A nonwetting surface on the fill pipe and a fuel 
door closure protect the pipe and provide for voiding of the pipe after 
filling. 
In a further, separate, aspect of the present invention, various ones of 
the preceding aspects are contemplated to be employed in combination to 
achieve greater enhancement of the fuel filling system. 
Accordingly, it is an object of the present invention to provide an 
improved fuel filling system and components thereof. Other and further 
objects and advantages will appear hereinafter.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
Turning in detail to the drawings, FIG. 1 illustrates a plan view of a 
filling station with automatic fueling equipment. A vehicle 10 is shown to 
be located between two islands 12 and 14. The island 12 includes a monitor 
16 and a pump assembly 18. On the island 14, a pump assembly 20 is located 
in a position opposed to the first pump assembly 18. A different set up is 
illustrated in FIG. 2 where a second monitor 22 is located on the second 
island 14. With the second monitor 22, vehicles can approach from either 
direction. 
A number of factors affecting station layout are advantagously considered. 
The layout is preferably intuitive and should maximize throughput and 
minimize congestion. The vehicles to be accomodated include left and right 
hand fill and all automobile, van, pickup and sport-utility vehicle sizes 
without a feeling of constraint. There should be sufficient guides to 
insure proper positioning. Emperical testing suggests that each island 12, 
14 is preferably 4'.times.16'. A longer island may promote better 
alignment but real estate in a station is often at a premium. Spacing 
between islands of 8'10" is adequate for all conventional personal 
vehicles. An entrance length of 4' from the beginning of the island to the 
center of the pump 18, 20 promotes alignment. 10' between pump center and 
monitor screen 16, 22 is also preferred. 
To appropriately locate the vehicle longitudinally between the islands 12 
and 14, the monitor 16 continuously receives pictures from the pump 
assemblies 18 and 20. A split screen or alternating views may be employed 
to show both sides of the vehicle if an electronic identifier, bar code or 
the like is not included on the vehicle to show such attributes as fill 
side. The pump assemblies 18 and 20 have a camera 23 centrally located to 
take a real time image of the side of the vehicle to identify when the 
vehicle is properly positioned for fueling. The camera 23 is located on 
the pump structure unless combined with a target acquasition camera. Two 
vertical lines 24 and 26 superimposed on the monitor define the target 
area to be achieved in locating the vehicle. The fuel door 28 on the 
vehicle 10 can be easily positioned by the operator of the vehicle between 
these lines 24 and 26. The lines are preferably displaced from the edge of 
the screen of the monitor 16 so that the operator can judge when the fuel 
access door 28 is coming into alignment by watching the monitor. The 
longitudinal distance at the vehicle represented by the spacing between 
the vertical lines 24 and 26 is dependant upon the lateral capabilities of 
the pump location system. A target area of 8" is adquate for reasonably 
attentive drivers. The incorporation of the vehicle operator into the 
alignment process through the use of a real time image can greatly reduce 
the complexity of the fueling station equipment necessary for locating the 
fuel port. Even carelessness and ineptitude can be overcome through the 
use of reverse gear. 
The camera 23 on the left hand side of the vehicle preferrably has an image 
reversing feature. The image is more intuitive moving from left to right, 
the same direction as the vehicle. The camera 23 on the right hand side of 
the vehicle does not need this reversal. A text inserter 29 allows the 
superpositon of the lines 24 and 26, instructions, monitoring data and 
advertising. 
Looking to the mechanism of the pump assembly 18 and 20, a conventional 
fuel supply to the pump nozzle is contemplated. The pump may be a 
three-axis translational robot, a rotary turret capable of vertical 
adjustment and nozzle extension or a swivelling arm having multiple links 
with additive degrees of freedom. Selected as a preferred embodiment is 
the three-axis translational robot as illustrated in FIGS. 4 and 5. 
Vertical tracks 30 and 32 are affixed to the ground. Horizontal supports 
34 and 36 are associated with the vertical tracks to move up and down 
thereon. Coupling the vertical tracks 30 and 32 and the horizontal 
supports 34 and 36 are jack screws 38 mounted in the vertical tracks 30 
and 32 and received by the horizontal supports 34 and 36. Control of these 
jack screws 38 provides for vertical orientation of the nozzle system. A 
carriage 40 is similarly mounted to the horizontal supports 34 and 36 with 
horizontally extending jack screws 42. The location of the nozzle is thus 
provided with a range of motion in a rectangular field through 
coordination between the vertical jack screws 38 and horizontal jack 
screws 42 operating on the components. A field of 8" wide .times.17" high 
is believed to cover necessary flexibility. 
A telescoping arm 44 is positioned and affixed to the carriage 40. The arm 
44 includes a plurality of concentric cylinders telescoped together. The 
cylinders may be controlled through pneumatics or hydraulics. Another 
solution has been to attach the outermost cylinder to the end of a chain 
system having the capability of acting both in constrained compression as 
well as tension. Such systems typically include chain links which can bend 
relative to one another in only one direction. By means of a guide, the 
chain is kept from bending in the one direction, allowing it to operate in 
compression. Thus, the third degree of freedom to move the nozzle out into 
engagement with the fuel port of a vehicle or retract same is provided. A 
range of 43" has been found adequate for accomodating vehicle distance 
variations from the island, given the constraining island on the other 
side, and sufficient retraction to keep the nozzle out of the lane in the 
retracted position. In spite of the illustrations of FIGS. 4 and 5, a 
housing is contemplated to be placed over the mechanism, allowing the 
telescoping arm 44 to extend outwardly through a hole. 
A nozzle 46 is associated with the end of the telescoping arm 44 as best 
seen in FIG. 6. The nozzle 46 is joined with the telescoping arm 44 with a 
resilient coupling. The nozzle 46 is itself preferably rigid with a 
45.degree. angle near the base. Even so, a resilient coupling between the 
telescoping arm 44 and the rigid nozzle 46 allows accommodation of the 
fuel fill pipe orientation and construction. An elastomeric tube 48 joins 
the distal end of the telescoping arm 44 with the nozzle 46. Hose clamps, 
beads about the rigid components and the like commonly available for 
conveying fluid products may be employed. An elastomerlic tube accomodates 
both angular displacement and axial shift of the nozzle relative to the 
arm 44. A compression spring 50 wrapped about the elastomeric tube 48 and 
placed in compression can be used to stabilize orientation of the nozzle 
46 relative to the arm 44 to a greater extent than simply provided by the 
elastomeric tube 48. The spring 50 requires stops on the rigid components 
to constrain the spring in compression. 
A target acquisition system is provided on the nozzle 46. Ultrasonic 
sensors, photoelectric sensors, inductance sensors, "capaciflector" 
sensors and 2D vision sensors were considered and are possible. Ideally, 
such a sensor would be robust in the environment of the filling station, 
accurate to about 1/4 inch, have a cone of vision of 45.degree. , 
recognize a target five feet away and have a passive target component not 
likely to be obscured by dirt or ambient conditions. A 2D system is 
provided as the preferred embodiment. A camera 52 and a light source 54 
are mounted adjacent the nozzle 46 on the telescoping arm 44. Both the 
camera 52 and the light source 54 may be located away from the end of the 
nozzle and brought into proximity of the nozzle through fiber optic 
cables. The camera is preferably configured to sense the light from the 
light source 54. The light source may use a signature wavelength band or 
bands, polarization or the like so that it can be distinguished from 
ambient sources. For example, the camera 52 and the light source 54 may 
have matching filter or polarized lenses. 
Also mounted to the nozzle 46 is a docking cone 56. The docking cone 56 is 
located on the nozzle 46 such that it performs seating for the nozzle 46 
when mating with the fuel pipe of the vehicle 10. The docking cone 56 may 
be asymetrical about its axis if angular alignment with communications 
equipment is required. The nozzle 46 protrudes from the end of the docking 
cone 56 so that the conventional automatic shutoff equipment works 
properly. 
The interface and sensing system associated with automatic fueling is 
illustrated in FIG. 8. A CPU 58 provides the system controller. The 
monitor 16 may be driven by the CPU 58. The CPU 58 also drives the pump 
assembly 18 and receives input from a sensor 60 to initiate the fueling 
operation. The sensor 60 may be located within the road bed to initialize 
the interface when a vehicle approaches. Alternatively, the sensor 60 may 
be a transponder which recognizes a bar code or chip on the vehicle. A 
vehicle identification could be used to input initial instructions such as 
which side of the vehicle the fuel door is on and the type of fuel 
desired. If the side of the vehicle is determined early, split images of 
the vehicle for alignment are not needed. Specific vehicle identification 
may also be provided, such as the VIN number, for legal reasons such as 
registration, location of stolen vehicles and insurance or for commercial 
reasons such as sales information specific to the vehicle make, etc. 
Microswitches 62 located to either side of the conical plug 56 sense 
seating of the plug with the fuel port. The outputs of the switches 62 and 
the information from the camera 52 are also processed by the CPU 58. 
Finally, a data link is provided with the vehicle through the docking cone 
56. This information is processed by the CPU as well which may also 
incorporate a telephone line 64. 
A data link line 66 extends to the control panel at the operator position 
in the vehicle. A keypad 68 or mouse is coupled with the data link line 
66. The keypad 68 may be incorporated into the radio where station buttons 
can double as base 10 integers. With full docking of the docking cone 56, 
communication may be transferred from the keypad 68 to the CPU 58. The 
keypad 68 may provide for interactive dialog with the CPU 58 as presented 
on the monitor 16. The keypad 68 may also have preprogrammed information 
such as credit numbers and the like for facile input to the filling 
station. The keypad 68 may also act as a terminal to receive data from a 
variety of systems within the vehicle, odometer reading, fuel level, other 
fluid levels being but a few. The communication across the docking cone 56 
may be by tone pulse transceivers 65 and 67, electrical contacts, fiber 
optic light pulses or the like. Other systems for communication are also 
contemplated for direct broadcast links. An infrared transmitter such as 
on home video and audio equipment may be used. The signal may be generated 
remotely on the vehicle such as on a side view mirror. RF signals are also 
possible. Less security is provided by such broadcast links. 
Turning to the vehicle side of the system, a fuel tank 69 is shown to be 
positioned inwardly of a vehicle frame 70 and also inwardly into the body 
72 of the vehicle. The tank includes a fill pipe 74 leading from a cavity 
76 defined in the outer surface of the body 72 to the tank 69. The fill 
pipe 74 includes an insert 75 having a tapered port therethrough. The 
tapered port is configured to receive the docking cone 56 so that the 
micro switches 62 will be closed with the cone 56 properly seated. The 
tapered port may include an angle on the lower side which is almost 
horizontal as positioned on the vehicle. Some angle allows fuel to flow 
into the fill pipe 74 to reduce the possibility of release into the 
atmosphere. An included angle of 45.degree. has been found appropriate. 
Slight interlocking or rough elements on the tapered port and cone may be 
used to insure a mechanical seat if manual fueling is contemplated. A 
retro-reflective ring 77 extends around the tapered opening for targeting 
of the nozzle. A fuel door 28 extends over the cavity 76. The filler pipe 
74 is shown to include an inner coating which is nonwetting to the fuel 
contemplated. As a result, little or no residual fuel remains in the fuel 
fill pipe 74 after filling is complete. 
The tank 69 is contemplated to include the various components typically 
associated with such vehicle tanks. Such equipment includes grade vents 
and valves, overfill limiters, rollover stops, fuel limiter vent valves, 
and pressure relief valves. Tank sender units, baffles and the like are 
also contemplated. As they are conventional, they are not illustrated. 
A signal tube 78 extends from the tank 69 to an upper portion of the fuel 
filler pipe 74. This is a conventional tube employed to actuate the 
automatic shutoff valve system of the fuel nozzle, also conventional in 
nature. As with the fuel fill pipe 74, the signal tube 78 is only 
operative during the fuel filling operation. 
A tube 80 is associated with such elements as the grade vent valve and the 
pressure relief valve. The tube 80 extends to an evaporation canister 82. 
The canister 82 is partitioned by a baffle 84 in the main cavity where 
absorption media is retained to collect vapor. An open chamber above this 
cavity receives the tube 80 for interjection of fuel vapors. An exit tube 
86 associated with a labyrinth 88 provides for flow of vapor from the 
upper chamber directly to the engine manifold 90. The exit tube 86 
includes a solenoid 92 which controls purging of the canister depending on 
engine condition. On the opposite side of the absorbing media from the 
tube 80, a vent tube 94 extends to a vent solenoid 96 and to an exit vent 
98 with a vacuum blower 100. As the media is less able to retain the fuel 
vapors when hot, heating coils 101 may be activated when the vehicle is 
running. This will drive the fuel vapor to purge to the engine. The coils 
101 may be electrical, heated by the exhaust or engine coolant. A pressure 
relief system may also be incorporated as part of the vent 94. A one-way 
valve would allow flow back into the canister while a relief valve may be 
operated by over pressure within the system if pressure relief is desired 
through the canister rather than directly from the tank. A higher pressure 
relief valve may be provided directly from the tank for added safety under 
this circumstance. 
A fuel intake valve, generally designated 102, is located between the fill 
pipe 74 and the fuel tank 69. The fuel intake valve 102 controls flow 
between the fill pipe 74 and the tank 69 and also controls flow from the 
tank 69 to the signal tube 78. The fuel intake valve 102 is shown to have 
a rectangular body 104 which may be affixed to the side of the fuel tank 
69. A nipple 106 is designed for association with the fuel pipe 74. A 
displaced nipple 108 is associated with the signal tube 78. Nipples may 
also be provided on the reverse side for facile association with the fuel 
tank 68 through the wall thereof. 
Internally, there are two slide valves 110 and 112. The slide valve 110 is 
a fuel fill valve which controls a first port 114 while the slide valve 
112 is a signal tube valve which controls a smaller port 116. Parallel 
guides 118 and 120 align the valves 110 and 112, respectively. The slide 
valves 110 and 112 uncover the respective ports 114 and 116 as the valves 
move toward one another. A stop 122 is provided between the valves 110 and 
112 to limit opening movement. 
To control the fuel intake valve 102, an opening 124 is provided in the 
side of the body 104. The opening extends to the back end of the slide 
valves 110 and 112. Curved tracks 126 and 128 extend from the opening 124 
toward the back end of each of the slide valves 110 and 112. A flexible 
cable 130 is attached at either end to the slide valves 110 and 112, 
respectively. The cable 130 is long enough to extend from the opening 124 
with the loop thereof receiving a pulley 132. A cable assembly 134 leading 
from the pulley 132 is then able to draw the slide valves 110 and 112 
toward one another so as to open the ports 114 and 116. Springs 136 and 
138 bias the slide valves 110 and 112 toward the closed position over the 
ports 114 and 116. Thus, the control cable 134 operates against the 
springs 136 and 138 to open the ports. 
A control actuator, generally designated 140, operates the cable assembly 
134. In FIG. 12, the control actuator 140 is a solinoid or vacuum actuated 
pin 141 which engages the emergency brake actuator 146. As the emergency 
brake is applied with the pin 141 extended, the cable assembly 134 is 
drawn in tension as well as the brake cable 142. 
In FIG. 13, the control actuator 140 is slidably and pivotally mounted to 
the vehicle frame at two pins 143 and 144 and selectively receives a block 
145 on the brake cable 142 from the emergency brake actuator 146 in a 
notch 147. The brake cable 142 extends through the control actuator 140 
and on to the emergency brakes (not shown). The cable assembly 134 is held 
to the control actuator 140. The control actuator 140 is spring biased 
from engagement with the brake cable 142. Engagement is effected by an 
actuator pin 148 which again may be driven by solinoid, vacuum or other 
conventional means on a vehicle. When the pin 148 extends to pivot the 
actuator 140, these cable assembly 134 and the brake cable 142 move 
together. In this way, the brake actuator 146 can operate the control 
cable assembly 134. 
A switch 150 accessible to the vehicle operator can control the actuated 
pin 141 in the first actuator embodiment or the actuator pin 148 in the 
second actuator embodiment. In this configuration, the switch 150 must be 
actuated before the emergency brake actuator 146. This switch 150 may also 
control the energizing of the vacuum blower 100. The switch 150 could also 
actuate a separately driven unit or cylinder for powered opening of the 
valves 110 and 112. 
The cable assembly 134 is illustrated as including an actuator cable 151 
extending to a slide block 152. The slide block 152 engages a valve cable 
153 and a fuel door cable 154. The slide block 152 can pivot about the 
attachment to the actuator cable 151 to accomodate any differences in 
throw. 
Considering the operation of the system, a vehicle 10 equipped with the 
foregoing mechanisms is to drive into position between the islands 12 and 
14 of the filling station. As the vehicle approaches, the sensor 60 is 
actuated and the computer 58 is initialized. A view from the cameras 52 of 
the sides of the vehicle alternatingly or together from pump assemblies 18 
and 20 or from one camera 52 from one pump assembly 18 or 20 if the type 
of vehicle is remotely sensed is shown on the monitor 16. Vertical lines 
located on the monitor provide guidance to the operator of the vehicle 10 
for bringing the vehicle into position such that the pump assemblies 18 or 
can reach the fuel tank inlet port. The driver shuts off the engine, 
actuates the switch 150 on the instrument panel or keypad 68 which 
actuates the pin 141 or 148 of the control actuator 140. Depression of the 
emergency brake actuator 146 then causes the emergency brake to be set and 
the control cable assembly 134 to be pulled. The emergency brake provides 
a safety factor against driving off before fueling is completed. By 
actuating the emergency brake, the fuel door 28 and the valves 110 and 112 
are opened and ready for fueling. The fuel door 28 is on a pivot with an 
actuator arm 156. The fuel door 28 is opened and the ports 114 and 116 are 
also opened in preparation for fueling. 
With the initializing of the computer 58 through actuation of the sensor 
60, the light 54 on the fueling nozzle was turned on. Once the fuel door 
28 is open, the camera 52 is able to recognize the retro-reflective 
annular target reflecting the signature light 54. The retro-reflective 
target 77 is circular but the view of the camera 52 is foreshortened. The 
camera 52 is a CCD sensor with the image digitized into pixels. Artificial 
intelligence software is typically used to identify a target based on 
known features. Once recognized, acquisition and mating is initiated. To 
acquire recognition, the camera image is smoothed and binarized to a 
white/black image from a gray-scale image. A Sobel edge-detection filter 
then defines the concentric ellipses in the image. The image is thinned to 
make the white regions as thin as possible without losing connectivity and 
a blob analysis is performed and analyzed based on established criteria 
such as minimum size, maximum size, compactness, etc. A search is made for 
concentric blobs and the maximum feret diameters are determined to get the 
average major axis length of the concentric ellipses. This length is then 
used with an emperical calibration curve to obtain the distance from the 
camera to the target. The center location for the concentric ellipses is 
used with this distance to define the fuel port in three dimensional 
space. Contrast between the target 77 and what lies around it provide for 
the recognition. A first location and distance is calculated. The 
telescoping arm 44 is then driven to a position near to that calculated to 
be the location of the fuel inlet. At this point, a second calculation is 
made which, because the camera 52 is closer, is more exact. Following a 
second position analysis, the telescoping arm 44 with the nozzle 46 
extends to engage the docking cone 56 into the end of the fill pipe 74. 
The microswitches 62 are depressed and fueling can begin. 
To initiate fueling, the vehicle operator interfaces with the computer 58 
through the keypad 68. The monitor 16 may prompt the operator with 
questions. A code representing the identification or release of credit 
information is then entered by the driver. This information may be 
communicated by telephone line 64 to an approval bureau. Once the 
transaction is approved, the pump assembly is actuated to pump fuel into 
the fuel tank. 
Collaterally with the opening of the fuel intake valve 102, the vacuum 
blower 100 is activated. This will draw vapor away from the fill pipe 74 
and collect the displaced vapor and gases as fuel flows into the tank 68. 
With the nozzle sensing a full tank through the signal tube 78, pumping is 
discontinued and the pump assembly 18, 20 retracts to its stowed position. 
The sale is then complete and the operator can release the emergency 
brake, start the vehicle and leave the filling station. Release of the 
emergency brake may be used to shut off the blower 100 and to send a 
signal to the pump to turn off and retract (if that did not already 
occur). This maneuver avoids damage to the vehicle and the pump. Other 
devices may be used to terminate fueling. Activation of the vehicle 
starter, shifting of an automatic transmission from park, turning on the 
ignition or activation of a fuel terminate switch on the keypad 68 may be 
made available and used. It is possible that some people may use release 
of the emergency brake to terminate filling early on purpose. In this 
event, fuel may remain in the fuel pipe. A damped closure of the valves 
110 and 112 would allow all remaining fuel to flow into the tank before 
closure. 
Accordingly, an improved automatic fuel filling system is disclosed along 
with the components associated with both the pump assembly and the 
vehicle. While embodiments and applications of this invention have been 
shown and described, it would be apparent to those skilled in the art that 
many more modifications are possible without departing from the inventive 
concepts herein. The invention, therefore is not to be restricted except 
in the spirit of the appended claims.