Abstract:
A dispensing system ( 10 ) that utilizes radio frequencies identification capabilities in a service station environment to reliably and accurately detect an on-board vapor recovery (ORVR) system in a vehicle ( 26 ). The dispensing system ( 10 ) includes a vapor recovery system ( 33 ) for recovering fuel vapors responsive to a fuel being dispensed. The vapor recovery system ( 33 ) has a disabling mechanism ( 42 ) for selectively preventing its operation. The dispensing system ( 10 ) also includes an antenna ( 22 A,  22 B,  24 A,  24 B) for detecting a radio frequency signal from a transmitter ( 23  or  25 ) in a vehicle ( 26 ). The radio frequency signal may be a single bit indicating that the vehicle ( 26 ) has the ORVR system, or may include additional bits indicating a type of fuel to be dispensed. When the transmitter ( 23  or  25 ) is within a predetermined distance from the antenna ( 22 A,  22 B,  24 A,  24 B), a controller ( 20 ) receives the radio frequency signal from the antenna ( 22 A,  22 B,  24 a,  24 B) and asserts a disable signal ( 41 ). The disabling mechanism, responsive to the asserted disable signal ( 41 ), prevents the vapor recovery system ( 33 ) from operating and thereby eliminates any unwanted accumulation of air.

Description:
CROSS-REFERENCE TO RELATED APPLICATION  
       [0001]    This application claims the benefit of copending U.S. provisional application Serial No. 60/077,801 filed Mar. 12, 1998. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    The present invention relates to dispensers and, more particularly, to fuel dispensers that use radio frequency identification technology to automatically identify the presence of an on-board vapor recovery system in a receptacle (e.g. a vehicle) with little or no customer interaction.  
           [0003]    Many fuels, by their very nature, are hazardous materials that require extreme care in handling and dispensing. For example, when dispensing gasoline into a vehicle&#39;s fuel tank, a significant quantity of gas vapor is typically released into the surrounding atmosphere. For obvious reasons, it is undesirable to have gasoline vapors floating around the atmosphere. Therefore, state and federal environmental air quality regulations require that retail fuel dispensers in certain urban areas have a system for recovering the gasoline vapors. These systems typically include a small vacuum pump that pulls the vapor from around the dispenser&#39;s nozzle during fueling and pumps the vapor into a holding tank. Each system monitors the amount of fuel dispensed and collects a quantity of vapor in proportion thereto.  
           [0004]    Additional regulations have required automobile manufactures to add a carbon canister system to new vehicles. The carbon canister system, or on-board vapor recovery (ORVR) system, collects the vapors during fueling. As a result, new vehicles will have their own vapor recovery systems and old vehicles will not; fuel dispensers located in urban areas will have their own vapor recovery systems while other fuel dispenser will not. Therefore, two different types of vapor recovery systems exist, neither system in 100% use throughout the United States.  
           [0005]    A problem occurs when a vehicle with an ORVR system is receiving fuel from a dispenser with a vapor recovery system. In this situation, the dispenser&#39;s vapor recovery system recovers air with very little gasoline vapor. Since this air is collected through the same nozzle, piping and underground storage tank in which gasoline vapors are normally recovered, the air can mix with the vapors from other fuelings and create an explosive atmosphere, thus creating a serious fire and safety hazard.  
           [0006]    One proposed solution is to provide each dispenser with a specialized nozzle that detects the presence of the ORVR system. Additionally, a vehicle with the ORVR system is to be outfitted with a complimentary device that registers with the nozzle. When engaged, the specialized nozzle signals the dispenser&#39;s vapor recovery system to turn off, thereby preventing the dangerous atmosphere described above. However, this solution has several drawbacks. For one, this solution is rather complicated for the customer and therefore often will not activate properly, or worse, damage the system and/or vehicle. For another, because of the mechanical nature of this solution, it requires maintenance and supervision to ensure its continuing performance.  
           [0007]    What is needed, therefore, is a system and method that reliably and accurately identifies a vehicle with an ORVR system and disables the vapor recovery system of a corresponding fuel dispenser accordingly. Furthermore, the system must operated in an environment having multiple dispensers within close proximity to each other.  
         SUMMARY OF THE INVENTION  
         [0008]    A dispensing system and method of the present invention, accordingly, utilizes radio frequency identification capabilities in a service station environment to reliably and accurately detect an on-board vapor recovery system in a vehicle.  
           [0009]    To this end, the dispensing system of the present invention includes a vapor recovery system for recovering fuel vapors responsive to a fuel being dispensed. The vapor recovery system has a disabling mechanism for selectively preventing its operation. The dispensing system also includes an antenna for detecting a radio frequency signal from a transmitter in a vehicle. The transmitter, and hence the radio frequency signal, serve to indicate that the vehicle has an ORVR system. When the transmitter is within a predetermined distance from the antenna, a controller receives the radio frequency signal from the antenna and asserts a disable signal. The disabling mechanism, responsive to the asserted disable signal, prevents the vapor recovery system from operating and thereby eliminates any unwanted accumulation of air.  
           [0010]    The present invention overcomes the above-noted problems with the prior art by providing a reliable, safe, customer-friendly identification system that can automatically identify an on-board vapor recovery system on a vehicle, and disable the dispenser&#39;s vapor recovery system accordingly. The system of the present invention interfaces smoothly with existing service station systems to provide seemingly transparent operation. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]    [0011]FIG. 1 is a schematic block diagram illustrating an overhead view of a service station equipped with the identification system of the present invention.  
         [0012]    [0012]FIG. 2 is a simplified schematic of a receiver for use with the system of FIG. 1.  
         [0013]    [0013]FIG. 3 is a simplified diagram of a dispenser used with the system of FIG. 1.  
         [0014]    [0014]FIG. 4A is a side view of a dispenser used with the system of FIG. 1.  
         [0015]    [0015]FIG. 4B is an end view of the dispenser of FIG. 4A.  
         [0016]    [0016]FIG. 5 is a partial rear perspective view of the back end of a vehicle illustrating the placement of high and low vehicle-mounted transmitters used with the system of FIG. 1.  
         [0017]    [0017]FIG. 6 is a simplified schematic of a transmitter for use with the system of FIG. 1.  
         [0018]    [0018]FIG. 7 is a graph plotting transmitter capacitor voltage with respect to time for a transmitter used with the system of FIG. 1.  
         [0019]    [0019]FIG. 8 is a schematic representation of a service station environment and the arrangement of dispensers therein illustrating a reader synchronization strategy for the system of FIG. 1.  
         [0020]    [0020]FIG. 9 is a flowchart illustrating the operation of the system of FIG. 1. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0021]    In FIG. 1, the reference numeral  10  refers to a dispenser system embodying features of the present invention. The system  10  electronically identifies a receptacle (e.g., a vehicle) having a transmitter and disables a dispenser-related process accordingly. For example, the system  10  allows customers to drive their vehicle directly up to a fuel dispenser and immediately begin pumping fuel, while at the same time preventing the undesired accumulation of air by the dispenser&#39;s vapor recovery system.  
         [0022]    The Dispensers  
         [0023]    In one embodiment (FIG. 1), the system  10  is implemented in a service station environment that includes two service islands  12 , each having two dispensers or fuel pumps  14 , it being understood that the number of islands and pumps, as well as their geometry and relationship to one another, may vary according to the requirements of the environment. All of the dispensers  14  provide a dispensing area on each of the opposing sides of the dispenser, each of which having at least one fuel nozzle  15  and a customer activated terminal (not shown) for performing traditional dispensing functions as well as the functions to be described in detail below.  
         [0024]    It is understood that the illustration is not necessarily drawn to scale. In a typical service station, the width of the dispensers  14  is approximately 4 feet. Furthermore, the distance between the dispensers  14  on a single island  12  is approximately 8 feet, and the distance between facing dispensers  14  of adjacent islands  12  is approximately 20 feet. Each fuel dispenser  14  has two separate dispensing areas, one on each side of the dispenser  14 , where the fuel nozzles are located. Each dispensing area typically also has a customer activated terminal (“CAT”) that a customer uses to make various selections. Other possible arrangements of the system  10  include environments with more than two service islands, not necessarily parallel to one another, or arrangements in which the islands form a circle with inner and outer rows or islands.  
         [0025]    Radio frequency receivers  20  are included with each of the dispensers  12 . Connected to each receiver  20 , and mounted to each fuel dispenser  14 , are one or more antennas. For example, two (2) overhead antennas  22 A,  22 B are mounted to the top of the dispenser  14  (on each opposing side thereof) for detecting high-mounted ORVR transmitters  23  and two (2) antennas  24 A,  24 B are mounted inside the head of the dispenser  14 , one on each side of the dispenser, for detecting low-mounted ORVR transmitters  25 . As discussed in detail below, each receiver  20  reads ORVR identification (ORVR-ID) data detected by the antennas  22 A,  22 B,  24 A,  24 B from the transmitters  23  or  25 . Each receiver  20  also includes an amount of control logic (hereinafter receiver, controller) that in alternative embodiments, may be separated out into one or more discrete components. It is contemplated that a vehicle  26  entering a dispensing area in front of one of the fuel dispensers  14  will include a transmitter  23  mounted thereto such that the antennas  22 B,  24 B (as shown in FIG. 1) on the dispenser  14  nearest the vehicle will read the ORVR-ID data contained in the transmitter.  
         [0026]    Referring also to FIG. 2, functionality of the receiver/controller  20  may be illustrated by a simplified schematic of the antenna  24 , a pair of capacitors  27   a,    27   b,  an amplifier  28  and a control unit  29 . The antenna  24  is illustrated by a single lead coil parallely connected to the capacitor  27   a  and serially connected to the capacitor  27   b.  It is anticipated that different types or configurations of coils may be used, such as a coil wrapped around a ferrite rod to reduce the size requirement of the coil. The capacitors  27   a,    27   b  serve to tune the receiver  20  to a particular frequency. The antenna  24  drives the tuned signal to the amplifier  28 , which may also include one or more active filters. The output of the amplifier  28  is then provided to the control unit  29 , which drives a CONTROL signal  30  accordingly.  
         [0027]    Referring also to FIG. 3, each of the nozzles  15  is connected to one or more fuel tanks  31  through one or more fuel pipes  32 . The nozzles  15 , fuel tanks  31 , and fuel pipes  32  operate in a normal, conventional manner and will therefore not be further discussed. Surrounding each nozzle is a vapor recovery system  33 . The vapor recovery system includes a vapor pipe  34  which is connected to a vapor recovery tank  36 . The vapor recovery tank  36  exerts a negative pressure (as compared to normal atmospheric pressure) so that when the nozzle  15  is dispensing fuel, the vapor recovery pipe  34  collects a quantity of vapor in proportion to the amount of fuel dispensed. For the sake of clarity, the fuel pipes  32  and vapor pipes  34  servicing some of the nozzles  15  are not shown in FIG. 1.  
         [0028]    Imposed in the pipe  34  is a plurality of vapor pumps  36  associated with each nozzle  15 . The vapor pump  36  is positioned in the pipe  34  so that each pump controls a single nozzle. Although not shown, in an alternative embodiment, a single multi-path vapor pump may simultaneously control multiple nozzles. In these embodiments, simple open/shut flow valves may be associated with each nozzle  15 . The vapor pumps  36  (or the open/shut flow valves) operate between an “off” (no-flow) or “on” (flow-through) state responsive to the corresponding receiver/controller  20 .  
         [0029]    A positive-logic AND gate  38  illustrates the basic enable/disable functionality for the vapor pump  36 . The AND gate receives the CTRL signal  30  (inverted) from the receiver/controller  20  and a FLOW signal  39  from a flow detector  40  in the fuel pipe  32  to produce a DISABLE signal  41 . The DISABLE signal  41  operates a disable mechanism (e.g., an off control)  42  to control whether or not the vapor pump  36  may operate. In the present illustration, the inputs and output of the AND gate  38  operate as described in Table 1, below.  
         [0030]    It is understood, however, that the AND gate  38  is meant as a functional illustration and different techniques are anticipated for controlling the vapor pump  36  operation.  
                       TABLE 1                       ORVR detected   Fuel Dispensing   Pump 36 Disabled       (CTRL Signal 30)   (FLOW Signal 39)   (DISABLE signal 41)                   TRUE   FALSE   TRUE       TRUE   TRUE   TRUE       FALSE   TRUE   FALSE       FALSE   FALSE   TRUE                  
 
         [0031]    [0031]FIGS. 4A and 4B illustrate a possible arrangement of the antennas on the dispensers. In this embodiment, the antennas  22 A,  22 B are mounted to a top  46  of the dispenser  14  and extend outwardly from sides  48 A,  48 B of the dispenser  14 . In one embodiment, the antennas  22 A,  22 B extend in parallel (FIG. 4A) with the dispenser  14 , while in another embodiment they extend at an upward angle (FIG. 4B). The antennas  22 A,  22 B transmit electromagnetic fields in a direction perpendicular to the plane of the antenna. In the embodiment of FIG. 4A, metallic material  50  prevents the electromagnetic fields from reaching the opposite side of the dispenser  14 . In the embodiment of FIG. 4B, due to the upward angle of the antennas  22 A,  22 B, the electromagnetic fields are directed from one side of the antenna downwards toward the fueling side of the dispenser  14 , while the electromagnetic fields from the other side of the antenna are directed up and away from the opposite side of the dispenser. These arrangements not only reduce problems associated with reading a transmitter  23 , 25  located on the far side of the vehicle, but also eliminate interference from vehicles at other fueling areas of adjacent service islands  12 .  
         [0032]    The antennas  24 A,  24 B are preferably mounted within the dispenser  14 . One antenna  24 A or  24 B is positioned on either side  48 A or  48 B, respectively, of the dispenser  14  as shown. Metallic material  52  inside the dispenser  14  helps prevent the reading of transmitters from the wrong side of the dispenser.  
         [0033]    In one embodiment, only one overhead antenna ( 22 A or  22 B) is provided on each side of the dispenser  14 . Other embodiments may use the two lower-mounted antennas  24 A,  24 B instead of, or in addition to, the overhead antennas  22 A,  22 B.  
         [0034]    Although not shown, certain embodiments may include an over-ride switch to allow an attendant or a customer to control operation of the vapor pump  36 . Also, additional embodiments may require a power pulse to be generated by the dispensers  14  to activate the transmitters  23 ,  25  into producing the ORVR-ID data. Although these additional embodiments are slightly more sophisticated and expensive, they can be synchronized so that false readings are reduced or eliminated. These embodiments are discussed in greater detail with respect to the power-pulse scheme, below.  
         [0035]    The Transmitters  
         [0036]    Referring again to FIG. 1, the transmitters  23 ,  25  are radio frequency identification tags that are mounted to the vehicle  26 . The transmitters  23 ,  25  contain ORVR identification (ORVR-ID) data that is broadcast in response to various conditions. In one embodiment, the ORVR-ID data is broadcast after the transmitters  23 ,  25  receive a predetermined radio frequency (“RF”) wave (i.e., a power pulse). The RF wave is sent by the receiver/controller  20  housed in one or more of the dispensers  14 . This embodiment is discussed in greater detail with respect to the power-pulse scheme, below.  
         [0037]    In another embodiment, the transmitters  23 ,  25  transmit the ORVR-ID data by their own initiative or as dictated by the vehicle  26 . For example, the transmitters can continuously transmit, at certain intervals, the ORVR-ID data. Also, the transmitters may transmit in response to specific conditions or to predetermined times, such as when the vehicle is stationary and the engine is running plus a period of time (e.g. 30 minutes) after the engine stops running. Further, the transmitters may transmit in response to a fuel door (FIG. 5) on the vehicle  26  being opened.  
         [0038]    The ORVR-ID data includes a single bit, with a “high” state representing the existence of the transmitter  23 ,  25  and hence the on-board ORVR. If no transmitter is within range, no response signal  92  will exist, representing an electrical “low” state (not shown). The ORVR-ID data may also include additional bits that represent, for example, a type of fuel required by, or acceptable to, the vehicle  26 .  
         [0039]    Referring to FIG. 5, the high-mounted transmitter  23  may be mounted to a rear window  54  of the vehicle  26  near the side of the vehicle where a fuel door  56  is located. Preferably, the high-mounted transmitter  23  has a coil (not shown) located on each side of the vehicle. Other possible locations for the high-mounted transmitter  23  include inside a head liner  58  of the vehicle  26  or on a package shelf  59 .  
         [0040]    The low-mounted transmitter  25  may be mounted under the vehicle  26  or inside the fuel door  56 . It is understood, that most vehicles will only have one transmitter  23 ,  25 , which may be mounted in other locations, depending upon various factors such as transmitter strength and the particular arrangement of the different antennas. Furthermore, the transmitter  23  or  25  may be incorporated into the vehicle  26 , thereby making it seemingly invisible to the vehicle&#39;s owner.  
         [0041]    Referring to FIG. 6, functionality of the transmitters  23 ,  25  may be illustrated by a coil of wire  60 , a pair of capacitors  62   a,    62   b,  an oscillator  64  and potentially, a timer  66 . The coil  60  may be wrapped around a ferrite rod (not shown) and is tuned by the capacitors  62   a,    62   b.  The coil  60  is activated by the oscillator  64 , which is turned on and off by the timer  66 . For the embodiments controlled by the vehicle  26 , the oscillator  64  is controlled by a control circuit (not shown). In one embodiment, the coil  60  operates at a relatively low frequency (e.g., 125 KHz) so that it does not interfere with commercial broadcasted radio signals. Alternatively, a relatively high frequency (e.g., 900 MHz) could be used.  
         [0042]    The Power-Pulse Scheme  
         [0043]    Several embodiments of the present invention may utilize a power-pulse scheme. The receiver/controllers  20  sends out periodic, low frequency (about 134.2 kHz), power pulses to the antennas  22 A,  22 B,  24 A,  24 B. The antennas  22 A,  22 B,  24 A,  24 B in turn direct the electromagnetic fields generated by the power pulses to particular areas adjacent the dispensers. A power pulse lasts approximately 50 milliseconds (ms) and may be generated every 90 ms to 140 ms. When a transmitter  23 ,  25  enters the electromagnetic field, the energy is collected by the coil in the transmitter and stored in one of the capacitors. After the power pulse is completed, the transmitter  23 ,  25  transmits the ORVR-ID data using the energy stored in the capacitor. The antennas  22 A,  22 B,  24 A,  24 B mounted to the dispensers  14  read the ORVR-ID data broadcast from the transmitter  23  or  25  and send the data to the receiver/controllers  20  for decoding and further transmission.  
         [0044]    [0044]FIG. 7 graphically illustrates the operation of a transmitter  23  or  25  in cooperation with a receiver/controller  20 . Responsive to the receiver/controller  20  emitting a power pulse (typically occurring for 50 ms), the transmitter  23  or  25  (if within range) will be charged as indicated by the increase in the voltage potential of its capacitor. Once charged, the transmitter  23  or  25  then emits a response signal  68  (lasting about 1 ms) thereby sending its ORVR-ID data to the receiver/controller  20 . In the present illustration, the response signal  68  represents an electrical “high” value for the ORVR-ID data.  
         [0045]    The ORVR-ID data is then picked up by one of the antennas  22 A,  22 B,  24 A,  24 B of the receiver/controller  20 . Once the data has been ORVR-ID data, the transmitter  23  or  25  continues to discharge its storage capacitor thereby resetting the transmitter to make it ready for the next read cycle. In one embodiment, a “sync time” period between the transmission pulses lasts for about 20 ms, depending upon the chosen criteria. The next power pulse may be transmitted approximately 20 ms to 50 ms after the transmitter  23  or  25  has completed transmitting the data. As explained further below, synchronization is used to coordinate the transmission of the power pulses through the various antennas  22 A,  22 B,  24 A,  24 B of the system  10 .  
         [0046]    Other synchronization arrangements are possible depending upon the number of pumps and their relationship to one another. In one embodiment, the synchronization does not necessarily need to occur for all antennas but instead will occur only in the case of antennas for dispensing areas that face each other where the energy fields in front of the antennas might possibly overlap. In another embodiment, a dither synchronization method may be used. In dither synchronization, the sync time changes for each dispenser. In this way, if there is ever a “collision” of data, such as data transmitted by the transmitter  25  and simultaneously received by multiple receivers  20 , the next time the data is transmitted, there would not be a collision because of the unique sync times for each receiver.  
         [0047]    According to another embodiment of the invention, it is desirable to transmit the power pulse at a low frequency to charge the capacitors in transmitters  23  and  25 . The transmitters are designed to emit the response signals at a higher frequency, such as Ultra High Frequency.  
         [0048]    [0048]FIG. 8 illustrates details concerning one type of synchronization for the receiver/controllers  20  within the system  10  to avoid crosstalk among the transmitters  23  that could result in erroneously reading an ORVR system in a vehicle that does not have one. A simplified schematic of the system  10  is shown in which the dispensers  14  are labeled as pumps  1 - 4  and have corresponding receiver/controllers  20 - 1  to  20 - 4 , each with antennas A and B on opposite sides of the pump. To illustrate the crosstalk problem, the receiver/controllers in pumps  1  and  3  are unsynchronized thus demonstrating the potential for crosstalk caused by a transmitter X being charged by one of the receiver/controllers when the transmitter X is located between the pumps. In contrast, the receiver/controllers in pumps  2  and  4  are synchronized thus solving the crosstalk problem for a transmitter Y located between the pumps. This synchronization is provided by a common clock signal, not shown.  
         [0049]    Pumps  1  and  3  send out power pulses from antennas B and A, respectively, thereby causing the potential for one or both of them to charge the transmitter X, even though the transmitter X is closer to pump  1 . Each of the antennas B and A emitting power pulses generates an energy field extending from the antenna, as represented by lines in the figure. The energy field in front of each antenna includes a “near field” region, a “far field” region, and a “transition zone” therebetween (not shown). There are no sharp dividing lines between the three regions and somewhat arbitrary limits are set for each region based upon the way in which energy spreads as the distance from the antenna increases. In one example, the near field region generally extends out from the antenna to a distance of λD 2 /A λ=A/2 λ where D=the diameter of the antenna, A =area of antenna aperture, and λ=wavelength. The distance of the far field region is about five times the length of the near field region and occurs at a distance of roughly 2D/22. The transition zone is the region therebetween. As shown in FIG. 8, the possibility exists for overlap of the transition zones or far field regions of the antennas B and A for pumps  1  and  3  when the antennas emit power pulses simultaneously.  
         [0050]    Upon examination of the power pulses emitted from pumps  1  and  3 , it is most likely that the Transmitter X will be charged by antenna B in pump  1  because the transmitter is relatively far from pump  3 . However, it may end up being charged by the overlap of power pulses from both pumps  1  and  3  even in a situation where the transmitter is too far from either pump to be charged by antenna B or antenna A alone. This can occur when the energy in the overlapping transition zone or far field regions of the antennas, by virtue of their combined strength, is sufficiently high. Once the power pulses are completed, if the transmitter X receives sufficient energy it will transmit its data in response. Even though pump  1  is closest to the Transmitter X, it is possible that pump  3  will also receive the response, thereby resulting in crosstalk. An even worst situation could arise if two transmitters were in the center lane between pump  1  and pump  2  and the pumps  1  and  3  receive the responses from the wrong transmitters resulting in the inappropriate operation of the vapor recovery system  33  (FIG. 1).  
         [0051]    Pumps  2  and  4  send out power pulses from their antennas A and A, respectively. Transmitter Y is too far away to be charged by the energy field generated by pump  4  alone; and it will not be charged by pump  2 , since the power pulse from pump  2  is not in a direction facing the transmitter. Transmitter Y will only be charged when it receives a power pulse from antenna B on pump  2  (which will then be the only antenna receiving a response). Such a synchronized system provides better separation and higher confidence that the proper response is coming from the correct transmitter  23 .  
         [0052]    Thus synchronization of the system  10  is accomplished when the receiver/controllers  20  selectively send out power pulses so that all the antennas facing the same general direction (e.g. all antennas facing north, or facing south, or facing east, or facing west) send out a pulse at the same time, and all antennas facing different-directions do not send out pulses at that time. This synchronization is accomplished by the receiver/controllers  20  transmitting pulses from antennas facing one direction (e.g., antennas A) at a different time than the transmit/receive cycle of antennas facing a different direction (e.g., antennas B).  
         [0053]    System Operation  
         [0054]    Referring to FIG. 9 in conjunction with all the previous figures, a method  70  runs in each of the fuel dispensers  14 . The method  70  is performed by the receiver/controller  20 , although it is understood that different and/or separate components may perform one or more steps of the method.  
         [0055]    At step  72 , the CTRL signal  30  is enabled so that in response to fueling, the vapor pump  36  may turn on. The vapor recovery system  33  can then recover a quantity of vapor in proportion to the amount of fuel dispensed. At step  74 , the receiver/controller  20  localizes the vehicle. In one embodiment, the receiver/controller  20  sends out a power pulse. This may be a periodic pulse, or in response to some type of customer input, such as a fuel type selection or a payment selection. In another embodiment, the receiver/controller  20  simply receives the unprompted ORVR-ID data from the transmitter  23 ,  25 .  
         [0056]    If a vehicle  26  with a transmitter  23 ,  25  is within range of antennas A and/or B, the transmitter will produce a logical “high” ORVR-ID data. Otherwise, no data pulse (logical “low” ORVR-ID data) is received. At step  76 , the receiver/controller  20  receives the ORVR-ID data and determines whether or not an ORVR system is located before the corresponding dispenser  14 . If so, execution proceeds to step  78  where the CTRL signal  30  is disabled (the vapor pump  36  is not able to turn on) and at step  80 , the indicator  50  is updated to indicate that the vapor recovery system  33  is off. Otherwise, execution proceeds to step  82  and the indicator  50  is updated to indicate that the vapor recovery system  33  is on.  
         [0057]    At step  84 , the receiver/controller  20  determines if the transmitter  23 ,  25  has produced additional data. If so, execution proceeds to steps  86  and  88  where the receiver/controller  20  configures the vapor pump  36  and indicator  50  accordingly. For example, the additional data may indicate a type of fuel to be dispensed (minimum octane level, ethanol/no-ethanol, etc.). Upon completion of step  88 , or upon a negative determination at step  84 , execution proceed to step  90  where the receiver/controller  20  determines if the transaction is complete. This can be determined, for example, by a manual or automatic shutoff of the corresponding nozzle  28 . If the transaction is complete, execution returns to step  72 , otherwise execution returns to step  74 .  
         [0058]    Although illustrative embodiments of the present invention have been shown and described, a latitude of modification, change and substitution is intended in the foregoing disclosure, and in certain instances, some features of the invention will be employed without a corresponding use of other features. For example, any type of commercially available dispensing system may be modified, adapted or replaced to comprise the system  10 . Any number of pumps, islands, antennas, dispensing areas and kiosks may be included as part of the system. Many of the method steps and default configurations can be modified. Certain features are to be modified to meet the specific needs of different competing service station companies. Aspects of the operational flow of the system may optionally be used or not used. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the scope of the invention.