Patent Publication Number: US-2023139221-A1

Title: Methods and systems for on demand fuel supply

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/809,176, filed Mar. 4, 2020, which claims priority to and is a continuation-in-part of U.S. patent application Ser. No. 16/237,965, filed on Jan. 2, 2019 which claims priority to and is a continuation-in-part of U.S. patent application Ser. No. 16/171,180, filed on Oct. 25, 2018, and entitled “Improved Methods and Systems for On Demand Fuel Supply.” 
    
    
     TECHNICAL FIELD 
     The present invention generally relates to the field of fluid delivery to one or more fluid consuming assets, and more particularly, to a method and system for efficiently and safely delivering fuel to a fuel consuming asset on demand. 
     BACKGROUND OF THE INVENTION 
     In many applications, it is often desirable to deliver fuel to a fuel consuming asset. The fuel consuming asset may be remotely located from the fuel source necessitating the need for transport and delivery of the fuel in a safe and efficient manner. 
       FIG.  1    shows a system for delivering fuel to one or more fuel consuming assets  102 A,  102 B,  102 C in accordance with the prior art. A fuel tanker  104  carrying fuel is typically driven to a job site. One or more individuals  106  then manually deliver fuel to the fuel consuming assets  102 A,  102 B,  102 C through a hose  108 . In such prior art systems, fuel is delivered to the fuel consuming assets  102 A,  102 B,  102 C one at a time by the individual  106  at the job site. Once the fuel consuming assets have been refueled, the fuel tanker  104  may be driven away. Each of the fuel consuming assets  102 A,  102 B,  102 C is then continuously monitored to determine when they are running low on fuel again and the process must be repeated as needed until the work at the job site is completed. 
     Typical prior art fuel delivery systems have several shortcomings a non-exhaustive list of which follows. For example, manual delivery of fuel to the fuel consuming assets (one at a time) can be time consuming resulting in expenditure of valuable time and resources. Moreover, due to the manual nature of the fuel delivery process one or more assets may be missed in the process, especially in performance of a complex job at a job site which may involve the use of a plurality of fuel consuming assets. 
     Further, the prior art fuel delivery systems lack appropriate safety mechanisms and are prone to a risk of spills and leaks which are environmentally hazardous and can potentially cause fires at the job site. For example, a leak from the hose  108  can lead to fuel spillage since although shutting off a valve at the fuel tank  104  may stop fuel flow from the fuel tank  104  to the hose  108 , the existing fuel in the hose  108  will continue to spill until the hose  108  is emptied. Additionally, valuable time and resources must be used to replace the hose  108  with another hose and to clean up the spilled fuel, not to mention the corresponding risk of fires at the job site. Operator error while dispensing fuel can likewise result in leaks and spills. 
     Additionally, depending on the nature of the job site, the manual delivery of fuel can be difficult resulting in tripping, falling or personal injury to the individual(s) delivering the fuel at the job site. The fact that personnel would have to monitor the fuel level in each fuel consuming asset throughout the refueling process in order to avoid over filling a fuel consuming asset further compounds this problem. Moreover, in instances where there are extreme weather conditions at the job site (which is not uncommon, especially in oil and gas applications) the individuals delivering the fuel who have to remain exposed to the elements during the refueling process may suffer heat exhaustion, dehydration or frost bite depending on the nature of the job site. Finally, in prior art systems, the fuel level in each of the fuel consuming assets should be continuously monitored to determine when the fuel level has reached below a threshold level and ensure fuel is delivered on a timely manner so that the fuel consuming asset does not run out of fuel. 
     Additionally, in certain prior art implementations fuel is pumped to a fuel consuming asset. However, at certain points during the operation, the rate at which fuel is consumed by the fuel consuming asset may be less than the rate at which fuel is delivered to the fuel consuming asset by the pump. For example, the rate at which the fuel consuming asset can receive the fuel may be less than the pump&#39;s minimum flow requirements. To address this problem, prior pumps typically included a bypass line to circulate the excess fuel back to the pump and avoid pressure build up. Specifically, any fuel delivered to the fuel consuming asset in excess of what the fuel consuming asset could receive would be recirculated back to the pump through the bypass line. However, as the fuel is recirculated through the pump to address the pressure build up the fuel heats up, ultimately damaging the pump. 
     There is therefore a need for a method and system to safely and efficiently deliver fuel to such fuel consuming assets that addresses these and other shortcomings of prior art fuel delivery systems. 
     SUMMARY 
     The present disclosure may comprise one or more of the following features and combinations thereof. 
     In accordance with one illustrative embodiment, the present disclosure is directed to a system for delivering a first fluid to a fluid consuming asset having a fluid tank. The system comprises a tank, wherein the tank contains the first fluid to be delivered to the fluid consuming asset and a manifold having a first inlet and one or more outlets. The first inlet of the manifold is fluidically coupled to an outlet of the tank through a fluid coupling and the first fluid flows from the tank into the manifold through the first inlet. A first pressure relief valve is disposed on the fuel delivery coupling between the outlet of the tank and the first inlet of the manifold. The first pressure relief valve is set at a first predetermined pressure threshold. The first pressure relief valve opens when the back-pressure in the fuel delivery coupling exceeds the first predetermined pressure threshold and the first fluid is directed back to the tank through a first re-circulation inlet when the first pressure relief valve opens. The system further comprises a spigot fluidically coupled to one of the one or more outlets of the manifold. A first distal end of the spigot is fluidically coupled to one of the one or more outlets of the manifold and a second distal end of the spigot is fluidically coupled to a fluid transporting mechanism. The fluid transporting mechanism comprises a first distal end fluidically coupled to the second distal end of the spigot and a second distal end. The system further comprises a fill cap having a connection plate, wherein the connection plate is coupled to an opening of a tank of a fluid consuming asset. The fill cap further comprises a hydraulic connector fluidically coupled to the second distal end of the fluid transporting mechanism and a probe disposed within the fluid tank of the fluid consuming asset. The probe comprises an inlet at a first distal end coupled to the connection plate and an outlet at a second distal end within the fluid tank. The inlet of the probe is fluidically coupled to the hydraulic connector and the fluid flows from the fluid transporting mechanism, through the hydraulic connector and into the probe through the probe inlet. The fluid flows into the fluid tank of the fluid consuming asset through the outlet of the probe. 
     In accordance with another illustrative embodiment, the present disclosure is directed to a method of delivering fuel to a fuel consuming asset having a fuel tank, the method comprising: filling a tank with the fuel; fluidically coupling the tank to a manifold through a fuel delivery coupling, wherein a first pressure relief valve is disposed between the tank and the manifold; fluidically coupling the manifold to a fluid transporting mechanism; fluidically coupling the fluid transporting mechanism to a hydraulic connector of a fill cap; coupling the fill cap to an opening of the fuel tank; directing the fuel from the first tank to the second tank through a first connection; pressurizing the second tank; directing the fuel from the second tank to the manifold through the fuel delivery coupling; turning on a valve on the spigot to allow fluid flow through the spigot; directing the fuel through the spigot into the fluid transporting mechanism; directing the fuel from the fuel transporting mechanism to the hydraulic connector of the fill cap; directing the fuel from the hydraulic connector into the fuel tank through an outlet of a probe of the fill cap; and stopping the flow of fuel out of the probe and into the fuel tank when a level of fuel in the fuel tank reaches a predetermined maximum level. In accordance with an illustrative embodiment of the present disclosure, the first pressure relief valve is set at a first predetermined pressure threshold, the first pressure relief valve opens when the back-pressure in the fuel delivery coupling exceeds the first predetermined pressure threshold, and the fuel is directed back to the tank through a first re-circulation inlet when the first pressure relief valve opens. 
     Further, in accordance with certain illustrative embodiments, fluidically coupling the manifold to a fluid transporting mechanism comprises fluidically coupling a spigot at an outlet of the manifold to the fluid transporting mechanism. Further, in accordance with certain illustrative embodiments, coupling the fill cap to the opening of the fuel tank comprises: inserting a first connecting member having an inner lip disposed within the fuel tank and an outer lip disposed outside the fuel tank through a first opening on a connection plate of the fill cap; inserting a second connecting member having an inner lip disposed within the fuel tank and an outer lip disposed outside the fuel tank through a second opening on the connection plate of the fill cap; and fastening a first fastener corresponding to the first connecting member and a second fastener corresponding to the second connecting member until the inner lip of the first connecting member and the inner lip of the second connecting member rest against a wall of the fuel tank. 
     The objects, advantages and other features of the present invention will become more apparent upon reading of the following non-restrictive description of a preferred embodiment thereof, given by way of example only with reference to the accompanying drawings. Although various features are disclosed in relation to specific exemplary embodiments of the invention, it is understood that the various features may be combined with each other, or used alone, with any of the various exemplary embodiments of the invention without departing from the scope of the invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a more complete understanding of the present invention and its features and advantages, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which: 
         FIG.  1    is a system for delivering fuel to fuel consuming assets in accordance with the prior art; 
         FIG.  2    is a system for delivering fuel to one or more fuel consuming assets in accordance with an exemplary embodiment of the present invention; 
         FIG.  3 A  is a rear view of a manifold of a fuel delivery system in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  3 B  is a front view of a manifold of a fuel delivery system in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  4    is a close-up view of a spigot used in a manifold of a fuel delivery system in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  5 A  is a cross-sectional view of the mechanism for connecting the disclosed fuel delivery system to a fuel tank of fuel consuming asset with the connecting members not fastened in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  5 B  is a cross-sectional view of the mechanism for connecting the disclosed fuel delivery system to a fuel tank of fuel consuming asset with the connecting members fastened in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  5 C  is a cross-sectional view of the mechanism for connecting the disclosed fuel delivery system to a fuel tank of fuel consuming asset with the connecting members fastened, where the fuel level has reached the “maximum level” and fuel delivery has ceased in accordance with an exemplary embodiment of the present disclosure; 
         FIG.  6    is a perspective view of a fill cap m accordance with an exemplary embodiment of the present disclosure; 
         FIG.  7    is a top view of a connection plate of a fill cap in accordance with an exemplary embodiment of the present disclosure; and 
         FIG.  8    is a flow chart of the steps for utilizing the disclosed fuel delivery system in accordance with an exemplary embodiment of the present disclosure. 
         FIG.  9    is a system for delivering fuel to one or more fuel consuming assets in accordance with an exemplary embodiment of the present invention. 
         FIG.  10    is a perspective view of a float probe in accordance with an exemplary embodiment of the present disclosure coupled to a fill cap. 
         FIGS.  11 A and  11 B  show a perspective close up view of the float probe of  FIG.  10    in a first “open” position and a second “closed” position, respectively. 
         FIG.  12    is an exploded view of the float probe of  FIG.  10    in accordance with an illustrative embodiment of the present disclosure. 
         FIGS.  13 A and  13 B  show a perspective view of the float probe of  FIG.  10   , disposed in a fuel tank in the open position and the closed position, respectively. 
         FIG.  14    is a flow chart of the steps for utilizing the disclosed float probe in accordance with an exemplary embodiment of the present disclosure. 
     
    
    
     While embodiments of this disclosure have been depicted and described and are defined by reference to example embodiments of the disclosure, such references do not imply a limitation on the disclosure, and no such limitation is to be inferred. The subject matter disclosed is capable of considerable modification, alteration, and equivalents in form and function, as will occur to those skilled in the pertinent art and having the benefit of this disclosure. The depicted and described embodiments of this disclosure are illustrative examples only, and not exhaustive of the scope of the disclosure. 
     DESCRIPTION OF ILLUSTRATIVE EMBODIMENT(S) 
     The following detailed description illustrates embodiments of the present disclosure. These embodiments are described in sufficient detail to enable a person of ordinary skill in the art to practice these embodiments without undue experimentation. It should be understood, however, that the embodiments and examples described herein are given by way of illustration only, and not by way of limitation. Various substitutions, modifications, additions, and rearrangements may be made that remain potential applications of the disclosed techniques. Therefore, the description that follows is not to be taken as limiting on the scope of the appended claims. In particular, an element associated with a particular embodiment should not be limited to association with that particular embodiment but should be assumed to be capable of association with any embodiment discussed herein. 
     As used herein, the terms “coupled” or “couple” include both a direct connection and an indirect connection between components. Similarly, the term “fluidically coupled” includes both a direct connection allowing fluid flow between two components as well as an indirect connection allowing fluid flow between two components. Further, in the figures and the description, like numerals are intended to represent like elements. 
     As used herein, the term “fuel consuming asset” includes any equipment or component of a system that consumes fuel and may need refueling on location. For example, the term “fuel consuming asset” includes any fuel consuming equipment having a fuel tank that is too small to hold sufficient fuel to complete the task at hand before refueling is required. The term “fuel consuming asset” further includes any fuel consuming equipment that needs to refuel “on-location” because, for example, it is remotely located or moving it to a fuel source to refuel is expensive, time consuming and/or otherwise inefficient. In one embodiment, the fuel consuming asset may be equipment used in oilfield applications such as, for example, equipment used in construction or development of oil and gas fields. The term “fuel consuming asset” may include a number of other equipment including, for example, irrigation pumps, emergency response generators, construction equipment, or any oilfield services equipment (e.g., fracturing equipment, etc.). 
     In one or more exemplary embodiments there is disclosed herein a new and improved Fueling On-Demand System and associated methods used to deliver fuel to a fuel consuming asset. 
       FIG.  2    is a system for delivering fuel to one or more fuel consuming assets on-demand in accordance with an exemplary embodiment of the present disclosure. The system  200  includes a first tank  202  and a second tank  204  fluidically coupled to the first tank  202 . 
     The present invention is not limited to any specific volume for the first tank  202  and the second tank  204  and any suitable size for each tank may be used without departing from the scope of the presentation disclosure depending on the particular application. However, in certain illustrative embodiments, the first tank  202  may have a volume of approximately 20,000 gallons and the second tank may have a volume of in a range of approximately 6500 gallons to approximately 9000 gallons. 
     In accordance with an embodiment of the present invention, the second tank  204  is pressurized. The pressure of the second tank  204  may be set depending on the particular application and system requirements and the present disclosure is not limited to a specific pressure. However, in certain illustrative embodiments, the pressure of the second tank  204  may be in the range of approximately 45 psi to approximately 150 psi. Similarly, the operating pressure for the system may be set depending on the particular application and system requirements and the present disclosure is not limited to a specific pressure. However, in certain illustrative embodiments, the operating pressure of the system may be at a range of approximately 0 psi to approximately 150 psi. 
     Any suitable means known to those of ordinary skill in the art may be used to pressurize the second tank  204 . In certain illustrative embodiments, a compressor  206  may be used to pressurize the second tank  204 . The compressor  206  may be powered by a generator  208 . As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, the generator  208  may be any suitable generator for the particular application including, but not limited to, a diesel-powered generator, a gas-powered generator, etc. 
     The first tank  202  and the second tank  204  are fluidically coupled through a first connection  210 . The first connection  210  may be any suitable connection that would allow fluid flow between the first tank  202  and the second tank  204  including, but not limited to, a suitable hose or a suitable pipe. The first tank  202  contains the fuel to be delivered to the one or more fuel consuming assets  214 A,  214 B,  214 C at the job site. The fuel flows from the first tank  202  to the second tank  204  through the first connection  210 . In certain embodiments, the first connection  210  may be a metered connection and may include a metering module  211  to track the amount of fuel flowing from the first tank  202  to the second tank  204 . 
     In certain illustrative embodiments, the first tank  202  and the second tank  204  may also be fluidically coupled through an optional second connection  212 . The optional second connection  212  may also be any suitable connection that would allow fluid flow between the second tank  204  and the first tank  202  including, but not limited to, a suitable hose or a suitable pipe. The second connection  212  allows fuel to flow back from the second tank  204  to the first tank  202 . Specifically, the second connection  212  provides a recirculation path for fuel flow between the second tank  204  and the first tank  202  such that excess fuel from the second tank  204  can return to the first tank  202 . In this manner, the second connection  212  helps facilitate the constant supply of fuel under the pressure from the compressor  206  from the second tank  204  to the fuel consuming assets  214 . 
     The second tank  204  is fluidically coupled to a manifold  216  and the pressurized fuel from the second tank  204  may flow to the manifold  216  through a fuel delivery coupling  218 . Specifically, the air pressure from the compressor  206  forces the fuel from the second tank  204  through the fuel delivery coupling  218  into the manifold  216 . The manifold  216  includes an inlet (shown in  FIG.  3   ) allowing the fuel to flow therein through the fuel delivery coupling  218 . In certain illustrative embodiments, the flow of fuel through the fuel delivery coupling  218  may be metered. For instance, an inline flow meter (not shown) may be used to monitor fluid flow through the fuel delivery coupling  218 . 
     The manifold  216  further includes a plurality of outlets  219 A,  219 B,  219 C,  219 D,  219 E,  219 F. The number of outlets  219  shown in the figures of the present disclosure is for illustrative purposes only and the present disclosure is not limited to any particular number of outlets  219  for the manifold  216 . Accordingly, as would be appreciated by those of ordinary skill in the art having the benefit of the present disclosure, fewer or more outlets  219  may be used depending on the particular implementation and system requirements. The details of structure and operation of the manifold  216  is discussed further in conjunction with  FIGS.  3 A,  3 B and  4   . 
     Each outlet  219  (or a subset thereof) of the manifold  216  may be fluidically coupled to a corresponding fuel consuming asset  214 A,  214 B,  214 C via a fluid transporting mechanism. Specifically, a first distal end of the fluid transport mechanism may be fluidically coupled to an outlet  219  of the manifold  216  and a second distal end of the fluid transporting mechanism may be fluidically coupled to the fuel consuming asset. In certain implementation (as shown in  FIG.  2   ), not all outlets  219  of the manifold  216  may be utilized depending on the particular application. For instance, in the illustrative embodiment of  FIG.  2   , three of the outlets  219 A,  219 B,  219 C are fluidically coupled to corresponding fuel consuming assets  214 A,  214 B,  214 C while the remaining three outlets  219 D,  219 E,  2199 F are unused. In accordance with certain implementation, the fluid transporting mechanism may be a hose  220 A,  220 B,  220 C that may be used to fluidically couple each outlet  219 A,  219 B,  219 C to a corresponding fuel consuming asset  214 A,  214 B,  214 C. In other embodiments, other suitable fluid transporting mechanisms may be used to fluidically couple an outlet  219  of the manifold  216  to a fuel consuming asset  214 . For example, in certain illustrative embodiments, an outlet  219  of the manifold  216  may be coupled to a fuel consuming asset  214  using an aluminum pipe or a hard steel pipe. 
     In accordance with certain illustrative embodiments, the hose  220  that fluidically couples a manifold outlet  219  to a fuel consuming asset  214  may optionally be made of rubber or steel. Moreover, in certain embodiments, the hose  220  may be disposed within a Kevlar sleeve to diffuse static electricity and avoid risks (e.g., fire) associated with static electricity. In accordance with certain illustrative embodiments, the hose  220  may be a segmented hose as shown in  FIG.  2   . Specifically, the hose  220 C may have two or more segments (e.g.,  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4 ) detachably coupled together (i.e., may be removable from one another) allowing a user to selectively decouple each segment from the other as desired. In certain illustrative embodiments, the length of each hose segment  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4  may be in a range of approximately 50 ft to approximately 200 ft, although, other lengths may be used as desired without departing from the cope of the present disclosure. Although the segmented hose configuration is discussed in detail in conjunction with the hose  220 C, other hoses (e.g.,  220 A,  220 B) may likewise be segmented having a similar configuration. Moreover, although the segmented configuration is discussed in detail in conjunction with the implementation using a hose as the fluid transporting mechanism, the same configuration may likewise be implemented when using any other fluid transporting mechanism. 
     The hose segments  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4  may be detachably coupled using any suitable means for the particular application such as, for example, a threaded connection, a hydraulic dry break coupling, or cam locks. In certain illustrative embodiments, the hose segments  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4  may be coupled using a hydraulic dry break coupling  222 . In certain embodiments, the hydraulic dry break coupling  222  may be hydraulically crimped to an open end of the first hose segment  220 C 1  and the last hose segment  220 C 4  and to each distal end of the remaining hose segments  220 C 2 ,  220 C 3 . The structure and operation of a hydraulic dry break coupling  222  is known to those of ordinary skill in the art, having the benefit of the present disclosure, and will therefore not be discussed in detail herein. The hydraulic dry break coupling  222  between the hose segments  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4  allows the operator to selectively decouple the hose segments  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4  from each other throughout the process as needed without any fuel spillage. Specifically, the use of a segmented hose  220  in accordance with the illustrative embodiments of the present disclosure allows the fuel to be contained in detachable compartments (i.e., the individual hose segments) within the hose  220 . 
     The use of a segmented hose  220  has a number of advantages. For example, in the event of a leak from any particular segment of the hose  220  the operator can disconnect the leaking hose segment from its adjacent hose segments upstream and downstream in order to prevent and/or at least limit fuel spillage. Moreover, the operator can readily replace a damaged segment of a hose  220  without the need to remove and replace the whole hose. Additionally, the length of the hose can be readily increased or reduced depending on the particular implementation by selectively adding hose segments or removing hose segments as desired without the need to replace one hose with another as needed for the particular application or for each given fuel consuming asset. Other advantages of using a segmented hose would become evident to those of ordinary skill in the art having the benefit of the present disclosure. 
       FIGS.  3 A and  3 B  depict the rear view and the front view, respectively, of a manifold  216  of a fuel delivery system in accordance with an exemplary embodiment of the present disclosure. In the illustrative embodiment of  FIG.  3   , the manifold  216  is mounted on a stand  302 . However, the present disclosure is not limited to this specific implementation and the manifold  216  may be positioned at a job site in a number of other ways as desired for the particular application and job requirements. For instance, in certain implementations, the manifold  216  may be mounted onto a trailer or may be attached on the same trailer that is carrying the first tank  202  or the second tank  204 . Alternatively, the manifold  216  may be a stand-alone component exposed to the elements at the job site. 
     In the illustrative embodiment of  FIG.  3 A , the manifold  216  may comprise of a first compartment  304  having a corresponding inlet  304 A and a second compartment  306  have a corresponding inlet  306 A. The two compartments  304 ,  306  may be separated by a divider (e.g., a wall or a baffle)  308  which includes a valve  310 . The valve  310  may be any suitable valve for the particular application including, but not limited to, a ball valve or a butterfly valve. The valve  310  may be opened and closed to selectively combine or separate the first compartment  304  and the second compartment  306 . Stated otherwise, the valve  310  allows an operator to decide whether to use the manifold  216  to distribute one type of fuel (one compartment implementation) or two distinct types of fuel (two compartment implementation). 
     For instance, in certain implementations, it may be desirable to supply both clear fuel and dyed fuel at a job site. Accordingly, the operator may close the valve  310  and effectively divide the manifold  216  into two distinct compartments  304 ,  306  separated by the divider  308 . The inlet  304 A,  306 A of one of the compartments  304 ,  306  may then be fluidically coupled to a fuel delivery coupling (such as the fuel delivery coupling  218  of  FIG.  2   ) from a clear fuel source (e.g., clear diesel) and the inlet  304 A,  306 A of the other compartment  304 ,  306  may be fluidically coupled to a fuel delivery coupling from a dyed fuel source (e.g., dyed diesel). In such a two-compartment implementation, in accordance with an illustrative embodiment of the present disclosure, each fuel delivery coupling delivering fluid to each compartment of the manifold  216  would then be fluidically coupled to a corresponding first tank and a second pressurized tank configured as described in conjunction with  FIG.  2   . The operator can then deliver two different types of fuel from the same manifold  216 . In contrast, if the manifold is to be used to deliver a single type of fuel (e.g., only clear fuel or only dyed fuel) the valve  310  may be opened combining the two compartment  304 ,  306 . One or both inlets  304 A,  306 A may then be fluidically coupled to a fuel delivery coupling (such as the fuel delivery coupling  218  of  FIG.  2   ) as desired and the manifold  216  can deliver the fuel contained therein to the fuel consuming assets  214  as described in further detail below. Finally, in certain illustrative embodiments, the valve  310  may be closed dividing the manifold into two compartment  304 ,  306  but nevertheless, only one of the compartments  304 , 306  may be used to deliver a single fuel at a job site through the manifold  216 . 
     Although the illustrative embodiments of the present disclosure are described in conjunction with delivering fuel to a fuel consuming asset, one of ordinary skill in the art having the benefit of the present disclosure would readily understand that the present invention is not limited to this particular application. Specifically, the methods and systems disclosed herein may be used to delivery any fluid to any system. Accordingly, depending on the particular application and implementation, the manifold  216  may have more than two compartments similarly separated by dividers and valves as described in conjunction with  FIG.  3   . In such implementations, the same manifold may be used to deliver two or more fluids to a plurality of fluid receptacles or fluid consuming assets. 
     Moreover, the use of the divider  308  and the valve  310  is optional. For instance, in certain illustrative embodiments, the manifold  216  may be designed to be a single compartment and it may not include a divider  308  if the operator intends to use it to deliver only one type of fluid (e.g., only clear fuel). Similarly, depending on the particular application and implementation, the system may include a divider  308  but not a valve  310  to selectively combine and separate the two compartments  304 ,  306  of the manifold  216 . 
       FIG.  3 B  depicts a frontal view of the manifold  216  m accordance with an illustrative embodiment of the present disclosure. The manifold  216  includes a plurality of outlets  219 . One or more outlets  219  of the manifold  216  may include a corresponding spigot  314  which dispenses fuel. The structure and operation of the spigot  314  is discussed in further detail below in conjunction with  FIG.  4   . The manifold  216  may include any number of outlets  219  and spigots  314  as desired for the particular implementation. Moreover, the size of the outlets  219  and the spigots  314  may be varied depending on the particular application and implementation. Accordingly, the size and number of outlets  219  and spigots  314  shown in  FIG.  3    is for illustrative purposes only and is not intended to be limiting. Additionally, as shown in the illustrative embodiment of  FIG.  3   , in instances where the manifold  216  includes a divider  308 , the number of outlets  219  corresponding to each compartment  304 ,  306  may be the same or may be different (as in  FIG.  3   ). Moreover, the manifold  216  may include one or more outlets  219  that are unused (i.e., either not connected to a spigot  314  or connected to a spigot  314  that is turned “off” as described below). 
     In implementations where the manifold  216  is a single compartment (i.e., there is no divider wall  308  or the valve  310  is open allowing fluid flow between the compartments  304 ,  306 ), all spigots  314  dispense the same fluid (e.g., they all dispense clear fuel or they all dispense dyed fuel). In contrast, in implementations where the manifold comprises of two compartments (i.e., there is a divider wall  308  with no valve  310  or the valve  310  is closed prohibiting fluid flow between the compartments  304 ,  306 ), a first group of spigots  314  corresponding to the first compartment  304  may dispense a first fluid (e.g., clear fuel) and a second group of spigots  314  corresponding to the second compartment  306  may dispense a second fluid (e.g., dyed fuel). 
       FIG.  4    is a close-up view of a spigot used in a manifold of a fuel delivery system in accordance with an exemplary embodiment of the present disclosure. Specifically,  FIG.  4    depicts a spigot  314  used at an outlet  219  of the manifold  216  in accordance with an illustrative embodiment of the present disclosure. The spigot  314  comprises a nipple  402  which couples the spigot  314  to the outlet  219  of the manifold  216 . The nipple  402  is fluidically coupled to a valve  404  which may be any suitable valve such as, for example, a ball valve. The valve  404  may be selectively opened and closed to allow or prohibit fluid flow from the manifold  216  to a fuel consuming asset  214  through the spigot  314 . The spigot  314  may further include a visual flow indicator  406  fluidically coupled to the valve  404 . As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, the visual flow indicator  406  may be used to visually verify whether fuel is flowing out through the spigot  314  or not. The visual flow indicator  406  is in tum fluidically coupled to a connection member  408 . The connection member  408  mates with a corresponding connection member  410  on the hose  220 . The connection member  408  used may be any suitable connection member such as, for example, a threaded connection or cam locks. In certain illustrative implementation, the connection between the spigot  314  and the hose  220  may be a threaded connection. For instance, the connection member  408  of the spigot  314  may be a male connection and the connection member  410  on the hose  220  may be a female connection. 
     In certain implementations, the spigot  314  may also include an inline flow meter (e.g., a digital inline meter) (not shown) to monitor the fluid flow to a given fuel consuming asset  214  through the manifold  216 . The inline flow meter may be placed at any point between the valve  404  and the hose  220 . 
     Accordingly, the operator can selectively open and close the valve  404  to allow fluid flow out of any given outlet  219  of the manifold  216  through the corresponding spigot  314  into a hose  220  that is fluidically coupled to a given fuel consuming asset  214 . 
     Figure SA depicts a cross-sectional view of the mechanism for connecting the disclosed fuel delivery system to a fuel tank of a fuel consuming asset with the connecting members not fastened in accordance with an exemplary embodiment of the present disclosure. Specifically, the figure depicts an improved connection mechanism for fluidically coupling the hose  220  to the fuel consuming asset  214  in accordance with an illustrative embodiment of the present disclosure. The fuel consuming asset  214  includes a fuel tank  502  which may contain a certain amount of fuel  504 . The fuel is dispensed into the fuel tank  502  from the hose  220  through a fuel tank opening  506 . A new and improved fill cap  600  is used to fluidically couple the hose  220  to the fuel tank opening  506 . The structure and operation of the fill cap  600  is discussed in further detail below. 
       FIG.  6    is a perspective view of a fill cap  600  in accordance with an exemplary embodiment of the present disclosure. Specifically,  FIG.  6    depicts the details of the structure of a fill cap  600  in accordance with an illustrative embodiment of the present disclosure. The fill cap  600  includes a connection plate  602  that rests on the fuel tank opening  506  and may be used to couple the fill cap  600  to the fuel tank  502 . The connection plate  602  may be made from any suitable materials for the particular application including, but not limited to, aluminum, wood, steel, plexiglass, or any synthetic material deemed suitable for the particular implementation. In certain implementations, the use of clear materials (e.g., plexiglass) may be beneficial as it allows for visual inspection of fuel delivery and fuel levels within a fuel tank  502  of a fuel consuming asset  214 . 
     The connection plate  602  of the present invention is designed to be easily couplable to fuel tanks having different fuel tank opening sizes. Specifically, in one illustrative embodiment, the connection plate  602  includes two openings  614 . A connecting member  616  may be inserted through each opening  614 . In one embodiment, the connecting member  616  may be a “J” shaped or a “C” shaped connecting member. In certain implementations, it is advantageous to use a “C” shaped connecting member  616  so that the user can determine the location of the inner lip  616 A of the connecting member  616  disposed within the fuel tank  502  based on the location of the outer lip  616 B of the connecting member  616  which is disposed outside the fuel tank  502  and is therefore visually accessible and can be observed by the operator. 
     The connecting member  616  may be made of any suitable material for the desired application including, but not limited to, steel, plastic, or stainless steel. In certain embodiments, all or part of the connecting member  616  may be threaded. Once the connecting member  616  is inserted through the opening  614  on the connection plate  602 , a fastener  618  may be used to fasten the connecting member  616  such that it couples the connection plate  602  to the fuel tank opening  506 . Specifically, in one embodiment, the fastener  618  may be a nut that is coupled to threads on the connecting member  616 . Any suitable nut may be used as the fastener  618 . For instance, in certain embodiments, the fastener  618  may be a wing nut. As the fastener  618  is tightened on the connecting member  616 , the connecting member  616  moves upwards (i.e., the inner lip  616 A moves towards the connection plate  602 ) through the opening  614  in the connection plate  602  until it has moved enough for the inner lip  616 A of the connecting member  616  disposed within the fuel tank  502  to rest against the wall of the fuel tank  502  as shown in Figure SB. At this point, the connecting member  616  holds the fill cap  600  in place against the fuel tank  502  while the fueling operation is performed. 
     Although two openings  614  and two corresponding connecting members  616  are shown in the illustrative embodiment of  FIG.  5   , the present disclosure is not limited to any specific number of openings  614  and connecting member  616  for the connection plate  602 . Accordingly, in other embodiments, any number of openings  614  and connecting members  616  may be used to couple the connection plate  602  to the fuel tank opening  506  as desired. 
       FIG.  7    is a top view of a connection plate of a fill cap in accordance with another exemplary embodiment of the present disclosure. Specifically,  FIG.  7    shows a connection plate  700  for the fill cap  600  in accordance with another illustrative embodiment of the present disclosure. In certain embodiments, the connection plate  700  may have a plurality of openings  702  for the potential insertion of a connecting member. Accordingly, depending on the size of the opening of a given fuel tank at the fuel consuming asset, the user can select the openings  702  that are at a suitable distance from each other for the insertion of the connecting members therein. Once the appropriate openings are selected, the connecting members are inserted therein and fastened as explained above in order to couple the connection plate  700  (and therefore, the fill cap  600 ) to the fuel tank at the fuel tank opening. 
     In certain implementations, the connection plate  700  (or  602 ) may be made of any drillable material such as, for example, plexiglass, hardened plastic, hard rubber, wood, aluminum, or any other suitable material that can be readily impaled at the job site. Accordingly, the suitable distance of openings for the insertion of connecting members to attach the fill cap  600  to a particular tank having a particular tank opening size may be determined at the job site on the fly. Specifically, in such embodiments, the user may determine the appropriate location for the openings on the connecting plate at the job site depending on the size of the opening on the fuel tank to be refueled. The user can then drill the openings at the appropriate location on the connection plate for the insertion of the connecting member such that the distance between the connecting members is sufficient to allow the inner lip of the connecting members to hold the connection plate (and hence, the fill cap) in place once the fastener is tightened. This coupling mechanism is advantageous because it allows the fill cap  600  to be coupled to fuel tanks having varying fuel tank opening sizes. In this implementation, the present disclosure facilitates a custom positioning of the connecting member allowing the coupling of the fill cap  600  to standard and nonstandard size fuel tank openings for safe and effective securement. 
     Now turning back to  FIG.  6   , a hydraulic connector  604  is disposed on a first side of the connection plate  602 . The hydraulic connector  604  can be fluidically coupled to the hose  220  which is delivering fuel from a spigot  314  of the manifold  216 . Any suitable connection mechanism may be used to fluidically couple the hydraulic connector  604  of the fill cap  600  with the hose  220 . In certain illustrative embodiments, the connection between the hydraulic connector  604  and the hose  220  is a threaded connection. In certain illustrative embodiments, the hydraulic connector  604  may comprise of a male hydraulic fitting that mates with a female hydraulic fitting disposed on the distal end of the hose  220 . In certain illustrative embodiments, the hydraulic connector  604  is approximately L-shaped and is coupled to the connection plate  602 . In certain illustrative embodiments, the connection plate  602  may include a threaded opening thereon and the hydraulic connector  604  is coupled to the connection plate  602  by coupling a distal end of the hydraulic connector  604  (opposite to the point of connection with the hose  220 ) with the threaded opening on the connection plate  602 . 
     A probe  606  extends from a second side of the connection plate  602 . The probe comprises an inlet at a first distal end coupled to the connection plate  602  and an outlet at a second distal end. The outlet of the probe  606  is disposed within the fuel tank  502 . The probe  606  is fluidically coupled to the hydraulic connector  604  such that the fuel delivered to the hydraulic connector  604  through the hose  220  flows into the inlet of the probe  606  through the opening in the connection plate  602 . The fuel then passes through the probe  606  and is dispensed into the fuel tank  502  through the probe outlet. In certain illustrative embodiment, the probe  606  may be selectively extendable and retractable. For instance, in certain illustrative embodiments, the probe  606  may be telescopically extendable and retractable. In other embodiments, the probe  606  may comprise of one or more segments coupled through a threaded collar or joint (shown at  606 A). The user may then selectively increase or reduce the length of the probe  606  depending on the particular application and implementation by adding or removing one or more segments to the probe  606  as desired. The ability to selectively extend and retract the length of the probe  606  in this manner is beneficial as it allows the operator to easily adjust the manner of delivery of fuel to the fuel tank  502  on the fly by adjusting the position of the point of fuel delivery within the fuel tank  502 . The probe  606  may be made from any suitable material including, but not limited to, steel, copper, hard rubber, or aluminum. 
     In certain illustrative embodiments, a valve  608  may be disposed at a second distal end of the probe  606  and may be coupled thereto in order to control the fluid flow out of the outlet of the probe  606 . The valve  608  is operable to selectively open and close the outlet of the probe  606  to control the delivery of fuel to the fuel tank  502 . Specifically, the valve  608  is movable between an open position and a closed position such that fuel does not flow out of the outlet of the probe  606  when the valve is in the closed position. In contrast, with the valve  608  in the open position, fluid flows out o the outlet of the probe  606 . 
     The valve  608  may be any suitable valve for the particular application such as, for example, a foot valve or a Hudson valve. In certain illustrative embodiments, an arm  612  is operable to open and close the valve  608 . Specifically, the arm  612  may couple the valve  608  to a float  610 . In certain illustrative embodiments, the arm  612  may be made of stainless steel. The float  610  may be made from any suitable material for the particular application including, but not limited to, aluminum, foam, plastic, or wood. 
     As fuel is added to the fuel tank  502  through the probe  606 , the level of fuel  504  in the fuel tank  502  rises, moving the float  610  up. As the float  610  moves up, it moves the arm  612 , in tum moving the valve  608 . Finally, once the fuel  504  rises to a predetermined “maximum” level, the float  610  moves the arm  612  such that the arm  612  closes the valve  608  as shown in  FIG.  5 C , ceasing the delivery of fuel to the tank  502 . Stated otherwise, when the float  610  moves to a position corresponding to the predetermined “maximum” fuel level for the particular fuel tank  502 , the arm  612  shuts down the valve  608 , thereby stopping fuel flow into the fuel tank  502 . As fuel is consumed and the fuel level in the fuel tank  502  goes back down, the float  610  moves down along with the fuel level, reopening the valve  608  and automatically resuming fuel delivery to the fuel tank  502 . Accordingly, fuel is delivered by the disclosed system on continuous or “on-demand” basis in accordance with the particular asset&#39;s individual fuel consumption and/or “burn rate” without the need for any user intervention. 
     Additionally, the new and improved probe design disclosed herein provides an automated mechanism to shut down the delivery of fuel to the fuel tank  502  of each fuel consuming asset  214 A,  214 B,  214 C, virtually eliminating the risk of fuel overflow and spillage. Moreover, the methods and systems disclosed herein eliminate the need for personnel to monitor the fuel level during fuel delivery at the one or more fuel consuming assets on the job site thereby improving the efficiency of the refueling process and reducing the associated time, risk of exposure or injury, and costs. 
     Accordingly, a user can easily refuel one or more fuel consuming assets at a job site using the improved system of the present disclosure. An illustrative improved method for delivering fuel to a fuel consuming asset using the fuel delivery system of the present disclosure is now described in conjunction with  FIG.  8   . While the illustrative method of refueling contains a number of steps, one or more of these steps may be modified or eliminated without departing from the scope of the present disclosure. Similarly, additional steps may be added to the process without departing from the scope of the present disclosure. The illustrative method of using the improved fuel delivery system of the present disclosure is provided as an example only and is not intended to be a limiting. 
     First, at step  802 , the first tank  202  is filled with the fuel to be delivered (e.g., clear fuel, dyed fuel, etc.). The amount of fuel filled in the first tank  202  depends on the amount of fuel needed for the particular application. Accordingly, the term “filled” as used in this context is not limited to filling the first tank  202  to its maximum capacity and also includes instances when the first tank  202  is filled to an amount less than its maximum capacity. In certain implementations where the manifold permits a compartmentalized delivery of more than one fuel (as described above in conjunction with  FIG.  3   ) other fuels (or more generally, fluids) to be delivered are likewise disposed in a non-pressurized tank (similar to tank  202 ). 
     Next, at step  804 , the fuel and other system components are delivered to the job site. The first tank  202  carrying the fuel to be delivered is transported to the job site. The second tank  204  is likewise transported to the job site. The compressor  206  and the generator  208  are also transported to the job site. In certain illustrative embodiments, the compressor  206  and the generator  206  may be disposed on a trailer or they may be carried to the job site together with the first tank  202  and/or the second tank  204 . In certain illustrative embodiments, more than one compressor and more than one generator may be taken to the job site to provide redundancy in the event of equipment failure. Finally, the manifold  216 , the hoses  220  and the fill caps  600  are all delivered to the job site. In embodiments where the manifold permits a compartmentalized delivery of more than one fuel to a fuel consuming asset, a corresponding set of equipment (a corresponding second pressurized tank and optionally, additional compressors and generators) for the deli very of the second fuel to the second compartment of the manifold is likewise delivered to the job site and utilized as discussed below. 
     In certain implementation where it is desirable to repeatedly refuel the fuel consuming assets  214  at a job site, the non-pressurized tank (i.e., first tank  202 ) containing the fuel may be refilled and transported back and forth between the job site and the fuel source while the remaining system components (e.g., the second tank  204 , the compressor  206 , the generator  208 , fuel delivery coupling  218 , the manifold  216 , the hoses  220 , and the fill caps  600 ) may be kept at the job site throughout the performance of the job. 
     Next at step  806 , the system components are connected. Specifically, personnel at the job site will fluidically couple the first tank  202  and the second tank  204  by hooking up the first connection  210  and if present, the optional second connection  212 . The second tank  204  is also fluidically coupled to the manifold  216  using the fuel delivery component  218 . Each fuel consuming asset  214  to be refueled is also fluidically coupled to the manifold  216  using a corresponding hose  220 . Specifically, based on the distance between the manifold  216  and each fuel consuming asset  214  the required length of hose  220  is determined. In implementations using a segmented hose, the correct number of hose segments (e.g.,  220 C 1 ,  220 C 2 ,  220 C 3 ,  220 C 4 ) are coupled together to create the appropriate length of hose  220 . A first distal end of the hose  220  is then fluidically coupled to a corresponding spigot  314  of the manifold  216  and a second distal end of the hose  220  is fluidically coupled to a corresponding fill cap  600  as described above. 
     Next, at step  808 , each fill cap  600  is coupled to an opening on a fuel tank  502  of a corresponding fuel consuming asset  214  by tightening the fasteners  618  thereon so that the connecting members  616  keep the connection plate  602  of the fill cap  600  attached to the opening  506  of the fuel tank  502 . 
     Finally, at step  810 , fuel is delivered to each fuel consuming asset on demand. Specifically, once the system is connected, fuel is directed from the first tank  202  to the second tank  204  through the first connection  210 . The generator  208  then supplies power to the compressor  206  which pressurizes the pressurized tank  204 . The pressure applied by the compressor  206  directs fuel from the pressurized tank  204  through the fuel delivery coupling  218  to the manifold  216 . Any extra fuel is recirculated back to the first tank  202  through the second connection  212 . The manifold  216  then distributes the fuel through each outlet  312  having a spigot  314  with a valve  404  which is turned to the open position. The fuel then flows from the spigots  314  that are turned on (i.e., have a valve  404  in the open position) through the hose  220  to a corresponding fuel consuming asset  214  through the probe  606  of the fill cap  600 . Fuel will continue to be delivered to each fuel consuming asset until the “maximum level” of fuel for the particular asset has been reached at which point the float  610  moves up moving the arm  612  which shuts down the valve  608  on the probe  606  and stops the fuel delivery. The fuel delivery will resume once fuel is consumed and the fuel level goes down taking down the float  610  and moving the valve  608  back to the open position. 
       FIG.  9    is a system for delivering fuel to one or more fuel consuming assets in accordance with another exemplary embodiment of the present disclosure. The fuel to be delivered is disposed in a tank  900  and delivered to the job site where fuel is needed by the fuel consuming assets  214 . In certain embodiments, the tank  900  may be mounted on a trailer. The tank  900  may have any suitable volume for the particular application. For example, in certain illustrative embodiments the tank  900  may have a volume of 500 gallons to 100,000 gallons. In certain illustrative embodiments, the tank  900  may include an outlet  902  and two recirculation inlets  904 ,  906 . A generator  208  may be used to drive a pump  908  that is fluidically coupled to the tank  900  through the outlet  902 . Specifically, the pump  908  is operable to pump fuel out of the tank  900  through the outlet  902  through the fuel delivery coupling  218  into the manifold  216 . The pump  908  may be any type of pump suitable for the particular application including, but not limited to, piston pump, vein pump, centrifugal pump, pneumatic pump, blade pump in various sizes, etc. The fuel delivery coupling  218  may optionally include a filter  910  to filter the fuel being delivered and a flow meter  912  to measure fluid flow to the manifold  216 . 
     In accordance with an illustrative embodiment of the present disclosure, a first pressure relief valve  914  may be fluidically coupled to the fuel delivery coupling  218  between the pump  908  and the manifold  216 . The first pressure relief valve  914  is fluidically coupled to the tank  900  through a first recirculation inlet  904 . The first pressure relief valve  914  is set at a predetermined first pressure threshold. Accordingly, if the fuel consuming assets coupled to the manifold  216  are unable to receive the fuel at the rate being delivered by the pump  908 , the backpressure from the manifold  216  in the fuel delivery coupling  218  increases. The pressure continues to build up and once the back-pressure of the fuel in the fuel delivery coupling  218  reaches the first pressure threshold the pressure relief valve  914  opens. With the pressure relief valve  914  open, fuel flows from the fuel delivery coupling  218  back to the tank  900  through the first recirculation inlet  904 . The first pressure relief valve  914  remains open and fuel continues to flow back to the tank  900  until the pressure in the fuel delivery coupling  218  falls below the first pressure threshold. At this point, the first pressure relief valve  914  closes, stopping fuel flow back to the tank  900 . The first pressure threshold may be set depending on the particular implementation and system requirements. For example, in certain illustrative embodiments, the first pressure threshold may be set to be between approximately 15 psi to approximately 100 psi. 
     In accordance with certain illustrative embodiments, a second pressure relief valve  916  is fluidically coupled to the manifold  216  and disposed thereon. The use of two separate pressure relief valves  914 ,  916  may provide redundancy in the system. The second pressure relief valve  916  is fluidically coupled to the tank  900  through a second recirculation inlet  906 . The second pressure relief valve  916  is set at a predetermined second pressure threshold. Accordingly, if the fuel consuming assets coupled to the manifold  216  are unable to receive the fuel at the rate being delivered by the pump  908 , the back-pressure from the manifold  216  increases. The pressure continues to build up and once the back-pressure of the fuel in the manifold  216  reaches the second pressure threshold the pressure relief valve  916  opens. With the pressure relief valve  916  open, fuel flows from the manifold  216  back to the tank  900  through the second recirculation inlet  906 . The second pressure relief valve  916  remains open and fuel continues to flow back to the tank  900  until the pressure in the manifold  216  falls below the second pressure threshold. At this point, the second pressure relief valve  916  closes, stopping fuel flow back to the tank  900 . The second pressure threshold may be set depending on the particular implementation and system requirements. In certain illustrative embodiments, the first pressure threshold of the first pressure relief valve  914  and the second pressure threshold of the second pressure relief valve  916  may be the same and the two operate in tandem with each providing redundancy. In other illustrative embodiments, the first pressure threshold of the first pressure relief valve  914  and the second pressure threshold of the second pressure relief valve  916  may be different. For example, in certain illustrative embodiments, the second pressure threshold may be set to be between approximately 15 psi to approximately 100 psi. 
     Although two pressure relief valves are shown in the illustrative embodiment of  FIG.  9   , as would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, in other illustrative embodiments a single pressure relief valve may be used without departing from the scope of the present disclosure. Similarly, more than two pressure relief valves may be used to provide additional redundancy without departing from the scope of the present disclosure. As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, because the fuel is recirculated through the tank  900  which itself contains a fairly large volume of fuel, the fuel does not heat up as a result of the recirculation. Moreover, because fuel is not recirculated directly through the pump  908  (as was the case with prior art pumps having by-pass lines), the pump does not heat up and is not damaged as a result of the recirculation of the fuel. 
     The first pressure relief valve  914  and the second pressure relief valve  916  may be any suitable pressure relief valve for the particular application. In the exemplary embodiment of  FIG.  9   , the structure and operation of the manifold  216  and the components downstream therefrom to the fuel consuming assets  214  are the same as that discussed in conjunction with  FIGS.  2  through  8   . In accordance with certain illustrative embodiments, the generator  208 , the pump  908 , the filter  910 , the flowmeter  912  and the manifold  216  may be mounted on a trailer for easy transport to and from a job site. 
       FIG.  10    is a perspective view of a fill cap  600  with a float probe  1000  in accordance with a second embodiment of the present disclosure. The float probe  1000  is configured to regulate fluid flow into a desired fluid container such as, for example, a fuel consuming asset  214 . As shown in  FIG.  10   , the float probe  1000  is fluidically coupled to the hydraulic connector  604  such that fluid can flow from the hose  200  through the hydraulic connector  604  to the float probe  1000 . The float probe  1000  then regulates fluid flow into the fuel tank  502  of the fuel consuming asset  214 . 
       FIGS.  11 A and  11    B show a perspective close up view of the float probe  1000  in a first “open” position and a second “closed” position, respectively. In accordance with an illustrative embodiment of the present disclosure, the float probe  1000  comprises an upper assembly  1002 , a float assembly  1004  and a lower assembly  1006 . The float assembly  1004  is disposed between the upper assembly  1002  and the lower assembly  1006 . 
     The upper assembly  1002  may be fluidically coupled to the hose  220  for instance, through the hydraulic connector  604 . In one illustrative embodiment, the upper assembly  1002  may include threads  1008  to facilitate a threaded connection to the hydraulic connector  604 . As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, in accordance with another illustrative embodiment the hose  200  may be directly coupled to the upper assembly  1002  such as, for example, through a threaded connection using the threads  1008 . Accordingly, the fluid to be delivered to the fuel consuming asset  214  flows through the hose  220  into the upper assembly  1002 . The upper assembly  1002  includes one or more outlets  1010  and fluid flows out of the upper assembly  1002  and into the fuel tank  502  though the outlets  1010 . Although the outlets  1010  are shown to be radially disposed along the outers surface of the upper assembly  1002 , the present disclosure is not limited to any particular configuration of outlets  1010 . Accordingly, fewer or more outlets  1010  may be disposed on the upper assembly  1002  in a radial or any other desirable configuration. 
     In accordance with an illustrative embodiment of the present disclosure, two or more rods  1012  extend between the upper assembly  1002  and the lower assembly  1006 . In one embodiment, a first distal end of each rod  1012  may be coupled to the upper assembly  1002  and a second distal end of each rod  1012  may be coupled to the lower assembly  1006 . The float assembly  1004  is disposed between the upper assembly  1002  and the lower assembly  1006  and the rods  1012  extend along an outer surface of the float assembly  1004  such that the float assembly  1004  is movable along the rods  1012  between the upper assembly  1002  and the lower assembly  1006 . Accordingly, the float assembly  1004  is movable along the rods  1012  between a first position proximate to the upper assembly  1002  and a second position proximate to the lower assembly  106 . In accordance with an illustrative embodiment of the present disclosure, the float assembly  1004  may include two or more grooves  1014  extending along an outer surface thereof and the rods  1012  may be disposed in those grooves  1014  to facilitate the movement of the float assembly  1004  between the open position ( FIG.  11 A ) and the closed position ( FIG.  11 B ). 
     The float assembly  1004  includes a nipple  1016  at a first distal end thereof proximate to the upper assembly  1002 . The nipple  1016  is movable along with the float assembly  1004  and is configured to fit within the upper assembly  1002  so as to block the outlets  1010  and prevent fluid flow out of the upper assembly  1002  when the float probe is in a closed position as shown in  FIG.  11 B . The nipple  1016  may be made of any suitable material known to those of ordinary skill in the art that can seal the outlets  1010  of the upper assembly  1002 . 
     The float assembly  1004  may be made of any suitable material known to those of ordinary skill in the art with the appropriate buoyancy to float on the fluid being delivered to the fuel tank  502 . 
       FIG.  12    is an exploded view of the of the float probe  1000  in accordance with an illustrative embodiment of the present disclosure. As shown in  FIG.  12   , the nipple  1016  may be mounted on a protrusion  1202  disposed on the float assembly  1004 . For instance, the nipple  1016  may be removably coupled to the protrusion  1202  so that it can be easily removed and replaced as desired. For instance, it may be desirable to replace the nipple  1016  if it is deformed or otherwise damaged due to wear and tear such that it doesn&#39;t effectively seal the outlets  1010 . 
     In certain embodiments, the upper assembly  1002  is disposed on a seat  1204  and the rods  1012  are coupled to the seat  1204 . In accordance with certain illustrative embodiments, when the nipple  1016  is pushed into the closed position, it actuates spring  1206  which in turns pushes a pin  1208 . The movement of the pin  1208  moves a flange  1209  up into the upper assembly such that the flange  1209  blocks the outlets  1010  and prevents fluid flow out of the upper assembly  1002  and into the fuel tank  502 . 
     In accordance with certain embodiments, an inlet strainer  1210  may be disposed in the upper assembly  1002  to prevent flow of undesirable solid material into the fuel tank. In certain embodiments, the interface between upper assembly  1002  and the inlet strainer  1210  may be sealed using a sealing material such as, for example, an O-ring  1212 . 
       FIGS.  13 A and  13 B  show the float probe  1000  of the present disclosure disposed in a fuel tank  502  in the open position ( FIG.  13 A ) and the closed position ( FIG.  13 B ). Specifically, as shown in  FIG.  13 A , when the fuel level is below a predetermined threshold level the float assembly  1004  is in the “open” position and rests on the lower assembly. As the fuel level in the fuel tank  502  rises, the float assembly  1004  moves up towards the upper assembly  1002  along the rods  1012 . Once the fuel level in the fuel tank  502  reaches a predetermined maximum level, the float  1004  has moved into its “closed” position with the nipple  1016  disposed in the upper assembly  1002  and then nipple  1016  restricts fluid flow out of the outlets  1010  of the upper assembly  1002 . 
       FIG.  14    is a flow chart of the steps for utilizing the disclosed float probe in accordance with an exemplary embodiment of the present disclosure. First, at step  1402 , the float probe  1000  is disposed in a tank  502  of a fluid consuming asset. As described above, the float assembly  1004  is movable between a first position proximate to the upper assembly  1002  and a second position proximate to the lower assembly  1006  depending on the fluid level in the tank  502 . Specifically, at  1404  fluid is directed through the hydraulic connector  604  into the upper assembly  1002  of the float probe  1000 . The fluid is then directed out of the outlets  1010  disposed on the upper assembly  1002  of the float probe  1000  and into the tank  502  while the float assembly  1004  is in the second position proximate to the lower assembly  1006 . At step  1406 , as the level of fluid in the tank  502  rises the float assembly  1004  moves from the second position towards the first position until at step  1408 , the float assembly  1004  reaches the first position and prevents fluid flow out of the outlets  1010 . 
     As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, the term “prevents” in this context does not require that absolutely no fluid flow out of the outlets  1010 . Instead, that requirement is met once the flow of fluid out of the outlets  1010  has been restricted within a desired degree of tolerance that may depend, for example, on the nature of the interface between the nipple  1016  and the upper assembly  1002 . 
     Although the present disclosure is generally described in the context of delivering fuel to one or more fuel consuming assets, the methods and systems disclosed herein are not limited to this particular application. Specifically, the same methods and systems may be used in any application where it may be desirable to deliver any fluid to one or more assets that consume that fluid when the fluid consuming assets are located remotely from a fluid source. Accordingly, in such implementations, the “fuel consuming asset” referenced herein can be more generally referred to as a “fluid consuming asset.” 
     As would be appreciated by those of ordinary skill in the art with the benefit of the present disclosure the methods and systems disclosed herein provide several advantages. For example, once the system has been connected, the operator simply turns on the valve  404  on the spigots  314  corresponding to the fuel consuming assets  214  to be refueled and the system will continue to continuously refuel each asset on-demand without the need for further intervention from the operator. Moreover, the automated nature of the fuel delivery, the use of the segmented hoses  220 , and the spigots  314  having individual valves significantly reduces the risk for fuel leakage or spillage. Additionally, the fuel can be delivered to the multiple fuel consuming assets  214  in parallel significantly increasing the efficiency of the fuel delivery process and reducing the risk of one or more fuel consuming assets running out of fuel or being missed in the refueling process. As would be appreciated by those of ordinary skill in the art, having the benefit of the present disclosure, this is not intended to be an exhaustive list of all advantages and benefits of the methods and systems disclosed herein and other advantages are apparent to those of ordinary skill in the art, having the benefit of the present disclosure. 
     As would be appreciated, numerous other various combinations of the features discussed above can be employed without departing from the scope of the present disclosure. While the subject of this specification has been described in connection with one or more exemplary embodiments, it is not intended to limit any claims to the particular forms set forth. On the contrary, any claims directed to the present disclosure are intended to cover such alternatives, modifications and equivalents as may be included within their spirit and scope. Accordingly, all changes and modifications that come within the spirit of the disclosure are to be considered within the scope of the disclosure.