阅读说明：本技术 用于限制燃料输送系统中的酸性腐蚀和污染的方法和设备 (Method and apparatus for limiting acidic corrosion and contamination in fuel delivery systems ) 是由 尼古拉斯·舒尔茨 詹姆斯·诺瓦克 比尔·纳尔逊 兰德尔·布歇 马丁·特恩里奇 乔治·里施 于 2019-08-30 设计创作，主要内容包括：提供了一种用于对容纳在储存罐中的燃料进行过滤的方法和设备,其中,燃料分配泵的启动同时启动过滤系统。特别地,由分配泵输送的已加压的燃料的一部分被转移至设计成通过文丘里效应产生真空的喷射器。该真空从储存罐的底部在比用于分配泵的进入部低的位置处抽吸流体,使得位于储存罐的底部处的任何水或颗粒物质在其可能到达分配泵进入部之前被输送至喷射器。喷射器将已转移的燃料和罐底部的流体的混合物输送至过滤器,在该过滤器处,任何夹带的颗粒物质或水被过滤掉并且被从产品流中移除。清洁的经过滤的燃料然后被输送回储存罐。(A method and apparatus for filtering fuel contained in a storage tank is provided in which activation of a fuel dispensing pump simultaneously activates a filtration system. In particular, a portion of the pressurized fuel delivered by the distribution pump is diverted to an ejector designed to generate a vacuum by the venturi effect. This vacuum draws fluid from the bottom of the storage tank at a lower level than the intake for the dispensing pump so that any water or particulate matter located at the bottom of the storage tank is delivered to the eductor before it may reach the dispensing pump intake. The ejector delivers a mixture of the diverted fuel and fluid at the bottom of the tank to a filter where any entrained particulate matter or water is filtered out and removed from the product stream. The clean filtered fuel is then delivered back to the storage tank.)

1. A fuel delivery system comprising:

a water filtration system, the water filtration system comprising:

a filter configured to separate a fuel product into a filtered fuel product and a separated water product;

an injector configured to receive a first fuel flow from a fuel transfer pump and to transfer a second fuel flow to the filter; and

a vacuum port on the injector, the vacuum port configured to be operably connected to a contaminated fuel source, the vacuum port configured to deliver contaminated fuel to the filter via the second fuel flow.

2. The fuel delivery system of claim 1, further comprising:

a storage tank containing a fuel product;

a sump having the water filter of the water filtration system positioned therein; and

a pump having a first portion positioned in the sump and a second portion positioned in the storage tank, the pump having an inlet and an outlet,

the water filtration system further comprises:

a fuel inlet passage in fluid communication with the storage tank and the pump;

a fuel return passage in fluid communication with the storage tank and the pump to return the filtered fuel product to the storage tank; and

a water removal channel in fluid communication with the water filter to drain the separated water product from the water filter.

3. The fuel delivery system of claim 1, wherein the filter is a separator-type filter in which the first flow is a motive flow and the second flow is a filtered flow, the fuel delivery system comprising:

an oil/water separation tank;

a dip tube extending from an upper portion of the oil/water separation tank to a lower portion of the oil/water separation tank, the dip tube connected to a filtration and absorption line to receive the filtered flow at the upper portion and discharge the filtered flow at the lower portion; and

a filter return passage formed in the upper portion of the tank and fluidly connected to the vacuum port such that the fluid return passage is configured to convey oil separated from water through the eductor and thereby combine the filtered flow with the motive flow.

4. The fuel delivery system of claim 3, wherein the water filtration system further comprises a sensor valve assembly in fluid communication with the filter return passage, the sensor valve assembly comprising:

a float having a float density below the density of water and above the density of hydrocarbon fuel such that the float floats at a fuel/water interface, the float being movable through a range of motion from a bottom position to a top position; and

a port positioned at an entrance of the filter return passage and configured to be blocked by the float in the top position, whereby the float substantially reduces fluid flow through the filter return passage when the fuel/water interface is above a threshold level.

5. The fuel delivery system of claim 4, further comprising a flow sensor positioned along the filter return channel and in fluid communication with the vacuum port of the ejector, the flow sensor configured to sense an interruption of flow through the vacuum port of the ejector caused by the float substantially reducing the fluid flow through the filter return channel.

6. The fuel delivery system of claim 5, wherein the flow sensor is configured to issue a signal indicative of a sensed disruption of flow through the vacuum port.

7. The fuel delivery system of claim 1, wherein:

the filter is a substrate type filter and the first flow is a motive flow, and

the second fuel flow to the filter comprises the motive flow combined with a filtered flow.

8. A fuel delivery system comprising:

a water filtration system, the water filtration system comprising:

a filter configured to separate a fuel product into a filtered fuel product and a separated water product;

an injector configured to receive a motive flow of fuel from a fuel transfer pump;

a vacuum port on the injector, the vacuum port configured to be operably connected to a contaminated fuel source, the vacuum port configured to draw a filtered flow of fuel through the filter as the motive flow of fuel passes through the injector.

9. The fuel delivery system of claim 8, further comprising:

a storage tank containing a fuel product;

a sump having the water filter of the water filtration system positioned therein; and

a pump having a first portion positioned in the sump and a second portion positioned in the storage tank, the pump having an inlet and an outlet,

the water filtration system further comprises:

a fuel inlet passage extending from the storage tank to the inlet of the pump;

a fuel return passage extending from the outlet of the pump to the storage tank;

a filter absorption line operably disposed between the storage tank and the vacuum port of the ejector, the filter absorption line fluidly connected to the water filter and configured to transmit a vacuum generated by the ejector to the water filter to draw the filtered flow of fuel product from the storage tank into the water filter; and

a water removal channel in fluid communication with a lower portion of the water filter such that the water removal channel is configured to drain accumulated water from the water filter.

10. The fuel delivery system of claim 9, wherein the water filter is a separator-type filter, the water filter comprising:

an oil/water separation tank;

a dip tube extending from an upper portion of the oil/water separation tank to a lower portion of the oil/water separation tank, the dip tube connected to the filtration and absorption line to receive the filtered flow at the upper portion and discharge the filtered flow at the lower portion; and

a filter return passage formed in the upper portion of the tank and fluidly connected to the vacuum port such that the fluid return passage is configured to deliver oil separated from water to the eductor.

11. The fuel delivery system of claim 10, wherein the water removal passage is in fluid communication with the dip tube, the system further comprising:

an absorption valve positioned along the filtration absorption line, the absorption valve having a closed configuration preventing fluid flow from the storage tank to the oil/water separation tank and an open configuration allowing fluid flow from the storage tank to the oil/water separation tank; and

a water outlet valve positioned along the water removal channel, the water outlet valve having a closed configuration preventing fluid from being drawn from the oil/water separation tank via the dip tube and an open configuration allowing fluid to be drawn from the oil/water separation tank via the dip tube,

whereby the fuel delivery system is configured to draw water from the oil/water separation tank via the water removal channel when the water outlet valve is open and the absorption valve is closed, and

whereby the fuel delivery system is configured to collect and retain water in the oil/water separation tank when the water outlet valve is closed and the absorption valve is open.

12. The fuel delivery system of claim 11, further comprising a check valve positioned along the absorption line between the storage tank and the absorption valve, the check valve oriented to allow the filtration of fuel to flow to the water filter but prevent any fluid flow from the water filter to the storage tank.

13. The fuel delivery system of claim 8, further comprising:

a water sensor exposed to an interior of the water filter at a height above a lower portion of the water filter, the water sensor configured to emit a signal when water contained within the water filter is detected at the height;

a controller programmed to take remedial action when the water sensor signals.

14. The fuel delivery system of claim 13, wherein the remedial action includes at least one of issuing a notification and activating a pump to draw water from the water filter.

15. The fuel delivery system of claim 13, wherein the height of the water sensor is above at least a majority of a nominal volume of the water filter.

16. The fuel delivery system of claim 8, wherein the water filtration system further comprises a sensor valve assembly in fluid communication with the vacuum port of the injector, the sensor valve assembly comprising:

a float having a float density below the density of water and above the density of hydrocarbon fuel such that the float floats at a fuel/water interface, the float being movable through a range of motion from a bottom position to a top position; and

a port in fluid communication with the vacuum port of the ejector and configured to be blocked by the float in the top position, whereby the float substantially reduces fluid flow through the vacuum port of the ejector when the fuel/water interface is above a threshold level.

17. The fuel delivery system of claim 16, further comprising a flow sensor in fluid communication with the vacuum port of the injector, the flow sensor configured to sense a substantial reduction in the fluid flow through the vacuum port of the injector.

18. The fuel delivery system of claim 17, wherein the flow sensor is configured to issue a signal indicating that water contained within the water filter is at a threshold height within the water filter, the system further comprising a controller programmed to take remedial action when the flow sensor issues a signal.

19. A method of filtering fluid from a fuel delivery system, the method comprising:

operating a fuel transfer pump to transfer fuel from a fuel storage tank to a fuel dispenser;

diverting a flow of diverted fuel from the fuel transfer pump;

utilizing the diverted fuel stream as a motive flow through an ejector, the motive flow cooperating with the ejector to create a vacuum at a vacuum port of the ejector; and

delivering a filtered flow of fluid from the fuel storage tank to a water filter using the vacuum generated by the ejector.

20. The method of claim 19, wherein the water filter is a substrate-type filter.

21. The method of claim 19, wherein the water filter is a separator-type filter comprising an oil/water separation tank.

22. The method of claim 21, wherein the filtered flow of fluid defines a fluid velocity of less than 4.0 feet per second.

23. The method of claim 19, further comprising:

determining that accumulated water in the water filter has reached a threshold level; and

draining the accumulated water from the water filter.

24. The method of claim 23, wherein the determining step comprises activating a water sensor exposed to the interior of the oil/water separation tank.

25. The method of claim 23, wherein the step of draining the accumulated water comprises transporting the accumulated water from the bottom of the water filter via a water removal channel.

26. The method of claim 25, wherein the water removal passage includes a dip tube extending from an upper portion to a lower portion of the water filter.

27. A method of filtering fluid from a fuel delivery system, the method comprising:

operating a fuel transfer pump to transfer fuel from a first location in a fuel storage tank to a fuel dispenser,

the operating step also delivers a filtered flow of fluid from a second location in the fuel storage tank to a water filter.

28. The method of claim 27, wherein the second location is positioned above the first location.

Technical Field

The present disclosure relates to controlling fuel delivery systems, and in particular, to methods and apparatus for controlling fuel delivery systems to limit acidic corrosion and/or to limit the accumulation of water and particulate matter in stored fuel.

Background

Fuel delivery systems typically include one or more underground storage tanks that store various fuel products and one or more fuel dispensers that dispense the fuel products to consumers. The underground storage tanks may be coupled to the fuel dispensers via corresponding underground fuel delivery lines.

For example, in the context of an automotive fuel delivery system, the fuel product may be delivered to a consumer's automobile. In such systems, the fuel product may comprise a mixture of gasoline and an alcohol, particularly ethanol. Mixtures having about 2.5% by volume ethanol ("E-2.5"), 5% by volume ethanol ("E-5"), 10% by volume ethanol ("E-10"), or more, and in some cases up to 85% by volume ethanol ("E-85") are now available as fuels for automobiles and trucks in the United states and other parts of the world. Other fuel products include, for example, diesel and biodiesel.

A sump (i.e., dimple) may be provided around the equipment of the fuel delivery system. Such sumps can trap liquid and vapor to prevent environmental release. In addition, such a sump may facilitate access to and maintenance of the equipment. The sump may be disposed in various locations throughout the fuel delivery system. For example, the dispenser sump may be positioned below the fuel dispenser to provide access to pipes, connectors, valves, and other equipment located below the fuel dispenser. As another example, the turbine sump may be located above an underground storage tank to provide access to turbine pump heads, piping, leak detectors, electrical wiring, and other equipment located above the underground storage tank.

Underground storage tanks and sumps may experience premature corrosion. Attempts have been made to control this corrosion by using fuel additives such as biocides and corrosion inhibitors. However, fuel additives may be ineffective, for example, for certain microbial species, gradually deplete over time, and cause fouling. Attempts have also been made to control this corrosion with strict and time consuming water maintenance measures, which are generally not appreciated by retail gas station operators.

Water and/or particulate matter can sometimes also contaminate the fuel stored in the underground storage tanks. Because these contaminants are generally heavier than the fuel product itself, any water or particulate matter found in the storage tank is generally confined to the "layer" of fuel that mixes with the contaminants at the bottom of the tank. Because the distribution of these contaminants can adversely affect the applications in which the vehicle or other end-use is used, attempts have been made to detect and remediate such contaminants in a timely manner.

Disclosure of Invention

The present disclosure relates to methods and apparatus for controlling a fuel delivery system to limit acidic corrosion. An exemplary control system includes a controller, at least one monitor, an output device, and a repair system. A monitor of the control system may collect and analyze data indicative of a corrosive environment in the fuel delivery system. The output device of the control system can automatically alert the operator to the corrosive environment of the gasoline station so that the operator can take preventive or remedial action. A remediation system of the control system may take at least one remedial action to remediate the corrosive environment in the fuel delivery system.

The present disclosure also relates to methods and apparatus for filtering fuel contained in a storage tank, wherein activation of a fuel dispensing pump simultaneously activates a filtration system. In particular, a portion of the pressurized fuel delivered by the distribution pump is diverted to an ejector designed to generate a vacuum by the venturi effect. This vacuum draws fluid from the bottom of the storage tank at a lower level than the intake for the dispensing pump so that any water or particulate matter located at the bottom of the storage tank is delivered to the eductor before it may reach the dispensing pump intake. The ejector delivers a mixture of the diverted fuel and fluid at the bottom of the tank to a filter where any entrained particulate matter or water is filtered out and removed from the product stream. The clean filtered fuel is then delivered back to the storage tank.

According to an embodiment of the present disclosure, there is provided a fuel delivery system including: a storage tank containing a fuel product; a fuel delivery line in communication with the storage tank; at least one monitor that collects data indicative of a corrosive environment in a fuel delivery system; a controller in communication with the at least one monitor to receive data collected from the at least one monitor; and a repair system configured to take at least one remedial action to repair the corrosive environment when initiated by the controller in response to the collected data.

According to another embodiment of the present disclosure, there is provided a fuel delivery system comprising: a storage tank containing a fuel product; a fuel delivery line in communication with the storage tank; a monitor comprising a light source, a corrosive target material exposed to a corrosive environment in the fuel delivery system, and a detector configured to detect light passing through the target material from the light source; and a controller in communication with the monitor.

According to yet another embodiment of the present disclosure, there is provided a fuel delivery system comprising: a storage tank containing a fuel product; a storage tank; a pump having a first portion positioned in the sump and a second portion positioned in the storage tank; and a water filtration system. The water filtration system includes: a water filter positioned in the sump and configured to separate the fuel product into a filtered fuel product and a separated water product; a fuel inlet passage in fluid communication with the storage tank and the water filter via a pump to direct the fuel product to the water filter; a fuel return passage in fluid communication with the water filter and the storage tank to return the filtered fuel product to the storage tank; and a water removal channel in fluid communication with the water filter to allow the separated water product to be discharged from the water filter.

In accordance with yet another embodiment of the present disclosure, a fuel delivery system is provided that includes a water filtration system. The water filtration system includes: a filter configured to separate the fuel product into a filtered fuel product and a separated water product; an injector configured to receive a flow of fuel from the fuel transfer pump and to deliver the flow of fuel to the filter; and a vacuum port on the injector, the vacuum port configured to be operably connected to the contaminated fuel source such that the vacuum port draws the contaminated fuel through the injector into the fuel stream and delivers a mixture of the fuel and the contaminated fuel to the filter.

In accordance with yet another embodiment of the present disclosure, a fuel delivery system is disclosed, comprising: a storage tank containing a fuel product; a dispenser; a water filter; a fuel absorption line in fluid communication with the storage tank and the dispenser to deliver the fuel product to the dispenser; a filter absorption line in fluid communication with the storage tank and the water filter to deliver the fuel product to the water filter, the water filter configured to separate the fuel product into a filtered fuel product and a separated water product; a fuel return passage in fluid communication with the water filter and the storage tank to return the filtered fuel product to the storage tank; and a water removal channel in fluid communication with the water filter to allow the separated water product to be discharged from the water filter.

Additional aspects of the disclosure are described further below.

1. A fuel delivery system comprising:

a storage tank containing a fuel product;

a fuel delivery line in communication with the storage tank;

at least one monitor that collects data indicative of a corrosive environment in the fuel delivery system;

a controller in communication with the at least one monitor to receive data collected from the at least one monitor; and

a repair system configured to take at least one remedial action to repair the corrosive environment when initiated by the controller in response to the collected data.

2. The fuel delivery system of claim 1, further comprising:

a pump configured to deliver the fuel product from the storage tank to the fuel delivery line; and

a sump positioned about at least a portion of the pump.

3. The fuel delivery system of claim 2, wherein the repair system comprises a first air passage configured to vent the sump to the storage tank.

4. The fuel delivery system of claim 3, further comprising a second air passage configured to draw air from the ambient atmosphere into the sump.

5. The fuel delivery system of claim 1, wherein the repair system comprises at least one radiation source.

6. The fuel delivery system of claim 5, wherein the at least one radiation source is an ultraviolet-C light source.

7. The fuel delivery system of claim 1, wherein the at least one monitor comprises: a light source; a corrosive target material exposed to the corrosive environment in the fuel delivery system; and a detector configured to detect light passing through the target material from the light source.

8. The fuel delivery system of claim 7, wherein the corrosive target material is comprised of copper or low carbon steel.

9. The fuel delivery system of claim 7, wherein the corrosive target material comprises a plurality of pores.

10. The fuel delivery system of claim 7, wherein the corrosive target material is one of a woven mesh and a perforated sheet.

11. A fuel delivery system comprising:

a storage tank containing a fuel product;

a fuel delivery line in communication with the storage tank;

a monitor comprising a light source, a corrosive target material exposed to a corrosive environment in the fuel delivery system, and a detector configured to detect light passing through the target material from the light source; and

a controller in communication with the monitor.

12. The fuel delivery system of claim 11, wherein the corrosive target material is comprised of copper or low carbon steel.

13. The fuel delivery system of claim 11, wherein the corrosive target material comprises a plurality of pores.

14. The fuel delivery system of claim 11, wherein the corrosive target material is one of a woven mesh and a perforated sheet.

15. The fuel delivery system of claim 11, wherein the monitor further comprises:

a first housing containing the light source and the detector; and

a second housing containing the corrosive target material, the second housing being removably coupled to the first housing.

16. The fuel delivery system of claim 15, wherein the first housing is hermetically sealed with respect to the corrosive environment in the fuel delivery system and the first housing is at least partially transparent.

17. The fuel delivery system of claim 15, wherein the second housing includes a reflective surface positioned downstream of the light source and upstream of the detector.

18. The fuel delivery system of claim 15, wherein the first and second housings are positioned in at least one of:

a vapor space of the storage tank; and

the vapor space of the sump.

19. The fuel delivery system of claim 15, wherein the second housing has a relatively smaller side opening adjacent to the corrosive target material and a relatively larger side opening opposite the corrosive target material.

20. The fuel delivery system of claim 15, wherein the second housing has a bottom opening centered below the corrosive target material.

21. The fuel delivery system of claim 11, wherein the corrosive target material of the monitor has:

a first configuration in which the corrosive target material is exposed to the corrosive environment in the fuel delivery system; and

a second configuration in which the corrosive target material is removed from the corrosive environment in the fuel delivery system and the corrosive target material is positioned between the light source and the detector.

22. The fuel delivery system of claim 11, wherein the detector is one of a photosensor and a camera.

23. A fuel delivery system comprising:

a storage tank containing a fuel product;

a storage tank;

a pump having a first portion positioned in the sump and a second portion positioned in the storage tank; and

a water filtration system, the water filtration system comprising:

a water filter positioned in the sump and configured to separate the fuel product into a filtered fuel product and a separated water product;

a fuel inlet passage in fluid communication with the storage tank and the water filter via the pump to direct the fuel product to the water filter;

a fuel return passage in fluid communication with the water filter and the storage tank to return the filtered fuel product to the storage tank; and

a water removal channel in fluid communication with the water filter to drain the separated water product from the water filter.

24. The fuel delivery system of claim 23, wherein the fuel inlet passage is coupled to the pump at a location upstream of a leak detector.

25. The fuel delivery system of claim 23, further comprising:

an inlet valve positioned along the fuel inlet passage; and

a controller that opens the inlet valve at a predetermined start time other than when a high demand fuel is dispensed.

26. The fuel delivery system of claim 23, further comprising:

a drain valve positioned along the water removal channel;

a high level water sensor positioned in the water filter; and

a controller that opens the drain valve when the high level water sensor detects water in the water filter.

27. The fuel delivery system of claim 26 further comprising a low level water sensor positioned in the water filter, wherein the controller closes the drain valve when the low level water sensor does not detect water in the water filter.

28. The fuel delivery system of claim 26, wherein the high level water sensor is positioned below an inlet to the fuel return passage.

29. The fuel delivery system of claim 23, wherein the water removal passage extends out of the sump to allow the separated water product to drain out of the sump continuously.

30. The fuel delivery system of claim 23, wherein the water removal passage extends to a second storage tank positioned in the sump to allow the separated water product to drain into the storage tank.

31. The fuel delivery system of claim 30, further comprising:

a high level water sensor positioned in the second storage tank; and

a controller that sends information that the second storage tank needs to be emptied when the high level water sensor detects water in the second storage tank.

32. The fuel delivery system of claim 23, further comprising a selective absorbent in fluid communication with the water removal passage to remove oil from the separated water product.

33. The fuel delivery system of claim 23, wherein the fuel return passage returns the filtered fuel product to the storage tank in a manner that promotes circulation in the storage tank.

34. A fuel delivery system comprising:

a water filtration system, the water filtration system comprising:

a filter configured to separate a fuel product into a filtered fuel product and a separated water product;

an injector configured to receive a flow of fuel from a fuel delivery pump and deliver the flow of fuel to the filter;

a vacuum port on the injector, the vacuum port configured to be operably connected to a contaminated fuel source such that the vacuum port draws contaminated fuel through the injector into the fuel stream and delivers a mixture of fuel and contaminated fuel to the filter.

35. The fuel delivery system of claim 34, further comprising:

a storage tank containing a fuel product;

a fuel dispenser; and

a pump having a fuel intake line connected to the injector and the dispenser such that the pump is configured to discharge the fuel product to the injector and the dispensing nozzle simultaneously.

36. The fuel delivery system of claim 35, further comprising a sump, the pump having a first portion positioned in the sump and a second portion positioned in the storage tank.

37. The fuel delivery system of claim 36, further comprising a filter absorption line extending from the canister to the vacuum port of the ejector, wherein:

a first gap is formed between the bottom of the storage tank and an inlet to the fuel absorption line; and is

A second gap is formed between the bottom of the storage tank and an inlet to the filtering absorption line,

the first gap is larger than the second gap, whereby contaminants that settle at the bottom of the storage tank flow into the filter absorption line from flowing into the fuel absorption line.

38. The fuel delivery system of claim 34, wherein the filter comprises:

a filter element;

a fuel inlet located above the filter element;

a fuel outlet located below a top of the filter element; and

a water removal passage located below the fuel outlet.

39. A fuel delivery system comprising:

a storage tank containing a fuel product;

a dispenser;

a water filter;

a fuel absorption line in fluid communication with the storage tank and the dispenser to deliver the fuel product to the dispenser;

a filter absorption line in fluid communication with the storage tank and the water filter to deliver the fuel product to the water filter, the water filter configured to separate the fuel product into a filtered fuel product and a separated water product;

a fuel return passage in fluid communication with the water filter and the storage tank to return the filtered fuel product to the storage tank; and

a water removal channel in fluid communication with the water filter to drain the separated water product from the water filter.

40. The fuel delivery system of claim 39, further comprising:

a pump positioned along the fuel absorption line; and

an eductor positioned along the filtration absorption line.

41. The fuel delivery system of claim 39, wherein the inlet to the filter-adsorption line is positioned closer to a bottom surface of the storage tank than the inlet to the fuel-adsorption line.

Drawings

The above-mentioned and other features and advantages of this disclosure, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein:

FIG. 1 depicts an example fuel delivery system of the present disclosure showing above-ground components, such as fuel dispensers, and below-ground components, such as storage tanks containing fuel product, fuel delivery lines, turbine sumps, and dispenser sumps;

FIG. 2 is a cross-sectional view of the holding tank and turbine sump of FIG. 1;

FIG. 3 is a schematic illustration of an exemplary control system of the present disclosure including a controller, at least one monitor, an output device, and a repair system;

FIG. 4 is a schematic illustration of a first exemplary electronic monitor for use in the control system of FIG. 3;

FIG. 5 is a schematic illustration of a second exemplary electronic monitor for use in the control system of FIG. 3;

FIG. 6 is a schematic diagram of a third exemplary optical monitor for use in the control system of FIG. 3;

FIG. 7 includes photographs of the corrosive samples tested in example 1;

FIG. 8 is a graphical representation of the relative transmitted light intensity over time for each sample transmitted through example 1;

FIG. 9 is a graphical representation of normalized transmitted light intensity over time for each sample transmitted through example 1;

FIG. 10 is a graphical representation of transmitted light intensity over time through the corrosive samples tested in example 2;

FIG. 11 is a perspective view of a turbine sump having a water filtration system;

FIG. 12 is a perspective view of a turbine sump having a water filtration system similar to FIG. 11 and further including a water storage tank;

FIG. 13 illustrates an exemplary method for operating a water filtration system;

FIG. 14 is a schematic view of another exemplary water filtration system utilizing continuous filtration by spraying;

FIG. 15 is an enlarged portion of the schematic of FIG. 14 illustrating components of the water filtration system;

FIG. 16 is a perspective view of another exemplary optical monitor including an upper housing with a light source and an optical detector and a lower housing with a corrosive target material and a reflective surface;

FIG. 17 is an exploded perspective view of the lower housing and corrosive target material of FIG. 16;

FIG. 18 is a top plan view of the lower housing and corrosive target material of FIG. 16;

FIG. 19 is a partial cross-sectional view of the optical monitor of FIG. 16;

FIG. 20 is a graphical representation of relative humidity and temperature over time for a turbine sump having a desiccant; and

FIG. 21 is a schematic view of another exemplary water filtration system utilizing continuous filtration by spraying;

FIG. 22 is an enlarged portion of the schematic of FIG. 21 illustrating components of the water filtration system;

FIG. 23 is a perspective view of yet another exemplary water filtration system utilizing continuous filtration by spraying;

FIG. 24A is a side, cross-sectional, and partial cross-sectional view of the water filtration system of FIG. 23;

FIG. 24B is a side, enlarged view of a portion of the water filtration system of FIG. 24A;

FIG. 25 is a side view, cross-sectional view of a portion of the water filtration system of FIG. 23 illustrating the water filter in a partial water capacity;

FIG. 26 is another side view, cross-sectional view of a portion of the water filtration system of FIG. 23 illustrating the water filter at full water capacity; and

fig. 27 is a perspective view of an automatic shut-off valve used in the water filter shown in fig. 23 to 26.

Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate exemplary embodiments of the invention and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

Detailed Description

An exemplary fuel delivery system 10 is shown in FIG. 1. The fuel delivery system 10 includes a fuel dispenser 12, the fuel dispenser 12 being for dispensing a liquid fuel product 14 from a liquid storage tank 16 to a consumer. Each storage tank 16 is fluidly coupled to one or more dispensers 12 via a corresponding fuel delivery line 18. The storage tank 16 and transfer line 18 are illustratively located underground, but it is also within the scope of the present disclosure that: the storage tank 16 and/or transfer line 18 may be positioned above ground.

The fuel delivery system 10 of fig. 1 also includes a pump 20 to draw the fuel product 14 from the storage tank 16 and to deliver the fuel product 14 to the dispenser 12 through the delivery line 18. The pump 20 is illustratively a submersible turbine pump ("STP") having a turbine pump head 22 located above the storage tank 16 and a submersible motor 24 located within the storage tank 16. However, it is also within the scope of the present disclosure: other types of pumps may be used to transport the fuel product 14 through the fuel delivery system 10.

The fuel delivery system 10 of FIG. 1 also includes various underground sumps (i.e., pits). The first dispenser sump 30 is disposed below the dispenser 12 to protect and provide access to the pipes (e.g., transfer lines 18), connectors, valves, and other equipment located in the first dispenser sump 30, and the first dispenser sump 30 is to contain any material that may be released below the dispenser 12. A second turbine sump 32, also shown in fig. 2, is disposed above the storage tank 16 to protect and provide access to the pump 20, the piping (e.g., the delivery line 18), the leak detector 34, the electrical wiring 36, and other equipment located in the second turbine sump 32. The turbine pump 32 is illustratively covered with an underground cover 38 and a ground level well cover 39, which underground cover 38 and ground level well cover 39 protect equipment located within the turbine sump 32 when installed and allow access to equipment located within the turbine sump 32 when removed.

According to an exemplary embodiment of the present disclosure, the fuel delivery system 10 is an automotive fuel delivery system. In this embodiment, the fuel product 14 may be, for example, a gasoline/ethanol mixture delivered to a consumer's automobile. The concentration of ethanol in the gasoline/ethanol blended fuel product 14 may vary from 0% to 15% or more by volume. For example, the fuel product 14 may contain about 2.5% ethanol by volume ("E-2.5"), about 5% ethanol by volume ("E-5"), about 7.5% ethanol by volume ("E-7.5"), about 10% ethanol by volume ("E-10"), about 15% ethanol by volume ("E-15"), or more, in some cases up to about 85% ethanol by volume ("E-85"). As discussed in U.S. publication No.2012/0261437, the disclosure of which is expressly incorporated herein by reference in its entirety, ethanol may attract water into the gasoline/ethanol blended fuel product 14. The water in the fuel product 14 may be present in a dissolved state, an emulsified state, or a free water state. In fact, water may also cause phase separation of the fuel product 14.

In addition to being present in the storage tank 16 as part of the gasoline/ethanol blended fuel product 14, ethanol may enter other locations of the fuel delivery system 10 in a vapor or liquid state, including the dispenser sump 30 and the turbine sump 32. In the event of a fluid leak from the dispenser 12, for example, some of the gasoline/ethanol blended fuel product 14 may drip from the dispenser 12 in a liquid state into the dispenser sump 30. Additionally, in the event of a vapor leak from storage tank 16, the spent vapor of storage tank 16 may escape storage tank 16 and travel into turbine sump 32. In certain instances, the turbine sump 32 and/or components housed in the turbine sump 32 (e.g., metal fittings, metal valves, metal plates) may be cooled sufficiently in temperature to condense the ethanol vapor back to a liquid state in the turbine sump 32. Along with the ethanol, water from the surrounding soil, the fuel product 14, or another source may also enter the storage tanks 30, 32 in a vapor or liquid state, such as by dripping into the storage tanks 30, 32 in a liquid state or by evaporating and then condensing in the storage tanks 30, 32. Leakage of ethanol and/or water into the sumps 30, 32 may occur, for example, through various connection points located in the sumps 30, 32. Ethanol and/or water may escape from the vented sumps 30, 32, but may also be trapped in the unvented sumps 30, 32.

In the presence of certain bacteria and water, ethanol present in fuel delivery system 10 may be oxidized to produce acetate according to equation I below.

CH₃CH₂OH+H₂O→CH₃COO^-+H⁺+2H₂ (I)

The acetate salt may then be protonated to produce acetic acid according to equation II below.

CH₃COO^-+H⁺→CH₃COOH (II)

The conversion of ethanol to acetic acid may also occur in the presence of oxygen according to equation III below.

2CH₃CH₂OH+O₂→2CH₃COOH+2H₂O (III)

Acetic acid producing bacteria or AABs can produce acetate and acetic acid, for example, by metabolic fermentation processes that are used commercially to produce vinegar. Acetic acid producing bacteria generally belong to the family acetobacteriaceae, which includes acetobacter, gluconobacter, and Gluconacetobacter (Gluconacetobacter). Acetic acid-producing bacteria are very common in nature and may, for example, be present in the soil surrounding the fuel delivery system 10. Such bacteria may enter the sumps 30, 32 to initiate the above equations I to III, for example, when soil or debris falls into the sumps 30, 32 or when rain water seeps into the sumps 30, 32.

The products of equations I through III above may be equilibrated in reservoirs 30, 32, wherein some of the acetate and acetic acid are dissolved into the liquid water present in reservoirs 30, 32 and some of the acetate and acetic acid are volatilized into a vapor state. In general, the amount of acetate or acetic acid present in the vapor state is proportional to the amount of acetate or acetic acid present in the liquid state (i.e., the more acetate or acetic acid present in the vapor state, the more acetate or acetic acid present in the liquid state).

Although acetic acid is classified as a weak acid, acetic acid can be corrosive to fuel delivery system 10, particularly at high concentrations. For example, the acetic acid may react to deposit a metal oxide (e.g., rust) or a metal acetate on the metal fitting of the fuel delivery system 10. Because equations I through III are microbiologically influenced reactions, these deposits in fuel delivery system 10 may be tubular or spherical in shape.

To limit corrosion in the fuel delivery system 10, a control system 100 and corresponding monitoring method are provided herein. As shown in fig. 3, the illustrative control system 100 includes a controller 102, one or more monitors 104 in communication with the controller 102, an output device 106 in communication with the controller 102, and a remediation system 108 in communication with the controller 102, each of which is further described below.

The controller 102 of the control system 100 illustratively includes a microprocessor 110, e.g., a Central Processing Unit (CPU), and associated memory 112. The controller 102 may be any type of computing device that has access to a computer-readable medium having stored therein one or more sets of instructions (e.g., software code) and that executes the instructions to perform one or more of the sequences, methods, procedures, or functions described herein. In general, the controller 102 may access and execute instructions to collect, classify, and/or analyze data from the monitor 104, determine an appropriate response, and communicate the response to the output device 106 and/or the repair system 108. Controller 102 is not limited to being a single computing device, but may also be a collection of computing devices that together execute instructions (e.g., a collection of computing devices accessible via a network). The instructions and a suitable operating system for executing the instructions may reside, for example, within the memory 112 of the controller 102. The memory 112 may also be configured to store real-time data and measurements from the monitor 104 as well as historical data and measurements, as well as to store reference data. The memory 112 may store information in a database arrangement, such as in an array and a look-up table.

The controller 102 of the control system 100 may be part of a large controller that controls the rest of the fuel delivery system 10. In this embodiment, the controller 102 is capable of operating and communicating with other components of the fuel delivery system 10, such as, for example, the dispenser 12 (FIG. 1), the pump 20 (FIG. 2), and the leak detector 34 (FIG. 2), and with other components of the fuel delivery system 10. An exemplary controller 102 is TS-550 available from Franklin melting Systems Inc., of Madison, WisconsinA fuel management system.

The monitor 104 of the control system 100 is configured to automatically and periodically collect data indicative of the corrosive environment in the fuel delivery system 10. In operation, the monitor 104 may, for example, draw a liquid or vapor sample from the fuel inlet system 10 and test the sample directly or test for a target material that has been exposed to the sample. In certain embodiments, the monitor 104 operates continuously, collecting samples and measuring data, for example, approximately once per second or minute. The monitor 104 is also configured to communicate the collected data to the controller 102. In certain embodiments, the monitor 104 processes the data before sending the data to the controller 102. In other embodiments, the monitor 104 sends the data to the controller 102 in raw form for processing by the controller 102. The illustrative monitor 104 is wired to the controller 102, but it is also within the scope of the present disclosure: the monitor 104 may communicate with the controller 102 in a wireless manner (e.g., via an internet network).

The location of each monitor 104 within fuel delivery system 10 may vary depending on the type of data to be collected by each monitor 104. Returning to the illustrated embodiment of fig. 2, a monitor 104 'is positioned, for example, in the liquid space (e.g., middle or bottom) of the storage tank 16 to collect data about the liquid fuel product 14 in the storage tank 16, a monitor 104 "is positioned in the air gap (ullage) or vapor space (i.e., top) of the storage tank 16 to collect data about any vapor present in the storage tank 16, a monitor 104'" is positioned in the liquid space (i.e., bottom) of the turbine sump 32 to collect data about any liquid present in the turbine sump 32, and a monitor 104 "" is positioned in the vapor space (i.e., top) of the turbine sump 32 to collect data about any vapor present in the turbine sump 32. The monitor 104 may be positioned in other suitable locations of the fuel delivery system 10, including, for example, the delivery line 18 and the dispenser sump 30 (FIG. 1). Various monitors 104 for use in the control system 100 of fig. 3 are discussed further below.

The output device 106 of the control system 100 can communicate an alarm or warning from the controller 102 to the operator. Output device 106 may include a visual indication device (e.g., a gauge, a display screen, a light, a printer), an audio indication device (e.g., a speaker, an audible alarm), a tactile indication device, or another suitable device for communicating information to an operator, as well as combinations thereof. The controller 102 may transmit the information to the output device 106 in real-time, or the controller 102 may store the information in the memory 112 for later transmission or download to the output device 106.

The remediation system 108 of the control system 100 is capable of taking at least one remedial action to remediate a corrosive environment in the fuel delivery system 10. Various embodiments of the repair system 108 are described below.

The illustrative output device 106 and repair system 108 are wired to the controller 102, but it is also within the scope of the disclosure that: the output device 106 and/or the remediation system 108 may communicate with the controller 102 in a wireless manner (e.g., via an internet network). For example, to facilitate communication between the output device 106 and the operator, the output device 106 may be located in the operator's control room or office.

In operation, and as discussed above, the controller 102 collects, classifies, and/or analyzes data from the monitor 104, determines an appropriate response, and communicates the response to the output device 106 and/or the repair system 108. According to an exemplary embodiment of the present disclosure, the output device 106 alerts an operator of the corrosive environment in the fuel delivery system 10 and/or the repair system 108 takes remedial action before any corrosion or any substantial corrosion occurs in the fuel delivery system 10. In this embodiment, corrosion may be prevented or minimized. Also within the scope of the present disclosure are: the output device 106 may alert an operator that corrosion has occurred in the fuel delivery system 10, and/or the repair system 108 may take remedial action to at least avoid further corrosion.

Various factors may affect whether controller 102 issues an alert or warning from output device 106 that a corrosive environment is present in fuel delivery system 10 or is becoming more likely to develop. Similar factors may also affect whether the controller 102 instructs the repair system 108 to take remedial action in response to the corrosive environment. As discussed further below, these factors may be estimated based on data obtained from one or more monitors 104.

One factor indicative of a corrosive environment includes the concentration of acidic molecules in the fuel delivery system 10, wherein the controller 102 issues an alarm or warning from the output device 106 and/or causes the repair system 108 to activate when the measured concentration of acidic molecules in the fuel delivery system 10 exceeds the allowable concentration of acidic molecules in the fuel delivery system 10. The concentration may be expressed in various units. For example, the controller 102 may cause the output device 106 and/or the remediation system 108 to activate when the measured concentration of acidic molecules in the fuel delivery system 10 exceeds 25ppm, 50ppm, 100ppm, 150ppm, 200ppm, or greater, or when the measured concentration of acidic molecules in the fuel delivery system 10 exceeds 25mg/L, 50mg/L, 100mg/L, 150mg/L, 200mg/L, or greater. At or below the allowable concentration, corrosion in the fuel delivery system 10 may be limited. The controller 102 may also issue an alarm or warning from the output device 106 and/or cause the remediation system 108 to activate when the concentration of acidic molecules increases at an undesirably high rate.

Another factor indicative of a corrosive environment includes the concentration of hydrogen ions in the fuel delivery system 10, wherein the controller 102 issues an alarm or warning from the output device 106 and/or causes the repair system 108 to activate when the measured concentration of hydrogen ions in the fuel delivery system 10 exceeds the allowable concentration of hydrogen ions in the fuel delivery system 10. For example, the controller 102 may cause the output device 106 and/or the remediation system 108 to activate when the hydrogen ion concentration causes the pH in the fuel delivery system 10 to drop below, for example, 5, 4, 3, or 2. Within the allowable pH range, corrosion in the fuel delivery system 10 may be limited. The controller 102 may also issue an alarm or warning from the output device 106 and/or cause the remediation system 108 to activate when the concentration of hydrogen ions increases at an undesirably high rate.

Yet another factor indicative of a corrosive environment includes a concentration of bacteria in fuel delivery system 10, wherein controller 102 issues an alarm or warning from output device 106 and/or causes repair system 108 to activate when a measured concentration of bacteria in fuel delivery system 10 exceeds an allowable concentration of bacteria in fuel delivery system 10. At or below the allowable concentration, the generation of corrosive materials in the fuel delivery system 10 may be limited. The controller 102 may also issue an alarm or warning from the output device 106 and/or cause the remediation system 108 to activate when the concentration of bacteria increases at an undesirably high rate.

Yet another factor indicative of a corrosive environment includes the concentration of water in fuel delivery system 10, wherein controller 102 issues an alarm or warning from output device 106 and/or causes repair system 108 to activate when the measured concentration of water in fuel delivery system 10 exceeds the allowable concentration of water in fuel delivery system 10. At or below the allowable concentration, the generation of corrosive materials in the fuel delivery system 10 may be limited. The controller 102 may also issue an alarm or warning from the output device 106 and/or cause the remediation system 108 to activate when the concentration of water increases at an undesirably high rate. The water may be present in liquid form and/or in vapor form.

Controller 102 may be programmed to gradually change the alarm or warning communication from output device 106 as the risk of corrosion in fuel delivery system 10 increases. For example, the controller 102 may: automatically triggering a secondary alarm (e.g., a flashing light) when the monitor 104 detects that the level of acid concentration in the fuel delivery system 10 is relatively low (e.g., 5ppm) or that the level of acid concentration is relatively stable over time; automatically triggering a medium alarm (e.g., audible alarm) when the monitor 104 detects a medium acid concentration level (e.g., 10ppm) or a medium increase in acid concentration level over time in the fuel delivery system 10; and automatically triggers a severe alarm (e.g., a telephone call or email to a service station operator) when the monitor 104 detects a relatively high (e.g., 25ppm) acid concentration level or a relatively high increase in acid concentration level in the fuel delivery system 10 over time.

The alarm or warning communication from the output device 106 allows the operator to manually take preventative or remedial action to limit corrosion of the fuel delivery system 10. For example, if an alarm or warning communication is signaled from the turbine sump 32 (fig. 2), the operator may remove the well cover 39 and cover 38 to clean the turbine sump 32, which may involve removing bacteria and potentially corrosive liquids and vapors from the turbine sump 32. As another example, an operator may check the fuel delivery system 10 for a liquid leak or a vapor leak as follows: this liquid or vapor leak allows ethanol and/or acidic reaction products of ethanol to first enter the turbine sump 32.

Even if immediate action is not required, alarm or warning communication from the output device 106 may allow the operator to better plan and predict when such action may become necessary. For example, a minor alarm from the output device 106 may indicate that maintenance should be performed within about 2 months, a moderate alarm from the output device 106 may indicate that maintenance should be performed within about 1 month, and a major alarm from the output device 106 may indicate that maintenance should be performed within about 1 week.

As discussed above, the control system 100 includes one or more monitors 104 that collect data indicative of a corrosive environment in the fuel delivery system 10. Each monitor 104 may vary in the following ways: the type of data collected, the type of sample evaluated for testing, and the location of the sample evaluated for testing, as will be exemplified below.

In one embodiment, the monitor 104 collects electronic data indicative of a corrosive environment in the fuel delivery system 10. An exemplary electronic monitor 104a is shown in FIG. 4, and the electronic monitor 104a includes an energy source 120, a corrosive target material 122, and a sensor 124, the corrosive target material 122 being exposed to a liquid or vapor sample S from the fuel delivery system 10. To extend the life of monitor 104a, unlike target material 122, energy source 120 and/or sensor 124 may be protected from any corrosive environment in fuel delivery system 10. Target material 122 may be designed to corrode before equipment of fuel delivery system 10 corrodes. The target material 122 may be constructed from or coated with: the material is susceptible to acidic corrosion, such as copper or mild steel. Additionally, the target material 122 may be relatively thin or small in size compared to the equipment of the fuel delivery system 10, such that even a small amount of corrosion will affect the structural integrity of the target material 122. For example, the target material 122 may be in the form of a film or a filament.

In use, the energy source 120 directs an electrical current through the target material 122. When the target material 122 is intact, the sensor 124 senses that current is traveling through the target material 122. However, when exposure to the sample S causes the target material 122 to corrode and potentially become damaged, the sensor 124 will sense a decrease in current or no current traveling through the target material 122. Also within the scope of the present disclosure are: corrosion and/or damage to the target material 122 may be visually detected, such as by using a camera as the sensor 124. When the current reaches an undesirable level or the current changes at an undesirable rate, the first monitor 104a may, for example, share data collected by the sensor 124 with the controller 102 (FIG. 3) to signal a corrosive environment in the fuel delivery system 10. After use, the corroded target material 122 may be discarded or replaced.

Another exemplary electronic monitor 104b is shown in fig. 5, and the electronic monitor 104b includes opposing charged metal plates 130. The electronic monitor 104b operates by measuring an electrical characteristic (e.g., capacitance, impedance) of a liquid or vapor sample S that has been withdrawn from the fuel delivery system 10. In the case of the capacitance monitor 104b, the sample S is guided, for example, between the plates 130. Knowing the dimensions of the plates 130 and the distance between the plates 130, the dielectric constant of the sample S can be calculated. Since the amount of acetate, acetic acid, and/or water in the sample S varies, the dielectric constant of the sample S may also vary. When the dielectric constant reaches an undesirable level or the dielectric constant changes at an undesirable rate, electronic monitor 104b may, for example, share the collected data with controller 102 (FIG. 3) to signal a corrosive environment in fuel delivery system 10. One example of an electronic monitor 104b is a moisture content monitor that may be used to monitor the moisture content of the fuel product 14 or another sample S from the fuel delivery system 10. An exemplary water content monitor is an ICM-W monitor available from MP Filtri that utilizes a capacitive sensor to measure the Relative Humidity (RH) of the fluid being tested. As RH increases towards the saturation point, the water in the fluid can transition from a dissolved state to an emulsified state, to a free water state. Other exemplary water content monitors are described in the above-referenced U.S. publication No. 2012/0261437. Another example of an electronic monitor 104b is a humidity sensor that may be used to monitor the humidity in the vapor space of the storage tank 16 and/or turbine sump 32.

In another embodiment, the monitor 104 collects electrochemical data indicative of a corrosive environment in the fuel delivery system 10. An exemplary electrochemical monitor (not shown) performs a potentiometric titration of a sample that has been taken from fuel delivery system 10. Suitable potentiometric titrators include electrochemical cells having an indicator electrode and a reference electrode maintained at a constant potential. The potential across the sample is measured as the titration standard is added to the sample and the electrodes interact with the sample. Potentiometric or chronopotentiometric sensors, which may be based on a solid reversible oxide film, such as iridium, may be used to measure the potential in the cell. As the concentration of acetate or acetic acid in the sample changes, the potential may also change. When the potential reaches an undesirable level or changes at an undesirable rate, the potentiometric titrator may, for example, share the collected data with the controller 102 (FIG. 3) to signal the corrosive environment in the fuel delivery system 10. The electrochemical monitor may also operate, for example, by exposing the sample to electrodes, performing a redox reaction associated with the sample at the electrodes, and measuring the resulting current.

In yet another embodiment, the monitor 104 collects optical data indicative of a corrosive environment in the fuel delivery system 10. An exemplary optical monitor 104c is shown in fig. 6, and the optical monitor 104c includes a light source 140 (e.g., LED, laser), an optical target material 142, and an optical detector 144 (e.g., photosensor, camera), the optical target material 142 being exposed to a liquid or vapor sample S from the fuel delivery system 10. To enhance the safety of the monitor 104c, the light source 140 may be a low energy and high output device, such as a green LED. The target material 142 may be constructed from or coated with a material (e.g., an acid sensitive polymer) that changes an optical property (e.g., color, transmitted light intensity) in the presence of the sample S.

The optical monitor 104c may enable real-time continuous monitoring of the fuel delivery system 10 by installing the light source 140, target material 142, and detector 144 together in the fuel delivery system 10. To extend the life of the real-time monitor 104c, unlike the target material 142, the light source 140 and/or detector 144 may be protected from any corrosive environment in the fuel delivery system 10. For example, the light source 140 and/or the detector 144 may be housed in a sealed enclosure, while the target material 142 may be exposed to the ambient environment in the fuel delivery system 10.

Alternatively, the optical monitor 104c may enable manual periodic monitoring of the fuel delivery system 10. During exposure, the target material 142 may be installed separately in the fuel delivery system 10. During testing, the target material 142 may be periodically removed from the fuel delivery system 10 and positioned between the light source 140 and the detector 144. In a first embodiment of manual monitor 104c, light source 140 and detector 144 may be sold as separate hand-held units: the self-contained handheld unit is configured to receive the removed target material 142. In a second embodiment of manual monitor 104c, light source 140 may be sold with a software application to convert the operator's own smartphone or mobile device into a suitable detector 144. The detector 144 of the monitor 104c may transmit the information to the controller 102 (fig. 3) in real time or store the information in memory for later transmission or download.

One suitable target material 142 includes the following pH indicators: when the target material 142 is exposed to have H, for example⁺The pH indicator changes color when the acidic pH of the proton, such as a pH of less than about 5, 4, 3, or 2. The optical properties of the target material 142 may be configured to change before corrosion of the equipment of the fuel delivery system 10. The detector 144 may utilize optical fibers as the sensing element (i.e., intrinsic sensor) or as a means of relaying the signal to a remote sensing element (i.e., extrinsic sensor).

In use, the light source 140 directs a beam of light toward the target material 142. The detector 144 may detect specific reflections, transmissions (i.e., spectrophotometry), absorptions (i.e., densitometry), and/or refractions of the light beam from the target material 142 before the target material 142 changes color, for example. However, after the target material 142 changes color, the detector 144 will detect the different reflection, transmission, absorption, and/or refraction of the light beam. Also within the scope of the present disclosure are: the change in the target material 142 may be visually detected, such as by utilizing a camera (e.g., a camera of a smartphone) as the detector 144. When the color reaches an undesirable level or the color changes at an undesirable rate, third monitor 104c may, for example, share data collected by detector 144 with controller 102 (FIG. 3) to signal a corrosive environment in fuel delivery system 10.

Another suitable target material 142 includes a sacrificial corrosive material that corrodes (e.g., rusts) when exposed to the corrosive environment in the fuel delivery system 10. For example, the corrosive target material 142 may include copper or low carbon steel. The corrosive target material 142 may have a high surface area to volume ratio to provide a large and reliable sample size for the detector 144. For example, as shown in fig. 6, the corrosive target material 142 may be in the form of a woven mesh or a perforated sheet having a large number of holes 143.

In use, the light source 140 directs a light beam along axis a toward the corrosive target material 142. Before the target material 142 erodes, the detector 144 may detect an amount of light from the light source 140 through and along the same axis a through the illustrated open aperture 143 of the target material 142. However, as the target material 142 corrodes, the material may expand significantly due to rust accumulating in or around some or all of the pores 143. This accumulated rust may block or prevent light from traveling through the aperture 143, and thus the detector 144 (e.g., a photodiode) will detect a reduced amount of light that passes through the corroded target material 142. Also within the scope of the present disclosure are: the change in the target material 142 may be detected visually, such as by using a camera or another suitable imaging device as the detector 144. The detector 144 may capture an image of the illustrated target material 142 and then evaluate the image (e.g., pixels of the image) for transmitted light intensity, particular light patterns, and so forth. As discussed above, when the transmitted light intensity reaches an undesirable level or the transmitted light intensity changes at an undesirable rate, the third monitor 104c may, for example, share data collected by the detector 144 with the controller 102 (FIG. 3) to signal a corrosive environment in the fuel delivery system 10. After use, the corroded target material 142 may be discarded or replaced.

Another exemplary optical monitor 104 c' is shown in fig. 16-19. The optical monitor 104c 'of fig. 16-19 is similar to the optical monitor 104c of fig. 6, and the optical monitor 104 c' of fig. 16-19 includes several components and features in common with the optical monitor 104c, including a light source 140 ', a corrosive target material 142', and an optical detector 144 ', as represented by common reference numerals between the optical monitor 104c and the optical monitor 104 c' used. The optical detector 104' may be installed in the vapor space of the storage tank 16 and/or the turbine sump 32 of the fuel delivery system 10 (fig. 2).

The illustrative optical detector 104' is generally cylindrical in shape and has a longitudinal axis L. In the illustrated embodiment of fig. 19, the light source 140 ' and target material 142 ' are located on a first side of the axis L (which is illustratively the right side of the axis L), and the optical detector 144 ' is located on a second side of the axis L (which is illustratively the left side of the axis L). The light source 140 ' and the optical detector 144 ' are substantially coplanar and are positioned above the target material 142 '. The illustrative target material 142 ' is an L-shaped mesh sheet, with the vertical portion 145a ' of the target material 142 ' extending parallel to the axis L and the horizontal portion 145b ' of the target material 142 ' extending perpendicular to the axis L.

The illustrative optical detector 104 'includes a reflective surface 500', the reflective surface 500 'being positioned downstream of the light source 140' and upstream of the optical detector 144 ', wherein the reflective surface 500' is configured to reflect incident light from the light source 140 'toward the optical detector 144'. In the illustrated embodiment of fig. 19, the incident light from the light source 140' is along a first axis a toward the reflective surface 500₁Travels downwardly and inwardly toward axis L, and then the reflected light from reflective surface 500' follows a second axis a toward optical detector 144₂Travels upwardly and outwardly relative to the axis L. The reflective surface 500' may produce specular reflection, wherein the reflected light is along a single axis A₂Traveling, as shown in fig. 19, or the reflective surface 500' may produce diffuse reflection, where the reflected light travels in many different directions. The reflective surface 500' may be a smooth mirrored reflective surface, or other reflective surface. The reflective surface 500 'may be shaped and oriented to direct the reflected light toward the optical detector 144'. For example, in FIG. 19, the reflective surface 500' is flatAnd the reflective surface 500 'is angled at about 10 degrees relative to horizontal to direct the reflected light toward the optical detector 144'. The angled reflective surface 500 'of fig. 19 may also help to drain any condensate (fuel or water-containing condensate) that forms on the reflective surface 500'.

The illustrative optical monitor 104c 'also includes at least one Printed Circuit Board (PCB) 502' that mechanically and electrically supports the light source 140 'and the optical detector 144'. The PCB 502 ' may also allow the light source 140 ' and/or the optical detector 144 ' to communicate with the controller 102 (fig. 3). The light source 140 ' and the optical detector 144 ' are illustratively coupled to the same PCB 502 ', but it is also within the scope of the present disclosure that: different PCBs are used.

The illustrative optical monitor 104c 'also includes a cover 510', an upper housing 512 ', and a lower housing 514'. The lower housing 514 ' may be removably coupled to the upper housing 512 ', such as with a snap connection 515 ', a threaded connection, or another removable connection.

The upper housing 512 'houses the light source 140', the optical detector 144 'and the circuit board 502'. Upper housing 512 ' may be hermetically sealed to separate the contents of upper housing 512 ' from the potentially corrosive environment in fuel delivery system 10 (FIG. 2) and to protect the contents of upper housing 512 ' from the potentially corrosive environment in fuel delivery system 10 (FIG. 2). However, the upper housing 512' may be at least partially or completely transparent to allow the transmission of light, as discussed further below.

The lower housing 514 ' contains the target material 142 ' and the reflective surface 500 '. The reflective surface 500 'may be formed directly on the lower case 514' (e.g., a reflective coating), or the reflective surface 500 'may be formed on a separate component (e.g., a reflective panel) coupled to the lower case 514'. In the illustrated embodiment of fig. 19, the reflective surface 500 ' is located on the bottom wall 516 ' of the lower housing 514 '. Unlike the contents of upper housing 512 ' that are separated from the vapor in fuel delivery system 10, the contents of lower housing 514 ', and in particular target material 142 ', are exposed to the vapor in fuel delivery system 10. The illustrative lower housing 514 ' includes a bottom wall 516 ' having a plurality of bottom openings 517 ' and a side wall 518 ' having a plurality of side openings 519 ' to facilitate vapor in the fuel delivery system 10 to enter the lower housing 514 ' and interact with the target material 142 '. Openings 517 ', 519' may vary in shape, size, and location. In general, lower housing 514 ' should be designed to be strong enough to support and protect the contents of lower housing 514 ' while being sufficiently open to expose the contents of lower housing 514 ' to vapors within fuel delivery system 10. For example, the bottom opening 517 'may be centered below the target material 142'. In addition, the side openings 519 'adjacent the target material 142' may be relatively small, while the side openings 519 'opposite the target material 142' may be relatively large.

In use, and as shown in fig. 19, the light source 140' directs a beam of light along the first axis a₁Through the transparent upper housing 512 'and toward the target material 142'. The L-shaped configuration of the target material 142 'may block any direct optical path between the light source 140' and the reflective surface 500 'to ensure that all light from the light source 140' encounters the target material 142 'before reaching the reflective surface 500'. Light that is able to pass through the aperture 143 'of the target material 142' continues to the reflective surface 500 ', which reflective surface 500' then directs the light along the second axis A₂Reflected back through the transparent upper housing 512 'and reflected to the optical detector 144'. The optical detector 144 'may, for example, signal a corrosive environment in the fuel delivery system 10 when the transmitted light intensity through the corroded target material 142' reaches an undesirable level or changes at an undesirable rate. After use, the lower housing 514 ' may be detached (e.g., unsnapped) from the upper housing 512 ' to facilitate removal and replacement of the eroded target material 142 ' and/or reflective surface 500 ' without disturbing the contents of the upper housing 512 '.

The optical monitor 104 c' may be configured to detect one or more errors. If the light intensity detected by detector 144 ' is too high (e.g., 100% or close to 100%), optical monitor 104c ' may issue a "target material error" to inform the operator that target material 142 ' may be lost or damaged. To avoid false alarms caused by exposure to ambient light, such as when the turbine sump 32 (fig. 2) is opened, the optical monitor 104 c' may only issue a "target material error" when a high light intensity is detected for a predetermined period of time (e.g., one hour or more). On the other hand, if the light intensity detected by the detector 144 'is too low (e.g., 0% or close to 0%), the optical monitor 104 c' may emit a "light or reflector error" to inform the operator that the light source 140 'and/or the reflective surface 500' may be lost or damaged. In this case, the entire lower case 514 'including the reflective surface 500' may be lost or damaged.

The optical monitor 104 c' may be combined with one or more other monitors of the present disclosure. For example, in the illustrated embodiment of fig. 16, the PCB 502 ' of the optical monitor 104c ' also supports a humidity sensor 520 ', which humidity sensor 520 ' passes through the upper housing 512 ' for exposure to vapors in the fuel delivery system 10 (fig. 2). The PCB 502 ' may also support a temperature sensor (not shown) that may be used to compensate for any temperature-related fluctuations in the performance of the light source 140 ' and/or the optical detector 144 '.

In yet another embodiment, the monitor 104 collects spectral data indicative of a corrosive environment in the fuel delivery system 10. An exemplary spectrometer (not shown) operates by subjecting a liquid or vapor sample from the fuel delivery system 10 to an energy source and measuring the radiant energy as a function of wavelength and/or frequency of the radiant energy. Suitable spectrometers include, for example, Infrared Radiation (IR) electromagnetic spectrometers, Ultraviolet (UV) electromagnetic spectrometers, gas chromatography-mass spectrometers (GC-MS), and Nuclear Magnetic Resonance (NMR) spectrometers. Suitable spectrometers can detect absorption from the ground state to the excited state and/or fluorescence from the excited state to the ground state. Spectral data may be represented by a spectrum that shows radiant energy in terms of wavelength and/or frequency. Within the scope of the present disclosure are: the spectra may be compiled to treat certain impurities in the sample, such as acetate and acetic acid, which may cause corrosion in the fuel delivery system 10, and sulfuric acid, which may cause odor in the fuel delivery system 10. As impurities are formed in fuel delivery system 10, peaks corresponding to the impurities may form and/or be generated on the spectrum. When the impurity level reaches an undesirable level or changes at an undesirable rate, the spectrometer may share the collected data, for example, with the controller 102 (fig. 3) to signal the corrosive environment in the fuel delivery system 10.

In yet another embodiment, the monitor 104 collects microbial data indicative of a corrosive environment in the fuel delivery system 10. An exemplary microbial detector (not shown) operates by exposing a liquid or vapor sample from the fuel delivery system 10 to a fluorescent enzyme substrate, incubating the sample and allowing any bacteria in the sample to decompose the enzyme substrate, and measuring the fluorescence produced by the decomposed enzyme substrate. The concentration of the fluorescent product may be directly related to the concentration of the acetic acid producing bacteria (e.g., acetobacter, gluconobacter, and gluconacetobacter) in the sample. Suitable microbial detectors are available from Mycometer, Tampa, Florida. When the fluorescent product concentration reaches an undesirable level or changes at an undesirable rate, the microbial detector may share the collected data, for example, with controller 102 (FIG. 3) to signal a corrosive environment in fuel delivery system 10.

To minimize the effect of other variables in the monitor 104, a control sample may be set in combination with the test sample. For example, the monitor 104c of FIG. 6 may include a non-corrosive control material for comparison with the corrosive target material 142. This comparison minimizes the effect of other variables in the monitor 104c, such as decreasing the output from the light source 140 over time.

As discussed above, the control system 100 of FIG. 3 includes a remediation system 108, the remediation system 108 capable of taking at least one remedial action to remediate a corrosive environment in the fuel delivery system 10. The controller 102 may periodically (e.g., hourly, daily) activate the repair system 108 in a preventative manner. Alternatively or additionally, the controller 102 may activate the repair system 108 when a corrosive environment is detected by the monitor 104. Various embodiments of the repair system 108 are described below with reference to FIG. 2.

In the first embodiment, the repair system 108 is configured to ventilate the turbine sump 32 of the fuel delivery system 10. In the illustrated embodiment of fig. 2, the repair system 108 includes a first vent passage 160 and a second vent or siphon passage 170.

First ventilation passage 160 illustratively includes an inlet 162 in communication with ambient atmosphere and an outlet 164, outlet 164 being in communication with an upper vapor space (i.e., the top) of turbine sump 32. In fig. 2, the first vent passage 160 is positioned in the cover 38 of the turbine sump 32, but this position may vary. A control valve 166 (e.g., a barrier vacuum interrupter, check valve) may be disposed along the first vent passage 160. When a sufficient vacuum is created in the turbine sump 32, the control valve 166 may be biased closed and open, which allows air from the ambient atmosphere to enter the turbine sump 32 through the first vent passage 160.

A second vent or siphon passage 170 is illustratively coupled to the siphon port 26 of the pump 20, and the second vent or siphon passage 170 includes an inlet 172 positioned in the lower vapor space (i.e., middle) of the turbine sump 32 and an outlet 174 positioned in the storage tank 16. A control valve 176 (e.g., an automatic valve, a flow orifice, a check valve, or a combination thereof) may be provided in communication with the controller 102 (fig. 3) to selectively open and close the second vent passage 170. Other features of the second ventilation channel 170 that are not shown in fig. 2 may include a flow restrictor, a filter, and/or one or more pressure sensors.

When the pump 20 is activated (i.e., turned on) to dispense the fuel product 14, the pump 20 creates a vacuum at the siphon port 26. The vacuum from the pump 20 draws vapor (e.g., a fuel/air mixture) from the turbine sump 32, directs the vapor to a manifold of the pump 20 where it mixes with the circulating liquid fuel stream, and then discharges the vapor into the storage tank 16 through a second vent passage 170. As the vacuum in the turbine sump 32 increases, the control valve 166 may also open to draw fresh air from the ambient atmosphere and draw the fresh air into the turbine sump 32 through the first vent passage 160. When the pump 20 is not activated (i.e., is turned off), the controller 102 (fig. 3) may close the control valve 176 to prevent backflow through the second vent passage 170. Additional information regarding the second vent passage 170 is disclosed in U.S. patent No.7,051,579, the disclosure of which is expressly incorporated herein by reference in its entirety.

The vapor pressure in the turbine sump 32 and/or storage tank 16 may be monitored and controlled using the one or more pressure sensors (not shown). To prevent over-pressurization of the storage tank 16, vapor flow into the storage tank 16, for example, through the second vent passage 170, may be controlled. More specifically, the amount and flow rate of vapor drawn into the storage tank 16 through the second vent passage 170 may be limited to less than the amount and flow rate of fuel product 14 dispensed from the storage tank 16. In one embodiment, the control valve 176 may be used to control vapor flow through the second vent passage 170 by opening the second vent passage 170 for a defined duration and closing the second vent passage 170 when the pressure sensor detects an elevated pressure in the storage tank 16. In another embodiment, a flow restrictor (not shown) may be used to restrict vapor flow through the second vent passage 170 to the following level: this level will avoid elevated pressure in the storage tank 16.

Other embodiments of the first vent passage 160 are also contemplated. In a first example, the first vent passage 160 may utilize a suitable valve (e.g., APT available from franklin oiling Systems Inc. of Madison, Wisconsin, Inc.)^TMBrand test pilot valve stem) is positioned in the interstitial space between the primary conduit and a secondary conduit (e.g., an XP flexible conduit available from franklin oil systems, inc. of middison, wisconsin). In a second example, the first vent passage 160 may be a dedicated fresh air line leading into the turbine sump 32. In a third example, the first vent passage 160 may be incorporated into a pressure/vacuum (PV) valve system. Conventional PV valve systems communicate with the storage tank 16 and the ambient atmosphere to help maintain the proper pressure differential therebetween. In U.S. Pat. No.8,141,57One such PV valve system is disclosed in 7, the disclosure of which is expressly incorporated herein by reference in its entirety. In one embodiment, the PV valve system may be modified to draw fresh air through the turbine sump 32 into the storage tank 16 when atmospheric pressure exceeds the air gap pressure by a predetermined pressure differential (i.e., when there is sufficient vacuum in the storage tank 16). In another embodiment, the PV valve system may be modified to include a pair of tubes (e.g., coaxial tubes) in communication with the surrounding atmosphere, wherein one of the tubes communicates with the storage tank 16 to serve as a conventional PV vent when the air gap pressure exceeds atmospheric pressure by a predetermined pressure differential, and the other of the tubes communicates with the turbine sump 32 to introduce fresh air into the turbine sump 32.

Other embodiments of the second ventilation channel 170 are also contemplated. In a first example, instead of draining the fuel/air mixture from the turbine sump 32 into the storage tank 16 as shown in FIG. 2, the mixture may be directed through a filter and then released into the atmosphere. In a second example, instead of utilizing siphon port 26 as the vacuum source for second vent passage 170 as shown in fig. 2, the vacuum source may be an existing vacuum pump located in fuel delivery system 10 (e.g., a 9000Mini-Jet vacuum pump available from franklin oil systems, inc. of madison, wisconsin), a supplementary and independent vacuum pump, or a vacuum created by displaced fuel in storage tank 16 and/or fuel delivery line 18. In one embodiment, and as discussed above, the second vent passage 170 may be incorporated into the PV valve system to draw fresh air through the turbine sump 32 and then into the storage tank 16 as fuel is displaced from the storage tank 16. In another embodiment, the second vent passage 170 may communicate with an in-line siphon port located on the fuel delivery line 18 to draw air from the turbine sump 32 as fuel is displaced along the fuel delivery line 18.

In the second embodiment, the remediation system 108 is configured to irradiate bacteria in the turbine sump 32 of the fuel delivery system 10. In the illustrated embodiment of fig. 2, the first radiation source 180 is positioned on the outer wall of the turbo sump 32 and the second radiation source 180' is positioned in the air gap of the storage tank 16. Exemplary radiation sources 180, 180' include ultraviolet-C (UV-C) light sources. When activated by the controller 102 (fig. 3), the radiation sources 180, 180' may radiate and destroy any bacteria in the turbo-sump 32 and/or the storage tank 16, particularly to radiate and destroy acetic acid producing bacteria (e.g., acetobacter aceti, gluconobacter gluconicum, and gluconobacter gluconicum).

In a third embodiment, the remediation system 108 is configured to filter water from the fuel product 14. An exemplary water filtration system 200 is shown in fig. 11, and the water filtration system 200 is positioned with the pump 20 in the turbine sump 32 and above the storage tank 16 (fig. 1). The illustrative water filtration system 200 includes: a fuel inlet passage 202 coupled to port 27 of pump 20; a water filter 204; a fuel return passage 206 from an upper end portion of the water filter 204; and a water removal channel 208 from the lower end of the water filter 204. Port 27 of pump 20 may be positioned upstream of leak detector 34 and a check valve (not shown) associated with the leak detector so that water filtration system 200 avoids interference with leak detector 34.

The water filter 204 is configured to separate water, including emulsified water and free water, from the fuel product 14. The water filter 204 may also be configured to separate other impurities from the fuel product 14. The water filter 204 may operate by combining water into relatively heavy liquid droplets that are separated from the relatively light fuel product 14 and settle at a lower end of the water filter 204. The incoming fuel pressure drives the fuel radially outward through the sidewall of filter element 207 (fig. 15), filter element 207 being made of a porous filter substrate adapted to allow the fuel to pass through filter element 207 while preventing water from passing through filter element 207. Any water separated from the fuel is driven downward through the bottom of the filter element 207, the filter element 207 being made of a porous filter substrate that allows water to pass through the filter element 207. The separated water then drips under gravity to the bottom of the filter housing. An exemplary water filter 204 including a filter element 207 is available from DieselPure corporation. Such a water filter 204 may reduce the water content in the fuel product 14 to 200ppm or less according to the 2010 version test method of SAE J1488.

The illustrative water filtration system 200 further includes: one or more inlet valves 203, the one or more inlet valves 203 to selectively open and close the fuel inlet passage 202; and one or more drain valves 209, the one or more drain valves 209 being configured to selectively open and close the water removal passage 208. In certain embodiments, the valves 203, 209 are solenoid valves controlled by the controller 102. In other embodiments, the valves 203, 209 are manual valves that are manually controlled by a user. In the embodiment of fig. 14-15, the inlet solenoid valve 203 is disposed downstream of a strainer 205, the strainer 205 including a mesh screen to protect the valve 203 from exposure to solid deposits. Another manual ball valve 203 'is provided downstream of the solenoid valve 203 for manual on/off control of the illustrated filtration system 200', the details of which are discussed further below.

In operation, the water filtration system 200 circulates the fuel product 14 through the water filter 204. The water filtration system 200 may operate, for example, at a rate of approximately 15 Gallons Per Minute (GPM) to 20 Gallons Per Minute (GPM). When the pump 20 is operating with the inlet valve 203 open, the pump 20 directs some or all of the fuel product 14 from the storage tank 16 through the port 27 of the pump 20, through the open fuel inlet passage 202, and through the water filter 204. If a consumer is operating the dispenser 12 (fig. 1) during operation of the water filtration system 200, the pump 20 may direct a portion of the fuel product 14 to the dispenser 12 via the delivery line 18 (fig. 1) and another portion of the fuel product 14 to the water filter 204 via the fuel inlet passage 202. Also within the scope of the present disclosure are: during operation of the dispenser 12, operation of the water filtration system 200 may be interrupted by temporarily closing the inlet valve 203 and/or 203' to the water filter 204. As schematically shown in fig. 14, the water filter 204 may produce a clean or filtered fuel product 14 near an upper end of the water filter 204 and a separated water product, which may be a water/oil mixture, near a lower end of the water filter 204. Alternatively, the water filter 204A shown in fig. 21 and 22 may utilize water/oil separation to produce a clean or filtered fuel product 14, as described further below. For purposes of this disclosure, "water filter 204" may interchangeably refer to water filter 204 shown in fig. 14 and 15 and described in detail herein or to water filter 204A shown in fig. 21 and 22 and described in detail herein. As used herein, "oil" may refer to oils as well as oil-based products including motor fuels such as gasoline and diesel.

The cleaned or filtered fuel product 14 discharged by the water filter 204, such as lifted to the upper end of the water filter 204, may be continuously returned to the storage tank 16 via the fuel return passage 206. The filtered fuel product 14 may be returned to the storage tank 16 in a dispersed and/or forceful manner that promotes circulation in the storage tank 16, which prevents contaminants from falling into the storage tank 16 and promotes filtration of such contaminants. By returning the filtered fuel product 14 to the storage tank 16, the water filtration system 200 may reduce the presence of water and avoid the formation of a corrosive environment in the fuel delivery system 10 (fig. 1), the fuel delivery system 10 including the storage tank 16 and/or the sump 32 of the fuel delivery system 10. The water filtration system 200 can be distinguished from the following in-line systems: the in-line system separately delivers filtered fuel product to the dispenser 12 (fig. 1) to protect the consumer's vehicle.

When the drain valve 209 is opened, separated water product discharged by the water filter 204, such as that which falls at the lower end of the water filter 204, may be drained via the water removal channel 208. The separated water product may be directed out of the turbine sump 32 and above ground level for continuous removal, as shown in fig. 11. Alternatively, the separated water product may be directed via the channel 208 to a storage tank 210 located within the turbine sump 32 for batch removal if required, as shown in fig. 12, 14 and 22. If the separated water product is a water/oil mixture, the separated water product may be subjected to further processing to remove any oil from the remaining water. For example, selective absorbents such as AbSmart available from Tech industries LtdCan be used to absorb and remove any oil from the remaining water.

Referring to fig. 14, the storage tank 210 further comprises a vent line 236, the vent line 236 operable to vent a headspace above the separated water product as the liquid level within the tank 210 increases. In an exemplary embodiment, the vent line 236 may be routed to a headspace above the fuel product 14 within the ust 16, such that any processing or capture of vapors within the canister 210 may be routed through the existing infrastructure for processing/capturing fuel vapors within the canister 16. Alternatively, the tank 210 may be vented to a dedicated space as needed or desired for a particular application.

The illustrative water filtration systems 200, 200' of fig. 11, 12, 14, and 15 include a high level water sensor 220 and a low level water sensor 222, the high level water sensor 220 and the low level water sensor 222 being operably connected to the water filter 204. The water filters 220 and 222 may be capacitive sensors capable of distinguishing the fuel product 14 from water. The high level water sensor 220 may be positioned below the inlet to the fuel return passage 206 to prevent water from entering the fuel return passage 206. The illustrative water filtration system 200 of fig. 12 also includes a high level water sensor 224 located in the storage tank 210. The high level water sensor 224 may be an optical sensor capable of distinguishing separated water products from air. Sensors 220, 222 and 224 may be low power devices suitable for operation in turbine sump 32. In an exemplary embodiment, the filter 204 may have a water capacity of about 2.75 liters (0.726 gallons) between the liquid levels of the sensors 220 and 222.

Turning to fig. 14, a water filtration system 200' is shown. Water filtration system 200 ' is similar to filtration system 200 described above, and water filtration system 200 ' includes several components and features common to system 200 as indicated by the common reference numerals between systems 200 and 200 ' used. However, water filtration system 200' also includes an injector 230 located in fuel inlet passage 202, which injector 230 is operative to achieve continuous fuel filtration during operation of pump 20 while also allowing normal operation for fuel dispenser 12 provided by pump 20, as described further below.

While fuel is drawn from the tank 16 by operation of the pump 20, the portion of the fuel that would otherwise be delivered to the distributor 12 via the delivery line 18 is diverted to the fuel inlet passage 202. In an exemplary embodiment, the transferred flow rate may be less than 15 gallons per minute, such as between 10 gallons per minute and 12 gallons per minute. As shown in fig. 14 and 15, the diverted flow of pressurized fuel passes through the ejector 230, which ejector 230 is a venturi device having a constriction in the cross-sectional area of the ejector flow path. As the fuel flow passes through the constriction, a negative pressure (i.e., vacuum) is created at the vacuum port 232 (fig. 15), which vacuum port 232 may be a separate flow tube as follows: the separate flow tube terminates in an orifice formed in the sidewall of the injector 230 downstream of the constriction.

A filter absorption line 234 is connected to the vacuum port 232 and extends downward into the tank 16 such that the filter absorption line 234 draws fuel from the bottom of the tank 16. In the exemplary embodiment, a gap G is located between the inlet of line 234 and the bottom surface of tank 16₂Is zero or close to zero so that all or substantially all of the water or sediment that may have settled at the bottom of tank 16 can enter the filtered absorption line 234. For example, the line 234 may be a rigid or semi-rigid tube, with the inlet of the line 234 having an angled surface formed, for example, by a cutting surface forming a 45 degree angle with respect to the longitudinal axis of the tube. This angled surface forms a point at the entrance of line 234: this point may be lowered into abutting contact with the lower surface of canister 16, while the open passage exposed by the angled surface allows fuel to flow freely into line 234. Other inlet configurations may also be used for line 234, including conventional inlet openings that are proximate to, but not abutting, the lower surface of the tank.

With zero or near zero clearance G for the filter absorption line 234₂In contrast to the above-mentioned results,a larger gap G is formed between the entrance portion of the fuel absorption line 19 and the bottom surface of the canister 16₁. For example, the inlet opening to the submersible pump 24 (fig. 1) may be approximately 4 to 6 inches above the lower surface of the tank 16. However, where the pump is located above the fuel product 14, the inlet opening to the fuel absorption line may be about 4 to 6 inches above the lower surface of the tank 16. By the gap G₁And a gap G₂This height difference reflected ensures that: any water or contaminated fuel that lands at the bottom of tank 16 will be absorbed by filter absorption line 234, rather than by fuel absorption line 19. At the same time, the relatively high height of the entry opening for the conveying line 18 ensures that: any build-up of contaminated fuel will safely be located in gap G₁So that only clean fuel will be delivered to the dispenser 12. In this manner, filtration system 200' simultaneously remediates contaminants and prevents absorption of any contaminated fuel that may be present in tank 16, thereby providing "double protection" against delivery of contaminated fuel to dispenser 12.

The illustrative filtration system 200 'also accomplishes this dual mitigation/prevention function with a small amount of maintenance operations by utilizing the eductor 230 to convert the operation of the pump 20 into the motive force for operation of the system 200'. In particular, the single pump 20 used in conjunction with system 200' provides clean fuel to dispenser 12 via transfer line 18 while also ensuring that any buildup of contaminated fuel located at the bottom of tank 16 is repaired by absorption into filter line 234 and subsequent transfer to filter 204. The elimination of the need for additional pumping capacity reduces both initial and operational costs. In addition, the additional components of the system 200', such as the eductor 230, filter 204, valve 203, valve 209, and pitcher 210, all require little or no periodic maintenance.

The filtration system 200' also achieves its dual mitigating/preventing function in a cost-effective manner by utilizing existing pumps to power the filtration process while avoiding the need for large capacity filters. As described in detail above, the filtration system 200' is configured to operate in conjunction with a normally used fuel delivery system 10 (fig. 1) such that filtration occurs whenever the dispenser 12 is used to provide fuel to a vehicle. This ensures that the filtration system 200' will operate at a frequency comparable to the frequency of use of the fuel delivery system 10. This high operating frequency allows filter 204 to be specified with a relatively small filtration capacity for a given system size, while ensuring that filtration system 200' maintains sufficient overall capacity to mitigate even significant contamination. For example, a throughput of 10 to 12 gallons per minute through filter 204 may be sufficient to treat all of the fuel contained in the following tanks 16: the tank 16 is sized to service 6 to 8 fuel dispensers (fig. 1), wherein each dispenser 12 is capable of delivering 15 to 20 gallons of clean fuel per minute. In this system size example, the injector 230 may be sized to deliver 0.1 to 0.3 gallons of fluid per minute via the filter absorption line 234, with a maximum vertical lift of 15 feet with a flow rate of 10 to 12 gallons per minute through the fuel inlet passage 202 at an inlet pressure of about 30PSIG (resulting in a pressure of at least 5PSIG at the outlet of the injector 230).

An alternative water filtration system 200A is shown in fig. 21 and 22. Water filtration system 200A is similar to filtration system 200 ' described above, and water filtration system 200A includes several components and features common to systems 200 and 200 ' as indicated by the common reference numerals between the systems 200, 200 ' and system 200A used. Further, common reference numerals are used for common components of the system 200 'and the system 200A, and the structure of the filtration system 200A has reference numerals corresponding to similar or identical structure of the filtration system 200', except that an "a" is appended following the reference numerals as described further below. Filtration system 200' and filtration system 200A may be used interchangeably with the fuel delivery system 10 and the systems associated with the fuel delivery system.

However, rather than a filter element 207 as described above with respect to the filtration system 200', the filtration system 200A includes a filter 204A that utilizes an oil/water separation tank 205A to accomplish the preliminary removal of water from the fuel product 14. Additionally, the routing of the fuel flow and the use of the injector 230A to generate motive force for fuel filtration is in contrast to the system 200', as described in further detail below.

Similar to system 200', filtration system 200A uses the diverted fuel flow from submersible turbine pump 20 as the primary driver of fluid flow through ejector 230, such that pump 20 provides the primary motive force for filtration. In the illustrated embodiment of fig. 22, the injector 230A receives a fuel motive flow from the outlet of the pump 20, for example, along the discharge fluid passage. However, it is also contemplated that injector 230 may receive a diverted flow on the suction side of pump 20 including, for example, from fuel absorption line 19. As shown in fig. 21, the diverted fuel flow passes through port 27 of pump 20 and through inlet passage 202, filter 205 and inlet valve 203 in a similar manner as system 200'. However, unlike system 200', filtration system 200A positions injector 230A downstream of both valves 203, and the outlet fuel flow from injector 230A is delivered directly to fuel return passage 206 and then to storage tank 16. This is in contrast to the fluid flow discharged from injector 230 described above, where injector 230 directs both the fuel motive flow from inlet passage 202 and the filtered flow from absorption line 234 to filter 204 (FIG. 15).

As best seen in fig. 22, filter 204A is functionally interposed between injector 230A and fuel filter absorption line 234A. As fuel motive flow passes through injector 230A from inlet passage 202 to return passage 206A, vacuum generated by injector 230A is transmitted to the interior of filter 204A via filter return passage 216A, which filter return passage 216A extends from the vacuum port of injector 230A to an aperture in an upper portion (e.g., top wall) of filter 204A. This connection creates a vacuum pressure within filter 204A, which filter 204A draws a fluid stream (e.g., fuel or fuel/water mixture) from the bottom of tank 16 via filter absorption line 234A. The filtered flow enters the filter 204A at the top portion of the filter 204A, but is delivered to the bottom portion of the filter 204A via the dip tube 214A (fig. 22).

In operation, filter 204A will operate in a steady state where canister 205A is always filled with fluid drawn from canister 16. Fresh fluid received from the absorption line 234A is deposited at the bottom of the filter 204A via the dip tube 214A, and an equal flow of fluid is discharged from the top of the filter 204A via the return channel 216. In an exemplary embodiment, the flow rate through the filter 204A is slow enough relative to the internal volume of the filter 204A to allow for natural separation and stratification of the water and fuel within the volume of the filter 204A such that any water contained in the incoming fuel remains at the bottom of the filter 204A and only clean fuel is present at the top of the filter 204A.

In the exemplary embodiment, the flow rate through the filter 204A is controlled by a combination of the vacuum pressure from the ejector 230A and the cross-sectional dimensions of the passage defined by the dip tube 214A. These two variables can be controlled to produce a nominal flow rate through the filter 204A (i.e., throughput) and a fluid velocity through the dip tube 214A. In particular, the level of vacuum generated by the ejector 230A is positively correlated to both flow and fluid velocity, while the cross-section of the dip tube 214A is positively correlated to flow but negatively correlated to fluid velocity. To maintain the ability of the fluid to naturally stratify and avoid turbulence at the bottom of the filter 204A, the flow rate should be kept low enough to allow the incoming fuel to remain condensed into a volume of fuel that is separated from any surrounding water, rather than separating into smaller droplets that need to be re-condensed before "floating" out of the water layer. For example, exemplary fluid velocities that produce such favorable fluid dynamics for filter 204A may be up to 1.0, 2.0, 3.0, or 4.0 feet/second, such as up to about 3.3 feet/second.

In one exemplary arrangement, the oil/water separation tank 205A has a nominal volume of 1.1 gallons, the dip tube 214A defines a fluid flow sleeve having an inner diameter of 0.25 inches, and the vacuum level generated by the eductor 230A is maintained between 12 and 15 inches of mercury. This configuration produces a flow rate of about 0.50 gallons per minute (gpm) and an incoming fluid velocity (entering the lower portion of the filter 204A at the outlet of the dip tube 214A) of about 3.27 feet per second. In this arrangement, throughput of the filter 204A is maximized while preventing adverse fluid flow characteristics as described above. Further, if the vacuum is increased to 18 inches of mercury, the aeration of the introduced fuel can have adverse effects, such as diesel fuel foaming.

Additional elements may be provided to create operator control of one or more constituent elements of the fluid velocity (or via controller 102 shown in fig. 3). For example, an adjustable or restrictive flow orifice, such as a ball valve or flow orifice plate, may be provided in the motive flow to the injector 230A. In an exemplary embodiment, such a restriction may be placed downstream of the injector 230A in the fuel return passage 206A, for example. The adjustable orifice may restrict flow through the passage 206A, which establishes a back pressure on the ejector 230A and thereby limits or defines the nominal vacuum pressure generated by the ejector 230A. Another control element may be a similar adjustable or restrictive flow orifice placed in the filtered absorption line 234A that restricts the absorption flow to ensure nominal flow and speed are achieved. In the 0.50gpm example described above, it has been found that a 0.0938 inch diameter orifice in the absorption line 234A produces a target flow rate of 0.50gpm and a target flow rate of about 3.3 ft/sec when the vacuum pressure on the ejector 230A is set to a target range of 12 inches of mercury to 15 inches of mercury.

The size of the filter 204A may be scaled up or down to accommodate any desired filtering capacity, and the particular configuration of the filtration system 200A may be modified in accordance with the principles described above. For example, increasing the cross-section of the dip tube 214A decreases the fluid velocity such that the nominal flow rate through the filtered absorption line 234A can be increased without producing an adverse fluid velocity. Similarly, the nominal volume of tank 205A may be reduced without experiencing turbulence in the contained fluid stratification, or the nominal volume of tank 205A may be increased to accommodate a moderate level of turbulence.

If water is present in the fluid drawn from the bottom of the storage tank 16 through the absorption line 234A (FIG. 21), the water will naturally separate from the fuel and settle at the bottom of the filter 204A where it is collected and retained for later withdrawal (as described below). Clean fuel 14 floating to the top of the stratified fluid within filter 204A will be drawn back through injector 230 via filter return passage 216A and allowed to mix with the motive flow of fuel that will be discharged to tank 16 via fuel return passage 206A. In this manner, the filter return passage 216A combines with the fuel return passage 206A to form a fuel return passage that returns filtered fuel product from the filter 204A to the storage tank.

If sufficient water accumulates within the filter 204A, the water reaches a high level water sensor 220A (FIG. 22), which high level water sensor 220A is exposed to the interior of the tank 205A and positioned above the lower portion of the filter 204A. In the illustrated embodiment, the high level water sensor 22A is located on an upper portion of the filter 204A at a height that is: this height results in most of the fluid in filter 204A being below sensor 220A. In some embodiments, 60%, 70%, 80%, or 90% of the internal volume of filter 204A may be below sensor 220A. This arrangement allows for a large water accumulation to avoid frequent draining procedures while also utilizing the remaining filter volume as a safe buffer for clean fuel above the water level to prevent accidental draining of water or contaminated fuel from filter 204A to storage tank 16.

When in contact with water, the sensor 220A activates and sends a signal to the controller 102 (fig. 3), and the controller 102 may then activate an alarm or initiate a remediation protocol, or take other remedial action as described herein. For example, activation of the water sensor 220A may issue a notification to prompt the operator to drain the water accumulated in the tank 205A, or a similar automatic water removal process may be initiated.

Fig. 22 illustrates a water removal channel 208A, which water removal channel 208A is functionally interposed between the filtration-adsorption line 234A and the dip tube 214A. To initiate the water removal procedure by a human operator or by operation of the controller 102 (fig. 3), the absorption valve 212A may first be closed to prevent any further absorption of the fuel 14 from the tank 16. The water outlet valve 209A may then be opened, and a pump (not shown) attached to the water removal channel 208A may be activated to draw water from the bottom of the filter 204A via the dip tube 214A. In case the water pumping is done by a human operator, a hand pump or a manually operable electric pump may be used. Alternatively, an automatic electric pump may be used by an operator or controlled by the controller 102 (fig. 3) to automatically discharge water as part of a remedial action protocol.

In an exemplary embodiment, a check valve 218A may be disposed in the absorption line 234 between the tank 16 and the absorption valve 212A to provide additional security against backflow of water into the tank 16 during water extraction. Check valve 218A also prevents water from being siphoned from filter 204A into tank 16 via dip tube 214A and filtered absorber line 234A in any potential manner, filter 204A may be physically located above tank 16.

The water extraction process may be calibrated by a human operator or controller 102 (fig. 3) to extract a predetermined amount of fluid when the water removal protocol is initiated. The predetermined amount may be, for example, a calculated volume of fluid present below water sensor 220A and within water filter 204A. Optionally, the inlet valve 203 may be closed during the water removal process to prevent a competing suction pressure from the ejector 230. Alternatively, the turbo pump 20 (fig. 21) may be closed and the inlet valve 203 may be opened.

Turning now to fig. 23, the filtration system 200B includes another separator-type filter 204B, and the filtration system 200B is otherwise configured similarly to the filtration system 200A described above. Common reference numerals are used for common components of system 200 ', system 200A, and system 200B, and the structure of filtration system 200B has reference numerals corresponding to similar or identical structures of filtration system 200' and filtration system 200A, except that "B" is appended following the reference numerals as described further below. The filtration system 200B has all of the same functions and features as the filtration system 200A described above, except as noted below. Filtration system 200', filtration system 200A, and filtration system 200B may be used interchangeably with fuel delivery system 10 and systems associated with the fuel delivery system.

However, the filter 204B of the filtration system 200B includes a sensor valve assembly 244 as shown in fig. 24B-27, which sensor valve assembly 244 can be used to sense the presence of water near the top of the tank 205B in place of the high level water sensor 220A (fig. 22) (or in addition to the high level water sensor 220A, the sensor valve assembly 244 can also be used to sense the presence of water near the top of the tank 205B) and in conjunction with the sensor 242 (fig. 24B) to issue a signal or alarm indicating such a high level condition.

As best seen in fig. 23, the components of the filtration system 200B are sized and configured to fit within the sump 32 with a typical set of existing components, including the turbo pump 22, the delivery line 18 and associated shut-off valves and ancillary structures. In the illustrative embodiment of fig. 24A and 24B, a mounting bracket 240 is provided to provide structural support for the canister 205B and associated structures from the flow line between the inlet passage 202B and the return passage 206B.

Like the filtration systems 200, 200', and 200A described above, the filtration system 200B may also be applied to other sumps or components of the fuel delivery system 10, such as the dispenser sump 30 (fig. 1). Also similar to systems 200' and 200A, system 200B uses the diverted flow of fuel from submersible turbine pump 20 as the primary driving force for fluid flow through injector 230 via inlet passage 202B and strainer 205 (fig. 24A), such that pump 20 provides the primary motive force for filtration.

Fuel flows downstream to fuel return passage 206B to return to the ust 16 (fig. 24A), passing through injectors 230 to create vacuum pressure in filter return passage 216B, which is transmitted to the interior of canister 205B via valve assembly 244 (as described further below). This vacuum pressure within canister 205B is also sufficient to draw fuel from UST 16 via filter absorption line 234B, which extends to the bottom of UST 16 as viewed in fig. 24A, and is also described in detail herein with respect to other filtration system configurations. The fuel drawn through the absorption line 234B provides a slow and steady flow into the bottom of the tank 205B via the dip tube 214B, which is also described in more detail with respect to the filtration system 200A. During steady state operation, the vacuum in the return passage 216B draws fuel back through the fuel return passage 206B to the primary return flow. In the illustrated embodiment of fig. 24A and 24B, strainer 205 is disposed between valve assembly 244 and injector 230.

Turning now to fig. 25, the filter 204B is shown partially filled with water W, and during steady state operation, the remainder of the tank 205B is filled with fuel floating above the water W. In this configuration, float 248 is located at the bottom of an internal cavity 252 of sensor valve body 246 of sensor assembly 244, float 248 being retained by snap ring 250. The fuel deposited into the tank 205B via the dip tube 214B rises to float on the heavier water W, while any water contained in the deposited fuel is stratified to remain in the water W. Because the water W is well below the float 248, pure fuel continuously circulates through the sensor valve assembly via the port 249 in the valve body 246. This pure fuel is then drawn into vacuum port 254 to return to UST 16 via return channel 216B (fig. 24B).

During steady state, low water level operation depicted in fig. 25, a vacuum is maintained throughout the components of water filtration system 200B as described herein. This vacuum maintains a steady flow of fuel through filter return passage 216B via injector 230, as shown in fig. 24B. The flow rate is measured by a flow sensor 242, the flow sensor 242 being in fluid communication with the suction port of the ejector 230 and/or the internal flow path defined by the passage 216B. The sensor 242 detects the presence of fluid flow (and optionally the rate of fluid flow) through the suction port of the ejector 230 and emits a signal (or lack of a signal) indicative of such fluid flow. The signal may be received by the controller 102, for example, or may simply be received by an operator via an indicator (light, alarm, etc.).

In fig. 26, the level of water W has risen such that a portion of sensor valve assembly 244 is submerged below the level of water W. The float 248 has a density equal to or less than the density of the water W, but equal to or more than the density of the hydrocarbon fuel layered above the water W as described above. Details OF an exemplary FLOAT 248 may be found IN U.S. patent No.8,878,682 entitled "METHOD AND APPARATUS FOR detecting PHASE SEPARATION IN a STORAGE tank USING a FLOAT SENSOR" (METHOD AND APPARATUS FOR detecting SEPARATION OF PHASE SEPARATION IN a STORAGE tank) filed on 16.10.2009, the entire disclosure OF which is expressly incorporated herein by reference. As the level of water W rises into engagement with the float 248, the float 248 rises within the interior cavity 252, eventually approaching the top wall of the cavity 252 and the port 254. When the float 248 is sufficiently close to the port 254, the concentration of vacuum pressure at the port 254 draws the float 248 into contact with the top wall of the cavity 252, as illustrated in fig. 26, thereby shutting off (or substantially reducing) fluid flow. Because port 254 is blocked by a high water level, shutting off fluid flow from filter 204B prevents any water W from re-entering the UST 16.

The cessation of fluid flow through the passage 216B also stops fluid flow at the vacuum port of the ejector 230. Additionally, the fluid flow may be reduced before completely stopping. The sensor 242 detects a decrease and/or cessation of fluid flow and issues a signal (or lack thereof) indicating that flow has ceased or has decreased below a predetermined threshold nominal value. The controller 102 may issue an alarm and/or initiate a repair when the sensor 242 indicates a high level of water W as shown in fig. 26. As described in detail above with respect to filtration system 200A, reconditioning can include draining water W. To facilitate such drainage, water filtration system 200B may be equipped with the same water removal channels 208 and associated structures found in filtration system 200A, as shown in fig. 22 and described in detail above. When water W is removed from the canister 205B, the float 248 drops from the port 254 toward the bottom seated position of the port 254 shown in fig. 25, again allowing fluid to flow through the vacuum port of the ejector 230.

As described above, water filter 204B may be located within a sump (e.g., sump 32 shown in fig. 23) and thus near or above ground level. A below freezing weather may form ice in the tank 205B because the water W may be allowed to accumulate in the tank 205B. To address this possibility in cold weather installations, a temperature probe may be mounted within or on the outer wall of the tank 205B and configured to signal the controller 102 or system operator. When the temperature probe indicates a temperature near, at, or below freezing, an operator or controller 102 can initiate fuel flow from the UST 16 through filter 204B, as described herein. Because the UST 16 is located underground and well below ground level, the incoming fuel is reliably above freezing and can be used to maintain the internal temperature of the tank 205B above freezing. Whether or not the controller 102 calls for fuel flow for filtering purposes, the incoming flow may be maintained until the temperature probe reaches a threshold above freezing. Although the temperature control system and method are described with respect to filtration system 200B, the same system may be applied in the same manner to other filtration systems made in accordance with the present disclosure, including systems 200, 200', and 200A.

Controller 102 (fig. 3) or a human operator may also use inlet valve 203 to selectively activate or deactivate fuel filtration processes activated by filtration systems 200A or 200B (or alternatively systems 200 or 200 ', it being understood that systems 200, 200', 200A, and 200B may be used interchangeably as described herein). For example, the controller 102 may be programmed with a predetermined schedule for fuel filtration, and the controller 102 may open the valve 203 to initiate a filtration cycle. As described above, after the filtration cycle is initiated and a predetermined amount of time that filtration is occurring, the controller 102 may close the valve 203 to stop the filtration cycle. After a predetermined amount of time that the filtration cycle is not initiated, a new cycle may be started. Alternatively, in some embodiments, valve 203 may be omitted or left open so that fuel filtration occurs at any time pump 20 is activated.

The use of separator-type filters 204A, 204B allows the filtration systems 200A, 200B to be virtually maintenance free, with the only periodic maintenance task being to periodically remove accumulated water from the filters 204A, 204B. As mentioned above, even this maintenance task can be automated. In contrast to filtration system 200' which uses a base filter 207 described in detail above, filtration systems 200A, 200B do not have a base filter that needs to be replaced or serviced.

Separator-type filters 204A, 204B may also be sized to fit existing or newly installed sumps, such as turbine sump 32 of fuel delivery system 10 (fig. 1). As described above, the system designer has flexibility in sizing the volume of the filters 204A, 204B by controlling the flow rate of the fluid to be filtered. Thus, in the event that the filtration system requires a small space to accommodate within the sump, the filters 204A, 204B may be sized accordingly, and the nominal filtration flow may be set to an appropriate percentage of the filter volume as described in detail above.

However, it is also contemplated that a filter substrate such as filter 207 or any other coalescing filter element, particulate filter element, or combinations thereof may be used inside filters 204A, 204B as needed or desired for a particular application.

As discussed herein, the filtration systems 200, 200', 200A, and 200B utilize the submersible pump 20, which already exists as a component of the fuel delivery system 10, as a source of motive fuel flow to power a vacuum producing device, which in various embodiments is illustrated as an ejector 230. Although the illustrative filtration systems 200', 200A, 200B utilize an ejector 230 to draw contaminated fuel from the bottom of the tank 16, other equipment, such as another type of venturi device or an auxiliary pump (a pump other than pump 20) may be used to perform this operation. For example, the flow from pump 20, including the main flow and/or the diverted flow, may be used to drive an impeller that drives a separate pump for filtration, similar to the operation of a turbocharger system of an internal combustion engine that uses exhaust gas to power the impeller. A dedicated filtration pump powered by the main pump flow may then be used in place of the eductor 230 to drive the filtered flow as described herein.

Yet another alternative is to use a dedicated electric pump for the filtration flow. This dedicated pump may be used in place of the ejector 230 or 230A as shown in fig. 15 and 22, for example. In such a configuration of the filtration system 200, 200', 200A, or 200B, the fuel return passage 206, 206A, or 206B is only used for return of the filtered fuel flow, and need not be used for return of a separate motive flow of fuel as described herein with respect to venturi-based systems. The dedicated filter pump may have a low flow configuration that is only sufficient to provide the desired filtered flow for the throughput of the filter 204, 204A, or 204B.

In yet another alternative arrangement, the pump 20 may be configured as a diaphragm-type pump, wherein a primary stroke of the pump is used to deliver fuel to the distributor 12 via the delivery line 18 (fig. 1), while a reverse stroke may be used to drive the filtered flow as described herein. In this configuration, the eductor 230 of the filtration system 200, 200', 200A, or 200B is omitted. If the reverse stroke of the diaphragm pump 20 produces a flow rate comparable to the desired filtered flow through the filter 204, 204A or 204B, the fuel return passage 206, 206A or 206B is again used only for filtered flow and not for a separate excess or motive flow. The fuel return passage 206, 206A or 206B may also be sized to drain excess flow back to the tank 16 if the flow from the reverse stroke of the diaphragm pump 20 is higher than the desired flow through the filter 204, 204A or 204B.

Referring next to fig. 13, an exemplary method 300 for operating the water filtration system 200, 200', 200A, 200B is disclosed. The method 300 may be performed by the controller 102 (fig. 3). The method 300 is described below with reference to the illustrative water filtration system 200 of fig. 12, although the disclosed methods are also applicable to the systems 200', 200A, and 200B.

In step 302 of the method 300, the controller 102 determines whether a predetermined start time has been reached. The start time may occur at an expected time, preferably outside of a high demand fuel dispensing hour (e.g., 4:30 to 7:30 a.m.), and at an expected frequency. For example, the start time may occur at about 8:00 PM each day. When the start time of step 302 is reached, the method 300 continues to step 304. Also within the scope of the present disclosure are: the method 300 may begin based on input from one or more monitors 104 (fig. 3). Also within the scope of the present disclosure are: the method 300 may only begin when there is a certain minimum level of fuel product 14 in the storage tank 16, such as when there is a fuel product 14 having a level of about 20 inches to 30 inches, more specifically about 24 inches.

In step 304 of the method 300, the controller 102 operates the water filter 204 to filter the fuel product 14. As discussed above, this filtering step 304 may involve opening the inlet valve 203 of the fuel inlet passage 202 and starting the pump 20. The filtered fuel product 14 may be continuously returned to the storage tank 16 via the fuel return passage 206 after passing through the water filter 204.

In step 306 of the method 300, the controller 102 determines whether a predetermined cycle time has expired. The cycle time may vary. For example, the cycle time can be about 1 hour to 10 hours, more specifically about 7 hours to 9 hours, and more specifically about 8 hours. If the cycle time has expired, the method 300 continues to step 307 where the controller 102 closes the inlet valve 203 of the fuel inlet passage 202 to the water filter 204 and resets the cycle time to await a new start time before returning to step 302. If the cycle time has not expired, the method 300 continues to step 308.

In step 308 of the method 300, the controller 102 determines whether the water level in the water filter 204 is too high. Step 308 may involve communicating with a high level water sensor 220 located in the water filter 204. If the high level water sensor 220 detects water (i.e., is activated), the method 300 continues to step 310 and step 312. If the high level water sensor 220 does not detect water (i.e., is deactivated), the method 300 skips steps 310 and 312 and continues to step 314.

In step 310 of the method 300, the controller 102 discharges the separated water product from the water filter 204. As discussed above, this draining step 310 may involve opening the drain valve 209 of the water removal channel 208. From step 310, the method continues to step 312.

In step 312 of the method 300, the controller 102 determines whether the water level in the water filter 204 is sufficiently low. Step 312 may involve communicating with the low level water sensor 222 located in the water filter 204. If the low level water sensor 222 still detects water (i.e., is activated), the method 300 returns to step 310 to continue draining the water filter 204. Once the low level water sensor 222 no longer detects water (i.e., is deactivated), the method 300 continues to step 314. The controller 102 may issue an alarm if the draining step 310 is performed for a predetermined period of time without deactivating the low level water sensor 222. The controller 102 may also issue an alarm if there is a discrepancy between the high level water sensor 220 and the low level water sensor 222, specifically if the high level water sensor 220 detects water (i.e., activated) but the low level water sensor 222 does not detect water (i.e., deactivated).

In step 314 of the method 300, the controller 102 determines whether the water level in the storage tank 210 is too high. Step 314 may involve communicating with the high level water sensor 224 in the storage tank 210. Step 314 may also involve calculating the volume of water contained in the storage tank 210 based on the previous drain step 310 from the water filter 204. The volume calculation may involve: recording the number of drain steps 310 from the water filter 204 triggered by the high level water sensor 220; and determining the known volume of water discharged between sensor 220 and sensor 222 during each discharge step 310. If the high level water sensor 224 does not detect water (i.e., is deactivated) or the calculated volume of water located within the storage tank 210 is below a predetermined limit, the method 300 returns to step 304 to continue operating the water filter 204. If the high level water sensor 224 detects water (i.e., activated) or the calculated water volume located within the storage tank 210 reaches a predetermined limit, the method 300 continues to step 316.

In step 316 of the method 300, the controller 102 alerts or sends another communication that requires the tank 210 to be drained or replaced. The controller 102 also closes the inlet valve 203 of the fuel inlet passage 202 and resets the cycle time. After the storage tank 210 is emptied and replaced, the controller 102 returns to step 302 to wait for a new start time.

In the fourth embodiment, the repair system 108 is configured to control humidity in the turbine sump 32 of the fuel delivery system 10. In the illustrated embodiment of fig. 2, the remediation system 108 includes a desiccant 400 (e.g., calcium chloride, silica gel) configured to absorb water from the atmosphere in the turbine sump 32. The desiccant 400 may be removably coupled to the turbine sump 32, such as being removably suspended from the cover 38 of the turbine sump 32. In this embodiment, the monitor 104 "" may be a humidity sensor configured to measure the humidity in the vapor space of the turbine sump 32. The monitor 104 "" may also be configured to measure the temperature in the vapor space of the turbine sump 32. The humidity and/or temperature data may be communicated to the controller 102 (fig. 3). When the humidity level increases above a predetermined level (e.g., 40%), the output device 106 may instruct an operator to inspect the turbine sump 32 and/or replace the desiccant 400.

The above-described embodiments of the repair system 108 may be provided separately or in combination, as shown in fig. 2. Accordingly, the remediation system 108 may be configured to ventilate the turbine sump 32 of the fuel delivery system 10, irradiate bacteria in the turbine sump 32 of the fuel delivery system 10, operate the water filtration system 200, and/or control humidity in the turbine sump 32 of the fuel delivery system 10.

While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains and which fall within the limits of the appended claims.

Examples of the invention

1. Example 1: attenuation of transmitted light intensity in corrosive environments

Various plain steel samples were prepared as summarized in table 1 below. Each sample was cut into 1 inch squares.

TABLE 1

Numbering	Description of the invention	Size of
			1	Fine wire net	Mesh 60x60, wire diameter 0.0075 "
2	Thick silk screen	Mesh 14x14, wire diameter 0.035 "
			3	Perforated sheet	Pore diameter 0.033 "
4	Fine wire net	Mesh 30x30, wire diameter 0.012 "
			5	Perforated sheet	Hole diameter 0.024 "

The samples were placed in sealed glass containers with a 5% acetic acid solution. The sample was suspended on a non-corrosive stainless steel platform above the acetic acid solution for exposure to acetic acid vapor in the vessel. Selected samples were removed from the container after about 23 hours, 80 hours, and 130 hours. The other samples were retained as control samples.

Each sample is placed in a holder and illuminated with an LED light source located within the tube to control light contamination. An ambient light sensor from ams AG was used to measure the intensity of light transmitted through each sample. The results are presented in fig. 7 to 9. Fig. 7 includes a photograph of the illuminated sample itself. Fig. 8 is a graphical representation of the relative light intensity transmitted through each sample over time. Fig. 9 is a graphical representation of normalized light intensity transmitted through each sample over time, wherein an intensity of 1.00 is assigned to each control sample. As shown in fig. 7-9, all of the samples exhibited increased corrosion and decreased light transmission over time. The fine wire mesh samples (sample No. 1 and sample No. 4) showed the most significant corrosion over time.

2. Example 2: real-time attenuation of transmitted light intensity in corrosive environments

Sample No. 4 of example 1 was placed in a sealed plastic bag along with a paper towel that had been saturated with a 5% acetic acid solution. The sample was subjected to the illumination test in the same manner as in example 1, except that the sample was held within a sealed bag during the test. The results are presented in fig. 10, which fig. 10 is a graphical representation of the actual light intensity transmitted through the sample over time. As with example 1, the sample exhibited increased corrosion and decreased light transmission over time.

3. Example 3: humidity control with desiccant

A turbine sump having a volume of 11.5 cubic feet and having a stable temperature of between about 65 ° F and 70 ° F is wetted to about 95% with a wet wipe. The wipe is then removed from the wetted turbine sump. A desiccant bag is arranged within the wetted turbine sump, which is then sealed closed. The desiccant pouch contained 125g of calcium chloride and a gelling agent to prevent the formation of aqueous calcium chloride.

Relative humidity and temperature in the turbine sump were measured over time as shown in fig. 20. After 1 day, the desiccant has absorbed enough water to reduce the relative humidity to about 40%. After 3 days, the desiccant has absorbed enough water to reduce the relative humidity below about 20%. The relative humidity finally drops below 10%.