GB2334321A - Container valve - Google Patents

Abstract

A valve comprises a main port 16, an inlet port 14, and an outlet port 26 each communicating with a chamber 24. The inlet and outlet ports each have a respective closure member 40,70 for controlling communication between that port and the chamber. The arrangement is such that both valve closures cannot simultaneously occupy fully open positions. The inlet port 14 is defined by a nose portion 60 which mates with a main body part 20 via a circular junction 64. The union between the nose portion and the body part has unlimited rotational symmetry.

Description

VALVE ARRANGEMENT The present invention relates to a valve arrangement. It is particularly, but not exclusively, applicable to valves for use in controlling the loading and unloading of fuel oil transport vehicles.

Such vehicles commonly carry heavy fuel oil which is delivered in small quantities to a variety of spaced delivery points. The fuel chambers thereof are therefore usually divided into a number of sub-units so that the weight distribution of the vehicle can be controlled and to avoid excessive movement of the load when the vehicle is in motion. At present, most such vehicles employ a simple system of valves in which fuel is loaded and unloaded via valves at the base of the chamber.

The present invention therefore proposes a valve for a liquid container comprising a main port for two-way fluid communication with such a container, a chamber communicating with the main port, an inlet port and an outlet port each communicating with the chamber, the inlet and outlet port each being selectively closable via a valve closure member, each valve closure member being movable between a first sealing position in which communication between the chamber and the respective inlet or outlet port is prevented and a second open position in which the valve closure member lies within the chamber; wherein the open positions of the respective closure members coincide at least partially thereby to prevent both valve closures from occupying a fully open position simultaneously.

Thus, the inlet port can be provided at operator height without risking significant confusion as both valves cannot be opened simultaneously.

It is preferred if the outlet port communicates with a common flow passage, thereby to provide a single outlet port for fuel being unloaded and also to allow intercommunication between the respective chambers of a fuel transport vehicle. In that case, it should be understood that the "outlet" port may at times be used to load fuel into a chamber when fuel is being transferred within the vehicle from another chamber.

The present invention also relates to a vehicle comprising a plurality of liquid storage chambers, each chamber being connected to the main port of a valve as defined above, the outlet port of each such valve being connected to a common flow passage, the common flow passage communicating with a common outlet.

Another problem addressed by this Application is the longevity of the inlet port. This is commonly subjected to frequent connections and disconnections, and the bulky and cumbersome nature of the supply pipes means that the momentum of each connection and disconnection is significant. Thus, the wear and tear which the port needs to tolerate can be significant. This is commonly exacerbated by the fact that, for reasons of operator convenience, the first point of contact is usually confined to a localised circumferential position on the inlet valve, such as the two horizontally opposed mid-point. This means that the wear and tear tends to be localised in that region. The result of this is that it is often necessary to replace the inlet valve body when the majority thereof is not significantly worn.

In its second aspect, the present invention therefore provides a valve for a releasable connection comprising a main body with a flow passage therethrough, and a distinct circumferential nose element, the nose element being adapted to make a releasable connection with another valve member, the flow passage extending to the surface of the main body at an inlet point, and the nose element being releasably attachable to the main body around the inlet point via a union which has unlimited rotational symmetry.

A suitable union can be formed by retaining a rear surface of the nose element against a shoulder within the main body. This also provides a suitable location for a seal such as an O-ring. The nose portion can be retained securely in place via a plurality of retaining screws or the like.

An alternative union is a V-clamp.

This aspect of the invention also relates to a vehicle having at least one liquid storage chamber communicating with a valve for releasable connection as defined above.

Embodiments of the invention will now be described, by way of example, with reference to the accompanying Figures, in which: Figure 1 is a side view of a plurality of valves according to the present invention; Figure 2 is a vertical cross-section through a single valve according to the first embodiment of the present invention, viewed in the same direction as Figure 1; Figure 3 is a section on Ill-Ill of Figure 2, showing the outlet valve open and the inlet valve closed; Figure 4 is a view similar to Figure 3 but with the outlet valve closed and the inlet valve open; and Figure 5 is a view corresponding to that of Figure 4 of a second embodiment of the present invention.

Referring to the Figures, Figure 1 shows a continuous outlet flow passage 10 which leads at one end to a termination (not shown) and at another end to an outlet port (not shown). The flow passage is formed by a series of pipe sections interrupted at intervals by an inlet/outlet valve body 1 2. This has an inlet port 1 4 leading to a main port 16, not visible in Figure 1, which communicates with a fluid storage chamber.

It is envisaged that this array of valve bodies 1 2 interconnected by the common flow passage 10 will be fitted to the side of a fuel oil transport vehicle, with each valve body 12 being associated with a fluid chamber of the vehicle. Fuel is then loaded into each chamber via the inlet port 1 4 and main port 16, and is discharged from its chamber via the valve body 1 2 and the common flow passage 10. If fuel oil needs to be moved between chambers, for example so as to correct the balance of the vehicle, this could be done via the common flow passage 1 0. A pumping means may be provided for this purpose.

A first embodiment of the valve 1 2 will now be described with reference to Figures 2, 3 and 4. The valve is constructed of an upper main body part 20 and a lower main body part 22. The upper main body part comprises, in sequence, the inlet port 14, leading to an internal chamber 24, in turn leading to a main port 1 6 for communication with the liquid storage chamber. At the floor of the internal chamber 24 is an outlet port 26, at which the upper main body part 20 is connected to the lower main body part 22.

The lower main body part 22 comprises a second internal chamber 28, which leads on either side to main discharge ports 30, 32. These are connected to the common flow passage 10.

An inlet valve 40 is provided in the inlet port 14. This valve 40 comprises a valve closure mounted on a horizontal axle 42 which is received in a bore 44 formed in a spider 46 extending from the upper main body portion 20 into the first internal chamber 24. The valve closure 40 is biased toward a closed position by a spring 48. A fluid-tight seal is provided by a moulded seal 50.

At the rear of the valve closure 40, ie within the first internal space 24, a hollow cone 52 extends rearwardly, generally toward the spider 46.

This serves partly to hinder excessive rearward motion of the valve closure 40 by interference with the spider 46, and also serves to interfere with the operation of the outlet valve as will be explained in more detail later.

The upper main body part 20 is formed with a detachable nose portion 60 which defines the inlet port 1 4. This includes the necessary formations 62 to engage with an incoming supply hose, and has unlimited rotational symmetry. It mates with the upper main body part 20 via a circular junction 64. The two halves are held together via a V-clamp 66 of conventional design.

At the lower edge of the outlet port 14, the upper main body part 20 has a lip 68 which extends into the region bounded by the nose portion 60 to ensure that the lower face of the first internal chamber 24 is level up to and including the inlet port 14. This prevents liquid from pooling.

An outlet valve 70 is fitted at the outlet port between the first internal chamber 24 and the second internal chamber 28. This is mounted on a vertically disposed axle 72 which is received in a bore 74 provided in a formation 76 upstanding from the floor of the second internal chamber 28.

A cover plate 78 is attached to the outer floor of the lower main body part 22, to define a third internal space 80. A crank arrangement 82 is disposed within this space 80 which serves to raise the axle 72 and therefore the outlet valve 70 from its closed position to its open position.

In the open positiOn, the outlet valve 70 lies within the first internal space 24, and stands clear of the outlet port 26 thereby allowing communication between the first and second internal chambers 24, 28. Further rotation of the crank 82, or reverse rotation thereof, serves to lower the axle 72 and outlet valve 70, bringing the latter into sealing contact with the outlet port 26. An 0-ring 86 is provided on the outlet port 26 for this purpose. The crank arrangement 82 is conventional of itself and no further explanation need be given here.

Thus, in order to fill a tanker fitted with a valve or valves according to the first embodiment above, the crank 82 is rotated so as to lower the outlet valve 70 into sealing contact with the outlet port 26, and an inlet hose is connected to the nose portion 60. Such inlet hoses normally have a "poppett" valve, in which the opening of the hose is sealed by a valve plate biased towards the closed position, and which carries a protrusion extending from the surface thereof. When the hose is brought toward the nose portion 60, the protrusion engages the front surface of the inlet valve 40 causing both it and the valve of the inlet hose to be depressed backward against their respective biasing means and thereby pushed into an open position.

Fluid can then flow through the inlet port 14, via the first internal chamber 24 and into the vehicle chamber via the main port 1 6. When the desired amount of fluid has been loaded, the flow is stopped and the inlet hoses disconnected. The inlet valve 40 then closes by action of the biasing spring 48.

When the vehicle arrives at its destination, a supply hose is connected to the output port of the common flow passage 10, and a crank 82 of one of more valves are operated to raise the outlet valve 70. Fluid can then flow via the main port 16, the first internal chamber 24, the outlet port 26, and the flow passage 1 0. Fluid flow is normally satisfactory under gravity, but may be pump assisted if desired. When sufficient fluid has been off-loaded, the crank 82 is operated to lower the outlet valve 70 into contact with the outlet port 26, shutting off the flow path.

If fluid is to be re-distributed between the respective chambers of the vehicle, the outlet valves 70 of the two chambers concerned are both raised.

Fluid can then flow from one chamber to the other via the main port 16, first internal chamber 24 and outlet port 26 of the first valve, the common flow passage 10, and the outlet port 26, first internal chamber 24 and main port 1 6 of the second valve. Gravity will normally provide a sufficient flow until the fluid levels in both chambers are the same. If further re-distribution is needed then pump assistance will be required.

It should be noted that if an inlet hose is inadvertently attached to the nose portion 60 whilst an outlet valve 70 is in the open position, the inlet valve 40 will be unable to move rearwardly because the cone 52 will abut the inlet valve 70. This will prevent significant rearward motion of the inlet valve 40. Whilst it is likely that the valve of the inlet hose will open, the inlet valve will not open sufficiently and therefore fluid can not be inadvertently loaded when the valve positions are incorrect.

Likewise, if a user attempts to open the outlet valve 70 whiist fuel is being loaded, the position of the cone 52 immediately above the outlet valve 70 will prevent any significant movement thereof.

These situations are shown in Figures 3 and 4. Figure 3 shows the outlet valve 70 open and obscuring significant rearward motion of the inlet valvae 40. Figure 4 shows the inlet valve 40 in the open position and obscuring any outward movement of the outlet valve 70.

Figure 5 shows a second embodiment of the present invention. The main features of this device are identical, and need not be described in detail. The only difference is that the crank arrangement 82 is replaced with a flexible membrane 90. This is sandwiched between the cover plate 78 and the lower body portion 22, and thereby divides the third internal chamber 80 into upper and lower portions 80a and 80b. In the upper of these two chambers, chamber 80a, the axle 72 rests on the upper surface of the membrane 90 and is biased downwardly by the spring 84. A pneumatic entry port (not shown) is provided in communication with the lower space 80b. When suppressed air is supplied thereto, the membrane 90 flexes upwardly, forcing the axle 72 and therefore the outlet valve 70 upward and thus into an open position.

The second embodiment has the advantage that failure of the membrane 90, for example by puncture, causes the outlet valve 70 to return naturally to its closed position by action of the spring 84. Thus, the apparatus is able to fail safe. By contrast, if the crank arrangement 82 or the first embodiment jams then it may well jam in the open position. Repair and replacement of the flexible membrane 90 is also expected to be somewhat easier than of the crank arrangement 82.

In both of the above embodiments, if the formations 62 of the nose portions 60 begin to wear, the V-clamp 66 can easily be slackened slightly and the nose portion 60 rotated about its central axis. Because the nose portion 60 has unlimited rotational symmetry, in combination with the unlimited rotational symmetry of the V-clamp it is able to assume any displaced angular position. Thus, the worn portion can be moved away from the initial position of maximum wear, prolonging the life of the device.

An alternative union between the nose portion 60 and the remainder is to retain a rear surface of the nose 60 against a shoulder within the main body. A seal such as an 0-ring can be interposed between the two. retaining screws can be provided on the main body to compress the nose 60 against the seal and shoulder. This can replace the V-clamp 66.

It will be appreciated that many variations could be made to the above described embodiments, without departing from the scope of the present invention. For example, it is envisaged that most of the structural elements will be manufactured from aluminium, but this is by no means germane to the present invention.

Claims (10)

1. CLAIMS 1. A valve for a liquid container comprising a main port for two-way fluid communication with such a container, a chamber communicating with the main port, an inlet port and an outlet port each communicating with the chamber, the inlet and outlet port each being selectively closable via a valve closure member, each valve closure member being movable between a first sealing position in which communication between the chamber and the respective inlet or outlet port is prevented and a second open position in which the valve closure member lies within the chamber; wherein the open positions of the respective closure members coincide at least partially thereby to prevent both valve closures from occupying a fully open position simultaneously.
2. 2. A valve for a liquid container according to claim 1 in which the outlet port communicates with a common flow passage.
3. 3. A vehicle comprising a plurality of liquid storage chambers, a plurality of valves according to any preceding claim, each chamber being connected to the main port of a valve, the outlet port of each such valve being connected to a common flow passage, the common flow passage communicating with a common outlet.
4. 4. A valve for a releasable connection comprising a main body with a flow passage therethrough, and a distinct circumferential nose element, the nose element being adapted to make a releasable connection with another valve member, the flow passage extending to the surface of the main body at an inlet point, and the nose element being releasably attachable to the main body around the inlet point via a union which has unlimited rotational symmetry.
5. 5. A valve according to claim 4 in which the union is formed by retaining a rear surface of the nose element against a shoulder within the main body.
6. 6. A valve according to claim 5 in which an 0-ring is located in the shoulder.
7. 7. A valve according to claim 6 in which the nose portion is retained in place via a plurality of retaining screws.
8. 8. A valve according to claim 4 in which the union is a V-clamp.
9. 9. A vehicle having at least one liquid storage chamber communicating with a valve according to any one of claims 4 to
10. 10.

    1 0. A valve substantially as any one described herein with reference to and!or as illustrated in the accompanying figures.