JP2004142473A - Fuel oil transportation vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel oil transportation vehicle that can prevent mixture with residual fuel oil in a pipe. <P>SOLUTION: A transport tank 1 is defied into tank rooms 5, 6 and 7. The tank rooms 5 and 6 are connected to each other using lower valves 11 and 12 and a pipe 15 (a pipe system 51), meanwhile the tank rooms 6 and 7 are connected to each other using lower valves 13 and 14 and a pipe 16 (a pipe system 52). Since the pipe systems 51 and 52 are independent of each other, if the pipe system 51 is used for gasoline and the pipe system 52 is used for light oil for example to use the systems 51 and 52 depending on oil types, each of the oil can be prevented from being mixed with residual fuel oil in the pipes. Also, the tank room 6 has the systems 51 and 52 connected thereto, which can be used both for the gasoline and the light oil. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a fuel oil transportation vehicle, for example, to a vehicle capable of separately loading a plurality of types of fuel oil.
[0002]
[Prior art]
Various types of fuel oils, such as heavy oil, naphtha, light oil, kerosene, and gasoline, can be refined from crude oil, and are widely used as fuel for prime movers such as vehicles and heavy machinery.
The type of oil used for these motors is defined by the type of motor, such as gasoline for gasoline engines and light oil for diesel engines.
As described above, since there are a plurality of oil types that can be used for the prime mover, a tank lorry in which a transport tank is divided into a plurality of tank chambers is generally used for transportation.
Various types of tank lorries are manufactured from small transport tanks of about 4 kiloliters to large transport tanks of about 20 kiloliters. These transport tanks are partitioned into tank chambers of 1 to 4 kiloliters. The maximum capacity of the tank room is about 4 kiloliters for fire fighting reasons.
[0003]
FIG. 6 is a view for explaining the structure of a conventional transport tank, and shows the transport tank viewed from the bottom.
The transport tank 102 has, for example, a capacity of 4 kiloliters and is divided into a tank chamber 104 having a capacity of 2 kiloliters and tank chambers 103 and 105 having a capacity of 1 kiloliter.
Each compartment can be loaded with the same type of fuel oil, or different tanks can be loaded with different fuel oil.
Low valves 110, 111, and 112 are provided at the bottoms of the tank chambers 103, 104, and 105, respectively. These low valves 110 to 112 can be individually opened and closed.
[0004]
The low valves 110 to 112 are respectively connected to the pipe 131, and the fuel oil discharged from the low valves 110 to 112 is discharged from the discharge ports 121 and 123 via the pipe 131, the flow meter 125, the pipe 133, and the like. Is done. The discharge ports 121 and 123 can be opened and closed by discharge valves 120 and 122, respectively. The fuel oil discharged (unloaded) from the discharge ports 121 and 123 is supplied to a fuel tank or the like of a gas station. By the switching handle 115, the fuel oil transported via the pipe 131 can be switched to gravity, suction, or discharge.
In addition, a switching valve 127 is provided between the flow meter 125 and the pipe 133, so that the fuel oil can be switched between passing and not passing through the flow meter 125.
[0005]
A fuel transport vehicle equipped with this transport tank is used, for example, to load fuel such as gasoline and light oil, and to supply these to engines such as heavy equipment at a construction site. There are various fuels used in these engines, such as gasoline and light oil, and it is necessary to supply corresponding fuels at construction sites. First, a fuel supplier receives an order for fuel, estimates the amount of various fuels, and determines the fuel to be loaded in the tank chamber. Here, for example, it is assumed that gasoline is loaded in the tank chamber 103 and light oil is loaded in the tank chambers 104 and 105.
Upon arriving at the construction site, the low valve 110 is opened and gasoline in the tank chamber 103 is supplied to the gasoline engine via the pipe 131. Then, for the diesel engine, the low valve 111 or the low valve 112 is opened to supply the light oil in the tank chambers 104 and 105 via the pipe 131. In this manner, the fuel supplier supplies fuel around multiple construction sites.
Further, there is the following publication as a conventional technique for preventing oil mixture at the time of unloading.
[0006]
[Patent Document 1] Special opening and closing 10-236599
[0007]
[Problems to be solved by the invention]
However, when the fuel oil in the tank chambers 103 to 105 is unloaded, even if the tank is emptied, the fuel oil remains in these pipes because the tank chambers 103 to 105 share the pipe 131. .
For this reason, when different types of fuel oil are loaded in the tank chambers 103 to 105, there is a problem that different types of fuel oil remaining in these pipes are mixed during fuel supply (unloading). .
[0008]
For example, if light oil is supplied to a diesel engine after gasoline is supplied to a gasoline engine, light oil mixed with gasoline remaining in the pipe 131 is supplied to the diesel engine. In order to avoid such an oil mixture, a small tank lorry can transport substantially only one type of fuel oil even if there is an empty tank chamber. This is because when unloading to a small lot, the proportion of fuel oil mixed in becomes large, and for example, if kerosene is mixed in light oil, a tax law problem arises.
In addition, a large tank lorry having a loading capacity of 20 kiloliters or the like needs to be unloaded in a predetermined order with, for example, kerosene, light oil, gasoline, and the like. This is a problem when gasoline is mixed with kerosene and light oil, but there is no practical problem if gasoline is slightly mixed with kerosene and light oil. This is because some oil types are in trouble.
[0009]
Therefore, an object of the present invention is to provide a fuel oil transportation vehicle that can prevent oil mixture due to fuel oil remaining in piping.
[0010]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, the present invention provides a fuel oil tank partitioned into a plurality of tank chambers, a piping system connected to each of the tank chambers, and a piping system provided in the piping system. And a discharge port for discharging fuel oil in the tank chamber, wherein a plurality of independent piping systems are connected to at least one of the tank chambers. A vehicle for transporting fuel oil is provided.
According to a second aspect of the present invention, there is provided the fuel oil transport vehicle according to the first aspect, wherein the tank chamber and the piping system are connected via a valve element that can be opened and closed.
According to the third aspect of the present invention, there is provided the fuel oil transport vehicle according to the first or second aspect, wherein at least one of the piping systems is connected to a plurality of the tank chambers. I do.
The invention according to claim 4 is characterized in that it has a recess provided at the bottom in the tank chamber and in which the valve element is disposed, and a conduction means for conducting the recess. A fuel oil transportation vehicle according to claim 3 or 4 is provided.
In a fifth aspect of the present invention, a lock mechanism for opening and closing one selected valve element among the plurality of valve elements disposed in the tank chamber and locking the other valve elements in a closed state is provided. A fuel oil transport vehicle according to claim 2, 3, or 4 is provided.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to FIGS.
(1) Outline of Embodiment In the transport tank 1 in which the tank chambers 5, 6, 7 (FIG. 2) are formed, low valves 11, 14 are provided for the tank chambers 5, 7, respectively. Low valves 12, 13 are provided.
The low valve 11 and the low valve 12 are connected by a pipe 15, and the low valve 13 and the low valve 14 are connected by a pipe 16. A piping system 51 including the low valves 11 and 12 and the piping 15 is independent from a piping system 52 including the low valves 13 and 14 and the piping 16.
For example, assume that gasoline is loaded in the tank chamber 5 and light oil is loaded in the tank chamber 7. In this case, by setting the low valve 12 for gasoline and the low valve 13 for light oil, the tank chamber 6 can hold both gasoline and light oil.
Since the independent piping system 51 and the piping system 52 are used for gasoline and light oil, respectively, it is possible to prevent the occurrence of oil mixture due to fuel oil remaining in the piping.
[0012]
(2) Details of Embodiment FIG. 1 is a diagram showing a side surface of a fuel oil transport vehicle 99 according to the present embodiment.
The fuel oil transportation vehicle 99 is a small tank lorry having a loading capacity of 4 kiloliters. The fuel oil transport vehicle 99 is equipped with a transport tank 1 for loading fuel oil on a cargo bed. The inside of the transport tank 1 is partitioned into three tank chambers 5, 6, and 7 by partition walls A and B. Lubrication ports 5a, 5b, 5c are provided at the upper part of each fuel chamber, so that fuel oil can be individually injected.
The fuel oil in the tank chamber 5 can be unloaded by the hose 61, and the fuel oil in the tank chamber 7 can be unloaded by the hose 62.
The tank chamber 6 is provided with two low valves as described later, and can be unloaded from the hose 61 or the hose 62 by using means for selectively opening and closing these low valves.
[0013]
FIG. 2 is a diagram for explaining the transport tank 1 mounted on the fuel oil transport vehicle according to the present embodiment, and shows a view from the bottom of the tank.
The left direction as viewed in FIG. 2 is the vehicle head direction. The transport tank 1 is partitioned by partitions A, B from the front of the vehicle, and tank chambers 5, 6, 7 are formed. As an example, the loading capacity of the tank chambers 5 and 7 is 1 kiloliter, and the loading capacity of the tank chamber 6 is 2 kiloliter.
At the bottom of the tank chamber 5 and the bottom of the tank chamber 7, low valves 11 and 14 each having a valve element that can be opened and closed are provided. At the bottom of the tank chamber 6, two low valves 12 and 13 are provided. Is provided. Each of the low valves 11 to 14 is provided with an opening and closing mechanism that can be individually opened and closed from a position distant from the low valves 11 to 14 such as a side surface of a fuel oil transport vehicle.
The low valves 11 and 12 are unloaded via a piping system 51, and the low valves 13 and 14 are unloaded via a piping system 52.
[0014]
First, the configuration of the piping system 51 will be described. The piping system 51 includes piping 15, 25, 27, a switching valve 21, a pump 23, a cock 42, discharge ports 35, 41, a flow meter 31, and the like.
The low valve 11 and the low valve 12 are connected to a pipe 15. The pipe 15 is connected to the switching valve 21. The switching valve 21 is a valve that switches between discharging the fuel oil loaded in the tank chamber 5 or the like and, conversely, sucking the fuel oil from outside using the pump 23.
The switching valve 21 is connected to a discharge port 35 via pipes 25 and 27. The discharge port 35 is connected to a hose 61 (FIG. 1), and the fuel tank at the unloading destination is unloaded using the hose 61. A cock 42 and a discharge port 41 are provided at the tip of the pipe 25. The cock 42 is normally closed. The discharge port 41 is used, for example, when the fuel oil is sucked by the pump 23.
The pipe 27 is provided with a flow meter 31 for measuring the amount of unloaded fuel oil. Although not shown, a check valve is provided on the pipe 27 closer to the pipe 25 than the flow meter 31 to prevent backflow of fuel oil (direction from the flow meter 31 toward the pipe 25).
[0015]
The piping system 52 includes the piping 16, 26, 28, the switching valve 22, the pump 24, the cock 44, the discharge ports 36, 43, the flow meter 32, and the like.
The low valve 13 and the low valve 14 are connected to a pipe 16. The pipe 16 is connected to the switching valve 22. The switching valve 22 is a valve that switches between discharging the fuel oil loaded in the tank chamber 7 or the like and, conversely, sucking the fuel oil from outside using the pump 24.
The switching valve 22 is connected to a discharge port 36 via pipes 26 and 28. The discharge port 36 is connected to a hose 62 (FIG. 1), and the fuel tank at the unloading destination is unloaded using the hose 62. A cock 44 and a discharge port 43 are provided at the tip of the pipe 26. The cock 44 is normally closed. The discharge port 43 is used, for example, when the fuel oil is sucked by the pump 24.
The pipe 28 is provided with a flow meter 32 for measuring the amount of unloaded fuel oil. Although not shown, a check valve is provided on the side of the pipe 28 closer to the pipe 26 than the flow meter 32 to prevent the backflow of fuel oil (the direction from the flow meter 32 to the pipe 26).
[0016]
As described above, since the piping system 51 and the piping system 52 are independent from each other, the piping system 51 can be used for gasoline and the piping system 52 can be selectively used depending on the type of oil, such as using the piping system 52 for light oil. Therefore, it is possible to prevent oil mixture due to fuel oil remaining in the piping system.
[0017]
FIG. 3 is a diagram showing the bottom of the tank chamber 6 as viewed from above.
At the bottom of the tank 6, recesses 12a and 13a recessed from the bottom are formed. The valve bodies 12 and 13 are provided at the bottoms of the recesses 12a and 13a, respectively.
Since the recesses 12a and 13a are formed in the tank chamber 6 as described above, for example, when the low valve 12 is opened with the low valve 13 closed and the fuel oil is completely discharged from the low valve 12, the low valve 13 The fuel oil remains in the recess 13a. In this embodiment, in order to prevent fuel oil from remaining in the closed low valves 12 and 13, the low valves 12 and 13 are connected by the conduit 60 in the present embodiment.
[0018]
The conduit 60 is a groove formed at the bottom of the tank chamber 6 and connects the side surface of the concave portion 12a and the side surface of the concave portion 13a, and the depth of the groove is approximately the depth of the concave portion of the low valves 12 and 13. .
Therefore, when the low valve 12 is open and the low valve 13 is closed, the fuel oil remaining in the concave portion of the low valve 13 is discharged from the low valve 12 via the conduit 60. Thus, the guide path 60 constitutes a conduction unit that conducts the recesses 12 and 13.
In addition, the bottom of the tank chamber 6 has the lowest part of the conduit 60, and the fuel oil is collected in the conduit 60 by gravity.
In this way, when the tank chamber 6 is transshipped with a different kind of fuel oil, it is possible to prevent oil mixture due to the fuel oil remaining in the concave portions of the low valves 12 and 13.
When three or more concave portions are formed in the tank chamber 6 and a valve body is provided, the conduit 60 is formed so that all of them communicate with each other.
Further, the form of the guide path 60 does not necessarily have to be a groove, and may be, for example, a tubular member (pipe) that conducts near the bottoms of the concave portion 12a and the concave portion 13a.
[0019]
Further, in the present embodiment, a lock mechanism that allows one of the low valves 12 and 13 to be opened and closed and locks the other in a normal pair is provided.
This is to prevent a worker from misidentifying the oil type in the tank chamber 6 and unloading the wrong fuel oil.
That is, since the tank chamber 6 can be used by replacing a different kind of fuel oil such as gasoline or light oil, for example, the worker may use light oil even though gasoline is loaded in the tank chamber 6. It is conceivable that the customer misunderstands that the vehicle is loaded and supplies the wrong fuel oil to the customer. For this reason, in the present embodiment, a lock mechanism as described below is configured in order to enhance the safety of the unloading operation.
[0020]
FIG. 4 is a diagram for explaining the lock mechanism. FIG. 4A is a diagram showing the tank chamber 6 viewed from above (however, the lubrication port 5b is not shown). FIG. 4B is a vertical sectional view passing through the center of the tank chamber 6.
As shown in FIG. 4 (a), handles 21a and 22a are rotatably mounted on the upper part of the tank chamber 6, and as shown in FIG. 4 (b), the handles are respectively provided by rods 21b and 22b. It is connected to low valves 21 and 22.
When the handles 21a and 22a are rotated, the handles 21a and 22a move vertically. Since the handles 21a and 22b are connected via the rods 21b and 22b, when the handles 21a and 22a move up and down, the low valves 21 and 22 also move up and down with this. Is designed to open and close. When the handles 21a and 22a move upward, the low valves 21 and 22 open, respectively, and when the handles 21a and 22a move downward, the low valves 21 and 22 close, respectively.
[0021]
As shown in FIG. 4A, a lock lid 38 is provided at an upper portion of the tank chamber 6, and is rotatably held by a rotation shaft 39 provided at the center of the handles 21a and 22a.
The lock lid 38 has an asymmetric shape with respect to the rotation axis 39 such that when one handle is operably exposed, the other handle is covered by the lock lid 38. In the state of FIG. 4A, the handle 21a is covered with the lock lid 38, and the handle 22a is exposed. When the lock lid 38 is rotated by 180 degrees in this state, the handle 22a is now covered by the lock lid 38, while the handle 21a is exposed. As described above, by using the lock lid 38, one of the handles 21a and 22a can be operated.
[0022]
Further, as shown in FIG. 4B, in order to rotate the lock lid 38, the exposed handle 22a is rotated to move downward, and the lock lid 38 must be closed unless the low valve 22 is closed. The height of the lock lid 38 is set so that it cannot hit the rod 22b or the handle 22a and cannot rotate. Therefore, in order to rotate the lock lid 38, it is necessary to move the handles 21a and 22b downward and close both the low valves 21 and 22. By configuring the lock lid 38 as described above, when one of the low valves 21 and 22 is opened, the other low valve is always in a closed state.
By configuring the lock lid 38 as described above, when the operator performs the opening / closing operation of one of the low valves, the other low valve is always closed.
Therefore, it is possible to prevent an operator from erroneously supplying fuel oil of a different oil type.
Further, in the present embodiment, an example of a lock mechanism using a mechanical mechanism with the lock lid 38 has been described, but the lock mechanism is not limited to this, and may be configured with another mechanical mechanism. Alternatively, an electric lock mechanism using an electronic circuit or the like may be used.
[0023]
Although not shown, the transport tank 1 is mounted on a fuel oil transport vehicle and is used for transporting fuel oil.
Hereinafter, a procedure for supplying fuel oil to heavy equipment at a construction site will be described.
First, it is assumed that orders from customers on that day are totaled, 1 kiloliter of gasoline is loaded in the tank chamber 5, and 2 kiloliters and 1 kiloliter of light oil are loaded in the tank chambers 6 and 7, respectively. At this time, the low valves 11 to 14 are all closed. Before loading fuel in the transport tank 1, the piping systems 51 and 52 are left empty.
Then, the fuel oil transportation vehicle is moved to the construction site, and the supply of the fuel oil is started. For a gasoline engine, the hose 61 is extended, the discharge port at the tip of the hose is inserted into the fuel port of the gasoline engine, and the low valve 11 is opened. Then, gasoline in the tank chamber 5 is transported through the piping system 51 by gravity and supplied to the gasoline engine. The above operations are repeated, and gasoline engines are refueled one after another.
A manual valve is provided at the end of the hose 61 so that an operator can manually operate and stop refueling. Then, while refueling the gasoline engine, the low valve 11 is kept open, and the operator operates the manual valve to refuel the gasoline engine one after another.
[0024]
When the refueling of the gasoline engine is completed, the hose 61 is stored in a hose reel, and then the hose 62 is extended and the discharge port at the end of the hose is inserted into the refueling port of the diesel engine. Then, the low valve 13 or the low valve 14 is opened to supply light oil in the tank chamber 6 or the tank chamber 7 to the diesel engine. Light oil is transported in the piping system 52 by gravity. A manual valve similar to the hose 61 is provided at the tip of the hose 62, and the operator operates the manual valve to refuel the diesel engine one after another.
When the fuel oil supply is completed in this way, the fuel oil transport vehicle goes to the next construction site.
In the above description, the fuel oil is supplied to the engine. Alternatively, the fuel oil may be supplied to a fuel storage tank installed at a construction site.
As described above, since the piping system 51 for transporting gasoline and the piping system 52 for transporting light oil are independent, it is possible to prevent any oil type from being mixed with fuel oil remaining in the piping. be able to.
[0025]
Next, a modified example of the transport tank 1 according to the present embodiment will be described. FIGS. 5A to 5C are diagrams schematically showing the configuration of the tank chamber, the low valve, and the piping system.
FIG. 5A is a diagram illustrating a transport tank 65 according to a first modification of the present embodiment.
The transport tank 65 is partitioned into five tank chambers 67 to 71 by partition walls. These tank chambers 67, 68, 70 are provided with low valves 67a, 68a, 70a, respectively. The tank chamber 69 is provided with low valves 69a and 69b, and the tank chamber 71 is provided with low valves 71a and 71b. The low valves 67a to 71b can be opened and closed individually.
The low valves 67a, 68a, 69a are connected by a piping system 72, and the low valves 69b, 70a, 71a are connected by a piping system 73. A piping system 73 is provided in the low valve 71b.
[0026]
Since the transport tank 65 shares the tank chamber 69 with the piping system 72 and the piping system 73, for example, if the piping system 72 is for oil type A and the piping system 73 is for oil type B, the tank chamber 69 Both oil types A and B can be loaded. Further, since the tank chamber 71 is shared by the piping system 73 and the piping system 74, if the piping system 74 is used for the oil type C, the tank chamber 71 can carry both the oil types B and C. .
In this example, the transport tank 65 is divided into five tank chambers, but the tank chamber can be arbitrarily divided.
[0027]
FIG. 5B is a diagram illustrating a transport tank 75 according to a second modification of the present embodiment.
The transport tank 75 is divided into four tank chambers 76 to 79 by partition walls. The tank chambers 76, 77, 79 are provided with low valves 76a, 77a, 79a, respectively. The tank chamber 78 is provided with three low valves 78a, 78b, 78c. These low valves 76a to 79a can be opened and closed individually.
The low valve 76a and the low valve 78a are connected to a piping system 80, and the low valve 77a and the low valve 78b are connected to a piping system 81. The low valve 78c and the low valve 79a are connected to a piping system 82.
As described above, since the tank chamber 78 is connected to the independent piping systems 81, 82, and 83, it can handle three types of fuel oil. That is, if the tank chamber 76 is for oil type A, the tank chamber 77 is for oil type B, and the tank chamber 79 is for oil type C, all of the oil types A, B, and C are loaded in the tank chamber 78. be able to.
By disposing three or more types of valve bodies in the tank chamber, one tank chamber can handle more types of fuel oil.
[0028]
FIG. 5C is a diagram for explaining a transport tank 85 according to a third modification of the present embodiment.
The tank chamber 85 is divided into three tank chambers 86, 87, and 88 by partition walls.
Low valves 86a to 88a are provided at the bottoms of the tank chambers 86 to 88, respectively. These low valves can be individually opened and closed.
The piping system 90 is connected to the low valve 86a and the low valve 87a, and the piping system 91 is connected to the low valve 87a and the low valve 88a. The piping system 90 and the piping system 91 are independent.
The low valves 86a and 88a are valves that simply open and close, while the low valve 87a is a three-way valve that can open the pipe by selecting the pipes 90 and 91.
That is, the low valve 87a is a valve in which a valve body can be opened by selecting either the pipe 90 or the pipe 91, and a plurality of valve bodies that are substantially interlocked are stored.
Since the installation area of the low valve 87a can be reduced, the low valve 87a can be provided even in a small tank room having a capacity of, for example, 1 kiloliter.
Further, a low valve having more switching destinations of the fuel oil, such as a four-way valve, may be used.
[0029]
The following effects can be obtained by the transport tank 1 described above.
(1) By making the piping system independent for each oil type, it is possible to prevent oil mixture due to fuel oil remaining in the piping system.
(2) By connecting a plurality of piping systems to one tank chamber, this tank chamber can be shared by a plurality of oil types.
(3) A plurality of types of fuel oil can be mixedly loaded on one fuel oil transportation vehicle.
(4) Since a piping system is provided for each oil type, a plurality of oil types can be unloaded at the same time. Therefore, the time required for unloading can be significantly reduced. In the experiment using the transport tank 1 of 4 kiloliters, the unloading time was reduced to about half.
[0030]
As described above, one embodiment of the present invention has been described, but the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in each claim.
[0031]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the oil mixture by the fuel oil which remained in the piping can be prevented.
[Brief description of the drawings]
FIG. 1 is a diagram showing a side surface of a fuel oil transport vehicle according to the present embodiment.
FIG. 2 is a diagram for explaining a transport tank mounted on the fuel oil transport vehicle of the present embodiment.
FIG. 3 is a diagram showing the bottom of the tank chamber as viewed from above.
FIG. 4 is a view for explaining a lock mechanism.
FIG. 5 is a diagram for explaining a modification of the present embodiment.
FIG. 6 is a view for explaining the structure of a conventional transport tank.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Transport tank 5 Tank room 6 Tank room 7 Tank room 11 Low valve 12 Low valve 13 Low valve 14 Low valve 15 Piping 16 Piping 21 Switching valve 22 Switching valve 23 Pump 24 Pump 25 Piping 26 Piping 27 Piping 28 Piping 31 Flow meter 32 Flow meter 35 Discharge port 36 Discharge port 41 Discharge port 42 Cock 43 Discharge port 44 Cock 99 Fuel oil transportation vehicle

Claims (5)

A fuel oil tank partitioned into a plurality of tank chambers,
A piping system connected to each tank chamber,
A discharge port provided in the piping system and discharging fuel oil in the tank chamber;
A fuel oil transport vehicle comprising:
A fuel oil transportation vehicle, wherein a plurality of independent piping systems are connected to at least one of the tank chambers. The fuel oil transportation vehicle according to claim 1, wherein the tank chamber and the piping system are connected via a valve body that can be opened and closed. The fuel oil transportation vehicle according to claim 1, wherein at least one of the piping systems is connected to a plurality of the tank chambers. A recess provided at the bottom of the tank chamber, wherein the valve body is disposed;
Conducting means for conducting the recess,
The fuel oil transport vehicle according to claim 2, wherein the vehicle is provided with: A lock mechanism for opening and closing one selected valve element among the plurality of valve elements disposed in the tank chamber and locking another valve element in a closed state is provided. The fuel oil transport vehicle according to claim 2, 3, or 4.

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