JP7420491B2 - fuel unloading system - Google Patents

Description

The present invention relates to a fuel unloading system that is suitably used to unload fuel (gasoline, diesel oil, kerosene, etc.) from a tank truck to an underground tank at a gas station or the like.

Tanker trucks are generally known as vehicles that deliver fuel from refineries, oil depots, etc. to unloading destinations such as gas stations (gas stations), factories, etc. The tank truck is equipped with a plurality of hatches (chambers, tanks), and each of these hatches is loaded with fuel of a liquid type ordered in advance from the unloading destination. When the tank truck arrives at the designated unloading destination, if the liquid type of the fuel loaded into the designated hatch matches the liquid type stored in the underground tank at the unloading destination, the fuel will be unloaded into the underground tank. is started.

In the conventional fuel unloading system, a tank truck is equipped with a computer for unloading management that has an operation button that is operated to instruct the start and stop of unloading. In this case, the person in charge of unloading (operator) must, for example, return to the tank truck to operate the operation button after manually connecting the unloading hose to the oil filler port of the underground tank. This was a time-consuming task for the staff. On the other hand, Patent Document 1 describes an unloading system that includes a mobile terminal (for example, a tablet terminal) capable of wireless communication.

Japanese Patent Application Publication No. 2019-006489

Consider a case where fuel unloading is started or stopped wirelessly using a mobile terminal such as a tablet terminal. In this case, for example, fuel unloading is started when a command signal to start unloading is received from a mobile terminal, and fuel is unloaded when a command signal to stop unloading is received from a mobile terminal. It is conceivable to configure the system to stop the process. However, with this configuration, after fuel unloading is started by receiving a command signal to start unloading from the mobile terminal, the command signal to stop unloading cannot be received due to the mobile terminal being out of the wireless communication range, etc. In such a case, it may become impossible to stop fuel unloading. That is, when instructing the unloading of fuel wirelessly using a mobile terminal, unloading of fuel may be continued unintentionally by the operator.

An object of the present invention is to provide a fuel unloading system that can prevent unintentional fuel unloading from being continued.

The present invention provides an opening/closing control section provided in a tank lorry vehicle that opens and closes a bottom valve provided corresponding to a hatch of the tank lorry vehicle, and a mobile terminal that is portable by an attendant and performs wireless communication with the opening/closing control section. In the fuel unloading system, the fuel is unloaded from the hatch into the tank by opening and closing the bottom valve based on an instruction from the mobile terminal to open and close the bottom valve , the mobile terminal comprising: When opening the bottom valve and while opening the bottom valve, an open signal serving as a command signal to open the bottom valve is repeatedly transmitted to the opening/closing control unit at predetermined intervals, and the opening/closing control unit: When the open signal is received from the mobile terminal, the bottom valve is opened, and when the open signal is discontinued beyond the predetermined interval after receiving the open signal , the bottom valve is closed.

According to the present invention, the opening/closing control section that opens and closes the bottom valve of the hatch closes the bottom valve when communication from the mobile terminal to the opening/closing control section is interrupted. Therefore, it is possible to prevent fuel from being unloaded unintentionally.

1 is a partially cutaway configuration diagram showing a state in which fuel is unloaded from a tank lorry vehicle to which the fuel unloading system according to the embodiment is applied to an underground tank of a filling station; FIG. FIG. 2 is a configuration diagram schematically showing unloading work between a tank truck and an underground tank. FIG. 2 is a block diagram showing an unloading control device including a mobile terminal (tablet terminal) and an opening/closing control section (unloading control panel) together with a bottom valve, a sensor, and the like. It is an explanatory diagram showing a list of transmission intervals (response times), etc. of various signals transmitted between a mobile terminal (tablet terminal) and an opening/closing control unit (unloading control panel).

Hereinafter, a fuel unloading system according to an embodiment will be described with reference to the accompanying drawings, taking as an example a case where fuel is unloaded from a tank truck to an underground tank at a gas station.

In FIG. 1, an underground tank 2 serving as a tank for storing multiple liquid types of fuel (for example, regular gasoline, high-octane gasoline, kerosene, light oil, etc.) is buried under the site of a gas station 1. The underground tank 2 is usually separated or divided into a plurality of units, and each tank stores a different type of liquid fuel (for example, regular gasoline, high-octane gasoline, kerosene, light oil, etc.).

In the following description, a plurality of underground tanks 2-n (n=1, 2, 3, 4, . . . ) will be referred to as an underground tank 2 as a whole. Note that in FIGS. 1 and 2, for example, a total of three underground tanks 2-n are shown as underground tanks 2-1, 2-2, and 2-3. Further, in FIG. 2, for example, a total of three oil fill ports 4 are shown. However, these symbols are added for convenience of explanation, and the number, arrangement, etc. of the underground tank 2 and the oil filling ports 4 are not limited to these. Also, liquid type and oil type are used interchangeably.

Each of the underground tanks 2-n is connected to a plurality of oil fill ports 4 arranged at appropriate locations on the site via respective oil fill pipes 3 (plurality). Each underground tank 2-n receives fuel from the tank truck 8 through the oil filler port 4 and each oil filler pipe 3. Note that each underground tank 2-n is also connected via a supply pipe (none of which is shown) to a refueling meter placed at an appropriate location on the site. The metering machine is equipped with equipment such as a pump and a flow meter (none of which are shown), and pumps up the fuel stored in each underground tank 2-n and supplies the fuel to the refueling target such as a refueling vehicle. (refuel).

Each underground tank 2-n is provided with a liquid level detector 5 that individually detects the fuel liquid level of each tank. Thereby, the remaining amount of fuel in the underground tank 2-n is individually monitored. A detection signal from the liquid level detector 5 is output to an underground tank management terminal 6 (hereinafter referred to as tank management terminal 6) installed at a suitable location on the premises of the filling station 1. The tank management terminal 6 is located at a location separated from the gas station office 7. The tank management terminal 6 is connected to a main tank management device (underground tank management device) located in a gas station office 7 via a dedicated line (none of which is shown). For example, when the tank lorry vehicle 8 unloads fuel, the tank management terminal 6 receives oil storage management information and the like from the tank management device.

Thereby, the tank management terminal 6 is individually connected to the liquid level detector 5 of each underground tank 2-n, and based on the measurement output from each liquid level detector 5, the remaining fuel level of each underground tank 2-n is determined. Liquid amount information such as (inventory amount) can be obtained by calculation. The tank management terminal 6 stores the calculated information for each underground tank 2-n together with tank information such as individual identification information (for example, tank number), stored liquid type, tank capacity, etc. of each underground tank 2-n set in advance. The liquid volume information is stored in a data storage unit (not shown), and the oil storage in each underground tank 2-n can be managed based on the tank information and liquid volume information.

In other words, the tank management terminal 6 can updateably store the remaining amount of fuel stored in each underground tank 2-n as the inventory amount for each tank. The tank management terminal 6 can electronically transmit the stored contents to the unloading control device 23, which will be described later, via the communication interface 6A. The remaining amount of fuel stored in the underground tank 2-n (the amount in stock for each tank) changes depending on the pumping of fuel by the measuring machine and the replenishment of fuel from the tank truck 8.

The tank truck 8 is a transport vehicle that delivers fuel to the gas station 1. A cab 8A is provided at the front of the tank truck 8. The cab 8A includes, for example, a driver's seat, a steering wheel, a data reader 31 (FIG. 3), which will be described later, and the like. The tank lorry vehicle 8 is equipped with an on-vehicle tank 9 on the rear side of the cab 8A. The on-vehicle tank 9 has a structure in which the interior is partitioned into a plurality of hatches 10-N (N=1, 2, 3, 4, . . . ) by partition plates. For example, in FIG. 2, a total of five hatches 10-N of the vehicle tank 9 are shown as hatches 10-1, 10-2, 10-3, 10-4, and 10-5. However, these symbols are added for convenience of explanation, and the number, arrangement, etc. of the hatches 10-N are not limited to these.

When transporting fuel, at refineries, oil depots, etc., which serve as shipping sites, the type and amount of liquid to be loaded are appropriately assigned to each hatch 10-N of the tank truck 8 in accordance with orders from the delivery destination. Ru. For each hatch 10-N, the tank lorry vehicle 8 is loaded with the assigned liquid type and the assigned liquid amount by the shipping device at the shipping station. For example, hatch 10-1 shown in Figure 2 stores "high-octane gasoline," hatches 10-2 and 10-3 store "regular gasoline," and hatch 10-4 stores "kerosene." , a predetermined amount of a predetermined liquid type according to an order from a delivery destination is loaded into each hatch 10-N so that "light oil" is stored in the hatch 10-5. Each hatch 10-N is provided with a hatch liquid level gauge 11 for measuring the remaining fuel amount (inventory amount as loading amount) in the hatch. As shown in FIG. 3, which will be described later, the hatch level gauge 11 is connected to an unloading control panel 24 of an unloading control device 23.

The on-vehicle tank 9 of the tank lorry vehicle 8 is provided with a liquid supply port (not shown) at the top of each hatch 10-N for loading fuel as a cargo. A bottom valve 12 and an unloading discharge pipe 13 are provided at the bottom of each hatch 10-N. Each bottom valve 12 is constituted by a normally closed pneumatic on-off valve that is opened by supplying a pneumatic signal from a pneumatic control unit 20, which will be described later. Each bottom valve 12 is kept closed except when unloading fuel at the fuel station 1, which is a delivery destination.

Each bottom valve 12 consisting of an air-type on-off valve is connected to a discharge port 14 via a discharge pipe 13 for unloading, respectively. The discharge port 14 is provided on the side and/or rear side of the tank lorry vehicle 8, and communicates with the bottom valve 12 of each hatch 10-N via each discharge pipe 13 for unloading. Each unloading discharge pipe 13 is provided below each hatch 10-N, and its upstream end communicates with the outlet of each bottom valve 12. As shown in FIG. 2, the discharge ports 14 are provided at two locations with an intermediate gate valve 15 in between.

An unloading solenoid valve 16 is provided in the upstream pipe of each discharge port 14 . As shown in FIG. 3, which will be described later, the unloading solenoid valve 16 is connected to an unloading control panel 24 of an unloading control device 23. Each discharge port 14 is provided with a discharge port opening/closing sensor 17 that detects whether the discharge port 14 is opened or closed. Further, the intermediate gate valve 15 is provided with an intermediate gate valve opening/closing sensor 18 that detects whether the intermediate gate valve 15 is opened or closed. The discharge port opening/closing sensor 17 and the intermediate gate valve opening/closing sensor 18 are also connected to the unloading control panel 24 of the unloading control device 23 . The fuel loaded into each hatch 10-N is delivered to the discharge port 14 through each unloading discharge pipe 13 when the corresponding bottom valve 12 and unloading solenoid valve 16 are opened. An unloading hose 21, which will be described later, is connected to the discharge port 14 by a driver of the tank lorry 8 (lorry driver) and/or a worker at the gas station 1. In the following description, an unloading staff member such as a lorry driver who unloads fuel will be referred to as "staff M."

The vehicle tank 9 is provided with a plurality of atmosphere release valves 19 (shown only in FIG. 3) that communicate the inside of each hatch 10-N with the atmosphere. The atmosphere release valve 19 is also constituted by, for example, a normally closed pneumatic on-off valve that is opened by supplying a pneumatic signal from a pneumatic control unit 20, which will be described later. The atmosphere release valve 19 is connected to an opening through an atmosphere release pipe (not shown) provided at the upper part of the vehicle tank 9, for example. The opening of the air release pipe is connected, for example, to an air release pipe (not shown) of the gas filling station 1 via a hose (not shown) during unloading. The atmosphere release valve 19 is opened, for example, when fuel is unloaded, and the hatch 10-N is communicated with the atmosphere, thereby suppressing negative pressure inside the hatch 10-N.

The pneumatic control unit 20 opens the bottom valve 12 and the atmosphere release valve 19. The pneumatic control unit 20 is connected to an unloading control panel 24 of an unloading control device 23. The pneumatic control unit 20 generates a pneumatic signal according to a control signal from the unloading control device 23 (unloading control panel 24), and selectively supplies this pneumatic signal to any one of the bottom valves 12. The bottom valve 12, which is a normally closed pneumatic on-off valve, is opened. Further, the pneumatic control unit 20 generates a pneumatic signal according to a control signal from the unloading control device 23 (unloading control panel 24), and selectively supplies this pneumatic signal to any one of the atmospheric release valves 19. As a result, the atmosphere release valve 19, which is a normally closed pneumatic on-off valve, is opened. When the corresponding bottom valve 12, atmosphere release valve 19, and unloading solenoid valve 16 are opened by the unloading control device 23, the fuel loaded into each hatch 10-N is transferred to the unloading discharge pipe 13 and the discharge port. 14. The cargo is unloaded into the underground tank 2-N through the unloading hose 21.

The unloading hose 21 is a hose for unloading fuel from the on-vehicle tank 9 of the tank truck 8 to the underground tank 2 of the gas station 1. One end of the unloading hose 21 is connected to a discharge port 14 provided on the bottom side of the vehicle tank 9. The other end of the unloading hose 21 is connected to one of the oil fill ports 4 of the underground tank 2-n. As shown in FIG. 2, each oil filler port 4 is provided with a liquid type key 4A, 4B, 4C corresponding to the liquid type (fuel type) stored in each underground tank 2-n. On the other hand, the other end of the unloading hose 21 is provided with a hose liquid type key reader 22 into which the liquid type keys 4A, 4B, and 4C of the oil filling port 4 are inserted.

As shown in FIG. 3, the hose liquid type key reader 22 is also connected to the unloading control panel 24 of the unloading control device 23. When one of the liquid type keys 4A, 4B, and 4C of each oil filling port 4 is selectively inserted, the hose liquid type key reader 22 outputs a signal corresponding to the inserted liquid type key. It is output to the control device 23 (unloading control panel 24). Although not shown, each hatch 10-N of the on-vehicle tank 9 also has a hatch liquid type key reader that reads a liquid type key corresponding to the liquid type (fuel type) loaded in each hatch 10-N. A container is provided. The hatch liquid type key reader also outputs a signal corresponding to the liquid type key of each hatch 10-N to the unloading control device 23 (unloading control panel 24).

The tank truck 8 is equipped with an unloading control device 23 that constitutes a fuel unloading system. The unloading control device 23 is a fuel unloading control processing device that manages (information processing) and controls (opening/closing control of various valves) the unloading of fuel. The unloading control device 23 is operated by an attendant M who unloads the load, such as a lorry driver. For example, when the liquid type in the hatch 10-N of the tank lorry vehicle 8 and the liquid type in the underground tank 2-n connected to the hatch 10-N via the unloading hose 21 match, the unloading control device 23 controls the operation. Then, the bottom valve 12 and the unloading solenoid valve 16 are opened to start unloading.

The unloading control device 23 includes an unloading control panel 24 fixed to the body side of the tank truck 8 and a mobile terminal 30 that performs wireless communication with the unloading control panel 24. In addition, in FIG. 1, the unloading control panel 24 of the unloading control device 23 is shown on the top of the cab 8A of the tank truck 8, but this clearly shows that the unloading control panel 24 is fixed to the vehicle body. It is not intended to actually be fixed in this position. The unloading control panel 24 individually opens and closes each bottom valve 12 provided corresponding to the plurality of hatches 10-N of the tank truck 8, so that the unloading control panel 24 can open and close the plurality of underground parts from any one of the hatches 10-N. It constitutes an opening/closing control section that unloads fuel into any of the tanks 2-n.

As shown in FIG. 3, the unloading control panel 24 includes a control board 25. The control board 25 corresponds to, for example, a microcomputer that includes a CPU that performs calculations, a memory that stores a control processing program, and the like. The unloading control panel 24 includes, for example, a hose liquid type key reader 22, a hatch liquid type key reader (not shown), a discharge opening/closing sensor 17, a hatch liquid level gauge 11, a pneumatic control unit 20, and a unit for unloading. It is connected to the solenoid valve 16 and the intermediate gate valve opening/closing sensor 18 by wire (cable). The unloading control panel 24 is connected to the tank management terminal 6, for example, by wire or wirelessly.

Further, the unloading control panel 24 is connected to a mobile terminal 30 via a communication unit 26 capable of low power consumption wireless communication (BLE communication) such as BLE (Bluetooth (registered trademark) Low Energy). The unloading control panel 24 wirelessly transmits and receives signals to and from the mobile terminal 30 via the communication unit 26. In the embodiment, the mobile terminal 30 is configured to enable wired communication by connecting to the unloading control panel 24 via the connector 27. That is, in the embodiment, the unloading control panel 24 and the mobile terminal 30 are configured so that they can be connected not only by wireless communication but also by wired communication. However, the unloading control panel 24 and the mobile terminal 30 may be configured to be connectable only by wireless communication.

The unloading control panel 24 is connected to a vehicle battery 29 via a power switch 28. The vehicle battery 29 is constituted by, for example, a 24V storage battery mounted on the tank truck 8. When the power switch 28 is turned on, power is supplied to the unloading control panel 24, and the unloading control panel 24 is activated. In this state, fuel can be unloaded via the unloading control panel 24 by operating the mobile terminal 30.

The mobile terminal 30 is constituted by a mobile information communication terminal such as a tablet terminal or a smartphone that can be carried by an attendant M (operator) who performs unloading work such as a lorry driver. The mobile terminal 30 is connected to the unloading control panel 24 by wireless communication such as BLF communication. The mobile terminal 30 transmits and receives signals corresponding to information, data, and commands necessary for unloading to and from the unloading control panel 24. That is, the mobile terminal 30 and the unloading control panel 24 mutually transmit and receive necessary signals.

The mobile terminal 30 includes, for example, a touch panel that is a display screen 30A that allows input. On the display screen 30A of the mobile terminal 30, for example, the loading status of the tank truck 8, the tank status of the underground tank 2-n, the work status of fuel unloading, operation buttons (input buttons), etc. are displayed. The staff M can start, stop, interrupt, etc. the unloading by operating the operation buttons displayed on the display screen 30A of the mobile terminal 30.

Further, as shown in FIG. 3, a data reader 31 constituted by a short-range wireless communication card reader such as an NFC reader is provided inside the tank truck 8 (inside the cab 8A). The data reader 31 reads the vehicle number card 32 of the tank truck 8. The car number card 32 is made up of, for example, a non-contact IC card. The vehicle number card 32 includes, for example, the liquid type and quantity of fuel loaded into each hatch 10-N of the tank truck 8 by the shipping device at the oil depot, the name of the delivery destination (fueling station name, tank number), and each delivery. Information data (cargo data) for delivery and unloading, such as the liquid type and quantity of the oil liquid to be unloaded at the destination, is stored as vehicle number data. The data reader 31 wirelessly reads car number data stored in the car number card 32. The data reader 31 wirelessly transmits data (information) read from the car number card 32 to the mobile terminal 30.

On the other hand, the mobile terminal 30 has a memory consisting of a storage device such as a nonvolatile memory, RAM, or ROM. The memory of the mobile terminal 30 stores, for example, a program for unloading control processing (fuel unloading application software). Furthermore, information on the fuel stored in each hatch 10-N of the tank truck 8 is stored in the memory of the mobile terminal 30 in an updatable manner. Information on the fuel stored in each underground tank 2-n of the gas station 1 is also stored in the memory of the mobile terminal 30 in an updatable manner via the tank management terminal 6 and the unloading control panel 24. The mobile terminal 30 (more specifically, the mobile terminal 30 on which the fuel unloading application software has been activated) stores the plurality of hatches 10-N and the plurality of underground tanks 2-n based on the stored information (fuel information) in the memory. It has a function of associating (guidance processing) between hatches and tanks that can be unloaded.

The display screen 30A of the mobile terminal 30 constitutes a notification means for notifying the staff member M of information. The display screen 30A of the mobile terminal 30 includes, for example, an association display between hatches and tanks that can be unloaded among the plurality of hatches 10-N and a plurality of underground tanks 2-n, a display of the status of the underground tank 2-n, and an unloading display. The status during work is displayed. Further, on the display screen 30A of the mobile terminal 30, operation buttons such as an "unloading start button" or "unloading stop button" are displayed. When unloading fuel from the tank truck 8 to the underground tank 2 of the gas station 1, the staff member M presses the displayed "unloading start button" with his or her fingertip. As a result, a signal is transmitted from the mobile terminal 30 to the unloading control panel 24 to open the bottom valve 12 and the unloading solenoid valve 16, and fuel is unloaded from the on-board tank 9 of the tank truck 8 to the underground tank 2. . On the other hand, when the staff member M presses the "unloading stop button", the bottom valve 12 and the unloading solenoid valve 16 are closed, and the unloading of fuel is stopped.

By the way, when starting or stopping fuel unloading using a mobile terminal such as a tablet terminal, there is a possibility that fuel unloading may be continued unintentionally. That is, when unloading with a mobile terminal, for example, when the unloading control panel receives a command signal to start unloading sent from the mobile terminal, unloading of fuel is started, and when the unloading control panel receives the command signal to start unloading sent from the mobile terminal, It is conceivable that fuel unloading is stopped when the unloading control panel receives a stop command signal. However, with this configuration, after fuel unloading is started by receiving a command signal to start unloading from a mobile terminal, the unloading control panel stops unloading due to reasons such as the mobile terminal going out of the wireless communication range. If the command signal cannot be received, there is a possibility that fuel unloading cannot be stopped. As a result, unloading of fuel may continue unintentionally.

Therefore, in the embodiment, when opening the bottom valve 12, the mobile terminal 30 sends an open signal, which is a command signal to open the bottom valve 12, to the unloading control panel 24 while opening the bottom valve 12. Send repeatedly at specified intervals (send periodically). Here, the predetermined interval can be, for example, 0.5S (second) or a shorter time. The function of repeatedly transmitting such an open signal at predetermined intervals can be implemented in the mobile terminal 30, for example, as a process of a fuel unloading application software program operated on the mobile terminal 30. That is, the memory of the mobile terminal 30 can store a control processing program for repeatedly transmitting the open signal at predetermined intervals.

On the other hand, when the unloading control panel 24 receives an open signal from the mobile terminal 30, it opens the bottom valve 12 via the pneumatic control unit 20. The unloading control panel 24 closes the bottom valve 12 when the open signal is discontinued after a predetermined interval (for example, 0.5 S) after receiving the open signal. The function of closing the bottom valve 12 when such an open signal is interrupted can be implemented in the unloading control panel 24, for example, as processing of a program that operates the unloading control panel 24. That is, the memory of the unloading control panel 24 can store a control processing program for closing the bottom valve 12 when the open signal is interrupted. As a result, in the embodiment, when the open signal from the mobile terminal 30 is interrupted, for example, when the mobile terminal 30 goes out of the wireless communication range or when the electric power (charged amount) of the mobile terminal 30 becomes zero, , the unloading control panel 24 closes the bottom valve 12. As a result, it is possible to prevent fuel unloading from being unintentionally continued.

Here, the unloading control panel 24 is in a state used for controlling the opening and closing of the bottom valve 12 (unloading control) including a signal from the hatch level gauge 11 for measuring the remaining amount of fuel in each hatch 10-n. The signal is transmitted to the mobile terminal 30. That is, the unloading control panel 24 transmits an input signal input to the unloading control panel 24 (a signal corresponding to status information related to unloading, such as sensor information) to the mobile terminal 30. On the other hand, the mobile terminal 30 calculates (determines) whether or not the bottom valve 12 should be opened based on the status signal received from the unloading control panel 24 and the operation of the mobile terminal 30 by the staff member M. , based on this calculation result (judgment result), transmits an open signal to the unloading control panel 24. That is, the mobile terminal 30 transmits an output signal (instruction signal related to unloading, such as a valve opening signal) to the unloading control panel 24. Accordingly, in the embodiment, the mobile terminal 30 is not only used as an input device operated by the staff member M to unload cargo, but also transmits and receives the signals shown in FIG. 4 to and from the unloading control panel 24. By doing so, information necessary to open the bottom valve 12 (status information, operation information of the mobile terminal 30) is managed in a unified manner.

Among the signal names in FIG. 4, the "hose liquid type key" is the hose liquid type key read by the hose liquid type key reader 22 (more specifically, The "hatch liquid type key" is an information signal (status signal) corresponding to the hatch liquid type key read by the hatch liquid type key reader (more specifically, the information signal (status signal) corresponding to the hatch liquid type stored in hatch 10-N). The "discharge port opening/closing sensor" is an information signal (status signal) corresponding to the open/closed state of the discharge port 14 detected by the discharge port opening/closing sensor 17. The "hatch level gauge" is an information signal (status signal) corresponding to the fuel level (remaining amount of fuel) in the hatch 10-N detected by the hatch level gauge 11; "Valve open/close sensor" is an information signal (state signal) corresponding to the open/close state of the intermediate gate valve 15 detected by the intermediate gate valve open/close sensor 18. These information signals (status signals) are transmitted (input) from the unloading control panel 24 to the mobile terminal 30, as indicated by "IN" as the "IO type".

On the other hand, among the signal names in FIG. 4, "bottom valve" is a command signal to open the bottom valve 12, and "unloading solenoid valve" is a command signal to open the unloading solenoid valve 16. The "atmosphere release valve" is a command signal to open the atmosphere release valve 19. These command signals are transmitted (output) from the mobile terminal 30 to the unloading control panel 24, as indicated by "OUT" as the "IO type". Among the signal names in FIG. 4, “tank management terminal” is an information signal transmitted and received between the underground tank management terminal 6 and the mobile terminal 30.

The unloading control panel 24 is configured to be able to collect all of the signals from the tank truck necessary for controlling the unloading of fuel, and is configured to wirelessly transmit the collected signals to the mobile terminal 30. Then, the mobile terminal 30 determines whether to open the bottom valve 12 and the unloading solenoid valve 16 based on the signal (information) transmitted from the unloading control panel 24 and the operation of the mobile terminal 30 by the staff member M. Calculate (determine) whether Based on the calculation result (judgment result), the mobile terminal 30 transmits an open signal to open the bottom valve 12 and the unloading solenoid valve 16 to the unloading control panel 24, and the unloading control panel 24 receives the open signal. Based on this, the bottom valve 12 and the unloading solenoid valve 16 are opened and closed. In other words, in the embodiment, the unloading control panel 24 performs the calculation (determination) of whether the bottom valve 12 is open or closed, but opens the bottom valve 12 based on the open signal from the mobile terminal 30 . Thereby, the configuration is such that fuel unloading is operated using the mobile terminal 30.

In the embodiment, as shown in FIG. 4, the signals transmitted by the unloading control panel 24 or the mobile terminal 30 have different transmission intervals depending on the type of signal. In this case, among the signals transmitted by the unloading control panel 24 or the mobile terminal 30, the transmission interval of the open signal is shorter than the transmission interval of any signal other than the open signal. Specifically, as shown in FIG. 4, the transmission interval (response time) of the open signal for opening the bottom valve 12 and the unloading solenoid valve 16 is set to 0.5S. On the other hand, among signals other than the open signal, for example, the transmission interval (response time) of the information signal of the liquid type key is set to "1S". This shortens the open signal transmission interval (response time).

Furthermore, the mobile terminal 30 includes fuel unloading application software that performs fuel unloading processing including transmitting an open signal. In this case, the mobile terminal 30 prohibits the transmission of the open signal when the fuel unloading application software is processed in the background by the mobile terminal 30. That is, after the staff M activates the fuel unloading application software and starts unloading fuel, the mobile terminal 30 starts the fuel unloading application by activating and operating another application software provided in the mobile terminal 30. When the software shifts to background processing, the bottom valve 12 is closed. Note that even when the fuel unloading application software is terminated, transmission of the open signal is prohibited (transmission of the open signal is terminated).

The fuel unloading system according to the embodiment has the above-described configuration.Next, the operation of unloading fuel from the tank lorry 8 to the underground tank 2 of the gas station 1 will be explained.

When the tank truck 8 arrives at the filling station 1, the staff member M activates the fuel unloading application software by operating the mobile terminal 30, if necessary. In addition, the staff member M connects one end of the unloading hose 21 to the discharge port 14 provided on the bottom side of the on-vehicle tank 9, and connects the other end of the unloading hose 21 to one of the oil fill ports 4 of the underground tank 2-n. Connect to the oil filler port 4. When the other end of the unloading hose 21 is connected to the oil filling port 4, the hose liquid type key reader 22 provided at the other end of the unloading hose 21 reads the liquid type key 4A ( 4B, 4C) are output to the unloading control panel 24.

The unloading control panel 24 transmits a signal corresponding to the liquid type key 4A (4B, 4C) to the mobile terminal 30. If the liquid type information read by the hose liquid type key reader 22 matches the liquid type in the hatch 10-N, the mobile terminal 30 permits unloading of the oil loaded in the hatch. In this state, when the staff member M operates the mobile terminal 30 (for example, presses the "Start unloading" button displayed on the display screen 30A of the mobile terminal 30 with his fingertip), the mobile terminal 30 sends a message to the unloading control panel 24. In response, transmission of an open signal to open the bottom valve 12 is started. As a result, fuel is unloaded from the tank truck 8 to the underground tank 2. When the staff member M presses the "stop unloading" button on the mobile terminal 30 with his or her fingertip, the transmission of the open signal that opens the bottom valve 12 is stopped, and the unloading of fuel is stopped.

Here, according to the embodiment, the unloading control panel 24 as an opening/closing control unit that opens and closes the bottom valve 12 of the hatch 10-N, when the opening signal repeatedly transmitted from the mobile terminal 30 at predetermined intervals is interrupted, Close valve 12. Therefore, the unloading control panel 24 receives an open signal from the mobile terminal 30 to open the bottom valve 12 of the hatch 10-N, and then receives a command signal from the mobile terminal 30 to close the bottom valve 12. Even if no close signal is received, the bottom valve 12 can be closed by discontinuing the open signal from the mobile terminal 30. That is, after the unloading control panel 24 opens the bottom valve 12 of the hatch 10-N by receiving an opening signal from the mobile terminal 30, for example, the mobile terminal 30 opens the bottom valve 12 to close it. When the signal transmission is stopped, the open signal from the mobile terminal 30 is stopped, and the bottom valve 12 is closed. In addition to this, the unloading control panel 24 is configured to control the unloading control panel 24 from the mobile terminal 30, for example, when the mobile terminal 30 goes out of the wireless communication range or when the electric power (charged amount) of the mobile terminal 30 becomes zero. The bottom valve 12 is closed even when the open signal is interrupted. Therefore, if the unloading control panel 24 is in a state where it cannot receive the close signal from the mobile terminal 30 (outside the wireless coverage area), or if the mobile terminal 30 is unable to send the close signal to the unloading control panel 24, Even if the state (charge amount is zero), the unloading control panel 24 can close the bottom valve 12 when the open signal from the mobile terminal 30 is interrupted. This can prevent the bottom valve 12 of the hatch 10-N from remaining open when it should be closed, and can prevent unintentional fuel unloading from being continued.

According to the embodiment, the mobile terminal 30 calculates whether to open the bottom valve 12 based on the status signal received from the unloading control panel 24 and the operation of the mobile terminal 30 by the staff member M. Therefore, the mobile terminal 30 centrally manages the information necessary to open the bottom valve 12 (status signal, operation of the mobile terminal 30), and determines whether to open the bottom valve 12 based on this information. It is possible to calculate (determine) whether That is, unloading of fuel can be performed using the mobile terminal 30. In this case, the unloading control panel 24 is configured to be able to collect all signals from the tank truck 8 necessary for controlling fuel unloading, and to transmit the collected signals to the mobile terminal 30 wirelessly. In other words, the functions are shared between "the unloading control panel 24 that manages input signals and output signals" and "the mobile terminal 30 that sends and receives these signals and data and performs overall control of unloading". .

Thereby, the burden of calculation processing on the unloading control panel 24 mounted on the tank truck 8 side can be reduced. As a result, for example, a conventional fuel unloading system is installed in which a fixed operation panel with operation buttons is connected to the unloading control panel by wire, and this unloading control panel performs overall control of unloading. A fuel unloading system equipped with a mobile terminal 30 can also be applied to a tanker truck by simply connecting the communication unit 26 and rewriting the program, without requiring major equipment changes such as replacing the unloading control panel. can be updated to. That is, the existing fuel unloading system can be effectively used, and the cost for introducing the mobile terminal 30 can be reduced.

According to the embodiment, the transmission interval of signals transmitted and received between the unloading control panel 24 and the mobile terminal 30 differs depending on the type of signal. Therefore, the operability, responsiveness, and quick response of the mobile terminal 30 can be ensured. That is, when transmitting and receiving signals between the unloading control panel 24 and the mobile terminal 30 wirelessly, the amount of transmitted data is limited due to the wireless signal transmission, which may cause delays in operability. There is. Therefore, signals that require operability, responsiveness, and quick response, such as open signals, should be sent at short transmission intervals (twice per 1S) so that humans do not feel any delay, and the operability and responsiveness of liquid type information, etc. , signals whose immediate response is of low importance have a long transmission interval (once every 1S).

For example, if the signal transmission interval of the hatch liquid level gauge 11 is long, the detection (judgment) that the liquid level has started to drop will be delayed, resulting in the amount of contamination caused by the pull (the amount of other liquid types mixed in). ) may increase. "Tomo-hiki" means that when fuel flows from the hatch 10-N during unloading through the unloading discharge pipe 13, fuel in other hatches 10-N flows out into the unloading discharge pipe 13. This can be determined from changes in the liquid level detected by the hatch liquid level gauge 11. Therefore, the signal from the hatch level gauge 11 is transmitted at short intervals (response time: 0.5S). The open signal for the bottom valve 12 is also transmitted at short intervals (response time: 0. 5S). If the signal transmission interval of the intermediate gate valve open/close sensor 18 is long, the detection (judgment) that the intermediate gate valve 15 has opened during unloading will be delayed, which may increase contamination. :0.5S). Furthermore, if the signal transmission interval of the tank management terminal 6 is long, the detection (judgment) that the fuel in the underground tank 2 has reached its upper limit will be delayed, and the overflow amount may increase. 0.5S).

In this way, in the embodiment, the transmission interval (response time) is made different between signals that require operability, responsiveness, and quick response, and signals that are less important for operability, responsiveness, and quick response. There is. Thereby, signal transmission efficiency can be improved, and even if the mobile terminal 30 is used (that is, even if signals are transmitted and received wirelessly), operability, responsiveness, and quick response can be ensured. In particular, in the embodiment, the open signal transmission interval is short. Therefore, even when using the mobile terminal 30 (that is, even when transmitting and receiving signals wirelessly), the operability, responsiveness, and quick response of the bottom valve 12 can be ensured.

According to the embodiment, when the fuel unloading application software is processed in the background on the mobile terminal 30, transmission of an open signal from the mobile terminal 30 is prohibited. For this reason, for example, after the staff member M operating the mobile terminal 30 starts the fuel unloading application software and starts unloading the fuel, by starting and operating another application software provided on the mobile terminal 30, etc. When the fuel unloading application software shifts to background processing, the bottom valve 12 is closed. Here, for example, even if the fuel unloading application software shifts to background processing, a configuration may be considered in which the open signal can be transmitted from the mobile terminal 30 through background processing.

However, in the case of this configuration, when the staff member M starts operating another application software, there is a possibility that the staff member M thinks that the bottom valve 12 is closed even though the bottom valve 12 is open. As a result, unloading of fuel that is not intended by the staff member M may continue. In contrast, in the embodiment, when the fuel unloading application software shifts to background processing, the bottom valve 12 is closed, so from this point of view as well, it is possible to prevent fuel unloading from continuing unintentionally. It can be suppressed. Note that even if the fuel unloading application software is terminated while the mobile terminal 30 is repeatedly transmitting an open signal at predetermined intervals through the processing of the fuel unloading application software, the transmission of the open signal is prohibited (the open signal (end sending).

In the embodiment, an example is given in which the mobile terminal 30 is configured to calculate whether or not to open the bottom valve 12, that is, the mobile terminal 30 is configured to perform overall control of unloading. explained. However, the present invention is not limited to this. For example, the mobile terminal 30 is used as an input device operated by the staff M, and the unloading control panel 24 calculates whether or not to open the bottom valve 12 (overall control of unloading). ) may be configured. In this case, for example, the mobile terminal 30 repeatedly sends an open signal to the unloading control panel 24 at predetermined intervals from when the "Start unloading" button is pressed until the "Stop unloading" button is pressed. However, the unloading control panel 24 closes the bottom valve 12 when the open signal from the mobile terminal 30 is interrupted after a predetermined interval.

In the embodiment, an example is given in which the transmission interval is changed depending on the type of signal transmitted and received between the mobile terminal 30 and the unloading control panel 24 (the transmission interval of the open signal is shortened). I listed and explained. However, the present invention is not limited to this, and for example, the transmission intervals of all signals may be the same. In this case, for example, the transmission interval of all signals may be 0.5S or shorter than 0.5S.

In the embodiment, the unloading control panel 24 transmits all the signals necessary for controlling fuel unloading to the mobile terminal 30, and the mobile terminal 30 performs control processing. . However, the present invention is not limited to this, and for example, control processing that requires urgency, such as a pull determination (detection) and a valve closing process based on this determination (detection), may be performed by the unloading control panel 24. That is, the control process may be divided into the control process performed by the mobile terminal 30 and the control process performed by the unloading control panel 24.

In the embodiment, an example is assumed in which the bottom valve 12 (and the unloading solenoid valve 16) closes when the mobile terminal 30 stops transmitting the open signal for the bottom valve 12 (and the unloading solenoid valve 16). I listed and explained. However, the present invention is not limited to this, and for example, when the bottom valve 12 (and the unloading solenoid valve 16) is open, in addition to stopping the transmission of the open signal, the bottom valve 12 (and the unloading solenoid valve 16) may be A configuration may also be adopted in which a close signal serving as a command signal to close the unloading solenoid valve 16) is transmitted. In this case, the unloading control panel 24 closes the bottom valve 12 (and the unloading solenoid valve 16) when at least one of "reception of a close signal" and "discontinuation of an open signal" is satisfied. It can be configured as follows.

In the embodiment, an example has been described in which the tank lorry vehicle 8 is configured to include a plurality of hatches 10-N. However, the present invention is not limited to this, and for example, a tank lorry vehicle may have a configuration including one hatch.

In the embodiment, the unloading control panel 24 opens the bottom valve 12 when receiving the open signal from the mobile terminal 30, and when the open signal from the mobile terminal 30 is interrupted for a predetermined interval after receiving the open signal, The explanation has been given by taking as an example a case where the bottom valve 12 is configured to be closed. However, the signal sent from the mobile terminal to the unloading control panel (opening/closing control unit) is not limited to the repeatedly transmitted open signal; for example, the signal sent from the mobile terminal to the unloading control panel (opening/closing control unit) is not limited to the repeatedly transmitted open signal. It may also be a signal sent to a mobile terminal (for example, a signal for determining whether communication with a mobile terminal is possible). That is, the unloading control panel (opening/closing control section) closes the bottom valve when the signal sent from the mobile terminal to the unloading control panel (opening/closing control section) is interrupted after the bottom valve is opened. It may also be a configuration.

In the embodiment, the bottom valve 12 is opened by the unloading control panel 24 by receiving an intermittent opening signal repeatedly transmitted from the mobile terminal 30 at predetermined intervals. However, the present invention is not limited to this, and the bottom valve may be opened by, for example, continuing to transmit a signal from the mobile terminal. That is, the valve may be opened when the mobile terminal continues to transmit an open signal, or when the mobile terminal continues to transmit a signal different from the open signal. In this case, the bottom valve is closed because the signal from the mobile terminal is interrupted. That is, the bottom valve can be closed due to the interruption of the signal continuously transmitted from the mobile terminal.

In the embodiment, the case where fuel is unloaded from the tank truck 8 to the underground tank of the gas station 1 has been described as an example. However, the present invention is not limited to this, and the fuel unloading system of the embodiment can be widely applied, for example, when unloading fuel from a tank truck to an underground tank in a factory.

As a fuel unloading system based on the embodiment described above, for example, the following aspects can be considered.

The first aspect includes an opening/closing control unit that unloads fuel from the hatch into the tank by opening and closing a bottom valve provided corresponding to the hatch of the tank lorry; In a fuel unloading system including an opening/closing control unit and a mobile terminal that performs wireless communication, communication from the mobile terminal to the opening/closing control unit is interrupted after the bottom valve is opened by the opening/closing control unit. This closes the bottom valve.

According to this first aspect, the opening/closing control section that opens and closes the bottom valve of the hatch closes the bottom valve when communication from the mobile terminal to the opening/closing control section is interrupted. Therefore, even if the opening/closing control unit opens the bottom valve of the hatch and does not receive a closing signal from the mobile terminal, which is a command signal to close the bottom valve, the communication from the mobile terminal is interrupted. The bottom valve can be closed. As a result, when communication from the mobile terminal is interrupted, for example, when the mobile terminal goes out of the wireless communication range or when the power (charged amount) of the mobile terminal becomes zero, the opening/closing control section The bottom valve can be closed. In other words, if the opening/closing control unit is in a state where it cannot receive a close signal from the mobile terminal (outside wireless coverage), or if the mobile terminal is in a state where it is unable to send a closing signal to the opening/closing control unit (zero charge). Even if this occurs, the opening/closing control unit can close the bottom valve by disconnecting communication from the mobile terminal. This can prevent the bottom valve of the hatch from remaining open when it should be closed, and can prevent unintentional fuel unloading from continuing.

In a second aspect, in the first aspect, when opening the bottom valve, the mobile terminal generates an opening signal that is a command signal to open the bottom valve while opening the bottom valve. The opening/closing control unit opens the bottom valve upon receiving the opening signal from the mobile terminal, and transmits the transmission to the opening/closing control unit repeatedly at a predetermined interval after receiving the opening signal. When the open signal is interrupted, the bottom valve is closed.

According to this second aspect, the opening/closing control unit that opens and closes the bottom valve of the hatch closes the bottom valve when the open signal repeatedly transmitted from the mobile terminal at predetermined intervals is interrupted. Therefore, after opening the bottom valve of the hatch by receiving an open signal from the mobile terminal, the opening/closing control unit does not need to receive a closing signal from the mobile terminal, which is a command signal to close the bottom valve. , the bottom valve can be closed by discontinuing the open signal from the mobile terminal. That is, after opening the bottom valve of the hatch by receiving an opening signal from the mobile terminal, the opening/closing control unit opens the bottom valve of the hatch, and then, for example, when the mobile terminal stops transmitting the opening signal to close the bottom valve, the opening/closing control unit opens the bottom valve of the hatch by receiving an opening signal from the mobile terminal. When the open signal from the bottom valve is interrupted, the bottom valve is closed. In addition to this, the opening/closing control unit is configured to control when the open signal from the mobile terminal is interrupted, for example, when the mobile terminal goes out of the wireless communication range or when the power (charged amount) of the mobile terminal becomes zero. Also, close the bottom valve. Therefore, if there is a situation where the opening/closing control unit cannot receive a close signal from the mobile terminal (outside wireless coverage area), or a situation where the mobile terminal cannot send a closing signal to the opening/closing control unit (zero charge). Even if this happens, the opening/closing control unit can close the bottom valve when the opening signal from the mobile terminal is interrupted. This can prevent the bottom valve of the hatch from remaining open when it should be closed, and can prevent unintentional fuel unloading from continuing.

In a third aspect, in the second aspect, the opening/closing control unit is in a state used to control opening/closing of the bottom valve, including a signal from a hatch level gauge for measuring the remaining amount of fuel in the hatch. A signal is transmitted to the mobile terminal, and the mobile terminal calculates whether to open the bottom valve based on the status signal received from the opening/closing control unit and the operation of the mobile terminal by the staff member. , transmits the open signal to the opening/closing control section based on the calculation result.

According to this third aspect, the mobile terminal calculates whether or not to open the bottom valve based on the status signal received from the opening/closing control unit and the operation of the mobile terminal by the staff member. Therefore, the mobile terminal centrally manages the information necessary to open the bottom valve (status signal, mobile terminal operation), and calculates whether or not to open the bottom valve based on this information ( Judgment) Yes. In other words, fuel unloading can be performed using a mobile terminal. In this case, the opening/closing control section can be configured to be able to collect all of the signals from the tank truck necessary for controlling fuel unloading, and can also be configured to wirelessly transmit the collected signals to the mobile terminal. In other words, the functions can be shared between "the opening/closing control section that manages input signals and output signals" and "the mobile terminal that sends and receives these signals and data and performs overall control of unloading." This makes it possible to reduce the computational processing burden on the opening/closing control unit mounted on the tank truck. As a result, for example, a tank truck equipped with a conventional fuel unloading system in which a fixed operation panel with operation buttons is connected to an opening/closing control section by wire, and this opening/closing control section performs overall control of unloading. Vehicles can also be updated to a fuel unloading system equipped with a mobile terminal without requiring major equipment changes such as replacing the opening/closing control unit. That is, the existing fuel unloading system can be effectively used, and the cost for introducing the mobile terminal can be reduced.

As a fourth aspect, in any of the first to third aspects, the signal transmitted by the opening/closing control section or the mobile terminal has a transmission interval that differs depending on the type of signal. According to this fourth aspect, it is possible to ensure the operability, responsiveness, and quick response of the mobile terminal. That is, when transmitting and receiving signals between the opening/closing control unit and the mobile terminal wirelessly, the amount of data to be transmitted is limited due to the wireless signal transmission, which may cause a delay in operability. Therefore, signals that require operability, responsiveness, and quick response are divided into signals that require operability, responsiveness, and quick response, and signals that require operability, responsiveness, and quick response. The transmission interval can be short (multiple transmissions within a certain period of time) so that no delay is felt, and the long transmission interval (once within a certain period of time) can be used for signals where operability, responsiveness, and immediate response are less important. . Thereby, signal transmission efficiency can be improved, and operability, responsiveness, and immediate response can be ensured even when using a mobile terminal (that is, even when transmitting and receiving signals wirelessly).

In a fifth aspect, in the fourth aspect, the transmission interval of the open signal among the signals transmitted by the opening/closing control unit or the mobile terminal is equal to the transmission interval of any signal other than the open signal. shorter than the interval. According to the fifth aspect, the operability, responsiveness, and quick response of the bottom valve can be ensured even when using a mobile terminal (that is, even when transmitting and receiving signals wirelessly).

As a sixth aspect, in any of the first to fifth aspects, the mobile terminal includes fuel unloading application software that performs fuel unloading processing including transmitting the open signal, When the fuel unloading application software is processed in the background by the mobile terminal, transmission of the open signal is prohibited.

According to the sixth aspect, for example, after the staff operating the mobile terminal activates the fuel unloading application software and starts unloading fuel, the staff operates another application software provided in the mobile terminal. When the fuel unloading application software shifts to background processing, the bottom valve closes. Here, for example, even if the fuel unloading application software shifts to background processing, a configuration may be considered in which the open signal can be transmitted from the mobile terminal through background processing. However, with this configuration, when the staff member starts operating another application software, there is a possibility that the staff member will think that the bottom valve is closed even though it is open. As a result, unloading of fuel that is not intended by the staff member may continue. On the other hand, when the fuel unloading application software shifts to background processing, the bottom valve closes, so that unintentional continuation of fuel unloading can also be prevented from this aspect. Furthermore, even if the fuel unloading application software is terminated while the mobile terminal is repeatedly transmitting an open signal at predetermined intervals through the processing of the fuel unloading application software, the transmission of the open signal will be prohibited. ).

1 Gas station 2 (2-n) Underground tank (tank)
8 Tank truck 10-N hatch 11 Hatch level gauge 12 Bottom valve 23 Unloading control device (fuel unloading system)
24 Unloading control panel (opening/closing control section)
30 Mobile terminal

Claims (2)

an opening/closing control section provided on a tank lorry vehicle that opens and closes a bottom valve provided corresponding to a hatch of the tank lorry vehicle;
comprising a mobile terminal that is portable for the attendant and that performs wireless communication with the opening/closing control unit;
A fuel unloading system that unloads fuel from the hatch to a tank by opening and closing the bottom valve based on an instruction to open and close the bottom valve from the mobile terminal,
When opening the bottom valve and while opening the bottom valve, the mobile terminal repeatedly transmits an open signal serving as a command signal to open the bottom valve to the opening/closing control unit at predetermined intervals,
The opening/closing control section opens the bottom valve when receiving the opening signal from the mobile terminal, and opens the bottom valve when the opening signal is discontinued beyond the predetermined interval after receiving the opening signal . A fuel unloading system characterized by a closed system. an opening/closing control section provided on a tank lorry vehicle that opens and closes a bottom valve provided corresponding to a hatch of the tank lorry vehicle;
comprising a mobile terminal that is portable for the attendant and that performs wireless communication with the opening/closing control unit;
A fuel unloading system that unloads fuel from the hatch to a tank by opening and closing the bottom valve based on an instruction to open and close the bottom valve from the mobile terminal,
The opening/closing control unit closes the bottom valve when detecting that communication with the mobile terminal is interrupted;
The opening/closing control unit transmits to the mobile terminal a status signal used to control opening/closing of the bottom valve, including a signal from a hatch level gauge for measuring the remaining amount of fuel in the hatch;
The mobile terminal calculates whether to open the bottom valve based on the status signal received from the opening/closing control unit and the operation of the mobile terminal by the staff member, and controls the opening/closing based on the result of this calculation. A fuel unloading system characterized by transmitting a command signal to a control unit.

Images