JPS6348560Y2 - - Google Patents

Description

Detailed Description of the Invention The present invention relates to a flow rate control device for a fuel tanker that controls the flow rate of fuel supplied to an aircraft.

First, a conventional example will be described.

In conventional flow rate control devices of this kind, the fuel supply system is provided with a ventilate pipe and a flow rate regulating valve, and the control operation of the flow rate control valve is performed by the difference in fuel pressure in the ventilic pipe, and the pressure is increased. The amount of opening/closing operation of the flow rate regulating valve is adjusted via a control valve, thereby controlling the flow rate of fuel.

Furthermore, the control operation of this flow rate control valve is performed by the on/off operation of the opening/closing means provided separately and the adjustment operation of the adjusting means, and the opening/closing operation and opening/closing of the flow rate regulating valve are performed via the pressure control valve. The amount of operation was adjusted, and the flow rate of fuel was then controlled.

Generally, in order to efficiently carry out refueling work, an adjusting means is used to control the flow rate to the maximum during refueling. However, when the end of refueling is near, it is necessary to reduce the flow rate and stop refueling accurately and easily. The adjustment handle of the means must be adjusted each time. Therefore, the operator had to get off the workbench to make this adjustment, or another operator was required, making the process of switching to a low flow rate cumbersome and inefficient.

For this reason, there have been some flow rate control devices in which an on-off valve is provided at the end of the flow path near the workbench, and the on-off valve is adjusted to an appropriate opening degree to reduce the flow rate.
However, in this case, the flow rate control valve does not operate, so the supply flow rate changes depending on the pressure change of the supplied fuel, and the operator cannot directly check the flow meter installed in the machine room. Since it could not be confirmed, it was difficult to supply the correct amount of fuel.

In addition, two flow rate control valves, one for high flow rate and one for low flow rate, are installed in parallel, and these two flow rate control valves are switched by remote control via a solenoid valve, switch, etc. to control the flow rate. A structured flow control device has also been proposed. However, although it is possible to change the flow rate into two stages, low flow rate and high flow rate, with this type, it is impossible to control the flow rate to an arbitrary amount in the middle, and there is no electric remote control to perform the switching operation. Since the operating means must have an explosion-proof structure, the flow control device has the disadvantage of being expensive.

Such a problem has been pointed out in the conventional example.

The present invention was developed in view of the above-mentioned circumstances, and makes it possible to control the supplied fuel to any desired flow rate by operating a flow control valve, thereby making it possible for a single worker to control the amount of fuel accurately and easily. The purpose of this paper is to propose a flow rate control device for refueling vehicles that can perform refueling operations.

First, the gist of the present invention is as follows, as shown in the figure.

That is, the fuel supply system includes a suction hose 12 connected to an underground pipe, and equipment 2 connected to the suction hose 12, such as a flow rate regulating valve 6, a filter 7, a flow meter 8, and a ventilator pipe 9. This example is for a refueling vehicle equipped with a pipe and a refueling hose 15 connected to the refueling pipe.

This flow control device includes a flow control valve 11 that performs a control operation based on a fuel pressure difference in the ventilate pipe 9, and a flow control valve 11 that performs a control operation based on the fuel pressure difference in the ventilate pipe 9. Pressure control valve 1
0, and the flow rate regulating valve 6 whose opening/closing operation amount is adjusted based on the control operation of the flow rate control valve 11 and the control operation of the pressure control valve 10, thereby controlling the flow rate of the fuel. It's summery.

Here, the flow rate control valve 11 is adapted to be controlled by operation of a flow control valve, such as the dead man flow control valve 19, in addition to the ventilary tube 9. The flow control valve is a switching valve 21
and a pressure reducing valve 20, and a pressurizing chamber 6 of an air chamber 61 attached to the flow rate control valve 11 for its control operation.
It is provided in the middle of an air pipe 23 that communicates between the air tank 1a and the air tank 22 mounted on the vehicle.

By operating the switching valve 21, the flow rate control valve 11 is controlled, and the flow rate regulating valve 6 is opened and closed via the pressure control valve 10. Further, by operating the pressure reducing valve 20, the flow rate control valve 11 is operated to control the flow rate regulating valve 6 through the pressure regulating valve 10.
The amount of opening/closing operation is adjusted. The flow rate of fuel is also controlled by such a control air system.

The gist of the present invention is as described above.

Hereinafter, the present invention will be explained based on an embodiment shown in the drawings.

First, its configuration etc. will be explained.

The fuel supply system is roughly configured as follows.

In other words, in the figure, 1 is a refueling system mounted on a refueling vehicle, equipment 2 is installed in the refueling pipe and installed in the machine room, and the aircraft's refueling port is installed on a work platform that can be raised and lowered. The refueling pipe of the equipment 2 and the connecting device 3 are connected to a hose reel 16 installed at the rear of the vehicle.
It is connected via a refueling hose 15 or the like.

The equipment 2 etc. are configured as follows.

That is, the oil supply pipe provided with the equipment 2 is connected to the suction hose 12. In addition, 4 and 5 are connected to a connection port 13 of underground piping via a suction hose 12 during refueling.
This is an on-off valve for connecting to the on-off valve 4,
5 are provided on both the left and right sides of the vehicle. 6 is a flow rate adjustment valve, which also serves as pressure adjustment. 7 is a filter, 8 is a flow meter, and 9 is a ventilate tube.
Reference numeral 10 denotes a pressure control valve that follows the control operation of the flow rate control valve 11, senses pressure changes in the ventilate tube 9, performs control operations, and thereby controls the pressure of the flow rate adjustment valve 6. Reference numeral 11 denotes a flow rate control valve that senses the flow rate passing through the ventilate pipe 9 based on the pressure difference and performs a control operation, thereby controlling the flow rate of the flow rate adjustment valve 6 via the pressure control valve 10. In addition, 14 is a socket for opening and closing the connection port 13 of underground piping.

The connection device 3 on the workbench is constructed as follows. That is, 15 is a refueling hose wound around a reel 16, and a fitting 17 is provided at the tip of this refueling hose 15 for connection to an aircraft refueling port (not shown).

Next, the control air system is constructed as follows.

Reference numeral 18 denotes an operating device which is a control air system for controlling the flow rate control valve 11, and this operating device 18 is constructed as follows. That is, the reference numeral 19 is a dead man flow control valve which is composed of a pressure reducing valve 20 and a switching valve 21 and is an example of a flow control valve.

This det man flow control valve 19
is an air chamber 6 provided in the flow rate control valve 11, which will be described later.
In the middle of the air pipe 23 arranged to communicate between the pressurizing chamber 61a of No. 1 and the air tank 22 mounted on the vehicle,
It is provided via an air hose reel 24, an air hose 25 wound around the air hose reel 24, and the like. The flow control valve 11 is controlled by remote control at an appropriate position such as on a workbench.

First, by operating the switching valve 21, the flow rate control valve 11
is controlled so that, via the pressure control valve 10, the flow rate regulating valve 6 is opened and closed, that is, the supply of fuel is interrupted. That is, by operating the switching valve 21, the compressed air in the air tank 22 is press-fitted into or released from the pressurization chamber 61a of the flow rate control valve 11. As described in detail later, the diaphragm 63, valve body 65, etc. in the air chamber 61 of the flow control valve 11 move up and down, and a predetermined pressure difference in the pressure control valve 10 is generated or canceled, thereby adjusting the flow rate. The valve 6 will be opened and closed.

In addition, by operating the pressure reducing valve 20, the flow rate control valve 11 is operated to control the flow rate regulating valve 6 via the pressure control valve 10.
The amount of opening/closing operation of the valve is adjusted, and the flow rate of fuel is also adjusted. That is, by operating the pressure reducing valve 20, the flow rate control valve 1 is released from inside the air tank 22.
The air pressure injected into the first pressurizing chamber 61a is changed to be higher or lower. As a result, as will be described in detail later, the amount of opening/closing operation of the flow rate regulating valve 6 is appropriately adjusted.

The control air system, ie, the operating device 18, is configured in this manner.

Next, the flow rate regulating valve 6 is constructed as follows.

That is, 31 is a piston that is slidably provided in the main body 30, and this piston 31 is moved to the right in FIG. The inflow side passage 32 and the outflow side passage 39 are configured to communicate with each other via 34. Numerals 35, 36, and 37 are through holes provided to communicate the outside of the main body 30 with the inflow side passage 32, the rear chamber 38 of the piston 31, and the outflow side passage 39, respectively.

The pressure control valve 10 is constructed as follows.

That is, inside the main body 40, a chamber 43 on the spring 41 side and a chamber 44 on the opposite side are partitioned by a diaphragm 42 pressed by the spring 41.
The chamber 44 has a through hole 45 that communicates with the low pressure side of the ventilate tube 9 via the pipe A.
is provided. 46 is a valve body provided to open and close between chamber 47 and chamber 48 in conjunction with diaphragm 42 . Reference numeral 49 is a through hole that communicates between the chamber 47 and the outside of the main body 40, and 50 and 51 are through holes that communicate between the chamber 48 and the outside of the main body 40 via the throttle holes 52 and 53, respectively. Through hole 50,
51 are communicated with through holes 35 and 36 of the flow rate regulating valve 6 via pipes B and C, respectively. In addition,
54 is an adjustment screw for adjusting the elastic force of the spring 41.

The flow control valve 11 is constructed as described above.

That is, 60 is a main body, and 61 is an air chamber provided within the main body 60. This air chamber 61 is provided with a through hole 64 that communicates with the air tank 22 via the air pipe 23, dead man flow control valve 19, etc., by a diaphragm 63 provided inside the chamber so as to be pressed by a spring 62. It is partitioned into a pressure chamber 61a and a chamber 61b on the spring 62 side. 65 is connected to the diaphragm 63 to open and close between the chambers 67 and 68;
This is a valve body provided via a valve shaft 66. 69 is a valve body 6 provided between the air chamber 61 and the chamber 67.
This is an operating chamber for performing the opening/closing operation of No. 5. This working chamber 69 is partitioned into two chambers by a diaphragm 70 provided halfway along the valve shaft 66, with a low pressure chamber 69a provided on the air chamber 61 side and a high pressure chamber 69b provided on the chamber 67 side.

71 and 72 are a low pressure chamber 69a and a high pressure chamber 6, respectively.
This is a through hole provided in 9b, and communicates with the low pressure side and the high pressure side of the Ventury tube 9 via pipes D and E, respectively. 74 and 75 are room 6 respectively
7, a through hole provided in the chamber 68, and these through holes 74 and 75 are communicated with the through hole 49 of the pressure control valve 10 and the through hole 37 of the flow rate adjustment valve 6 via pipes F and G, respectively. There is. Note that 73 is the valve stem 66
This is a stopper provided at a predetermined location within the high pressure chamber 69b to restrict the downward movement of the valve body 65.

The configuration of the flow rate control device for a refueling vehicle according to the present invention is as described above.

The operation etc. will be explained below.

When refueling an aircraft, first connect the suction hose 12 to the connection port 13 of the underground piping, connect the joint 17 to the aircraft's refueling port (not shown), and then close the tank 14 and the on-off valve 5. open. In this state, the fuel that has flowed into the inflow side passage 32 of the flow rate adjustment valve 6, the through hole 35 of the flow rate adjustment valve 6, the pipe B, the throttle holes 52, 53 of the pressure control valve 10, the through hole 51,
Further, through the pipe C, the through hole 36 of the flow rate adjustment valve 6
The pressure of the fuel flowing into the rear chamber 38 of the piston 31 is the same. Therefore, the piston 31 is pressurized to the same pressure in the front and rear, and the elastic force of the spring 33 keeps the valve hole 34 closed.

Next, the dead man flow control valve 1
The compressed air in the air tank 22 is pressurized into the pressurizing chamber 61a of the flow rate control valve 11 by operating the switching valve 21 of 9. Then, the diaphragm 63 provided in the air chamber 61 is pushed down against the elastic force of the spring 62. As the diaphragm 63 moves downward, the valve body 65 is also pushed down to the position indicated by the imaginary line in FIG. The fuel that had flowed into the chamber 67 of the flow rate control valve 11 flows into the outflow side passage 39 of the flow rate control valve 6 through the chamber 68 of the flow rate control valve 11 and the pipe G.

At this time, a pressure difference occurs before and after the throttle hole 52 of the pressure control valve 10, and the pressure in the rear chamber 38 of the flow rate adjustment valve 6 is lower than that in the inlet passage 32, so the piston 31 resists the elastic force of the spring 33. and move to the right in Figure 2. Since the valve hole 34 is opened as the piston 31 moves, the fuel flows through the flow regulating valve 6, filter 7, flow meter 8, ventilate pipe 9,
The aircraft is refueled via the refueling hose 15.

Refueling is done like this.

Now, here are the following first, second, third, and fourth.

First, as described above, by operating the switching valve 21 of the dead man flow control valve 19, the flow rate control valve 11 is controlled by air pressure, and the flow rate regulating valve 6 is opened and closed, that is, it is turned on and off. . In this way, the fuel flow rate is controlled intermittently to start and stop refueling the aircraft.

Second, if a change occurs in the refueling speed during refueling, the following will occur.

For example, when the flow rate increases, the ventilate tube 9
As the pressure difference between the low pressure chamber 69a and the high pressure chamber 69b of the flow control valve 11 also increases, the diaphragm 70 moves upward against the air pressure within the pressurizing chamber 61a. This diaphragm 70
As the valve body 65 moves upward, the flow rate of fuel flowing from the chamber 67 to the chamber 68 decreases. Therefore, the pressure difference between the inlet passage 32 and the back chamber 38 of the flow rate regulating valve 6 becomes smaller, the piston 31 moves to the left in FIG. 2 by that amount, and the valve hole 34 is closed, so that the flow rate is automatically adjusted decreases to

On the other hand, when the flow rate decreases, the pressure difference between the inflow side passage 32 and the rear chamber 38 of the flow rate regulating valve 6 increases, and the piston 31 moves to the right in FIG. 2, causing the valve hole 34 to close. Since it is opened, the flow rate will automatically increase.

In this way, the pressure difference in the ventilate tube 9 causes the flow rate control valve 11 to perform a controlled operation, and the amount of opening/closing operation of the flow rate adjustment valve 6 is adjusted, thereby controlling the fuel flow rate and maintaining a substantially predetermined flow rate. .

Thirdly, if the oil supply pressure changes during oil supply, the following will occur.

First, when the refueling pressure increases during refueling, the pressure in the ventilate tube 9 increases, and the pressure in the chamber 44 of the pressure control valve 10 rises, so the valve body 46 moves upward in FIG. The flow rate flowing to 47 decreases. Therefore, the inflow side passage 3 of the flow rate regulating valve 6
The pressure difference between 2 and the rear chamber 38 becomes smaller, and the piston 31 moves in the direction of closing the valve hole 34 by an amount corresponding to the smaller pressure difference, reducing the flow rate, and therefore the oil supply pressure decreases.

On the other hand, when the oil supply pressure decreases, the pressure difference between the inflow side passage 32 and the rear chamber 38 of the flow rate regulating valve 6 increases, and the piston 31 moves in the direction of opening the valve hole 34 to increase the flow rate, so the oil supply pressure decreases. Rise.

As described above, the pressure control valve 10 is controlled by the pressure change in the ventilate pipe 9, and the opening/closing amount of the flow rate regulating valve 6 is adjusted, thereby controlling the fuel flow rate and maintaining the fuel supply pressure at approximately a predetermined pressure. be able to.

Fourthly, the fuel flow rate is also controlled by operating the dead man flow control valve 19.

That is, during refueling, the pressure reducing valve 20 of the dead man flow control valve 19 provided via the air hose 25 wound around the air hose reel 24
is operated at an appropriate position such as on the workbench or near the flow meter 8 so as to lower the air pressure that is pressurized into the pressurizing chamber 61a of the flow control valve 11. Then, the flow rate of fuel flowing from the chamber 67 to the chamber 68 of the flow rate control valve 11 decreases, so that the inflow side passage 3 of the flow rate control valve 6 decreases.
The pressure difference between 2 and the back chamber 38 becomes smaller, and the flow rate can be reduced. In such a state, the pressure reducing valve 20
, even if the flow rate changes slightly and the pressure difference inside the ventilate tube 9 changes slightly, the valve body 65 of the flow control valve 11 operates, so that a predetermined low flow rate can be maintained almost accurately. can do.

On the other hand, if the pressure reducing valve 20 is operated so that the air pressure injected into the pressurizing chamber 61a becomes higher,
Since the valve body 65 does not operate even if a slight pressure difference occurs within the ventilate tube 23, a predetermined high flow rate can be maintained almost accurately.

In this way, the flow rate control valve 11 is controlled based on changes in air pressure caused by the operation of the pressure reducing valve 20 of the dead man flow control valve 19 in addition to the ventilary tube 9 described above, and the amount of opening/closing operation of the flow rate regulating valve 6 is adjusted. The flow rate of fuel can be controlled and maintained at any constant flow rate.

Therefore, for example, one operator can arbitrarily and easily stop the refueling by setting the maximum flow rate during refueling and decreasing the flow rate when the refueling is nearing the end.

In the above-mentioned embodiment, the configuration of the dead man flow control valve 19 that is arranged to be remotely controllable has been described, but the mounting configuration of the dead man flow control valve 19 is not limited to this embodiment. For example, the flowmeter 8 may be fixedly disposed near the flowmeter 8.

The above is the explanation of the operation, etc.

As described in detail above, the flow rate control device for a refueling vehicle according to the present invention performs the control operation of the flow control valve for the flow rate adjustment valve provided in the fuel supply system by using the switching valve of the flow control valve and the pressure reducing valve in addition to the ventilate pipe. This can also be done by operating a valve.

As a result, the opening/closing operation and the amount of opening/closing operation of the flow rate regulating valve are adjusted, thereby controlling the fuel flow rate. Therefore, by operating the flow control valve during refueling, it is now possible to control the supplied fuel to a desired flow rate, making it possible for one worker to perform refueling work more accurately and easily. The advantages that this type of flow control device has are remarkable and significant, such as eliminating the drawbacks that conventional flow control devices of this type had.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is an explanatory view, and FIG. 2 is a longitudinal sectional front view of the main parts. 2...Equipment, 6...Flow rate adjustment valve, 7...Filter, 8...Flowmeter, 9...Venture tube, 1
0...Pressure control valve, 11...Flow rate control valve, 12...
... Suction hose, 15 ... Refueling hose, 19 ... Dead man flow control valve (flow control valve), 20 ... Pressure reducing valve, 21 ... Switching valve, 22 ... Air tank, 23 ... Air piping,
61...air chamber, 61a...pressurization chamber.

Claims (1)

[Scope of Claim for Utility Model Registration] A suction hose connected to an underground pipe, a refueling pipe connected to the suction hose and equipped with equipment such as a flow rate regulating valve, a filter, a flow meter, a ventilate pipe, and the refueling pipe. In a refueling vehicle equipped with a refueling hose or the like connected to a pipe, a flow rate control valve that performs control operation based on a fuel pressure difference in the ventilate pipe; A pressure control valve that performs a control operation based on a pressure change, and the flow rate adjustment that controls the flow rate of fuel by adjusting the amount of its opening/closing operation based on the control operation of the flow control valve and the control operation of the pressure control valve. A flow rate control device for a refueling vehicle, comprising: a valve; the flow rate control valve is configured to operate a flow control valve in addition to the ventilary pipe;
The flow control valve is made up of a switching valve and a pressure reducing valve, and connects a pressurized air chamber attached to the flow control valve for controlling operation and an air tank mounted on the vehicle. Provided in the middle of the communicating air piping, by operating the switching valve, the flow rate control valve is controlled, and via the pressure control valve, the flow rate regulating valve is opened and closed, and by operating the pressure reducing valve. , the flow rate control valve performs a controlled operation, and the amount of opening/closing operation of the flow rate adjustment valve is adjusted via the pressure control valve, thereby controlling the flow rate of fuel. flow control device.