US2680030A

US2680030A - Nozzle

Info

Publication number: US2680030A
Authority: US
Inventors: William F Hoelzer
Original assignee: Milwaukee Valve Co Inc
Current assignee: Milwaukee Valve Co Inc
Priority date: 1949-05-27
Filing date: 1949-05-27
Publication date: 1954-06-01
Anticipated expiration: 1971-06-01

Description

June 1, 1954 w. F. HOELZER 2,680,030

NOZZLE Filed May 2'7, 1949 2 Sheets-Sheet 1 I N VEN TOR.

faga w WW June 1, 1954 w. F. HOELZER 2,680,030

NOZZLE Filed May 27, 1949 2 Sheets-Sheet 2 y L a. I =4 .l

lo r Patented June 1, 1954 UNITED STATES PATENT OFFICE NOZZLE Application May 27, 1949, Serial No. 95,802

2 Claims.

This invention relates to a nozzle and particularly to an underwing fueling nozzle.

As indicated, this nozzle is principally adapted for delivering fuel to the wing tanks of aircraft from underneath, rather than above, the wing. 'This method of fueling is highly advantageous in that it eliminates the necessity for walking on the wings while fueling the ship and simplifies and speeds up the fueling. As will appear more fully hereinafter, this nozzle is adapted to be connected directly to the bottom of the wing tank and is designed in such a way that little or no fuel can possibly be spilled onto the apron. This is a distinct advantage over the overwing fueling method which frequently results in large quantities of high octane gas being spilled. While overwing fueling creates foam which overflows the tank before the tank has been completely filled, underwing fueling does not create any foam and a greater quantity of fuel can be pumped into the tank when fueled from the bottom. This, of course, effectively increases the range of the plane.

While the above advantages are highly attractive, it will be appreciated that the problem of effecting a completely safe underwing fueling system is of great magnitude. The instant invention relates to a new nozzle which is completely safe and, when used in conjunction with the usual valving arrangement within the wing, provides a safe. simple, and rapid fueling system which is foolproof under all conditions and which makes the handling of high octane gasoline considerably less dangerous.

The principal object of this invention is to provide a completely safe fueling nozzle adapted to discharge fuel into the bottom of a tank.

Another object is to provide a fueling nozzle adapted to be coupled to the underside of a tank whlie delivering fuel to the tank.

Another object is to provide a nozzle having coupling means which may be moved to coupled position only when properly related to a cooperating coupling fixture.

A further object is to provide a fueling nozzle for delivering fuel to the bottom of a tank without spillage or leakage.

Another object is to provide a nozzle having a 'valve which may be opened to deliver fuel to a tank and which closes automatically in the event should be understood in detail.

that the nozzle should be disconnected from the tank prior to manually closing the valve.

Still another object is to provide a simple, compact strainer for a fuel nozzle valve without sacrificing straining area or capacity.

A further object is to provide a fueling nozzle strainer which may be removed from the nozzle without disconnecting the nozzle from its hose.

A still further object is to provide a nozzle having a strainer which may be readily removed for cleaning.

Other objects and advantages will be pointed out in, or be apparent from, the specification and claims, as will obvious modifications of the single embodiment shown in the drawings, in which:

Fig. l is a top plan view of a nozzle according to this invention;

Fig. 2 is a vertical cross section of Fig. 1 taken as indicated by lines 22;

Fig. 3 is an elevation of this nozzle with a typical underwing coupling fixture shown in exploded position above the nozzle;

Fig. 4 is a vertical cross section of Fig. 1 taken as indicated by lines 44 and shows the nozzle connected to a diagrammatically illustrated underwing structure;

Fig. 5 is a fragmentary view somewhat similar to Fig. 3 but shows the valve handle in its partly closed position; and

Fig. 6 is a horizontal cross section of Fig. 4 taken as indicated by line 66.

Broadly, this nozzle comprises a body Ill having a conduit ll housing a manually operable valve l2. The body is provided with a female bayonet coupler 14 adapted to receive a cooperating male bayonet is carried on the underside of a fuel tank. The coupler I4 is normally locked with respect to body In by means of three circumferentially spaced keys [8 in a position in which depending control bracket 20 acts against the flat cam face 22 on the valve handle 24 to prevent opening the valve. When the nozzle is raised to receive the male bayonet l6, keys l8 are depressed against the force of compression springs 26 to free the coupler for rotation about body In to lock the bayonet joint and at the same time move control bracket 20 away from cam 22. Thus, the valve may be opened only when the nozzle is coupled to the tank fixture. As will appear hereinafter, the valve must be closed before the nozzle can be uncoupled.

Before considering further operational characteristics, the mechanism described above Split lock ring 28, secured to the underside of coupling nut-l4 spring biased keys 7 tank valve 48 and the tank proper.

by means of a plurality of bolts to retain coupler l4 seated on stepped glide ring or bearing 32 carried on the peripheral flange 35 projecting from body If}, fixes the coupling nut longitudinally while permitting rotational movement about the body Hi. The upper edge of coupler i4 is provided with an inturned flange 36 having three spaced notches 38 adapted to receive the radially projecting studs 40 on the tank male bayonet fixture It. These studs are adapted to fit within the annular slot 41 between coupling flange 35 and body flange 42 to lock the bayonet joint. It should be noted that three equally spaced stops 43, mounted in body flange 42, are adapted to project into notches :4 on the bottom edge of the male bayonet 5 to lock the body and the tank fixture with respect to each other when the male is inserted into the female. Body flange $2 additionally mounts plunger type bayonet keys it which are biased into the generally semi-circular grooves 45 in coupler flange 35.

With this construction in mind it will be apparent that the coupling nut M is normally locked with respect to body it by means of the E6 engaging the inturned coupling flanges 36. When the nozzle is raised to the wing, the tank fixture it fits into the female bayonet coupler id and moves keys l8 out of engagement with nut l4 against the action of springs 28. When the tank fixture seats on body flange 42, the body stops 43 engage the fixture notches 4d and the radial studs 40 are aligned with the annular coupling slot 4%. The body and the fixture are now locked against relative rotational movement, and

coupler handles

46, 48 may be turned to rotate the coupling nut I4 about the body to lock the bayonet joint.

When the bayonet joint has been locked, stud 46 lies between nut flange 36 and body flange 62 and the plunger keys is are in their lowermost position as indicated in Fig. 4. It will be noted (Fig. 4) that the underwing fixture #8 includes a seat 4'! for spring loaded valve 48 carried within the wing structure. When the parts are coupled, the underside of valve seat 4? overlies and fits snugly against the neoprene tank gasket 49 to obtain a fluid tight joint. With the bayonet joint locked, control bracket 20, depending from and integral with lock ring 28, has moved around body it to a position where it no longer acts against the fiat cam face 22 at the hub of valve handle 24. The valve handle may now be turned clockwise (Fig. 3) to rotate crank shaft 59 which is sealed by means of screwed gland 80 and neoprene O-ring 6! to prevent leakage.

Shaft rotation is transmitted to valve 12 through fulcrum lever 5%, connecting rod 52, and wrist pin 53 mounted between the valve supporting arms 54. 54 at the upper end of the reciprocating guide sleeve 55. The valve head is provided with a bolt 56 and a pinch. washer 5T mounting an annular neoprene disk 53 which seats against the body when the valve is closed. The underside of the head is provided with an inverted conical deflector 5% which serves to smooth out fuel flow.

After the nozzle has been coupled to the tank, the valve handle may be turned to open nozzle valve l2. As valve l2 opens, it pushes against tank valve 58 to move it away from its seat 41 against the force of spring 82. The gas may now flow past valve 52 and tank valve 48 to the tank. The conventional wing tank structure includes additional valves (not shown) between Tank valve 48 is provided with an automatic device (not shown) which acts to close valve 48 when the tank is filled. With this in mind the instant valve is designed so that when valve 12 is wide open or in any intermediate position (Fig. 4) the connecting rod 52 and fulcrum lever 5| are in position where the force transmitted to valve [2 by the automatic device through the tank valve 48 will close valve l2 against the frictional and fuel flow forces tending to keep the valve open.

The arcuate portion 63 on the valve handle hub prevents uncoupling the nozzle from the tank until the valve is completely closed since it lies in the path of control bracket 26 when the valve is wide open. Should the valve be turned to a partly closed position (Fig. 5), turning handles .46 to uncouple the nozzle will cause the inclined face 54 on bracket 20 to act against cam 22 and automatically close the valve completely.

It will be apparent, therefore, that it is impossible to open the valve without first coupling the nozzle to the tank. It will also be apparent that it is impossible to uncouple the nozzle while the valve is open. These factors are of utmost importance when it is considered that high octane gasoline is generally pumped into aircraft at the rate of 200 gallons per minute. This valve is foolproof and cannot be mistreated to result in fuel being poured onto the apron. The very small amount of gasoline which may be trapped be ween the nozzle valve I2 and the tank valve 48 may be lost but would not create any hazardous condition.

One further feature should now be considered. In the delivery of fuel to aircraft fuel tanks it is necessary that it be passed through a very fine mesh strainer in order to prevent any lint or other particles from getting into the engine. This straining must be done in the nozzle since lint apparently is picked up in the hose. In the past, strainers of sufficient area to pass fuel at the necessary rate were large and cumbersome. The instant nozzle, however, is equipped with a strainer 55 having a cylindrical screen 66 mounted between annular brackets 67, $8 and also having a conical screen 59, the base of which is mounted in the lower bracket 63. This design obtains more than the required straining area while occupying a very small space. This strainer is made readily accessible for the necessary daily cleaning through provision of plate 10 secured to the lower end of the nozzle by bolts H, I 1. Lugs 13, 13 on the walls of the strainer chamber 12 define grooves adapted to receive the ends of U- shaped clamp 74 which is normally held in place by cover plate 10. The strainer may be taken out for cleaning merely by removing the cover and the clamp without requiring disconnection of the nozzle and the hose as has been necessary in prior constructions.

While this description has been directed to the use of this nozzle in connection with underwing fueling, it will be appreciated that its use is not so limited. Thus the nozzle may be used in handling any liquid and may discharge into the top or bottom of the receiving tank. It will also be appreciated that the construction shown permits of modification without departure from the scope of the invention. With this in mind it is to be understood that this invention is to be limited only by the scope of the claims.

I claim:

1. A nozzle comprising a body member provided with a conduit adapted to discharge liquid from one end thereof, a valve in said conduit for regulating flow therethrough, manually operable valve-actuating means connecting to said valve and extended exteriorly of the body, a bayonet joint coupler member mounted on said body member adjacent said one end thereof for rotary movement about said body member between uncoupled and coupled positions, said coupler member being adapted telescopically to engage with a cooperating bayonet fixture member in said uncoupled position and being rotatable about the body member to lock the bayonet joint in coupled position, means normally locking said bayonet joint coupler member against rotation with respect to said body member and responsive to telescopic engagement of said bayonet joint fixture member with said bayonet joint coupler member to release the bayonet joint coupler member for rotative movement on said body member to said coupled position, means on the body member engageable with cooperating means on the bayonet joint fixture member for restraining said bayonet joint fixture member and said body member against relative rotation during rotational movement of the bayonet joint coupler member to and from looking positions, said last-mentioned means comprising rigid abutment means fixedly carried by said body member and positioned operatively to engage co-acting abutment means on said bayonet joint fixture member when the members are telescopically engaged to prevent relative rotation therebetween, a bracket member carried by said bayonet joint coupler member and positioned to overlie the manually operable valve actuating means and to cooperate therewith to prevent valve opening movement of said valve actuating means when said bayonet joint coupler member is in uncoupled position, said bracket member being movable to an inactive position in respect to the valve actuating means when said bayonet joint coupler member is moved to said coupled position whereby to permit operation of said manually operable means to open the valve, said manually operable valve actuating means including a cam member disposed exteriorly of said body and having a flat portion, said bracket member including a cooperating portion which in the uncoupled position of said bayonet joint coupler member overlies in close proximity said flat portion of the cam member, thereby to prevent valve opening movement of the valve actuating means, said bracket member also being provided with an inclined portion positioned to move in the path of said cam member when the valve actuating means is in valve open position and the bayonet joint coupler member is moved from coupled to uncoupled position, thereby to engage said cam member and move the associated valve actuating means to closed valve position.

2. The construction described in claim 1 wherein the means for locking the bayonet joint coupler member to the body member includes spaced, annular, axially-overlying flanges carried respectively by the body member and bayonet joint coupler member, said flanges having axially-aligned, pin-receiving openings, locking pins carried by said body member and slidable within the pin receiving openings of the flange on the body, spring means biasing said pins into locking position in said aligned openings in the flange carried by the bayonet joint coupler member; and wherein said abutment means comprises an upstanding lug fixedly positioned on the flange of the body member in circumferentiallyspaced relation to said locking pins, said pins being movable out of engagement with the pinreceiving openings in the flange of the bayonet joint coupler member against the bias of said spring by the cooperating bayonet fixture member as the latter moves into telescopic engagement with the bayonet joint coupler member and the co-acting abutment means on said fixture member cooperatively engages with said rigid lug.

References Cited in the file of this patent UNITED STATES PATENTS