US3894811A

US3894811A - Pump motor control

Info

Publication number: US3894811A
Application number: US424921A
Authority: US
Inventors: Lester L Bergey; Earl J Yocum
Original assignee: Individual
Current assignee: Individual
Priority date: 1973-12-10
Filing date: 1973-12-10
Publication date: 1975-07-15
Anticipated expiration: 1992-07-15

Abstract

Modification of the fuel pumping and delivery system of a tank truck is accomplished whereby instead of the engine throttle of the associated tank truck motor being opened each time the control nozzle at the outlet end of the delivery hose is opened the throttle is opened only upon initial opening of the control nozzle at the outlet end of the delivery hose and is prevented from being automatically opened above the idle setting thereof upon subsequent opening of the control nozzle at the discharge end of the delivery hose.

Description

United States Patent [191 Bergey et al.

[ 1 PUMP MOTOR CONTROL [76] Inventors: Lester L. Bergey, 3rd & Walnut St.,

Telford, 18944; Earl J. Yocum, PO. Box 302, Perkasie. both of Pa. 18962 [22] Filed: Dec. 10,1973

[21] Appl. No.: 424,921

[52] US. Cl. 417/34 [51] Int. Cl. F04b 49/00 [58] Field of Search 417/25, 34

[56] References Cited UNITED STATES PATENTS 1.588180 6/1926 Strite 417/34 2.651996 9/1953 Nahmens 417/25 2,800,858 7/1957 Jahnel et a1... 417/34 3,111,903 11/1963 Waterman 417/34 3,188.42] 6/1965 Rowell 417/34 "11? //'l 1'' 1 I 1 1 II I "a; 1 log-film 1m 1 I l l I [451 July 15, 1975 3,424,370 1/1969 Law 415/] Primary Examiner-William L. Freeh Attorney, Agent, or Firm-Clarence A. O'Brien; Harvey B. Jacobson [57] ABSTRACT 4 Claims, 3 Drawing Figures SHEET H g v3 Q m9 SHEET Fig. 2

Air pressure Swifch Fig.3

PUMP MOTOR CONTROL BACKGROUND OF THE INVENTION Oil delivery trucks are conventionally provided with automatic controls whereby the throttle of the engine of the truck which drives the pump for pumping fuel from a storage tank through a delivery line or hose is automatically opened a predetermined amount to increase the speed of the truck engine and thus the oper ating speed of the pump driven thereby in response to the control nozzle at the outlet end of the delivery hose being opened. This enables the driver of an oil delivery truck or the like to initially idle the engine of his truck, place the power take-off of the truck in gear so as to drive the pump and thereafter close the electric control switch for the automatic system prior to unreeling the delivery hose and dragging the discharge end thereof to a remote tank to be filled, at which time the control valve or nozzle at the discharge end of the delivery hose may be opened and the conventional motor control is actuated by the flow of fuel through the delivery line in Order to increase the speed of operation of the truck motor and the fuel delivery pump driven thereby This of course enables fuel tanks to be more rapidly filled at a location remote from a fuel delivery truck while still allowing the engine of the truck to idle both immediately before and after the delivery of oil to the remote fuel tank is carried out.

However, when these conventional systems are operated upon the opening ofthe control valve or nozzle at the discharge end of the delivery hose the speed of operation of the truck motor and thus the fuel delivery pump is increased sufficiently to cause the fuel delivery pump to pump approximately 80 gallons per minute. Further, most domestic fuel oil tanks are provided with air actuated alarm signals which emit a sound as the air within the fuel tank being filled is displaced therefrom by the fuel being discharged into the tank. If the fuel tank being filled has fuel delivered thereto at a rate approaching 80 gallons per minute the fuel will build up foam in the tank and when the level of foam reaches the vent pipe outlet with which the signal alarm is operatively associated the foam prevents the signal alarm from emitting an audible signal. However, at this point the tank being filled is only partially full due to the audible alarm being terminated by the foam within the tank prior to the tank being completely filled. At this point, the operator of the truck may return to his truck after turning off the nozzle at the delivery end of the hose, deactivate the automatic pump motor control and return to the tank. At this time the truck operator may again open the nozzle at the discharge end of the delivery hose and allow the remainder of the tank to be filled at a considerably lower rate which does not cause foaming of the fuel within the tank.

Inasmuch as the tank being filled may be located a considerable distance from the closest point to which the fuel tank truck may be driven, the extra trips back to the truck and from the truck to the tank prior to the tank being completely filled can represent a considerable waste of time. Inasmuch as the pump motor con trols presently in use automatically increase the speed of operation of the truck motor at any time the nozzle at the discharge end of the associated fuel delivery hose is opened and returns the throttle control of the truck engine back to the idle position at any time the nozzle is closed, in most instances the tank to be filled can be only partially filled due to the driver not being able to spend the additional time necessary to return to his truck to disconnect the pump motor control and then return back to the tank to fill the latter completely before reeling the delivery hose back onto the truck and proceeding to the next designated oil delivery location, the demand for domestic heating oil being so great in extremely cold and inclement weather as to require that each domestic fuel tank be filled as quickly as possible even though each tank may not be completely filled.

SUMMARY OF THE INVENTION The pump motor control of the instant invention includes a further control feature in addition to a more or less conventional pump motor control whereby the speed of operation of the truck motor is increased upon the opening of the delivery nozzle only the first time the delivery nozzle is opened and which prevents the engine speed of the truck from being opened each successive time the delivery nozzle is opened. By this form of automatic pump motor control, as soon as the tank being filled at a rate of gallons per minute has enough foam generated therein to terminate operation of the signal alarm the delivery nozzle is closed for a few seconds and thereafter reopened to complete filling of the tank while the truck motor is operating at idling speed and oil is being pumped though the delivery hose at a substantially reduced rate below that which causes foam to be generated in a tank being filled.

The main object of this invention is to provide a modified pump motor control for a fuel delivery truck which will be capable of opening the throttle on a fuel oil delivery truck motor in response to the nozzle at the discharge end of the delivery hose being initially opened but which will prevent the throttle of the delivery truck from being opened each successive time the delivery nozzle on the discharge end of the delivery hose is opened.

Another object of this invention, in accordance with the immediately preceding object. is to provide a modified pump motor control which utilizes many of the components of conventional pump motor controls and which may therefore be readily incorporated into present pump motor controls as well as installed on newly manufactured oil delivery trucks.

A final object of this invention to be specifically enumerated herein is to provide an automatic pump motor control in accordance with the preceding objects which will conform to conventional forms of manufacture, be of simple construction and easy to use so as to provide a device that will be economically feasible, long lasting and relatively trouble free in operation.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout.

FIG. 1 is a schematic view of a conventional form of oil delivery truck with the delivery hose thereof having its control nozzle equipped discharge end thereof operatively associated with the filler neck of a domestic oil tank, the pump motor control of the instant invention being illustrated partially schematically and partially diagrammatically;

FIG. 2 is an enlarged fragmentary side elevational view of the air pressure switch and solenoid actuated air flow control valve components of the pump motor control. parts of these components being broken away and illustrated in vertical section; and

FIG. 3 is an enlarged vertical sectional view of the truck motor throttle controlling air cylinder portion of the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now more specifically to the drawings, the numeral generally designates a conventional form of fuel oil delivery truck including a tank 12. a hose reel 14. a delivery hose l6 wound on the reel 14 and an oil delivery line 18 extending from the outlet 20 of the tank 12 to the hose reel 14. The oil delivery line 18 has a meter 22. a pump 24 and a conventional fluid flow controlled air valve assembly 26 serially connected therein. the fluid flow controlled air valve assembly 26 being of any suitable known type such as the Sculmatic MK lV. manufactured by Scully Delivery Systems of Wilmington, Massachusetts.

The truck 10 includes a motor (usually in the form of an internal combustion engine) which is not illus trated but which includes a throttle control level 28 for opening and closing the throttle of the internal combus tion engine. It is to be noted that the engine includes a power takc-off which may be placed in gear in order to drive the input shaft 30 of the pump 24 and therefore that the engine ofthe truck 10 may be utilized to pump fuel oil from the tank 12, through the line 18, through the hose l6 and outwardly of the control nozzle 32 at the discharge end of the hose 16.

In FIG. 1 of the drawings a domestic oil supply tank 34 is illustrated and includes an oil filler neck 36 with which the control nozzle 32 is communicated in order that fuel oil being discharged from the nozzle 32 may flow into the tank 34 through the filler neck or pipe 36. The upper portion of the tank 34 includes a vent pipe 38 having a whistling tank filling alarm 40 disposed therein, the whistling sound generated by the alarm 40 being audible from the outlet end 42 of the vent pipe or line 38 as air above the level of oil in the tank 34 is forced therefrom through the pipe 38 by oil entering the tank 34 through the fill neck or pipe 36. The alarm 40 is operative until such time as the tank 34 is full or it has been partially filled at a high rate and foam has been generated above the level of oil in the tank 34 to the point that the foam enters the vent line or pipe 38.

The pump motor control of the instant invention includes a conventional air cylinder 44 having a piston 46 slidable therein and a piston rod 48 connected to the piston 46 and projectablc from one end of the cylinder 44 in response to air under pressure being admitted to the interior of the cylinder 44 on the side of the piston 46 remote from the rod 48 through the associated air supply line 50. A bracket 52 is secured on the outer end of the piston rod 48 in adjusted position along the latter and has one end of the core 54 of a bowden cable assembly referred to in general by the reference numeral 56 connected thereto. The other end of the core 54 is anchored to the lever 28 in a manner such that as the piston rod 48 is extended from the position thereof illustratcd in FIG. 3 the lever 28 will be swung to a position opening the throttle of the internal combustion engine for the truck 10.

A second bracket 56 is carried by an intermediate portion of the piston rod 48 and is operative, upon return of the piston rod 48 to the position thereof illustrated in FIG. 3 from an extended position, to depress the actuator 58 of a microswitch 60 in order to close the microswitch 60.

An air valve in the form of a hollow cylinder 62 is provided and has a solenoid 64 supported from one end thereof including an armature 66 having a piston 68 thereon with axially spaced sealing rings 70 and 72. The end of the air supply line remote from the cylinder 44 opens into the cylinder 62 as at 74 and when the solenoid 64 is actuated the armature 66 is extended to the left as viewed in FIG. 2 of the drawings so as to shift the piston 68 to the phantom line position thereof illustrated in FIG. 2 in order to close the air supply line 50 from the interior of the cylinder 62.

A conventional air pressure switch 76 is communicated with the interior of the cylinder 62 by means of a connecting line 78 and a second air supply line 80 has its discharge end communicated with the interior of the cylinder 62 as at 82 and its inlet end 84 connected to the discharge port of the fluid flow controlled air valve assembly 26. A third air supply line 86 has its inlet end 88 connected to the outlet 90 of an air supply tank 92 and its discharge end or outlet end 94 communicated with the inlet opening of the fluid flow controlled air valve assembly 26.

The microswitch 60 is serially connected in a conductor 96 extending from a terminal 98 of a holding relay 100 to the solenoid 64. the latter being grounded as at 102. Also, the vehicle 10 includes a battery 104 which is grounded as at 106 and a conductor [08 extends from the battery [04 to the terminal 110 of the holding relay 100. the conductor [08 having the ignition switch 112 of the vehicle 10 and a master control switch 114 serially connected therein. Also. an indicator light 116 is connected in parallel to the conductor 108.

The normally open air pressure switch 76 is serially connected in a conductor 118 extending from the terminal 110 of the holding relay 100 to the solenoid 120 of the holding relay 100. the solenoid 120 being grounded as at 122. A spring arm mounted terminal 124 is engageable with the terminal 110 when the solenoid 120 is actuated and the terminal 124 is electrically connected to the terminal 98 by means of a conductor 126. Still further, a conductor 128 bridges the terminal 98 and the conductor portion extending from the air pressure switch 76 to the solenoid 120.

In operation, and with the assumption that the engine or motor of the truck 10 is idling, the operator of the truck 10 engages the power take-off so as to drivingly couple the truck engine to the pump 24. Then, the master switch 114 is closed thereby actuating the signal light 116 and electrically connecting the battery to the air pressure switch 76. Then, the operator of the truck 10 unreels the hose 16 from the reel 14 and engages the control nozzle 32 with the tiller neck or pipe 36. Thereafter, the operator 10 opens the control nozzle 32 whereby the fluid flow controlled air valve assembly 26 will sense the flow of oil through the oil delivery line 18 and open the air valve assembly 26 to allow air under pressure in the tank 92 to pass through the air line 80 and into the cylinder 62. The air under pressure passes through the cylinder 62 and into \hC line 50 so as to be admitted into the cylinder 44 bt.l'lll'1d the piston 46. Thus, the piston 46 is forced to the left as viewed in P10. 3 of the drawings and the piston rod 48 is extended so as to effect a pull on the core wire 54 of the bowden calil. assembly 56 i.- svx; g the throttle lever 28 in order to open the throttle of the engine of the truck 10. At this point, the rate at which oil is being pumped through the delivery hose 16 is increased to approximately 80 gallons a minute. When the foam generated above the surface of the oil being pumped into the tank 34 reaches a level so as to interfere with the operation of the alarm 40 the operator is notified that the tank 34 is within or gallons of being full. The operator then closes the nozzle 34 and by this point the air pressure within the cylinder 62 has increased to the extent that the air pressure switch 76 is closed and the holding relay is actuated to electrically connect the microswitch 60 to the battery 104 through the

conductors

126 and 96.

As soon as the control nozzle 32 has been closed oil ceases to flow through the line 18 and the fluid flow controlled air valve assembly is closed whereby air is vented from within the cylinder 44

lines

50 and 80 and the air valve assembly 26 allowing the piston rod 48 to be retracted from the extended position thereof to the position illustrated in FIG. 3 in order that the bracket 56 may engage the switch actuator 58 in order to close the microswitch 60, the cylinder 62 behind the piston 68 being vented through port 130. Closing of the microswitch 60 electrically connects the solenoid 64 to the battery 104 and the armature 66 is therefore extended to the left in order to place the piston 68 in registry with the point 74 at which the line 50 opens into the cylinder 52. When this has been accomplished and the control nozzle 32 is again opened, even though the flow of oil through the line 18 will be sensed by the valve assembly 26 and the valve assembly 26 will be opened in order to allow air from the tank 92 to pass through the line 84 and into the left hand end of the cylinder 62 as illustrated in FIG. 2, the passage of air under pressure into the line 50 is blocked by the piston 68 and thus air may not be admitted to the back side of the piston 46 in order to extend the rod 48 to open the throttle of the engine of the truck 10. Therefore, the remainder of the tank 34 is filled while the truck motor is operating at idle speed and the delivery of oil through the hose 16 is reduced to the extent that the remaining 30 or 40 gallons to be received by the tank 34 is pumped thereinto at a rate lower than that which will generate foam in the tank. Accordingly, the whistling tank filling alarm 40 will again operate until such time as the tank 34 has been completely filled with fuel oil, at which time the nozzle 32 is closed for the second time and the operator of the truck reels the hose 16 back onto the reel assembly 14 and opens the master switch 114 before proceeding to the next designated oil delivery location.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.

What is claimed as new is as follows:

1. In combination, a variable speed pump motor, a storage tank for storing liquids and including an outlet, a liquid delivery line including an inlet end communicated with said outlet and an outlet line having an openable and closable discharge valve operatively associated therewith, said motor including a speed control shiftable between slow and high speed positions. a pump driven by said motor and operatively associated with said line for pumping fluid therethrough from said tank outlet to said discharge valve, an automatic speed control system including liquid flow sensing means, speed control shifting means and deactuatable actuator means for said speed control shifting means, said system being operatively associated with said delivery line and said speed control, said liquid flow sensing means including control means, after said motor and pump are initially placed in operation with said speed control in the slow speed position and said discharge valve in the closed position, operating to sense the flow of liquid through said line and to subsequently actuate said actuator means to operate said speed control shifting means for shifting said speed control to the high speed position upon said valve being opened and to thereafter sense the stoppage of liquid flow through said line and to deactivate said actuator means upon said valve being closed, said actuator means also including actuator de actuating means operative in response to initial actuation of said actuator means to render said actuator means inoperative for reactuation to operate said speed control shifting means upon the reopening of said dis charge valve.

2. The combination of claim 1 wherein said speed control shifting means includes a fluid motor and said actuator means includes a fluid pressure line operatively connected to said fluid motor for supplying fluid under pressure thereto, said fluid pressure line including openable and closable flow controlling valve means operatively associated therewith, said actuator deactuating means operative to render said actuator means inoperative including a second flow controlling valve interposed in said fluid pressure line between said fluid motor and the first mentioned flow controlling valve,

3. The combination of claim I wherein said speed control shifting means includes a fluid motor and said actuator means includes a source of fluid under pressure, a fluid pressure line connected between said source and said fluid motor, said actuator means including a first valve in said fluid pressure line actuatable by said fluid flow sensing means, said actuator deactuating means operative to render said actuator means inoperative for reactuation including a second valve in said fluid pressure line between said first valve and said fluid motor.

4. The combination of claim 3 wherein said actuator deactuating means includes means operative, in response to flow of fluid under pressure through said second valve to said fluid motor and subsequent buildup of fluid pressure in said fluid pressure line between said second valve and said fluid motor, to close said second valve and thereby prevent fluid under pressure to flow from said source, through said fluid pressure line and to said fluid motor upon the discharge valve being opened for the second time after having been closed subsequent to its being initially opened.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION PATENT NO. I 3,894,811

DATED I July 15, 1975 |NVENTOR(S) Lester L. Bergey and Earl J. Yocum It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

In the heading (76) line 2, change'Telfovd" to Perkasie--;

line 3, change "Perkasie" to --Si1verda1e, 18962-; and

line 4, cancel "18962".

Signed and Scaled this second Day of December1975 I 85 AL Arrest:

RUTII C. MASON C. IAISIIALI. DAMN Arresting Officer (mmnissimla oflalenls and Trldellalts

Claims

1. In combination, a variable speed pump motor, a storage tank for storing liquids and including an outlet, a liquid delivery line including an inlet end communicated with said outlet and an outlet line having an openable and closable discharge valve operatively associated therewith, said motor including a speed control shiftable between slow and high speed positions, a pump driven by said motor and operatively associated with said line for pumping fluid therethrough from said tank outlet to said discharge valve, an automatic speed control system including liquid flow sensing means, speed control shifting means and deactuatable actuator means for said speed control shifting means, said system being operatively associated with said delivery line and said speed control, said liquid flow sensing means including control means, after said motor and pump are initially placed in operation with said speed control in the slow speed position and said discharge valve in the closed position, operating to sense the flow of liquid through said line and to subsequently actuate said actuator means to operate said speed control shifting means for shifting said speed control to the high speed position upon said valve being opened and to thereafter sense the stoppage of liquid flow through said line and to deactivate said actuator means upon said valve being closed, said actuator means also including actuator deactuating means operative in response to initial actuation of said actuator means to render said actuator means inoperative for reactuation to operate said speed control shifting means upon the reopening of said discharge valve.

2. The combInation of claim 1 wherein said speed control shifting means includes a fluid motor and said actuator means includes a fluid pressure line operatively connected to said fluid motor for supplying fluid under pressure thereto, said fluid pressure line including openable and closable flow controlling valve means operatively associated therewith, said actuator deactuating means operative to render said actuator means inoperative including a second flow controlling valve interposed in said fluid pressure line between said fluid motor and the first mentioned flow controlling valve.

3. The combination of claim 1 wherein said speed control shifting means includes a fluid motor and said actuator means includes a source of fluid under pressure, a fluid pressure line connected between said source and said fluid motor, said actuator means including a first valve in said fluid pressure line actuatable by said fluid flow sensing means, said actuator deactuating means operative to render said actuator means inoperative for reactuation including a second valve in said fluid pressure line between said first valve and said fluid motor.