US3905516A

US3905516A - Fuel oil delivery truck pumping system

Info

Publication number: US3905516A
Application number: US460500A
Authority: US
Inventors: Jeffry A Wisnia
Original assignee: Scully Signal Co
Current assignee: Scully Signal Co
Priority date: 1974-04-12
Filing date: 1974-04-12
Publication date: 1975-09-16
Anticipated expiration: 1992-09-16

Abstract

A fuel oil truck pumping system having control means for automatically raising and lowering the speed of the pump when the delivery hose nozzle is manually opened and closed. The truck has a large oil storage tank and a delivery hose with a nozzle. A pump is mounted on the truck to draw the fuel oil from the storage tank into the delivery hose. A spring-loaded valve is mounted in the outlet port of the pump and an actuator mechanism operates in response to valve movement to adjust the setting of the truck engine throttle which controls the speed of the pump. Thus, when the hose nozzle is opened to initiate fuel delivery, the resulting pressure differential causes the valve to spring open and the pump to speed up. When the nozzle is closed, the resulting pressure equalization causes the valve to spring closed and the pump to slow down.

Description

United States Patent Wisnia FUEL OIL DELIVERY TRUCK PUMPING SYSTEM Inventor: Jeffry A. Wisnia, Chestnut Hill,

Mass.

Scully Signal Company, Wilmington, Mass.

Filed: Apr. 12, 1974 Appl. No.: 460,500

Assignee:

US. Cl. 222/63; 417/43 Int. Cl. B67D 5/36; F04B 49/00 Field of Search 222/14, 75, 63, 63 UX;

References Cited UNITED STATES PATENTS l2/l925 Goldsmith et al. 222/63 X l2/l955 Hertrich 222/63 UX 11/1957 Lazzereschi 222/63 KILL CIRCUIT Primary Examiner-Robert B. Reeves Assistant ExaminerHadd Lane Attorney, Agent, or Firm-Thompson, Birch, Gauthier & Samuels [5 7] ABSTRACT A fuel oil truck pumping system having control means for automatically raising and lowering the speed of the pump when the delivery hose nozzle is manually opened and closed. The truck has a large oil storage tank and a delivery hose with a nozzle. A pump is mounted on the truck to draw the fuel oil from the storage tank into the delivery hose. A spring-loaded valve is mounted in the outlet port of the pump and an actuator mechanism operates in response to valve movement to adjust the setting of the truck engine throttle which controls the speed of the pump. Thus, when the hose nozzle is opened to initiate fuel delivery, the resulting pressure differential causes the valve to spring open and the pump to speed up. When the nozzle is closed, the resulting pressure equalization causes the valve to spring closed and the pump to slow down.

9 Claims, 6 Drawing Figures i'm'remm 6 MB 3,995,516

SPiU 1 [IF 3 Fig.1. 4

SHEET 3 3 DISTRIBUTOR ROTOR 1 FUEL OIL DELIVERY TRUCK PUMPING SYSTEM BACKGROUND OF THE INVENTION It is desirable for the fuel oil delivery pump to operate at high speed during fuel delivery and to idle at a very low speed before and after fuel delivery. This is to prevent undue strain on the system when the nozzle is closed and to greatly reduce engine noise and engine exhaust pollution, as well as to conserve engine fuel. Because a fuel delivery truck is usually operated by one man, an auxiliary adjustable engine throttle is normally provided on the truck. Then, when the driver parks the truck at the delivery location, he engages the pump, adjusts the throttle to increase the truck engine speed, un rolls the hose (which becomes very stiff because of the increased pump speed) as he walks toward the house, and opens the nozzle after inserting it into the house fill pipe to deliver the fuel. After the house fuel tank is full, the driver closes the noule, re-rolls the hose as he walks back to the truck, adjusts the throttle at the truck to lower the engine speed and then disengages the pump. The lengthy period of high truck engine speed causes considerable noise pollution, exhaust pollution, wastes truck engine fuel and unnecessarily strains the pumping system.

It is an object of this invention to provide a system for automatically raising the truck engine and delivery pump speed solely during the period of actual fuel oil delivery.

It is another object of this invention to provide a valved system which is only slightly more expensive than a conventional system having no valve.

It is another object of this invention to provide a valved system which can be manufactured as a complete unit or which can be manufactured in component parts for use as an accessory to convert conventional systems.

SUMMARY OF THE INVENTION To accomplish these objects, this invention comprises valve means and actuator means which are activated in response to the opening and closing of the hose nozzle to control the engine speed and the resultant pump speed. A spring-loaded valve is located in the outlet port of the pump, and the valve opens and closes as the hose nozzle opens and closes. An actuator mechanism is linked to the engine throttle and is located so that the valve will move and activate the actuator mechanism when the hose nozzle is opened (causing a pressure differential) and the valve will move and deactivate the actuator mechanism when the hose nozzle is closed (eliminating the pressure differential).

This arrangement allows the driver to unroll the hose as he carries it to the house while the truck engine is idling and allows the driver to re-roll the hose after the fuel delivery has been completed also while the truck engine is idling. Only during the actual fuel delivery process is the engine speeded up and this is automatically controlled by activation of the delivery hose nozzle. Thus, the length of time of engine speed up is drastically shortened, thereby dramatically saving truck engine fuel, reducing sound and exhaust pollution, and avoiding undue straining of the pumping system.

DESCRIPTION OF THE DRAWINGS FIG. 1 shows a schematic diagram of the truck engine, the truck fuel storage tank, the pump, the delivery hose and nozzle, the valve, the actuator mechanism, and the linked engine throttle.

FIG. 2 shows a side elevation, partly cut away, of the gear box, the pump, the valve, and the actuator mechanism.

FIG. 3 shows an enlarged side elevation, partly cut away, of the valve and actuator mechanism of FIG. 2, the valve being shown in its closed position (as when the hose nozzle is closed).

FIG. 4 shows an enlarged side elevation, partly cut away, of the valve and actuator mechanism of FIG. 2, the valve being shown in its open position (as when the hose nozzle is open).

FIG. 5 shows an electrical diagram of the kill circuit which interrupts the truck engine ignition circuit in the event of excess pump pressure.

FIG. 6 shows an electrical diagram of an alternate embodiment in which the compressed air source, the air switch and the ram are replaced by an electrically operated solenoid unit.

DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 1 shows diagramatically the engine 10 of a fuel oil delivery truck, and the large fuel oil storage tank 12 which is mounted on the rear portion of the frame of the truck. The fuel tank 12 is connected to centrifugal pump 14 by means of intake pipe 16. The truck engine 10 has a transmission 18 and a power take-off shaft 20 which can be selectively engaged by means of a gear box 22 to drive the impeller of pump 14.

Pump 14 has a poppet valve 24 mounted in the outlet (discharge) side of the pump housing and has an outlet pipe 26 leading from the valved outlet to a reeled fuel delivery hose 28 which has a manually operated nozzle 30 that fits into a filler neck 32 of a home or industrial fuel storage tank of a heating system.

Pump 14 also has an actuator mechanism which includes a compressed air source 33 (always found on trucks having air brakes), an air switch 34, and a pneu matic ram 36 linked to adjustable engine throttle 38. Movement of valve 24 operates air switch 34 to drive ram 36 to control the setting of engine throttle 38 which controls the pump speed.

Thus, when hose nozzle 30 is closed, valve 24 is closed and no fuel flows from tank 12 to idling pump 14 and out through hose 28. When the driver opens nozzle 30, valve 24 opens, air switch 34 is closed, pneumatic ram 36 operates to advance engine throttle 38, engine 10 speeds up, and pump 14speeds up to draw fuel from tank 12 out through hose 28.

Conventional parts in this FIG. 1 arrangement include truck engine 10, transmission 18, take-off shaft 20, gear box 22, pump 14, truck fuel tank 12, intake pipe 16, outlet pipe 26, hose 28, nozzle 30 and filler neck 32. Therefore, there will be no unnecessary detailed description of these parts.

FIG. 2 shows power take-off shaft 20 which is selectively engaged by truck transmission 18. Shaft 20 is keyed into a large diameter gear 40 which drives a small diameter gear 42 in which impeller shaft 44 is keyed. All of the shafts are mounted in bearings, as shown. Impeller 46 is bolted to shaft 44 and has impeller blades 48 which rotate rapidly as shaft 20 rotates slowly.

Fuel is drawn from storage tank 12 through intake pipe 16 and into pump intake port 49, completely filling the pump housing. The pump 14 has an outlet port 50 forming a conduit between the main chamber 52 of the pump housing and outlet pipe 26. Fuel is pumped by the impeller blades 48 from main chamber 52 through outlet port 50 and out through outlet pipe 26.

The outlet port 50, in the shown preferred embodiment, has a removed exterior wall. In its place, a combination valve-air switch housing 54 is mounted and closes the opening left by the removed wall. Housing 54 has a fixed cylinder 56 which is open at its lower end and which has an axial bore 58 through its upper end. The outlet port 50 has an inner wall 60 which is provided with a valve seat 62. The poppet valve 24 seats in the valve seat and has a rounded head 64 and a hollow stem 66. The valve 24 is biased by a valve spring 68 to the closed position shown in FIGS. 2 and 3. Upward movement of valve 24 compresses valve spring 68 as the valve assumes the open position shown in FIG. 4.:

A throw rod 70 has a head 72 slidably mounted within the interior of valve stem 66, a shaft 74 extending through the bored end of valve stem 66, and a free end 76 affixed by pin 78 within the switch chamber 80 ofvalve-air switch housing 54. An overtravel spring 82 is retained within the valve stem interior and biases the throw rod 70 upwardly while permitting the throw rod head 72 to move away from the bored end of the valve stem 66.

An air switch 34 is mounted by unshown fasteners to a vertical interior wall of the valve-air switch housing 54. The air switch has a longitudinal bore 86 connected through conduit 88 to pneumatic ram 36. The air switch alsohas two other parallel longitudinal bores, intake bore 90 and exhaust bore 92, which both communicate with the upstream end of bore 86. Exhaust bore 92 exhausts to the atmosphere through exhaust pipe 94 which screws into exhaust bore 92. Intake bore 90 is connected to compressed air source 33 (tag. the compressed air source for the trucks air brakes) by means of a connector pipe 95, which screws into intake bore 90, and by means of air line 97.

Air switch 34 has a transverse bore 96 which inter sects longitudinal bore 86, intake bore 90, and exhaust bore 92. Transverse bore 96 is closed at its top end and is open at its bottom end. A spool valve 98 is slidably positioned ,within transverse bore 96 and is biased downwardly by valve spring 100. A valve stem 102 is fixed to and extends downwardly from the underside of spool valve 98 and protrudes through the open bottom end of transverse bore 96.

When valve head 64 lifts off of valve seat 62, valve stem 66 and throw rod 70 move upwardly within axial bore 58 of fixed cylinder 56. The upper end 76 of the throw rod lifts and pivots switch trigger 104 about pivot point 107. As trigger 104 rises, it bears against and lifts valve stem 102 and spool valve 98 against the biasing pressure of valve spring 100. As shown in FIG. 4, further lifting of valve 24 does not damage switch trigger 104 because overtravel spring 82 is compressed when throw rod 70 has reached its upward travel limit.

In operation, when the driver stops to make a fuel delivery, he engages power take-off shaft to drive the impeller 46 of pump 14. The engine throttle 38 is set at idling speed and the driver walks from the truck toward the house filler pipe 32, unrolling delivery hose 28 as he walks. The driver inserts nozzle into the filler pipe and opens the nozzle to initiate delivery of the fuel from the trucks storage tank 12, through the pump 14, and through the hose 28.

In order to automatically raise the speed of the pump to increase fuel delivery speed, the valve spring 68 is adjusted to permitvalve head 64 to lift off of valve seat 62 in response to an approximately 3 psi. pressure differential between main chamber 52 and outlet port 50. This pressure differential is created almost as soon as the nozzle is opened (at a fluid flow rate of approximately 10 gallons/minute).

As valve 24 lifts, the free end 76 of throw rod pivots switch trigger 104 upwardly to raise valve spool 98 into the position shown in FIG. 4. In this position, compressed air fiows from compressed air source 33, through air line 92, through connector pipe 95, around the reduced portion of spool valve 98, through longitudinal bore 86, through conduit 88, and into ram 36. The pneumatic ram operates to adjust the engine throttle to a higher setting which increases the speed of the pump impeller. A typical higher engine throttle setting would produce a fuel delivery rate of approximately gallons/minute as opposed to an idling speed fuel delivery rate of approximately 20 gallons/minute (assuming valve 24 is open).

After the driver has completed his fuel delivery, the nozzle is closed and the fluid pressure is equalized in main chamber 52 and outlet port 50. This equal pressure condition causes valve spring 68 to bias valve head 64 downwardly against valve seat 62. As throw rod 70 also moves downwardly, switch trigger 104 lowers to allow valve spool 98 to also move downwardly into the position shown in FIGS. 2 and 3. In this position, the flow of compressed air in intake bore 90 is blocked by the larger portion of the spool valve 98 and the ram 36 is retracted by being exhausted through conduit 88, longitudinal bore 86, around the reduced portion of spool valve 98, through exhaust bore 92, through exhaust pipe 94 and to the atmosphere. The retraction of the ram re-adjusts the engine throttle to the original idling setting which lowers the speed of the pump impeller.

The driver then returns to the truck while re-reeling the hose and disengages the power take-off shaft 20 from the transmission. He is then ready to drive away. By this procedure, the truck engine is operated at the desired pumping speed only when the driver has the hose nozzle in the open position. Thus, considerable truck engine fuel is saved, engine noise is greatly reduced, and overstraining of the pumping system is avoided.

A further feature of this invention is the provision of a fluid pressure-operated, normally open switch 106, which is screwed into an exterior wall of pump 14 so that its open inner end is exposed to fuel oil pressure within main chamber 52. Safety control pressure switch 106 can be set to close at any desired pressure level by adjustment of the spring tension in opposition to the bellows which expands in response to pressure elevation. conventionally, the bellows carries a switch arm which closes the switch at a predetermined travel point. FIGS. 2-4 show the conventional pressure switch 106 and FIG. 5 shows the kill circuit which is activated by the closing of switch 106 in the event of a pressure build-up in excess of the pre-set safety level.

Referring to FIG. 5, it will be seen that fluid pressure p acting upon bellows 108 lifts the switch arm 110 against adjustable spring pressure to close the kill circuit. This shorts out the truck engine ignition points 112 and keeps current flowing through the primary of the ignition coil, thereby shutting down the truck engine. Switch 106 is a safety feature which prevents pumping system overpressure by eliminating the driving force creating that pressure, i.e. the truck engine.

Turning now to the alternate embodiment of the actuating mechanism shown in FIG. 6, it will be seen that the compressed air source 33, the air switch 34, and the pneumatic ram 36 have been eliminated, and an electrically operated solenoid unit has been substituted therefor. In other words, as valve 24 lifts in response to fluid pressure differential being created when the hose nozzle is opened, the throw rod 70 lifts switch trigger 104 to complete the actuating circuit. This energizes solenoid 1 14 which causes the solenoid core 116 to retract thereby advancing the engine throttle control 38 which is linked to core 116. When the hose nozzle is closed, the fluid pressure is equalized, and-valve 24 drops into the closed position. This causes switch trigger 104 to open the actuating circuit which deenergizes the solenoid 114 which causes the solenoid core 116 to extend thereby retarding the engine throttle control 38. Thus, the function of the actuating mechanism shown in FIGS. 2-4 is also achieved by the alternate actuating mechanism shown in FIG. 6.

The above description obviously suggests many possible variations and modifications of this invention which would not depart from its spirit and scope. It should be understood, therefore, that the invention is not limited in its application to the details of structure specifically described or illustrated and that within the scope of the appended claims, it may be practiced otherwise than as specifically described or illustrated.

I claim:

1. In a pumping system including: a pump housing having a blade element rotatably mounted therein, said pump housing having intake and outlet ports; a liquid fuel storage tank connected to the pump housing intake port; a delivery hose connected to the pump housing outlet port; a manually closable nozzle mounted on the free end of the delivery hose; an engine having a power take-off drivably engaging the pump blade element; and an adjustable throttle linked to the engine to modify the speed of the engine and the resultant speed of the engaged pump blade element; the improvement therein comprising:

a. a poppet valve mounted in the outlet port of the pump housing, said poppet valve being springloaded to seat and fully close in the absence of a preset fluid pressure differential upstream and downstream of said valve created by a closed hose nozzle, said closed poppet valve maintaining a desired downstream hose pressure and preventing upstream liquid flow therethrough;

b. said poppet valve being spring-loaded to unseat and open in the presence of a preset fluid pressure differential upstream and downstream of said valve caused by an open hose nozzle, said open poppet valve permitting downstream liquid flow therethrough; and

c. an actuator mechanism linked to the adjustable throttle, said actuator mechanism being responsive to the unseated position of said poppet valve to advance the engine throttle, and being responsive to the seated position of said poppet valve to retard the engine throttle, the throttle position controlling the speed of the pump blade element.

2. The pumping system of claim 1 wherein said poppet valve is spring-loaded to open upon sensing a differential pressure higher than approximately 3 p.s.i. and to close upon sensing a differential pressure lower than approximately 3 p.s.i.

3. The pumping system of claim 1 wherein said actuator mechanism includes a compressed air source, a pneumatic ram linked to control the adjustable engine throttle and connecting means running from said air source to said pneumatic ram, said connecting means including an air valve, said air valve being operated in response to the movement of said valve mechanism.

4. The pumping system of claim 1 wherein said actuator mechanism includes an electrically operated solenoid unit.

5. The pumping system of claim 1 wherein said valve mechanism includes a throw rod which moves axially in response to valve movement, and said actuator mechanism includes a switch having a trigger, said throw rod axial movement causing said switch trigger to be depressed when said valve mechanism moves to the open position and to be released when said valve mechanism moves to the closed position.

6. The pumping system of claim 5 wherein said throw rod is fixed to the downstream portion of said valve mechanism.

7. The pumping system of claim 1 further characterized by a fluid pressure safety control located on the pump housing said safety control being adjustable to set the pressure level at which said safety control is activated.

8. The pumping system of claim 7 further characterized by electrical kill circuit means running between said fluid pressure safety control and the engine ignition circuit, said electrical kill circuit means interrupting the engine ignition circuit in response to activation of said safety control.

9. The pumping system of claim 1 further having an actuator mechanism casing mounted to the pump housing, said casing containing said actuator mechanism, and said actuator casing having a bored valve stem guide to accommodate movement of said poppet valve.

Claims

1. In a pumping system including: a pump housing having a blade element rotatably mounted therein, said pump housing having intake and outlet ports; a liquid fuel storage tank connected to the pump housing intake port; a delivery hose connected to the pump housing outlet port; a manually closable nozzle mounted on the free end of the delivery hose; an engine having a power takeoff drivably engaging the pump blade element; and an adjustable throttle linked to the engine to modify the speed of the engine and the resultant speed of the engaged pump blade element; the improvement therein comprising: a. a poppet valve mounted in the outlet port of the pump housing, said poppet valve being spring-loaded to seat and fully close in the absence of a preset fluid pressure differential upstream and downstream of said valve created by a closed hose nozzle, said closed poppet valve maintaining a desired downstream hose pressure and preventing upstream liquid flow therethrough; b. said poppet valve being spring-loaded to unseat and open in the presence of a preset fluid pressure differential upstream and downstream of said valve caused by an open hose nozzle, said open poppet valve permitting downstream liquid flow therethrough; and c. an actuator mechanism linked to the adjustable throttle, said actuator mechanism being responsive to the unseated position of said poppet valve to advance the engine throttle, and being responsive to the seated position of said poppet valve to retard the engine throttle, the throttle position controlling the speed of the pump blade element.