|Publication number||US7380565 B2|
|Application number||US 11/266,457|
|Publication date||Jun 3, 2008|
|Filing date||Nov 3, 2005|
|Priority date||Aug 12, 2005|
|Also published as||US20070034261|
|Publication number||11266457, 266457, US 7380565 B2, US 7380565B2, US-B2-7380565, US7380565 B2, US7380565B2|
|Inventors||Donlad Gary Eichler|
|Original Assignee||Eichler Donald Gary|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (19), Referenced by (4), Classifications (14), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application relates to Provisional Application No. 60/707,908 filed Aug. 12, 2005, and is a continuation-in-part application of U.S. patent application Ser. No. 11/220,080 filed Sep. 6, 2005 now U.S. Pat. No. 7,258,131.
Most large tractor/trailer type trucks (trucks) have duel fuel tanks for increased fuel capacity and the fuel tanks are located on both sides of the truck. It is important to balance the fuel weight on a truck because an unbalanced weight on either side of the truck may cause the truck to overturn on a sharp curve. A connecting line fits onto reducer fittings and runs between the two fuel tanks to put the fuel tanks in pressure communication with one another. There is a net flow of fuel passing from one tank to another only whenever there is a differential pressure caused by one tank having more fuel than the other. Thus, with the connecting line connecting the two tanks, there is never an imbalance in the fuel weight for very long.
A problem arises whenever the connecting line between the fuel tanks is severed or detached from the reducer fittings to the fuel tanks, which often happens in a wreck or when the truck runs over road debris. Whenever the connecting line is severed or detached from the reducer fittings, fuel is spilled onto the ground causing environmental damage and creating a fire hazard. In fact, many truck drivers who have accidents lose their life not due to the damage caused by the accident, but due to fire when their fuel is spilled onto the road and ignited.
It is to solving these problems and others that the present invention is directed.
The present invention is for a spill prevention system to prevent fuel spills from a connecting line connecting duel fuel tanks on a truck when the connecting line is severed or detached from one of the reducer fittings to which it is attached. The connecting line provides pressure communication between the fuel tanks so that fuel flows from one tank to the other whenever there is an unequal pressure acting on the fuel, which occurs whenever one tank has more fuel in it than the other tank. The connecting line connects to the reducer fittings located on each fuel tank. A safety valve is immersed in the fuel in each tank and connected to the reducer fittings.
Each safety valve has a piston assembly with a first disc-shaped piston. The first disc-shaped piston has a diameter slightly smaller than the housing diameter so that the first piston freely slides within the housing. The first piston has at least one orifice defined in the first piston. The first piston has an upstream face and a downstream face.
Each piston assembly also has a second disc-shaped piston positioned downstream from the first piston. The second piston has a diameter substantially equal to the first piston diameter. The second piston has at least one orifice defined in the second piston. The second piston has an upstream face and a downstream face. Fluid entering the safety valve housing exerts a fluid force on the first piston and the second piston in the direction of fluid flow.
Each piston assembly has a shaft connecting the first piston to the second piston. A valve stem extends from the downstream face of the second piston, the second piston being attached to a first end of the valve stem. A stop is attached to a second end of the valve stem.
Each safety valve also has a valve seat with an opening substantially shaped and sized to matingly receive the stop. Each safety valve also has a spring positioned in the housing against the downstream face of the second piston so that the spring exerts a spring force on the second piston in a direction opposite the general direction of fluid flow. When the fluid forces acting on the piston assembly sufficiently exceed the spring force acting on the downstream face of the second piston, the piston assembly moves in the direction of fluid flow until the stop engages the valve seat and substantially shuts off the fuel flow to the connecting line.
It is noted that the cross-hatching of a cross section is not intended to indicate the use of a particular material for any of the drawings.
A disc-shaped first piston 114 and a disc-shaped second piston 116 are positioned in the housing 102, with piston outer walls 118 and 120 having diameters slightly smaller than a diameter of the housing inner wall 104. There are gaps between the piston outer walls 118 and 120 and the housing inner wall 104 that are generally small, but large enough to allow for free sliding of the pistons 114 and 116 within the housing 102. The pistons 114 and 116 are separated by a shaft 122 of length LSH. The first piston 114 has a downstream face 124 and an upstream face 126. The second piston 114 has a downstream face 128 and an upstream face 130.
A spring 132 is positioned in the housing 102 between an outlet coupler inner face 134 and the downstream face 128 of the second piston 116. The spring 132 resiliently restrains the sliding of the pistons 114 and 116 in the direction of the outlet coupler inner face 134. The spring 132 has a spring constant K and a length LSP.
A valve stem 136 of length LVS extends from the second piston downstream face 128 to support a stop 138. The valve stem 136 is attached at a first end to the second piston 116 and at a second end to the stop 138. As shown in
As best seen in
A piston assembly 144 is defined to include the first piston 114, the second piston 116, the shaft 122, the valve stem 136 and the stop 138. The orifices 142 are defined in the piston 114 and 116 to allow the flow of fluid past the pistons 114 and 116 under normal operating conditions. The selection of the size and the number of orifices 142 is discussed below in greater detail.
For the embodiment shown in
In one embodiment, the stop 138 and the valve seat 140 have metallic surfaces. Thus, when the stop 138 moves into the valve seat 140, the seal formed by the stop 138 and the valve seat 140 is not an absolute seal. However, the seal so formed substantially blocks the flow of fluid into the outlet piping 108 until a shutoff valve upstream of the safety valve 100 can be closed.
In another embodiment, at least one of the stop 138 and the valve seat 140 are made from a resilient material so that a tighter seal is formed between the stop 138 and the valve seat 140. However, the resilient material selected for the stop 138 or the valve seat 140 must not degrade over time in the presence of the fluid in the piping system. Such resilient materials may include rubber, polymers, plastics, or fibrous material.
The materials generally used to make components for the safety valve 100 may be any suitable material for the transport of the fluid. In the case where the fluid is natural gas, such materials as steel, stainless steel, aluminum, copper, brass and various alloys thereof may be used. Generally, it is expected that the safety valve 100 may be in a natural gas pipeline for decades without the piston assembly being moved to the closed position. Thus, it is highly desirable for the material selected for use be resistant to rust and corrosion. Such materials include aluminum, stainless steel, composites and alloys thereof. Special consideration in the selection of materials must also be made when the valve is used in a high temperature or a low temperature environment and when the fluid flowing through the safety valve has a high or low operating temperature. In some applications involving high precision, the piston assembly may be made from light-weight carbon fiber materials.
In other applications, such as water transport, the safety valve 100 may also be made of the metallic materials listed above, but also may be made from plastic, polymers, or composite materials.
In operation, an excess flow rate caused by a leaky appliance or a catastrophic failure of piping downstream of the safety valve 100 creates a loss of pressure downstream of the safety valve 100, which in turns creates a pressure difference between the upstream piping 106 and the downstream piping 108. This pressure difference causes the pistons 114 and 116 to slide in a direction aligned with the fluid flow through the safety valve 100. Thus, the piston 116 is pushed toward the valve seat 140 by the fluid flow forces, with the fluid forces exerted on the pistons 114 and 116 being counteracted by the force exerted by the spring 132 on the second piston 116. When the piston 116 moves toward the outlet coupler 112, the stop 138 in turn moves toward the valve seat 140. As shown in
It is well known that a breaker box for an electrical supply line shut off the supply to an electrical circuit provided to a house when the current exceeds a certain level. Similarly, the safety valve 100 closes when the flow rate through the valve exceeds a certain critical flow rate.
The use of the first piston 114 and the second piston 116 spaced apart by a shaft 122 allows one to use a much lighter piston assembly, as compared to a solid-body piston with elongated holes, as taught by U.S. Pat. No. 5,215,113, issued to Terry on Jun. 1, 1993 (Terry). Because the pistons 114 and 116 are disc-shaped, it is also much easier to drill through the pistons 114 and 116 to create the orifices 142, as compared to the difficulty for drilling holes in the solid-body piston.
The use of two spaced-apart pistons 114 and 116 attached to a shaft 122 is a more stable structure, with respect to keeping the valve stem 136 and the stop 138 in the middle of the housing 102, as compared with using a single disc-shaped piston with a valve stem and stop. Generally, it is expected that the two disc-shaped pistons 114 and 116 will have less friction with the inner walls of the housing 104 than would the outer edges of the solid-body piston assembly taught by Terry, because the two spaced-apart pistons 114 and 116 would generally have less of a total surface area in contact with the housing inner wall 104.
Another advantage over the solid-body piston is that two disc-shaped, spaced apart pistons are much lighter than a solid body occupying the same volume. This is particularly important when the safety valve 100 is used in an application requiring high precision in low pressure gas pipes. These applications occur, for example, when one wishes to monitor home appliances for excess gas flow.
For these applications, one wishes to know when excess gas is flowing to an appliance because it may indicate a leak in the appliance or one of the appliance's gas fittings. By using a low-mass piston assembly in conjunction with a very low spring constant, the safety valve 100 may be used to sense and respond to very small changes in pressure. It is well known in fluid mechanics that for a given flow geometry and fluid, the pressure can be directly correlated to a flow rate. Thus, the safety valve 100 may be designed to shut down the flow when a small increase in gas flow rate occurs downstream of the safety valve.
Reducing the mass of the piston assembly makes the safety valve 100 more sensitive to small pressure changes in part because the fluid forces acting on the piston assembly 144 must overcome inertia to move the piston assembly 144 from the open position to the closed position. Reducing the mass of the piston assembly 144 would clearly lessen the amount of force required to overcome the inertia of the piston assembly 144.
It is also recommended that, for applications requiring high precision, the safety valve 100 should be installed on piping in the horizontal position. Otherwise, the weight of the piston assembly 144 may affect the flow rate at which the safety valve will close. If the valve is installed in a vertical position, the weight of the piston assembly 144 must be accounted for in selecting a spring 132 and an orifice size 142 for the first piston 114 and the second piston 116.
The flat washers 156 and 158 have holes 168 defined therein through which fluid flows. In operation, the threaded rod 150 acts identically to the valve stem and shaft shown in
At step 202, a designer specifies the normal operating conditions for the safety valve 100, such as the pipeline size, the fluid flowing in the pipeline and a range of normal pipeline pressures and normal flow rates. At step 204, the designer specifies the material to be used for the safety valve 100 based on the fluid flowing in the pipeline. At step 206, given the normal operating conditions, the designer specifies a desired critical pressure difference between the pressure upstream and downstream of the safety valve 100, above which the safety valve 100 is designed to close. The designer may also express this critical pressure difference as a critical flow rate based on predetermined correlations and measurements.
At step 208, the designer selects a safety valve housing nominal diameter DH and length LH. At step 210, the designer selects a spring 132 with spring constant K and length LSP. The spring length LSP is selected so that the spring 132 is under a slight compression or “preload” when the spring 132 and piston assembly 144 are assembled in the housing. The exact amount of the preload will vary depending on the particular application. At step 214, the designer selects two pistons, each having a diameter slightly smaller than the internal diameter of the housing 102. At step 216, the designer selects a number N of orifices 142 having diameters of DO. For a safety valve 100 of a given size, the selection of the number of orifices 142, the orifice diameter DO, and the spring constant K determine the critical pressure difference and the critical flow rate at which the safety valve 100 will close.
The spring length LSP and the spring constant K will determine the stroke S that the pistons will travel between open and closed positions of the valve for a given housing length L. The stroke S should be of a sufficient length to prevent the safety valve 100 from repeatedly opening and closing when the pressure difference across the safety valve is near the critical pressure difference. The design of the piston assembly 144, with a relatively long valve stem length LVS and a relatively long spring length LSP prevent the valve from opening and closing when the valve is operating near the critical pressure difference and critical flow rate. Generally, the stroke S should be nominally 15-20% of the uncompressed length LSP of the spring 132, and should in all cases be less than one third of LSP. The purpose of this restriction on the stroke S is to ensure that the spring 132 deflects only in the linear range, so that the deflection of the spring 132 as a function of force can be reliably determined.
In selecting the number of orifices 142 and the orifice size DO, it is also generally desirable to minimize the pressure drop across the safety valve 100 with the safety valve 100 in the open position while insuring reliable operation of the safety valve 100. It is expected that this pressure drop will increase with decreasing size of the orifice 142, but this is a general rule subject to exceptions for particular designs.
In one embodiment, the first piston 114 has more than two orifices 142 and the second piston 116 has two orifices 142, and the size of the orifices 142 in the first piston 114 is smaller than the size of the orifices 142 in the second piston 116. In this embodiment, the first piston 114 acts as a filter to remove to remove contaminants from the fluid stream. In another embodiment, a fluid screen is placed in the pipeline upstream of the safety valve to remove contaminants before they reach the safety valve 100. When the fluid being pumped through the pipeline is known to have contaminants, it is important to have a mechanism to remove the contaminants or the contaminants may block the orifices 142.
As a rule of thumb, it has been found that the safety valve 100 operates well for a gaseous fluid when a sum of the areas of all the orifices 142 is 2 to 3 times less than the area of the inlet passage 111. Furthermore, it is generally believed that two orifices 142 on each piston 114 and 116 are sufficient for proper operation of the safety valve 100 in a gas pipeline.
At step 216, the designer must specify the length LVS, of the valve stem 136. The length LVS of the valve stem 136 is selected so that the spring 132 fits between the second piston 116 and the outlet coupler inner face 134, applying a predetermined force to the second piston 116 to prevent the stop 138 from engaging the valve seat 140. Finally, at step 218, the designer specifies the shape of the stop 138 and valve seat 140. The method ends at step 220.
Following the method for designing a safety valve 200, a manufacturer may conduct tests and generate a series of tables to make the selection of the safety valve 100 simply a matter of looking up in a table which safety valve 100 is required for a particular application. The designer may choose many of the design criteria based on experience, rules of thumb, and other imprecise rules of design. However, assuming that all the other criteria are determined, the choices of the number of orifices, the orifice diameters and the spring constant will determine the critical flow rate at which the safety valve 100 will close
For a first example, assume that all the design criteria are known except the orifice size and spring constant are known. Table 1 provides an example of the type of correlation between the orifice size, the number of orifices 142, and the spring constant K. One can look at Table 1 and determine the orifice size required for the safety valve to close at the desired critical flow rate for various combinations of spring constant and the number of orifices.
Another example of the type of correlation that can be determined experimentally is shown in Table 2. For Table 2, it is assumed that all the other design criteria have been specified except the orifice size, the critical flow rate, and the spring constant. From Table 2, if one is given a particular orifice size and a critical flow rate, one can then determine the spring constant to use to cause the safety valve to close at that critical flow rate.
It must be noted that none of the actual numerical values given by Tables 1 and 2 have yet been determined. These tables are only meant to demonstrate the types of experimental correlations that a manufacturer can provide to designers to assist designers in the design of the safety valve 100 for particular applications.
At step 304, threads are defined in the safety valve housing 102. The threads may be internal or external threads. As shown in
For the embodiment shown in
At step 308, the maker provides an outlet coupler 112. In some embodiments, the outlet coupler 112 is made of cast material, such as aluminum and a valve seat 140 is shaped and sized in the outlet coupler 112 when the outlet coupler 112 is cast to matingly receive the stop 138. In other embodiments, the outlet coupler 112 is provided as an off-the-shelf item from a hardware supplier. For this embodiment, the valve seat 140 is defined in the outlet coupler 112 by using appropriate tools to chamfer an edge of a the outlet passage 113 until a portion of the valve seat is conical in shape to matingly receive the stop 138. One appropriate tool for chamfering the edge of the passageway is a rotary grinding tool. After the valve seat 140 is defined in the outlet coupler 112, the outlet coupler 112 is then attached to the safety valve housing at step 310
At step 312, the maker provides a spring 132 designed in accordance with the method shown in
At step 314, the maker provides and assembles a piston assembly 144. The piston assembly 144 includes the shaft 122, the valve stem 136, the first piston 114, the second piston 116, and the stop 138. In one embodiment, the piston assembly 144 is cast as a unitary casting, with the orifices 142 defined in the casting. In a second embodiment, the piston assembly 144 is cast as a unitary casting and the orifices 142 are drilled into the unitary casting.
At step 320, the safety valve 100 is attached to the inlet piping 106 and the outlet piping 108 to complete the installation of the safety valve 100 in the piping system. For each attachment of the safety valve 102 to the inlet coupler 110, and the outlet coupler 112, and for the attachment of the inlet coupler 110 and the outlet coupler 112 to the upstream piping 106 and the downstream piping 108, it is recommended that the attachment be made using a wrench that fits onto two of the flat sides 115 of the hexagonal portion of the inlet coupler 110 and the outlet coupler 112. The method stops at step 322.
Although the example shown in
The reducer fitting 504 is threaded externally at both ends and is threaded internally at the end having a larger diameter than its other end. The outlet coupler 112 screws into the internal threads of the reducer fitting 504. The reducer fitting 504 screws into threads defined in a tank wall 502 and connects to a connecting line 510. The connecting line 510 is connected to the reducer fitting 504 by a hose coupler 508, which is in turn attached to the connecting line 510.
As best seen in
In operation, fluid is allowed to pass through the safety valves 100 and the connecting line 510 under normal operating conditions to evenly draw fuel from both tanks 500. This is desirable because an unbalanced load on a truck may cause the truck to have an accident. This allows fuel to flow from one tank 500 to another tank 500 if there is a difference in the amount of fuel in each tank 500. The pressure driving the flow would be the incremental static head pressure that occurs in one tank 500 when that tank 500 has more fuel than the other tank 500. The restriction due to opposing safety valves 100 causes the fuel transfer rate to be lower than the critical flow rate that would cause one of the safety valves 100 to close.
However, if the connecting line 510 breaks or is detached from one of the reducer fittings 504, each safety valve 100 senses the change in flow rate through each safety valve 100, by way of the increased the pressure difference between each safety valve's inlet coupler 110 and its respective outlet coupler 112, which causes each safety valve 100 to close. As discussed above for the safety valve 100, with all other dimensions of the safety valve 100 being constant, the spring constant K, the number of orifices 142, and the size of the orifices 142 can be varied to produce a safety valve 100 that closes at a precise flow rate. The precision with which the safety valve 100 operates is largely due to the fact that the piston assembly 144 can be designed to have a very low mass.
For the embodiment shown in
The connecting line 510 may be a flexible hose or a rigid conduit. The material which the connecting line 510 is made from is determined by the particular liquid that is contained in the liquid storage tanks. If the connecting line 510 is a flexible hose, suitable materials from which to make the flexible hose include rubber, plastic, and other flexible materials. If the connecting line 510 is a rigid conduit, suitable materials for the rigid conduit include steel, aluminum, rigid plastics, and various alloys thereof
A negative terminal 524 of the battery 522 is connected to any suitable electrical ground for the alert system circuit 520, such as a frame element of the truck. An electrical wire 526 leads from a battery positive terminal 528 to a branch line 527 having a sensor and indicator device (indicator) 530. Another electrical wire 532 leads from the indicator 530 to the electrical ground for the alert system circuit 520. Yet another electrical wire 534 leads from the branch line 527 and is connected to a first end of the trip wire 512. Still another electrical wire 536 leads from a second end of the trip wire 512 to the electrical ground.
In operation, in normal operating conditions when the trip wire 512 is intact, electrical current passes through the trip wire 512 and the indicator 530 remains inactive. When the trip wire 512 is broken, the indicator 530 senses an increase in electrical current and activates to alert the truck driver that the trip wire 512 is broken. The indicator 530 may include a simple light, a flashing light, or an audible signal that indicates to the driver that the trip wire 512 is broken.
Although only two fuel tanks 500 are shown in
It is to be understood that even though numerous characteristics and advantages of various embodiments of the present invention have been set forth in the foregoing description, together with details of the structure and function of various embodiments of the invention, this detailed description is illustrative only, and changes may be made in detail, especially in matters of structure and arrangements of parts within the principles of the present invention to the full extent indicated by the broad general meaning of the terms in which the appended claims are expressed.
DIAMETER OF EACH ORIFICE (cm)
Number of Orifices
Spring Constant (N/m)
in Each Piston
SPRING CONSTANT [N/m]
CRITICAL FLOW RATE
ORIFICE SIZE (SQ. CM.)
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|U.S. Classification||137/267, 180/69.4, 137/554, 137/460, 137/265, 137/351|
|Cooperative Classification||Y10T137/8242, Y10T137/4841, Y10T137/6881, F16K17/30, Y10T137/4874, Y10T137/7727|
|May 12, 2009||CC||Certificate of correction|
|Aug 11, 2009||CC||Certificate of correction|
|Jul 17, 2011||FPAY||Fee payment|
Year of fee payment: 4
|Jan 15, 2016||REMI||Maintenance fee reminder mailed|