Gasoline distributing system

June 22, 1937.

κ. T. BENNETT

GASOLINE DISTRIBUTING SYSTEM

2,084,548

Filed March 17, 1934 4 Sheets-Sheet 1

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June 22, 1937.

K. T. BENNETT

GASOLINE DISTRIBUTING SYSTEM

2,084,548

Filed March 17, 1934

Sheets-Sheet 2

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June 22, 1937. κ. τ. bennett 2,084,548

GASOLINE, DISTRIBUTING SYSTEM Filed March 17, 1934 4 Sheets-Sheet 3

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June 22, 1937.

κ. τ. BENNETT 2,084,548 asoline distributing system

Filed March 17, 1934 _A '' 4 Sheets-Sheet 4

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Patented June 22, 1937 r

2,084,548

UNITED STATES PATENT OFFICE

2,084,548

GASOLINE DISTRIBUTING SYSTEM

Knight T. Bennett, Los Angeles, Calif., assignor of one-half to John Taylor, Los Angeles, Calif.

Application March 17, 1934, Serial No. 716,214

Claims.

This invention relates to apparatus for dispensing gasoline, and has particular reference to gasoline distributing means employing hydraulic pressure.

Hie general object of the invention is to provide an efficient distributing system, economical and convenient to operate. A further object is the provision of a system of flexibility, that is, readily adaptable to various output requirements 10 and service conditions. Another object is to provide suitable indicating means for such system.

To this end, my invention consists In the combinations hereinafter fully described and illustrated in the appended drawings, of which:

Fig. 1 illustrates, diagrammatically, the system of my invention in one form and substantially as arranged in practice, ng. 2 shows, on a larger scale, a portion of the liquid level control mechanism of ng. 1,

Figs. 3 and 4 are sectional side elevations, also on a larger scale, showing the arrangement of the distributing stations of my invention, ngs. 5 and 6 illustrate modifications of the mechanism at these stations, ng. 7 Is a diagrammatic view illustrating an expansion of my system to render it more fully automatic in its operation, ng. 8 illustrates a further expansion of the system, the importance of which will hereinafter 30 be fully explained, and ng. 9 is a diagram of the electric wire connections of ng. 1.

The structure of the invention comprises a storage tank I (or a battery of such tanks), hav35 ing the bottom connected, through the medium of a pipe 2, with a source of hydraulic pressure such as ordinary city water pressure (not shown). From the top of the tank extends a pipe 3, through a smaller tank 4, to the various oil dis40 tributing stations 5, 5 etc.

At each of these distributing points, which may all be alike and which for the sake of the description all are shown alike, is a distributing valve 7, from which a hose 8, terminating in the 45 usual valve controlled nozzle 9, extends. At each distributing point is also placed a switch 11, which switches control a circuit through a' solenoid magnet II, normally to maintain a valve 12 open, while the circuit remains closed through 50 one of the switches 10.

The tank 1 is shown fitted with a tight dome 18, within which a sprocket wheel 14 is hung, and a chain IS extends from this wheel to a place near the bottom of the tank. A float IS, which is 55 balanced to ride on water but to sink in gasoline, (CL 221—67) is mounted on this chain. The shaft of the sprocket wheel 14 extends through the wall of the dome to carry at one end an insulated arm 17, which, as the float approaches the top or bottom of the tank, comes into contact with and 5 opens a switch 19 or a switch 18, resulting in a disruption of the solenoid circuit and consequent closing of the valve 12.

The pipe 2 terminates in a three-way valve 20, and this valve is manually controlled, either 10 connecting with the pressure supply through a pipe 21 or wasting through a pipe 22. To the stem of this valve is secured an insulated contact arm 23 which, when the valve is operated to admit pressure or to waste, comes to rest on one of 15 the contacts 24, 25 to complete the solenoid circuit.

In the main pressure pipe is cut a diaphragm motor valve 26, from the diaphragm chamber of which a pipe 27 extends through the solenoid 20 valve 12 to the pressure supply pipe 21. Normally, when the solenoid circuit is closed, the pressure through this pipe, against the diaphragm of the motor valve, maintains this latter valve open. 25

The solenoid valve 12 is also of the threeway type which, as above stated, maintains the conduit 27 open while the solenoid circuit is closed. The moment this circuit is broken, this valve is reset to connect the diaphragm cham- 30 ber with the atmosphere through a discharge pipe 28, thereby to relieve the pressure on the diaphragm and to permit the valve 26 to close. The whole system now remains Inactive until a switch 10 again is closed, when the adjoining 35 distributing valve 7 may be opened and gasoline delivered through the nozzle 8, causing water to rise within the storage tank. The float 16 rises with the water, causing the sprocket wheel 14 to turn and the arm 17 to rotate clockwise. As 40 the float approaches the top of the tank, it is seen that this arm will strike and open the switch 19, as above mentioned, causing a disruption of the solenoid circuit with the result that the whole system becomes Inactive. The water has risen so 45 high that continued operation would result in overflowing of water into the gasoline delivery line. Refilling of the tank now becomes necessary before any more gasoline can be dispensed.

From the tank rises a refill pipe 36, closed by 50 a cap 81. In air field practice, it is customary to run a train of tank cars on to an adjoining track and to connect these tank cars with the refill pipe to supply fuel until all these cars have been emptied. 55

2,084,648

The valve 20 is manually reset to connect the bottom of the tank with the sewer line 22, causing the contact arm 23 to swing from the contact 24 to the contact 26. Gravity now permits gasoline 5 to flow into the tank above the water which gradually is wasted through the sewer connection. The float commences to sink and the system again becomes operative and gasoline may be dispensed while the tank fills. When the float now ap70 proaches the bottom, it is seen that the arm 17 strikes and opens the switch 18 to disrupt the circuit and again to close the diaphragm motor valve 26. The operator is now merely required to turn the valve 20 to connect with the hydraulic 15 pressure supply, permitting the arm 23 to swing into contact with the terminal 24, and the system is operable to dispense fuel so long as fuel remains in the storage tank.

The gasoline to the fuel pits passes through the 20 tank 4 which, for convenience of description, may be termed the separator tank. In this tank is mounted a float 40 which, being heavier than gasoline, normally rests inactively on or near the bottom the tank. Should', however, due to some 25 unforeseen cause, water rise through the conduit 3 into the separator tank, such inflow results in raising the float 40 thereby to open a valve 41 to permit the pressure medium from the diaphragm chamber to bleed through a conduit 42 and a 30 waste outlet 43, and the motor valve 26 closes.

The system is now again inoperative and can only be restored to activity, after the cause of the failure has been determined and the fault corrected, by manually draining the accumulated 35 water through the valve 44.

The distributing stations 5 are usually located on the ground level, and they comprise each a casing 50, in which the valve 7 and the switch 10 are suitably mounted, see Figs. 3 and 4. The cas40 ing is fitted with a hinged cover 51 which, by means of a link 52, journaled on the end of the valve handle 53, is pivotally connected to open the valve as the cover is opened. The link and handle form a toggle joint which, when the cover 45 is fully opened, locks the cover in open position.

To close the cover, it is necessary first to fold the toggle joint manually. The arm 64, of the switch 10 is, by a link 55, similarly connected with the cover. In this manner, the system is quickly 50 and easily set to function by merely raising the cover. But it is not possible again to close the cover until the valve has been manually closed and the switch opened.

It is very desirable to provide means for indi55 eating the fuel contents of each tank. The method usually employed consists in lowering a measuring rod into the tanks, but this is not only a slow and crude procedure, but also objectionable because such Information generally is 60 required at a remote point, often in an office or station far distant from the flying field.

For the purpose of such indications, I provide a dial indicator 32, electrically connected for operation by the float 16. A wiring diagram of 65 such connections is shown in Fig. 9. Lately, a new type of alternating current, self synchronizing induction motor has been placed on the market. Two such motors are shown embodied in the system of my invention. One, 33, is di70 rectly connected for rotation by the shaft of the sprocket wheel 14. The other, 34, is positively connected to turn the indicator hand 35 of the dial 32. The rotors of these motors are connected, through collector rings, into the solenoid 75 circuit of the system, but may be cut into an inde pendent, single phase circuit, if preferred. The , three phase stator windings of the two motors are Interconnected. The motor 33, being held against rotation by the float mechanism, operates as a generator and, as the motor 34 is free to 5 turn, it will rotate to assume exactly the position held by the generator, when the rotor circuit is closed. As the generator is rotated by the float mechanism, the indicator motor will follow in exactly the same manner. The result is, that 10 the liquid level in the tank is continuously and correctly indicated on the dial.

As such self-synchronizing devices are well known commercially, no further description is thought necessary, except to mention that as 15 many indicator motors, with dials attached, may be added as desired for installation at remote points for operation by the same generator.

The system of my invention is diagrammatically shown and the various parts of the system 20 are conventionally illustrated. In actual practice, however, delicate devices are employed to make the system sufficiently sensitive and instantly responsive, to make the electrical connections and instruments operative. It is well ²³to note, for example, that mercury or other suitable switches must be provided at 18 and 19, but as such devices are well, known and. widely used, further explanation is thought unnecessary.

The structure described is very simple and ³⁰almost automatic in its operation, the valve 20, with its switch connections, being the only manually operated elements in the normal functioning of the system. The system can, however, be made fully automatic by introducing a few addi- ³⁵tional storage tank control elements, as will now be described in connection with Fig. 7.

The high water level of the tank 60 is controlled by a float operated pilot control mechanism 61, at the top of the tank, and the low 40 level is controlled by a similar float operated mechanism 62 at the tank bottom. Both, floats are constructed to rise with the water and to sink in the fuel. In the pressure supply line 63 is a diaphragm motor valve 64, in the sewer line 45 a similar valve 65, and in the gasoline fill line a diaphragm motor valve 66. From the pressure line 63 extends a water conduit 67 to the upper float pilot control pressure chamber to control a conduit through the solenoid valve 12 to the 50 diaphragm chambers of pressure valve 64 and the waste valve 66. The conduit 67 also extends through conduit 68 to the pressure chamber of the lower float operated pilot mechanism 62, to control the pressure In the diaphragm chamber 55 of the fuel supply valve 66. Upon examination of these features, it should be clear to those versed in the art that, should water reach the top of the tank, the pressure supply to the . tank is automatically shut off and the sewer connection 60 opened. The system will now remain inoperative until fuel, by gravity, is fed through the refill pipe line 69 to replace the water which Is forced to waste through the open valve 65 to the sewer. Also that, should the fuel reach the lower float, 65 the latter will sink with the fuel, causing the refill valve 66 to close. In actual practice, however, the water level normally remains between the two floats so long as fuel is available for refilling. 70

In all other respects, the system may remain as above described. It is well here to mention, that meters 29, 70, in the two systems, respectively, are provided to indicate the fuel level in the tanks. 75

2,084,548

Float operated pilot controllers are well known and extensively used in the art to control the operation of diaphragm motor valves, the slightest float movement being translated into a pressure variation in the diaphragm chamber of such valve. The latter are, as well known, operated by a spring either to open or to close, and the tension of each spring is adjusted to respond to pressure variations in the diaphragm chamber. In this manner, a very sensitive and effective liquid level control is obtained. The springs of the valves 65 and 64 are arranged to open the former and to close the latter, and the springs are normally held compressed by the pressure medium.

• The pressure drops as the float rises, permitting the springs to operate the valves. The same result is obtained when the solenoid circuit is open, the valve 12 being then opened to permit the pressure medium from these diaphragm cham) bers to bleed through the waste pipe 28.

Comparing the two above described systems, it is seen that both systems function entirely automatically while sufficient liquid fuel remains in the storage tank and will automatically be’ come inoperative when the upper or lower limit is reached in this tank. In the case of the first described system, it then becomes necessary for the attendant manually to reverse the valve 20 to restore the system to operativeness. The sec® ond system automatically becomes operative while refill connections remain open and refill fuel is available.

A modification of the valve and switch control at the distributing stations is shown in Fig. 5, ⁵ in which the box and cover may remain substantially the same, but the valve handle 56 and the switch handle 57 are not here connected to the cover. The above described locking effect is here obtained by mounting a lock plate 58 on 0 the cover, and this plate will swing over the ends of handles 56, 57 to lock the cover against closing, should it be attempted to close the cover before the valve is closed and the switch opened.

The modification of Fig. 6 also is substantially =5 the same except that, in this case the valve and switch handles 72, 71 do not rise above the top of the casing. The lock plate 78 is modified to present a shoulder portion 73^a, spaced from the cover, which portion will come to a stop against >0 the ends of the levers, while the outer end of the plate 73^h slides in front of the levers. The closing movement of the cover is in this manner arrested, calling the attention of the operator to the fact that he has failed to make the system 55 inoperative.

The principle of valve and switch control herein outlined is a decided Improvement over the present art, as known to applicant, in that these members must be positively, manually re80 set before the operator can close the cover, whereas, in systems previously devised, springs are depended upon to reset these members. But springs gradually become “tired”, resulting in partial or complete failure to function.

In larger fields, one storage tank may not be sufficient to supply the demand for fuel, in addition to which it is at least inconvenient, and in. emergencies, detrimental, to find the service interrupted when it is attempted to draw from 70 a tank completely exhausted. In such cases, I find it advantageous to provide a pair of tanks interconnected in such manner that, at least, one tank will always be available for delivery service. Such system is illustrated in Fig. 8.

In this view, two tanks 80 and 81 are shown, both fitted with float operated pilot controllers 82, 83, 84, 85, at top and bottom. All the floats will rise in water and sink In gasoline. At the tank 80, the floats are down, indicating that this tank is completely filled with fuel. The floats ₅at tank 81, both being up, show this tank to be full of water. The system is shown at the point where one tank ceases to function and the other tank assumes delivery.

The pilot controllers are of the well known ιθ type, comprising a casing divided into two compartments by a diaphragm 06, to which' are affixed, valves 87 and 88 for controlling the entrance to two conduits seated within the casing. Pressure passes to the two diaphragm motor valves 75 and 15 76, the first of which is open to admit the pressure medium to the tank 80, while the latter is now closed. The waste valve 77 is closed and the waste valve 78 is open to permit water to drain from the tank 81 as fuel from the refill connec- 20 tion 89 sinks into this tank.

Fbr the purpose of controlling these valves, a pair of automatic flow directors 90, 91 are added to this system. These directors, which as shown are exactly alike, comprise each a casing 92, in 25 which pistons 93, 94, rigidly mounted on a rod 95 In spaced relation, are fitted to slide. On the outer end of each rod is mounted a capsular member 90, divided by means of a diaphragm 96^a into two chambers 97, 98. The end of the rods is 30 rigidly secured to this diaphragm, as indicated in dotted outline. Above these directors is shown a manual control mechanism comprising two identical casings 99, 100, in which pistons 101, 102 are seated to slide, and they are intercon- 35 nected by a common rod 103 which, in turn, is joined to an operating lever 104.

An examination of the conduits operatively interconnecting the devices just mentioned, will show conduits leading from the upper diaphragm ₄₍) chamber 87 of the flow directors to the valve chambers of the pilot controllers 82 and 84, also that the lower chambers 98 similarly communicate with the valve chambers of controllers 83 and 85. 4.5

Water from the pressure main rises through a common conduit 105 to the valve 87, of pilot controller 82. But this valve is closed while the float remains down, as shown. The water also passes to the valve 87 of the controller 83 and, as this ₅₀valve is open, the water is free to pass into the lower diaphragm chamber of the director 90, to maintain the pistons 93, 94 .elevated. The pressure medium from the common conduit 105 also passes through the director 90, between the two 55 pistons, thence through the control casing 97 and to the diaphragm motor valve 75, to maintain this valve open against the tension of its spring.

Fuel may now be dispensed from the tank 80, causing water to rise in this tank and to elevate go the float of the controller 83. This will cause its valve 87 to close and valve 88 to open a conduit to the sewer connection, but this conduit remains inactive so long as the valve 88 remains closed. The diaphragm chamber of the waste valve 77 is ₆₅shown communicating, through the lower portion of the director casing 92, with the main sewer connection, permitting the spring of this valve to maintain it closed. :.

The water now gradually rises in tank 80, until 70 it reaches and elevates the float of the controller 82, to close its valve 88 and to open 87, thereby to permit the pressure medium to pass into the upper diaphragm chamber 97, of the director 90, and to depress the pistons 93 and 94. The pressure 75

8,084,648 medium Is now free to flow to the waste valve 77, to open this valve, but it is cut off from the valve 7S, the diaphragm chamber of which now comes into communication with the sewer connection, ₅ permitting this valve to close.

In the meanwhile, the tank 81 has gradually become filled with fuel, first causing the float of the controller 84 to sink and to close its valve 87. This, however, has no effect, because the director jo 91 remains in the same position. The valve 88 simultaneously opens, but this is also ineffective, because communication with the pressure line is cut off by valve 87. Later, when the fuel reaches the float of the controller 85, and causes this float 15 to sink, it is seen that the pressure line becomes opened to reach the lower diaphragm chamber of the director 91, and to raise its piston. Simultaneously, the main pressure valve 6 opens and the waste valve 8 closes. If, at this time, it is 20 desired to dispense through the tank 81, it is only required to swing the lever 104 to the left, to put pressure on this tank and to relieve the pressure in the tank 80. Otherwise the system would continue to deliver through tank 80 until it is ex25 hausted.

In this view, for the sake of simplicity, the float 40, of the separator tank 4, is shown connected to operate a switch HO, in the circuit from the delivery switch 10 to the solenoid magnet H. But 30 pressure connections, such as shown in Figs. 1 and 7 may, of course, be substituted.

My aim, in presenting the three systems, all of which have been put in successful operation by me, is to show how, by minor modifications, the 35 system of my invention may be adapted to serve with equal faculty one or a battery of storage tanks.

In the structure of Fig. 1, the lever 28, of each tank of a battery, must be manually thrown to 40 change from filling to deUvery and also to change from one tank to another.

In the structure of Fig. 7, the first change is automatic, but manual control valves must be added to change from one tank to another.

In the system of Fig. 8, the tanks are arranged in pairs, and each pair is capable of automatic service, making this system more convenient to operate, with less personal attention.

In the foregoing, I have endeavored fully to 50 explain the functioning of the system of my invention. It may be weH to mention also, that in order to maintain uniformity in the main pressure connections, it is customary to introduce a pressure regulator, such as indicated at 74, in Fig. 7. 55 The valve controlling pressure system, on the other hand, requires much less pressure and may, • for the sake of economy, be fitted with a reducing regulator, such as indicated at 7».

When gasoline lies dormant in a tank for a co length of time, it may be found that a separation takes place, permitting the heavier particles to sink and the more volatile to gather at the top. It may be found advantageous, in such cases, to provide a spray pipe 48, controlled by a manual 65 valve 47, to shoot a large number of fine jets of water from the main pressure line through the fuel, along the inner walls of the tank, thereby violently to agitate the fuel.