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Publication numberUS2813661 A
Publication typeGrant
Publication dateNov 19, 1957
Filing dateAug 3, 1956
Priority dateAug 3, 1956
Publication numberUS 2813661 A, US 2813661A, US-A-2813661, US2813661 A, US2813661A
InventorsLazzereschi Edward, Carl E Lazzereschi
Original AssigneeLazzereschi Edward, Carl E Lazzereschi
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Liquid-dispensing apparatus with multiple-speed controls
US 2813661 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)



Application August 3, 1956, Serial No. 601,911

Claims. (Cl. 222-63) The present invention relates to improvements in a liquid-dispensing apparatus with multiple-speed controls. It consists of the combinations, constructions and arrangement of parts, as hereinafter described and claimed.

In our copending application on a Variable Two- Speed Engine Control, Serial No. 548,372, which was filed in the United States Patent Ofiice on November 22, 1955, we disclose an engine speed control that is designed primarily for use on a gasoline delivery truck, where the operator desires to drive the pump at various speeds. ua'lly-actuated switch, whereby the engine of the truck may be driven at a relatively slow speed, for example at 500 revolutions per minute, when the gasoline is to :be pumped slowly, or at a relatively high speed, for instance 1000 revolutions per minute, when the gasoline is to be dispensed at a much faster rate. In such a case the switch must be actuated manually in order to give the desired engine speed.

As the cardinal object of the present invention, we propose to provide a liquid-dispensing apparatus with multiple-speed controls, which will embody the structure disclosed in our above-identified application (less the manual switch), as one of the component units, but incorporating .additional :controls so that the speed of the engine will be regulated .automatically by the rate of flow of the gasoline, as regulated by the dispensing valve on the discharge hose.

More specifically stated, we provide a pump which is adapted to be driven by a power take-oif on the engine. Assuming that the engine .has been operating at an idling speed, and that the dispensing valve on the discharge hose is closed, the pressure created in the hose during operation of the pump is utilized for closing a pressure-responsive switch. When this occurs, an electrical circuit from this switch actuates our two-speed engine control, resulting in the running of the engine at a slow speed (e. g., 500 R. P. M.).

Subsequently, when the dispensing valve on the hose is opened, for the outflow of gasoline, a liquid-flow responsive switch is closed. This will cause an electric circuit leading to the two-speed engine control to be energized so as to run the engine at a high speed (e. g., .1000 R. P. M.).. As-soonas the-dispensing valve .is partially or fully closed, .the engine will be automatically returned to a low speed. Thus, when :the operator has substantially completed ,the delivery of .a-predetermined quantity of gasoline, the dispensing-valve maybe partially closed, and this will reduce the ,rate at :which the final amount of gasoline will be discharged. As soonas the poWer-take-oif is stopped, the engine-will return to idling speed.

Other objects and advantages will appear as the specification continues, and the novel features will1be=set forth in .the claims hereunto appended.

DRAWINGS For .a better understanding ;of our invention, refer- Such a speed control is provided with a man- "ice 2 ence should be had to the accompanying drawings, forming part of this specification, in which:

Figure 1 is a diagrammatic view of our liquid-dispensing apparatus with multiple-speed controls;

Figure 2 is a plan view of the two-speed engine control unit, portions being shown in section;

Figure 3 is a vertical sectional view taken through the pressure-responsive switch unit;

Figure 4 is an end elevational view of the liquid-flow responsive switch unit;

Figures 5 and 6 are side elevational views, observing the left and right sides, respectively, of Figure 4, a cover plate being omitted in Figure 6.

While we have shown only the preferred form of our invention; it should be understood that various changes, or modifications, may be made within the scope of the annexed claims, without departing from the spirit thereof.

DETAILED DESCRIPTION Referring to Figure l of the drawings, we have disclosed a cargo tank A, which may be mounted on a delivery truck in the usual manner, and adapted for holding gasoline B, or other liquid to be delivered, as for in-- stance, to an underground storage tank in a service station, or a gasoline tank in .the wing of an airplane.

As shown, an outlet pipe 10 is connected to the tank A by a fitting 11, the outflow of the gasoline being controlled by a valve 12. This pipe delivers the gasoline to a liquid-flow responsive switch unit C, from whence it flows through a strainer D provided in a pipe section 10a ,to a .pump E. The latter is driven by a power takeoff ,unit F of an engine .6, which forms the power unit for the delivery truck in the conventional manner. The

power take-01f unit F is operable to drive the pump E,

reel 17. A suitable back-pressure valve 18 is provided in the pipe 15. The .outer end of the hose is coupled to a conventional dispensing valve L, which is designed to be manually controlled .by the operator for delivering the gasoline to a storage tank or the tank in an airplane wing. The ,pipes 10, 14 and 15, together ,with the hose 16, maybe referred to as being a liquid-discharging conduit.

Assuming that the engine G is running at an idling speed, for example 350 R. P. M. and that thedispensing valve L is closed, the operator swings a control lever 19 on the power take-off ,unit P so as to drive the pump E. Initially, gasoline will be drawn through a space 20 provided on the interior of the unitC (see Figure 4), and this gasoline will be forced into the discharge pipe 14, with the engine still running at an idling speed. However, as soon as the pressure of the gasoline builds up in the pipe 14, say to three pounds per square inch, the pressure-responsive switch unit I will function, causing the two-speed engine control unit K to increase the running of the engine G to a low speed, for instance, 500 R. P. M., in the manner hereinafter described.

This will increase the pressure of the gasoline in the pipe 14, filling-the hose 16 with gasoline. However, since thedispensing-valve L is still closed, the engine will continue running at -low speed. 'But, as soon as the valve L is opened, the pump E causes the gasoline to be drawn :through the outlet pipe 10 at a-sufiicient rate to cause lower compartment 25.

he: subsequently described, to result in actuating the unit K, causing the engine G to operate at a high speed, for instance 1000 R. P. M.

As long as thiscondition prevails, the gasoline will be discharged rapidly from the hose 16. However, when the valve L is partially closed, as for example, when the operator is approaching the end of transferring a predetermined quantity of gasoline from the cargo tank A to the tank of an airplane wing, the rate of outflow of the gasoline will be adminished. At this time, the liquidfiow responsive switch unit C will actuate the engine control unit K, and the engine will be returned to a low speed.

Qbviously, when the control lever 19 is shifted to render the power take-01f F inactive, all flow of the gasoline will be discontinued, but the hose 16 will remain full, ready for the next dispensing operation. Now we shall describe in detail the two-speed engine control unit K, the pressure-responsive switch unit I, and

the liquid-flow responsive unit C, taking the several units up in this order.

T wo-speed'engine control unit This unit includes a casting indicated generally at M,

which is secured to the engine G by a plate M (see Figure I).

23 is provided at its lower end. This button extends into an upper compartment 24 of a low-speed vacuum control unit 0. A lower compartment 25 of this same unit is'separated from the upper compartment 24 by a diaphragm 26. The button 23 is yieldingly pressed against the upper surface of this diaphragm by a coil spring 27,

which surrounds the shank 21.

As will be noted from Figure 2, the vacuum control unit has a bleed opening 28 communicating with the Accordingly, this compartment will have atmospheric pressure therein, which will be exerted against the bottom surface of the diaphragm 26.

An opening 29 extends through the casting M and communicates with the upper compartment 24, and this opening has a vacuum pipe line 30 connected thereto.

' When a vacuum is created in the upper compartment 24, in the manner hereinafter described, the air pressure in the lower compartment 25 will force the diaphragm 26 upwardly, and will move the shank 21 until the head 22 occupies the dot-dash line position 22a shown in Figure 2. An adjusting screw 31 is provided in the top portion of the casting M, and limits the upward movement of the head 22.

It will be noted that a throttle-control lever P is swingably secured intermediate of its length, by a journal stud 32, to the casting M. As the head 22 moves upwardly, it will contact with the lever P, swinging the latter into its low-speed position P at which time the head 22 will abut the lower end of the adjusting screw 31.

As shown in Figure 2, a throttle rod or cable 33 is connected to the lever P by a clevis 34. In Figure 1, this rod has been disclosed as extending to and being pivotally attached to an arm 35 which is secured to a butterfly throttle valve 36 of a carburetor 37. It is well understood in the art that the carbureter delivers a combustible mixture to an intake manifold 38, forming part of the engine G. Therefore, when the plunger N is moved by the vacuum control unit 0, until the head 22 strikes the screw 31, the lever P will be swung into the low-speed position P and the throttle rod 33 will advance to cause the engine to operate at a slow speed, for example, 500 R. P. M. It may be assumed that prior to advancing this rod the engine was idling at 350 R. P. M. I

In its structural details, the unit K further includes a high-speed vacum control unit Q, which is designed speed" position P The unit Q is provided with a springpressed plunger R, which is slidably mounted in the cast ing M. This plunger has a shank 39, which has its upper portion slotted, the bottom of the slot being designated at 40.

As clearly disclosed in Figure 2, the throttle-control lever P extends through the slot in the upper portion of the shank 39. A pin 41 is provided near the top of this shank and projects across the slot. The lever P may move in the slot between the pin 41 and its bottom 40. The purpose of this slot is to permit free swinging of the lever P, when it is actuated by the plunger N that swings this lever into its low-speed position.

The high-speed vacuum control unit Q provides upper and lower compartments 42 and 43, respectively, which are'separated from one another by a diaphragm 44. The latter is connectedto the lower end of the shank 39 by washers 45 and a nut 46. A coil spring 47 is provided in the lower compartment 43, and yieldingly urges the plunger R upwardly.

The lower compartment 43 has a threaded opening 48 into which a vacuum pipe line 49 is connected. A bleed opening 50 communicates with the upper compartment 42; and, therefore, atmospheric pressure will press downwardly upon the diaphragm 44. When a vacuum is established in the lower compartment, as hereinafter described, the air pressure will force this diaphragm downwardly and will pull the plunger R therewith.

An adjusting screw 51 is threadedly carried by the casting M, and is disposed in the path of the lever P as the latter descends, thereby limiting the swing of the lever to its high-speed position P As the plunger R moves downwardly, the pin 41 will engage the lever P, and will swing the latter from its P position into its P position. This will cause the throttle valve 36 to be actuated so as to result in running the engine G at a high-speed," for instance 1000 R. P. M. The adjusting screw 51 may be regulated to operate the engine at the desired speed.

By referring to Figures 1 and 2, it will be apparent thata pipe 52 leads from the intake manifold 38 to a passageway 53 of a conduit 54. Solenoid-controlled valves 55 and 56 are adapted to selectively place the vacuum pipes 30 and 49, respectively, in communication with the passageway 53. Thus, when the valve 55 is opened, the engine will run at a slow-speed, while opening of the valve 56 will result in running the engine at a fhigh-speed. Further details of the unit K are disclosed in our copending case, as hereinbefore identified.

In Figure 1, we show a source of current 57, one side of which is' grounded at 58, while its other side is connected through an ignitionswitch 59 and a wire 60 to .the solenoid valves 55 and 56. The remaining ends of these solenoids are connected through wires 61 and 62, respectively, to the pressure-responsive switch unit I and the liquid-flow responsive switch unit C, respectively.

Pressure-responsive switch unit Thepressure-responsive switch control unit I is connect'ed into the liquid-discharging conduit between the pump E and the valve L. In its structural features, this unit defines'lower and upper cup-shaped housing 63 and 64, respectively, between which the marginal rim of a diaphragm 65 is clamped. Liquid in the discharge pipe 14 is. conveyed through a branch pipe 66 into a lower compartment 67, which is provided beneath this diaphragm. Thus, the pressure of the liquid flowing through the discharge pipe 14 will operate to flex the diaphragm .65 upwardly.

The upper housing 64 is provided with a tubular standard 68 in which a bearing 69 is arranged. Within this hearing there is mounted a shank 70 for up and down movement. The lower end of this shank has a button 71 thereon, which is yieldingly urged against the diaphragm 65 by a spring 72.

When the diaphragm 65 is flexed upwardly, due to the gasoline or other liquid entering the lower compartment 67, air may be forced from the upper compartment 73 through a goose-neck vent tube 74. In the event that this diaphragm should rupture, the gasoline would escape through the vent tube, rather than being forced upwardly through the tubular standard 68..

A switch box 75 is mounted on the top of the standard 68, and has a conventional switch 76 anchored therein. This switch includes a threaded shank 77, which is telescoped downwardly through an opening 78 that is formed in a bottom wall 79 of the switch box, with a nut 80 being threaded on the shank 77 below the wall 79. The switch 76 is provided with terminals 81 and 82, and an electrical circuit is connected therebetween when a plunger 83 of the switch is moved upwardly by the shank 70. The terminal 81 has a ground wire 84 connected thereto, while the terminal 82 is coupled to the wire 61, the latter leading to the low speed solenoid 55 (see Figure 1).

Thus, when the control lever 19 of the power take-off unit F is thrown to start the pump E, the pressure of the gasoline in the pipe 14 will serve to close the switch 76, causing the engine control unit K to run the engine G at a low speed, such as the 500 R. P. M. previously mentioned. A liquid pressure of three pounds per square inch will be suflicient to close the switch 76.

Liquid-flow responsive switch unit For the details of the liquid-flow responsive switch unit C, reference should be had to Figures 1 and 4 to 6, inclusive. As shown therein, this unit includes a tubular body 85 having a pair of end flanges 86, which may be coupled to companion flanges 87 on the sections of the pipe and 10a by bolts 88 (see Figures 4 and 5). This body defines a bore 89 extending therethrough between the flanges 86.

In order to control the flow of gasoline through the bore 89, a plate-like swingable valve 90 is mounted therein. However, it should be noted from Figure 4 that even when the valve 90 is closed, it is separated from the wall of the bore 89, thus providing the space previously mentioned. This valve is anchored by set-screws 91 to a shaft 92, the latter being rotatably journalled in bearings 93, which are removably carried by the body 85 (see Figure 4).

When the pump E is not operating, the valve 90 gravitates into a substantially vertical posiiton, with its lower end resting against a stop 94 carried by the body 85. This valve is formed with an enlarged portion 95 thereon, which will cause it to drop across the bore 89 when the pump E is not active. However, upon starting the pump and opening the dispensing valve L, a flow of gasoline through the pipe sections 10 and 10a will cause the valve 90 to swing into open position (see dot-dash lines in Figure 5) as suggested by the arrow 96. But when the dispensing valve L is closed, the plate valve 90 will swing across the bore 89, coming to rest against the stop 94, while still maintaining the space 20 between this valve and the wall of the bore 89.

As clearly disclosed in Figure 5, the shaft 92 is mounted adjacent to one of the flanges 86; and, accordingly, the platelike valve 90 may swing into a horizontal position (as suggested by the dot-dash lines), while still being arranged within the confines of the body 85. It will be noted from Figure 4 that the bore 89 is trough-shaped in cross-section, defining a semi-circular bottom 89a, parallel vertical side walls 89b, and a flat top wall 89c. The valve 90 is correspondingly shaped. This construction will permit the valve 90 to swing between vertical and horizontal positions. The space 20 extends entirely around the valve 90 (see Figure 4).

It will be noted from Figures 4 and 5 that the tubular body 85 is provided on its exterior with a flanged foot 97,

the latter having a switch box 98 secured thereto by screws 99. The shaft 92 extends into this box, and has a cam 100 fixed thereto. As illustrated in Figures 4 and 6, an arm 101 is telescoped over the shaft 92 and is secured to the cam 100 by a set-screw 102. Moreover, a tension spring 103 has one end thereof connected to the arm 101, while the opposite end of this spring in anchored to a bracket 104 mounted on a wall of the box. The tendency of this spring is to urge the plate valve against the stop 94, as will be obvious from Figure 6.

Within the box 98, and above the shaft 92, we have mounted a conventional switch 105. This switch is provided with a contact-actuating lever 106. When the free end of this lever is raised, an electrical circuit will be established between the terminals 107 and 108. The switch is carried by an adjustable plate 109, one end of which is pivotally attached by a screw 110 to the box 98. This plate is fashioned with an arcuate slot 111 in the end portion thereof opposite the pivot screw 110. A clamping screw 112 extends through this slot and is threaded into a rear wall 113 of the box.

It will be apparent from this construction that the plate 109 may be adjusted so as to vary the time at which the switch 105 will be closed, when the earn is turned in a counter-clockwise direction, as viewed in Figure 6, by the opening of the plate valve 90. Thus the switch may be adjusted for being closed when the flow of liquid reaches a preselected rate.

It will be observed that the box 98 is spaced from the body 85, and thus any leakage of gasoline along the shaft 92 will not enter this switch box.

Turning to Figures 1 and 6, it will be seen that the terminal 107 has a ground wire 114 connected thereto. The terminal 108 has the wire 62 attached thereto, which leads to the high-speedsolenoid valve 56 of the engine control unit K. Thus, when the dispensing valve L is opened, and gasoline is actually flowing through the pipe 10, the plate valve 90 will be swung toward open position, thereby closing the switch 105. This will result in energizing solenoid valve 56 and causing the unit K to operate the engine G at a high-speed, for example 1000 R. P. M.

As the operator approaches the dispensing of a predetermined amount of gasoline, which may be indicated by the meter H, the valve L may be partially closed. Due to the decrease in the flow of the gasoline, the plate valve 90 will swing toward closed position, opening the switch 105; and, consequently, the engine G will be returned to low-speed.

It will be noted that the liquid-flow responsive switch unit C is coupled into the pipe 10 between the cargo tank A and the pump E. The space 20 will permit flow of the gasoline B, or other liquid, from the tank to the pump, even though the switch 105 of this unit is opened.

We claim:

1. In combination: a cargo tank containing liquid to be delivered; a liquiddischarging conduit connected to the tank and extending therefrom; this conduit being provided with a manually-actuated dispensing valve for controlling outflow of the liquid through the conduit from the tank; a pump coupled in the conduit and being operable to force the liquid therethrough to the dispensing valve; an engine connected to the pump for driving the latter; a two-speed engine control unit operatively connected to a carbureter throttle valve of the engine, and including lowspeed and high-speed solenoid valves, which are operable to run the engineat low speed and high speed, respectively; a pressure-responsive switch unit connected into said conduit, and being provided with a switch which is adapted to be closed by the pressure of the liquid in said conduit, and this switch being elec trically connected to the low-speed solenoid valve, whereby the engine will operate at a low speed when this switch is closed; and a liquid-flow responsive switch unit coupled into said conduit, and being provided with a-switch which'is adapted to be'closed by liquid flowing through said conduit when said dispensing valve is opened; the switch of the latter unit being electrically connected to the high-speed solenoid valve, whereby the engine will operate at a high speed when this switch is closed.

2. The combination as set forth in claim 1; and in which the liquid-flow responsive switch is coupled into said conduit between the cargo tank and the pump, and this unit defines a space through which liquid will flow from the tank to the pump, even though the switch of this unit is opened.

3. The combination as set forth in claim 1; and in which the pressure-responsive switch unit is connected 8 into the conduit between the pump and the manually-actuated dispensing valve.

4. The combination as set forth in claim 1; and in which the switch of the liquid-flow responsive switch unit is adjustable for being closed when the flow of the liquid reaches a preselected rate, whereby the engine will run at a high speed.

5. The combination as set forth in claim 1; and in which the engine is provided with a power take-off unit, which is operable to drive the pump, even though the engine is running at an idling speed.

No references cited.

Non-Patent Citations
1 *None
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3905516 *Apr 12, 1974Sep 16, 1975Scully Signal CoFuel oil delivery truck pumping system
US4129229 *Jan 31, 1977Dec 12, 1978Si Handling Systems, Inc.Article dispensing apparatus
US6662970 *Oct 11, 2000Dec 16, 2003Glen T. PresleyOn demand oil dispensing system
U.S. Classification222/63, 222/75, 417/20, 417/43, 417/34
International ClassificationB67D7/36, B67D7/06
Cooperative ClassificationB67D7/36
European ClassificationB67D7/36