Overfill protection system and devices therefore

Abstract

An overfill protection system for use at a loading terminal, wherein the loading terminal is configured to receive and load a road tanker, the loading terminal including one or more devices configured to control loading based on overfill status data, the one or more devices preconfigured to assume that all road tankers have a standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill, wherein the overfill protection system comprises: one or more simulation devices configured to provide overfill status data for any discrepancy between the number of compartments in the road tanker and the standard number of compartments; and an identification device configured to determine whether overfill status data is provided by a simulation device or an overfill sensor, and to thereby indicate the number of compartments in the tanker.

Description

OVERFILL PROTECTION SYSTEM AND DEVICES THEREFOREField of the invention

[0001] The present invention relates to overfill protection systems, and in particular systems to minimise the risk of road tankers being overfilled at loading / f uelling terminals. The present invention also relates to devices for use in such overfill protection systems.Background of the invention

[0002] Any reference in this specification to prior art, or matter which is said to be known, is not to be taken as an acknowledgement or admission that such prior art or matter forms part of the common general knowledge in the field of invention to which this specification relates.

[0003] Road tankers (1) are widely used for transporting bulk liquids or gases, such as fuels and other chemicals. Figure 1 shows a typical tank (10) as used on a road tanker (1). The tank is divided into multiple compartments (11) for receipt of the substance to be transported. It will be appreciated that other forms may comprise a single compartment only. The tank (10) includes individual couplers / connections (12) to allow for loading of each of the compartments (11), and a truck plug / socket (13) which is connected to overfill probes / sensors (15) positioned in each of the compartments (11). Valves (16, 17) at the couplers and base of the compartments are openable to allow for loading and unloading. There are also typically vents that allow for connection with a vapour recovery system.

[0004] Figure 2 illustrates in general, a typical terminal loading operation connection. Road tanker (1) parks at loading gantry (9) of the terminal. The loading gantry (9) includes a pump (30) for pumping fuel (or other substances) into the compartments (11), and an overfill protection device (20) configured to control operation of the pump and / or relevant valves based on overfill status data (i.e. dependent on whether an overfill is indicated in one of the compartments). This overfill protection device (20) is sometimes referred to as a ‘rack monitor’ (20).

[0005] During the loading operation, the overfill protection device (20) is connected to the tanker plug I socket (13) via connection cable (22), so as to be able to receive data I signals from the overfill probes / sensors positioned in the compartments (11). Only when the probes (15) indicate there is no overfill, does the overfill protection device (20) permitoperation of the pump (3) and / or open relevant valves at the terminal, to thereby allow filling of the compartments (11).

[0006] In certain instances, overfill protection devices (20) are configured to assume that all road tankers have a standard number of compartments within their tanks, and, unless overfill status data which indicates there is no overfill is received in respect of that standard number, loading is not permitted. This presents an issue, as in practice, tankers presenting for re-loading / re-fuelling might not have the assumed standard number of compartments. For example, where a tanker which has less than the standard number of compartments arrives for loading, the tanker is not able to re-load, as overfill status data is only provided in respect of the number of compartments in the tank, which is less than the standard number. For example, the preconfigured standard number of compartments in Australian terminals is set to 6.

[0007] To address this issue, convention has been to install a simulation device, often referred to as a ‘dummy probe’, in connection with the truck plug / socket. The simulation device is designed to simulate a real probe / sensor for any discrepancy from the standard number of compartments. Whilst when used correctly dummy probes provide a solution to loading being blocked by a mismatch between the actual number of compartments and the standard number, dummy probes are sometimes misused. In a typical example of misuse, a dummy probe may be wired to the tanker plug I socket so as to replace / override data / signals received from real probes / sensors that are fitted to the actual / real compartments of the tanker. This configuration allows drivers to ‘trick’ the overfill protection device, such that they are permitted to re-load / re-fuel, even when there is a risk of overfill in the actual / real compartments of the tanker.

[0008] Obviously, bypassing the overfill protection system is dangerous, with substantial risks, including exposure of personnel to toxic chemicals / fumes and the potential for large explosions. Spillages can also result in significant delays at the terminal, and contamination of the surrounding environment.Summary of the invention

[0009] In a broad form, the present invention provides an overfill protection system for use at a loading terminal, wherein the loading terminal is configured to receive and load a road tanker, the loading terminal including one or more devices configured to control loading based on overfill status data, the one or more devices preconfigured toassume that all road tankers have a standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill, wherein the overfill protection system comprises: one or more simulation devices configured to provide overfill status data for any discrepancy between the number of compartments in the road tanker and the standard number of compartments; and an identification device configured to determine whether overfill status data is provided by a simulation device or an overfill sensor, and to thereby indicate the number of compartments in the tanker.

[0010] In some forms, the one or more simulation devices is / are configured for installation on the road tanker, and the identification device is configured for installation at the loading terminal.

[0011] In some forms, the one or more simulation devices are configured to provide identification data, and the identification device determines whether overfill status data is provided by a simulation device or an overfill sensor based on the identification data.

[0012] In some forms, the identification device is configured to indicate, for each of the standard number of compartments, whether overfill status data is being provided by an overfill sensor or a simulation device.

[0013] In some forms, the identification device comprises a communication module, to allow communication with an external database.

[0014] In some forms, the identification device is configured to cross check the number of compartments of the tanker, as determined from data retrieved from one or more simulation devices and overfill sensors, with the external database.

[0015] In some forms, if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill to the one or more devices which control loading, such that loading is prohibited.

[0016] In some forms, if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill.

[0017] In some forms, the identification device is configured to determine the presence of a simulation device, even when there is no discrepancy between the number of compartments in the road tanker and the standard number of compartments.

[0018] In some forms, the one or more simulation devices comprise a memory storage.

[0019] In some forms, the one or more simulation devices are configured to store identification data, truck service / maintenance data, refuelling / reloading data and / or overfill sensor positioning data.

[0020] In some forms, the overfill protection system further includes a service device configured to be connected with the one or more simulation devices, and to upload and / or download data thereto / therefrom.

[0021] In some forms, the overfill protection system further includes one or more overfill sensors configured to provide overfill status data for each compartment in the road tanker.

[0022] In some forms, the one or more devices configured to control loading do so by controlling a pump and / or one or more valves at the loading terminal.

[0023] In a further broad form, the present invention provides an identification device for installation in a loading terminal, wherein the loading terminal is configured to receive and load a road tanker, the loading terminal including one or more devices configured to control loading based on overfill status data, the one or more devices preconfigured to assume that all road tankers have an standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill, wherein the identification device is configured to determine whether overfill status data is provided by an overfill sensor or a simulation device, and to thereby indicate the number of compartments in the tanker.

[0024] In some forms, the identification device is configured to determine whether overfill status data is provided by an overfill sensor or a simulation device based on identification data retrieved from the simulation device.

[0025] In some forms, the identification device is configured to indicate, for each of the standard number of compartments, whether overfill status data is being provided by an overfill sensor or a simulation device.

[0026] In some forms, the identification device comprises a communication module, to allow communication with an external database.

[0027] In some forms, the identification device is configured to cross check the number of compartments of the tanker, as determined from data retrieved from one or more simulation devices and overfill sensors, with the external database.

[0028] In some forms, if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill to the one or more devices which control loading, such that loading is prohibited.

[0029] In some forms, if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill.

[0030] In some forms, the identification device is configured to determine the presence of a simulation device, even when there is no discrepancy between the number of compartments in the road tanker and the standard number of compartments.

[0031] In some forms, the one or more devices configured to control loading do so by controlling a pump and / or one or more valves at the loading terminal.

[0032] In a further broad form, the present invention provides a simulation device for installation in a road tanker, the simulation device configured to simulate an overfill sensor for a compartment of the road tanker, the simulation device configured to provide overfill status data and identification data.

[0033] In some forms, the simulation device comprises a memory storage.

[0034] In some forms, the simulation device is configured to store identification data, truck service / maintenance data, refuelling / reloading data and / or probe positioning data.

[0035] In some forms, the simulation device is configured to be connected with a tanker plug I socket, the tanker plug I socket normally utilised to facilitate connection with one or more overfill sensors.

[0036] In a further broad form, the present invention provides a service device configured to be connected with an identification device as described in any one of the above forms and / or a simulation device as described in one of the above forms, and to upload and / or download data thereto / therefrom.Brief description of the drawings

[0037] The present invention will become more fully understood from the following detailed description of preferred but non-limiting embodiments thereof, described in connection with the accompanying drawings, wherein:

[0038] Figure 1 illustrates an isometric view of a typical tank used on a road tanker;

[0039] Figure 2 illustrates a typical terminal loading operation connection;

[0040] Figures 3 to 5 illustrate, respectively, zoomed in views of portions A to C fromFigure 2;

[0041] Figure 6 illustrates an isometric view of a conventional simulation device or dummy probe;

[0042] Figure 7 illustrates an example tanker socket / plug wiring diagram for overfill probes and a simulation device in a 4 compartment tanker;

[0043] Figure 8 illustrates an example tanker socket / plug wiring diagram for overfill probes and a simulation device in a 4 compartment tanker including a vapour vent pressure switch;

[0044] Figure 9 is a schematic illustration of connection between identification device, tanker, protection device, and fuel pump according to one example;

[0045] Figure 10 is a schematic illustration of connection between identification device, tanker, protection device, fuel pump, and external database according to one example;

[0046] Figure 11 is a zoomed in view of the identification device from Figure 10;

[0047] Figures 12A to 12D show examples of display output for various scenarios that may occur during a terminal loading operation for a road tanker with a 4 compartment tank;

[0048] Figures 13A to 13D show examples of display output for various scenarios that may occur during a terminal loading operation for a road tanker with a 6 compartment tank;

[0049] Figure 14 shows a schematic diagram of typical interconnection between identification device, tanker with 1 compartment, and protection device, according to one example; and

[0050] Figures 15A and 15B shows a schematic diagram of typical interconnection between identification device, tanker with 1 compartment, protection device, and service device I test box, according to one example.Detailed description

[0051] Embodiments of the invention provide an overfill protection system for use at loading terminals that are configured to receive and load road tankers. In particular the overfill protection system is suitable for use where the loading terminal includes one or more devices configured to control loading based on overfill status data, and the one or more devices are preconfigured to assume that all road tankers have a standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill. The one or more devices may be configured to control loading by, for example, controlling a pump and / or one or more valves at the loading terminal.

[0052] The overfill protection system comprises one or more simulation devices configured to provide overfill status data for any discrepancy between the number of compartments in the road tanker and the standard number of compartments. The overfill protection system also includes an identification device configured to determine whether overfill status data is provided by a simulation device or an overfill sensor, and to thereby indicate the number of compartments in the tanker.

[0053] It will be appreciated that typically the one or more simulation devices is / are configured for installation on the road tanker, and the identification device is configured for installation at the loading terminal.

[0054] As the identification device is able to distinguish between overfill sensors and simulation devices (or ‘dummy overfill probes’), instances where a simulation device might have been inappropriately installed to bypass / override one or more overfill sensors connected to actual / real compartments may be detected and a loading operation halted. The sensors and simulation device / s are typically electrically connected to a tanker plug / socket, to which the identification device may connect to receive data / signals from the sensors and simulation device / s. Typically, the overfill sensors are liquid sensitive probes located in a top portion of the compartments and are configured to detect liquid at a certain level in the compartments. It will be appreciated that the overfill sensor / s maybe configured / placed such that overfill is indicated at any desired fill level and not only when the compartment is completely full / filled or overflowing.

[0055] In some forms, the simulation devices for use in the system, are improved simulation devices that are able to provide identification data, as well as overfill status data, so that the identification device is able to determine if overfill status data is being provided by a simulation device. However, it will be appreciated that in other forms, where conventional simulation devices I ‘dummy probes’ are used with the system, the identification device may be configured to detect small differences / particularities / anomalies in the signals generated and / or received from the simulation devices and overfill probes, to differentiate them, without the simulation devices providing specific identification data.

[0056] For example, conventional simulation devices I standard ‘dummy probes’ may emit signals with slightly different voltages, frequencies, currents, and / or other electrical parameters, when compared to the signals that are emitted by the overfill sensors / probes.

[0057] In one particular example, if the conventional simulation device I ‘dummy probe’ is configured to provide signals in respect of two or more simulated ‘compartments’ (i.e. compartments that are not present in reality), the two signals would be substantially in phase as the signals are emitted from the same source i.e. the conventional simulation device / ’dummy probe’. In such cases, by recognising the channel / signals that are in phase, the identification device may then consequently associate those with the conventional simulation device I ‘dummy probe’ rather than an overfill sensor.

[0058] Usually, the identification device is configured to indicate, for each of the standard number of compartments, whether overfill status data is being provided by an overfill sensor / probe or a simulation device. For example, the identification device may indicate this information via a display, such as a screen, or by using differed coloured lights (e.g. LEDs). It will be appreciated that the display or lights may or may not be part of the identification device.

[0059] The identification device may additionally comprise a communication module, to allow communication with an external / remote database so as to provide an additional level of protection. For example, the identification device may be configured to cross check the number of compartments of the tanker, as determined from data retrieved by the one or more simulation devices and overfill sensors, with the external database. If thecross check indicates a mismatch, the identification device may be configured to indicate a risk of overfill to the one or more devices which control loading, such that loading is halted / prohibited. Alternatively or additionally, if the cross check indicates a mismatch, the identification device may be configured to indicate a risk of overfill by, for example, providing a warning such as an alert on a display screen, or by sounding an alarm. It will be appreciated the identification device is typically an electronic processing / control device typically including a microcontroller, microcomputer or the like. The communication module may allow for wired or wireless communication with the identification device (e.g. by WiFi, Bluetooth, 5G and / or other communication protocol / network etc.). The external I remote database is typically at the terminal, but may also be, for example, cloud based.

[0060] Typically, the identification device is configured to determine the presence of an improved simulation device, even when there is no discrepancy between the number of compartments in the road tanker and the assumed standard number of compartments. This provides advantages where uptake of the overfill protection system may be desired / mandated, as a means of confirming that an improved simulation device has been implemented. Such functionality also assists with confirmation that data received in respect of actual / real compartments is accurate, and not compromised by the inappropriate installation of conventional simulation devices / dummy probes. This may be especially helpful / appropriate where the number of compartments in the tanker is equivalent to the assumed standard number, as the presence of an improved simulation device may at least indicate that conventional simulation devices are not being misused, to simulate false data / signals in respect of the actual / real compartments of the tanker.

[0061] As noted, the overfill protection systems as described herein may implement improved simulation devices that are able to transmit and / or store identification data as well as overfill status data. Such improved simulation devices are typically electronic devices which may have some processing capability and that include a memory storage. This allows for a range of additional data to also be stored thereon, including, for example, data relating to tanker service / maintenance, refuelling / reloading, and / or overfill sensor positioning.

[0062] For use in combination with such improved simulation devices, the overfill protection system may also include a service device, configured to be connected thereto, which allows for the upload and / or download of data thereto / therefrom. The service device could also be configured to communicate with the identification device toupload / download data therefrom / thereto. It will be appreciated the service device is typically an electronic processing / control device, typically including a computer / microcomputer, microcontroller or the like.

[0063] One particular form of the invention is illustrated with respect to the figures and provides an overfill protection system (100) for use at loading terminals for liquid fuel tankers, wherein the loading terminal includes a protection device (20), sometimes known as a ‘rack monitor’, that is preconfigured to receive overfill status data in respect of 6 compartments (assumed standard number of compartments), before commencing a loading operation. In particular, the protection device (20), requires overfill status data from 6 tanker compartment sensors / probes to indicate there is no overfill before the fuel pump and / or valves may be operated. It will be appreciated that the protection device (20) is typically an electronic processing device, for example, comprising a microcontroller or microcomputer. In one example, the protection device is an ‘RM140 - Overfill & Grounding Monitor’ provided by LIQIIIP (part of OPW- a Dover company).

[0064] As shown in Figure 9, the overfill protection system (100) includes an identification device (40), which is configured for connection between the protection device (20) and the tanker plug / socket (13) such that overfill sensor / probe (15) data / signals is / are first received I intercepted by the identification device (40), before relevant commands / data / signals transmitted to the protection device (20) for operation / prohibition of the fuel pump (30) and / or opening / closure of relevant fuel valves. It will be appreciated that the identification device (40) is typically an electronic processing device and may include a microcontroller, microcomputer or the like, and typically includes a communication adapter / module for wired or wireless communication such as, for example, via Bluetooth or WIFI, and across a LAN or WAN (e.g. the internet) and / or via any other appropriate communication protocol / network.

[0065] The identification device (40) receives overfill status data from the overfill probes (15) located in the tanker. It will be appreciated to a skilled person that overfill probes (15) are typically positioned at the top of respective compartments (11) and typically comprise liquid sensors to detect when liquid in the compartment is at or above a certain fill level, typically a safe / optimum fill level for the compartment (see e.g. figures 2 and 3). It will be appreciated that the probes / sensors may take other forms, other than liquid sensors, to indicate the level of liquid in the compartments. It will also beappreciated that probe heights within the compartments may be adjusted, to alter the fill level to be monitored.

[0066] In addition, the identification device (40) works in conjunction with a simulation device (or ‘dummy overfill probe’) (14) configured to provide overfill status data in respect of any discrepancy in the number of actual I real compartments from the assumed standard number (i.e. if the number of real compartments is less than 6), together with identification data. The simulation device (14) is installed at the truck plug / socket (30), and configured to provide overfill status data / signals analogous to the overfill probes, as well as identification data / signals which allow the identification device (40) to determine whether the data / signals is / are coming from the simulation device (41), as opposed to the overfill probe / s. It will be appreciated that in other forms, the simulation device may be installed elsewhere in on the tanker too, such as, for example, within a junction box that is electrically connected to the truck plug / socket.

[0067] It is noted that conventional simulation devices (or ‘dummy overfill probes’) do not provide any identification data, and whilst these may also be implemented with the system in some forms, additional capability from the identification device (40) would then be required to distinguish from the overfill probes (15) in order to realise some of the advantages of the system (100). Thus, a further aspect of the invention provides an improved simulation device (or an improved ‘dummy overfill probe’) able to provide identification data in addition to overfill status data. The improved simulation devices typically comprise an electronic device with a memory storage, and which may have some processing capability. The improved simulation devices (14) may for example, comprise a microcontroller or other suitable processing / control device.

[0068] It will be appreciated that the number of overfill probes (15) utilised depend on the number of compartments in a given tanker. For example, a 4-compartment tanker (10A) (see e.g. Fig 9), would typically utilise 4 overfill probes (15), one at each liquid compartment (11). A simulation device (14) would also be connected to the truck plug / socket (13) to provide overfill status data for two non-existent ‘compartments’ in order to account for the discrepancy from the pre-assumed standard number (i.e. 6), in order to meet the requirements of the protection device (20). As noted above, the improved simulation device (14) also provides identification data, to indicate to the identification device (40) that data / signals is / are being provided from a simulation device.

[0069] Figure 7 shows an example general wiring diagram for a 4-compartment tanker, and illustrates how the simulation device (14) and probes (15) may be connected to different pins / ports of a typical tanker plug / socket (13). The identification device (40) typically using a connection cable / means, for connecting with the plug / socket, in order to receive data from the probes (15) and simulation device (14). For example, the improved simulation device (14) may be connected to provide overfill status data in respect of any ‘non-existent’ compartments using particular pins / ports (e.g. 13A, 13B), and may use other pins / ports (e.g. 13C, 13D) to communicate other data, such as identification data.

[0070] In addition to assisting with indicating which overfill status data originates from a real compartment or a simulation device, the simulation device (14) can also be used as a means of indicating the authenticity of real compartment overfill status data, in particular where there is no discrepancy from the assumed standard number of compartments. For example, in a 6-compartment tanker, where no simulation device I dummy probe is theoretically required, the mere installation of an improved simulation device (14), which is able to also provide identification data, might be used as a means to indicate that the tanker has been conformed I upgraded to include the improved simulation device. In the absence of such confirmation, it could be assumed the tanker has not yet been conformed I upgraded, and that overfill data from the real compartments might not be accurate (i.e. may be coming from a conventional type simulation device I dummy probe which does not provide additional identification data).

[0071] The identification device (40) may also be configured to receive / determine other information. For example, it may in some forms, also be able to provide additional diagnostic capability in respect of whether vapour vents in the tanker are open / closed. The vapour vents open to a vapour recovery system which allows for recapture of fuel vapours. In a typical tanker, a pressure switch is often installed which operates to indicate whether the vapour vents are open or closed. Typically, an air / pneumatic signal confirms opening of the vents by actuating the pressure switch, if all the vents are open. If one or more of the vents does not open, the signal is blocked and the pressure switch is not actuated. The pressure switch is thus activated (in a closed state) by air pressure when the vents are open, and loading only permitted to proceed if the vents are open. Usually, as illustrated in Figure 8, the pressure-based switch is wired in series with one of the overfill probes, so that, if the switch is open, a probe signal is not transferred to the protection device (20) for that probe. Conventionally, protection devices (e.g. 20) identify this as a general fault at the compartment, stopping loading, but are not able to distinguishif it is due to an overfill from a wet probe / sensor (15), an open pressure switch, or another electrical fault. The identification device (40) as described herein may be configured to make this distinction. In one example, this may be achieved in conjunction with the implementation of a ‘smart’ pressure switch, which may include a memory, and some processing and sensing capability. For example, the ‘smart’ pressure switch may sense the pressure value and provide an indication of same to the identification device (40). In this way, if the pressure is below a certain threshold, it can be determined by the identification device that the fault signal is due to the vents being closed. Conversely if the pressure is above a certain threshold it can be determined that the fault is due to the probe / sensor being ‘wet’ or triggered. Typically, the pressure value is transmitted to the identification device via the tanker plug / socket (13) to which the ‘smart’ pressure switch is wired. It will be appreciated that this diagnostic functionality may also be provided independently of the presently described overfill protection system that uses improved simulation devices. I.e. the diagnostic capability may be implemented in a conventional tanker I overfill system wherein the pressure switch for the vents and probes are wired together in this way i.e. as shown in figure 8. Other functionality may include the identification device being configured to determine whether an appropriate earth connection has been made.

[0072] The identification device (40), which receives data in advance of the protection device (20), thus determines whether overfill status data in respect of each of the 6 required ‘compartments’ is provided by an overfill probe or a simulation device I dummy probe (14), as well as other information. The identification device (40) typically visually presents this information on a display panel (41) using different coloured indicator lights. An example display panel (41) is shown in Figures 11 to 13. It will be appreciated that in other forms the information / data may alternatively or additionally be communicated to an external device, such as a mobile device (smart phone etc.) for display there, or may be otherwise display / indicated, such as on a screen.

[0073] Figures 12A-D and 13A-D illustrate example display panel outputs for various scenarios according to one example of the identification device (40). The display panel (41) includes compartment indicator light panel (42) in which coloured lights are displayed in respect of each of the assumed standard number of compartments (i.e. 6). When the compartment indicator panel lights (42) are green (GR) it indicates a dry probe I no overfill, when the compartment lights are red (RD) it indicates a wet probe I overfill, when the compartment lights are orange (OR) it indicates a non-existent or dummycompartment, and when the compartment lights are grey (GY) it indicates that there is an open circuit (which may be due to an electrical fault or open pressure switch).

[0074] The display panel (41) also includes an overall overfill status indicator (43) which displays a green (GR) light when there is no overfill in any of the compartments, and a red (RD) light when there is an overfill in any of the compartments or a fault / open circuit.

[0075] Further, the display panel (41) also includes a simulation device indicator (44), which provides an indication of whether an improved simulation device / dummy probe is installed. In the present example, the simulation device indicator may provide an orange light (OR) if an improved simulation device is installed, and a grey (GY) light if no improved simulation device is detected.

[0076] Lastly, a compartment number indicator (45) may display the determined number of compartments in the tanker.

[0077] In accordance with the above described example: the Figure 12A display panel indicates a 4-compartment tanker with an improved simulation device wherein all real / actual compartments do not have an overfill; the Figure 12B display panel indicates a 4-compartment tanker with an improved simulation device wherein one of the compartments (no. 2) has an overfill; the Figure 12C display panel indicates a 4-compartment tanker with an improved simulation device wherein the vapour vents are closed I pressure switch is open; the Figure 12D display panel indicates a 4-compartment tanker with no improved simulation device and all compartments indicating no overfill; the Figure 13A display panel indicates a 6-compartment tanker with an improved simulation device wherein all real / actual compartments do not have an overfill; the Figure 13B display panel indicates a 6-compartment tanker with an improved simulation device wherein one of the compartments (no. 2) has an overfill; the Figure 13C display panel indicates a 6-compartment tanker with an improved simulation device wherein the vapour vents are closed I pressure switch is open; and the Figure 13D display panel indicates a 6-compartment tanker with no improved simulation device and all compartments indicating no overfill.

[0078] In typical use of the system, personnel at the terminal are able to review the display panel (41) to confirm that the number of real compartments indicated by the compartment number indicator (45) corresponds to the actual number of compartmentsas determined by an onsite visual inspection of the tanker itself. If there is a mismatch, the loading operation can be halted / prevented or monitored. In one example, commands / data / signals may be prohibited from being transmitted to the protection device (20) until the identification device (40) is authorised to do so by personnel.

[0079] Alternatively, the mismatch assessment may be carried out automatically by the identification device (40), by cross checking with an external / remote database (50). To allow for this the identification device typically includes a communication module that allows communication with an external / remote database (50) (e.g. that may be accessible via WAN, LAN, and / or any other suitable communication protocol / network). A schematic representation of same is provided by Figure 11. Relevant commercial databases in which tanker details may be registered may for example, include TAS or Accuload.

[0080] The improved simulation device, which contains a memory storage, may also be utilised for storing / providing other information, such as, for example data relating to tanker service / maintenance, refuelling / reloading data and / or sensor / probe positioning data. Thus, in the event of an overfill or other incident, data from the improved simulation device can be retrieved and reviewed by investigative personnel.

[0081] To upload / download data to / from the improved simulation device (14) a service device or test box may also be included with the system (100). The service device or test box, could also be configured for communication with the identification device (40), to upload download data therefrom / thereto too. It will be appreciated that connection / communication between the service devices / test box, identification device (40) and simulation devices (14) may be wired or wireless. It will be appreciated the service / test box is typically an electronic processing / control device, typically including a computer / microcomputer, microcontroller or the like.

[0082] Whilst in the example described herein that the identification device (40) has been described as a separate device to the protection device (20), it will be appreciated that in some forms, the identification device (40), or the functionality thereof, may be incorporated into or combined with the protection device (20), or may itself be made up of a number of interconnected devices.

[0083] Further schematic diagrams showing examples of typical interconnection and components of the protection systems as described herein are shown in Figures 14, 15A and 15B.

[0084] Figure 14 shows an example schematic diagram of a 1 -compartment tanker (10) connected to an identification device (40) which in turn is connected to a rack monitor (20). As shown, the simulation device (14) and overfill sensor (15) are connected to certain channels of the truck plug I socket (13), which itself is connected to an interface of the identification device (40). During operation, the signals of the overfill sensor (15), and the signals and identification data of the simulation device (14), are received by the identification device (40), which then processes same via the CPU, with relevant information / data displayed on the LED display, and relevant information / data provided to the rack monitor (20).

[0085] Figures 15A and 15B shows an example schematic diagram of the system of Figure 14 but with a test box I service device connected between the truck / truck plug and the identification device (40). The test box I service device is configured to upload and download information / data to and from the simulation device (14) and / or the identification device (40), and / or calibrate the simulation device (14) or identification device (40). As shown, a computer may connected to the test box / service device via USB, as a means for a user to interface with same.

[0086] Throughout this specification, unless the context requires otherwise, the word“comprise”, and any variations thereof such as “comprises” or “comprising”, are to be interpreted in a non-exhaustive sense.

Claims

Claims1. An overfill protection system for use at a loading terminal, wherein the loading terminal is configured to receive and load a road tanker, the loading terminal including one or more devices configured to control loading based on overfill status data, the one or more devices preconfigured to assume that all road tankers have a standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill, wherein the overfill protection system comprises: one or more simulation devices configured to provide overfill status data for any discrepancy between the number of compartments in the road tanker and the standard number of compartments; and an identification device configured to determine whether overfill status data is provided by a simulation device or an overfill sensor, and to thereby indicate the number of compartments in the tanker.

2. An overfill protection device as claimed in claim 1 , wherein the one or more simulation devices is / are configured for installation on the road tanker, and the identification device is configured for installation at the loading terminal.

3. An overfill protection system as claimed in claim 1 or 2, wherein the one or more simulation devices are configured to provide identification data, and the identification device determines whether overfill status data is provided by a simulation device or an overfill sensor based on the identification data.

4. An overfill protection system as claimed in any one of claims 1 to 3, wherein the identification device is configured to indicate, for each of the standard number of compartments, whether overfill status data is being provided by an overfill sensor or a simulation device.

5. An overfill protection system as claimed in any one of claims 1 to 4, wherein the identification device comprises a communication module, to allow communication with an external database.

6. An overfill protection system as claimed in claim 5, wherein the identification device is configured to cross check the number of compartments of the tanker, as determined from data retrieved from one or more simulation devices and overfill sensors, with the external database.

7. An overfill protection system as claimed in claim 6, wherein if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill to the one or more devices which control loading, such that loading is prohibited.

8. An overfill protection system as claimed in claim 6, wherein if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill.

9. An overfill protection system as claimed in any one of the preceding claims, wherein the identification device is configured to determine the presence of a simulation device, even when there is no discrepancy between the number of compartments in the road tanker and the standard number of compartments.

10. An overfill protection system as claimed in any one of the preceding claims, wherein the one or more simulation devices comprise a memory storage.

11. An overfill protection system as claimed in any one of the preceding claims, wherein the one or more simulation devices is / are configured to store identification data, truck service / maintenance data, refuelling / reloading data and / or overfill sensor positioning data.

12. An overfill protection system as claimed in any one of the preceding claims, further including a service device configured to be connected with the one or more simulation devices, and to upload and / or download data thereto / therefrom.

13. An overfill protection system as claimed in any one of the preceding claims, further including one or more overfill sensors configured to provide overfill status data for each compartment in the road tanker.

14. An overfill protection system as claimed in any one of the preceding claims, wherein the one or more devices configured to control loading do so by controlling a pump and / or one or more valves at the loading terminal.

15. An identification device for installation in a loading terminal, wherein the loading terminal is configured to receive and load a road tanker, the loading terminal including one or more devices configured to control loading based on overfill status data, the one or more devices preconfigured to assume that all road tankers have an standard number of compartments, and to only allow loading when overfill status data in respect of a number of compartments that is equivalent to the standard number is received, and indicates there is no overfill, wherein the identification device is configured to determine whether overfill status data is provided by an overfill sensor or a simulation device, and to thereby indicate the number of compartments in the tanker.

16. An identification device as claimed in claim 15, wherein the identification device is configured to determine whether overfill status data is provided by an overfill sensor or a simulation device based on identification data retrieved from the simulation device.

17. An identification device as claimed in claim 15 or 16, wherein the identification device is configured to indicate, for each of the standard number of compartments, whether overfill status data is being provided by an overfill sensor or a simulation device.

18. An identification device as claimed in any one of claims 15 to 17, wherein the identification device comprises a communication module, to allow communication with an external database.

19. An identification device as claimed in claim 18, wherein the identification device is configured to cross check the number of compartments of the tanker, as determined from data retrieved from one or more simulation devices and overfill sensors, with the external database.

20. An identification device as claimed in claim 19, wherein if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill to the one or more devices which control loading, such that loading is prohibited.

21. An identification device as claimed in claim 19, wherein if the cross check indicates a mismatch, the identification device is configured to indicate a risk of overfill.

22. An identification device as claimed in any one of claims 15 to 21 , wherein the identification device is configured to determine the presence of a simulation device, even when there is no discrepancy between the number of compartments in the road tanker and the standard number of compartments.

23. An identification device as claimed in any one of claims 15 to 22, wherein the one or more devices configured to control loading do so by controlling a pump and / or one or more valves at the loading terminal.

24. A simulation device for installation in a road tanker, the simulation device configured to simulate an overfill sensor for a compartment of the road tanker, the simulation device configured to provide overfill status data and identification data.

25. A simulation device as claimed in claim 24, wherein the simulation device comprises a memory storage.

26. A simulation device as claimed in claim 24 or 25, configured to store identification data, truck service / maintenance data, refuelling / reloading data and / or probe positioning data.

27. A simulation device as claimed in any one of claims 24 to 26, wherein the simulation device is configured to be connected with a tanker plug / socket, thetanker plug I socket normally utilised to facilitate connection with one or more overfill sensors.

28. A service device configured to be connected with an identification device as claimed in any one of claims 15 to 21 and / or a simulation device as claimed in any one of claims 24 to 27, and to upload and / or download data thereto / therefrom.

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