Valve actuator

Abstract

An actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that the when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed.

Description

VALVE ACTUATORField of the invention

[0001] The present invention relates to actuators for operating valves to tanks of road tankers or the like, valve assemblies including same, and road tankers including such actuators or assemblies.Background of the invention

[0002] Any reference herein to known prior art does not, unless the contrary indication appears, constitute an admission that such prior art is commonly known by those skilled in the art to which the invention relates, at the priority date of this application.

[0003] Road tankers are widely used for transporting bulk liquids, such as fuels and other chemicals. Figure 1 shows a typical tank portion of a road tanker. Tanks (e.g. 200) are often internally divided into multiple compartments (201), and typically include individual couplers / connectors (202) for each compartment that allow for loading and discharge of liquids to / from the compartments (201). The couplers / connectors (202) typically include valves (203) (sometimes referred to as ‘external’ valves), and also connect via pipework (204) to compartment valves (300) at the base of each compartment (sometimes referred to as ‘internal’ valves).

[0004] The compartment or ‘internal’ valves have particular importance when the tanker is involved in an accident. They seek to ensure that stored matter / substances are maintained in the compartments when any of the external elements, like the couplers / connectors (202), pipework (204) and / or ‘external’ valves, are damaged / compromised.

[0005] Compartment or ‘internal’ valves typically comprise a main body (301) with a passage (305) therethrough, a lid (302) that operates to close the passage, and a spring element (303) that biases the lid into the closed position. During loading or discharge, the valves are usually each held open by a pneumatic arm (304) or air ram. The compartment valves (300) are otherwise also typically manually openable by pulling a wire I cable that is connected to the lid interior. The cable I wire extends internally within the tank compartment and is pulled from the tanker walkway, at the top of the compartment, using a cam lifting mechanism that is rotated to lift the lid open via the cable I wire.

[0006] When the secondary cam lifting mechanism is used, the position of the primary operating pneumatic arm I air ram does not reflect the position of the valve lid, and so it is difficult to be sure the lid is closed (for example the air ram may be retracted but the valve still held open by the cam lifting mechanism). As such, it is sometimes the case that when the compartment valves have been opened using the secondary cam lifting mechanism, that the lids are accidentally left in the open position. The lids are also sometimes purposely left in the open position by operators looking to circumvent safety mechanisms / procedures. Even when the secondary cam lifting mechanism has been properly used by an operator, there are times when the lid might still get ’stuck’ due a fault or damage (e.g. to the biasing spring) and remain open, when the operator believes they are properly closed, e.g. by retracting the air ram.

[0007] Driving with the compartment / internal valves open is a serious concern, especially in the case of accident. Normally, when the compartment valves are closed, and the external valves are damaged, loss of stored matter / substance is limited to that remaining in the connector / coupler pipework / conduits after loading. However, if the compartment valves are open, the whole contents of the compartments is typically lost. Such leakage may cause significant economic loss, danger to the surrounding population,and environmental pollution, especially if the leaked substance is hazardous, toxic and / or caustic.Summary of the invention

[0008] In a first broad form, the present invention provides, an actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for: connection with a closure member of the valve, such that when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed; and operative connection with a brake of the road tanker such that a braking application pathway to the brake is activated when the arm is in the first position

[0009] In some forms, the arm is configured for operative connection with the brake such that the braking application pathway is deactivated when the arm is in the second position.

[0010] In some forms, the arm is configured for operative connection with the brake such that the braking application pathway is activated unless the arm is in the second position.

[0011] In some forms, the arm is an extendable arm. In some forms, the first position is an extended position of the arm, and the second position is a retracted position of the arm. In some forms, the arm is pneumatically powered.

[0012] In some forms, the arm comprises a shaft of a pneumatic cylinder, the shaft being extendable from a first end of a barrel of the cylinder, a first end of the shaft connected to or integral with a piston contained within the barrel, and a second opposite end of the shaft configured for connection with the closure member of the valve. In someforms, the second end of the shaft is configured for pivoting connection with the closure member.

[0013] In some forms, the actuator includes a blocking unit operatively connected to the arm that operates to block / unblock a signal to the brake, such that when the arm is in the first position, the signal to the brake is unblocked, and when the arm is in the second position, the signal to the brake is blocked. In some forms, the signal is a pneumatic signal from a pneumatic power supply.

[0014] In some forms, the blocking unit includes: a chamber with two ports, one of the ports being for pneumatic connection to the brake, and the other of the ports being for receiving gas from the pneumatic power supply; and a blocker movable within the chamber to block at least one of the ports and thereby prohibit gas from the pneumatic power supply being transmitted to the brake.

[0015] In some forms, the blocker extends integrally from or is connected to the piston of the pneumatic cylinder, and the blocker extends out of a second end of the barrel of the pneumatic cylinder, into the chamber of the blocking unit.

[0016] In some forms, the actuator includes a shear portion configured to preferentially shear. In some forms, the shear portion is located on the shaft of the pneumatic cylinder.

[0017] In some forms, the actuator further includes a sensor detect the position of the arm. In some forms, the sensor is configured to communicate with an indicator.

[0018] In a second broad form, the present invention provide an actuator for operating a valve to a tank of a road tanker or the like, the actuator including: an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that the when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed;and an arrangement configured to facilitate determination of whether the valve is open or closed based on the position of the arm.

[0019] In some forms, the arm is an extendable arm. In some forms, the first position is an extended position of the arm, and the second position is a retracted position of the arm. In some forms, the arm is pneumatically powered.

[0020] In some forms, the arm comprises a shaft that extends and retracts to respectively provide the first and second positions, an end of the shaft being configured for connection with the closure member of the valve. In some forms, the arm is a shaft of a pneumatic cylinder, the shaft extendable from a first end of a barrel of the pneumatic cylinder, a first end of the shaft connected to or integral with a piston contained within the barrel, and a second opposite end of the shaft configured for connection with the closure member of the valve.

[0021] In some forms, wherein the arrangement includes a sleeve around the shaft, and a channel in the shaft, the sleeve and channel together defining passage for gas flow about and / or through the shaft, the sleeve including an inlet port and an outlet port which align with the passage when the shaft is in the first position such that gas is permitted to flow from the inlet port to the outlet port through the passage.

[0022] In some forms, when the shaft is in the second position the inlet port and / or outlet port does / do not align with the passage such that gas is prohibited from flowing from the inlet port to the outlet port through the passage.

[0023] In some forms, the inlet port and outlet port align with the passage such that gas is permitted to flow from the inlet port to the outlet port through the passage, except when the shaft is in the second position.

[0024] In some forms, the arrangement includes a sensor to detect the position of the arm.

[0025] In some forms, the end of the shaft configured for connection with the closure member is configured for a pivoting connection. In some forms, the end of the shaft configured for connection with the closure member includes a hook to hook over a roller of the closure member.

[0026] In some forms, the actuator includes a shear portion configured to preferentially shear. In some forms, shear portion is located on the shaft.

[0027] In a third broad form, the present invention provides an actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that the when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed.

[0028] In a fourth broad form, the present invention provides a valve assembly for installation in a road tanker or the like, to control the flow of matter into and out of a tank of the road tanker, the assembly including: a body for securement to the tank, the body having a passage for matter flow; a closure member moveable between a closed position and an open position, wherein, in the closed position, the closure member blocks matter flow through the passage; and an actuator as described in any of the above forms, the actuator connected to the closure member, and operable to move the closure member from the closed position to the open position. In some forms, the valve assembly is to control the flow of liquid matter.

[0029] In some forms the valve assembly further include a biasing means, to bias the closure member to the closed position. In some forms, the biasing means is a spring.

[0030] In some forms, the closure member of the valve is pivotally connected with the actuator. In some forms, wherein the pivoting connection is provided by a hook on the actuator that engages with a roller on the closure member.

[0031] In a fifth broad form, the present invention provides a road tanker including a valve assembly as described in any one of the above forms.

[0032] In sixth broad form, the present invention provides a road including an actuator as described in any one of the above forms.Brief description of the drawings

[0033] The present invention will become more fully understood from the following detailed description described which refers to the accompanying drawings in which: Figure 1 illustrates an isometric view of a typical tank used on a road tanker;Figure 2 illustrates a close-up view of the underside of the tank shown in figure 1 where a valve is fitted;Figure 3 illustrates an isometric view of a typical compartment valve that may be used in the tank shown in figures 1 and 2;Figure 4 illustrates a top view of the compartment valve shown in figure 3;Figure 5 illustrates a side view of the compartment valve shown in figures 3 and 4;Figure 6 illustrates a cross-sectional view of section A-A of the compartment valve shown in figure 4;Figure 7 illustrates a schematic cross-sectional view of one embodiment of an actuator according to the present invention;Figure 8 illustrates a schematic cross-sectional view of the actuator of figure 7, when the arm portion of the actuator is in a retracted position;Figure 9 illustrates a schematic cross-sectional view of the retracted actuator of figure 8 fitted to a compartment valve according to one example of the invention, also showing the lid of the compartment valve is in the closed position;Figure 10 illustrates a schematic cross-sectional view of the actuator shown in figure 7, when the shaft of the actuator is in an extended position;Figure 11 illustrates a schematic cross-sectional view of the extended actuator shown in figure 10 fitted to a compartment valve according to one example of the invention, also showing the lid of the compartment valve is in an open position;Figure 12 illustrates a schematic cross-sectional view of the actuator shown in figure 7, when the arm portion of the actuator is in a partially extended position;Figure 13 illustrates a schematic cross-sectional view of the partial extended actuator of figure 12 fitted to a compartment valve according to one example of the invention, also showing the lid of the compartment valve is in a partially open position.Figure 14 illustrates a cross-sectional view of one example embodiment of an actuator fitted to a compartment valve;Figure 15 is a close-up view of section B of the actuator shown in figure 14;Figure 16 shows a side view of the actuator and compartment valve of figure 14, but with the body of the actuator transparent; andFigure 17 shows a side view of the actuator and compartment valve of figure 14.Detailed description

[0034] Embodiments of the invention provide an actuator for operating a valve to a tank of a road tanker or the like. It will be appreciated that road tankers may otherwise be referred to as tanker trailers or tank trucks, and generally refer to trucks which include tanks for the transport of bulk matter (e.g. liquids, gases and / or solids). The valve may be, for example, an inlet / outlet valve for a tank compartment that is opened for filling or discharge of matter (e.g. fuel) into / from the compartment.

[0035] The actuator includes an arm movable between a first position and a second position, with the arm being configured for connection with a closure member of the valve, such that when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed. ‘Connection’ between the arm and the closure member is a continuous engagement, such that movement of the arm always results in corresponding movement of the closure member, and vice versa (e.g. connection may be a coupling, linkage or hooked-type connection).

[0036] In some embodiments, the arm may also configured for operative connection with a brake of the road tanker, such that a braking application pathway is activated when the arm is in the first position. Typically, operative connection with the brake is also such that the braking application pathway is deactivated when the arm is in the second position. It will be appreciated that ‘operative connection’ with the brake may be via direct or indirect connection. It will also be appreciated that a ‘braking application pathway’ is a mechanism or signal pathway to apply a brake, and when it is ‘activated’ the brakes are applied or engaged through that pathway. It will be appreciated that when the braking application pathway is ‘deactivated’ the brake is not applied or engaged through that pathway, but may, depending on the overall braking system implemented on the tanker, be or have been applied by other means. For example, whilst a braking application pathway through operative connection with the actuator may be deactivated (so there is no application or engagement of a relevant brake via this pathway) a relevant brake might otherwise be engaged via other means, such as by, for example, by another automatic system / mechanism on the tanker or manual operation of braking lever.

[0037] It will be appreciated that there may be positions / configurations wherein the valve is partly open i.e. when the arm may be in a position / configuration between the first (valve open) and second (valve closed) positions, and it will be appreciated that generally,the operative connection with the brake is such that the braking application pathway is activated unless the arm is in the second position (and the valve is closed). In this way, the tanker is prohibited from movement when the valve is open or partly open.

[0038] When implemented, these embodiments provides advantages in that instances where the valve is left open or partly open (e.g. either inadvertently due to a malfunction or purposely due to malpractice) are reduced. In particular, an operator can be confident the valve is closed if the brake is permitted to be disengaged, due to the connection between, and corresponding movement of, the actuator arm and closure member of the valve, noting the actuator arm movement also regulates operation of the brake.

[0039] The arm is typically an extendable arm, such as an axially extendable arm, and typically the first position is an extended position of the arm, and the second position is a retracted position of the arm. The arm may be electronically, hydraulically or pneumatically powered. Generally though, the arm is pneumatically powered.

[0040] The arm is typically a shaft of a pneumatic cylinder, the shaft being extendable from a first end of a barrel of the pneumatic cylinder. A first end of the shaft typically being connected to a piston contained within the barrel, and a second opposite end of the shaft being configured for connection with the closure member of the valve.

[0041] Usually, the second end of the shaft is configured for a hinged or pivoting connection with the closure member. For example, the second end of the shaft may include a passage therethrough configured for receipt of a hinge pin. In one example, the hinge pin threads through the passage and is mounted to the closure member (for example through a clevis or lugs) to allow pivoting connection between the shaft and closure member. In another example the second end of the shaft includes a hook that hooks over a roller on the closure member. The roller is typically loosely held by the hook.

[0042] In these embodiments which are configured for operative connection with a brake of the tanker, the actuator also typically includes a blocking unit or portion operatively connected to the arm that operates to block / unblock a signal to the brake. When the arm is in the first position, the signal to the brake is unblocked, and when the arm is in the second position, the signal to the brake is blocked. Usually, the signal is a pneumatic (e.g. air) signal from a pneumatic power supply. It will be appreciated this is one means of activating I deactivating the relevant braking application pathway. It will also be appreciated to a person skilled in the art that ‘air I pneumatic brakes’ on tankers (to which the presently described actuators may in some cases be operatively connected) typically relate to spring brakes that are disengaged when air is applied, and engaged when air is released. In the context of the presently described embodiments, when a pneumatic (e.g. air) signal is not blocked, and permitted to reach an ‘air / pneumatic brake’, it triggers release of air therefrom such that the spring brakes are applied.

[0043] The blocking unit typically includes a chamber with two ports, one of the ports being for pneumatic connection to the brake, and the other of the ports being for receiving gas from the pneumatic power supply. A blocker is movable within the chamber to block at least one of the ports to thereby prohibit gas from the pneumatic power supply being transmitted to the brake. It will be appreciated that usually the pneumatic fluid utilised is compressed air.

[0044] In one example, the blocker extends integrally from or is connected to the piston of the pneumatic cylinder, and extends from the piston out of a second end of the barrel of the pneumatic cylinder, into the chamber of the blocking unit. As such, it will be appreciated that movement (i.e. extension / retraction) of the cylinder shaft, also provides corresponding movement of the blocker within the chamber. The blocker may comprise a shaft portion that extends between the cylinder barrel and the blocking unit chamber,and a disc or piston portion that moves within the chamber to block / unblock at least one of the ports.

[0045] Typically, the actuator includes a shear portion configured to preferentially shear. This provides that, during an accident, the actuator preferentially shears from the valve rather that possibly causing it to open. In one example, the shear portion is located on the shaft of the pneumatic cylinder. However, it will be appreciated the shear portion may be located elsewhere and may be at the connection with closure member (e.g. at the hinge pin or clevis on the closure member).

[0046] In some forms, the actuator may also include a sensor to detect the position of the arm, and the sensor may be configured to be communicate (e.g. via wired or wireless connection) with an indicator. The indicator typically being configured to indicate the status of the valve, such as, for example, when the valve is open or partly open. As the brake may be engaged for several reasons (i.e. including reasons other than the valve being in the open position), having an indicator can assist an operator to diagnose why the brake is engaged. In forms where the actuator comprises a blocking unit / portion, the indicator may be pneumatically actuated, and may for example be pneumatically connected to the port that is pneumatically connected to the brake, so that when the brake is operated via that pathway, the same pneumatic supply operates the indicator.

[0047] Whilst embodiments of the invention may provide actuators as described above that are suitable for interlocking with a brake or braking system of a road tanker to which they are fitted, other embodiments may simply be configured for connection to the valve such that they are reflective of the position of the closure member of the valve. Such embodiments typically include an arrangement (of components / structures / physical features) that facilitate determination of the of whether the valve is closed or open.

[0048] Generally speaking, such embodiments again provide an actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position. Again the arm is configured for connection with a closure member of the valve, such that when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed. However, in this embodiment, the actuator also comprises an arrangement configured to facilitate determination of whether the valve is closed or open based on the position of the arm. The arrangement may take a variety of forms.

[0049] As with the previously described embodiments the actuator is typically an extendable arm, and typically, the first position is an extended position of the arm, and the second position is a retracted position of the arm. Again usually, the arm is pneumatically powered, but may also be powered by other means, such as electric or hydraulic means.

[0050] Generally, the arm comprises a shaft or rod that extends and retracts to provide the first and second positions. An end of the shaft or rod being configured for connection with the closure member of the valve. Usually, the arm is a shaft of a pneumatic cylinder, the shaft being extendable from a first end of a barrel of the pneumatic cylinder. A first end of the shaft being connected to or integral with a piston contained within the barrel, and a second, opposite end of the shaft, being configured for connection with the closure member of the valve.

[0051] The arrangement (of components / structures / physical features) in such forms includes a sleeve around the shaft, and a channel in the shaft, the sleeve and channel together defining passage for gas flow about and / or through the shaft. The sleeve includes an inlet port and an outlet port which align with the passage when the shaft is positioned such that the valve is at least partially open. Thus when the valve is open orpartially open gas is permitted to flow from the inlet port to the outlet port through the passage. When the valve is closed, the shaft is positioned such that the inlet and / or outlet port do not align with the passage, such that gas is not permitted to flow from the inlet port to the outlet port through the passage.

[0052] In this way alignment / misalignment between the inlet port (215), outlet port (216) and passage, when connected to a pneumatic line (not shown), allow for transmission of an air I gas signal when the valve is open (or partially open), while blocking transmission of an air / gas signal when the valve is closed. A permitted air / gas signal may thereafter actuate an indicator (for example a light or alarm etc.) connected downstream from the outlet port, such that an operator is sufficiently alerted to the valve being open or partially open.

[0053] In other forms, the arrangement may include a sensor to detect the position of the arm, and the sensor may be connected to an appropriate indicator (e.g. light, alarm etc).

[0054] As with previously described forms the end of the shaft configured for connection with the closure member is typically configured for a hinged or pivoting connection. In some forms the end of the shaft configured for connection with the closure member includes a hook, to hook over a roller of the closure member. Also, as with the previously described embodiments, the actuator may include a shear portion configured to preferentially shear (e.g. in the case of an accident). Usually, the shear portion is located on the shaft. Alternatively or additionally, it is noted that when a hook engagement is used, the hook may designed I configured to simply unhook from the roller in the event of accident, keeping the valve (including lid) intact.

[0055] It will also be appreciated that advantages of the embodiments of the invention described are in part enabled by the nature of the connection between theactuator and the closure member which is a connection that is continuously engaged, so that movement of the actuator arm always correlates with opening / closure of the closure member of the valve. Accordingly, a broad embodiment of the invention relates simply to actuator being configured for such connection with the valve. As described this functionality / linkage may be utilised by a number of means, for example, by interlocking to a braking system, or in conjunction with an arrangement to facilitate determination of whether the valve is open or closed. Accordingly, broad embodiments of the invention relate simply to an actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that the when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed.

[0056] It will be appreciated that embodiments of the invention may also be in the form of valve assemblies that includes actuators as described herein. For example, embodiments may provide a valve assembly for installation in a road tanker or the like to control the flow of matter into and out of a tank of the road tanker. The assembly including a body for securement to the tank, which has a passage for matter flow, and a closure member moveable between a closed position and an open position. When in the closed position, the closure member blocks matter flow through the passage. The assembly also including an actuator as described herein, connected to the closure member, and operable to move the closure member from the closed position to the open position. In one form, the valve assembly is to control the flow of liquid matter. Connection between the closure member of the valve and actuator, is typically a hinged or pivoting connection.The valve assembly also typically includes a biasing means, to bias the closure member to the closed position. For example, the biasing means may be a spring.

[0057] It will also be appreciated that embodiments of the invention may be in the form of road tankers or the like that include valve assemblies or actuators as described herein.

[0058] One particular example of an actuator (1) as described herein, for a compartment inlet / outlet valve (100) of a road tanker, is shown in Figures 7 to 13. The actuator (1) includes a pneumatic cylinder (2). The pneumatic cylinder includes a barrel (3), piston (4) and extendable arm or shaft (5). The shaft extends from and retracts into a first end (6) of the barrel (3). A first end (7) of the shaft (5) is connected to or integral with the piston (4), which is located within the barrel, and a second end (8) of the shaft (5) is configured for connection with a closure member (101) of the inlet / outlet valve (100). It will be appreciated that in use the valve (100) is located at / in the underside of a tank compartment of a road tanker, and that typically, a return spring (103) biases the lid / closure member (101) to the closed position.

[0059] The second end (8) of the shaft (5) includes a passage (9) therethrough for receipt of a hinge pin (10), which is located therethrough and through lugs (104) in the lid / closure member (101) of the valve (100) when the actuator is installed. In this way the shaft (5) is pivotally connected to the lid / closure member (101) of the valve (100). The connection is such that when the shaft is in the extended position, the valve (100) is open (see e.g. figs 10 and 11) and when the shaft is in the retracted position, the valve is closed (see e.g. figs 8 and 9). It will be appreciated that other means of connection may be implemented between the shaft and the lid / closure member (101) of the valve (100), but connection must be such that movement of the lid and shaft always correspond in both extension and retraction of the shaft.

[0060] In typical operation of the actuator (1), to open the valve (100), air is supplied through a port (11) at a second end (14) of the barrel which forces movement of the piston(4) and shaft (5), such that the shaft is extended from the first end (6) of the barrel (3). On movement of the piston / shaft air is exhausted via a port (12) at the first end of the barrel (6) (it will be appreciated that the ports (11 ,12) at the second / first end of the barrel are located at opposite side of the piston). For closure of the valve, air is vented from the barrel via the port (11) at the second end of the barrel, and the shaft returned to the retracted position under the force of the return spring (103). During retraction, air from the atmosphere is received in via the port (12) at the first end of the barrel. It will be appreciated that O-rings I seals (13) are located to seal the different chambers of the barrel, and allow for movement of the respective parts of the cylinder (e.g. piston, shaft).

[0061] As the shaft is connected to the closure member / lid, extension / retraction of the shaft results in movement of the closure member I lid. Figures 8 and 9 respectively show a retracted position of the shaft and corresponding closed position of the valve (100), whilst Figures 10 and 11 respectively show an extended position of the shaft and corresponding open position of the valve (100). It will be therefore be appreciated that by monitoring / sensing extension of the movement of the shaft), an operator can determine the position of the valve. It will be appreciated that whilst the closure member I lid as shown in the embodiment of the figures is a hinged lid, it will be appreciated that the actuator as described herein may also be implemented for other valve types with different forms of closure member, such as, for example poppet type valves.

[0062] At a second end (14) of the barrel (3), the actuator (1) includes a blocking unit or portion (1b), which comprises a chamber (16) and a blocker (17) that moves within the chamber (16). The chamber (16) includes two ports (18, 19), one (18) for the receipt of air from a compressedair supply, and one (19) for pneumatic connection to a brake or brake system of the road tanker. The blocker (17) is connected to or extends integrally from the piston of the pneumatic cylinder (2). The blocker includes a shaft (20) thatextends between the barrel (3) of the pneumatic cylinder and the chamber (16) of the blocking unit (1 b), and a disc or piston (21) which moves within the chamber (17) of the blocking unit to block the passage of air between the chamber ports (18,19). In this way the movement of the blocker (17) corresponds to movement of the shaft / piston, and consequently, movement of the closure member (101). Furthermore, the blocking unit is configured such that when the cylinder shaft (5) is in the extended position, and the valve (100) is open, passage of air between the ports (18, 19) is not blocked, such that air is transmitted to the brake I brake system, and it is engaged. As previously noted, it will be appreciated to a person skilled in the art that ‘air / pneumatic brakes’ on tankers (to which the presently described actuators may in some cases be operatively connected) typically relate to spring brakes that are disengaged or ‘held off’ when air is applied, and engaged when air is released. Thus, in the context of the presently described embodiments, when an air signal is not blocked by the blocking unit or portion, and permitted to reach an ‘air / pneumatic brake’, it triggers release of air therefrom such that the spring brakes are applied.

[0063] The blocking unit essentially interlocks the valve with the brake I braking system of the tanker, such that the tanker cannot be moved unless the valve is closed. As shown in figures 10 and 11 , when the valve is closed, the shaft (5) is in the retracted position, and the blocker appropriately blocks airflow between the chamber ports (18, 19) such that an air signal is not supplied to brake I brake system, i.e. this brake application pathway is deactivated (and the brakes will be disengaged if they are not otherwise engaged by other means). Again, it will be appreciated O-rings I seals (13) are located to seal the different chambers, and allow for movement of the respective parts of the blocking member.

[0064] It will be appreciated that the ports (18,19) are appropriately positioned, and the blocking unit appropriately configured, such that blocker (17) only sufficiently blocks the ports to deactivate the brake application pathway, when the valve is in the fully closed position. For example, Figures 12 and 13 respectively show a partially extended position of the arm portion (1a) and corresponding partially open position of the valve (100). In this case the blocker (17) is not sufficiently positioned in the chamber (16) to appropriately block the passage of air between the ports (18, 19). In particular, the seal / O-ring (13) at the disc (21) has not progressed beyond the port (19) pneumatically connected to the brake, such that an air signal from the air supply port (18) is still transmitted therethrough to the brake / brake system, so that it remains to be engaged.

[0065] In some examples, the actuator may include a sensor (not shown) that determines the position of the closure member of the valve (e.g. open, partly open or closed) by detecting the position or level of extension of the shaft (e.g. fully extended, partially extended, fully retracted. The sensor would typically be configured for communication (via a wired or wireless connection) with an indicator that would then indicate (e.g. visually, via one or more lights or other type of display, or via an alarm etc.) whether the valve was open, partly open or closed, based on information received from the sensor. As the brake may be engaged for a number of reasons, the inclusion of an indicator helps to diagnose the reason for brake engagement when it may not be immediately obvious.

[0066] In other forms, the indicator may be operatively / pneumatically connected to port (19), such that when an air signal is permitted to progress out of port (19) to operate the brake / brake system, the indicator is also actuated to indicate the valve is open (for example using a certain coloured light etc.). Similarly, when port (19) is blocked, such that an air signal cannot pass therethrough, the indicator indicates the valve is closed. Itwill be appreciated that in this form, rather than relying on a sensor to detect the position or level of extension of the arm, the indicator is actuated by presence / absence of an air supply or ‘air signal’.

[0067] A further embodiment of an actuator according to the invention is shown in Figures 14 to 17. In this example, rather than interlocking with the braking system, the actuator (200) includes an arrangement to facilitate determination of whether the valve is closed or open.

[0068] The actuator (200) as shown includes a pneumatic cylinder with a shaft / rod (201), barrel (202) and piston (203). As is typical and as previously described, the pneumatic cylinder includes supply (204) and vent port (205), and spring (206) to bias the shaft / rod for retraction. A distal end (207) of the shaft includes a hook (208) that hooks over a roller (209) of the closure member (210) of the valve (222), which is a lid. As shown the roller (209) is mounted between two lugs (211) that extend from the lid (210). The connection between the shaft (201) and the lid (210) is such that with extension and retraction of the shaft (201), the hook (208) maintains its engagement with the roller (209), with the roller (209) rolling as needed to allow for opening and closing of the lid (210). In this way extension of the shaft (201) opens the lid, and retraction of the shaft closes the lid, and movement of the shaft correlates with opening / closing of the lid (210). It will be appreciated that other components and operation of the valve (222) are similar to as described previously (i.e. for valve (100)) e.g. a spring (223) is included to bias the lid (210) to the closed position.

[0069] As mentioned, the actuator (200) in this form additionally includes an arrangement to facilitate determination of whether the valve is open or closed. In this example, the arrangement includes a sleeve (212) around the shaft (201), and a channel (213) in the shaft, the sleeve and channel together defining passage (214) for gas flowabout the shaft. The sleeve includes an inlet port (215) and an outlet port (216) which align (or form a fluid connection) with the passage (214) when the shaft is in the extended position (and the valve is open), such that gas is permitted to flow through the passage from the inlet port to the outlet port. As shown, the channel is a groove formed in and around the shaft, and it is sized such that the inlet and outlet ports also remain aligned with the passage when the shaft is partially retracted (and the valve is partially open). It is only when the shaft is fully retracted, and the valve is closed, that the inlet port is not aligned with the passage, and gas not permitted to enter the passage.

[0070] In the present example the sleeve (212) is an integral portion / extension of the body of the barrel (202) of the pneumatic cylinder, however it will be appreciated that the sleeve may take other forms. It will also be appreciated that while the channel is formed by a groove around the shaft in this example an alternative may have the channel extend through the shaft.

[0071] As shown O-rings (217 and 218) are fitted to the shaft such that the passage is sealed to avoid leakage between the shaft and sleeve (212). i.e. gas is prohibited from travelling in and out of the passage (214) other than via ports (e.g. 215, 216).

[0072] As described, when the shaft is in the retracted position and the valve is closed, the shaft is positioned such that the inlet port (215) does not align with the passage, and gas / air cannot enter the passage (214) via the inlet port (215), to thereafter flow to the outlet port.

[0073] In typical operation, a pneumatic line (not shown) is connected across the inlet and outlet port. When the valve is open (or partly open) alignment between the inlet port (215), outlet port (216) and passage allows for transmission of an air I gas signal along the pneumatic line. Downstream from the outlet port the air / gas signal maythereafter actuate an indicator (for example a light, display, alarm or the like) such that an operator is sufficiently alerted to the valve being open.

[0074] Conversely when the shaft is retracted and the valve is closed, there is misalignment of the inlet port so that no air / gas signal flows into the passage to thereafter exit via the outlet and actuate any indicator. The arrangement also allows for flushing of the pneumatic line downstream from the outlet port as the valve is closed, to avoid an air / gas signal being maintained, and any indicator providing a ‘false open’ reading. This is achieved by an exhaust port (219) arranged on the sleeve, such that when the shaft is retracted position, and the valve (222) is closed, the exhaust port (219) and outlet port (216) are aligned with the passage defined by the sleeve and channel, such that any pressurised air / gas from the pneumatic line downstream from the outlet port flushes from the exhaust port.

[0075] Additional O-rings (220) are mounted in the sleeve close to the top portion thereof to stop ‘signal air / gas’ from the inlet port travelling into the fuel chamber when the valve is closed and the shaft is positioned so that the inlet port is beyond the passage sealing O-rings (217). Similarly, O-rings (221) are included close to the top end of the sleeve to prohibit fuel travelling from the fuel chamber between shaft and sleeve into passage (214).

[0076] In a further form (not shown) the arrangement to facilitate determination of whether the valve is open or closed may include a sensor (such as a proximity or displacement sensor) in order to detect the position of the arm, and to thereby determine the status of the valve (i.e. open I closed). The sensor being configured to communicate (via a wired or wireless connection) with an indicator (e.g. light, display or alarm etc) to indicate the status of the valve.

[0077] It will be appreciated that the actuators as described herein may be retrofit to existing compartment valves or integrally manufactured therewith. Similarly, it will be appreciated that the actuators or valve assemblies including same as described herein may be retrofit to existing road tankers or integrally manufactured therewith.

[0078] It will also be appreciated that the actuators and valve assemblies as described herein may find application with tanks or containers other than those that are part of road tankers, such as, for example, tanks for other transport vehicles or storage tanks I containers.

[0079] It will also be appreciated to a skilled person that where gas flow herein is described to be prohibited, blocked, stopped or the like, this should be interpreted to also include substantial prohibition, blocking, stoppage or the like i.e. where there might be insignificant leakage that does not alter the intended operation of the actuator, valve assembly or other device as described herein.

Claims

Claims1 . An actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for: connection with a closure member of the valve, such that when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed; and operative connection with a brake of the road tanker such that a braking application pathway to the brake is activated when the arm is in the first position.

2. An actuator as claimed in claim 1 , wherein the arm is configured for operative connection with the brake such that the braking application pathway is deactivated when the arm is in the second position.

3. An actuator as claimed in claim 1 or 2, wherein the arm is configured for operative connection with the brake such that the braking application pathway is activated unless the arm is in the second position.

4. An actuator as claimed in any one of claims 1 to 3, wherein the arm is an extendable arm.

5. An actuator as claimed in claim 4, wherein the first position is an extended position of the arm, and the second position is a retracted position of the arm.

6. An actuator as claimed in any one of claims 1 to 5, wherein the arm is pneumatically powered.

7. An actuator as claimed in any one claim 1 to 6, wherein the arm comprises a shaft of a pneumatic cylinder, the shaft being extendable from a first end of a barrel of the cylinder, a first end of the shaft connected to or integral with a piston contained within the barrel, and a second opposite end of the shaft configured for connection with the closure member of the valve.

8. An actuator as claimed in claim 7, wherein the second end of the shaft is configured for pivoting connection with the closure member.

9. An actuator as claimed in any one of claims 1 to 8, wherein the actuator includes a blocking unit operatively connected to the arm that operates to block / unblock a signal to the brake, such that when the arm is in the first position, the signal to the brake is unblocked, and when the arm is in the second position, the signal to the brake is blocked.

10. An actuator as claimed in claim 9, wherein the signal is a pneumatic signal from a pneumatic power supply..

11. An actuator as claimed in claim 10, wherein the blocking unit includes: a chamber with two ports, one of the ports being for pneumatic connection to the brake, and the other of the ports being for receiving gas from the pneumatic power supply; anda blocker movable within the chamber to block at least one of the ports and thereby prohibit gas from the pneumatic power supply being transmitted to the brake.

12. An actuator as claimed in claim 11 , when dependent on claim 7 or 8, wherein the blocker extends integrally from or is connected to the piston of the pneumatic cylinder, and the blocker extends out of a second end of the barrel of the pneumatic cylinder, into the chamber of the blocking unit.

13. An actuator as claimed in any one of the preceding claims, wherein the actuator includes a shear portion configured to preferentially shear.

14. An actuator as claimed in claim 13, when dependent on claim 7 or 8, wherein the shear portion is located on the shaft of the pneumatic cylinder.

15. An actuator as claimed in any one of the preceding claims, further including a sensor detect the position of the arm.

16. An actuator as claimed in any one of the preceding claims, wherein the sensor is configured to communicate with an indicator.

17. An actuator for operating a valve to a tank of a road tanker or the like, the actuator including: an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that thewhen the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed; and an arrangement configured to facilitate determination of whether the valve is open or closed based on the position of the arm.

18. An actuator as claimed in claim 17, wherein the arm is an extendable arm.

19. An actuator as claimed in claim 18, wherein the first position is an extended position of the arm, and the second position is a retracted position of the arm.

20. An actuator as claimed in any one of claims 17 to 19, wherein the arm is pneumatically powered.

21. An actuator as claimed in any one of claims 17 to 20, wherein the arm comprises a shaft that extends and retracts to respectively provide the first and second positions, an end of the shaft being configured for connection with the closure member of the valve.

22. An actuator as claimed in any one of claims 17 to 20, wherein the arm is a shaft of a pneumatic cylinder, the shaft extendable from a first end of a barrel of the pneumatic cylinder, a first end of the shaft connected to or integral with a piston contained within the barrel, and a second opposite end of the shaft configured for connection with the closure member of the valve.

23. An actuator as claimed in claim 21 or 22, wherein the arrangement includes a sleeve around the shaft, and a channel in the shaft, the sleeve and channeltogether defining passage for gas flow about and / or through the shaft, the sleeve including an inlet port and an outlet port which align with the passage when the shaft is in the first position such that gas is permitted to flow from the inlet port to the outlet port through the passage.

24. An actuator as claimed in claim 23, wherein when the shaft is in the second position the inlet port and / or outlet port does / do not align with the passage such that gas is prohibited from flowing from the inlet port to the outlet port through the passage.

25. An actuator as claimed in claim 23 or 34, wherein the inlet port and outlet port align with the passage such that gas is permitted to flow from the inlet port to the outlet port through the passage, except when the shaft is in the second position.

26. An actuator as claimed in any one of claim 17 to 22, wherein the arrangement includes a sensor to detect the position of the arm.

27. An actuator as claimed in claim 21 to 25, wherein the end of the shaft configured for connection with the closure member is configured for a pivoting connection.

28. An actuator as claimed in claim 27, wherein the end of the shaft configured for connection with the closure member includes a hook to hook over a roller of the closure member.

29. An actuator as claimed in any one of claims 17 to 28, wherein the actuator includes a shear portion configured to preferentially shear.

30. An actuator as claimed in claim 27, when dependent on any one of claims 21 or 28, wherein the shear portion is located on the shaft.

31. An actuator for operating a valve to a tank of a road tanker or the like, the actuator including an arm movable between a first position and a second position, the arm being configured for connection with a closure member of the valve, such that the when the arm is in the first position the valve is open, and when the arm is in the second position the valve is closed.

32. A valve assembly for installation in a road tanker or the like, to control the flow of matter into and out of a tank of the road tanker, the assembly including: a body for securement to the tank, the body having a passage for matter flow; a closure member moveable between a closed position and an open position, wherein, in the closed position, the closure member blocks matter flow through the passage; and an actuator as claimed in any one of the preceding claims, the actuator connected to the closure member, and operable to move the closure member from the closed position to the open position.

33. A valve assembly as claimed in claim 32, wherein the valve assembly is to control the flow of liquid matter.

34. A valve assembly as claimed in claim 33, further including a biasing means, to bias the closure member to the closed position.

35. A valve assembly as claimed in claim 34, wherein the biasing means is a spring.

36. A valve assembly as claimed in any one of claims 32 to 35, wherein the closure member of the valve is pivotally connected with the actuator.

36. A valve assembly as claimed in claim 36, wherein the pivoting connection is provided by a hook on the actuator that engages with a roller on the closure member.

37. A road tanker including a valve assembly as claimed in any one of claims 31 to 37.

38. A road tanker including an actuator as clamed in any one of claims 1 to 31.

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