Information
-
Patent Grant
-
6318400
-
Patent Number
6,318,400
-
Date Filed
Wednesday, December 1, 199924 years ago
-
Date Issued
Tuesday, November 20, 200122 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Buiz; Michael Powell
- Krishnamurthy; Ramesh
Agents
- Blackwell Sanders Peper Martin
-
CPC
-
US Classifications
Field of Search
US
- 137 111
- 137 112
- 137 113
- 251 332
- 251 333
-
International Classifications
- F16K3112
- F16K1107
- G05D1103
-
Abstract
The hydraulic shuttle valve has two coaxial supply ports and a transverse function port to direct fluid coming from alternative control sources to a blow out preventor (BOP). The valve includes a moveable shuttle with opposing tapered metal sealing surfaces to alternatively engage opposing coaxial metal valve seats. The shuttle moves back and forth into alternative sealing engagement depending on which supply port has the highest fluid pressure. As the shuttle moves from engagement with one metal seat to engagement with another, there is low or no interflow from one supply port to the other, thus maximizing the amount of fluid directed to the function port. An obtuse metal point is formed on each metal valve seat which comes into contact with a respective outward tapered sealing surface on the shuttle. Repeated movement of the shuttle to and fro displaces a portion of the metal point into a recessed chamfer. This displacement of metal insures a good metal to metal seal between the shuttle and the metal valve seat. This displacement of metal is also known as “progressive coining.”In alternative embodiments, the low interflow hydraulic shuttle valve with metal to metal seals can include three or more supply ports. In the alternative embodiments, a plurality of body sections each containing at least one supply port and a shuttle valve can be stacked one upon the other to achieve a multi-supply port configuration as required by the application. In the alternative embodiments, the metal to metal seals of the shuttle and the valve seats progressively coin to insure a good seal.
Description
BACKGROUND OF THE INVENTION
A. Field of the Invention
This invention relates to valves, and more particularly to shuttle valves. The invention is an improvement upon shuttle valves of the type made and sold by applicant's assignee, Gilmore Valve Company, which is the owner of the other U.S. patents for improved shuttle valves including U.S. Pat. Nos. 3,533,431 and 4,253,481.
B. Description of the Prior Art
Shuttle valves have been used for many years to control the flow of gases as in U.S. Pat. Nos. 1,529,384 and 2,408,799. Other shuttle valves have been used to control the flow of liquids as in U.S. Pat. Nos. 1,686,310 and 1,795,386.
Shuttle valves used to control hydraulic fluid, particularly those used in underwater oil field equipment, must be designed taking into consideration working pressures, up to several thousand psi and flow rates of up to several hundred gpm. It is especially important that underwater shuttle valves used in connection with operation of subsea blowout preventers (BOPs) have a long trouble-free life because of their inaccessibility. The differential pressure on the shuttle often results in high momentum as it moves from one valve seat to another. When a shuttle contacts a valve seat, the repeated impact can break or crack the cage or cause it to be warped, and can otherwise disrupt proper valve operation.
One way to address the problem of shuttle impact is to lighten the shuttle and provide rubber cushions in the form of thick sealing elements as shown in U.S. Pat. No. 3,038,487. Yet another way of addressing shuttle impact is a hydraulic cushion as shown in U.S. Pat. No. 4,253,481 owned by applicant's assignee. The hydraulic cushion discussed above is similar to the action of a hydraulic cushioned slush pump valve as shown in U.S. Pat. Nos. 2,197,455 and 2,605,080. U.S. Pat. No. 2,654,564 discloses a metal to metal seat to take the axial load imposed on the shuttle and thereby to limit the pressure on the rubber seal ring so that the rubber is prevented from being overloaded, cut or extruded by the action of high pressure fluid.
The shuttle valve disclosed in U.S. Pat. No. 4,253,481 was sold for many years by Gilmore Valve Company for use with underwater oil field equipment. This prior art valve shuttle valve was limited to two inputs and was relatively expensive to manufacture. To overcome some of these limitations, Gilmore introduced the Mark I shuttle valve in 1997 as shown in
FIG. 1
of the drawings. The Mark I relied upon two elastomeric o-rings mounted around the central flange of the shuttle to achieve a seal. The end portions of the shuttle were relatively thin and were prone to cracking because of shuttle impact. In addition, the o-rings were sometimes cut or blown off due to operational pressures and flow rates.
In order to overcome some of the limitations of the Mark I, Gilmore developed a retrofit design known as the Mark II which was introduced in 1998 as shown in
FIG. 2
of the drawings. The Mark II design included an increased thickness of the end portions or cage, a decrease in hole size, larger o-rings which were stretched around the shuttle and a pair of plastic teflon bearings to center the shuttle and reduce vibration as it traveled back and forth. The Mark II eliminated many of the problems of the Mark I; however, at the highest operational flow rates, o-rings were still lost. The present invention is designed for operation at 5,000 psi; the ½ inch model is designed for an 80 gpm flow rate, the 1 inch model is designed for a 250 gpm flow rate and the 1½ inch model, is designed for a 350 gpm flow rate.
In an effort to overcome the limitations of the Mark I and Mark II, applicant has developed an improved design which is the subject of the present invention. In order to overcome some of the problems associated with elastomeric seals, the present invention has eliminated such seals and now relies upon a metal to metal seal. In addition, the shuttle of the present invention has been hardened by nitriding. The metal to metal seal of the present invention is progressively coined because of repeated contact between opposing tapered sealing surfaces surrounding a central flange on the shuttle and opposing metal valve seats.
The present invention includes alternative embodiments having a modular design that allows the components to be stacked one upon the other to receive more than two inputs. Another stackable, multi-input valve is disclosed in U.S. Pat. No. 4,467,825. This design uses a plurality of spool valve members to direct a superior fluid input signal to the outlet.
The present invention is less expensive to manufacture than prior shuttle valves sold by Gilmore Valve Company as disclosed in U.S. Pat. No. 4,253,481. Alternative embodiments of the present invention allow the shuttle valve to receive 3 or more inputs which was not possible with the shuttle valve disclosed in U.S. Pat. No. 4,253,481. In addition, the present invention overcomes the limitations of the Mark I and Mark II discussed above.
SUMMARY OF THE INVENTION
The preferred embodiment of the present invention includes two coaxial inlets or supply ports and a single transverse outlet or function port. A metal valve seat surrounds each of the coaxial opposing supply ports. An elongate shuttle is coaxial with the metal valve seats and the supply ports. The shuttle valve moves from one valve seat to the other in response to differential fluid pressure. The shuttle includes a central circumferential flange with opposing tapered sealing surfaces that alternatively engage the metal valve seats around the supply ports. Each metal valve seat has a chamfer which forms an obtuse metal point. As the shuttle moves back and forth into alternative engagement with the metal valve seats, the opposing tapered sealing surfaces strike the obtuse points and displaces a portion of the metal into each respective chamfer. This displacement occurs repeatedly as the shuttle strikes the obtuse points. This displacement of metal from the obtuse point into the chamfer insures a good metal to metal seal between the valve seats and the tapered sealing surfaces on the flange of the shuttle. This phenomena is also known as “progressive coining.”
BRIEF DESCRIPTION OF THE DRAWINGS
So that the manner in which the above-identified features, advantages, and objects of the present invention are attained and can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiment thereof which is illustrated in the appended drawings.
It is noted, however, that the appended drawings illustrate only a typical embodiment of this invention and are therefore not to be considered limiting of its scope, for the invention may admit to other equally effective embodiments. Reference the appending drawings, wherein:
FIG. 1
is a section view of the Mark I shuttle valve, a prior art design, sold by Gilmore Valve Company.
FIG. 2
is a section view of the Mark II shuttle valve, a prior art design, sold by Gilmore Valve Company.
FIG. 3
is a perspective view of the low interflow hydraulic shuttle valve of the present invention with two supply ports.
FIG. 4
is a top view of the shuttle valve shown in FIG.
3
.
FIG. 5
is an end view of the shuttle valve of
FIG. 3
along the line
5
—
5
.
FIG. 6
is a section view of the shuttle valve of
FIG. 3
with the shuttle in engagement with the valve seat of the second supply port allowing fluid flow from the first supply port to the function port.
FIG. 7
is a section view of the shuttle valve of
FIG. 6
, except the shuttle has moved to the mid-point of travel which is a low or no flow position.
FIG. 8
is a section view of the shuttle valve of
FIG. 6
, except the shuttle has moved into engagement with the valve seat of the first supply port allowing fluid flow from the second supply port to the function port.
FIG. 9
is an enlarged view of a portion of the metal valve seat and a portion of the shuttle before any coining has occurred.
FIG. 10
is an enlarged view of a portion of the metal valve seat and a portion of the shuttle after coining has occurred and sealing engagement has been established.
FIG. 11
is a section view of an alternative embodiment of the present invention with three supply ports.
FIG. 12
is an alternative embodiment of the present invention with four supply ports.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Subsea wellheads are often relied upon during deep water exploration for oil and natural gas. The subsea wellhead includes a stack of BOPs. Annular BOPs are actuated on a routine basis to snub or otherwise control pressure during normal drilling operations. Other blow-out preventers, such as blind rams, pipe rams, kelly rams and shear rams will also be included in the stack on the subsea wellhead. When these types of rams are actuated, operations in the well cease in order to control pressure or some other anomaly. Blind rams, pipe rams, kelly rams and shear rams are periodically tested to make sure that they are operational.
The control pod is a capsule attached to the lower marine riser package until (LMRP) which extends from the subsea wellhead. The accumulators (tanks with air space in the tops) are mounted on the LMR. At least one shuttle valve of the present invention may be attached to each BOP on the subsea wellhead. Fluid flows from the accumulators through valves on the control pod through the shuttle valve of the present invention, to activate the BOPs.
FIG. 1
is a section view of the Mark I shuttle valve, a prior art design sold by Gilmore Valve Company. The shuttle valve
10
, has a first inlet or supply port
12
, a coaxial second inlet or supply port
14
and a transverse outlet or function port
16
. The supply ports
12
and
14
are in fluid communication with the accumulators and the function port
16
is in fluid communication with the BOP on the subsea wellhead. The shuttle valve
10
mounts via a bracket
18
to a BOP. The shuttle
20
includes a central circumferential flange
22
which is located between a first o-ring groove
24
and a second o-ring groove
26
. A first o-ring
28
is positioned in the first o-ring groove
24
. A second o-ring
30
is positioned in the second o-ring groove
26
.
The shuttle
20
has elongate end portions or cages
32
and
34
. The first end portion
32
includes a central bore
36
which is perforated by apertures
38
,
40
,
42
and fourth aperture not shown in the drawing. These apertures allow fluid to flow from the first supply port
12
through the bore
36
, through the apertures
38
,
40
and
42
through a passageway
43
in the body
54
and out through the function port
16
. The other end portion or cage
34
has a bore
44
and apertures
46
,
48
,
50
and a fourth aperture not shown.
The first supply port
12
is formed by an adapter
52
which threadably engages the body
54
. The second supply port
14
is formed by an adapter
56
which also threadably engages the body
54
. The first supply port
12
and the second supply port
14
are located on opposite sides of the body
54
and are coaxial. The adapter
52
further defines a tubular valve seat
58
which engages and seals with the o-ring
28
on the shuttle
20
. The other adapter
56
likewise defines a tubular valve seat
60
which engages and seals with the o-ring
30
as shown in this figure. During operation of this prior art shuttle valve, o-rings were sometimes cut or lost and the end portions or cages were cracked due to shuttle impact.
FIG. 2
is a section view of the Mark II shuttle valve, a prior art design sold by Gilmore Valve Company. The Mark II was developed as a retrofit design to overcome some of the limitations in the Mark I. In this embodiment, the shuttle
20
was redesigned with deeper o-ring grooves
27
and
31
and larger o-rings
63
and
65
. In addition, the diameter of the bores
36
and
44
was diminished, thereby thickening the wall of the end portions or cages
32
and
34
. The diameter of the holes was decreased thus necessitating more holes to accommodate the same volume of fluid flow. End portion
32
was redesigned with six holes
66
,
68
,
70
,
72
and two other holes not shown in the drawing. Likewise, end portion or cage
34
was redesigned with six holes
74
,
76
,
78
,
80
and two other holes not shown. (The Mark I only had four holes.) In order to reduce valve impact and vibration, a circumferential channel
82
was formed in end portion
32
to receive a plastic teflon bearing
84
. Likewise, a circumferential channel
86
was formed around end portion
34
to receive another plastic teflon bearing
88
. These improvements in the design overcame many of the limitations of the prior art shown in
FIG. 1
; however, at the highest flow rates, o-rings were still being lost. Further improvements were needed.
FIG. 3
is a perspective view of the present invention, which is a low interflow hydraulic shuttle valve, generally identified by the numeral
100
. The shuttle valve
100
includes a body
102
which is supported by a bracket
104
. The valve
100
includes a first adapter
106
and a second adapter
108
coaxially aligned on opposite sides of the body
102
. The first adapter
106
forms an inlet or supply port
110
and the second adapter
108
forms a second inlet or supply port
112
. Each supply port
110
and
112
is connected to a separate hose or piping, not shown in the drawings. The body
102
forms a transverse outlet or function port
114
. The function port
114
is connected to a hose or piping, not shown, in the drawing. Fluid enters the valve
100
either through the first supply port
110
or the second supply port
112
and exits the valve
100
through the function port
114
.
FIG. 4
is a top view of the valve
100
of FIG.
3
. The bracket
104
includes a first aperture
116
and a second aperture
118
for mounting purposes. Looking down into the function port
114
, the shuttle
120
is shown in a right-hand position shutting off any fluid flow from the second supply port
112
.
FIG. 5
is an in view of the valve
100
and the bracket
104
along the line
5
—
5
of FIG.
3
. The second supply port
112
is formed by the second adapter
108
.
FIG. 6
is a section view of the present invention with the shuttle
120
in the right hand position sealing off fluid flow from the second supply port
112
. In this view, fluid can flow from the first supply port
110
through a passageway
111
in the body
102
and out the function port
114
as shown by the flow arrows in the drawing. The first adapter
106
threadably engages an aperture
122
in the body
102
. An o-ring
124
seals the adapter
106
to the body
102
. The second adapter
108
includes a recess
126
to engage the bracket
104
. The second adapter
108
threadably engages an aperture
128
in the body
102
. An o-ring
130
seals the adapter
108
to the body
102
. The adapter
106
includes a metal valve seat
132
and the second adapter
108
includes an opposing coaxial metal valve seat
134
. The shuttle
120
includes a centrally located circumferential flange
136
which has opposing tapered sealing surfaces
138
and
140
. As shown in this drawing, sealing surface
140
is in sealing engagement with the metal valve seat
134
blocking any fluid flow from the second supply port
112
.
The shuttle
120
is hardened by nitriding which causes the metal to darken. Applicant currently fabricates its shuttle
120
from 17-A P H Stainless Steel. After machining the shuttle
120
is nitrided by Houston Unlimited, Inc. of Houston, Tex. Other hardening processes, such as conventional heat treating may also be suitable depending on the application. Nitriding, like heat treating, is widely available from other vendors on a national basis.
FIGS. 6
,
7
and
8
show a section view of the preferred embodiment of the present invention with the shuttle
120
in three different operational positions. In
FIG. 6
, the shuttle
120
is shown in the right hand position in sealing engagement with the metal valve seat
134
of second supply port
112
. This allows fluid to flow from the first supply port
110
through the bore
146
and apertures
148
,
150
,
152
and
156
through the passageway
111
of valve
100
to the function port
114
. In
FIG. 7
the shuttle
120
has disengaged with the valve seat
134
of the second supply port
112
and is shown at the mid point of its travel where there is little or no interflow from the first supply port
110
or the second supply port
112
into the passageway
111
or the function port
114
. In
FIG. 8
the shuttle
120
has moved into the left hand position in sealing engagement with the valve seat
132
of the first supply port
110
. As shown by the flow arrows in
FIG. 8
, fluid can now pass through the second supply port
112
through the passageway
111
of valve
100
and out the function port
114
as indicated by the flow arrows in the drawing.
FIG. 7
is a section view of the shuttle valve
100
with the shuttle
120
at its mid point of travel between valve seat
134
and valve seat
132
. The shuttle
120
has a first end portion or cage
142
that includes a central bore
146
and a total of six apertures
148
,
150
,
152
,
156
and two others not shown. The other end portion or cage
158
includes a bore
160
that is coaxial with the bore
146
and a total of six apertures
162
,
164
,
166
,
168
and two others not shown.
FIG. 8
is a section view of the shuttle valve
100
with the shuttle
120
in sealing engagement with the metal valve seat
132
so that fluid can not flow from the first supply port
110
to the function port
114
. In
FIG. 8
, fluid flows from the second supply port
112
through the central bore
160
of the end portion or cage
158
through the apertures
162
,
164
,
166
and
168
into a central passageway
111
in the body
102
and out the shuttle valve
100
through the function port
114
as shown by the flow arrows in the drawing.
Due to differential pressure, the shuttle
120
will travel from the right hand position as shown in
FIG. 6
to the mid-point position shown in
FIG. 7
to the left hand position shown in FIG.
8
. This movement of the shuttle
120
from right hand position to the left hand position, occurs quickly and creates impact forces on the shuttle
120
and the valve seats
132
and
134
. Cracking of the end portions or cages was one of the problems in the prior art design shown in FIG.
1
. The cracking problem has been overcome through the use of holes with a smaller diameter thus allowing more structural metal in the cage between the holes and a smaller diameter bore
146
and
160
thus allowing a thicker cage wall
172
and
174
when contrasted with the prior art design of FIG.
1
. These dimensions vary with each size valve. Applicant has found that a six hole design with holes having a diameter of 0.328 inches and a cage wall thickness of 0.113 inches works well for a 1 inch valve. However, a shuttle with a different number or size of holes and a different cage wall thickness is within the scope of this invention provided that it does not result in cracks due to valve impact or otherwise damage the valve
100
.
FIG. 9
is an enlarged section view of a portion of the shuttle
120
and a portion of the adapter
108
.
FIG. 9
shows the sealing surfaces after the valve
100
has been manufactured but before any coining has occurred.
FIG. 10
shows the sealing surfaces after coining has occurred. In
FIG. 9
the shuttle
120
includes a circumferential external flange
136
with opposing outwardly tapered metal sealing surfaces
138
and
140
. Applicant believes that a taper of approximately 8 degrees is optimum for this application. However, other tapers are within the scope of this invention so long as they will create a coining effect on the metal valve seats
132
and
134
of the adapters
106
and
108
. Other tapers may be suitable for other applications possibly in the range of 5 to 15 degrees. The only requirement for the angle of taper is to achieve coining and therefore sealing with the metal valve seats
132
and
134
.
The adapter
108
includes a chamfer
176
recessed behind the metal valve seat
134
to thereby create an obtuse metal point
180
that will contact the tapered metal sealing surface
140
on the flange
136
of the shuttle
120
.
FIG. 9
shows the metal valve seat
134
and the metal sealing surface
140
on the shuttle
120
before any coining has occurred. Applicant uses a chamfer with a 15 degree angle and a 0.0070″ radius. However, the exact size and depth of the chamfer are not particularly critical because this is merely a recess or space into which displaced metal will move due to progressive coining. A stepped back shoulder or other recess would be sufficient to achieve the goals of this invention, provided that there is room to receive the displaced metal from the point
180
such that it does not interfere with movement of the shuttle
120
. When adapter
106
is first manufactured it likewise has a chamfer
177
recessed behind the metal valve seat
132
to thereby create an obtuse metal point
181
that will contact the tapered metal sealing surface
138
on the flange
136
of the shuttle
120
. The point
181
is progressively coined in the same fashion as the point
180
by the impact of the shuttle
120
.
FIG. 10
is an enlarged section view of a portion of the shuttle
120
and a portion of the second adapter
108
after coining has occurred. As the tapered metal sealing surface
140
of the shuttle
120
impacts the point
180
of the metal valve seat
134
, a portion of the metal in the point
180
is displaced into the chamfer
176
. This displaced metal is identified by the numeral
182
. A metal to metal seal is therefore achieved between the metal valve seat
134
and the outwardly tapered metal sealing surface
140
of the flange
136
on the shuttle
120
.
Likewise, the outwardly tapered metal sealing surface
138
will impact point
181
on the metal valve seat
132
and will displace a portion of the metal
183
into the chamfer, thus creating a metal to metal seal between the metal valve seat
132
and the outwardly tapered sealing surface
138
on the flange
136
of shuttle
120
.
FIG. 11
is a section view of an alternative embodiment of a low interflow hydraulic shuttle valve with three supply ports. (The embodiment in
FIG. 3
has two supply ports.) The shuttle valve
200
includes a first body portion
202
and a second body portion
204
that are held together by a plurality of bolts
206
and
208
and a plurality of nuts
210
,
212
,
214
and
216
that mechanically grip the two body sections
202
and
204
thus joining them together into an integral assembly. An alignment pin
220
fits into a bore
222
of the body
202
and a coaxial bore
224
of the body
204
. A zig-zagged interconnecting passageway
226
is formed in the body
202
and is in fluid communication with a second zig-zag passageway
227
in the body
204
. A connector
228
is positioned in a bore
230
of the body
202
and another coaxial bore
232
in the body
226
. The connector
228
has a first seal
234
and a second seal
236
to prevent fluid from leaking from the zig-zagged passageways
226
and
227
. The connector
228
also helps align the body portions
202
and
204
.
A first supply port
236
is formed in the body
202
and is in fluid communication with the passageway
226
. A second supply port
238
is formed in a first adapter
240
. The adapter
240
threadably engages the body
202
. The adapter
240
is sealed against the body
202
by an o-ring
242
. A metal valve seat
244
is formed on one end of the adapter
240
. A second metal valve seat
246
is formed in the body
202
and is coaxial with valve seat
244
. A shuttle
248
moves from sealing engagement with the metal valve seat
244
of the adapter
240
to alternative sealing engagement with the valve seat
246
of the body
202
.
A third supply port
250
is formed in another adapter
252
. The adapter
252
threadably engages the body
204
and is sealed by an o-ring
254
. A mounting bracket
105
is positioned between the body
204
and the adapter
252
. The adapter
252
includes a metal valve seat
256
. An opposing metal valve seat
258
is formed in the body
204
and is coaxial with valve seat
244
. A shuttle
260
travels back and forth into alternative sealing engagement with the metal valve seat
256
and the metal valve seat
258
depending on differential fluid pressure in the third supply port
250
and the passageway
227
. A function port
270
is formed in the body
204
and connects to the BOP, not shown.
A first supply line, not shown in the drawing, connects to the first supply port
236
, a second supply line, not shown in the drawing, connects to the second supply port
238
and a third supply line, not shown in the drawing, connects to the third supply port
250
. If the pressure into the first supply port
236
is greater than the fluid pressure in the second supply port
238
or the third supply port
250
, the shuttle
248
and the shuttle
260
will be urged into sealing engagement with the metal valve seats
244
and
256
as shown in FIG.
11
. This allows fluid to flow from the first supply port
236
through the zig-zagged passageways
226
and
227
and out the function port
260
to the BOP, not shown.
If fluid pressure in the second supply port
238
is greater than fluid pressure in the first supply port or the third supply port, the shuttle
248
will unseat and move into sealing engagement with the metal valve seat
246
of the body
202
. This will allow fluid to flow from the second supply port
238
through the zig-zagged passageways
226
and
227
and out the function port
270
to the BOP, not shown. If, in the alternative, fluid pressure in the third supply port
250
is greater than fluid pressure in the first supply port
236
or the second supply port
238
, then the shuttle
260
will disengage from the metal valve seat
256
and engage the metal valve seat
258
of the body
204
. This allows fluid to flow from the third supply port directly to the function port
270
and the BOP. The shuttle
248
progressively coins the metal valve seats
244
and
246
in similar fashion as the shuttle
120
described in
FIGS. 3-10
. Likewise, the shuttle
260
progressively coins the metal valve seats
256
and
258
.
FIG. 12
is an alternative embodiment with a four supply design for a low interflow hydraulic shuttle valve
300
. The design in
FIG. 12
is identical to the three supply valve
200
shown in
FIG. 11
except another supply port and another body section have been added. The four supply valve
300
includes a first body section
202
, a second body section
204
and a third body section
302
. The body sections are aligned and connected by the first alignment pin
220
and a second alignment pin
304
. Zig-zagged passageways
226
,
227
and
229
are formed in the respective bodies
202
,
204
and
302
and are interconnected and sealed against the bodies via a first connector
228
and a second connector
306
. The second connector
306
is identical to the connector
228
shown and described in
FIG. 11
except connector
228
joins body sections
202
and
204
and connector
306
joins body sections
204
and
302
. The respective body sections
202
,
204
and
302
are connected by a plurality of nuts
210
,
212
,
214
and
216
and bolts
206
and
208
. The valve
300
is mounted via brackets
310
and
312
to a BOP, not shown.
The body section
202
includes a first supply port
236
and a second supply port
238
formed in the adapter
240
. The adapter defines a first metal valve seat
244
and the body
202
defines a coaxial second metal valve seat
246
. The shuttle
248
moves from alternative sealing engagement with the first metal valve seat
244
to the second metal valve seat
246
in response to differential fluid pressures in the first supply port
236
or the second supply port
238
.
The second adapter
252
defines another metal valve seat
256
and the body portion
204
defines an opposing coaxial metal valve seat
258
. The shuttle
260
moves back and forth into alternative sealing engagement with the metal valve seat
256
or the metal valve seat
258
depending on differential fluid pressures exerted upon the shuttle
260
. A third adapter
314
defines a fourth supply port
316
and another metal valve seat
318
. An opposing coaxial metal valve seat
320
is formed in the body section
302
. A third shuttle
322
moves into alternative sealing engagement with the metal valve seat
318
of the adapter
314
or the metal valve seat
320
of the body
302
depending on differential fluid pressures.
FIG. 12
shows the valve
300
with the highest pressure in the first supply port
236
which a) urges the shuttle
248
into sealing engagement with the metal valve seat
244
of the second supply port
230
, b) urges the shuttle
260
into sealing engagement with the metal valve seat
256
of the third supply port
250
, and c) urges the shuttle
322
into sealing engagement with the metal valve seat
318
of the fourth supply port
316
. This allows hydraulic fluid to pass from the first supply port
236
through the zig-zagged passageways
226
,
227
and
229
of the body portions
202
,
204
and
302
into the function port
322
and thereafter to the BOP, not shown.
In the alternative, a higher differential pressure in the second supply port
238
will cause the shuttle
248
to move into sealing engagement with the metal valve seat
246
thereby allowing fluid to pass from the second supply port
238
through the zig-zagged passageways
226
,
227
and
229
to the function port
322
and into the BOP, not shown. Higher differential pressures in the third supply port
250
will likewise cause the shuttle
260
to move and engage the metal valve seat
258
and allow fluid to pass from the third supply port
250
through the passageways
226
,
227
and
229
into the function port
322
and out to the BOP, not shown. If the highest fluid pressure occurs in the fourth supply port
316
, the shuttle
322
will move into sealing engagement with the metal valve seat
320
, thus allowing fluid to flow from the fourth supply port
316
into the function port
322
and thereafter to the BOP, not shown.
Using the modular body approach, as shown in
FIGS. 11 and 12
, it is possible to create low interflow hydraulic shuttle valves with as many supply ports as needed depending on the specific application.
While the foregoing is directed to the preferred embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims which follow.
Claims
- 1. A low interflow hydraulic shuttle valve to direct fluid flow from two subsea control pods to a blow out preventer to actuate the preventer, comprising:a body having a pair of opposing coaxial supply ports, and a transverse function port, the supply ports in fluid communication with the subsea control pods and the function port in fluid communication with the blow out preventer; a first metal valve seat surrounding the first supply port and a second metal valve seat surrounding the second supply port, the valve seats being coaxially aligned on opposite sides of the body; an elongate shuttle coaxial with the metal valve seats and the supply ports slidably moving from sealing engagement with the first valve seat to sealing engagement with the second valve seat in response to fluid flow from the subsea control pods; said shuttle including a central flange with opposing sealing surfaces having opposing outward tapers to engage the valve seats, the shuttle further including opposing end portions, each with an axial bore and a plurality of perforations through the end portion to the bore; and each of the opposing outward tapers of the sealing surfaces on the central flange of the shuttle adapted to alternatively contact the metal valve seats to progressively coin the valve seats and ensure a metal to metal seal between the tapers and the valve seats; and a circumferential chamfer adjacent each metal valve seat to create an obtuse metal point that will contact sealing surface, a displaced metal lip protruding from the chamfer, the lip being created by the progressive coining of the seat.
- 2. The apparatus of claim 1 wherein the elongate shuttle consists of nitrided metal.
- 3. A low interflow hydraulic shuttle valve to direct fluid flow from a plurality of subsea control pods to a blow out preventer to actuate the preventer, comprising:a body having a first supply port and a plurality of subsequent supply ports and a function port, the supply ports in fluid communication with the subsea control pods and the function port in fluid communication with the blow out preventer; a zigzag shaped fluid passageway in the body connecting the supply ports and the function port allowing fluid to move from the subsea control pods, through the supply ports, through the fluid passageway, through the function port to the blow out preventer; each of said subsequent supply ports having a first metal valve seat surrounding the supply port and an opposing metal valve seat surrounding a section of the passageway; each of said subsequent supply ports having an elongate shuttle coaxial with the metal valve seat slidably moving from sealing engagement with the first valve seat to sealing engagement with the opposing valve seat in response to fluid flow from the subsea control pods; each of said shuttles including a central flange with opposing sealing surfaces having opposing outward tapers to engage the valve seats, the shuttle further including opposing end portions, each with an axial bore and a plurality of perforations through the end portion to the bore; and each of the opposing outward tapers of the sealing surfaces on the central flange of the shuttle adapted to alternately contact the metal valve seats to progressively coin the valve seats and ensure a metal to metal seal between the tapers and the valve seats; and a circumferential chamfer adjacent each metal valve seat to create an obtuse metal point that will contact sealing surface, a displaced metal lip protruding from the chamfer, the lip being created by the progressive coining of the seat.
- 4. The apparatus of claim 3 wherein the elongate shuttles consist of nitrided metal.
- 5. A reciprocating shuttle differential fluid flow restrictor comprising:at least one adapter having a central bore extending there through and adapted to fixedly attach inside an aperture opening to a fluid flow passageway of a fluid carrying structure forming a supply port such that fluid flows through the central bore to the fluid flow passageway; and an elongate shuttle having a central flange with opposing sealing surfaces having opposing outward tapers and having opposing end portions extending from the central flange each of said end portions having an axial bore and a plurality of apertures extending through the end portion from the exterior to the axial bore and each of said end portions adapted to slidably reciprocate in said central bore of the adapter, slidably moving one of said sealing surfaces to a metal to metal sealing engagement with a metal valve seat on said adapter to stop fluid flow through said central bore of the adapter; and a circumferential chamfer adjacent each metal valve seat to create an obtuse metal point that will contact sealing surface, a displaced metal lip protruding from the chamfer, the lip being created by the progressive coining of the seat.
- 6. The reciprocating shuttle differential fluid flow restrictor as recited in claim 5, where the central bore of the adapter has a circumferential chamfer adjacent the valve seat.
- 7. A reciprocating shuttle differential fluid flow restrictor comprising:a pair of adapters having a central bore extending there through and adapted to fixedly attach inside an aperture opening to a fluid flow passageway of a fluid carrying structure forming first and second supply ports proximately spaced apart such that fluid flows through the pair of central bores to the fluid flow passageway; and an elongate shuttle having a central flange with opposing sealing surfaces having opposing outward tapers and having opposing end portions extending from the central flange each of said end portions having an axial bore and a plurality of apertures extending through the end portion from the exterior to the axial bore and each of said end portions adapted to slidably reciprocate in one of said central bores, slidably moving said sealing surfaces alternatively to a metal to metal sealing engagement with one of a first and second metal valve seats on said adapters, to alternatively stop fluid flow through one of said central bores of said adapters; and a circumferential chamfer adjacent each metal valve seat to create an obtuse metal point that will contact sealing surface, a displaced metal lip protruding from the chamfer, the lip being created by the progressive coining of the seat.
- 8. The reciprocating shuttle differential fluid flow restrictor of claim 9, wherein said pair of adapters comprises:a first adapter member having a first central bore extending there through, said bore having a first entry port and a first exit port having a circumferential chamfer and the adapter is adapted to fixedly attach within an aperture opening to a fluid flow passageway of a fluid carrying structure where the fluid flowing through the passageway flows in said first entry port of said first central bore and out said first exit port, a second adapter member having a second central bore extending there through and said second central bore having a second entry port and a second exit port having a circumferential chamfer and said second adapter is adapted to fixedly attach within a second aperture opening to the fluid flow passageway proximately spaced apart from said first adapter disposed such that said second exit port of said second adapter faces said exit port of said first adapter where fluid flowing through the passageway flows in the second entry port and out the second exit port to the fluid flow passageway; and wherein said shuttle member comprises, an elongate shuttle member including a central circumferential flange with opposing sealing surfaces having opposing outward tapers and opposing end portions each insertable into one of the said first and second adapter bores and each of said end portion having an axial bore and a plurality of apertures extending through the end portion to the bore, where said elongate shuttle is adapted to slidably reciprocate between the first and second adapter responsive to the direction of fluid flow and the opposing sealing surfaces alternatively form a metal to metal seal with a first and second metal valve seat at the first and second exit ports and fluid flows alternatively through the first and second exit ports through the axial bore of the opposing end structures and out the plurality of apertures to the fluid flow passageway.
US Referenced Citations (32)