(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2011/0197988 A1
`Van Vliet et al.
`(43) Pub. Date:
`Aug. 18, 2011
`
`US 20110197988A1
`
`(54) FUEL DELIVERY SYSTEMAND METHOD
`
`(30)
`
`Foreign Application Priority Data
`
`(75) Inventors:
`
`(73) Assignee:
`
`(21) Appl. No.:
`
`J. Todd Van Vliet, Edmonton (CA):
`Scott M. Van Vliet, Okotoks (CA);
`Glen M. Brotzel, Sherwood Park
`(CA)
`
`ENVIRONMENTAL
`REFUELING SYSTEMS INC.,
`Edmonton (CA)
`13/028,991
`
`(22) Filed:
`
`Feb. 16, 2011
`9
`O
`O
`Related U.S. Application Data
`(60) Provisional application No. 61/305,320, filed on Feb.
`17, 2010.
`
`Feb. 16, 2010 (CA) ...................................... 2693567
`Publication Classification
`
`(51) Int. Cl.
`(2006.01)
`B65B I/04
`(2006.01)
`B65D 5L/00
`(52) U.S. Cl. .............................. 141/1; 141/236; 220/212
`(57)
`ABSTRACT
`A fuel delivery system and method for reducing the likeli
`hood that a fuel tank of equipment at a well site during
`fracturing of a well will run out of fuel. A fuel source has
`plural fuel outlets, a hose on each fuel outlet of the plural fuel
`outlets, each hose being connected to a fuel cap on a respec
`tive one of the fuel tanks for delivery of fuel to the fuel tank.
`At least a manually controlled valve at each fuel outlet con
`trols fluid flow through the hose at the respective fuel outlet.
`
`
`
`CONTROL
`
`5
`
`HALLIBURTON EXHIBIT 1010
`Halliburton Energy Services, Inc. v. U.S. Well Services, LLC, IPR2023-00558, Page 1
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`Patent Application Publication
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`Aug. 18, 2011 Sheet 1 of 4
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`US 2011/O197988A1
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`
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`CONTROL
`
`56
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`HALLIBURTON EXHIBIT 1010
`Halliburton Energy Services, Inc. v. U.S. Well Services, LLC, IPR2023-00558, Page 2
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`Patent Application Publication
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`Aug. 18, 2011 Sheet 2 of 4
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`US 2011/O197988A1
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`
`
`O
`
`46
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`49
`
`50
`
`FIG. 3
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`HALLIBURTON EXHIBIT 1010
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`Patent Application Publication
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`Aug. 18, 2011 Sheet 3 of 4
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`US 2011/O197988A1
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`
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`HALLIBURTON EXHIBIT 1010
`Halliburton Energy Services, Inc. v. U.S. Well Services, LLC, IPR2023-00558, Page 4
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`Patent Application Publication
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`Aug. 18, 2011 Sheet 4 of 4
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`US 2011/O197988A1
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`HALLIBURTON EXHIBIT 1010
`Halliburton Energy Services, Inc. v. U.S. Well Services, LLC, IPR2023-00558, Page 5
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`US 2011/O 197988 A1
`
`Aug. 18, 2011
`
`FUEL DELVERY SYSTEMAND METHOD
`
`0001
`
`TECHNICAL FIELD
`Fuel delivery systems and methods.
`BACKGROUND
`0002 Equipment at a well being fractured requires large
`amounts of fuel. Conventionally, if the equipment needs to be
`at the well site during a very large fracturing job, the fuel
`tanks of the equipment may need to be filled up several times,
`and this is done by the well known method of manually
`discharging fluid from a fuel Source into each fuel tank one
`after the other. If one of the fuel tanks runs out of fuel during
`the fracturing job, the fracturing job may need to be repeated,
`or possibly the well may be damaged. The larger the fractur
`ing job, the more likely equipment is to run out of fuel.
`Dangers to the existing way of proceeding include: extreme
`operating temperatures and pressures, extreme noise levels,
`and fire hazard from fuel and fuel vapours.
`SUMMARY
`0003. A fuel delivery system and method is presented for
`reducing the likelihood that a fuel tank of equipmentata well
`site during fracturing of a well will run out of fuel. There is
`therefore provided a fuel delivery system for delivery of fuel
`to fuel tanks of equipmentata well site during fracturing of a
`well, the fuel delivery system comprising a fuel Source having
`plural fuel outlets, a hose on each fuel outlet of the plural fuel
`outlets, each hose being connected to a fuel cap on a respec
`tive one of the fuel tanks for delivery of fuel to the fuel tank;
`and a valve arrangement at each fuel outlet controlling fluid
`flow through the hose at the respective fuel outlet. The valve
`arrangement may be a single valve, for example manually
`controlled. The fuel source may comprise one or more mani
`folds with associated pumps and fuel line or lines. Hoses from
`the manifolds may be secured to the fuel tanks by a cap with
`ports, which may include a port for fuel delivery, a port for a
`fluid level sensor and a port for release of air from the fuel
`tank during fuel delivery. The fluid level sensor combined
`with an automatically operated valve as part of the valve
`arrangement on the fuel outlets from the fuel source may be
`used for automatic control of fuel delivery. A manual override
`is preferably also provided to control fuel flow from the fuel
`outlets.
`0004. A method is also provided for fuel delivery to fuel
`tanks of equipment at a well site by pumping fuel from a fuel
`Source through hoses in parallel to each of the fuel tanks; and
`controlling fluid flow through each hose independently of
`flow in other hoses.
`0005. A cap or fill head for a fuel tank is disclosed, com
`prising: a housing having a throat and a top end; a first port in
`the top end provided with a connection for securing a hose to
`the cap; and a second port in the top end holding a fuel level
`SSO.
`0006. These and other aspects of the device and method
`are set out in the claims, which are incorporated here by
`reference.
`
`BRIEF DESCRIPTION OF THE FIGURES
`0007 Embodiments will now be described with reference
`to the figures, in which like reference characters denote like
`elements, by way of example, and in which:
`0008 FIG. 1 is a schematic of a fuel delivery system;
`0009 FIG. 2 is a side view of a tank to which fuel is to be
`delivered;
`
`0010 FIG.3 is a top view of a cap for delivering fuel to the
`tank of FIG. 2;
`0011
`FIG. 4 is a bottom plan view of a top end of a cap for
`delivering fuel to the tank of FIG. 2; and
`0012 FIG. 5 is an exploded side elevation view, in section,
`of a fuel cap comprising the top end of FIG. 4 assembled with
`an intermediate portion, a bottom end, and an overfill protec
`tion valve. A fuel tank fill riser and overfill protection valve
`are also included in the image.
`
`DETAILED DESCRIPTION
`
`0013 Immaterial modifications may be made to the
`embodiments described here without departing from what is
`covered by the claims. In the claims, the word “comprising
`is used in its inclusive sense and does not exclude other
`elements being present. The indefinite article “a” before a
`claim feature does not exclude more than one of the feature
`being present. Each one of the individual features described
`here may be used in one or more embodiments and is not, by
`virtue only of being described here, to be construed as essen
`tial to all embodiments as defined by the claims.
`0014) Equipmentata well site use for a fracturing job may
`comprise several pumpers and blenders. A representative
`pumper 10 is shown in FIG. 1 with a fuel tank 12. Typically,
`the fuel tank 12 comprises a connected pair of tanks. A fuel
`delivery system 14 is provided for delivery of fuel to multiple
`fuel tanks 12 of multiple pieces of equipment 10 at a well site
`during fracturing of a well. The fuel delivery system 14 may
`be contained on a single trailer, for example wheeled or
`skidded, or parts may be carried on several trailers or skids.
`For use at different well sites, the fuel delivery system should
`be portable and transportable to various well sites.
`0015 The fuel delivery system 14 includes a fuel source
`16. The fuel source 16 may be formed in part by one or more
`tanks 18, 20 that are used to store fuel. The tanks 18, 20 may
`be mounted on the same trailer as the rest of the fuel delivery
`system 14 or on other trailers. The tanks 18, 20 should be
`provided with anti-siphon protection. The fuel source 16 has
`plural fuel outlets 22. Respective hoses 24 are connected
`individually to each fuel outlet 22. Each hose 24 is connected
`to a fuel cap or fill head 26 on a respective one of the fuel tanks
`12 for delivery of fuel to the fuel tank 12 through the hose 24.
`Hoses 24 may each have a sight glass (Visi-FloTM, not shown)
`to check flow and observe air-to-fuel transition. Sight glasses
`may be used on hoses 24 or elsewhere in the system. Pressure
`meters (not shown) may be provided for example on each of
`the hoses 24 from the manifold to determine head pressure as
`well as deadhead pressure from the pumps 32, 34. A valve
`arrangement, comprising for example valve 28 and/or valve
`58, is provided at each fuel outlet 22 to control fluid flow
`through the hose 24 connected to each respective fuel outlet
`22 to permit independent operation of eachhose 24. The valve
`arrangement preferably comprises at least a manually con
`trolled valve 28, such as a ball valve, and may comprise only
`a single valve on each outlet 22 in some embodiments. The
`hoses 24 are preferably stored on reels 30. The reels 30 may
`be manual reels, or may be spring loaded. In order to accom
`modate the weight of hoses 24 on reels 30, the skid or trailer
`frame may have to be braced (not shown) sufficiently in order
`to prevent the hose 24 from forcing the frame open. Hose
`covers, such as aluminum covers (not shown), may be pro
`vided for capping hoses 24that are not connected to fuel tanks
`
`HALLIBURTON EXHIBIT 1010
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`US 2011/O 197988 A1
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`Aug. 18, 2011
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`12, as a precaution in the event of a leak from a hose 24 or to
`prevent leakage in the event fuel is mistakenly sent through a
`hose 24 not connected to a respective fuel tank 12.
`0016. In the embodiment shown in FIG.1, each tank 18, 20
`is connected to respective pumps 32.34 and then to respective
`manifolds 36, 38 via lines 40, 42. The fuel outlets 22 are
`located on the manifolds 36,38 and fluid flow through the fuel
`outlets 22 is controlled preferably at least by the manual
`valves 28. In a further embodiment, the fuel outlets 22 may
`each be supplied fuel through a corresponding pump, one
`pump for each outlet 22, and there may be one or more tanks,
`even one or more tanks for each outlet 22. However, using a
`manifold 36, 38 makes for a simpler system. The manually
`controlled valves 28 are preferably located on and formed as
`part of the manifolds 36, 38.
`0017. The fuel caps 26 are shown in FIGS. 2 and 3 in more
`detail. Each fuel cap 26 is provided with a coupling for
`securing the fuel cap 26 on a tank 12, and this coupler usually
`comprises a threaded coupling. The fuel cap 26 comprises a
`housing 43 with a throat 44, threaded in the usual case for
`threading onto the fuel tank12, and top end 46. Throat 44 may
`define a central housing axis 45 (FIG.3). A quick coupler, not
`shown, may be included between the top end and throat. The
`throat may be sized for different sizes of fuel tank inlets. In
`one embodiment, the fuel cap 26 comprises at least three ports
`48, 49 and 50 in the top end 46. One of the ports 48 may be
`provided as a breather port with a line 52 extending from the
`cap 26 preferably downward to allow release of air and vapor
`while the tank 12 is being filled with fuel. A pail (not shown)
`may be provided at the end of line 52 in order to catch any
`overfill. A one-way valve may be added to the breather port,
`for example to reduce the chance of fuel being spilled through
`the breather port during filling of fuel tanks 12 on equipment
`such as pumpers that vibrate violently. However, in another
`embodiment Such fuel tanks 12 on violently vibrating equip
`ment may simply be restricted from filling past a level rela
`tively lower from non-vibrating equipment in order to reduce
`spilling. The cap 26 preferably seals the inlet on the fuel tank
`12 except for the vapor relief line 52. Each cap 26 also
`preferably comprises a fuel level sensor 54 mounted in port
`49. The fuel level sensor 54 may be any suitable sensor such
`as a float sensor, vibrating level Switch or pressure transducer.
`A Suitable float sensor is an Accutech FL10TM Wireless Float
`Level Field Unit.
`0018. The sensor 54 preferably communicates with a con
`trol station 56 on the trailer 14 via a wireless communication
`channel, though a wired channel may also be used. For this
`purpose, the fuel level sensor 54 preferably includes a wire
`less transceiver 55, such as an AccutechTM Multi-Input Field
`Unit or other suitable communication device. Transceiver 55
`may be provided with a mounting bracket (not shown) or clip
`for attachment to fuel tank 12. This may be advantageous in
`the event that fuel tank 12 does not have sufficient headspace
`to allow transceiver 55 to be positioned as shown in FIG. 2.
`The control station 56 comprises a transceiver that is compat
`ible with the transceiver at the sensor 54, such as an
`AccutechTM base radio, and a variety of control and display
`equipment according to the specific embodiment used. In an
`embodiment with automatically operating valves 58, the con
`trol station 56 may comprise a conventional computer, input
`device (keyboard) and display or displays. In a manual
`embodiment, the operator may be provided with a valve con
`trol console with individual toggles for remote operation of
`the valves 58, and the valve control console, or another con
`
`sole, may include visual representations or displays showing
`the fuel level in each of the tanks 12. Any visual representa
`tion or display may be used that shows at least a high level
`condition (tank full) and a low level condition (tank empty or
`nearly empty) and preferably also shows actual fuel level. The
`console or computer display may also show the fuel level in
`the tanks 18, 20 or the rate of fuel consumption in the tanks 18,
`20.
`(0019. The port 50 may be used to house a conduit 27 such
`as a drop tube, pipe or flexible hose that extends down through
`the cap 26 to the bottom of the fuel tank 12, and which is
`connected via a connection 62, for example a dry connection,
`to one of the hoses 24. The conduit 27 should extend nearly to
`the bottom of the fuel tank 12 to allow for bottom to top
`filling, which tends to reduce splashing or mist generation.
`The conduit 27 may be provided in a length sufficient to
`eliminate generation of static electricity. A telescoping
`stinger could be used for the conduit 27. If the fuel tank 12 has
`an extra opening, for example as a vent, this vent may also be
`used for venting during filling instead of or in addition to the
`port 48, with the vent line 52 installed in this opening direct
`ing vapor to the ground. Where only the extra opening on the
`fuel tank 12 is used, the cap 26 need only have two ports. In
`another embodiment requiring only two ports, venting may
`be provided on the cap 26 by slots on the side of the cap 26,
`and with the other ports used for fuel delivery and level
`sensing. To provide the slots, the top end of a conventional cap
`with slots may have its top removed and replaced with the top
`end 46 of the cap 26, with or without the additional vent 48,
`depending on requirements. A pressure relief nozzle may be
`provided on hoses 24, or at any suitable part of the system in
`order to reduce the chance of pressure release upon discon
`nect or connection. A drain cock (not shown) may also be
`used to ensure that all pipes/hoses can be drained before
`removal. Each manifold may have a low-level drain.
`0020. The fuel delivery system 14 may be provided with
`automatic fuel delivery by providing the valve arrangement
`on the outlets 22 with an electrically operable valve 58 on
`each fuel outlet 22 shown in FIG. 1 with a symbol indicating
`that the valve 58 is operable via a solenoid S, but various
`configurations of automatic valve may be used. The control
`station or controller 56 in this embodiment is responsive to
`signals supplied from each fuel level sensor 54 through
`respective communication channels, wired or wireless, but
`preferably wireless, to provide control signals to the respec
`tive automatically operable valves 58. Each valve 58 includes
`a Suitable receiver or transceiver for communicating with the
`control station56. The controller 56 is responsive to a low fuel
`level signal from each fuel tank 12 to start fuel flow to the fuel
`tank 12 independently of flow to other fuel tanks 12 and to a
`high level signal from each fuel tank 12 to stop fuel flow to the
`fuel tank 12 independently of flow to other fuel tanks 12. That
`is, commencement of fuel delivery is initiated when fuel in a
`fuel tank is too low and stopped when the tank is full. A
`manual valve may also be provided for this purpose. Redun
`dant systems may be required to show fuel level, as for
`example having more than one fuel sensor operating simul
`taneously. Having a manual override may be important to a
`customer. Manual override may be provided by using valves
`28, and may also be provided on an electrically operated valve
`58. The manual override should be provided on the low fuel
`side to allow manual commencement of fuel delivery and
`high fuel side to allow manual shut-off of fuel delivery.
`
`HALLIBURTON EXHIBIT 1010
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`US 2011/O 197988 A1
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`
`0021 Pump 32, 34 operation may be made automatic by
`automatically turning the pump(s) off after pressure in the
`system has risen to a predetermined level. For example, this
`may be done by adding a pressure Switch (not shown) to the
`system, for example to the pump, which pressure Switch
`would stop the power to the pump when all the valves, such as
`valves 28, 58, are closed and the pump has built up pressure to
`a predetermined level. As soon as one of the valves is opened
`the pressure from the pump line would drop off and the
`pressure Switch would allow power back to the pump unit,
`allowing the pump to start and push fuel through the lines.
`Once all valves are shut again the pump would build pressure
`up to the predetermined pressure and the pressure Switch
`would sense the rise in pressure and shut the power to the
`pump down again. In another embodiment, controller 56 may
`be set up to turn off the pump if all valves are closed. The
`pressure Switch may be used as a redundant device in Such an
`embodiment.
`0022. In the preferred embodiment, each hose 24 is con
`nected to a fuel outlet 22 by a dry connection 60 and to a cap
`26 by a dry connection 62. The hoses 24 may be 1 inch hoses
`and may have any suitable length depending on the well site
`set up. Having various lengths of hose 24 on board the trailer
`14 may be advantageous. One or more spill containment pans
`(not shown) may be provided with the system, for example a
`pan of Sufficient size to catch leaking fluids from the system
`during use. The pan or pans may be positioned to catch fluids
`leaking from each or both manifolds, and hose reels 30. Each
`manifold may have a pan, or a single pan may be used for both
`manifolds.
`0023. In operation of a fuel delivery system to deliver fuel
`to selected fuel tanks of equipment at a well site during
`fracturing of a well, the method comprises pumping fuel from
`a fuel source Such as the fuel Source 14 through hoses 24 in
`parallel to each of the fuel tanks 12 and controlling fluid flow
`through eachhose 24 independently of flow in other hoses 24.
`Fluid flow in each hose 24 is controlled automatically or
`manually in response to receiving signals representative of
`fuel levels in the fuel tanks Fuel spills at each fuel tank 12 are
`prevented by providing fuel flow to each fuel tank 12 through
`the fuel caps 26 on the fuel tanks 12. Emergency shut down
`may be provided through the manually operated valves 28.
`The caps 26 may be carried with the trailer 14 to a well site
`and the caps on the fuel tanks at the well site are removed and
`replaced with the caps 44. The trailer 14 and any additional
`fuel Sources remain on the well site throughout the fracturing
`job in accordance with conventional procedures. The emer
`gency shut down may be provided for example to shut all
`equipment including valves and pumps, and may activate the
`positive air shutoff on the generator.
`0024. The number of outlets 22 on a manifold 36, 38 may
`vary and depends largely on space restrictions. Five outlets 22
`permanifold 36,38 is convenient for a typical large fracturing
`job and not all the outlets 22 need be used. Using more than
`one manifold permits redundancy in case one manifold devel
`ops a leak. The hoses 24 are run out to equipment 10 through
`an opening in the trailer wall in whatever arrangement the
`well operator has requested that the fracturing equipment be
`placed around the well. For example, one manifold 36 may
`supply fluid to equipment 10 lined up on one side of a well,
`while another manifold 38 may supply fluid to equipment 10
`lined up on the other side. The hoses 24 may be conventional
`fuel delivery hoses, while other connections within the trailer
`14 may be hard lines. The trailer 14 may be of the type made
`
`by Sea-Can Containers of Edmonton, Canada. The fuel
`sources 18, 20 may be loaded on a trailer separate from the
`trailer 14 and may constitute one or more body job tanker
`trucks or other suitable tanker or trailer mounted fuel tank for
`the storage of fuel. The fuel sources 18, 20 may be stacked
`Vertically on the trailer 14 or arranged side by side depending
`on space requirements. The fuel sources 18, 20 etc should be
`provided with more than enough fuel for the intended frac
`turing job. For some fracturing jobs, two 4500 liter tanks
`might Suffice, such as two Transtank Cube 4S (trademark)
`available from Transtank Equipment Solutions.
`(0025. The control station 56 may be provided with a full
`readout or display for each fuel tank 12 being filled that shows
`the level of fuel in the fuel tank 12 including when the fuel
`tank 12 is near empty and near full. An alternative is to
`provide only fuel empty (low sensor dry) or fuel full (high
`sensor wet) signals. The fuel level sensor 54 may be provided
`with power from a generator or generators in series (not
`shown) on the trailer 14 (not preferred), via a battery installed
`with the sensor 54 or directly from a battery (not shown) on
`the equipment 12. If a battery is used, it may need to be small
`due to space constraints on the cap 44. Various types of fuel
`sensor may be used for the fuel sensor 54. A float sensor is
`considered preferable over a transducer due to reliability
`issues. As shown schematically in FIG. 2, the fuel inlet on the
`fuel tank 12 is oriented at an angle to the vertical, such as 25°.
`Fuel level sensor 54 may be a hydrostatic pressure mecha
`nism that references ambient atmospheric pressure as the
`base, and thus can operate at any altitude. Hydrostatic pres
`Sure sensors may be more robust than transducer systems and
`may have a sensing portion inserted into the fuel tank on a
`cable (not shown) depending downward from the fuel cap 26.
`If the failsafe is set to "close, all systems may need to be
`functioning in order for this system to give a reading. The
`operator can then tell immediately whether the system is
`functioning or not and take proactive steps to resolve any
`issue. No fuel may flow unless all systems are operating
`properly. Fuel requirements of a fuel tank 12 may be logged
`at the control station 56 to keep track of the rate at which the
`individual pieces of equipment 10 consume fuel. A., a filler or
`resin may be used in the electronic fittings (not shown) in the
`sensor 54 head for preventing liquid entry into the electronic
`components such as the wireless transceiver 55.
`0026. The manual valves 28 should be readily accessible
`to an operator on the trailer 14. This can be arranged with the
`manifolds 36, 38 mounted on a wall of the trailer with the
`outlets 22 extending inward of the trailer wall. Pressure
`gauges (not shown) may be supplied on each of the outlets 22,
`one on the manifold side and one downstream of the valve 28.
`As fuel levels in the fuel tanks 12 drop, a pressure differential
`between the pressure gauges can be used to determine a low
`fuel condition in the fuel tanks 12 and the fuel tanks 12 may
`be individually filled by an operator. During re-fueling at a
`fracturing job, the manual valves 28 may remain open, and
`the operator may electrically signal the automatic valves 58 to
`open, using an appropriate console (not shown) linked to the
`valves 58. The level sensor 54 at the fuel tank 12 may be used
`to indicate a high level condition. An automatic system may
`be used to close the valves 58 automatically in the case of a
`high fluid level detection or the operator may close the valves
`58 using the console (not shown). In the case of solenoid
`valves being used for the valves 58, either cutting or providing
`power to the valves 58 may be used to cause the closing of the
`valves 58, depending on operator preference. A screen or
`
`HALLIBURTON EXHIBIT 1010
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`filter may be provided upstream of the solenoids, in order to
`prevent debris from entering and potentially damaging the
`Solenoid.
`0027 Hoses from the outlets 22 may be stored on reels 30
`mounted on two or more shelves within the trailer 14. Filters
`(not shown) may be provided on the lines between the fuel
`sources 18, 20 and the pumps 32,34. An example of a suitable
`filter is a five-micron hydrosorb filter. Another example of a
`filter is a canister-style filter added immediately after the
`pump. A fuel meter (not shown) may also be placed on the
`lines between the fuel sources 18, 20 and the pumps 32, 34 so
`that the operator may determine the amount of fuel used on
`any particular job. The pumps 32.34 and electrical equipment
`on the trailer 14 are supplied with power from a conventional
`generator or generators (not shown), which may conveniently
`be mounted on the trailer. Size of the pumps 32, 34 should be
`selected to ensure an adequate fill time for the fuel tanks 12,
`Such as 10 minutes, with the generator or generators (not
`shown) to Supply appropriate power for the pumps and other
`electrically operated equipment on the trailer 14. Pumps 32,
`34 may be removable in order to be changed out if required.
`For example, the pumps 32, 34 may be connected by non
`permanent wiring. Pumps 32, 34 may be centrifugal pumps,
`such as Gorman-RuppTM or BlackmerTM pumps. Lights and
`suitable windows in the trailer 14 are provided so that the
`operator has full view of the equipment mounted on the trailer
`and the equipment 10 being refueled. The spatial orientation
`of the control station 56, reels 30, manifolds 36,38, tanks 18,
`20 and other equipment such as the generators is a matter of
`design choice for the manufacturer and will depend on space
`requirements.
`0028 Preferably, during re-fueling of the fracturing
`equipment, fracturing equipment should not be pressurized
`and the fuel sources should not be located close to the frac
`turing equipment. Additional mechanical shut-off mecha
`nisms may also be included, such as a manual shut-off on the
`remote ends of the hoses, for example at the dry connection
`62. Hydro-testing may be carried out on all elements of the
`system, including the manifolds and piping. Hydro-testing
`may be carried out at a suitable time, for example at time of
`manufacture or before each use. For example, the system may
`be pressured up and left overnight to check for leakage. In
`addition, quality control procedures may be carried out, for
`example including doing a diesel flush in the system to clear
`all debris. A compressor (not shown) or source of compressed
`fluid Such as inert gas may be provided for clearing the lines
`and the system of fuel before transport. In another embodi
`ment, the pumps 32, 34 may be used to clear the lines, for
`example by pumping pumps 32, 34 in reverse to pull flow
`back into the tanks 18, 20.
`0029 Referring to FIGS. 4-5, a top end 46 for another
`embodiment of a fuel cap 26 is illustrated. The fuel cap 26
`assembly illustrated in FIG.5 may be adapted to connect to
`the respective fuel tank 12 through a quick-connect coupling
`47, which may comprise a camlock 53. In some cases the top
`end 46 may quick connect directly to the fuel tank 12. In other
`embodiments such as the one shown in FIG. 5, the housing 43
`comprises a bottom end 57 adapted to connect to the fuel tank
`12 for example by threading to a fill riser 59 of fuel tank 12.
`The bottom end may be provided in different sizes, for
`example to accommodate a 2" or 3" opening in the fuel tank
`or different designs of fill risers 59 such as a FreightlinerTM
`lock top, and also a Peterbilt'TM draw tight design. The top end
`46 may be connected to the bottom end 57 directly or indi
`
`rectly through quick connect coupling 47. Moreover, the
`housing 43 may further comprise an intermediate portion 61
`between top end 46 and bottom portion 61. Intermediate
`portion 61 may be threaded to the top end 46 and connected to
`the bottom end 57 through the quick connect coupling 47.
`Although intermediate portion 61 is shown in FIG.5 as being
`removably attached to top end 46, in some cases intermediate
`portion 61 may be permanently or semi-permanently attached
`to top end 46 for rotation. Such a rotatable connection
`between portion 61 and top end 46 may be adapted to channel
`pressurized fluids under seal, which may be achieved with
`one or more bearings and dynamic seals (not shown), for
`example much like the rotatable connection between a fuel
`hose and hand held fuel dispenser at a fuel service station. In
`other cases bottom end 57 and top end 46 may connect to fill
`riser 59 much like a garden hose, with bottom end 57 provided
`as a threaded collar that seals against a flange at a bottom end
`of top end 46 through an o-ring seal (not shown).
`0030 Quick connect coupling 47 may comprise an annu
`lar bowl 63 shaped to couple with camlock 53. Annular bowl
`63 may be used with other quick connection couplings, and
`allows top end 46 to be installed at any desired radial angle.
`An o-ring 65 may be present in bottom end 57 for sealing
`against intermediate portion 61 upon locking of camlock 53.
`One or more of ports 48, 49, and 50 may be in a lateral surface
`67. Such as an annular surface as shown, oftop end 46. As
`shown in FIG.4, ports 48 (breather port) and 50 (fuel port) are
`in lateral surface 67. One or more of ports 48,49, and 50 may
`be in a top surface 69 of top end 46 (FIG. 5). Fuel cap 26 may
`be adapted to connect to male or female connections on fuel
`tank 12.
`Referring to FIG. 5, fuel cap 26 may comprise an
`0031
`overfill prevention valve 71. Valve 71 may provide indepen
`dent protection or redundant overfill protection with fuel level
`sensor 54 (FIG. 2). Valve 71 may be directly or indirectly
`connected to port 50, for example as part of a drop tube 73
`assembly. Valve 71 may comprise a float-operated overfill
`shut off system, for example using one or more floats 75
`connected to release one or more flaps 77 to block input fuel
`flow through drop tube 73 after fuel in tank 12 has reached a
`predetermined level or levels. The valve 71 illustrated in FIG.
`5 is similar to the twin flap system commonly used in under
`ground storage tanks (USTs). Other overfill valve systems
`may use for example time domain reflectometry or contact
`sensors to ensure that fuel tank 12 is not overfilled.
`0032. A cabin (not shown) may be added to the system, for
`example comprising a heater, desk, and access to relevant
`control equipment. The cabin may have a window with a
`line-of-sight to the frac equipment. A dashboard may be
`visible from the cabin, the dashboard containing readouts of
`system characteristics such as fuel tank 12 levels. A gas
`detection system (not shown) may be used to detect the pres
`ence of leaking gas. In some embodiments, one or more of the
`hoses 24 may be provided with an auto nozzle fitting attach
`ment to fill pieces of equipment other than fuel tank 12, in
`order to obviate the need for an on-site fuel source other than
`the fuel system disclosed herein. An electrical box (not
`shown) may be mounted on the skid or trailer with rubber or
`resilient mounts to reduce vibrational issues.
`0033 Some types of equipment such as frac pumpers have
`two tanks, which may be connected by equalization lines. In
`Such cases, fuel cap 26 may be connected into the tank 12
`opposite the tank 12 under engine draw, in order to reduce the
`turbulence caused by fuel filling which may cause air to be
`
`HALLIBURTON EXHIBIT 1010
`Halliburton Energy Services, Inc. v. U.S. Well Services, LLC, IPR2023-0055