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EP1177401B1 - Systemes destines a alimenter un moteur en gaz naturel liquefie - Google Patents

Systemes destines a alimenter un moteur en gaz naturel liquefie Download PDF

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Publication number
EP1177401B1
EP1177401B1 EP98966747A EP98966747A EP1177401B1 EP 1177401 B1 EP1177401 B1 EP 1177401B1 EP 98966747 A EP98966747 A EP 98966747A EP 98966747 A EP98966747 A EP 98966747A EP 1177401 B1 EP1177401 B1 EP 1177401B1
Authority
EP
European Patent Office
Prior art keywords
natural gas
fuel tank
conduit
vaporizer
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP98966747A
Other languages
German (de)
English (en)
Other versions
EP1177401A1 (fr
EP1177401A4 (fr
Inventor
Dennis N. Bingham
Bruce M. Wilding
James E. O'brien
Ali S. Siahpush
Kevin B. Brown
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Battelle Energy Alliance LLC
Original Assignee
Battelle Energy Alliance LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP1177401A1 publication Critical patent/EP1177401A1/fr
Publication of EP1177401A4 publication Critical patent/EP1177401A4/fr
Application granted granted Critical
Publication of EP1177401B1 publication Critical patent/EP1177401B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/06—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures for filling with compressed gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
    • F17C7/02—Discharging liquefied gases
    • F17C7/04—Discharging liquefied gases with change of state, e.g. vaporisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
    • F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
    • F17C2205/0382—Constructional details of valves, regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0367—Localisation of heat exchange
    • F17C2227/0388—Localisation of heat exchange separate
    • F17C2227/0393—Localisation of heat exchange separate using a vaporiser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0165—Applications for fluid transport or storage on the road
    • F17C2270/0168—Applications for fluid transport or storage on the road by vehicles
    • F17C2270/0176—Buses

Definitions

  • the present invention relates to fuel delivery systems and, more specifically, systems for delivering liquified natural gas from a fuel tank to an engine.
  • Natural gas is clean burning and can be stored in a dense, high energy liquid form. Liquefying natural gas is accomplished by cooling the natural gas to a cryogenic temperature, typically below -260° F, which condenses the gas into a liquid. Working with and keeping natural gas at a cryogenic temperature, however, creates inherent problems. Furthermore, natural gas, prior to combustion, is a harmful greenhouse gas. As such, it is important that the escape of any natural gas be minimized to prevent increased damage to the atmosphere.
  • the natural gas is initially stored in large tanks at refueling stations.
  • the large tanks maintain the fuel at a cryogenic temperature so as to keep the natural gas in a dense liquid state.
  • Smaller insulated fuel tanks are located within the automobiles and can be filled with the liquified natural gas at a refueling station.
  • the automobile fuel tank sufficiently pressurized so that the fuel therein will automatically flow to the vehicle engine.
  • a pump can be used to deliver the fuel to the engine, use of a pump requires energy.
  • pumping natural gas at cryogenic temperatures has been found problematic.
  • the systems for heating the natural gas at the refueling station are time consuming and expensive to operate and build. Furthermore, as a result of warming the natural gas, less natural gas can be stored within the fuel tank.
  • the fuel since all of the natural gas that is pumped into the automobile fuel tank is heated, the fuel must be used relatively quickly to prevent having to vent any of the natural gas to the atmosphere. That is, although the automobile fuel tank is insulated, once the liquified natural gas is pumped therein, the fuel begins to slowly warm towards an equilibrium with the outside temperature. As the fuel warms, the pressure within the tank increases. Once the tank reaches a control pressure, a pressure relief valve is opened allowing a portion of the natural gas to escape into the atmosphere, thereby decreasing the internal pressure. The time period that a tank can hold natural gas without having to vent is called the "hold time.” As previously discussed, releasing natural gas into the atmosphere is both wasteful and potentially harmful.
  • the pressure within the fuel tank can drop below the required operating pressure.
  • the volume of the vapor holding portion of the fuel tank is increased.
  • a portion of the liquified natural gas is vaporized to fill the space within the fuel tank.
  • Vaporization of natural gas is an endothermic process which absorbs heat. Accordingly, as the natural gas within the fuel tank is vaporized, the temperature and thus pressure within the fuel tank decreases. If liquified natural gas is consumed too quickly, the pressure will drop below the operating pressure.
  • a heater is directly coupled with the automobile fuel tank for heating the liquified natural gas therein.
  • the problem with this approach is that it takes both time and energy to heat the fuel within the fuel tank.
  • US-A-3070968 , US-A-2958204 , US-A-5421162 , US-A-5373700 , US-A-51127230 , US-A-3001375 , US-A-2996892 , US-A-2916061 , US-A-2747374 and US-A-5081977 disclose various liquid-gas fuel systems.
  • Another object of the present invention is to provide improved systems as above which do not require the liquified natural gas to be warmed as it is transferred from a refueling facility to a fuel tank for operating an engine.
  • Yet another object of the present invention is to provide systems as above which do not require all of the liquid natural gas disposed within the fuel tank to be warmed therein.
  • Still another object of the present invention is to provide systems as above which significantly increase the hold time of the liquified natural gas in the fuel tank.
  • Another object of the present invention is to provide improved systems as above which maintain a desired pressure within the fuel tank substantially independent of the fuel consumption rate.
  • Yet another object of the present invention is to provide systems as above which enable relatively quick pressurization of the fuel tank holding the liquid natural gas.
  • Another object of the present invention is to provide improved systems as above which provide fuel lines extending from the fuel tank to the engine which do not require the use of electronic switches, solenoids or computers to function.
  • the present invention provides a fuel system for delivering natural gas to an engine, the system comprising:
  • the fuel system is provided for operation with an engine.
  • the engine can be mounted to a vehicle or be stationary, for example, the engine can be used in a generator or air conditioning system.
  • the system may include an insulated fuel tank configured to receive liquid natural gas at cryogenic temperatures, preferably below -220° F.
  • the fuel tank may bound a chamber which includes the liquid holding portion for holding liquified natural gas and the vapor holding portion for holding vaporized natural gas.
  • the economizer valve is configured to operate in one of two positions depending on the pressure within the vapor holding portion of the fuel tank.
  • the economizer valve When pressure within the vapor holding portion of the fuel tank is below a select pressure, the economizer valve facilitates the flow of the liquid natural gas from the fuel tank to the vaporizer.
  • the economizer valve blocks the flow of liquid natural gas and facilitates the flow of the vaporized natural gas from the fuel tank to the vaporizer. Once sufficient vaporized natural gas has been removed from the fuel tank to drop the pressure therein below the select pressure, the economizer valve again facilitates the flow of the liquid natural gas from the fuel tank to the vaporizer.
  • the vaporizer is heated with coolant from the engine. As liquified natural gas is passed through the vaporizer, the elevated temperature causes the liquified natural gas to flash into a vapor.
  • a delivery conduit extends from the vaporizer to the engine for delivering the vaporized fuel thereto.
  • a return conduit having a check valve coupled therewith extends from the delivery conduit to the vapor holding portion of the fuel tank. Feeding of the vaporized natural gas from the return conduit to the vapor holding portion of the fuel tank functions to pressure the fuel tank.
  • liquid natural gas within the fuel tank at the lowest economical temperature. This is typically in a range between about -220°F to about -240°F. At these temperatures, however, there is insufficient saturation pressure within the vapor holding portion of the fuel tank to drive the liquid natural gas from the fuel tank to the engine. Until such time that the liquid natural gas warms up from the outside environment to a point that it produces the required saturation pressure, the vaporized natural gas feeding from the return conduit to the vapor holding portion of the fuel tank functions to create the required pressure to operate the system.
  • the vaporizer To enable effective pressurization of the fuel tank using the return conduit, the vaporizer must be positioned a required distance below the surface of the liquified natural gas in the fuel tank. Specifically, the head between the surface level of the liquified natural gas and the point in the vaporizer where the liquified natural gas is vaporized must be sufficiently large to create a required pressure on the vaporized natural gas leaving the vaporizer. This required pressure must be greater than the summation of the pressure losses on the natural gas as it passes from the fuel tank through the economizer valve, vaporizer, and back to the fuel tank. As a practical matter, to enable operation of the engine at low levels of fuel within the fuel tank, the vaporizer needs to be positioned below the elevation of the fuel tank.
  • the liquid natural gas within the fuel tank can be maintained at its lowest possible temperature.
  • it is not necessary to incorporate systems for warming the fuel as it is transferred from a refueling facility or for warming the fuel within the fuel tank.
  • the hold time for the fuel tank is much longer than conventional systems.
  • the present system can continually regulate the pressure within the fuel tank independent of the consumption rate.
  • the system can be operated in a passive configuration which does not require the use of electronic solenoids, switches, or computers to run.
  • Vehicle 10 is defined to mean any motorized vehicle.
  • vehicle includes cars, pickup trucks, cargo trucks, buses, trains, aircraft, tractors, construction vehicles, off-road equipment, farming vehicles, and helicopters.
  • Vehicle 10 is shown having a chassis 12 with a fuel tank 14 mounted thereon.
  • chassis 12 with a fuel tank 14 mounted thereon.
  • chassis as used in the specification and appended claims is intended to broadly include the frame and/or body of the vehicle.
  • inventive fuel delivery system as disclosed herein can be used in situations other than on vehicles.
  • inventive fuel delivery systems can be used with engines relating to compressors, generators, heating and air conditioning systems, and virtually any other system where an engine is required.
  • Fuel tank 14 is insulated, preferably by having a vacuum barrier, and is configured to receive and retain liquid natural gas at cryogenic temperatures. Specifically, it is preferred that fuel tank 14 be able to receive liquid natural gas at temperatures below -220° F. Fuel tank 14 is filled through an inlet 16.
  • natural gas as used in the specification and appended claims is bodily intended to include all hydrocarbon gases that exist in a gaseous state at ambient conditions.
  • natural gas includes methane, ethane, propane, butane, and pentane.
  • Fuel tank 14 comprises a liquid holding portion 20 for holding liquified natural gas 22 and a vapor holding portion 24 for holding vaporized natural gas 26.
  • Liquid holding portion 20 and vapor holding portion 24 are separated by the surface of liquified natural gas 22 defined by dotted line 28.
  • the volume of liquid holding portion 20 and vapor holding portion 24 vary inversely depending on the volume of liquified natural gas 22 within tank 14. That is, as liquified natural gas 22 is consumed, surface 28 of liquified natural gas 22 lowers, thereby decreasing the volume of liquid holding portion 20 and increasing the volume of vapor holding portion 24.
  • Tank 14 is filled with liquified natural gas 22 by passing liquified natural gas 22 through inlet 16 and into a filling conduit 42.
  • Filling conduit 42 is fluid coupled with a vapor conduit 32 having a first end 34 disposed within vapor holding portion 24 and an opposed second end 36 fluid coupled to an economizer valve 38.
  • Mounted at first end 34 of vapor conduit 32 are a plurality of spray nozzles 40.
  • liquified natural gas 22 entering vapor conduit 32 from filling conduit 42 travels to first end 34 where it is sprayed into tank 14 through nozzles 40.
  • Nozzles 40 serve a unique purpose. Under normal operating conditions, once vehicle 10 has run for a sufficient period of time to substantially empty fuel tank 14 of liquified natural gas 22, the remaining vaporized natural gas 26 within fuel tank 14 is at a relatively high saturation pressure. This is because the remaining natural gas within fuel tank 14 has been warmed by the outside environment during operation. During refueling, as the cold liquified natural gas is sprayed into fuel tank 14 over the vaporized natural gas therein, the vaporized natural gas is cooled and condensed, thereby reducing the saturation pressure. As a result, fuel tank 14 can be filed quickly and to a much greater extent without having to vent vaporized natural gas into the atmosphere. There are of course a variety of single or multiple spray nozzles that can be used. Furthermore, various dripping or other mechanisms can be used to help disperse the liquified natural gas over the vaporized natural gas within fuel tank 14.
  • means are provided for delivering natural gas from fuel tank 14 to an engine 30.
  • Engine 30 is likewise mounted to chassis 12 of vehicle 10.
  • means are provided for passively delivering the natural gas from fuel tank 14 to engine 30 while automatically and passively maintaining a pressure within a predetermined range within vapor holding portion 24 of fuel tank 14.
  • the term "passively" defines a system that is self-regulating without the use of electronically actuated flow controlling devices such as solenoids or other valves or switches.
  • vapor conduit 32 extends from vapor holding portion 24 of fuel tank 14 to economizer valve 38, as discussed above.
  • a liquid conduit 44 has a first end 46 positioned within liquid holding portion 20 of fuel tank 14 and an opposing second end 48 fluid coupled to economizer valve 38. An opening at first end 46 of liquid conduit 44 enables liquid natural gas 22 to travel through liquid conduit 44 to economizer valve 38.
  • the present invention also includes control means for automatically withdrawing a select natural gas chosen from either liquified natural gas 22 or vaporized natural gas 26 from fuel tank 14 based on the pressure within fuel tank 14.
  • Economizer valve 38 includes a housing 50 having an interior surface 51 bounding an elongated chamber 52. Chamber 52 extends from a bottom end 54 to a top end 56. Longitudinally disposed within chamber 52 is a rod 60. Rod 60 also has a bottom end 62 and an opposing top end 64. Extending between top end 64 of rod 60 and housing 50 is a resiliently compressible spring 66.
  • annular seal 68 Radially projecting out at bottom end 62 of rod 60 is an annular seal 68. Radially inwardly projecting from interior surface 51 around bottom end 62 of rod 60 is a circular flange 96 having an opening 97 extending therethrough. Flange 96 is configured such that when seal 68 is biased thereagainst, opening 97 is sealed closed.
  • a flexible first diaphragm 74 bounds a first compartment 76 extending between first diaphragm 74 and top end 56 of compartment 52.
  • First compartment 76 houses spring 66 and communicates to the exterior through an opening 58.
  • An isolated second compartment 78 is positioned between first diaphragm 74 and a flexible second diaphragm 80.
  • a third compartment 82 is formed between second diaphragm 80 and a flexible third diaphragm 84.
  • a fourth compartment 86 is bounded between third diaphragm 84 and bottom end 54 of chamber 52.
  • Vapor conduit 32 extends through housing 50 and communicates with second compartment 78.
  • a bypass conduit 88 extends from vapor conduit 32 to third compartment 82.
  • a check valve 90 is positioned within bypass conduit 88.
  • a transition conduit 92 extends through housing 50 from third compartment 82 to the exterior of economizer valve 38.
  • Liquid conduit 44 extends through housing 50 and communicate with fourth compartment 86.
  • a bypass conduit 94 extends from fourth compartment 86, at a side of flange 96 opposite liquid conduit 44, to transition conduit 92.
  • Economizer valve 38 is configured to automatically operate in one of two positions for withdrawing either vaporized natural gas 26 from fuel tank 14 or liquified natural gas 22 from fuel tank 14. The determination of which of the two gas forms is removed from fuel tank 14 depends on the pressure within vapor holding portion 24. That is, economizer valve 38 moves between one of the two positions when a select pressure is reached within vapor holding portion 24.
  • the select pressure is manually set and can vary depending on the intended use and system parameters.
  • the select pressure is typically in a range between about 40 psi to about 140 psi, with about 60 psi to about 100 psi being preferred and about 20 psi to about 80 psi being more preferred.
  • liquified natural gas 22 flows through supply conduit 44 into fourth compartment 86, through opening 97 in flange 96, and through bypass conduit 94 where it eventually exits through transition conduit 92.
  • Check valve 90 prevents liquified natural gas 22 from passing into vapor conduit 32.
  • the pressure increases within vapor holding portion 24, for reasons as will be discussed later, the pressure correspondingly increases within second compartment 78. This is because second compartment 78 and vapor holding portion 24 are coupled together by vapor conduit 32.
  • first compartment 76 is under atmospheric conditions as a result of opening 58, as second compartment 78 is pressurized, first diaphragm 74 is pressed into first compartment 76 causing rod 60 to compress against spring 66.
  • the resistance of spring 66 is manually set such that as the pressure within second compartment 78 reaches the select pressure, rod 60 is sufficiently compressed against spring 66 so that seal 68 is biased against flange 96, thereby sealing opening 97 closed. Vaporized natural gas 26 is then permitted to pass from vapor conduit 32 through bypass conduit 88 into third compartment 82 and subsequently out transition conduit 92.
  • Vaporizers also referred to as heat exchangers, can be purchased off the shelf.
  • a conventional vaporizer comprises a coil 102 having an inlet end 104 and an outlet end 106. At least a portion of coil 102 is enclosed within a housing 108.
  • housing 108 is fluid coupled to a pair of heating conduits 110 and 112 which continually cycle heated radiator fluid between housing 108 and engine 30. As liquified natural gas 22 passes through coil 102 within housing 108, the heat from the radiator fluid causes the liquified natural gas to flash to a vapor.
  • One way to check valve 140 reduces elevation sensitivity of vaporizor 100.
  • the present invention also provides means for delivering at least a portion of the select gas from vaporizer 100 to engine 30.
  • a delivery conduit 114 extends from vaporizer 106 to engine 30.
  • a flow regulator 115 can be attached to delivery conduit 114.
  • Means are also provided for enabling delivery of a portion of the select gas from vaporizer 100 back to fuel tank 14.
  • a return conduit 116 having a check valve 118 formed thereon extends from delivery conduit 114 to filling conduit 42.
  • a portion of the vaporized natural gas from delivery conduit 114 can travel through return conduit 116, filling conduit 42, and vapor conduit 32 where is subsequently enters into vapor holding portion 24 of tank 14.
  • the feeding or at least communication of vaporized natural gas from delivery conduit 114 with vapor holding portion 24 provides the needed pressure for driving liquified natural gas 22 through the system to engine 30 without the need of a pump.
  • economizer valve 38 pulls off the vaporized natural gas as previously discussed.
  • conduit configurations that can be used to feed the vaporized natural gas back to vapor holding portion 24.
  • the vaporized natural gas can be fed back into the economizer valve, as will be illustrated in a subsequent embodiment.
  • a conduit could be formed that extends directly between delivery conduit 114 and vapor holding portion 24.
  • a conduit can be formed to extend directly between vaporizer 106 and vapor holding portion 24. Other embodiments will be set forth later in the disclosure.
  • One of the novel concepts of the present invention is the positioning of vaporizer 100 relative to fuel tank 14.
  • a certain elevation difference or head H must be achieved between surface 28 of liquified natural gas 22 and the point in vaporizer 100 where the liquified natural gas is vaporized.
  • head H must be sufficiently large to produce a pressure on the vaporized natural gas leaving vaporizer 100 that is greater than the summation of all the pressure losses as a result of the natural gas passing from fuel tank 14 through economizer valve 38, vaporizer 100, and the various conduits back to vapor holding portion 24.
  • vaporizer 100 be positioned below fuel tank 14.
  • the rate at which vapor holding portion 24 is pressurize is an important consideration for startup time after refueling. That is, once fuel tank 14 is filled with liquid natural gas, the pressure within vapor holding portion 24 is typically insufficient to deliver liquified natural gas to engine 30.
  • Alternative heating sources such as solar radiation, batteries, or using gasoline to run engine 30 can be used for heating vaporizer 100 and thus pressurizing vapor holding portion 24.
  • vapor holding portion 24 of tank 14 can be pressurized to a select operational pressure in a period of time after refueling less than about 15 minutes, more preferably in less than about 10 minutes, and most preferably in less than about 5 minutes. In some embodiments, it is also desirable that vaporizer 100 be positioned below tank 14 at a distance greater than about 1 inch, more preferably greater than about 6 inches, and most preferably greater than about 1 foot.
  • Figure 6 is an alternative embodiment of a fluid delivery system 126 in which one way check valve 118 of fluid delivery system 18 has been replaced by an electronic solenoid 128. Solenoid 128 electronically opens and closes conduit 116. One way check valve 140 reduces elevation sensitivity of vaporizor 100.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (6)

  1. Système à carburant (18) destiné à alimenter un moteur (30) en gaz naturel, le système comprenant :
    un réservoir de carburant (14) configuré pour recevoir le gaz naturel à des températures cryogéniques, le réservoir de carburant ayant une partie de retenue de liquide (20) et une partie de retenue de vapeur (24) ;
    un évaporateur (100) doté d'une extrémité d'entrée (104) et d'une extrémité de sortie (106) ;
    un premier conduit (32) s'étendant de la partie de retenue de vapeur du réservoir de carburant à un élément de valve (38) ;
    un second conduit (44) s'étendant de la partie de retenue de liquide du réservoir de carburant à l'élément de valve ;
    un conduit d'alimentation (114) s'étendant de l'extrémité de sortie de l'évaporateur au moteur,
    caractérisé en ce que l'évaporateur est disposé à une distance verticale sous le réservoir de carburant, l'élément de valve étant configuré pour faire écouler de manière sélective le fluide du réservoir de carburant par le premier conduit ou le second conduit jusqu'à l'extrémité d'entrée de l'évaporateur sensible à une pression dans le réservoir de carburant et un conduit de retour (116) s'étendant du conduit d'alimentation au réservoir de carburant.
  2. Système à carburant (18) selon la revendication 1, dans lequel l'évaporateur (100) est disposé à une distance verticale supérieure à 15,24 cm (6 pouces) sous le réservoir de carburant (14).
  3. Système à carburant (18) selon la revendication 1, comprenant un réservoir de carburant (14) isolé, dans lequel l'évaporateur (100) est positionné à une distance verticale par rapport au réservoir de carburant de sorte que le niveau du gaz naturel liquide (22) s'étendant entre la surface (28) du gaz naturel liquide lorsque disposé dans le réservoir de carburant et l'évaporateur produise une pression sur le gaz naturel évaporé (26) supérieure à la somme des pertes de pression à laquelle le gaz naturel est soumis lorsque le gaz naturel passe du réservoir de carburant via l'évaporateur et retourne au réservoir de carburant via le conduit de retour (116).
  4. Système à carburant (18) selon la revendication 3, dans lequel le réservoir de carburant (14) est monté sur un véhicule (10).
  5. Système à carburant (18) selon la revendication 1, comprenant en outre un réducteur de débit (15) couplé au conduit d'alimentation (114).
  6. Système à carburant (18) selon la revendication 1, dans lequel l'élément de valve (38) comprend une valve d'économiseur.
EP98966747A 1998-12-21 1998-12-21 Systemes destines a alimenter un moteur en gaz naturel liquefie Expired - Lifetime EP1177401B1 (fr)

Applications Claiming Priority (1)

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PCT/US1998/027231 WO2000037847A1 (fr) 1998-12-21 1998-12-21 Systemes destines a alimenter un moteur en gaz naturel liquefie

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EP1177401A1 EP1177401A1 (fr) 2002-02-06
EP1177401A4 EP1177401A4 (fr) 2006-02-15
EP1177401B1 true EP1177401B1 (fr) 2009-04-22

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EP (1) EP1177401B1 (fr)
AU (1) AU2449599A (fr)
CA (1) CA2365521C (fr)
DE (1) DE69840780D1 (fr)
WO (1) WO2000037847A1 (fr)

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DE10040679A1 (de) * 2000-08-19 2002-02-28 Messer Griesheim Gmbh Vorrichtung und Verfahren zur druckgeregelten Versorgung aus einem Flüssiggastank
FI118681B (fi) 2004-03-17 2008-02-15 Waertsilae Finland Oy Vesikulkuneuvon kaasunsyöttöjärjestely ja menetelmä kaasun tuottamiseksi vesikulkuneuvossa
US20140190187A1 (en) 2013-01-07 2014-07-10 Hebeler Corporation Cryogenic Liquid Conditioning and Delivery System
CA2831762C (fr) * 2013-10-31 2015-01-20 Westport Power Inc. Systeme et procede pour livrer un fluide stocke sous forme liquide a un utilisateur final sous forme gazeuse
DE102017130477A1 (de) * 2017-12-19 2019-06-19 Tge Gas Engineering Gmbh Tanksystem für ein Kraftfahrzeug
AT520862B1 (de) * 2018-01-16 2019-12-15 Sasu Energiesysteme Gmbh Verfahren und Vorrichtung zum Befüllen eines Behälters mit einer kryogenen Flüssigkeit

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US5081977A (en) * 1990-02-13 1992-01-21 Consolidated Natural Gas Service Company, Inc. Low pollution natural gas vehicle

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Also Published As

Publication number Publication date
EP1177401A1 (fr) 2002-02-06
CA2365521C (fr) 2007-02-27
CA2365521A1 (fr) 2000-06-29
DE69840780D1 (de) 2009-06-04
EP1177401A4 (fr) 2006-02-15
WO2000037847A1 (fr) 2000-06-29
AU2449599A (en) 2000-07-12

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