[go: up one dir, main page]

WO2001048367A1 - Systeme d'alimentation pour dispositif de conversion d'energie - Google Patents

Systeme d'alimentation pour dispositif de conversion d'energie Download PDF

Info

Publication number
WO2001048367A1
WO2001048367A1 PCT/AU2000/001559 AU0001559W WO0148367A1 WO 2001048367 A1 WO2001048367 A1 WO 2001048367A1 AU 0001559 W AU0001559 W AU 0001559W WO 0148367 A1 WO0148367 A1 WO 0148367A1
Authority
WO
WIPO (PCT)
Prior art keywords
tank
fuel
natural gas
fuel system
pressure
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.)
Ceased
Application number
PCT/AU2000/001559
Other languages
English (en)
Inventor
Brian Terence Dadd
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.)
Individual
Original Assignee
Individual
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
Application filed by Individual filed Critical Individual
Priority to AU23290/01A priority Critical patent/AU2329001A/en
Publication of WO2001048367A1 publication Critical patent/WO2001048367A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/08—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for non-gaseous fuels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a fuel system for an energy conversion device and is particularly concerned with a natural gas fuel system for devices such as internal combustion engines, gas turbine engines and fuel cells.
  • Gaseous fuels have been available for many years and are stored in a variety of different ways.
  • Liquified petroleum gas was the first gas generally used for internal combustion engines in vehicles as well as for small-scale thermal applications such as cooking. Whilst highly convenient and still used in many vehicles, LPG comprises a mixture of butane and propane which is not optional for many applications where a methane-based fuel is preferred for its combustion and safety characteristics.
  • Natural gas overcomes the disadvantages of LPG, and compressed natural gas (CNG) has been used as a transportable fuel in vehicles for many years.
  • CNG compressed natural gas
  • the weight and cost of substantial CNG storage have prevented its success in the market place other than for relatively short range vehicles such as buses.
  • CNG powered vehicles have generally only been justified on environmental grounds, and the success of CNG as an alternative fuel for vehicles is unlikely to be realised using the available storage systems unless these environmental issues are taken into account.
  • Liquified natural gas provides the highest energy density of the currently used transportable gas storage systems.
  • LNG Liquified natural gas
  • the production of LNG is extremely expensive because gas quality has to be of an acceptable standard and the process is very capital intensive.
  • LNG systems are primarily suited to bulk transportation. While investigations have been made into LNG-powered vehicles, such systems have not so far proved commercially viable owing to the capital restraints associated with LNG storage.
  • Natural gas forms hydrates in the presence of water at appropriate combinations of pressure and temperature. Natural gas hydrates have been proposed as a high energy density natural gas fuel source, but they have not been used as a fuel outside of a laboratory.
  • WO 99/19283 provides a useful discussion on natural gas hydrates and explains that, while there is extensive documentation relating to gas hydrate production processes, less attention is paid in the literature to devices and methods for storing and re-gassifying the hydrates.
  • WO 99/19283 proposes one means for storing and re-gassifying the natural gas hydrates, but it is intended to be used in fixed equipment such as existing refinery, chemical or power generation plant systems or with a dedicated boiler for producing steam.
  • US patent specification 5,806,316 also proposes fixed apparatus for forming a gas hydrate as well as for the controlled delivery of pressurised gas resulting from the decomposition of the hydrate to a turbine engine coupled to a generator for the production of electricity or to some other installation.
  • US Patent 5,540,190 was the first proposal for on-board vehicle storage of natural gas hydrates, and describes a storage tank for storing the hydrates at a pressure preferably between 450 and 850 psig containing a series of hollow metal plates capable of having cooling fluid and heating fluid circulate through them to, respectively, form and decompose the hydrates. Any free natural gas within the tank is used to start and warm the engine of the vehicle, but there is no suggestion of how the system will meet transient surges in demand for fuel, such as when rapid acceleration of a vehicle is required. - j -
  • a fuel system for an energy conversion device comprising: a first tank for storing solid hydrate of natural gas; means for controlling the decomposition of the solid hydrate into natural gas and aqueous liquid; a first fuel line for supplying natural gas resulting from the decomposition of the solid hydrate from the first tank; a second tank for storing compressed natural gas; a second fuel line from the second tank for supplying natural gas therefrom; and a controller for releasing natural gas from said second tank through said second fuel line in response to transient surges in fuel demand above the supply of natural gas in the first fuel line from the first tank.
  • the second tank is supplied with natural gas from the first tank by way of a fuel line connecting the two tanks, but this is not essential. However, it will enable relatively smaller containers to be adopted for the second tank since, if the supply of compressed natural gas from the second tank runs low, it is readily supplemented by natural gas from the first tank.
  • the natural gas hydrates are stored in the first tank at a lower pressure than the compressed natural gas in the second tank
  • means will be provided in the fuel line between the two tanks for compressing natural gas to the desired storage pressure.
  • the compressing means may comprise, for example, two compressors in series, optionally with means for cooling the compressed fuel between the two compressors.
  • the aforementioned fuel line connecting the first and second tanks advantageously extends from the first fuel line.
  • the controller is conveniently a pressure controller which is preferably adapted to sense the pressure of natural gas in the first fuel line and to open a valve in the second fuel line in response to a reduction in pressure below a predetermined level.
  • the second fuel line may be adapted to supply natural gas from the second tank to the first fuel line, in which case the pressure controller advantageously senses pressure in the first fuel line upstream of this junction with the second fuel line.
  • the second tank advantageously stores the compressed natural gas at a pressure buffer typically in excess of about 500 psig, but the upper pressure is limited merely by storage vessel cost and the cost of compressing the gas.
  • the storage pressure may vary according to the use of the fuel.
  • the pressure in the second tank would typically be 2 or 3 times the fuel pressure required for the turbine of, typically, 300 to 700 psig. ie. about 600 psig to about 2000 psig in the second tank.
  • the natural gas is stored in the second tank at a lower pressure than the usual storage pressure of 1000 to 3000 psig for vehicle-based CNG fuel systems.
  • the compressed natural gas is stored in the second tank at a pressure in the range 60 to 750 psig.
  • the first tank may be capable of storing the natural gas hydrate at pressures up to 2,000 psig, as described in US 5,540,190, or more but lower pressures may advantageously be used at reduced temperatures to facilitate filling the tank with pre-formed hydrate.
  • Natural gas hydrate may be stored at atmospheric pressure at temperatures just below 0°C, for example -8 to
  • Pure natural gas hydrate will decompose into natural gas and water, but any additives to the hydrate mixture are likely to separate with the water as an aqueous liquid.
  • the usual minimum pressure in the first tank is ambient or less.
  • the pressure of the nautral gas may then require boosting by a compressor or other means to the pressure at which the natural gas will be required by the energy conversion device, for example about 30 psig or less at the inlet to an internal combustion engine.
  • the pressure in the first tank will be 0 to 120 psig, most preferably 5 to 80 psig, above the required inlet pressure for the energy conversion device.
  • the first tank is preferably adapted to store the solid hydrate at atmospheric pressure or at a pressure up to about 150 psig.
  • the natural gas hydrates may be stored in the first tank in a variety of different forms and may be formed in situ, for example by spraying, or be fonned prior to introduction into the first tank. Since forming the hydrates in situ in the first tank may take excessive time, the natural gas hydrates are advantageously preformed for introduction into the first tank and may be in the form of a slush or slurry, particles or large pieces such as bricks, blocks or slabs.
  • the term "solid hydrate” shall be understood to encompass natural gas hydrate in the form of a slush or slurry, that is solid hydrate in a non-pathetic carrier liquid which maintains sufficient flowability at low temperature.
  • Suitable carrier liquids include iso-propyl alcohol, other alcohols, brine (CaCl 2 , NaCl), crude oil, petroleum condensates and their derivatives such as hexane, and silicon liquids.
  • the natural gas hydrates are supplied as preformed particles since this may permit lower pressures to be adopted during filling and simplify means for introducing them to the first tank, allowing, for example, a shut-off valve and/or a rotary valve to be adopted. Using larger pieces may require a substantial part of the tank to be opened during filling.
  • In-situ formation of the hydrates in the first tank may require additional cost and facilities associated with the tank which in a vehicle fuel system will add additional weight which is redundant when the vehicle is operating.
  • Such facilities may include, for example, supplementary chilling facilities, water circulation pumps and spray units.
  • these additional facilities are associated with the filling system rather than the first tank.
  • the first tank is interchangeable.
  • an empty first tank may be removed from a vehicle and be replaced by one which has been filled at a static hydrate formation plant.
  • the hydrate is provided in a replaceable thin-walled container, such as of a flexible membrane, and an empty container is removed from the first tank and replaced with a full one.
  • the means for controlling the decomposition of solid hydrate may comprise a heat exchanger in the first tank connected to a chilling system.
  • the heat exchanger may take any suitable form but preferably at least partially lines the walls of the tank which may themselves be insulated.
  • the in-tank heat exchanger has a dimple plate structure.
  • the heat exchanger is connected to a chilling system which should be capable of ensuring there is minimum boil-off of the hydrate in the first tank during periods of low fuel demand. Cooling of the chilling system may be provided by, for example, a refrigerant or an absorption chiller.
  • the chilling of the in- tank heat exchanger may be controlled by a pressure sensor monitoring the pressure in the first tank or, preferably, in the first fuel line.
  • means is provided for heating the natural gas hydrate in the first tank.
  • Such means for heating may take any of a variety of forms and is preferably controlled by a pressure sensor monitoring pressure in the first tank or in the first fuel line.
  • the means for heating may comprise a storage vessel and a nozzle in the first tank for spraying a medium in the storage vessel into the first tank.
  • a medium may be heated by any suitable means, for example by waste heat from the energy conversion device during operation of the fuel system and electrically during start-up.
  • the storage vessel may be connected to the first tank for receiving, as the medium, residual liquid from the decomposition of the natural gas hydrate in the first tank.
  • the means for heating may comprise a heat exchanger in the first tank connected to a source of heat.
  • the source of heat is advantageously a cooling system for the energy conversion system or, for example, electrical heating. Again, electrical heating may be used merely during start-up.
  • the heat exchanger is also connected to a chilling system, for example as previously described.
  • heating means preferably in the form of a heat exchanger controlled as described above, may be provided in the first fuel line adjacent the first tank or between the first tank and the first fuel line to facilitate the decomposition of the hydrate.
  • means is provided for separating the carrier liquid from the natural gas and water.
  • Means may be provided in the first fuel line for at least partially separating out aqueous liquid, water and/or water vapour from the re-gassified natural gas.
  • Moisture in the natural gas is useful in both internal combustion engine and fuel cell applications.
  • moisture in the fuel can reduce nitrogen oxides (NOx) by reducing the peak temperatures in the primary combustion zones, can reduce the propensity for pre-ignition by increasing the ignition energy required, and can increase specific power by increasing the expansion of the combustion product.
  • NOx nitrogen oxides
  • the present invention is believed to make the use of natural gas hydrates as a fuel source much more practical than has hitherto been the case where transient surges in demand are experienced.
  • the fuel system may be used with, for example, internal combustion engines, gas turbine engines and/or fuel cells as well as other energy conversion devices requiring natural gas as a fuel. While a particularly advantageous use of the fuel system is in vehicles, it may also be used in water vessels, in static applications such as power generation, and, for example, aircraft where the efficient storage of the fuel is especially convenient.
  • the fuel system 10 is connected to a vehicle engine (not shown) at 11.
  • An insulated tank 12 is provided for storing natural gas hydrate at a pressure typically of about 30 psi and a minimum temperature of about -100°C. Higher temperatures and higher or lower pressures may be adopted, for example a temperature up to about 0°C and ambient pressure with the use of suitable additives in the hydrate mixture, but the lower pressure gas storage reduces the likelihood of instantaneous gas release in an accident as well as the cost and weight of the tank.
  • the hydrate may be formed in situ by spraying natural gas and water into the chilled tank 12, but preferably the hydrate is preformed at a static plant as granules with a particle size between 0.5mm and 100mm which are introduced to the tank through a valve 14 following removal of a fuel filler cap 16.
  • the fuel may be supplied from a source 18 through a rotary valve 20 once a shut-off valve 22 has been opened.
  • the storage tank 12 may be formed of stainless steel or other materials capable of coping with the temperature and pressure and can take any of a variety of forms.
  • the tank is a twin- walled structure and may have external insulation 13.
  • the internal wall may act as a heat exchanger, optionally with heat exchange fluid being supplied to the space between the walls.
  • the space between the walls may act as insulation, possibly by use of a vacuum.
  • the inner wall 24 of the twin wall tank 12 is a dimple plate heat exchanger and the space between the walls is connected to a heat exchange fluid system 26 containing a first heat exchanger 28 for warming the fluid and a second heat exchanger 30 for chilling the fluid.
  • a suitable fluid for the heat exchange circuit 26 is a light hydrocarbon such as a high altitude jet fuel or, less advantageously due to its lower heat transfer properties, a gas heat exchange medium.
  • the heat exchange fluid circuit 26 comprises a return line 32 from the heat exchanger 24 in the tank 12 having a pump 34 therein.
  • the return line 32 leads to a valve 36 for directing the heat exchange fluid through either the hot circuit heat exchanger 28 or the cold circuit heat exchanger 30 according to the pressure of natural gas in a natural gas conduit 38 leading from the tank 12.
  • the pressure is sensed by a pressure controller 40.
  • Heat exchange fluid directed by the valve 36 through the hot circuit heat exchanger 28 passes via a conduit 42 to an inlet 44 to the heat exchanger 24 in the tank 12.
  • Heat exchange fluid directed by the valve 36 through the cool circuit heat exchanger 30 in the heat exchange fluid circuit 26 is directed via a conduit 46 to the inlet 44.
  • the cold circuit heat exchanger 30 is connected to a chiller loop 48 which may be either a refrigerant chiller or an absorption chiller capable of providing the required cooling to the tank 12.
  • the refrigerant load may be relatively low with suitable tank insulation and out-of-tank formation of the hydrates.
  • the hot circuit heat exchanger 28 is in an evaporator loop 50 in which hot fluid, usually water with additives, circulates from the engine cooling system 52.
  • the flow of fluid around the evaporator loop 50 is controlled by a valve 54 which is itself controlled by the pressure sensor 40.
  • the pressure controller 40 closes the valve 54 at the same time as the valve 36 directs the heat exchange fluid in the circuit 26 through the cold circuit heat exchanger 30 rather than through the hot circuit heat exchanger 28.
  • the evaporator loop 50 is also connected to a heat exchanger 56 in the natural gas conduit 38 which is adapted to heat the natural gas being supplied to the engine to a temperature that meets the requirements of the engine. Fluid flow through the loop 58 to the heat exchanger 56 is controlled by a valve 60 which is actuated by a temperature sensor 62 in the natural gas conduit 38.
  • the natural gas conduit 38 is connected to an inlet screen 64 in the storage tank 12 to ensure that no solid particles of hydrate leave the tank. Natural gas conduit 38 then leads to a separator 66 and filter 68 via a pressure indicator 69, to recover water from the re-gasified natural gas in the conduit 38.
  • a dehydration module or other dryer (not shown) may be fitted in series with the separator 66 and filter 68. Water recovered from the separator 66, filter 68 and optional dryer passes into a drain 70 where it may be collected for subsequent use.
  • the natural gas conduit 38 then leads via the heat exchanger 56 to a pressure regulator 72 to ensure that fuel supplied to the engine is at the desired pressure.
  • a pressure regulator 72 Upstream of the pressure regulator 72 is a branch 74 leading to a pressure relief valve 76 which relieves pressure in the natural gas conduit 38 in the case of, for example, a failure in the chiller loop 48.
  • Natural gas discharged through the relief valve 76 is consumed in a thermal reactor 78 to ensure that no natural gas is discharged to atmosphere.
  • the fuel system described above in accordance with the drawing provides natural gas from the tank 12 on demand.
  • the pressure in the natural gas conduit 38 drops below a predetermined level due to demand by the engine or excessive cooling of the tank 12
  • heat is supplied to the in-tank heat exchanger 24 via the evaporator loop 50 and hot circuit heat exchanger 28 to decompose more solid hydrate in the tank.
  • the decomposition may be accelerated by means of, for example, an optional electrical heater or hot fluid spray (not shown) in the tank 12, also controlled by the downstream pressure, but at times of great transient demand for natural gas by the engine, even this may not be enough.
  • a branch line 80 from the conduit 38 supplies pressurised natural gas to a second storage tank 82 via a one way valve 84 and compressor means 86.
  • the compressor means comprises two small stage compressors 88 and 90 with an inter-cooler 92 between them.
  • the natural gas may be stored in the second tank 82 at a pressure of about 600 psig, lower than normal CNG fuel storage systems, and because the tank 82 is only intended to supply natural gas during surges in demand, for example when the engine is accelerating quickly, the second tank may be considerably smaller than in known CNG fuel storage systems, having a volume of, for example 3 cu ft per 10OHP (about 0.13m 3 per 100 KW).
  • the tank 82 may be of known construction, for example with a cylindrical shape and formed of stainless steel or epoxy lined carbon steel.
  • Supply of natural gas from the second tank 82 to the engine is by way of a return line 94 to the conduit 38 and under the control of a valve 96 which is opened automatically by a pressure controller 98 sensing the pressure of natural gas in the conduit 38 upstream of the return line 94.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

L'invention concerne un système (10) d'alimentation pour un dispositif de conversion d'énergie tel qu'un moteur à combustion interne, un dispositif à turbine à gaz ou une cellule électrochimique. Le système d'alimentation est particulièrement adapté pour être utilisé dans un véhicule mais peut également être utilisé, par exemple, dans un navire ou un aéronef ou une installation fixe, par exemple un générateur d'électricité. Le système d'alimentation est destiné à être utilisé avec des hydrates de gaz naturel, éventuellement en suspension. Le système (10) comprend un premier réservoir (12) servant à stocker l'hydrate solide, des organes (24, 26) de commande de la décomposition de l'hydrate solide en gaz naturel et en eau, une première ligne (38) d'alimentation servant à injecter le gaz naturel obtenu de la décomposition de l'hydrate solide du premier réservoir dans le dispositif de conversion d'énergie, un second réservoir (82) servant à stocker le gaz naturel comprimé désiré du premier réservoir, une seconde ligne (94) d'alimentation servant à injecter le gaz naturel du second réservoir dans le dispositif de conversion d'énergie, et une unité de commande (96, 98) destinée à libérer le gaz naturel du second réservoir à travers la seconde ligne d'alimentation en réponse aux besoins supplémentaires en combustible du dispositif de conversion d'énergie, supérieurs à la quantité de gaz naturel fournie directement par le premier réservoir.
PCT/AU2000/001559 1999-12-23 2000-12-19 Systeme d'alimentation pour dispositif de conversion d'energie Ceased WO2001048367A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU23290/01A AU2329001A (en) 1999-12-23 2000-12-19 A fuel system for an energy conversion device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPQ4849A AUPQ484999A0 (en) 1999-12-23 1999-12-23 A fuel system for an energy conversion device
AUPQ4849 1999-12-23

Publications (1)

Publication Number Publication Date
WO2001048367A1 true WO2001048367A1 (fr) 2001-07-05

Family

ID=3818988

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2000/001559 Ceased WO2001048367A1 (fr) 1999-12-23 2000-12-19 Systeme d'alimentation pour dispositif de conversion d'energie

Country Status (2)

Country Link
AU (1) AUPQ484999A0 (fr)
WO (1) WO2001048367A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2444405A (en) * 2006-11-29 2008-06-04 Ford Global Tech Llc Control Strategy to Better Usage Of Gaseous Fuel in an Engine
US7954753B2 (en) * 2004-12-03 2011-06-07 Airbus Deutschland Gmbh Supply system for the energy supply in an aircraft, aircraft and method for supplying an aircraft with energy
CN102606288A (zh) * 2012-03-19 2012-07-25 大连海事大学 一种压缩天然气发动机余压能量回收装置
WO2013184410A3 (fr) * 2012-06-04 2014-02-13 Elwha Llc Récupération de fluide dans des systèmes de transport de clathrate refroidi
WO2014169185A1 (fr) * 2013-04-12 2014-10-16 Elwha Llc Systèmes, procédés et appareils se rapportant à l'utilisation de clathrates gazeux
WO2014169188A1 (fr) * 2013-04-12 2014-10-16 Elwha Llc Systèmes, procédés et appareils se rapportant à l'utilisation de clathrates gazeux
WO2017054888A1 (fr) * 2015-10-02 2017-04-06 Volvo Truck Corporation Système de réservoir de gaz pour un moteur à combustion interne à deux combustibles
US9822932B2 (en) 2012-06-04 2017-11-21 Elwha Llc Chilled clathrate transportation system
CN110793831A (zh) * 2019-11-25 2020-02-14 大连理工大学 具有制样功能的天然气水合物沉积物产气产水量测定装置及其实施方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1170216A2 (ru) * 1983-05-06 1985-07-30 Одесский Технологический Институт Холодильной Промышленности Способ транспортировки природного газа
US5540190A (en) * 1994-09-29 1996-07-30 Mississippi State University (Msu) Gas hydrate storage system and method for using the gas hydrate storage system in automotive vehicles
WO1998027033A1 (fr) * 1996-12-17 1998-06-25 Mobil Oil Corporation Procede de production d'hydrates de gaz
US5771948A (en) * 1996-03-20 1998-06-30 Gas Research Institute Automated process for dispensing compressed natural gas
US5806316A (en) * 1992-04-29 1998-09-15 New Systems International Limited Apparatus and method for producing working fluid for a power plant
WO1999019283A1 (fr) * 1997-10-14 1999-04-22 Mobil Oil Corporation Procede de regazeification d'hydrates de gaz et appareil utilisant de la vapeur ou du gaz ou un liquide chauffes d'une autre maniere

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1170216A2 (ru) * 1983-05-06 1985-07-30 Одесский Технологический Институт Холодильной Промышленности Способ транспортировки природного газа
US5806316A (en) * 1992-04-29 1998-09-15 New Systems International Limited Apparatus and method for producing working fluid for a power plant
US5540190A (en) * 1994-09-29 1996-07-30 Mississippi State University (Msu) Gas hydrate storage system and method for using the gas hydrate storage system in automotive vehicles
US5771948A (en) * 1996-03-20 1998-06-30 Gas Research Institute Automated process for dispensing compressed natural gas
WO1998027033A1 (fr) * 1996-12-17 1998-06-25 Mobil Oil Corporation Procede de production d'hydrates de gaz
WO1999019283A1 (fr) * 1997-10-14 1999-04-22 Mobil Oil Corporation Procede de regazeification d'hydrates de gaz et appareil utilisant de la vapeur ou du gaz ou un liquide chauffes d'une autre maniere

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DATABASE WPI Derwent World Patents Index; Class Q69, AN 1986-053728/08 *

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7954753B2 (en) * 2004-12-03 2011-06-07 Airbus Deutschland Gmbh Supply system for the energy supply in an aircraft, aircraft and method for supplying an aircraft with energy
GB2444405A (en) * 2006-11-29 2008-06-04 Ford Global Tech Llc Control Strategy to Better Usage Of Gaseous Fuel in an Engine
CN102606288A (zh) * 2012-03-19 2012-07-25 大连海事大学 一种压缩天然气发动机余压能量回收装置
US9303819B2 (en) 2012-06-04 2016-04-05 Elwha Llc Fluid recovery in chilled clathrate transportation systems
WO2013184410A3 (fr) * 2012-06-04 2014-02-13 Elwha Llc Récupération de fluide dans des systèmes de transport de clathrate refroidi
US9464764B2 (en) 2012-06-04 2016-10-11 Elwha Llc Direct cooling of clathrate flowing in a pipeline system
US9822932B2 (en) 2012-06-04 2017-11-21 Elwha Llc Chilled clathrate transportation system
WO2014169185A1 (fr) * 2013-04-12 2014-10-16 Elwha Llc Systèmes, procédés et appareils se rapportant à l'utilisation de clathrates gazeux
WO2014169188A1 (fr) * 2013-04-12 2014-10-16 Elwha Llc Systèmes, procédés et appareils se rapportant à l'utilisation de clathrates gazeux
US9416702B2 (en) 2013-04-12 2016-08-16 Elwha Llc Systems, methods, and apparatuses related to the use of gas clathrates
US9708556B2 (en) 2013-04-12 2017-07-18 Elwha Llc Systems, methods, and apparatuses related to the use of gas clathrates
WO2017054888A1 (fr) * 2015-10-02 2017-04-06 Volvo Truck Corporation Système de réservoir de gaz pour un moteur à combustion interne à deux combustibles
US10414268B2 (en) 2015-10-02 2019-09-17 Volvo Truck Corporation Gas tank arrangement for a dual fuel internal combustion engine
CN110793831A (zh) * 2019-11-25 2020-02-14 大连理工大学 具有制样功能的天然气水合物沉积物产气产水量测定装置及其实施方法
CN110793831B (zh) * 2019-11-25 2021-06-29 大连理工大学 具有制样功能的天然气水合物沉积物产气产水量测定装置及其实施方法

Also Published As

Publication number Publication date
AUPQ484999A0 (en) 2000-02-03

Similar Documents

Publication Publication Date Title
CN112437738B (zh) 气体处理系统以及包括气体处理系统的船舶
EP1994326B1 (fr) Regazéification de gnl directe et indirecte combinée grâce à l'air ambiant
US3878689A (en) Liquefaction of natural gas by liquid nitrogen in a dual-compartmented dewar
US6474101B1 (en) Natural gas handling system
KR101563024B1 (ko) 천연 가스 공급 장치 및 방법
JP4526188B2 (ja) コンテナからの圧縮液化天然ガスの排出方法
US5415001A (en) Liquefied natural gas transfer
EP1838991B1 (fr) Procede et appareil d'alimentation en gaz naturel
US5315054A (en) Liquid fuel solutions of methane and liquid hydrocarbons
US5540190A (en) Gas hydrate storage system and method for using the gas hydrate storage system in automotive vehicles
KR102438790B1 (ko) 벙커링 선박
JPH06213400A (ja) 車輌に燃料として液化天然ガスを補給する方法および装置
CN202252834U (zh) 趸船lng加气站
WO2007104076A1 (fr) Regazéification continue de gnl grâce à l'air ambiant
EP2659120A1 (fr) Système d'alimentation en carburant et procédé de fonctionnement d'un système d'alimentation en carburant
WO2007106988A1 (fr) Systeme de stockage polycarburant et procede de stockage de carburant dans un systeme de stockage polycarburant
US10816140B2 (en) Method of an apparatus for treating boil-off gas for the purpose of supplying at least an engine
WO2001048367A1 (fr) Systeme d'alimentation pour dispositif de conversion d'energie
WO2022234176A1 (fr) Système de stockage et d'alimentation en carburant, procédé de fonctionnement d'un tel système et véhicule marin
WO2000036334A1 (fr) Gaz de deplacement pour decharger un gaz liquefie sous pression depuis des recipients
US7293417B2 (en) Methods and apparatus for processing, transporting and/or storing cryogenic fluids
JP7730417B2 (ja) 即時に水素を製造する水素燃料動力システム及び船舶
KR20230047304A (ko) 가스 처리 시스템 및 이를 포함하는 선박
KR102739574B1 (ko) 배출가스 처리 시스템 및 이를 포함하는 선박
CN214890481U (zh) 一种bog再液化及液氮气化再利用系统

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CR CU CZ DE DK DM DZ EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ PL PT RO RU SD SE SG SI SK SL TJ TM TR TT TZ UA UG US UZ VN YU ZA ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR BF BJ CF CG CI CM GA GN GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: JP