Patent Application
20210041066
The present application relates to a multi-vessel fluid storage and delivery system. More particularly, the multi-vessel fluid storage system stores a gaseous fluid in liquefied form and delivers it to an end user. In an exemplary embodiment the end user is an internal combustion engine and the gaseous fluid is a gaseous fuel, such as natural gas.
Gaseous fuels can be stored at cryogenic temperatures when employed as fuel for internal combustion engines. A gaseous fuel is defined herein as any fuel that is in a gas state at standard temperature and pressure, which in the context of this application is 20 degrees Celsius (° C.) and 1 atmosphere (atm). By way of example, typical gaseous fuels include, without limitation, natural gas, propane, hydrogen, methane, butane, ethane, other known fuels with similar energy content, and mixtures including of these fuels. Natural gas itself is a mixture, and it is a popular gaseous fuel for internal combustion engines because it is abundant, less expensive and cleaner burning than oil-based liquid fuels, and the sources are broadly dispersed geographically around the world. The gaseous fuel is stored near its boiling point in a storage vessel. For example, for methane at a storage pressure of about 1 atmosphere it can be stored in liquefied form at a temperature of about −161 degrees Celsius (° C.). Natural gas is a mixture of gasses that varies in composition depending upon the source, but methane is typically the largest fraction, so while storage temperature can vary, it is normally close to that of methane. From the storage vessel the gaseous fuel can be supplied in either a liquefied or a vapor state to a vaporizer where the temperature of the gaseous fuel is increased for delivery of the gaseous fuel at a desired pressure and temperature to an engine.
There are advantages to storing the gaseous fuel in a liquefied state. The density increases when the gaseous fuel is in the liquid state compared to either the supercritical state or the gas state requiring a smaller volume to store an equivalent amount of fuel on an energy basis. After vaporization in a vaporizer, a fuel injection system receives vaporized gaseous fuel and introduces it, either directly or indirectly, to one or more combustion chambers in an engine. As used herein, vaporizing refers to at least increasing the enthalpy (that is, temperature) of the gaseous fuel as it passes through the vaporizer, and depending upon the pressure and the temperature of the gaseous fuel it can also refer to changing the state of the gaseous fuel to the gas state. While natural gas (referred to as “LNG” when stored in liquefied form) is an exemplary gaseous fuel, other gaseous fuels are equally applicable to the technique described herein.
It is important to control the pressure of the gaseous fuel within its cryogenic supply vessel as well as the pressure and temperature at which it is supplied to a gaseous fueled engine system. The pressure and temperature must be above predetermined minimum values such that fuel can be delivered at a needed injection pressure to an engine while keeping pressure and temperature within the storage vessel below levels that would cause venting to atmosphere.
For engines that deliver the fuel into the engine intake air stream before it enters the combustion chamber or directly into the engine combustion chamber early in the compression cycle, a fuel delivery pressure in the range of 60-150 psig (4-10 bar) is sufficient to deliver the commanded amount of gaseous fuel at the desired fueling rate, depending upon the particular design of the engine, and engine system characteristics such as the engine compression ratio. Known fuel delivery arrangements have used the vapor pressure within the storage vessel to generate a desired delivery pressure without a pump or compressor. Over time heat leaks into the thermally insulated storage vessel causing the vapor pressure to increase. In addition, it is known for some systems to use a pressure building circuit that can be activated to recirculate a warmed fuel stream into the storage vessel to increase the pressure when necessary. However for larger engine system applications; such as those used in heavy duty trucks, ships and trains, it is difficult to keep up with fuel demand when using pressure building circuits to maintain a desired pressure to satisfy a higher fuel flow demand associated with the higher fuel consumption rates. Prior art systems have solved this inability to keep up with demand by using much larger and expensive vaporizers in an attempt to increase the pressure in the storage vessel to keep up with fuel demand; however, these systems can be vulnerable to interruptions in fuel supply when the cold fuel in the vessel collapses the pressure in the vapour and the pressure must then be rebuilt up in the vapor space. Another problem associated with this approach is that the vessel pressure is being increased primarily from the introduction of heat which results in shorter hold times as well as excess venting. Venting vapor from the storage vessel can be wasteful and leads to undesirable emissions if the vented fuel is not recovered. Furthermore, a storage vessel takes longer to fill when the pressure is higher. Normally a vessel is vented to reduce the pressure before it is re-filled, and this takes time. If a vehicle is being filled at a public filling station, the vehicle owner may not be compensated for any fuel that is vented back to the filling station. Some filling stations may not be equipped to receive the vented fuel and in such circumstances the vented fuel would be wasted. Accordingly, it can be advantageous for the pressure inside the storage vessel to be lower when it needs to be re-filled.
US Patent Application Publication Number 2014/0096539 (the '539 application) teaches an arrangement for a pressure building circuit that employs a compressor that can be activated to increase the pressure in the fuel storage vessel for a single vessel or for increasing the pressure in all storage vessels in a multi-vessel arrangement. However, a problem with this arrangement is that as it is employed to increase the pressure in each of the vessels to dispense fuel, it also increases the temperature inside each of the storage vessels, which can result in more venting and a longer time spent at the filling station to vent down before filling and to build up the desired pressure after filling. That is, the overall time required to fill a system with this arrangement can be an inconvenience for the user.
For the transportation industry, there are some variations in the design of LNG filling stations. Some stations are designed to deliver LNG with a saturation pressure of between 50 and 80 psig, and this is sometimes referred to as “cold LNG” because to store the LNG at a lower saturation pressure it must be stored at a lower temperature (compared to “warm LNG” which typically has a saturation pressure between 100 to 150 psig). “Cold LNG” is desirable because it is more dense offering an increased range for a given vessel size and the potential for longer hold times. Other LNG filling stations are designed to deliver warm LNG and because of the higher saturation pressure, the warm LNG has a higher temperature compared to that of cold LNG. A problem with the aforementioned prior art solutions is that when the fuel storage vessels are filled with cold LNG, the pressure in the storage vessel is much lower than the pressure needed to deliver fuel to the engine so there is an immediate need to build up the pressure after re-filling. With systems following the architecture of the '539 application, the compressor in the pressure building circuit is installed outside the storage vessel and downstream from the vaporizer so it takes a long time for enough fuel to flow through the pressure building circuit to increase the pressure in the storage vessel to the level required for fueling an engine. The delay associated with building the requisite pressure can be on the order of 5 to 10 minutes which represents a noticeable inconvenience for the driver of an LNG fueled vehicle, increasing the time needed to re-fill each LNG fueled vehicle and reducing the potential income to LNG filling stations.
To address the problems associated with higher fuel consumption and providing enough fuel, another approach is taught by the applicant's Canadian Patent No. 2,796,794 (the '794 patent) which is incorporated herein by reference. The '794 patent teaches a system that delivers fuel from the vapor space when the vessel pressure is sufficient to deliver the commanded amount and activates a pump disposed within the fuel storage vessel to deliver fuel when the vessel pressure is not sufficiently high. This system does not require the introduction of any heat into the storage vessel (reducing venting) and the vessel pressure can be kept low to reduce filling time. Because the pump is disposed inside the fuel storage vessel, it is always at the same temperature as the stored fuel so no cool-down time is needed before it can be operated, and the pump intake is immersed in the LNG stored in the associated fuel vessel so it can be operated to immediately deliver fuel at the requisite pressure for starting the engine. In addition, it is always more efficient to pump a liquid compared to compressing a gas or vapor so another advantage of this approach is that less energy is consumed for operation. A drawback is that for multi-vessel systems it can be more expensive because a pump is employed in each fuel vessel.
Accordingly, there is a need for an improved gaseous fuel delivery system that is less expensive, that can deliver fuel at higher flow rates than that which can be reliably achieved by vapor pressure building circuits alone, and that keeps pressure inside the storage vessel lower so that it takes less time to fill at a filling station.
A method and system for storing a gaseous fluid in liquefied form in a plurality of storage vessels and delivering a warm gas to an end user are described herein. The multi-vessel fluid storage and delivery system has a primary storage vessel for storing a gaseous fluid in liquefied form (the gaseous fluid being in gaseous form at standard temperature and pressure, but stored in liquefied and vapor form in the primary storage vessel); at least one secondary vessel that acts as a server storage vessel for storing the gaseous fluid in liquefied and vapor form (as well as functioning as an accumulator); a pump apparatus in fluid communication with the primary storage vessel for receiving and pressurizing the fluid therefrom and delivering it to the at least one server storage vessel(s) through a discharge line; and a supply line in fluid communication with the one or more server storage vessel(s) for receiving the fluid therefrom and delivering it to an end user. Additionally the system has a first vaporizer disposed on the discharge line between the pump apparatus and the supply line and operable to heat the fluid that flows through the discharge line; a second vaporizer disposed on the supply line and operable to heat the fluid that flows through the supply line. In some embodiments, the first and second vaporizers are integrated in a single vaporizer housing. Additionally, there is at least one pressure sensor for measuring fluid pressure in the supply line; and a control system in communication with the pressure sensor, to receive fluid pressure measurements from the pressure sensor. The pressure sensor can be in fluid communication with either the vapor space of the at least one server storage vessel; or in fluid communication with the end user; or both. The control system is also in communication with the pump apparatus, to send command signals to the pump apparatus to control operation as a function of the measured fluid pressure, and to control fluid pressure in the supply line according to predetermined pressure values based upon predetermined system operating conditions. The predetermined operating conditions include at least one of an end user fluid flow demand, a storage vessel liquefied gaseous fluid level, and a measured temperature that correlates to an operational temperature of the first vaporizer.
An end user can be an internal combustion engine with the gaseous fluid being a gaseous fuel that is combustible in the internal combustion engine; such as natural gas, methane, butane, propane, ethane, hydrogen, biogas, or a mixture having at least one of these gaseous fuels. The first and second vaporizers can be heat exchangers with engine coolant being circulated from the engine coolant system to flow through the respective heat exchangers to transfer heat energy to the gaseous fuel delivered from the respective primary and one or more server storage vessels. The pressure sensor can be installed on a conduit in fluid communication with the vapor space of at least one server storage vessel upstream of the second vaporizer and/or installed on a conduit in fluid communication with the supply line downstream of the second vaporizer depending on the system design and operational preferences.
The control system commands the pump apparatus to supply liquefied gaseous fluid to the discharge line when the pressure in at least one of the discharge line and the supply line is below a predetermined low pressure value; and to stop supplying liquefied gaseous fluid to the discharge line when the pressure in at least one of the discharge line and the supply line is above a predetermined high pressure value.
In some embodiments a second pressure sensor can be associated with a primary vessel vapor line fluidly connecting a vapor space of the primary storage vessel with an inlet into the first vaporizer, wherein the control system receives pressure measurements from the second pressure sensor and manages fluid flow from the primary vessel through the primary vessel vapor line to the first vaporizer as a function of the pressure measurements received from the second pressure sensor and predetermined operating conditions that dictate when to withdraw vapor instead of liquefied gaseous fluid from the primary storage vessel. The control system commands the pump apparatus to supply liquefied gaseous fluid to the discharge line when the pressure in either the discharge line or the supply line is below a predetermined low pressure value and when the measured temperature is above a predetermined high temperature value.
The system can include a server vessel vapor line associated with the inlet of each of the at least one server storage vessel(s) with the server vessel vapor line fluidly connecting a vapor space of each of the server storage vessel(s) with an inlet into the second vaporizer; and a bypass vapor line valve is disposed in each of the server vessel vapor lines to control flow therethrough, wherein the control system manages flow through each server vessel vapor line as a function of the pressure measurements received from the pressure sensor and predetermined operating conditions that dictate when to withdraw fluid from the vapor space instead of liquefied gaseous fluid from each of the at least one server storage vessel(s). When any one of, or all of, the server storage vessel bypass vapor line valves is opened, gaseous fluid from the primary storage vessel is directed to the end user through all of the server vessel vapor lines associated with an open server storage vessel bypass vapor line valve. When the server vessel bypass vapor line valve is closed, gaseous fluid from the primary storage vessel is directed to the vapor space of any of the server vessels associated with a closed server storage vessel bypass vapor line valve and liquefied gaseous fluid is thereby directed from each server vessel associated with a closed server storage vessel bypass vapor line valve to the second vaporizer.
One of the predetermined operating conditions for opening a bypass vapor line valve is when the control system determines the level of liquefied gaseous fluid remaining in a server storage vessel associated with the bypass vapor line valve is below a predetermined level. While one of the predetermined operating conditions for closing a bypass vapor line valve is when the control system determines the level of liquefied gaseous fluid remaining in a server storage vessel associated with the bypass vapor line valve is higher than a predetermined high vessel level target; in which case the predetermined high vessel level target can be set, for example, as a function of a second highest storage vessel liquefied gaseous fluid level to allow the vessels to be drawn down in a balanced manner.
The system can additionally include a pressure regulator disposed on the supply line upstream of the end user for regulating the gaseous fluid pressure delivered to an end user requiring greater control of the delivery pressure range.
A preferred method of storing a gaseous fluid in liquefied form in a plurality of storage vessels and delivering a gas to an end user includes storing the gaseous fluid in liquefied form in a primary storage vessel; storing the gaseous fluid in liquefied form in at least one server storage vessel; measuring the pressure in the at least one server storage vessel; and when the pressure in the at least one server storage vessel is below a predetermined low pressure value, pumping gaseous fluid from the primary storage vessel, increasing the enthalpy of the fluid, and then delivering the fluid to at least one server storage vessel; when the pressure in the at least one server storage vessel rises above a predetermined high pressure value, stopping pumping of fluid from the primary storage vessel; and delivering the fluid as a gas to the end user through a supply line; wherein the predetermined low pressure value and predetermined high pressure values are set based upon predetermined operating conditions.
The method can further include delivering gas to the end user based on the predetermined operating conditions through either (a) directing a portion of the fluid from the primary storage vessel to an at least one server storage vessel bypass vapor line and increasing the enthalpy of the fluid prior to delivering the fluid as a gas to the end user; or (b) directing liquefied gaseous fluid from the at least one server storage vessel into a supply line and transforming the liquefied gaseous fluid into a gas prior to delivering to the end user.
The method can additionally include delivering gaseous fluid from the vapor space of the primary storage vessel to the end user when the primary storage vessel pressure is greater than the predetermined high pressure value, or when a measured temperature is below a predetermined low temperature value. Additionally the method can include delivering liquefied gaseous fluid from the at least one server storage vessel to the end user when the end user fluid flow demand is high. The method can further include measuring the liquefied gaseous fluid level in each storage vessel and directing fluid from a highest fluid level storage vessel to the end user until the measured fluid level from the highest measured fluid level storage vessel is less than a predetermined high vessel level target. The predetermined high vessel level target can be set as a function of a second highest storage vessel fluid level.
Unlike the '539 application, which uses a compressor to build pressure in each of the storage vessels, in the disclosed preferred embodiment, the pressure within the primary vessel can be maintained at a lower pressure with fluid cascading into the one or more server storage vessels which can be maintained at a higher storage pressure by operation of the pump. The presently disclosed arrangement enjoys many of the same benefits as the '794 application in that by having a pump immersed in the primary fluid storage vessel, there is a much shorter delay to raise the pressure in the server vessel to the desired delivery pressure after refueling.
While there are some variables such as the actual fluid saturation pressure, in a typical system, if filled with cold LNG, the time to build the pressure in the server storage vessel can be on the order of about 30 seconds. Additionally, the pump is much more responsive to sustained high fuel demand from the end user. These are improvements compared to prior art systems that use more conventional pressure building circuits and are beneficial for both drivers and filling stations.
Another advantage of the presently disclosed arrangement is that it allows a multi-vessel storage system to be operated with just one pump, which reduces the cost of the system, compared to systems that employ a pump in each storage vessel.
Fuel delivery systems with pumps normally employ an accumulator between the fuel supply and the engine. The purpose of the accumulator is to provide a buffer volume of gaseous fuel at a pressure equal to or higher than the desired injector pressure so that as fuel is consumed, there is a ready store of fuel and there are no abrupt changes in fuel delivery pressure. An advantage of the disclosed arrangement is that the server fluid storage vessel becomes a dual purpose component, serving as both a storage vessel and an accumulator. As a storage vessel, it can have a larger volume than what would typically be needed to serve as an accumulator, but it is kept at the desired pressure so that there is a ready store of fluid available on demand, stored in either liquefied or gaseous form. This allows the fluid delivery system to be simplified by removing a conventional accumulator, reducing the number of components and the cost to build the system.
Liquefied gaseous fluid flows from pump apparatus 12 through discharge line 14 which is in fluid communication with vapor space 23 of server storage vessel 20. Vapor space 23 is an upper region of server storage vessel 20, since stored liquefied gaseous fluid is normally stratified with the higher density liquefied gaseous fluid filling the lower portion 1, 21 of the storage vessel and the vapor filling the upper region 3, 23 of the storage vessel. Fluid flowing through discharge line 14 passes through first vaporizer 16, which can be any device that transfers heat energy into the fluid. For example, this can be an electrical heating element or a burner. In the illustrated embodiment, which is a fuel delivery system for an internal combustion engine 40, there is an available supply of waste heat that can be recovered from the engine coolant so a heat exchanger is shown that receives engine coolant through circulation loop 46 to warm the liquefied gaseous fuel and transform it into a gaseous state before flowing through the continuation of discharge line 14 that leads to server storage vessel 20.
Fluid flowing into the top of server storage vessel 20 from discharge line 14 increases the pressure acting on the gaseous fluid inside server vessel 20. For the most efficient increase in pressure, the fluid is delivered into the top of server storage vessel 20 in either a vapor or gas state. The fluid discharged from pump apparatus 12 increases in enthalpy as it flows through vaporizer 16 by way of discharge line 14, and can be delivered to server storage vessel 20 as a fluid that is in a supercritical state, a liquid state, a vapor state, a gas state, or mixtures thereof. The term “supercritical” is used herein to describe the state of the fluid being at a temperature and pressure above its critical point, where distinct liquid and gas phases do not exist. The temperature and pressure can be fine-tuned such that the fluid being directed through discharge line 14 can behave more like a liquid or more like a gas. Alternatively, if the gaseous fluid increases in enthalpy such that it is a warm gas when delivered to server storage vessel 20, as can be the case for lower pressure system operating conditions, heat is also added to the server vessel. While the warm gas is a secondary source for increasing the pressure inside server storage vessel 20, it is less efficient than vapor and/or cool gas. The term “warm gas” is used herein to describe the gaseous fluid being at an operable temperature to be employed by the end user; typically for internal combustion engines this temperature range is −40 to 85 degrees Celsius (° C.). The increased pressure pushes liquefied gaseous fluid stored in server storage vessel 20 out through supply line 24 through check valve 28 which has an opening pressure greater than that of the head pressure of the liquefied gaseous fluid in server vessel 20. Liquefied gaseous fluid in supply line 24 flows through second vaporizer 26. Like vaporizer 16, in this embodiment it is shown as a heat exchanger that receives engine coolant as the warm fluid that heats the liquefied gaseous fluid to transform it into gas. In the illustrated embodiment the engine coolant flowing to both vaporizers flows through circulation loop 46 with the vaporizers arranged in series. In an alternative embodiment (not shown) the engine coolant can split into branches so that the coolant flows through the vaporizers in parallel.
An alternative embodiment of a multi-vessel fuel storage and delivery system 200 is shown in
Because the pressure inside server storage vessel 20 can be maintained in a pressure range desired for delivery to end user 40, there is no need for a second pump for discharging the liquefied gaseous fluid from server storage vessel 20. For simple end user systems requiring a constant pressure supply, pump apparatus 12 can be preset to maintain a specific fluid supply pressure to vessel 20 to maintain a required gas supply delivery pressure at end user 40. For more complex end user systems requiring variable gas supply pressures, an electronic controller 50 can be employed to determine an end user required gas supply delivery pressure and control gas pressure flow by controlling activation of pump apparatus 12 and/or the rate of heat transfer to fluid in discharge line 14 accordingly.
Referring again to the exemplary system shown in
The described system can further comprise vapor line 17 that can allow vapor from the vapor space of primary storage vessel 10 to flow into discharge line 14 upstream from vaporizer 16. At times when pressure in storage vessel 10 rises above a predetermined pressure value, pump apparatus 12 can be stopped to allow vapor to flow into discharge line 14. One-way check valve 19 prevents liquefied gaseous fluid from flowing back to primary storage vessel 10 through vapor line 17. Like vapor line 17 for primary storage vessel 10, vapor line 27 can be associated with server storage vessel 20 so that gas can flow straight from discharge line 14 to supply line 24. Valve 29 can be an electronically controlled solenoid actuated valve that is commanded to open or close by an electronic controller based upon the pressure measured by pressure sensor 30 and/or 34. Additionally, valve 29 provides the ability to control the rate at which fluid is supplied to supply line 24 from server vessel 20. When valve 29 is opened, the fluid from vessel 10 can bypass server vessel 20 and go directly to end user 40. Also, when valve 29 is opened, fluid in server storage vessel 20 stops flowing to vaporizer 26, due to check valve 28 having an opening or cracking pressure that is greater than the head pressure of the liquefied gaseous fluid in server storage vessel 20. By opening and closing valve 29, the system can control the draw down of primary vessel 10 and server vessel 20 to draw down more evenly rather than emptying server vessel 20 completely before starting to empty primary vessel 10. This design also advantageously allows a small amount of LNG to remain in server vessel 20, such as at a vessel level of approximately 10%, prior to refueling so server vessel 20 remains cold, making refueling easier.
In alternative arrangements the storage vessels can have a pressure sensor with a probe inside the storage space for measuring internal vessel pressure directly. Additionally, sensors 30, 32 and 34 can be dual pressure and temperature sensors for greater system control.
In preferred embodiments, the control system comprises an electronic controller or electronic control unit (“ECU”) 50 that receives pressure measurements from at least one of pressure sensor 30 and/or pressure sensor 34. Reference number 52 in
ECU 50 can be a stand-alone unit or, in the shown embodiment, when the system is a fuel storage and delivery system for an engine, ECU 50 can be part of a larger unit that also controls the engine, after-treatment, vehicle or other associated systems. For controlling the illustrated fluid storage and delivery system, ECU 50 is programed to control the operation of pump apparatus 12 based on the measured pressures determined from respective signals received from pressure sensors 30, 32 and 34. For example, when pressure sensor 34 measures a pressure lower than a predetermined low pressure value, ECU 50 commands pump apparatus 12 to operate so that fluid from primary storage vessel 10 cascades into server storage vessel 20, through discharge line 14 and vaporizer 16 so that gas flows into the vapor space of server storage vessel 20. When pressure sensor 34 (or 30 depending on the system design) measures a pressure higher than a predetermined high pressure value, then ECU 50 commands pump apparatus 12 to stop. In fluid delivery systems that are designed to deliver the fluid at different pressures depending upon different end user operating conditions, the low and high pressure values can be adjusted as a function of the end user operating conditions which can include gas flow demand as well as end user operating modes; such as, but not limited to, a cold start mode, an economy mode, a power mode, and a refueling mode. For example, as gas flow demand increases, the low and high pressure values can be increased to keep up with gas flow demand. When the system is a fuel storage and delivery system for a vehicular or mobile engine system, the gas flow demand can be determined from such inputs as engine rpm, torque, throttle position, rate change of throttle position and other inputs known to those skilled in the art.
Referring to
Another embodiment of a multi-vessel fluid storage and delivery system 500 is illustrated in
Similar to the embodiment shown in
Operation of the multi-vessel fluid storage and delivery system will be further explained with respect to the end user being an internal combustion engine system. Exemplary system operating modes along with control strategies implemented by ECU 50 are now described.
A vessel balancing strategy in which the fluid levels in each storage vessel are drawn down evenly can be employed when, for example, in an extended engine operation mode. In this mode, ECU 50 actuates one or more valves to keep the level of fluid being drawn down from each of storage vessel 10 and server storage vessels (20 to 20n) even.
For the embodiment shown in
Following the same logic flow of
When multiple server vessels (20 to 20n) shown in embodiments
For a cold start mode, when for example the coolant temperature in coolant circulation loop 46 is not hot enough to vaporize the liquefied gaseous fluid exiting the storage vessels; a control strategy is followed to protect vaporizers 26 and 26n. If ECU 50 determines engine coolant is below a predetermined low temperature value; such as zero degrees Celsius (° C.), vapor line valve 29 is opened allowing fluid from either pump apparatus 12 to flow to discharge line 14 or from the vapor space of vessel 10 to flow to discharge line 14 (through vapor line 17) and bypass server vessel 20 using vapor line 27, passing through vaporizer 26 to engine 40. When ECU 50 determines the engine coolant is above a predetermined low temperature value, vapor valve 29 is closed. For multiple server vessels, valves 29 to 29n would all be actuated by ECU 50 such that only fluid from vessel 10 is supplied to engine 40 until ECU 50 determined that the coolant temperature was above the predetermined low temperature value.
For a warm start mode, when for example the pressure in the vessels (10, 20 to 20n) is high from the system not being operated for 5-10 days or when the vessels are filled with warm fuel, ECU 50 does not activate the LNG pump apparatus while the vapor in the vessels is at sufficient pressure to satisfy the engine demand. When the pressure in vessels 20 to 20n falls below a predetermined lower pressure value then ECU 50 activates pump apparatus 12 to increase the server vessel pressures.
For a power mode, in which certain demanding engine conditions require a high fuel demand, ECU 50 sets the high pressure value (Phigh) to a predetermined high pressure threshold designed for high fuel demand conditions, actuates all vapor line valves (29 to 29n) closed, and commands pump apparatus 12 to a high fluid flow output to increase pressure in server vessels (20 to 20n) to purposely push a higher flow of liquefied gaseous fluid out of server vessels (20 to 20n) to one or more vaporizers on supply line 24 to satisfy the high fuel demand. ECU 50 can then switch to a vessel balancing strategy once the demanding conditions are met and operate pump apparatus 12 and vapor valves 29 to 29n to allow for the balancing of fluid levels across all the vessels.
A refueling mode can be advantageously employed in the disclosed systems shown in
In general, for engine fuel systems that deliver the fuel into the intake air system, abrupt changes in fuel delivery pressure are hard to manage. Preferably the fuel is delivered at a steady fuel supply pressure, or if there is a desire to change fuel supply pressure, it is changed gradually. This is well suited to the disclosed multi-vessel fluid storage and delivery arrangement because the server storage vessel(s) serve dual roles as both a storage vessel and an accumulator, providing a very large buffer of fuel stored at the desired supply pressure. That is, this large buffer helps to smooth transient engine demands making it easier to manage the system pressure.
It is noted that the schematic illustrations are simplified to better show the features of the disclosed embodiments. Persons skilled in the art will understand that there are many other elements of a fuel storage and delivery system that are part of a complete system but that are not shown, for example, without limitation, pressure relief systems, valves to isolate the storage vessels and other components for maintenance, and if the pump apparatus is hydraulically actuated, a hydraulic drive and associated hydraulic fluid lines.
While particular elements, embodiments and applications of the presently disclosed multi-vessel fuel system have been shown and described, it will be understood, that the invention is not limited thereto since modifications can be made by those skilled in the art without departing from the scope of the present disclosure, particularly in light of the foregoing teachings.
| Number | Date | Country | |
|---|---|---|---|
| 62186207 | Jun 2015 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 15739138 | Dec 2017 | US |
| Child | 17080758 | US |
