Multimode gas delivery for rail tender

RAILWAY

REFERENCE TO PRIORITY DOCUMENT

This application claims priority

Application

US Provisional Patent

Nope.

61/908,659 pending resolution, titled

supply of

Gas

multimode for

Railway Tender and presented on November 25,

2013.

Priority is claimed to the aforementioned filing date. The provisional patent application is incorporated herein by reference.

The following US Provisional Patent Applications are incorporated herein by reference:

(1) US Provisional Patent Application Ser.

Nope.

61/908,659 titled

Multimode Gas Supply for Railway Tender presented on November 25, 2013;

I used to

length of

Patent

interim of

USA

Nope.

61/908,632 titled

baffle

column of

pump for

Bomb of

LNG filed on November 25, 2013;

Application

Patent

interim of

USA

Nope.

61/908,648 titled

baffle

Bomb

submersible for

Bomb

Internal filed on November 25, 2013;

Application

Patent

interim of

USA

Nope.

61/908,594 titled filed on November 25, 2013;

Application

Π

baffle

Bomb

submersible for

Bomb

internal

Π£

in

ΙΌ in

Patent

interim of

USA

Nope.

61/909,567 titled

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

Bottom Access Internal Crankcase Pump introduced on November

2013;

(6)

Application

Patent

US Provisional No.

61/909,884 titled

Project of

Pump Placement for

LNG Railway Tender presented on November 27, 2013.

BACKGROUND

Interest in the use of liquefied natural gas (LNG) as a fuel for motor vehicles has increased dramatically in recent years.

LNG is relatively cheap and provides an alternative to fuel oil from foreign sources.

In addition, it burns very cleanly, which makes it much easier for vehicle fleets to comply with the most restrictive emission standards.

The railway locomotive is a kind of vehicle that uses LNG as fuel.

The railway locomotive pulls a railway tender or tender that contains the locomotive's LNG as fuel.

There are several ways to supply the LNG from the railway tender to the locomotive engine.

One way submerged in the locomotive is by providing a pump that is the

LNG when inside the pressure tender tank inside the tank is rail.

The pump is configured to pump LNG at

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ΙΌ σι insufficient to push LNG to the engine with pure pressure.

When the pressure in the tank is sufficient, the LNG can flow to the locomotive with the pure pressure of the tank, through the pump.

These systems include an economizer circuit that is used to relieve high pressure within the tank. The economizer circuit typically includes a regulator that allows vapors to flow from the tank to the locomotive when the pressure inside the tank exceeds a predetermined level.

By pulling the vapors from the tank a dramatic drop in pressure is achieved within the tank and the pressure within the tank is relieved.

Another type of system is a saturation supply type system that requires the LNG to be saturated (heated) to a boiling pressure slightly above the engine operating inlet pressure, which may be contained for example in the range of 861.85930. .79 kilopascals (kpa) (125-135 pounds force per square inch (psig)).

Once saturated, the LNG has enough pressure to allow pressure transfer from the LNG to the locomotives of the rail system.

These systems may further include an economizer system.

There are advantages and disadvantages to both the saturation type of system.

In view of this, there is a need for both the pump delivery and the pump delivery type.

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ΙΌ σι improvement in systems and methods for the supply of gas in a railway car system that combines different modes of supply of cryogenic fuel to a device that uses it.

SHORT DESCRIPTION

An LNG tender with a unique gas supply system and process is disclosed.

In a modality.

The tender is capable of supplying gaseous methane fuel from a cryogenic tank of

LNG by means of direct pumping, transfer by pressure any combined mode thanks to a unique configuration of one or more pumps,

Heat exchangers, piping controls as described in this document.

There is functional redundancy in terms of reliability in the mix of supply systems and the tender can run on either saturated or unsaturated liquid.

This is especially beneficial as the non-saturation pump mode may well heat the fluid above its normal use and may end up being better delivered via the saturation mode.

The disclosed system uses proportional flow control of excess LNG tender steam, seat of

Characterized LNG (excessive to direct compared to that simultaneously supplying steam to that supplied to the engine) to build up pressure within the £

in hO σι engine.

Therefore conditioning can be done

-fast liquid temperature and tank pressure using surplus system capacity

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY without redundancy or the need for a dedicated team.

In a modality.

the supply system

LNG allows for multi-mode supply that includes various modes of supply, saturated;

cold;

including (1) a liquid pressure mode (2) a dummy liquid vapor pressure mode a direct pump mode;

a gas supply mode with an economizer;

or combinations thereof.

In one of the aspects, a cryogenic fuel storage and supply system for a device using it is disclosed, comprising:

an insulated tank containing a liquid cryogen reservoir with a free space above the liquid cryogen;

a liquid fuel tube that connects the liquid cryogen in the tank to a device that uses it;

an in-tank pump adapted to pump the liquid cryogen through the fuel tube to the device that uses it by activating the pump;

a heat exchanger in the liquid fuel tube adapted to vaporize the liquid cryogen for supply to the device that releases it in the tank and adapted to direct the vapor therein;

an economizing tube communicated with the space £

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a

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY a gravity tube communicated with the liquid cryogen in the tank and adapted to send the liquid cryogen to the liquid fuel tube;

and a pressure build-up tube connecting the heat exchanger to the tank.

the pressure accumulation tube adapted to send the excess steam from the heat exchanger to the tank, can simultaneously to the engine and to the tank.

in send where the steam

Details of one or more variants of the invention described herein are disclosed in the accompanying drawings and the following description.

and advantages of the described invention evident

Other features herein will be taken from the description and drawings, from the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is an exemplary piping diagram for a multimode gas supply system.

Figure 2 is a schematic view of an exemplary embodiment of a multi-mode fuel natural gas storage supply system.

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DETAILED DESCRIPTION

Before describing the present invention in more detail, it is to be understood that the invention described herein is not limited to the particular embodiments described, since those may of course vary.

It is also to be understood that the terminology used herein is limiting modalities.

for the particular purpose of describing only one non-modality is intended to be

Unless otherwise defined, all technical terms used herein have the same meaning as is commonly understood by one skilled in the invention to which the teachings of this invention pertain.

The system is described herein in terms of a natural gas fuel storage and supply system for vehicles powered by liquefied natural gas.

However, the disclosed system can be used to store supply a variety of alternative cryogenic liquids to a variety of alternative devices using it.

For example, the fuel storage and delivery system can be used with compressor motors, generators, heating and air conditioning systems with virtually any other system that requires a motor.

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IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

An LNG tender using a fuel storage and supply system with a unique fuel gas supply system and process is disclosed.

The tender is capable of supplying gaseous methane fuel from a cryogenic LNG tank by means of direct pumping, heat transfer thanks to exchangers redundancy in pressure of any configuration, tender combined mode single pump piping, controls.

and it can work both

There are with saturated and unsaturated liquid.

The disclosed system uses excess steam from

LNG (excessive compared to that supplied to the engine) to build up pressure inside the LNG tank, simultaneously supplying steam to the engine.

The supply of built-up pressure steam may be a partial effluent stream from a vaporizer.

Therefore, pressure buildup is differential from a pumped pressure buildup and static pressure supply for pressure buildup.

The disclosed system offers storage and use of

LNG for as long as possible.

It provides great flexibility for the supply of LNG while reducing the introduction of heat into the LNG from the tender.

The disclosed system offers supply of

Multi-mode LNG in order to minimize heat leaching into the LNG and to maximize the amount of LNG that

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Figure is a schematic representation of a fuel natural gas reservoir^ and fuel supply system for a vehicle powered by liquefied natural gas stored in a tank (105).

In one embodiment, tank 105 includes an outer tank (or cover) that surrounds or contains an inner tank in a vacuum-sealed manner such that a vacuum space exists between the inner and outer tanks.

The fuel, tank as (105) natural gas contains a liquefied gas head over the LNG. The reserve (LNG) tank 105 may be a horizontal storage tank of the type commonly used as a fuel tank in vehicles where the tank is mounted on the underside of the vehicle. The tank and its associated components, however, may be mounted to the vehicle using any method known in the art.

The system includes a piping assembly (120) comprised of tubing (any type of suitable fluid conduit), one or more submersible centrifugal pumps, one or more vaporizing heat exchangers, one or more pressure control valves, and a pressure accumulating piping circuit. configured to say, static pressure) through the exchangers such that the liquid can flow by gravity (i.e.

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The set of pipes (120) can be located at least partially within

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY partially out of the tank and connects the tank 105 to an engine 125 (or other gas-using device) for supplying LNG to the engine 125 (or multiple engines).

An embodiment of the piping assembly to achieve the various delivery modes is described herein although the configuration of the piping system may vary.

The system may be mounted on a vehicle powered by

LNG 130, such as a rail car, further includes at least one pressure sensor and/or temperature sensor coupled to the tank, piping assembly, and/or engine.

Figure 2 is a schematic view of an exemplary embodiment of the fuel natural gas multi-mode supply storage system.

A pump (205) is submerged within a reservoir of LNG (110) stored in tank (105).

Suitable pumps are known in the prior art.

In one embodiment, the pump (205) is a centrifugal pump adapted to pump the LNG directly to the engine (125) when the

LNG the lowest operating temperature, such as in the range of -161.11 degrees

Celsius (-258 degrees Fahrenheit).

pump capacity

-i gas to the engine (125) and build up pressure in the tank is large enough to simultaneously supply £

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IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

As mentioned, the tank (105) can^ include an external tank (cover) which wraps contains an internal tank.

Pump (205) can optionally be placed within a pump column that provides efficient access to pump (205).

An LNG extraction pipe (210) is connected to the pump, so that the pump (205) can drive

LNG through the extraction tube (210) to the engine (125), such as when the

LNG is colder than saturation temperature, or below boiling pressure, slightly above engine inlet operating pressure.

At least one heat exchanger vaporizer (215) is positioned upstream of the engine (125) along the LNG extraction pipe (210).

The heat exchanger (215) is adapted to vaporize the LNG prior to its injection into the engine (125).

A vaporizer connection may be connected to the engine injectors (125) for the vaporizer supply of gas to the engine.

Optionally, the methods known in the art can be heated.

a variety of

These include engine coolant recirculation or heating devices

LNG (210).

electrical.

At least one control valve (220) is arranged along the extraction tube of £

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Referring to Figure 2, the system includes an economizer tube (225).

The economizer tube (225) communicated at one end with the gas head

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY is (115) and at the other end with the LNG extraction tube (210) in the direction of the inlet flow with respect to the heat exchanger (215).

A regulator (228) is located in the economizer tube (225) and allows the engine to be supplied with pressure from the head tank (105) that rises through (115) above the predetermined pressure regulator (228).

when from the level

By pulling vapor from the gas header (115) instead of liquid through the LNG draw tube (210), the pressure in the tank drops.

At least one control valve (230) is disposed along the economizer tube (225).

A gravity draw tube (235) is in communication with the LNG (110) in the tank (105) through a saturated gas tube (240).

The gravity extraction tube (235) is also connected to the LNG extraction tube (210), so that the LNG can be sent to the LNG extraction tube.

LNG (210) when tank pressure is at a sufficient level.

At least one control valve (237) is disposed along the gravity draw tube (235).

A collection tube

J pressure (245) is connected to the gas head (115) and allows £ to pass

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY (215) back to the gas head (115).

At least one control valve (242) is provided along the pressure build-up tube (245) for flow control therethrough.

The system may include a control system including one or more microprocessors to control the operation of the pump and control valves.

The heat exchanger outlet (215) is coupled to a pressure control valve in the pressure build-up tube and is configured to release excess flow (if any) of vaporized LNG back to the tender.

LNG.

In this sense.

the

Heat exchanger (215) has a sufficient capacity to supply the engine (125) with LNG and at the same time achieve a pressure build-up/saturation of

LNG inside the tank (105).

In one embodiment, the system does not include the pressure accumulation tube and is based on the operation of the pump to create pressure in the tank until it saturates.

LNG, which is when saturation supply is possible.

In one mode of operation, which may be an initial mode of operation, the system supplies fuel to the engine 125 by direct pumping, such as when the

LNG outside the tank (105) through the extraction pipe pressure inside the tank is low. The pump (205) pumps £

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The LNG passes through the heat exchanger

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MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY (215) where it is vaporized and passed into a motor (125).

Any excess LNG returns to the tank (105). This mode of pumping without saturation can well heat the

LNG during normal use, so it may end up being more convenient to supply via saturation mode when the LNG gets hot enough.

The flow of excess LNG back to the tank is controlled by a variable speed pump.

The speed of the pump (and therefore the proper flow to the locomotive engine) is achieved by a feedback control loop based on a target pump discharge pressure, which is adjusted to a range suitable for the requirements of the locomotive engine. locomotive.

As the level of LNG in tank (105) drops, incremental pressure build-up can be added within the storage tank.

Pressure build-up provides intermittent liquid delivery if the pump (205) temporarily falls below the required Net Positive Suction Pressure (NPSH) level.

The system saturates the remaining LNG in the tank (105) (while there is still enough NPSH available for pumping) to deliver the last portions of LNG from the tank via a fuel transfer mode

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ΙΌ σι for saturation.

As mentioned, pump mode without saturation can^ well normal.

The mode of heating supply the one of

LNG

LNG during engine use by saturation is carried out through the saturated gas tube (240).

Heat can be added to LNG only as needed in minute doses.

The valves are controlled by logic circuitry to direct a vaporized stream from the heat exchanger to the tank for liquid saturation purposes up to higher operating pressures.

was mentioned,

Since the valves controlled by logic circuits can further direct a vaporized stream from the heat exchanger to the gas head (115) of the pressure build-up tube (245) through for the purpose of building up the vapor pressure in the tank ( 105) in order to increase sub-cooling to improve pumping efficiency or to build up enough pressure to pass

LNG the vaporizers/engines without activating the pumps.

In addition, the valves controlled by logic circuits allow economizing (saving steam from the tube of

LNG inside the tank means send the steam to the engine) economizer gravity (235).

A (225).

the through

LNG can also be a multimodal scheme, where the direct pump is supplied to the engine through the extraction tube for £

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X-Locomotives with pressure build-up or mass saturation Lower fuel levels in the tank allow more reserves to be supplied to the locomotive(s), while minimizing the total heat input throughout the cycle.

This would maximize LNG retention time and reserve supply.

Although embodiments of various methods and devices are described herein in detail with reference versions, it is to be appreciated that other versions.

modalities, methods of use and their combinations are also possible.

Therefore, the spirit and scope of the appended claims should not be limited to the description of the embodiments contained herein.