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SE546439C2 - Method and system for supplying lng fuel to an internal combustion engine - Google Patents

Method and system for supplying lng fuel to an internal combustion engine

Info

Publication number
SE546439C2
SE546439C2 SE2350318A SE2350318A SE546439C2 SE 546439 C2 SE546439 C2 SE 546439C2 SE 2350318 A SE2350318 A SE 2350318A SE 2350318 A SE2350318 A SE 2350318A SE 546439 C2 SE546439 C2 SE 546439C2
Authority
SE
Sweden
Prior art keywords
fuel
heat exchanger
combustion engine
conduit
internal combustion
Prior art date
Application number
SE2350318A
Other languages
Swedish (sv)
Other versions
SE2350318A1 (en
Inventor
HUBINETTE David
Stålhandske Marcus Gralde
Mathias Jensen
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE2350318A priority Critical patent/SE546439C2/en
Priority to PCT/SE2024/050235 priority patent/WO2024196298A1/en
Priority to EP24713017.2A priority patent/EP4684121A1/en
Publication of SE2350318A1 publication Critical patent/SE2350318A1/en
Publication of SE546439C2 publication Critical patent/SE546439C2/en

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
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0209—Hydrocarbon fuels, e.g. methane or acetylene
    • 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
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0221—Fuel storage reservoirs, e.g. cryogenic tanks
    • 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
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0236—Multi-way valves; Multiple valves forming a multi-way valve system
    • 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
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0287—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers characterised by the transition from liquid to gaseous phase ; Injection in liquid phase; Cooling and low temperature storage
    • 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
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/06—Apparatus for de-liquefying, e.g. by heating
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/022—Control of components of the fuel supply system to adjust the fuel pressure, temperature or composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/026—Measuring or estimating parameters related to the fuel supply system
    • F02D19/027—Determining the fuel pressure, temperature or volume flow, the fuel tank fill level or a valve position
    • 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
    • F17C2205/0323—Valves
    • F17C2205/0326—Valves electrically actuated
    • 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
    • F17C2205/035—Flow reducers
    • 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
    • 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
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/033—Small pressure, e.g. for liquefied gas
    • 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
    • F17C2223/04—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by other properties of handled fluid before transfer
    • F17C2223/042—Localisation of the removal point
    • F17C2223/043—Localisation of the removal point in the gas
    • 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
    • F17C2223/04—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by other properties of handled fluid before transfer
    • F17C2223/042—Localisation of the removal point
    • F17C2223/046—Localisation of the removal point in the liquid
    • 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
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0107—Propulsion of the fluid by pressurising the ullage
    • 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
    • F17C2227/0302—Heat exchange with the fluid by heating
    • F17C2227/0306—Heat exchange with the fluid by heating using the same fluid
    • 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
    • F17C2227/0302—Heat exchange with the fluid by heating
    • F17C2227/0309—Heat exchange with the fluid by heating using another fluid
    • F17C2227/0323—Heat exchange with the fluid by heating using another fluid in a closed loop
    • 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
    • F17C2227/0302—Heat exchange with the fluid by heating
    • F17C2227/0327—Heat exchange with the fluid by heating with recovery of heat
    • 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
    • F17C2227/0369—Localisation of heat exchange in or on a vessel
    • 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
    • F17C2227/0369—Localisation of heat exchange in or on a vessel
    • F17C2227/0374—Localisation of heat exchange in or on a vessel in the liquid
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/032—Control means using computers
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/043—Pressure
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0439—Temperature
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/06—Controlling or regulating of parameters as output values
    • F17C2250/0605—Parameters
    • F17C2250/0631—Temperature
    • 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
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/06—Controlling or regulating of parameters as output values
    • F17C2250/0605—Parameters
    • F17C2250/0636—Flow or movement of content
    • 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
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/02—Improving properties related to fluid or fluid transfer
    • 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
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/06—Fluid distribution
    • F17C2265/066—Fluid distribution for feeding engines for propulsion
    • 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
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0105—Ships
    • 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
    • F17C2270/0171—Trucks
    • 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
    • F17C2270/0173—Railways
    • 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
    • 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
    • F17C2270/0178—Cars
    • 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

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

Abstract

The disclosure concerns supplying fuel to an ICE (4) from a tank (8) containing LNG. A fuel supply system (6) comprises the tank (8), a first conduit (10) for vaporous fuel connected to the fuel tank (8), a second conduit (12) for liquid fuel connected to the fuel tank (8), a first heat exchanger (14) for heat exchange between the fuel and a coolant of the ICE (4), a second heat exchanger (16) for heat exchange between gaseous fuel and stored fuel arranged in the fuel tank (8). There is provided for opening the first conduit (10) and optionally closing the second conduit (12), such that only vaporous fuel is admitted to an inlet (24) of the first heat exchanger (14), closing an inlet (27) of the second heat exchanger (16) for bypassing the second heat exchanger (16), and conducting gaseous fuel from the first heat exchanger (14) towards the ICE (4).

Description

METHOD AND SYSTEM FOR SUPPLYING LNG FUEL TO AN INTERNAL COMBUSTION ENGINE TECHNICAL FIELD The invention relates to a method for supplying fuel to an internal combustion engine from a fuel tank containing LNG and to a fuel supply system for supplying LNG fuel to an internal combustion engine. The invention also relates to an internal combustion engine comprising a fuel supply system and to a vehicle comprising a combustion engine. The invention further relates to a computer program and to a computer-readable storage medium.
BACKGROUND LNG (Liquefied Natural Gas) vehicles run on gas containing mainly methane gas, which is stored on a vehicle in a liquified state. ln order to be liquified, the gaseous fuel is pressurised and cooled down to below -120 °C. Methane gas is commonly called Natural gas, if sourced from fossil sources, or Biomethane if sourced from renewable sources.
Accordingly, LNG fuel is stored under pressure at low temperature in at least one tank aboard the relevant vehicle. The tank is a thermally insulated pressure vessel. From the tank, the fuel is fed to an internal combustion engine, ICE, of the vehicle for combustion therein.
The tank will contain liquid fuel and vaporous fuel in equilibrium depending on the relevant pressure within, and the temperature of, the tank. Vaporous fuel contains droplets of fuel and gaseous fuel. Equilibrium is reached around the relevant boiling point of the fuel i.e., the relevant boiling temperature of the fuel. Since ambient temperature will affect the tank temperature and since refilling the tank and outtake of fuel to the ICE will affect the pressure within the tank, the boiling point will differ over time.
The ICE is run on gaseous fuel i.e., fuel that has fully evaporate from a liquid state and/or a vaporous state into a gaseous state. ln order to ensure that gaseous fuel is fed to the ICE, liquid fuel and/or vaporous fuel is led through a heat exchanger which increases the temperature of the fuel to above its relevant boiling point. The heat transferred to the fuel in the heat exchanger is provided by a coolant of the ICE.When the vehicle stands still, the pressure in the tank slowly increases due to heat influx from the surroundings into the tank. This heats the fuel and builds pressure in the tank. At a set pressure the tank will release pressure via a safety valve, to safeguard the tank's integrity. This pressure is commonly set at 16 bar. Any release of pressure is a loss of fuel and an emission of a potent greenhouse gas and should be avoided.
Pressurised fuel is needed to run the ICE. A set pressure, below the release pressure therefore, is commonly set at around 8-9 bar. When the pressure in the tank is above the set pressure, vaporous fuel is conducted out of the tank to the heat exchanger and the ICE, which quickly lowers the pressure in the tank. When the pressure in the tank is below the set pressure, liquid is conducted out of the tank to the heat exchanger and the ICE, which slowly decreases the pressure within the tank.
Conduits lead from the bottom and the top of the tank to a flow control arrangement for controlling the flows of liquid and vaporous fuel, and from the flow control arrangement to the heat exchanger. The flow control arrangement may comprise a flow restriction and/or one or more mechanically or electrically actuated valves. The flow control arrangement is commonly called an “economiser”.
At high torque operation, the ICE requires a comparatively large flow of gaseous fuel, which may cause the pressure in the tank to drop too much below the set pressure. lf the pressure drops too much in the tank, the ICE may become torque limited, due to a limited fuel injection. ln order to prevent this, a second heat exchanger is provided in tank. Some of the gaseous fuel downstream of the (first) heat exchanger can be diverted to the second heat exchanger, and downstream thereof, be combined with the main flow of gaseous fuel to the ICE. The second heat exchanger raises the temperature within the tank and accordingly, raises the pressure in the tank to sufficient levels. The second heat exchanger is commonly called a “pressure build-up device” (PBD). Gaseous fuel from the PBD may bypass the first heat exchanger to be blended with the gaseous fuel downstream of the first heat exchanger. Alternatively, gaseous fuel from the PBD may be reheated in the first heat exchanger before being blended with the gaseous fuel downstream of the first heat exchanger.
The first heat exchanger is dimensioned for heat transfer from then coolant to the fuel at cold start temperatures above a lower temperature limit, such as 0 °C, to ensure the gaseous fuel is heated to above -40 °C. Accordingly, at ICE operating temperatures above the lower temperature limit, the fuel consumption of the ICE effectively controls the temperature outfrom the heat exchanger, given the heat exchanger efficiency of the heat exchanger and incoming flow of coolant to it.
Namely, whilst cryogenic temperatures normally are defined from temperatures below -153 °C (LNG at atmospheric pressure has a boiling point of -163 °C), from a gas vehicle certification perspective UN ECE R110 defines LNG as having a temperature below -40 °C. At, or above -40 °C, the fuel is defined as Compressed Natural Gas, CNG. Accordingly, components to be utilised in LNG and/or CNG fuel systems are certified either for cryogenic temperatures in the case of LNG and thus, have to fulfil criteria including testing at cryogenic temperatures (Nitrogen at -196 °C) or are certified for use at temperatures 2 -40 °C in the case of CNG.
With the heat exchanger dimensioned to provide an outgoing gaseous fuel temperature above -40 °C, fuel system components upstream of the heat exchanger outlet have to fulfil cryogenic temperature requirements whereas fuel system components downstream of the heat exchanger only have to fulfil the lower requirements of 2 -40 °C certification.
At ICE cold start temperatures below the predetermined design temperature of the heat exchanger, the temperature of the coolant may not be sufficient to heat the gaseous fuel to temperatures 2 -40 °C.
SUMMARY lt would be advantageous to ensure gaseous fuel temperature control. ln particular, it would be desirable to enable increase of a gaseous fuel temperature downstream of a heat exchanger of a fuel supply system for supplying LNG fuel to an internal combustion engine. To better address one or more of these concerns, one or more of a method for supplying fuel to an internal combustion engine, a fuel supply system, an internal combustion engine, a vehicle, a computer program, and a computer-readable storage medium having the features defined in one or more of the independent claims is provided.
According to an aspect, there is provided a method for supplying fuel to an internal combustion engine from a fuel tank containing LNG, wherein a fuel supply system comprises the fuel tank, a first conduit for vaporous fuel connected to the fuel tank, a second conduit for liquid fuel connected to the fuel tank, a first heat exchanger for heat exchange between the fuel and a coolant of the internal combustion engine, a second heat exchanger for heat exchange between gaseous fuel and stored fuel, the second heat exchanger being arranged in the fuel tank, wherein the first and second conduits are arranged in fluid communicationwith an inlet of a first heat exchange passage of the first heat exchanger, wherein an outlet of the first heat exchange passage is arranged in fluid communication with the internal combustion engine and with an inlet of the second heat exchanger, and wherein an outlet of the second heat exchanger is arranged in fluid communication with the internal combustion engine. The method comprises steps of: - opening the first conduit and optionally c|osing the second conduit, such that only vaporous fuel is admitted via the first conduit to the inlet of the first heat exchange passage to be heated in the first heat exchanger by the coolant, - c|osing the inlet of the second heat exchanger for bypassing the second heat exchanger, and - conducting gaseous fuel from the first heat exchanger towards the internal combustion engine.
Since the method comprises the steps of: - opening the first conduit and optionally c|osing the second conduit, such that only vaporous fuel is admitted via the first conduit to the inlet of the first heat exchange passage to be heated in the first heat exchanger by the coolant, - c|osing the inlet of the second heat exchanger for bypassing the second heat exchanger, and - conducting gaseous fuel from the first heat exchanger towards the internal combustion engine - it is ensured firstly, that only vaporous fuel is conducted from the fuel tank to the first heat exchanger, which only requires a limited amount of heat transfer in the first heat exchanger in comparison with if liquid fuel had been admitted to the first heat exchanger and secondly, that the temperature of the gaseous fuel from the first heat exchanger is not lowered in the second heat exchanger by stored fuel in the fuel tank. Accordingly, the method provides for the thus, conducted gaseous fuel from the first heat exchanger to the internal combustion engine to have an as high temperature as possible. Hence, the method provides for supplying gaseous fuel at elevated temperature to the internal combustion engine under cold start conditions when an engine coolant temperature is low or exceptionally low.
According to a further aspect, there is provided a fuel supply system for supplying LNG fuel to an internal combustion engine. The fuel supply system comprises a fuel tank, a first conduit for vaporous fuel connected to the fuel tank, a first flow control valve arranged in the first conduit, a second conduit for liquid fuel connected to the fuel tank, a first heat exchanger for heat exchange between the fuel and a coolant of the internal combustion engine, a second heat exchanger for heat exchange between gaseous fuel and stored fuel arranged in the fuel tank, a second flow control valve arranged at an inlet of the second heat exchanger, and a third flow control valve and/or a flow restriction arranged in the second conduit. Thefirst and second conduits are arranged in fluid communication with an inlet of a first heat exchange passage of the first heat exchanger. An outlet of the first heat exchange passage is arranged in fluid communication with the internal combustion engine and with an inlet of the second heat exchanger. An outlet of the second heat exchanger is arranged in fluid communication with the internal combustion engine. The fuel supply system further comprises a control arrangement configured to: - open the first flow control valve in the first conduit, and if present close the third flow control valve in the second conduit, such that only vaporous fuel is admitted via the first conduit to the inlet of the first heat exchange passage of the first heat exchanger, - close the second flow control valve for bypassing the second heat exchanger such that all gaseous fuel from the first heat exchanger is conducted towards the internal combustion engine.
Since the control arrangement is configured to: - open the first flow control valve in the first conduit, and if present close the third flow control valve in the second conduit, such that only vaporous fuel is admitted via the first conduit to the inlet of the first heat exchange passage of the first heat exchanger, and - close the second flow control valve for bypassing the second heat exchanger such that all gaseous fuel from the first heat exchanger is conducted towards the internal combustion engine - it is ensured that the fuel supply system is configured for firstly, only vaporous fuel being conducted from the fuel tank to the first heat exchanger, which only requires a limited amount of heat transfer in the first heat exchanger in comparison with if liquid fuel had been admitted to the first heat exchanger and secondly, the temperature of the gaseous fuel from the first heat exchanger not being lowered in the second heat exchanger by stored fuel in the fuel tank. Accordingly, the fuel supply system provides for gaseous fuel from the first heat exchanger conducted to the internal combustion engine to have an as high temperature as possible. Hence, the fuel supply system provides for supplying gaseous fuel at elevated temperature to the internal combustion engine under cold start conditions when an engine coolant temperature is low or exceptionally low.
The inventors have realised that providing gaseous fuel at as high a temperature as possible can be prioritised over providing a full torque range of the internal combustion engine for a limited period of time. More specifically, by only admitting vaporous fuel to the first heat exchanger and refraining from increasing a pressure within the tank by heating via the second heat exchanger, a limited fuel supply to the internal combustion engine is achieved and accordingly, full torque requests cannot be fulfilled. Since such limited fuel supply is intended to persist only for a shorter period of time i.e., before the internal combustion enginehas reached its normal operating temperature range, it can be accepted in favour of avoiding too low gaseous fuel temperatures downstream of the first heat exchanger.
The fuel supply system, herein alternatively referred to as the supply system, for supplying LNG to an internal combustion engine, ICE, is configured for storing LNG in the form of liquid fuel and vaporous fuel in the fuel tank, from which fuel is supplied to the ICE. After having passed the fuel supply system, the fuel is conducted to the ICE as gaseous fuel, and as such combusted therein.
The supply system may be provided aboard a vehicle for supplying LNG to an ICE of the vehicle.
The fuel tank, herein alternatively referred to as the tank, is a thermally insulated pressure vessel configured for storing LNG in liquid and vapours states at low temperature and high pressure. For instance, inside the fuel tank the temperature may be within a range of -135 °C to -110 °C and the pressure within a range of 6 - 16 bar. ln a mounted state of the fuel tank in a vehicle, the first conduit may be connected to the fuel tank at a high position thereof to ensure that vaporous fuel is conducted through the first conduit. ln the mounted state of the fuel tank, the second conduit may be connected to the fuel tank at a low position thereof to ensure that liquid fuel is conducted through the second conduit.
Specifically, in the mounted state of the tank, the first conduit is arranged above the second conduit.
The first heat exchanger comprises the first heat exchange passage and a second heat exchange passage. As indicated above, the first and second conduits for fuel from the tank are connected to the first heat exchange passage. The second heat exchange passage is configured for being connected to a cooling system of the ICE. ln use of the fuel supply system, heat is transferred from the coolant in the second heat exchange passage to the fuel in the first heat exchange passage. Thus, in the first heat exchanger, vaporous fuel and liquid fuel are heated such that fuel in a gaseous state is produced therein. ldeally, the temperature of the gaseous fuel leaving the first heat exchange passage of the first heat exchanger is 2 -40 °C.
The second heat exchanger comprises a heat exchange passage extending through a portion of the tank. The heat exchange passage of the second heat exchanger may e.g., comprise a pipe. Accordingly, the in|et of the second heat exchanger leads to the heat exchange passage of the second heat exchanger and the outlet of the second heat exchanger leads from the heat exchange passage of the second heat exchanger.
During use of the fuel supply system, in the second heat exchanger e.g., when operating the ICE within a normal ICE operating temperature range, heat is transferred from gaseous fuel coming from the first heat exchanger to stored fuel in the tank. ln use of the supply system, the second heat exchanger may be at least partially submerged in liquid fuel of the stored fuel in the fuel tank.
Herein, the term normal operating temperature range relates to a temperature range within which the ICE operates when operated within its full output power range i.e., a temperature range within which the cooling system is designed to maintain the ICE when operated within its full output power range. The normal operating temperature range is reached a time period after the ICE has been started.
The first and second conduits being arranged in fluid communication with the in|et of the first heat exchange passage of the first heat exchanger means that vaporous fuel and/or liquid fuel can be conducted to the first heat exchange passage. ln the present method and present configuration of the control arrangement of the supply system, only vaporous fuel is admitted to the first heat exchange passage. However, under alternative operating conditions, such as when the ICE operates within its normal operating temperature range alternatively, or additional, liquid fuel may be admitted to the first heat exchange passage.
As mentioned above, the outlet of the first heat exchange passage is connected both with the ICE and with the in|et of the second heat exchanger. Also, the outlet of the second heat exchanger is connected with the ICE i.e., the outlet of the heat exchange passage of the second heat exchanger is connected with the ICE.
Being connected with the ICE entails that conduits, valves, etc. lead to the ICE for conducting gaseous fuel towards a fuel injection arrangement of the ICE.The first flow control valve, herein alternatively referred to as the first valve, is configured to control a flow of vaporous fuel from the tank to the first heat exchanger. The first flow control valve may be controllable to stop flow of vaporous fuel to the first heat exchanger.
The second flow control valve, herein alternatively referred to as the second valve, is configured for controlling a flow of gaseous fuel to the second heat exchanger. The second valve is controllable to stop gaseous fuel to the second heat exchanger. lf present, the third flow control valve, alternatively referred to as the third valve, is configured for controlling a flow of liquid fuel to the first heat exchanger. The third valve may be controllable to stop liquid fuel to the first heat exchanger.
Also in embodiments of the fuel supply system lacking the third flow control valve, flow of liquid fuel to the first heat exchanger is controllable. Namely, by providing a flow restriction in the second conduit and controlling the first valve accordingly, the relationship between vaporous and liquid fuel flowing to the first heat exchanger can be controlled. For instance, the first valve may be controlled such that the flow resistance in the first conduit is comparatively low. Then the flow resistance in the second conduit prevents liquid fuel from flowing through the first conduit and only vaporous fuel reaches the first heat exchanger.
The method and the fuels supply system with its accordingly configured control arrangement can be utilised when cold starting the ICE at low ambient temperatures while still providing adequate heating of gaseous fuel in the first heat exchanger to a predetermined minimum temperature, such as to temperatures 2 -40 °C.
Thus, it may be ensured, also at low ambient temperatures, that components of the fuel supply system downstream of the first heat exchanger and towards the ICE, such as e.g., O- rings do not have to fulfil cryogenic temperature certification. Such downstream components only have to fulfil the lower requirements of 2 -40 °C certification. Thus, reliability and safety is improved, and/or system costs may be reduced.
A low ambient temperature may relate to a temperature below a lower temperature limit, such as 0 °C or 5 °C, of the fuel supply system. Namely, the first heat exchanger has a specific heat transfer efficiency. Below the lower temperature limit, the specific heat transfer efficiency is too low for transferring sufficient heat from the ICE coolant to reach the predetermined minimum temperature of the gaseous fuel.According to a further aspect there is provided an internal combustion engine comprising a fuel supply system according to any one of aspects and/or embodiments discussed herein.
According to a further aspect there is provided a vehicle comprising an internal combustion engine according to any one of aspects and/or embodiments discussed herein.
According to a further aspect there is provided a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the steps of the method according to any one of aspects and/or embodiments discussed herein.
According to a further aspect there is provided a computer-readable storage medium comprising instructions which, when executed by a computer, cause the computer to carry out the steps of the method according to any one of aspects and/or embodiments discussed herein.
Further features of, and advantages with, the invention will become apparent when studying the appended claims and the following detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS Various aspects and/or embodiments of the invention, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which: Fig. 1 illustrates a vehicle according to embodiments, Fig. 2 schematically illustrates an internal combustion engine according to embodiments, Figs. 3a and 3b schematically illustrates fuel supply systems according to embodiments, Fig. 4 schematically illustrates a control arrangement of a fuel supply system, and Fig. 5 illustrates a method for supplying fuel to an internal combustion engine.
DETAILED DESCRIPTION Aspects and/or embodiments of the invention will now be described more fully. Like numbers refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and/or clarity.
Fig. 1 illustrates a vehicle 2 according to embodiments.
The vehicle 2 may be any kind of vehicle configured for land-based propulsion, such as e.g., a bus, a truck, a heavy truck, a car, or a train. ln Fig. 1, the vehicle 2 is illustrated as a heavy load vehicle in the form of a truck.
The vehicle 2 comprises an internal combustion engine 4 according to any one of aspects and/or embodiments discussed herein, such as the internal combustion engine 4 discussed below with reference to Fig. 2. Accordingly, the vehicle 2 also comprises a fuel supply system 6 according to any one of aspects and/or embodiments discussed herein, such as any one of the fuel supply systems 6 discussed below with reference to Figs. 3a - Fig. 2 schematically illustrates an internal combustion engine, ICE, 4 according to em bodiments.
The ICE 4 comprises a fuel supply system 6 according to any one of aspects and/or embodiments discussed herein, such as any one of the fuel supply systems 6 discussed below with reference to Figs. 3a - The ICE 4 may be comprised in a land-based vehicle as discussed above with reference to Fig.
Alternatively, the ICE 4 may be comprised in a different kind of vehicle, or it may be comprised in a stationary arrangement, such as a power source of an electric current generator i.e., part of a genset, or it may be comprised in a marine vessel.
Fig. 3a schematically illustrates a fuel supply system 6 according to embodiments.
The fuel supply system 6 is configured for supplying LNG fuel to an internal combustion engine 4, such as an ICE 4 discussed above with reference to Fig.
The supply system 6 comprises a fuel tank 8, a first conduit 10 for vaporous fuel connected to the fuel tank 8, a second conduit 12 for liquid fuel connected to the fuel tank 8, a first heat exchanger 14, and a second heat exchanger 16 arranged in the tank The tank 8 is configured for storing LNG in the form of liquid fuel and vaporous fuel during use of the supply system 6. Accordingly, the first conduit 10 connects to the tank 8 at a position thereof where it contains vaporous fuel during use of the supply system 6 and the second conduit 12 connects to the tank 8 at a position thereof where it contains liquid fuelduring use of the supply system 6. For instance, in a mounted state of the tank 8, the first conduit 10 may connect to an upper half of the tank 8 and the second conduit 12 may connect to a lower half of the tank The first heat exchanger 14 is arranged for heat exchange between the fuel and a coolant of the ICE 4. Accordingly, the first and second conduits 10, 12 are arranged in fluid communication with the first heat exchanger 14. Also, a cooling system of the ICE 4 is arranged in fluid communication with the first heat exchanger 14. lnter alia coolant conduits 18 are arranged to provide the latter fluid communication between the ICE 4 and the first heat exchanger The first heat exchanger 14 comprises a first heat exchange passage 20 and a second heat exchange passage 22, which are arranged in heat transferring relationship. During use of the supply system 6, the fuel flows through the first heat exchange passage 20 and is heated by the coolant flowing through the second heat exchange passage The first and second conduits 10, 12 are arranged in fluid communication with an inlet 24 of the first heat exchange passage 20. That is, the first conduit 10 extends from the tank 8 towards the first heat exchange passage 20 and the second conduit 12 extends from the tank 8 towards first heat exchange passage 20. Upstream of the inlet 24 of the first heat exchange passage 20, the first and second conduits 10,12 are connected to each other and form a common flow path to the inlet 24 of the first heat exchange passage An outlet 26 of the first heat exchange passage 20 is arranged in fluid communication with the ICE 4. Thus, during use of the supply system 6, gaseous fuel from the outlet 26 of the first heat exchange passage 20 is supplied to the ICE 4 for combustion therein.
The second heat exchanger 16 is arranged for heat exchange between gaseous fuel and stored fuel in the tank Accordingly, the outlet 26 of the first heat exchange passage 20 is also arranged in fluid communication with the second heat exchanger The second heat exchanger 16 comprises a heat exchange passage e.g., formed by a pipe extending through a portion of the tank 8. During use of the supply system 6, at least a portion of the pipe is in direct heat transferring contact with liquid fuel in the tank 8. Gaseous fuel flows through the heat exchange passage of the second heat exchanger 16 under someoperating conditions of the supply system 6 e.g., when the ICE 4 has reached a normal operating temperature range. See further below.
An outlet 28 of the second heat exchanger 16 is arranged in fluid communication with the ICE 4. Thus, during use of the supply system 6, under some operating conditions thereof, gaseous fuel from the outlet 28 of the second heat exchanger 16 is supplied to the ICE 4 for combustion therein. ln the embodiments of Fig. 3a, the outlet 28 of the second heat exchanger 16 leads via the first heat exchanger 14 towards the ICE 4. That is, the first heat exchanger 14 comprises a third heat exchange passage 29 arranged in heat exchanging contact with the second heat exchange passage 22. The outlet 28 of the second heat exchanger 16 is arranged in fluid communication with an inlet of the third heat exchange passage An outlet of the third heat exchange passage 29 is arranged in fluid communication with the outlet 26 of the first heat exchange passage 20 of the first heat exchanger 14. Specifically, the outlet of the third heat exchange passage 29 connects to a conduit from the outlet 26 of the first heat exchange passage 20, downstream of a connection from this conduit to the inlet 27 of the second heat exchanger 16. Thus, during use of the fuel supply system 16, under some operating conditions, gaseous fuel from the first and second heat exchangers 14, 16 is mixed and conducted to the ICE As an alternative to the first heat exchanger 14 comprising the third heat exchange passage 29, a further heat exchanger (not shown) may be provided. ln such a further heat exchanger, coolant from the ICE may be utilised for heating gaseous fuel and/or vaporous fuel from the second heat exchanger 16 before being conducted to the ICE The fuel supply system 6 further comprises a first flow control valve 30 arranged in the first conduit 10, a second flow control valve 32 arranged at an inlet 27 of the second heat exchanger 16, and a third flow control valve 34 arranged in the second conduit ln alternative embodiments, instead of the third flow control valve 34, the supply systemmay comprise a flow restriction 35 arranged in the second conduit Such a flow restriction 35 may for instance, comprise a tube section with a narrow cross section arranged in the second conduit 12, as indicated in the encircled broken out section ofFig. 3a. A further alternative may be for the entire second conduit 12 to have a narrow cross section thus, forming a flow restriction.
The first valve 30 and either the third valve 34 or the flow restriction 35 are configured inter alia to control a flow of vaporous fuel from the tank 8 to the first heat exchanger 14. The second valve 32 is configured for controlling a flow of gaseous fuel from the outlet 26 of the first heat exchange passage 20 to the inlet 27 of the second heat exchanger The fuel supply system 6 may comprise a tank filling arrangement 36 and a safety valveof known kinds and operation.
The ICE 4 may comprise gaseous fuel regulating and measuring equipment 39. Alternatively, the supply system 6 may comprise gaseous fuel regulating and measuring equipment 39. Such regulating and measuring equipment may comprise one or more of a pressure control valve, a flow control valve, a pressure sensor, a temperature sensor, etc.
The fuel supply system 6 further comprises a control arrangement 40 configured to control the first and second valves 30, 32 and if present, the third valve 34. The control arrangement 40 is further discussed below with reference to Fig.
Fig. 3b schematically illustrates a fuel supply system 6 according to embodiments.
The fuel supply system 6 of the Fig. 3b embodiments resembles in much the fuel supply system 6 of the Fig. 3a embodiments. Accordingly, reference is also made to the above discussion of the Fig. 3a embodiments. ln the following, mainly the differences between the embodiments will be discussed.
Again, the fuel supply system 6 comprises a fuel tank 8, a first conduit 10 for vaporous fuel connected to the fuel tank 8, a second conduit 12 for liquid fuel connected to the fuel tank 8, a first heat exchanger 14, and a second heat exchanger 16 arranged in the tank Again, the first heat exchanger 14 comprises a first heat exchange passage 20 and a second heat exchange passage 22 for heat transfer between coolant from the ICE 4 to vaporous fuel and/or liquid fuel from the tank Again, an outlet 28 of the second heat exchanger 16 is arranged in fluid communication with the ICEln these embodiments, the first heat exchanger 14 does not comprise any heat exchange passage for heat transfer between the coolant of the ICE 4 and the gaseous fuel from the second heat exchanger lnstead, the embodiments of Fig. 3b, the outlet 28 of the second heat exchanger 16 is arranged in direct fluid communication with the outlet 26 of the first heat exchange passage 20 of the first heat exchanger 14. Specifically, the outlet 28 of the second heat exchanger to a conduit from the outlet 26 of the first heat exchange passage 20, downstream of a connection to this conduit to the in|et 27 of the second heat exchanger 16. Thus again, during use of the fuel supply system 16, under some operating conditions, gaseous fuel from the first and second heat exchangers 14, 16 is mixed and conducted to the ICE Again, the fuel supply system 6 comprises a first flow control valve 30 arranged in the first conduit 10, a second flow control valve 32 arranged at an in|et 27 of the second heat exchanger 16, a third flow control valve 34 or a flow restriction 35 arranged in the second conduit 12, and a control arrangement 40 configured to control the first and second valves 30, 32 and if present, the third valve Fig. 4 schematically illustrates a control arrangement 40 of a fuel supply system 6. The fuel supply system 6 may be a fuel supply system 6 as discussed above with reference to Fig. 3a and/or Fig. 3b. The control arrangement 40 is configured to perform a method 100 according to any one of aspects and/or embodiments discussed herein, see e.g. below with reference to Fig.
The control arrangement 40 is configured to be utilised in connection with the different aspects and/or embodiments of the invention. ln particular, the control arrangement 40 is configured for the control of the first valve 30, the second valve 32, and if present, the third valve 34 of the supply system 6 discussed in connection with Figs. 1 - 3b. The control arrangement 40 is also indicated in Figs. 3a and 3b.
The control arrangement 40 comprises at least one calculation unit 42, which may take the form of substantially any suitable type of processor circuit or microcomputer, e.g. a circuit for digital signal processing (digital signal processor, DSP), a Central Processing Unit (CPU), a processing unit, a processing circuit, a processor, an Application Specific Integrated Circuit (ASIC), a microprocessor, or other processing logic that may interpret and execute instructions. The herein utilised expression “calculation unit” may represent a processing circuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones mentioned above.
The control arrangement 40 comprises a memory unit 44. The calculation unit 42 is connected to the memory unit 44, which provides the calculation unit 42 with, e.g. stored programme code, data tables, and/or other stored data which the calculation unit 42 needs to enable it to do calculations and to control the fuel supply system. The calculation unit 42 is also adapted to store partial or final results of calculations in the memory unit 44. The memory unit 44 may comprise a physical device utilised to store data or programs, i.e. sequences of instructions on a temporary or permanent basis. According to some embodiments, the memory unit 44 may comprise integrated circuits comprising silicon-based transistors. The memory unit 44 may comprise e.g. a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile or non-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different em bodiments. ln the embodiment depicted, only one calculation unit 42 and memory 44 are shown, but the control arrangement 40 may alternatively comprise more than one calculation unit and/or memory.
The control arrangement 40 is further provided with respective devices 52, 54, 46, 48, 50 for receiving and/or sending input and output signals. These input and output signals may comprise waveforms, pulses or other attributes, which can be detect as information by signal receiving devices, and which can be converted to signals processable by the calculation unit 42. lnput signals are supplied to the calculation unit 42 from the input receiving devices 52, 54. Output signal sending devices 46, 48, 50 are arranged to convert calculation results from the calculation unit 42 to output signals for conveying to signal receiving devices of other parts of the fuel supply system 6 and/or the control arrangement 40. Each of the connections to the respective devices for receiving and sending input and output signals may take the form of one or more from among a cable, a data bus, e.g. a CAN (controller area network) bus, a MOST (media orientated systems transport) bus or some other bus configuration, or a wireless connection.
Mentioned as examples, the output signal sending devices 46, 48, 50 may send control signals to the first, second, and if present, third valves 30, 32, 34. The input signal receiving devices 52, 54 may receive signals from sensors of the fuel supply system 6 and/or the ICE4, such as one or more temperature sensors 60 and/or one or more pressure sensorsarranged at one or more positions of the supply system 6 and/or the ICE Examples of a data table content may be e.g., heat exchanger efficiency of the first heat exchanger 14, corre|ation between ICE rpm and coo|ant flow to the first heat exchanger 14, fuel pressure and fuel temperature corre|ation. Examples of data may be measured, monitored, and/or calculated data, such as coo|ant temperature data. The control arrangement 40 is connected to various sensors and valves in order to receive input and provide output for performing the various aspects and embodiments of the method discussed herein. Some of the various sensors are exemplified above. Examples of valves are the first, second, and third valves 30, 32, The control arrangement 40 may form part of an Engine Control Unit, ECU, of the ICE 4 or alternatively, the control arrangement 40 may form a dedicated control arrangement of the fuel supply system With reference to Figs. 3a - 4 operation of the fuel supply system 6 will be discussed in the following.
The ICE 4 is designed to be operated within a normal operating temperature range i.e., during operating of the ICE 4, the coo|ant has a temperature within a certain temperature range. The normal operating temperature range of the ICE 4 is reached a certain time period after starting of the ICE 4, such as e.g. after 2 - 10 minutes.
Put differently, within the normal operating temperature range of the ICE 4, excess heat produced by the combustion of fuel in the ICE 4 is cooled off by the coo|ant of the ICE 4 circulating in a cooling system of the ICE 4. When operating the ICE 4 below the normal operating temperature range, the temperature of the coo|ant is permitted to increase up to the normal operating temperature range. Operating the ICE 4 at temperatures above the normal operating temperature range should be avoided, otherwise the ICE 4 may be damaged.
When operating the ICE 4 within the normal operating temperature range, the control arrangement 40 is configured to control the amounts of liquid and/or vaporous fuel led to the ICE 4 depending inter alia on a current torque requirement of the ICE 4 and current pressure within the tank 8. The first, and if present, third valve/s 30, 34 is/are controlled accordingly.
Moreover, gaseous fuel is supplied to the second heat exchanger 16 for transferring heat tothe stored fuel in the tank 8 such that the pressure within the tank 8 is maintained within a predefined pressure range.
However, the ICE 4 is sometimes cold started e.g. at the first start of the ICE 4 for the day. That is, the coolant has a temperature equal or close to an ambient temperature, such as an outdoor temperature when a vehicle comprising the ICE 4 has been parked outdoors or when a stationary ICE 4 is positioned outdoors.
The fuel supply system 6 and specifically the first heat exchanger 14 thereof, has as a certain heat transfer efficiency. At the normal operating temperature range of the ICE 4, the coolant has a temperature such that the heat transfer efficiency suffices for vaporous and/or liquid fuel from the tank 8 to be heated to gaseous fuel of a predetermined minimum temperature in the first heat exchanger When cold starting the ICE 4, depending on the ambient temperature and accordingly, the corresponding temperature of the coolant, the heat transfer efficiency may or may not suffice for vaporous and/or liquid fuel from the tank 8 to be heated to gaseous fuel of the predetermined minimum temperature in the first heat exchanger Accordingly, the fuel supply system 6, and specifically the first heat exchanger 14, has a lower temperature limit, below which lower temperature limit the coolant cannot heat vaporous and/or liquid fuel in the first heat exchanger 14 to gaseous fuel having the predetermined minimum temperature, without particular consideration as discussed herein.
Accordingly, herein, this is what the term lower temperature limit refers to. ln order to reduce the risk of gaseous fuel leaving the first heat exchanger 14 at a temperature below the predetermined minimum temperature, the supply system 6 and the control arrangement 40 are configured according to one or more aspects and/or embodiments discussed herein.
Accordingly, also at low ambient temperatures, it may be ensured that components of the fuel supply system 6 downstream of the first heat exchanger 14 do not have to fulfil cryogenic temperature certification. Such downstream components only have to fulfil requirements of less strict certification.
The control arrangement 40 is configured to:- open the first flow control valve 30 in the first conduit 10, and if present close the third flow control valve 34 in the second conduit 12, such that only vaporous fuel is admitted via the first conduit 10 to the inlet 24 of the first heat exchange passage 20 of the first heat exchanger 14, and - close the second flow control valve 32 for bypassing the second heat exchanger 16 such that all gaseous fuel from the first heat exchanger 14 is conducted towards the ICE Thus, the supply system 6 is configured for, during use thereof, supplying gaseous fuel of as high temperature as possible to the ICE Namely, liquid fuel is prevented from being conducted from tank 8. Moreover, the temperature of the gaseous fuel leaving the first heat exchanger 14 is not lowered in the second heat exchanger 16 by preventing the gaseous fuel from flowing through the second heat exchanger According to some embodiments, this configuration of the control arrangement 40 may be utilised every time the ICE 4 is started, and may be applied for a predetermined time period or until a predetermined coolant temperature has been reached.
According to some embodiments, this may be utilised when cold starting the ICE 4 when the coolant of the ICE 4 has a temperature below the above discussed lower temperature limit of the fuel supply system This means that the heat transfer efficiency of the first heat exchanger 14 is sufficient for the coolant to heat vaporous fuel from the tank 8 to gaseous fuel of the predetermined minimum temperature, such as e.g., 2 -40 °C.
According to embodiments, such as the illustrated embodiments, the control arrangement 40 comprises, or is configured to communicate with, one or more of a temperature sensor 60, and/or a fuel pressure sensor 62, and the control arrangement 40 is further configured to: - directly or indirectly determine a current temperature of the coolant of the internal combustion engine 4 utilising at least one of the temperature sensor 60, and/or the fuel pressure sensor 62, and - determine whether the current temperature is below a threshold temperature. ln this manner, the above discussed opening of the first flow control valve 30, and if present closing of the third flow control valve 34, such that only vaporous fuel is admitted to the inlet 24 of the first heat exchange passage 20, as well as the closing of the second flow control valvefor bypassing the second heat exchanger 16 can be performed when the coolant of the ICEis low.
For instance, if the threshold temperature is set at the above discussed lower temperature limit of the fuel supply system 6, it may be ensured that the supply system 6 supplies gaseous fuel of the predetermined minimum temperature, such as e.g., 2 -40 °C, to the ICE The inventors have realised that providing gaseous fuel of a predetermined minimum temperature can be prioritised over providing a full torque range of the ICE 4 for a limited period of time. More specifically, with operation of the supply system 6 in accordance with this configuration of the control arrangement 40, only admitting vaporous fuel to the first heat exchanger 14 and refraining from increasing a pressure within the tank 8 by heating via the second heat exchanger 16, a limited fuel supply to the ICE 4 is achieved and accordingly, full torque requests cannot be fulfilled. Since such limited fuel supply only persists for a shorter period of time, before the ICE 4 has reached its normal operating temperature range, it can be accepted in favour of avoiding temperatures below the predetermined minimum temperature downstream of the first heat exchanger The current temperature of the coolant of the ICE 4 is the temperature of the coolant that is conducted from the ICE 4 to the first heat exchanger Without being interpreted as limiting, the following examples of the one or more temperature sensors 60, and the one or more fuel pressure sensors 62 and configuration of the control arrangement 40 for directly or indirectly determining the current temperature of the coolant of the ICE 4 are provided. Only some of the below discussed temperature and pressure sensors 60, 62 are indicated in Figs. 3a and 3b: - A coolant temperature sensor 60 arranged at a coolant inlet of the second heat exchange passage 22 measures and provides the measured coolant temperature to the control arrangement 40. Thus, the current temperature of the coolant is directly determined to be utilised by the control arrangement - A coolant temperature sensor 60 arranged at the ICE 4 measures and provides the measured coolant temperature to the control arrangement 40. Thus, the current temperature of the coolant is directly determined to be utilised by the control arrangement 40. An estimated temperature drop of the coolant flowing from the ICE 4 to the second heat exchange passage 22 may be taken in consideration.
- A coolant temperature sensor 60 arranged at a coolant outlet of the second heat exchange passage 22 measures and provides the measured coolant temperature to the control arrangement 40. The control arrangement 40 is configured to calculate the current temperature of the coolant of the ICE 4 based on the measure coolant temperature with knowledge about the heat transfer efficiency and capacity of the first heat exchanger 14 and the flow of coolant to the first heat exchanger 14. Thus, the current temperature of the coolant is indirectly determined to be utilised by the control arrangement - A gaseous fuel temperature sensor 60 arranged at the outlet 26 of the first heat exchange passage 20 measures and provides the measured gaseous fuel temperature to the control arrangement 40. The control arrangement 40 is configured to calculate the current temperature of the coolant of the ICE 4 based on the measure gaseous fuel temperature with knowledge about the heat transfer efficiency and capacity of the first heat exchanger 14, the flow of coolant to the first heat exchanger 14, the pressure of the fuel, and through which of the conduits 10, 12 fuel is flowing to the first heat exchanger 14. Thus, the current temperature of the coolant is indirectly determined to be utilised by the control arrangement - A gaseous fuel temperature sensor 60 arranged at the ICE 4 e.g., as part of gaseous fuel regulating and measuring equipment 39, measures and provides the measured gaseous fuel temperature to the control arrangement 40. The control arrangement 40 is configured to calculate the current temperature of the coolant of the ICE 4 based on the measure gaseous fuel temperature with knowledge about the heat transfer efficiency of the first heat exchanger 14, the flow of coolant to the first heat exchanger 14, and through which of the conduits 10, 12 fuel is flowing to the first heat exchanger 14. Thus, the current temperature of the coolant is indirectly determined to be utilised by the control arrangement - A gaseous fuel pressure sensor 62 arranged at the outlet 26 of the first heat exchange passage 20 measures and provides the measured gaseous fuel pressure to the control arrangement 40. The control arrangement 40 is configured to calculate the current temperature of the coolant of the ICE 4 based on the measure gaseous fuel pressure with knowledge about the heat transfer efficiency of the first heat exchanger 14, the flow of coolant to the first heat exchanger 14, and through which of the conduits 10, 12 fuel is flowing to the first heat exchanger 14. Thus, the current temperature of the coolant is indirectly determined to be utilised by the control arrangement - A gaseous fuel pressure sensor 62 arranged at the ICE 4 e.g., as part of gaseous fuel regulating and measuring equipment 39, measures and provides the measured gaseous fuel pressure to the control arrangement 40. The control arrangement 40 is configured to calculate the current temperature of the coolant of the ICE 4 based on the measure gaseous fuel pressure with knowledge about the heat transfer efficiency of the first heat exchanger 14,the flow of coolant to the first heat exchanger 14, and through which of the conduits 10, 12 fuel is flowing to the first heat exchanger 14. Thus, the current temperature of the coolant is indirectly determined to be utilised by the control arrangement According to some embodiments, the control arrangement 40 may be further configured to: - determine whether the current temperature is within a set temperature range above the threshold temperature, and if so either - control the second flow control valve 32 to admit a limited flow of gaseous fuel through the inlet 27 of the second heat exchanger 16, the limited flow being smaller than a flow admitted according to a control algorithm associated with a normal operating temperature range of the internal combustion engine 4, or - control the first flow control valve 30, and if present the third flow control valve 34, to admit a partial flow of liquid fuel through the second conduit 12 to the inlet 24 of the first heat exchange passage 20, the partial flow being smaller than a flow admitted according to a control algorithm associated with the normal operating temperature range of the internal combustion engine. In this manner, the supply system 6 may be configured for, during use thereof, supplying gaseous fuel of sufficiently high temperature to the ICE 4 while a heating of the gaseous fuel in the first heat exchanger 14 is still limited due to the coolant not having reached a temperature within the normal operating temperature range of the ICE However, since the set temperature range is above the threshold temperature, the increased coolant temperature may be utilised for increasing fuel supply from the supply system 6 to the ICE 4 by admitting a limited amount of gaseous fuel to the second heat exchanger 16 for increasing the pressure in the tank 8 or admitting a limited amount of liquid fuel to the first heat exchanger 14. Thus, the available torque range of the ICE 4 is increased over that provided when the current temperature of the coolant is below the threshold temperature, but the available torque range is still maintained below the full torque range of the ICE 4 in order to avoid too low gaseous fuel temperatures downstream of the first heat exchanger Accordingly, the set temperature range is above the threshold temperature but below the normal operating temperature range.
Again, the current temperature of the coolant of the ICE 4 may be determined directly or indirectly as discussed above.
According to embodiments, such as the illustrated embodiments, the control arrangementis further configured to:- determine whether the current temperature is above a further threshold temperature, and if so - control the first flow control valve 30, and if present the third flow control valve 34, according to a control algorithm associated with a normal operating temperature range of the internal combustion engine 4, and - control the second flow control valve 32 according to a control algorithm associated with the normal engine operating temperature range of the internal combustion engine 4. ln this manner, once the current temperature of the coolant has reached its normal operating temperature range, the control arrangement 40 controls the fuel supply to operate the ICEwithin its full torque range.
A control algorithm of the first valve 30, and optionally of the third valve 34, associated with a normal operating temperature range of the ICE 4, is a control algorithm that supplies up to a designed maximum flow of gaseous fuel to the ICE 4. Such a maximum flow of gaseous fuel provides maximum ICE torque and is achieved by supplying a maximum flow of liquid fuel to the first heat exchanger 14. A control algorithm of the second valve 32 associated with a normal operating temperature range of the ICE 4, is a control algorithm that provides a maximum flow of gaseous fuel from the first heat exchanger 14 to the second heat exchanger 16 for heating stored fuel in the tank 8 and thus, providing rapid increase of a pressure within the tank 8 to pressure levels ensuring optimal fuel supply from the supply system The further threshold temperature may be a lower limit of the normal operating temperature range of the ICE According to some embodiments, the above discussed set temperature range is utilised as an intermediate stage between the threshold temperature and the further threshold temperature. According to alternative embodiments, the set temperature range is omitted and, in such embodiments, the threshold temperature and the further threshold temperature may be one and the same temperature value.
Fig. 5 illustrates a method 100 for supplying fuel to an internal combustion engine.
The method 100 may be applied in a fuel supply system 6 as discussed above with reference to Figs. 1 - 4. Accordingly, in the following reference is also made to Figs. 1 - 4 and the related descriptions. The control arrangement 40 of the supply system 6 may be configured for performing steps of the methodAccordingly, the method 100 is a method 100 for supplying fuel to the ICE 4 from a fuel tank 8 containing LNG. A fuel supply system 6 comprises the fuel tank 8, a first conduit 10 for vaporous fuel connected to the fuel tank 8, a second conduit 12 for liquid fuel connected to the fuel tank 8, a first heat exchanger 14 for heat exchange between the fuel and a coolant of the ICE 4, a second heat exchanger 16 for heat exchange between gaseous fuel and stored fuel, the second heat exchanger 16 being arranged in the fuel tank 8. The first and second conduits 10, 12 are arranged in fluid communication with an inlet 24 of a first heat exchange passage 20 of the first heat exchanger 14. An outlet 26 of the first heat exchange passage 20 is arranged in fluid communication with the ICE 4 and with an inlet 27 of the second heat exchanger 16. An outlet 28 of the second heat exchanger 16 is arranged in fluid communication with the ICE The method 100 comprises steps of: - opening 102 the first conduit 10 and optionally closing the second conduit 12, such that only vaporous fuel is admitted via the first conduit 10 to the inlet 24 of the first heat exchange passage 20 to be heated in the first heat exchanger 14 by the coolant, - closing 104 the inlet 27 of the second heat exchanger 16 for bypassing the second heat exchanger 16, and - conducting 106 gaseous fuel from the first heat exchanger 14 towards the ICE The step of opening 102 the first conduit 10 and optionally closing the second conduit 12, such that only vaporous fuel is admitted via the first conduit 10 to the inlet 24 of the first heat exchange passage 20 to be heated in the first heat exchanger 14 by the coolant, entails, and accordingly, may alternatively be phrased as: - admitting 102 only vaporous fuel via the first conduit 10 to the inlet 24 of the first heat exchange passage 20 to be heated in the first heat exchange passage by opening the first conduit 10 and optionally closing the second conduit As discussed above, the method 100 provides for the gaseous fuel supplied form the first heat exchanger 14 to the ICE 4 to have an as high temperature as possible. The method 100 is thus, suited for supplying fuel to the ICE 4 under cold start conditions when the coolant of the ICE 4 has a low temperature.
The steps of opening 102 the first conduit 10 and optionally closing the second conduit 12, closing 104 the inlet 27, and conducting 106 gaseous fuel may be performed only when the ICE 4 and its coolant has a low temperature and thus, may be performed until the coolanttemperature has risen. Alternatively, these steps may be performed at every start of the ICE 4. ln the |atter case, a test procedure may establish whether the coolant has a low temperature and thus, whether the steps of opening 102, closing 104, and conductingare to be continued or abandoned for different method steps.
According to embodiments of the method 100, the step of opening 102 the first conduit 10 may be preceded by a step of: - determining 108 that the coolant of the internal combustion engine 4 has a current temperature below a threshold temperature. ln this manner, the method 100 may be applied only in case the coolant has a low temperature.
As discussed above, the threshold temperature may be a lower limit temperature of the supply system According to embodiments of the method 100, subsequently to the step of closing 104 the inlet 27 of the second heat exchanger 16, the method 100 may comprise steps of: - determining 110 whether the coolant has a current temperature within a set temperature range above the threshold temperature, and if so either - admitting 112 a limited flow of gaseous fuel through the inlet 27 of the second heat exchanger 16 for heating the stored fuel in the fuel tank 8, the limited flow being smaller than a flow admitted according to a control algorithm associated with a normal operating temperature range of the internal combustion engine 4, or - admitting 114 a partial flow of liquid fuel through the second conduit 12 for admitting a mixture of vaporous fuel and liquid fuel to the inlet 24 of the first heat exchange passage 20, the partial flow being smaller than a flow admitted according to a control algorithm associated with the normal operating temperature range of the internal combustion engine 4. ln this manner, there may be supplied gaseous fuel of sufficiently high temperature to the ICE 4 while a heating of the gaseous fuel in the first heat exchanger 14 is still limited due to the coolant not having reached a temperature within the normal operating temperature range of the ICE As discussed above, since the set temperature range is above the threshold temperature, the increased coolant temperature may be utilised for increasing fuel supply from the supply system 6 to the ICE 4 by either the step of admitting 112 a limited amount of gaseous fuel to the second heat exchanger 16 for increasing the pressure in the tank 8 or the step of admitting 114 a limited amount of liquid fuel to the first heat exchanger 14. Thus, the available torque range of the ICE 4 is increased over that provided when the current temperature of the coolant is below the threshold temperature, but the available torque range is still maintained below a full torque range of the ICE 4 in order to avoid too low gaseous fuel temperatures downstream of the first heat exchanger Accordingly, the set temperature range is above the threshold temperature but below the normal operating temperature range.
Subsequently to the step of closing 104 the inlet 27 of the second heat exchanger 16 may mean before or after the step of conducting 106 gaseous fuel.
According to embodiments of the method 100, subsequently to the step of closing 104 the inlet 27 of the second heat exchanger 16, the method 100 may comprise steps of: - determining 116 whether the coolant has a current temperature above a further threshold temperature, and if so - controlling 118 vaporous fuel flow through the first conduit 10 and liquid fuel flow through the second conduit 12 according to a control algorithm associated with a normal operating temperature range of the internal combustion engine 4, and - controlling 120 gaseous fuel flow through the second heat exchanger 16 according to a control algorithm associated with the normal operating temperature range of the internal combustion engine. ln this manner, once the current temperature of the coolant has reached its normal operating temperature range, the control arrangement 40 controls the fuel supply to operate the ICE 4 within its full torque range.
According to some embodiments, the above discussed steps of determining 110 and either admitting 112 or admitting 114 are performed directly subsequently to the step of closing 104 the inlet 27 of the second heat exchanger 16 and the steps of determining 116, controlling 118, and controlling 120 are performed thereafter. According to such embodiments, the set temperature range is utilised as an intermediate stage between the threshold temperature and the further threshold temperature.
According to alternative embodiments, the set temperature range is omitted and accordingly, omitting the steps of determining 110, admitting 112, and admitting 114 before the steps of determining 116, controlling 118, and controlling 120 are performed. ln such embodiments, the threshold temperature and the further threshold temperature may be one and the same temperature value.Subsequently to the step of closing 104 the inlet 27 of the second heat exchanger 16 may mean before or after the step of conducting 106 gaseous fuel.
According to a further aspect, there is provided a computer program comprising instructions which, when the program is executed by a computer, causes the computer to carry out a method 100 according to any one of aspects and/or embodiments discussed herein.
One skilled in the art will appreciate that the method 100 for supplying fuel to an internal combustion engine from a fuel tank containing LNG may be implemented by programmed instructions. These programmed instructions are typically constituted by a computer program, which, when it is executed in a computer or calculation unit 42, ensures that the computer or calculation unit 42 carries out the desired control, such as the method steps 102 - 120 discussed herein _ The computer program is usually part of a computer-readable storage medium which comprises a suitable digital storage medium on which the computer program is stored.
Fig. 6 illustrates embodiments of a computer-readable storage medium 99 comprising instructions which, when executed by a computer or calculation unit 42, cause the computer or calculation unit 42 to carry out the steps of the method 100 according to any one of aspects and/or embodiments discussed herein.
The computer-readable storage medium 99 may be provided for instance in the form of a data carrier carrying computer program code for performing at least some of the steps 102 - 120 according to some embodiments when being loaded into the one or more calculation units 62. The data carrier may be, e.g. a ROM (read-only memory), a PROM (programable read-only memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electrically erasable PROM), a hard disc, a CD ROM disc, a memory stick, an optical storage device, a magnetic storage device or any other appropriate medium such as a disk or tape that may hold machine readable data in a non-transitory manner. The computer-readable storage medium may furthermore be provided as computer program code on a server and may be downloaded to the computer or calculation unit 42 remotely, e.g., over an lnternet or an intranet connection, or via other Wired or Wireless communication systems.
The computer-readable storage medium 99 shown in Fig. 6 is a nonlimiting example in the form of a USB memory stick.lt is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the invention, as defined by the appended claims.
For instance, the fuel supply system 6 may be connected in parallel with a further fuel supply system of the same or similar kind for collectively supplying fuel to one ICE.

Claims (12)

1. A method (100) for supplying fuel to an internal combustion engine (4) from a fuel tank (8) containing LNG, wherein a fuel supply system (6) comprises the fuel tank (8), a first conduit (10) for vaporous fuel connected to the fuel tank (8), a second conduit (12) for liquid fuel connected to the fuel tank (8), a first heat exchanger (14) for heat exchange between the fuel and a coolant of the internal combustion engine (4), a second heat exchanger (16) for heat exchange between gaseous fuel and stored fuel, the second heat exchanger (16) being arranged in the fuel tank (8), wherein the first and second conduits (10, 12) are arranged in fluid communication with an inlet (24) of a first heat exchange passage (20) of the first heat exchanger (14), wherein an outlet (26) of the first heat exchange passage (20) is arranged in fluid communication with the internal combustion engine (4) and with an inlet (27) of the second heat exchanger (16), wherein an outlet (28) of the second heat exchanger (16) is arranged in fluid communication with the internal combustion engine (4), and wherein the method (100) comprises steps of: - opening (102) the first conduit (10) and optionally closing the second conduit (12), such that only vaporous fuel is admitted via the first conduit (10) to the inlet (24) of the first heat exchange passage (20) to be heated in the first heat exchanger (14) by the coolant, - closing (104) the inlet (27) of the second heat exchanger (16) for bypassing the second heat exchanger (16), and - conducting (106) gaseous fuel from the first heat exchanger (14) towards the internal combustion engine (4).
2. The method (100) according to claim 1, wherein the step of opening (102) the first conduit (10) is preceded by a step of: - determining (108) that the coolant of the internal combustion engine (4) has a current temperature below a threshold temperature.
3. The method (100) according to claim 2, wherein subsequently to the step of closing (104) the inlet (27) of the second heat exchanger (16), the method (100) comprises steps of: - determining (110) whether the coolant has a current temperature within a set temperature range above the threshold temperature, and if so either - admitting (112) a limited flow of gaseous fuel through the inlet (27) of the second heat exchanger (16) for heating the stored fuel in the fuel tank (8), the limited flow being smaller than a flow admitted according to a control algorithm associated with a normal operating temperature range of the internal combustion engine (4), or- admitting (114) a partial flow of liquid fuel through the second conduit (12) for admitting a mixture of vaporous fuel and liquid fuel to the inlet (24) of the first heat exchange passage (20), the partial flow being smaller than a flow admitted according to a control algorithm associated with the normal operating temperature range of the internal combustion engine (4).
4. The method (100) according to claim 2 or 3, wherein subsequently to the step of closing (104) the inlet (27) of the second heat exchanger (16), the method (100) comprises steps of: - determining (116) whether the coolant has a current temperature above a further threshold temperature, and if so - controlling (118) vaporous fuel flow through the first conduit (10) and liquid fuel flow through the second conduit (12) according to a control algorithm associated with a normal operating temperature range of the internal combustion engine (4), and - controlling (120) gaseous fuel flow through the second heat exchanger (16) according to a control algorithm associated with the normal operating temperature range of the internal combustion engine (4).
5. A fuel supply system (6) for supplying LNG fuel to an internal combustion engine (4), the system comprising a fuel tank (8), a first conduit (10) for vaporous fuel connected to the fuel tank (8), a first flow control valve (30) arranged in the first conduit (10), a second conduit (12) for liquid fuel connected to the fuel tank (8), a first heat exchanger (14) for heat exchange between the fuel and a coolant of the internal combustion engine (4), a second heat exchanger (16) for heat exchange between gaseous fuel and stored fuel arranged in the fuel tank (8), a second flow control valve (32) arranged at an inlet (27) of the second heat exchanger (16), and a third flow control valve (34) and/or a flow restriction (35) arranged in the second conduit (12), wherein the first and second conduits (10, 12) are arranged in fluid communication with an inlet (24) of a first heat exchange passage (20) of the first heat exchanger (14), wherein an outlet (26) of the first heat exchange passage (20) is arranged in fluid communication with the internal combustion engine (4) and with an inlet (27) of the second heat exchanger (16), wherein an outlet (28) of the second heat exchanger (16) is arranged in fluid communication with the internal combustion engine (4), and wherein the system comprises a control arrangement (40) configured to: - open the first flow control valve (30) in the first conduit (10), and if present close the third flow control valve (34) in the second conduit (12), such that only vaporous fuel is admitted via the first conduit (10) to the inlet (24) of the first heat exchange passage (20) of the first heat exchanger (14), - close the second flow control valve (32) for bypassing the second heat exchanger (16) such that all gaseous fuel from the first heat exchanger (14) is conducted towards the internal combustion engine (4).
6. The fuel supply system (6) according to claim 5, wherein the control arrangement (40) comprises, or is configured to communicate with, one or more of a temperature sensor (60) and/or a fuel pressure sensor (62), and wherein the control arrangement (40) is further configured to: - directly or indirectly determine a current temperature of the coolant of the internal combustion engine (4) utilising at least one of the temperature sensor (60) and/or the fuel pressure sensor (62), and - determine whether the current temperature is below a threshold temperature.
7. The fuel supply system (6) according to claim 6, wherein the control arrangement (40) is further configured to: - determine whether the current temperature is within a set temperature range above the threshold temperature, and if so either - control the second flow control valve (32) to admit a limited flow of gaseous fuel through the inlet (27) of the second heat exchanger (16), the limited flow being smaller than a flow admitted according to a control algorithm associated with a normal operating temperature range of the internal combustion engine (4), or - control the first flow control valve (30), and if present the third flow control valve (34), to admit a partial flow of liquid fuel through the second conduit (12) to the inlet (24) of the first heat exchange passage (20), the partial flow being smaller than a flow admitted according to a control algorithm associated with the normal operating temperature range of the internal combustion engine (4).
8. The fuel supply system (6) according to claim 6 or 7, wherein the control arrangement (40) is further configured to: - determine whether the current temperature is above a further threshold temperature, and if so - control the first flow control valve (30), and if present the third flow control valve (34), according to a control algorithm associated with a normal operating temperature range of the internal combustion engine (4), and- control the second flow control valve (32) according to a control algorithm associated with the normal engine operating temperature range of the internal combustion engine (4).
9. An internal combustion engine (4) comprising a fuel supply system (6) according to any one of claims 5 -
10. A vehicle (2) comprising a combustion engine (4) according to claim
11. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the steps of the method (100) according to any one of claims 1 -
12. A computer-readable storage medium (99) comprising instructions which, when executed by a computer, cause the computer to carry out the steps of the method (100) according to any one of claims 1 - 4.
SE2350318A 2023-03-22 2023-03-22 Method and system for supplying lng fuel to an internal combustion engine SE546439C2 (en)

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SE2350318A SE546439C2 (en) 2023-03-22 2023-03-22 Method and system for supplying lng fuel to an internal combustion engine
PCT/SE2024/050235 WO2024196298A1 (en) 2023-03-22 2024-03-14 Method and system for supplying fuel to an internal combustion engine
EP24713017.2A EP4684121A1 (en) 2023-03-22 2024-03-14 Method and system for supplying fuel to an internal combustion engine

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Citations (4)

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