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WO2014086414A1 - Système de circuit d'alimentation à deux carburants utilisant un gaz naturel comprimé pour des moteurs de navire convertis pour utiliser deux carburants et intégration dudit système à un système de transport maritime du gnc - Google Patents

Système de circuit d'alimentation à deux carburants utilisant un gaz naturel comprimé pour des moteurs de navire convertis pour utiliser deux carburants et intégration dudit système à un système de transport maritime du gnc Download PDF

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Publication number
WO2014086414A1
WO2014086414A1 PCT/EP2012/074557 EP2012074557W WO2014086414A1 WO 2014086414 A1 WO2014086414 A1 WO 2014086414A1 EP 2012074557 W EP2012074557 W EP 2012074557W WO 2014086414 A1 WO2014086414 A1 WO 2014086414A1
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WO
WIPO (PCT)
Prior art keywords
cng
pressure
fuel
gas
dual
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2012/074557
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English (en)
Inventor
Francesco Nettis
Christian LENA
Luca MOTTA
Domenico MUSSARDO
Gianfranco NISO
Riccardo Rossi
Vanni Neri TOMASELLI
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Blue Wave Co SA
Original Assignee
Blue Wave Co SA
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Publication date
Application filed by Blue Wave Co SA filed Critical Blue Wave Co SA
Priority to PCT/EP2012/074557 priority Critical patent/WO2014086414A1/fr
Publication of WO2014086414A1 publication Critical patent/WO2014086414A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/14—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed pressurised
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • 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
    • F02M21/0227—Means to treat or clean gaseous fuels or fuel systems, e.g. removal of tar, cracking, reforming or enriching
    • 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
    • F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
    • F17C1/002—Storage in barges or on ships
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B2025/087—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid comprising self-contained tanks installed in the ship structure as separate units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J99/00—Subject matter not provided for in other groups of this subclass
    • B63J2099/001—Burning of transported goods, e.g. fuel, boil-off or refuse
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0104—Shape cylindrical
    • F17C2201/0109—Shape cylindrical with exteriorly curved end-piece
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/03—Orientation
    • F17C2201/032—Orientation with substantially vertical main axis
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/03—Orientation
    • F17C2201/035—Orientation with substantially horizontal main axis
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/054—Size medium (>1 m3)
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0636—Metals
    • F17C2203/0639—Steels
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0658—Synthetics
    • F17C2203/0663—Synthetics in form of fibers or filaments
    • 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
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/013—Two or more vessels
    • F17C2205/0134—Two or more vessels characterised by the presence of fluid connection between vessels
    • 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
    • F17C2223/0107—Single phase
    • F17C2223/0123—Single phase gaseous, e.g. CNG, GNC
    • 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
    • F17C2223/036—Very high pressure (>80 bar)
    • 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
    • F17C2227/04—Methods for emptying or filling
    • F17C2227/048—Methods for emptying or filling by maintaining residual 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
    • 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
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0118—Offshore
    • F17C2270/0126—Buoys
    • 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
    • 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
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels

Definitions

  • the present invention relates to a novel dual-fuel feed circuit system for compressed natural gas, otherwise known as CNG, for dual-feed converted marine engines, and also to integration of said circuit in a CNG marine transportation system.
  • CNG compressed natural gas
  • Fuel gas is conventionally transported by sea principally in the form of LNG, liquefied natural gas, or in the form of LPG, liquefied petroleum gas.
  • the former is composed for the most part of methane in a liquid state and is conserved at a pressure close to atmospheric pressure and at a temperature close to -170°C; the latter is composed of butane, propane and other hydrocarbons and it is conserved at a moderate pressure and at a temperature close to -48°C.
  • Transporation and storage as CNG was only introduced more recently.
  • CNG's composition is similar to LNG but it is conserved in a gaseous state, albeit at high pressures: typically about 250 bar (or barg) at ambient temperatures, i.e. around 15°C, or at lower temperatures, e.g. around -30°C, thereby reducing the pressure to about 160 bar.
  • CNG may contain a liquid fraction, yet still be referred to as CNG, rather than LNG.
  • the engines conventionally used in ships and barges intended for the transportation of gas are internal combustion engines of the "spark-ignited" or diesel type; for some time now it is known that companies operating in the marine transportation sector have been carrying research into replacement of conventional petroleum-derived fuels, such as diesel fuel and petrol, with less polluting and also more economical fuels such as, in particular, natural gas. It is in fact known that methane produces a lower quantity of polluting substances during combustion, being regarded as a "clean" fuel; for example, compared to diesel fuel, the reduction in the C0 2 emissions is generally quantified at about 20%, with a reduction of about 90% in the NOx emissions and also substantially negligible emissions of SOx and particulate.
  • the new standards for marine transportation such as the IMO Tier III Standards, to be implemented as of 2016, impose strict limitations on polluting substances and indicate the need for research into "clean" engines.
  • a bi-fuel engine, or a dual-fuel engine is traditionally a normal petrol engine that has been upgraded or modified, e.g. via its ignition and fuel delivery systems, in order to perform combustion using natural gas combined with petrol.
  • the only-gas solutions would be by way of an engine specifically developed for burning natural gas. Therefore, while the first solution can be achieved by converting existing petrol engines mounted already on or within operating ships, the second solution can only be performed in the next generation of ships.
  • CNG marine transportation systems require specific application technologies and piping configurations which are in fact recent and not yet optimized. For example there are difficulties associated with the manufacture of high-pressure containers having diameters greater than one metre and also difficulties in the management of circuits or pipework having different pressures therein, which therefore necessarily have complex interconnections, and in particular the automatic and controlled management of the conditioning, filling, maintenance and emptying operations.
  • the systems most widely used for transportation of CNG by sea envisage a plurality of cylindrical containers, called pressure vessels or pipes depending on their shape, of varying diameter and length, mainly with a diameter of 1 m and length proportional to that of the ship, which are arranged alongside each other, usually in parallel, and typically either vertically or horizontally. They are usually made of steel or composite materials and are designed specifically to withstand high pressures and to be introduced inside the hull of ships designed for this purpose.
  • the process for filling said containers involves conditioning the gas at a given pressure and temperature range, or at specific values, depending on the composition of the storage gas itself. Typically this is at a pressure value of about 250 barg and a temperature of about 15°C, or a temperature so as to prevent or reduce the formation of condensates during storage and transportation. That conditioned gas is used to fill the containers, suitably designed for this purpose and connected to a specific piping system.
  • the container emptying process which may include scavenging processes as described in PCT/EP201 1/071792, PCT/EP201 1/071802 or PCT/EP201 1/071803, the whole contents of which are incorporated herein by way of reference, then usually involves expansion of the gas to a lower pressure, e.g. about 90 barg, this operation being a preparatory step for transfer of the CNG into a condition suitable for sale.
  • a lower pressure e.g. about 90 barg
  • this operation being a preparatory step for transfer of the CNG into a condition suitable for sale.
  • the pressure and temperature values are sometimes modified in order to facilitate the operations, being then reset to the correct levels for delivery.
  • the temperature is a critical property in relation to modification of the state of the gas, it being variable and often dependent on the atmospheric conditions.
  • conventional thinking is that it must not drop too low. This is in order to prevent or minimise liquefaction - if it is too cold, upon compressing the gas there can be excessive liquefaction, e.g. of impurities.
  • the temperature can directly determine the pressure of the contained gas and also it can limit or reduce the quantity of product which can actually be transported in a given vessel. Cooling devices and also devices suitable for preventing the change in state of the gas, such as heat exchangers and vertical separators, are therefore used. Systems suitable for controlling and modifying the pressures, such as rotary compressor and throttle valves, are also used.
  • Natural gas-petrol dual-fuel engines are also already available and are used for liquefied natural gas (LNG) ships as well as LNG storage systems.
  • LNG liquefied natural gas
  • This solution has been developed for dual-fuel converted generic ships.
  • this is a disadvantageous solution because of the need for complex and expensive chilling and re-gasification systems.
  • this solution requires high energy consumption specifically for maintaining the low temperature - it requires the use or maintenance of cryogenic liquids.
  • These problems include, for example: correct combustion depending on the pressure and temperature variables of the residual gas; correct mixing with the conventional fuel and electronic control of the parameters; extraction, management and conditioning of the said residual gas; integration of the new feed circuit in the piping system intended for delivery of the product, using dedicated sensors, valves and headers incorporated in the system; electronic control of the entire system; safety problems associated with the high pressures; energy efficiency of the engines.
  • the present invention looks to improve upon one or more of these issues.
  • D1 describes a system for treatment and marine transportation of compressed natural gas including various product conditioning devices such as: a separator, a decontaminating unit, a dehydration unit, a cooling unit and also gas containing elements which are connected so as to allow use of part of the transported CNG, in the gaseous state, as fuel for the engine of the cargo ship itself.
  • product conditioning devices such as: a separator, a decontaminating unit, a dehydration unit, a cooling unit and also gas containing elements which are connected so as to allow use of part of the transported CNG, in the gaseous state, as fuel for the engine of the cargo ship itself.
  • D2 proposes a combined system for transportation on ships of CNG inside pressure vessels where it is also envisaged that part of the transported gas is used as fuel.
  • D3 to D8 describe dual-fuel systems which envisage use of LNG as well as circuits and devices for the dedicated feed system.
  • D9 proposes a marine transportation system including a vapour generator with a dual- fuel feed system to be combined with a conventional engine so as to recover part of the energy which is not used, via a heat exchanger.
  • D10 describes a combined LNG-powered barge-tug system.
  • D11 describes a feed system for a gas-powered vessel including interconnected tanks where one tank is assigned for feed supply and contains the high-pressure liquefied gas, while the other tanks are assigned to hold the fuel and are subject to a hydrostatic pressure.
  • D12 proposes a complex system for marine transportation of natural gas, also in the form of CNG, in a plurality of containers of the pressure vessel type which are connected in sequence at the bottom and also at the top so as to allow the treatment, filling, storage and unloading of the product under the required conditions.
  • the invention indicates as an important cost-related factor, to be developed also in the future, the reduction of the known residual portion of unsold gas, known as "heel".
  • Heel residual portion of unsold gas
  • cylindrical containers of the pressure vessel or pipe type, arranged in parallel and alongside each other inside the hull, also organized in groups, and with associated piping system including headers, valves, sensors and safety devices; devices for conditioning the gas, both during filling and during storage and also emptying, in particular for modifying the pressure and temperature parameters, such as compressors, refrigerators and also heat exchangers for transferring heat from a secondary circuit to a primary circuit and vice versa;
  • LNG liquefied natural gas
  • CNG compressed natural gas
  • marine internal-combustion engines both Otto cycle spark-ignition engines and diesel cycle engines, which have a double feed system for natural gas and petroleum derivatives, and where said engines are referred to as being "dual fuel” or bi-fuel” and where said natural gas may be LNG or CNG supplied from special tanks, including also conditioning of the gas so that it is suitable for combustion;
  • a second problem encountered in the said conversion process relates to the correct combustion as a function of the pressure and temperature variables of the residual gas.
  • a third problem encountered relates to correct mixing of the CNG with the conventional fuel during "dual mode" operation, and thus specifically the electronic control of said mixing process.
  • a related problem concerns optimization of the engine efficiency and also reduction of the polluting emissions in accordance with marine Standards.
  • a fourth problem encountered relates to the extraction, management and conditioning of the residual gas so as to ensure it is suitable for the use as fuel on the ship.
  • a fifth problem encountered relates to the integration of the new feed circuit inside the piping system intended for delivery of the product, with dedicated sensors, valves and headers integrated in the system.
  • a related problem consists in the electronic control of the entire system, including management of the load and unloading of the pressure vessels.
  • a sixth problem encountered is safety-related and concerns the need to manage with extreme precision the temperature and pressure conditions of the gas, using also integrated detection systems, so as to prevent any risk of failures or explosions.
  • a further problem encountered relates to control of the change in state, in particular to avoid or minimise liquefaction.
  • a first inventive aspect namely an integrated dual-fuel feed circuit system for converted marine engines (80), using CNG gas extracted from the containers (21 ) together with also the residual part called "heel", said gas being conveyed inside a treatment and conditioning unit (10) of the skid-mounted type and being rendered utilisable as fuel.
  • a skid mounted type product is one that is delivered off the shelf, ready to go, usually on skids, so that it can be sited on the workfloor/deck and pushed into its final position on the skids (or manipulated thereto with a forklift).
  • a fuel feed system for a dual fuel marine engine the system feeding compressed natural gas, otherwise known as CNG, as at least one of the fuels for the engine, the system being integrated into or onto a vessel for marine transportation of CNG, wherein or whereon the CNG is contained in interconnected pressure vessels, wherein the CNG used as at least one of the fuels is extracted directly from one or more of the pressure vessels, the CNG including at least a part which is a residual part of the stored or transported CNG, which part is known as the heel, and wherein the said CNG is conveyed into and through a treatment and conditioning unit formed as a module, in which module the gas undergoes a plurality of treatment and conditioning operations aimed at making it utilisable as the at least one of the fuels for the marine engine of the vessel, the said plurality of treatment and conditioning operations consisting of at least the following steps:
  • dividing the CNG into a multiline piping network comprising at least one high pressure (HP) line and one low pressure (LP) line;
  • the module additionally having a safety discharge point in a position located after the measurement;
  • the said plurality of treatment and conditioning operations being performed by means of interconnected devices combined together so as to ensure correct use of the CNG as a fuel so as to account for and compensate for storage and transport variables, including at least the temperature, pressure, flowrate and state of the extracted CNG.
  • the engines are converted to dual feed, rather than initially being designed and set up for dual feed.
  • the module is of a skid-mounted type.
  • the CNG is extracted from the interconnected pressure vessels and carried from a position downstream thereof along a single header (30) that delivers the CNG into the module.
  • the said accessory compressed-air control circuit (40) is integrated and functional for the said plurality of treatment and conditioning operations, and is calibrated so as to activate main valves and a compressor, as appropriate; and where the said accessory control circuit controls the flow of the CNG; and where the said accessory circuit controls the scavenging operation; and where the said accessory circuit is calibrated in accordance with gas conditioning parameters required by the specific mode of use of the engine.
  • the said high-pressure line and low- pressure line have pressure values, in use, which are variable, but which range, respectively, between 250 and 6-7 bar and between 6-7 and 1 bar.
  • the engine is converted into a dual-fuel mode and is adapted such that the conventional pressure value for feeding fuel thereto is in the range of between 6 and 7 bar.
  • the accessory control circuit is adapted to open the L.P. line and close the H.P. line when the gas reaches a pressure value between 6 and 7 bar, thus starting the scavenging compression phase in order to help empty out the pressure vessels.
  • the scavenging compression phase is intended to help empty out the pressure vessels down to pressure of 1 bar.
  • main valves and actuators (51 , 52, 53, 56a, 56b, 62) connected to the accessory control circuit are of an electropneumatic type.
  • the cleaning step includes one or more step performed by means of a device of the scrubber type.
  • the cleaning step includes one or more step performed by means of a filtering device.
  • a fuel feed system for a methane-fuelled marine engine the system feeding compressed natural gas, otherwise known as CNG, as the fuel for the engine, the system being integrated into or onto a vessel for marine transportation of CNG, wherein or whereon the CNG is contained in interconnected pressure vessels, wherein the CNG used as the fuel is extracted directly from one or more of the pressure vessels, the CNG including at least a part which is a residual part of the stored or transported CNG, which part is known as the heel, and wherein the said CNG is conveyed into and through a treatment and conditioning unit formed as a module, in which module the gas undergoes a plurality of treatment and conditioning operations aimed at making it utilisable as the fuel for the marine engine of the vessel, the said plurality of treatment and conditioning operations consisting of at least the following steps:
  • dividing the CNG into a multiline piping network comprising at least one high pressure (HP) line and one low pressure (LP) line;
  • the module additionally having a safety discharge point in a position located after the measurement;
  • the said plurality of treatment and conditioning operations being performed by means of interconnected devices combined together so as to ensure correct use of the CNG as a fuel so as to account for and compensate for storage and transport variables, including at least the temperature, pressure, flowrate and state of the extracted CNG.
  • the methane fuelled engine is designed to run best on a methane-only fuel.
  • the fuel is fed to the engine at a feed pressure value of about 25 bar.
  • the module is of a skid-mounted type.
  • the CNG is extracted from the interconnected pressure vessels and carried from a position downstream thereof along a single header (30) that delivers the CNG into the module.
  • the said accessory compressed-air control circuit (40) is integrated and functional for the said plurality of treatment and conditioning operations, and is calibrated so as to activate main valves and a compressor, as appropriate; and where the said accessory control circuit controls the flow of the CNG; and where the said accessory circuit controls the scavenging operation; and where the said accessory circuit is calibrated in accordance with gas conditioning parameters required by the specific mode of use of the engine.
  • the said high-pressure line and low-pressure line have pressure values, in use, which are variable, but which range, respectively, between 250 and 25 bar and between 25 and 1 bar.
  • the accessory control circuit is adapted to open the L.P. line valve and close the H.P. line valve when the gas reaches a pressure of about 25 bar, thus starting a scavenging compression phase in order to help empty out the pressure vessels.
  • the scavenging compression phase is intended to help empty out the pressure vessels down to pressure of 1 bar.
  • main valves and actuators (51 , 52, 53, 56a, 56b, 62) connected to the accessory control circuit are of an electropneumatic type.
  • the cleaning step includes one or more step performed by means of a device of the scrubber type.
  • the cleaning step includes one or more step performed by means of a filtering device.
  • process steps and devices of the module are managed in an integrated manner by means of control logic units with dedicated processors and software.
  • a first object consists in the "integrated conversion" of the propulsion system of ships from petrol fuel to hybrid/dual fuel, i.e. an engine that is able to burn natural gas too, the said natural gas being extracted from the CNG load, rather than dedicated fuel tanks.
  • the invention also provides two new alternative feed systems: “dual-fuel” and also “methane-only” systems (i.e. just using CNG as the fuel-source).
  • the integrated conversion solves a known problem of resolving the difference between the optimum conditions for the gas used as propellant in dual-fuel mode and methane-only mode.
  • the pressure is greater in the second, or methane only mode.
  • the said conversion moreover, involves minimum modifications to the existing engine and piping system, it being characterized by the advantageous integration of a dedicated feed circuit system which includes the devices for treating the gas for combustion purposes and also the control systems.
  • a second object consists in a substantial reduction of transportation costs with use of the dual-fuel mode, in particular making use of the residual portion of gas or "heel" - which is otherwise a waste-product or ballast.
  • a third object consists in a substantial reduction of polluting emissions by the use of the dual-fuel mode, which can keep within the emissions parameters stipulated by the IMO Standards applicable as of 2016.
  • a fourth object consists in a substantial increase in the flexibility of use of the transportation system.
  • a fifth object consists in providing an integrated conversion system, with gas treatment unit, of the multilevel type, which operates at different pressures and which is also extremely versatile.
  • a further object consists in providing an integrated conversion system, with gas treatment unit, which can be manufactured industrially in a simple manner, being compact and suitable for prefabrication, substantially comprising a centralized module of the skid-mounted type.
  • Another object consists in providing an integrated conversion system which reduces the risk of failures or explosions.
  • CNG loading and offloading procedures and facilities depend on several factors linked to the locations of gas sources and the composition of the gas concerned.
  • a typical platform comprises an infrastructure for collecting the gas which is connected with the seabed.
  • a jetty is another typical solution for connecting to ships (loading or offloading) which finds application when the gas source is onshore.
  • a gas pipeline extends to the jetty and is used for loading and offloading operations.
  • a mechanical arm extends from the jetty to a ship.
  • Jetties are a relatively well-established solution. However, building a new jetty is expensive and time-intensive. Jetties also require a significant amount of space and have a relatively high environmental impact, specifically in protected areas and for marine traffic.
  • Solutions utilizing buoys can be categorized as follows:
  • the Catenary Anchor Leg Mooring (CALM) buoy is particularly suitable for shallow water.
  • the system is based on having the ship moor to a buoy floating on the surface of the water.
  • the main components of the system are: a buoy with an integrated turret, a swivel, piping, utilities, one or more hoses, hawsers for connecting to the ship, a mooring system including chains and anchors connecting to the seabed.
  • the system also comprises a flexible riser connected to the seabed. This type of buoy requires the support of an auxiliary/service vessel for connecting the hawser and piping to the ship.
  • the Submerged Turret Loading System comprises a connection and disconnection device for rough sea conditions.
  • the system is based on a floating buoy moored to the seabed (the buoy will float in an equilibrium position below the sea surface ready for the connection).
  • the buoy When connecting to a ship, the buoy is pulled up and secured to a mating cone inside the ship.
  • the connection allows free rotation of the ship hull around the buoy turret.
  • the system also comprises a flexible riser connected to the seabed, but requires dedicated spaces inside the ship to allow the connection.
  • the Submerged Loading System consists of a seabed mounted swivel system connected to a loading/offloading riser and acoustic transponders.
  • the connection of the floating hose can be performed easily without a support vessel.
  • the flexible riser can be lifted and then connected to a corresponding connector on the ship.
  • the Single Anchor Loading comprises a mooring and a fluid swivel with a single mooring line, a flexible riser for fluid transfer and a single anchor for anchoring to the seabed.
  • a tanker is connected to the system by pulling the mooring line and the riser together from the seabed and up towards the vessel. Then the mooring line is secured and the riser is connected to the vessel.
  • Fig. 1a is a graph which shows the progression over time of the pressure within a pressure vessel during normal unloading processes involving a end-period scavenging process for lower pressure CNG retrieval;
  • Fig. 1 b is a graph which shows the energy usage for achieving the unloading operation according to Fig. 1 a;
  • Fig. 1c is a table indicating the number of ISO CNG pressure vessels needed to transport a given amount of power capacity over specified time durations
  • Fig. 2 is a simplified P&ID (Piping and Instrumentation Diagram) relating to a proposed engine feed system
  • Fig. 3 is a schematic, cut-away, longitudinal cross-section through a ship for transportation of CNG, showing pressure vessels, a converted propulsion unit and a skid-mounted unit of the integrated piping system according to Fig. 2;
  • Fig. 4 is a block diagram relating to the general configuration of the proposed system with the main process steps set out;
  • the present invention relates to a novel dual-fuel feed circuit system using compressed natural gas, otherwise known as CNG, for dual-feed converted marine engines, including integration of said circuit in a CNG marine transportation system, the said natural gas being extracted from the CNG load in such a way as to allow the use of two new alternative feed systems: “dual-fuel” and “methane-only”.
  • CNG compressed natural gas
  • One of the main advantages of the proposed system consists in the use also, in dual-fuel mode, of the unused and unsold gas portion known as "heel" which usually remains inside the containers.
  • the unsold portion of CNG remains inside the containing system since it is not commercially worthwhile to unload the gas that remains at relatively low pressures, for example at less than 30 barg, since such removal would take a relatively long time, and would involve large amounts of energy (compare Figs. 1 a and 1 b). It is preferred instead, therefore, to use this residual gas as a fuel source for the ship, whereby it becomes possible to make a more efficient use of the resources on the ship - i.e. resources that would otherwise not be used, and which would thus otherwise be little more than waste or ballast.
  • Fig. 1 a shows a conventional diagram illustrating the offload progression over time in terms of the internal pressure of the pressure vessels both during an unpowered unloading step and then during any compressor-driven ongoing operation.
  • the latter steps typically switch on when internal pressure values of PVs drops below the delivery pressure, that in this non-limitative example is considered about 90 bar, and switch off when the non-assisted off-load rate reaches a point at which the time-per-offload- volume (e.g. measured in scfs per minute) becomes economically difficult to justify, that in this non-limitative example it happens when the internal pressure into PV reaches about 30 bar.
  • FIG. 1 b shows the diagram with the energy demands for a compressor extraction operation (scavenging).
  • Contextual analysis on graphs reported in Fig. 1 a and Fig. 1 b showed that emptying PVs providing a forced pressure drop gradient via compressor units is not convenient in terms of both energy and time.
  • Fig. 1 b it can be noticed the exponential trend of additional energy needed starting from about 90 bar to continue the offloading process via scavenging.
  • the system of the present invention envisages using compressed natural gas (CNG) instead of liquefied natural gas (LNG) as that fuel source.
  • CNG compressed natural gas
  • LNG liquefied natural gas
  • CNG system consists of a series of pressure vessels (PVs) containing CNG at 250 bar and ambient temperature. PVs can be placed in safe position on board of any kind of ships and connected with a dedicated piping system to a specific skid-mounted unit. This unit is used in order to manage the gas flow and to deliver it to the engine in the required condition.
  • PVs pressure vessels
  • the pressure vessels can be fitted within ISO-containers, so as to be removable, replaceable and easily transportable. Such an arrangement could be arranged such that the ISO containers with pressure vessels therein simply substitute the ISO-containers at a normal jetty equipped for the handling of such containers.
  • Pressure vessels suitable for the transportation and delivery of CNG can be made of various materials, and using a variety of production technologies. We can list below eight different categories of pressure vessel:
  • All-steel pressure vessels (known as type 1 ), with the metal being used as the structure for the containment;
  • Metallic liner with non-metallic structural overwrap (known as type 3).
  • the metal liner is only there for fluidic containment purposes.
  • the non-metallic external structural overwrap is made out of, in the preferred arrangements, a fibre- reinforced polymer; other non-metallic overwraps are also possible.
  • Non-metallic liner with non-metallic structural overwrap (known as type 4).
  • the non-metallic liner (such as a thermoplastic or a thermosetting polymer liner) is only there for fluidic containment purposes.
  • the non-metallic external structural overwrap can again be made out of, in the preferred arrangements, a fibre- reinforced polymer.
  • a fully non-metallic structure (no separate liner), with the non-metallic structure having been built on a substrate that is removed after the manufacturing process (known as type 5).
  • Near-Sphere shaped pressure vessels formed from a non-metallic liner with a non-metallic structural overwrap (like the type 4 above, but with the specific near spherical shape). These pressure vessels have a non-metallic liner (such as a thermoplastic or a thermosetting polymer) which serves only for fluidic containment purposes.
  • the non-metallic external structural overwrap is typically made out of, in the preferred arrangements, a fibre-reinforced polymer.
  • PCT/EP201 1/07181 1 PCT/EP201 1/071812, PCT/EP201 1/071815,
  • PCT/EP201 1/071801 and PCT/EP201 1/071818 are incorporated herein in full by way of reference.
  • the features of the pressure vessels disclosed in those prior filings are relevant to the present invention in that they can provide the storage means for storing the fuel. As such, they can each either separately or collectively assist in differentiating the present invention over prior art arrangements.
  • Fibre-reinforced polymer also known as fibre-reinforced plastic, is a composite material, consisting in a polymer matrix reinforced with fibres, which are usually fibreglass, aramid or carbon; the polymer is generally an epoxy, vinylester, polyester or another thermosetting polymer or mixture thereof.
  • PV pressure vessels
  • SFC is the specific fuel consumption
  • P is the median or average engine power, i.e. the average rate of work
  • t is the trip duration
  • SV is the standard volume of CNG storable in each PV.
  • Fig.1 c shows a table with the number of ISO containers of the pressure vessel type considering a ship with a SFC of 0.1 mmscfd/MW and SV of 0.318 mmscf, where mmscf is million standard cubic feet and mmscfd is million standard cubic feet per day. Million standard cubic feet is a standard term for quantifying a stored amount of useable CNG.
  • a standard cubic foot (abbreviated as scf) is a measure of quantity of gas, equal to a cubic foot of volume at 60 degrees Fahrenheit (15.6 degrees Celsius) and either 14.696 psi (1 atm or 101.325 kPa) or 14.73 psi (30 inHg or 101 .6 kPa) of pressure.
  • a standard cubic foot is thus not a unit of volume but of quantity, and the conversion to normal cubic metres is not the same as converting cubic feet to cubic metres (multiplying by 0.0283...), since the standard temperature and pressure used are different.
  • 14.73 psi represents 1 .19804 moles (0.0026412 pound moles), equivalent to 0.026853 normal cubic meters.
  • Common oilfield units of gas volumes include ccf (hundred cubic feet), Mcf (thousand cubic feet), MMcf (million cubic feet), Bcf (billion cubic feet), Tcf (trillion cubic feet), Qcf (quadrillion cubic feet), etc.
  • the M refers to the Roman numeral for thousand. Two M's would be one thousand thousand, or one million. The s for "standard” is sometimes included, but often omitted and implied. We have used it above in the statements pertaining to the invention. Still referring to Figure 1 c, the numbers refer to the numbers of containers that are fully loaded at normal storage pressure (e.g. 250 bar).
  • the so called "ISO container” is a typical freight container manufactured according to specifications set down therefor by the ISO - the International Organization for Standardization. Such containers can be used as reusable transport and storage unit.
  • PVs should be placed in a zone of the ship where the necessary ventilation can generally always be guaranteed. This is to prevent or minimise the risk of the formation of an explosive environment.
  • the gas will flow to the engine at the correct desired pressure and rate, thus allowing the characterization of that later piping system to be predetermined or standardised too.
  • Fig. 2 shows the preferential P&ID (Piping and Instrumentation Diagram) for the proposed integrated conversion system, including the connections functional for feeding both in dual-fuel mode and methane-only mode.
  • P&ID Piping and Instrumentation Diagram
  • the system for extracting, distributing and treating gas including the interconnections between the process apparatus and also the instrumentation used to control the process itself, is illustrated.
  • the proposed circuit system with gas treatment unit (10) comprises a centralized module of the skid-mounted type which uses CNG gas extracted from containers (21 ), including the residual part not commercially suitable for sale, i.e. the "heel”, so as to make that part utilisable as a fuel in a marine engine (80), that engine (80) having been converted or designed to operate in a dual- fuel mode.
  • the operation of the system can be summarised essentially by the following sequence of steps, referring to the path of said gas from the containers (21 ) to the engine (80): a) "extraction" of the gas from one or more container (21 ), that gas then typically being conveyed in a single header or pipe (30), by means of a deviation or diverter (22) located upstream of the pipes (70) for the gas to be sold, i.e. closer to the containers (21 ) than those pipes (70).
  • the said extraction may be performed naturally by means of direct expansion of the gas at a higher pressure, or may be forced or assisted, for example by means of scavenging with a compressor (see step d2).
  • the compressor may be separately powered, or it may be driven by the expansion of the high pressure gas stream. See, for example, PCT/EP201 1/071792, the contents of which are incorporated herein by way of reference;
  • This can be achieved using an accessory compressed-air header (40) (inside which compressed air flows at a pressure of 3 or 4 bar) used to activate precisely the main electropneumatic valves (51 , 52, 53, 56a, 56b) and the on/off switch (62) depending on the type of propulsion system required for the ship.
  • a typical value of the optimum operating pressure in the case of a turbine driven (methane only) engine is about 25 bar, while the value of the combustion pressure of the marine engine converted into dual-fuel is typically in the range of 6-7 bar.
  • typical range value of the operating pressures is from 250 to 25 bar in the natural unloading HP circuit (41 ), where the pressure variation is between the design pressure and the combustion pressure of the turbine, and from 25 to 1 bar in the LP circuit (42), where the variation in pressure is between the combustion pressure of the turbine and atmospheric pressure. This is since it is usually necessary to compress the gas in order to reach the optimum combustion pressure.
  • the pressure value at which a deviation of the flow from the HP circuit to the LP circuit occurs is equal to the value of the combustion pressure of the engine motor itself (optimum values 6-7 bar). Therefore the natural-unloading HP circuit is used for pressure values of between 250 and 7 bar while the LP circuit is used for pressure values ranging between 7 and 1 bar.
  • d1 "heat exchange" with the gas in the HP header (41 ) by means of a heater (60). This is in order to avoid an excessive decreasing of temperature.
  • a compressor for example of the turbomachinery type with electric motor (E)
  • compression or scavenging in the LP header (42) by means of a compressor (61 ), for example of the turbomachinery type with electric motor (E), in order to increase the pressure, raising it to a level equal to or greater than the combustion pressure, and also in order to allow forced emptying of the containers (21 ) at the same time as the extraction step (a), if necessary until completely emptied.
  • the pressure levels for activation of the compression system are variable and set according to the optimum operating modes of the engine or the scavenging parameters; e) "deviation" along the redundancy dual line (44a, 44b) in the event of faults, in order to increase the reliability and prevent the interruption of feeding, being performed by means of a plurality of interconnected devices (54, 55, PC, PI, PT) for controlling the pressure and the flow.
  • steps a, b, c, d1 , d2, e, f are combined in sequence so as to help to optimise the use of the gas as a fuel depending on the system variables and also to help to offer maximum safety and operating continuity.
  • steps d1 and d2 are reciprocally exclusive.
  • the gas Downstream of extraction (a) (Figs. 2 and 3), the gas is conveyed in a single header (30) to the scrubber/filter (14) from where the gas flow (31 ) is deviated into the two different headers, i.e. the high pressure header (41 ) and a lower pressure header (42), which are controlled by means of the main electropneumatic valves (51 , 52, 53, 56a, 56b), where these valves are opened/closed at a specific set of pressure values according to the requirement of the converted engine (80) and also the gas extracted from the containers (21 ).
  • the main electropneumatic valves 51 , 52, 53, 56a, 56b
  • the main valves (51 , 52, 53, 56a, 56b), managed by header (40), are preferably of the electropneumatic type for reliable safety, efficiency and operating precision.
  • the secondary valves (54, 55), not connected directly to the header (40), are instead preferably of the simple pneumatic type (54) or electromagnetic type (55). This can reduce costs.
  • typical delivery gas pressure to engine varies from 1 to 25 bar.
  • a turbine engine for driving a ship in methane-only mode will usually work at optimum values of about 25 bar, while in dual-fuel mode it might instead work optimally at about 6-7 bar.
  • Natural (i.e. not powered) emptying of the containers or pressure vessels (21 ) will usually be relied upon at pressures of between their design pressure (i.e. when full) - often 250 bar, and the gas delivery pressure - e.g. 90 bar.
  • the scrubber (14) cleans up the raw CNG.
  • the stored methane at design pressure before the scavenging, and at delivery pressure afterwards, will be decompressed naturally, flowing through High Pressure lines (41 ) where a heating system (60) will avoid an excessive decreasing of temperature due to the so called Joule - Thomson effect.
  • This effect also known as Joule-Kelvin effect, represents an expansion or compression happening at constant entropy - an adiabatic transformation producing no work.
  • a control system opens the L.P. line valve (52, 56a, 56b) and closes the H.P. line valve (51 ), starting the scavenging compression phase (42, 61 , E, 31 , 30) in order to assist with the emptying out of the pressure vessel (21 ), e.g. potentially down to 1 bar of pressure.
  • a flow rate regulation system constituted by a series of valves and sensors (54, 55, PC, PI, PT). This system is doubled up (44a, 44b) for offering redundancy. This is in order to avoid a stop of the whole power system in the case of a failure of this important section.
  • cleaning device for example a scrubber or a filter
  • header for feed gas to be conditioned usually comprising the unsold residual portion or "heel"
  • the pressure vessels described herein can carry a variety of gases, such as raw gas straight from a bore well, including raw natural gas, e.g. when compressed - raw CNG or RCNG, or H2, or processed natural gas (methane), or raw or part processed natural gas, e.g. with C02 allowances of up to 14% molar, H2S allowances of up to 1 ,000 ppm, or H2 and C02 gas impurities, or other impurities or corrosive species.
  • the CNG will typically be carried at a pressure in excess of 60 barg, and potentially in excess of 100 bar, 150 bar, 200 bar or 250 bar, and potentially peaking at 300 bar or 350 bar.
  • CNG can include various potential component parts in a variable mixture of ratios, some in their gas phase and others in a liquid phase, or a mix of both. Those component parts will typically comprise one or more of the following compounds: C2H6, C3H8, C4H10, C5H 12, C6H14, C7H16, C8H18, C9+ hydrocarbons, C02 and H2S, plus potentially toluene, diesel and octane in a liquid state, and other impurities/species.

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Abstract

L'invention concerne un système de circuit d'alimentation à deux carburants intégré pour des moteurs marins convertis (80), utilisant un gaz GNC extrait des contenants (21) en même temps que la partie résiduelle appelée « résidus », ledit gaz étant transporté à l'intérieur d'une unité de traitement et de conditionnement (10) de type montée sur des palettes et rendu utilisable comme carburant. Un produit de type monté sur des palettes est standard, prêt à l'emploi, habituellement sur des palettes, ce qui permet de l'installer sur le terrain/pont et de le pousser dans sa position finale sur les palettes (ou de le manipuler avec un chariot élévateur).
PCT/EP2012/074557 2012-12-05 2012-12-05 Système de circuit d'alimentation à deux carburants utilisant un gaz naturel comprimé pour des moteurs de navire convertis pour utiliser deux carburants et intégration dudit système à un système de transport maritime du gnc Ceased WO2014086414A1 (fr)

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PCT/EP2012/074557 WO2014086414A1 (fr) 2012-12-05 2012-12-05 Système de circuit d'alimentation à deux carburants utilisant un gaz naturel comprimé pour des moteurs de navire convertis pour utiliser deux carburants et intégration dudit système à un système de transport maritime du gnc

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PCT/EP2012/074557 WO2014086414A1 (fr) 2012-12-05 2012-12-05 Système de circuit d'alimentation à deux carburants utilisant un gaz naturel comprimé pour des moteurs de navire convertis pour utiliser deux carburants et intégration dudit système à un système de transport maritime du gnc

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016112139A1 (fr) * 2015-01-06 2016-07-14 Blue Gas Marine, Inc. Modules et sous-modules destinés à être utilisés lors de la conversion d'un navire au combustible gazeux
EP3147480A1 (fr) * 2015-09-25 2017-03-29 General Electric Company Systèmes de conditionnement de gaz de pétrole liquéfié pour moteurs à turbine à gaz
EP3213988A1 (fr) * 2016-03-02 2017-09-06 BV Scheepswerf Damen Gorinchem Navire à moteur fonctionnant au gaz
US10789657B2 (en) 2017-09-18 2020-09-29 Innio Jenbacher Gmbh & Co Og System and method for compressor scheduling
US10941713B2 (en) 2016-05-27 2021-03-09 Carrier Corporation Multi-fuel transport refrigeration unit
CN113738541A (zh) * 2021-09-30 2021-12-03 潍柴动力股份有限公司 一种燃气预处理设备及燃气预处理方法
US11420865B2 (en) 2020-01-07 2022-08-23 Solar Turbines Incorporated Fuel delivery system

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JPS5681206A (en) 1979-12-05 1981-07-03 Mitsui Eng & Shipbuild Co Ltd Fuel consumption saving device for main thrust diesel engine of liquefied gas transportation ship
EP0069717A1 (fr) 1981-07-08 1983-01-12 Moss Rosenberg Verft A/S Méthode d'utilisation comme combustible de gaz évaporisé provenant de liquides cryogènes dans un moteur diesel brûlant du gaz et/ou d'huile et un système utilisant cette méthode
JPH02207153A (ja) 1989-02-06 1990-08-16 Mitsubishi Heavy Ind Ltd 二元燃料デイーゼル機関の制御装置
JPH06336193A (ja) 1993-05-28 1994-12-06 Ishikawajima Harima Heavy Ind Co Ltd 液化ガス運搬船における主機関の制御装置
WO1997016678A1 (fr) * 1995-10-30 1997-05-09 Enron Lng Development Corp. Systeme embarque sur navire pour le transport de gaz naturel comprime
US20020046547A1 (en) 2000-09-05 2002-04-25 Bishop William M. Methods and apparatus for compressed gas
US6722399B1 (en) * 2002-10-29 2004-04-20 Transcanada Pipelines Services, Ltd. System and method for unloading compressed gas
US7155918B1 (en) 2003-07-10 2007-01-02 Atp Oil & Gas Corporation System for processing and transporting compressed natural gas
US20050172880A1 (en) 2004-02-09 2005-08-11 Mika Laurilehto Barge arrangement, barge unit and tug unit
WO2008000898A1 (fr) 2006-06-27 2008-01-03 Wärtsilä Finland Oy Circuit d'alimentation pour vaisseau propulsé au gaz
WO2008109011A2 (fr) 2007-03-02 2008-09-12 Enersea Transport Llc Appareil et procédé permettant l'écoulement de fluides comprimés à l'intérieur et à l'extérieur d'une enceinte de confinement
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JP2010173483A (ja) 2009-01-29 2010-08-12 Mitsubishi Heavy Ind Ltd 液化燃料運搬船およびその推進システム
JP2010201991A (ja) 2009-03-02 2010-09-16 Mitsui Eng & Shipbuild Co Ltd 船舶及び船舶における可燃性ガスの処理方法

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016112139A1 (fr) * 2015-01-06 2016-07-14 Blue Gas Marine, Inc. Modules et sous-modules destinés à être utilisés lors de la conversion d'un navire au combustible gazeux
EP3147480A1 (fr) * 2015-09-25 2017-03-29 General Electric Company Systèmes de conditionnement de gaz de pétrole liquéfié pour moteurs à turbine à gaz
CN106555677A (zh) * 2015-09-25 2017-04-05 通用电气公司 用于燃气涡轮发动机的液化石油气燃料调节系统
EP3213988A1 (fr) * 2016-03-02 2017-09-06 BV Scheepswerf Damen Gorinchem Navire à moteur fonctionnant au gaz
US10941713B2 (en) 2016-05-27 2021-03-09 Carrier Corporation Multi-fuel transport refrigeration unit
EP3465034B1 (fr) * 2016-05-27 2022-02-16 Carrier Corporation Unité de réfrigération de transport à plusieurs carburants et procédé de l'opérer
US10789657B2 (en) 2017-09-18 2020-09-29 Innio Jenbacher Gmbh & Co Og System and method for compressor scheduling
US11420865B2 (en) 2020-01-07 2022-08-23 Solar Turbines Incorporated Fuel delivery system
CN113738541A (zh) * 2021-09-30 2021-12-03 潍柴动力股份有限公司 一种燃气预处理设备及燃气预处理方法

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