U.S. patent application number 14/833980 was filed with the patent office on 2015-12-31 for system and method for storing and dispensing fuel and ballast fluid.
The applicant listed for this patent is Elwha LLC. Invention is credited to RODERICK A. HYDE, JORDIN T. KARE, LOWELL L. WOOD, JR..
Application Number | 20150377418 14/833980 |
Document ID | / |
Family ID | 50337676 |
Filed Date | 2015-12-31 |
![](/patent/app/20150377418/US20150377418A1-20151231-D00000.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00001.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00002.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00003.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00004.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00005.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00006.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00007.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00008.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00009.png)
![](/patent/app/20150377418/US20150377418A1-20151231-D00010.png)
View All Diagrams
United States Patent
Application |
20150377418 |
Kind Code |
A1 |
HYDE; RODERICK A. ; et
al. |
December 31, 2015 |
SYSTEM AND METHOD FOR STORING AND DISPENSING FUEL AND BALLAST
FLUID
Abstract
A system for storing and dispensing fuel and a ballast fluid is
disclosed. The system may be employed in a vehicle or facility
having a power plant. Fuel and ballast fluid may be stored
cryogenically in a liquid phase and dispensed to the vapor phase.
The system may employ a thermal and volumetric compensatory
arrangement wherein fuel dispensed from storage for use in a power
plant is used as a heat exchange medium (refrigerant) for ballast
fluid received for storage; during refueling, ballast fluid stored
in the vehicle or facility may be dispensed and used as a
refrigerant for fuel being stored in the vehicle in space made
available by the dispensed ballast fluid. The fuel may be natural
gas with a main component of methane; the ballast fluid may be a
fluid obtainable from ambient environmental air, such as nitrogen
or oxygen. The fuel and ballast fluid may be conditioned so that
the respective boiling points are approximately equal. The system
may employ a heat transfer system with a microchannel heat
exchanger.
Inventors: |
HYDE; RODERICK A.; (REDMOND,
WA) ; KARE; JORDIN T.; (SAN JOSE, CA) ; WOOD,
JR.; LOWELL L.; (BELLEVUE, WA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Elwha LLC |
Bellevue |
WA |
US |
|
|
Family ID: |
50337676 |
Appl. No.: |
14/833980 |
Filed: |
August 24, 2015 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
13625607 |
Sep 24, 2012 |
|
|
|
14833980 |
|
|
|
|
Current U.S.
Class: |
62/48.1 |
Current CPC
Class: |
F17C 2270/0168 20130101;
Y10T 29/49716 20150115; Y02T 10/36 20130101; F28D 2021/0064
20130101; F17C 2221/011 20130101; Y02T 10/30 20130101; F17C 1/00
20130101; F17C 2223/0161 20130101; F17C 2265/066 20130101; F17C
2227/0341 20130101; F17C 2221/031 20130101; F17C 2270/0139
20130101; Y02T 10/32 20130101; F17C 7/04 20130101; F17C 2260/031
20130101; F17C 2265/065 20130101; Y10T 137/6416 20150401; F02M
21/0209 20130101; F17C 2221/033 20130101; F17C 2223/033 20130101;
F02D 19/0647 20130101; F02M 21/06 20130101; F17C 2221/014 20130101;
F17C 2205/0367 20130101; F02M 21/0221 20130101 |
International
Class: |
F17C 7/04 20060101
F17C007/04 |
Claims
1-133. (canceled)
134. A method of storing and dispensing fuel and a ballast fluid
comprising the steps of: providing fuel in storage in liquid phase;
providing ballast fluid in storage in liquid phase; dispensing fuel
from storage through a heat transfer system in which the fuel is
used as a refrigerant for ballast fluid received for storage
through the heat transfer system so that the fuel is converted to
vapor phase for dispensing as the ballast fluid is converted to
liquid phase for storage.
135. The method of claim 134 further comprising the step of
dispensing ballast fluid from storage through a heat transfer
system in which the ballast fluid is used as a refrigerant for fuel
received for storage through the heat transfer system so that fuel
is converted to liquid phase for storage as the ballast fluid is
converted to vapor phase for dispensing.
136. The method of claim 134 further comprising the step of
conditioning the fuel for storage.
137. The method of claim 134 further comprising the step of
conditioning the ballast fluid for storage.
138-141. (canceled)
142. The method of claim 134 wherein the fuel and the ballast fluid
are stored at a cryogenic temperature.
143. The method of claim 134 wherein the fuel and the ballast fluid
are stored at approximately the same temperature.
144. The method of claim 134 wherein the fuel is stored at a first
pressure and the ballast fluid is stored at a second pressure and
the first pressure is lower than the second pressure.
145. The method of claim 134 further comprising dispensing ballast
fluid from storage through a heat exchange where the ballast fluid
is used as a refrigerant for fuel received for storage.
146. The method of claim 134 further comprising the step of
obtaining ballast fluid for storage by conditioning atmospheric
air.
147. (canceled)
148. The method of claim 134 wherein the fuel comprises
methane.
149. The method of claim 134 wherein the fuel comprises natural
gas.
150. The method of claim 134 wherein the ballast fluid comprises a
fluid obtainable from atmospheric air.
151. The method of claim 134 wherein the ballast fluid comprises
nitrogen.
152. The method of claim 134 wherein the ballast fluid comprises
oxygen.
153. The method of claim 134 wherein the ballast fluid comprises
nitrogen and oxygen.
154. The method of claim 134 wherein the fuel is stored at a
temperature of less than approximately 95 degrees K and at a
pressure of less than approximately 0.21 bar.
155. The method of claim 134 wherein the ballast fluid is stored at
a temperature of less than approximately 95 degrees K and at a
pressure of greater than approximately 5 bar.
156. The method of claim 134 wherein the fuel and the ballast fluid
are stored at a temperature that is approximately equal.
157. The method of claim 134 wherein the fuel is stored at a first
pressure and the ballast fluid is stored at a second pressure so
that the boiling point of the fuel and the boiling point of the
ballast fluid are approximately equal.
158. The method of claim 134 wherein the step of dispensing fuel
from storage through a heat transfer system comprises the step of
supplying the fuel to a microchannel heat exchanger.
159. The method of claim 134 wherein the step of dispensing fuel
from storage through a heat transfer system comprises the step of
supplying the fuel to a counterflow heat exchanger.
160-163. (canceled)
164. The method of claim 134 wherein the fuel and the ballast fluid
are matched so that the heat of vaporization of the fuel is
approximately equal to the heat of condensation of the ballast
fluid.
165. The method of claim 134 wherein fuel and the ballast fluid are
matched so that the heat of vaporization of the ballast fluid is
approximately equal to the heat of condensation of the fuel.
166. The method of claim 134 wherein the heat of condensation of
the fuel is substantially the same as the heat of vaporization of
the ballast fluid.
167. The method of claim 134 wherein the heat of condensation of
the ballast fluid is substantially the same as heat of vaporization
of the fuel.
168. The method of claim 134 further comprising storing the fuel
and storing the ballast fluid in a common volume so that when a
volume of fuel is dispensed a volume of ballast fluid is stored and
wherein the volume of fuel is approximately equal to the volume of
ballast fluid.
169-190. (canceled)
191. The method of claim 134 wherein the amount of the fuel
dispensed from a fuel chamber and the amount of the ballast fluid
supplied to a ballast fluid chamber are matched so that energy
required to evaporate the fuel from a liquid to a vapor gas is
approximately the same as the energy required to condense the
ballast fluid from a vapor to a liquid.
192. The method of claim 134 further comprising a reserve chamber
from which liquid ballast fluid is available for use as a
refrigerant for fuel.
193. The method of claim 134 wherein the ballast fluid is used as a
refrigerant to maintain the fuel in the fuel chamber in liquid
phase.
194. The method of claim 134 further comprising the step of
maintaining a fuel chamber storing the liquid fuel at a first
pressure and a ballast fluid chamber storing the liquid ballast
fluid at a second pressure.
195. The method of claim 134 wherein a fuel chamber for storing the
liquid fuel and a ballast fluid chamber for storing the liquid
ballast fluid are adjacent so that the ballast fluid serves as a
refrigerant for the fuel during storage.
196-204. (canceled)
205. The method of claim 134 further comprising the step of
conditioning the fuel and wherein conditioning the fuel comprises
adjusting the pressure of a fuel storage chamber to a first
pressure.
206. The method of claim 134 further comprising the step of
conditioning the ballast fluid and wherein conditioning the fuel
comprises adjusting the pressure of a ballast fluid storage chamber
to a second pressure.
207-213. (canceled)
214. The method of claim 134 wherein the liquid fuel is stored
within a first tank and the liquid ballast fluid is stored within a
second tank separate from the first tank.
215. The method of claim 134 wherein the ballast fluid is dispensed
to the atmosphere.
216-245. (canceled)
Description
FIELD
[0001] The present invention relates to a system and method for
storing and dispensing fuel and ballast fluid. The present
invention also relates to vehicle/transport comprising a system and
method for storing and dispensing fuel and ballast fluid. The
present invention further relates to a station/facility comprising
a system and method for storing and dispensing fuel and ballast
fluid.
BACKGROUND
[0002] It is well-known to provide fuel for a power plant for a
vehicle or facility (e.g. to power an engine or generator). It is
also well-known to provide a vehicle with an engine or power plant
that uses a fuel such as gasoline (e.g. a passenger, commercial
vehicle, etc.) or diesel fuel (e.g. a truck, bus, work vehicle,
train, etc.). Fuel for the vehicle is stored in a tank or chamber
in the vehicle and dispensed to the power plant as needed.
[0003] It is also known to use natural gas which is relatively
abundant (at present) and widely available through an established
distribution network as a fuel source for power plant (e.g. as a
fuel for combustion). Natural gas has methane as its main component
and exists as a gas (vapor) at ambient environmental conditions of
temperature and pressure. Natural gas is readily available in the
environment as a fossil fuel and/or can be produced from
decomposing/landfill waste or at other man-made facilities. The
relatively large storage volume required for natural gas in
sufficient quantity under ambient conditions in the vapor phase for
ordinary vehicle use renders natural gas less practical for use as
a vehicle fuel in such condition.
[0004] Other fuels such as gasoline or diesel fuel are in a liquid
phase at typical ambient environmental conditions and do not
require substantial conditioning for use and may be dispensed to a
vehicle and stored/use on a vehicle without substantial
inconvenience or substantial reduction in net energy efficiency.
Accordingly, it is known to compress or liquefy natural gas for
storage and transport in commercial and industrial applications
(including for use on vehicles that carry the fuel supply). Natural
gas is conditioned into commercially and industrially available
compressed natural gas (CNG) and liquid natural gas (LNG).
[0005] The energy ordinarily required to condition and maintain CNG
and LNG natural gas for storage, transport and use as a fuel under
typical ambient environmental conditions reduces the net energy
efficiency of natural gas. Capital and operating costs are
associated with the physical plant and equipment required to
compress, store and maintain CNG for transport and use (e.g.
equipment such as compressor systems, suitable pressure vessels and
conduits/pipelines, etc.) or to condense/liquefy, store and
maintain LNG for transport and use (e.g. refrigeration/heat
exchange systems, cryogenic storage vessels, insulated
conduits/pipelines, etc.). Although natural gas/methane is a
suitable and cost-competitive fuel and readily available to be used
as a combustion fuel, the amount of required input energy and the
physical plant requirements in systems using CNG or LNG tends to
reduce attractiveness of using natural gas as a vehicle fuel,
particularly in view of the alternatives such as gasoline and
diesel fuel, notwithstanding the relatively cost-efficient and
convenient availability of natural gas/methane as a fuel through
the present abundance and existing distribution network for
methane/natural gas.
SUMMARY
[0006] It would be advantageous to provide for a system and method
of storing and dispensing fuel and ballast fluid for use in a
vehicle and/or facility. It would also be advantageous to provide
for a system and method of storing and dispensing fuel and ballast
fluid comprising thermal and/or volumetric balance/compensation
arrangement between the fuel and ballast fluid to provide enhanced
efficiency and operation. It would further be advantageous to
provide for a system and method of storing and dispensing fuel and
ballast fluid where the fuel and ballast fluid are stored as a
cryogenic liquid and dispensed as a vapor. It would further be
advantageous to provide for a system and method of storing and
dispensing that enhanced the net energy efficiency of using natural
gas/methane as a vehicle fuel by using a ballast fluid such as
nitrogen in a thermal and/or volumetric compensatory arrangement.
It would further be advantageous to provide for a system of storing
and dispensing fuel and ballast fluid that is configured to use an
abundant resource such as natural gas/methane as a fuel and an
abundant resource such as nitrogen/air (and/or oxygen) as a ballast
fluid. (The term "natural gas" comprises any fluid that is
substantially natural gas; the term "methane" comprises any fluid
that is substantially methane. The term "nitrogen" comprises any
fluid that is substantially nitrogen; the term "oxygen" comprises
any fluid that is substantially oxygen. According to any exemplary
embodiment of the system and method, fluids will not require
purification but may have conditioning such as filtering or the
like as performed in conventional commercial storage and use of
such fluids.)
[0007] The present invention relates to a system for storing and
dispensing a fuel and a ballast fluid. The system comprises a
chamber for storing the fuel, a chamber for storing the ballast
fluid and a heat transfer system. Fuel dispensed from the fuel
chamber is used as a refrigerant for ballast fluid received for
storage in the ballast fluid chamber and ballast fluid dispensed
from the ballast fluid chamber is used as a refrigerant for fuel
received for storage in the fuel chamber.
[0008] The present invention also relates to a method of storing
and dispensing fuel and a ballast fluid comprising the steps of
providing fuel in storage in liquid phase, providing ballast fluid
in storage in liquid phase and dispensing fuel from storage through
a heat transfer system. The fuel is used as a refrigerant for
ballast fluid received for storage through the heat transfer system
so that the fuel is converted to vapor phase for dispensing as the
ballast fluid is converted to liquid phase for storage.
[0009] The present invention further relates to a vehicle
configured to use a fuel. The vehicle comprises a power plant
powered by the fuel, a drive train coupled to the power plant, and
a system for storing and dispensing the fuel and a ballast fluid.
The system comprises a chamber for storage of the fuel, a chamber
for storage of the ballast fluid and a heat transfer system. The
fuel is stored in the fuel chamber in liquid phase and the ballast
fluid is stored in the ballast fluid chamber in liquid phase. Fuel
is dispensed from the fuel chamber to the heat transfer system as a
refrigerant and supplied to the power plant in vapor phase while
ballast fluid in vapor phase is supplied to the heat transfer
system and cooled by the fuel and condensed to liquid phase for
storage in the ballast fluid chamber.
[0010] The present invention further relates to a station for
dispensing fuel to a vehicle having a system for storing fuel and
ballast fluid. The station comprises a source to supply the fuel to
the vehicle, a conditioning system configured to regulate the
temperature and pressure of the fuel dispensed to the vehicle, and
an interface with the vehicle configured to monitor the amount of
fuel dispensed to the vehicle. The fuel is stored in the vehicle in
liquid phase and the ballast fluid is stored in the vehicle in the
liquid phase.
[0011] The present invention further relates to a method of
operating a station for refueling a vehicle having a system for
storing and dispensing fuel and a ballast fluid. The method
comprises the steps of (a) conditioning fuel to be dispensed to the
vehicle; (b) conditioning ballast fluid received from the vehicle;
(c) monitoring the amount of fuel dispensed to the vehicle; (d)
monitoring the amount of ballast fluid dispensed from the vehicle;
and (e) charging an account associated with the vehicle for the
amount of fuel dispensed to the vehicle.
[0012] The present invention further relates to a method of
retrofitting a vehicle having a power plant comprising the steps of
(a) installing a system for storing and dispensing fuel and a
ballast fluid; (b) configuring the power plant to use the fuel. The
system for storing and dispensing fuel and ballast fluid comprises
a chamber for storing the fuel; a chamber for storing the ballast
fluid; a heat transfer system wherein (a) fuel dispensed from the
fuel chamber is used as a refrigerant for ballast fluid received
for storage in the ballast fluid chamber and (b) ballast fluid
dispensed from the ballast fluid chamber is used as a refrigerant
for fuel received for storage in the fuel chamber.
[0013] The present invention further relates to a method of
retrofitting a station having a system for storing and dispensing a
first fuel. The method comprises the step of installing a system
for storing and dispensing a second fuel and a ballast fluid. The
system for storing and dispensing the second fuel comprises a
chamber for storing the second fuel; a chamber for storing the
ballast fluid; a heat transfer system wherein (a) the second fuel
dispensed from the fuel chamber is used as a refrigerant for
ballast fluid received for storage in the ballast fluid chamber and
(b) ballast fluid dispensed from the ballast fluid chamber is used
as a refrigerant for the second fuel received for storage in the
fuel chamber.
FIGURES
[0014] FIG. 1 is a schematic diagram of a vehicle according to an
exemplary embodiment.
[0015] FIGS. 2A and 2B are schematic block diagrams of a power
plant system for a vehicle or facility.
[0016] FIGS. 3 and 4 are schematic diagrams of a vehicle according
to an exemplary embodiment.
[0017] FIG. 5 is a schematic block diagram of a storage system for
fuel and a ballast fluid according to an exemplary embodiment.
[0018] FIG. 6 is a schematic block diagram of a conditioning system
for a storage system for fuel and ballast fluid according to an
exemplary embodiment.
[0019] FIGS. 7A and 7B are schematic block diagrams of a storage
system for fuel and ballast fluid according to an exemplary
embodiment.
[0020] FIGS. 8A through 8C are schematic block diagrams showing the
storage and discharge of fuel and ballast fluid from a storage
system according to an exemplary embodiment.
[0021] FIG. 9 is a schematic block diagram of a storage system for
fuel and ballast fluid according to an exemplary embodiment.
[0022] FIG. 10 is a schematic block diagram of a storage system for
fuel and ballast fluid according to an exemplary embodiment.
[0023] FIG. 11 is a schematic diagram of a system for refueling a
vehicle with a storage system for fuel and ballast fluid.
[0024] FIGS. 12A through 12C are schematic diagrams showing the
operation of a system for refueling a vehicle with a storage system
for fuel and ballast fluid.
[0025] FIGS. 13A through 14 are schematic diagrams showing the
operation of a system for refueling a vehicle with a storage system
for fuel and ballast fluid.
[0026] FIG. 15 is a schematic diagram of a system for replacing
fuel in a vehicle with a storage system for fuel and ballast
fluid.
[0027] FIG. 16 is a schematic block diagram of a facility or
vehicle having a storage system for fuel and ballast fluid.
[0028] FIG. 17 is a schematic block diagram of a facility or
vehicle having a storage system for fuel and ballast fluid and a
terminal for loading or unloading fuel and ballast fluid.
[0029] FIG. 18 is a system for recovering and reusing ballast fluid
in a storage system for fuel and ballast fluid.
[0030] FIGS. 19A and 19B are schematic diagrams of a retrofit
installation of a storage system for fuel and ballast fluid in a
vehicle.
[0031] FIG. 20A and 20B are schematic diagrams of a retrofit
installation of a storage system for fuel and ballast fluid in a
filling station.
DESCRIPTION
[0032] Referring to FIG. 1, a vehicle 10 is shown schematically.
The vehicle may be a passenger vehicle, transport vehicle,
commercial vehicle, work vehicle or any other type of vehicle
comprising a drive train and controls configured for the particular
needs or application (by a conventional arrangement or by any other
arrangement). Vehicle 10 comprises a power plant 100 configured to
provide power through the drive train for transport of passengers
and/or materials such as cargo and for operation of other vehicle
systems (such as electrical, heating/cooling, etc.). Vehicle 10
comprises a storage system 200 for fuel or energy that is supplied
to power plant 100.
[0033] As shown schematically in FIG. 2A, power plant 100 converts
fuel or energy from storage system 200 into power available for use
in a system 310 for propulsion of the vehicle and for use in other
systems (e.g. directly or indirectly using mechanical, electrical,
thermal, etc. energy generated by power plant 100) shown
schematically as system 320 (e.g. generally representative of
systems on the vehicle) and system 330 (e.g. generally
representative of systems external to the vehicle).
[0034] According to any preferred embodiment, the fuel/energy
storage system is configured to provide the particular fuel (or
fuels) or energy in condition for use in the operation of the power
plant (or power plants) of the vehicle. For example, if the power
plant of the vehicle comprises a combustion engine configured to
use a natural gas as fuel, the storage system will (among other
things) be configured to receive, store and supply natural gas in
condition for use as a combustion fuel for the engine (e.g. at
suitable pressure, temperature, flow rate, volume, quantity, etc.).
Natural gas can be provided in a variety of forms, including pure
methane, enriched methane (having a variety of gas phase minor
constituents in addition to methane) or "out of the ground"
compositions (with or without removal of various constituents).
(The term "methane" comprises fluids that are substantially methane
but that may include other constituents.)
[0035] As shown in FIGS. 2B and 3, the vehicle comprises a hybrid
vehicle 10a with a power plant 100 comprising first power plant
110a and second power plant 110b. First power plant 110a is
supplied fuel or energy from storage system 210a; second power
plant 110b is supplied fuel or energy from storage system 210b.
Power plant 100 provides energy for use in vehicle propulsion
system 310 and other vehicle systems 320. According to an exemplary
embodiment, vehicle 10a may be a "bi-fuel" or "dual-fuel" vehicle
having a power plant in the form of an engine that can be powered
by gasoline and natural gas (e.g. an engine comprising a carburetor
that allows the use of gasoline and natural gas as a combustion
fuel). According to an exemplary embodiment, the power plant for
vehicle 10a may comprise separate power plants, such as an engine
powered by natural gas (e.g. supplied by storage system 210b as
fuel for combustion) and a motor system powered by electrical
energy (e.g. where storage system 210a comprises a battery system).
According to other alternative embodiments, the vehicle may be
powered by other combinations of energy sources, for example,
selected from a group comprising gasoline, diesel fuel, biofuels
(such as ethanol, butanol, etc.), natural gas, organic waste, fuel
blends, waste oil, biodiesel, electric/battery power, fuel cell,
compressed gas, etc. According to any preferred embodiment of the
vehicle, one source of energy used as fuel for the vehicle will be
natural gas (methane). According to a particularly preferred
embodiment, the natural gas/methane may be from any source (e.g. a
well or production facility/landfill and/or transported over a
networked distribution system) and safely and conveniently
available in a cost-efficient manner.
[0036] As shown in FIGS. 4 through 10, according to exemplary
embodiments, storage system 200 is configured for storing and
dispensing a fuel (F) and a ballast fluid (B). The system for
storing and dispensing fuel and ballast fluid may be configured for
use in a vehicle (e.g. providing fuel for a power plant for motive
power or other vehicle systems in personal, commercial, industrial,
passenger transportation, shipping/cargo, ground, air, rail, marine
or other applications) or in a facility (e.g. providing fuel for a
power plant for stationary power/energy generation or other
commercial/industrial or office/residential applications). The
storage system may be configured for any type of vehicle or
facility using natural gas as a fuel.
[0037] Referring to FIG. 4, a vehicle 10b is shown schematically
having a power plant 100 comprising an engine that is configured to
be powered by the combustion of a fuel such as natural gas (e.g.
methane) provided by a storage system 200. Storage system 200 for
the fuel comprises a storage tank or chamber 220 and a conditioning
system 230 for regulating (e.g. managing) the condition and supply
of fuel for use in the vehicle. According to any preferred
embodiment, conditioning system 230 for managing the fuel and
storage system may be configured to perform any of a wide variety
of functions (including but not limited to conditioning and
regulating temperature, pressure, flow rate, volume, moisture,
filtration, etc.); conditioning system 230 may also comprise and/or
control such apparatus as pumps, compressors, valves, vents, meters
and gauges, monitors, filters, etc. according to conventional or
other available arrangements.
[0038] According to an exemplary embodiment as shown, storage
system 200 also may comprise an interface system 290 to allow
storage system 200 to interface with other vehicle systems (such as
instrumentation and control systems for the vehicle) and with
systems outside of the vehicle (such as interfaces or connections
that allow storage system to be filled/re-filled, vented, etc.);
the interface system may comprise a physical interconnection (e.g.
for fluid flow and power/monitoring/regulating connections) and a
data/communications link (which may be by a wired or wireless
connection and which may facilitate control, metering, accounting,
planning, etc. of the system).
[0039] As shown in FIG. 4, chamber 220 of storage system 200
comprises a compartment 240 for storage of fuel and a compartment
260 for storage of a ballast fluid. As shown schematically in FIG.
5, the fuel and the ballast fluid each can be stored in a separate
tank or container. As shown schematically in FIGS. 7A-B and 8A-C,
the fuel and the ballast fluid can be stored in separate chambers
within a shared or common tank or container. According to a
preferred embodiment, in the operation of the storage system the
fuel and the ballast fluid are managed thermally and volumetrically
in a compensatory arrangement. See, for example, FIGS. 8A-8C.
According to an exemplary embodiment, the storage system is
configured to store both the fuel (in compartment 240) as a liquid
and the ballast fluid (in compartment 260) as a liquid (e.g. each
liquid being stored cryogenically at a temperature below its
respective boiling point).
[0040] Referring to FIG. 5, storage system 200 is shown
schematically according to an exemplary embodiment. A tank 240a is
provided for (liquid) fuel F with an instrumentation and control
system 242 and a system 244 for management and conditioning (e.g.
regulating and conditioning temperature, pressure, flow rate,
volume, purity, etc.) of the fuel for use; tank 240a is connected
to a supply/outlet line 294 via a heat transfer system 280. A tank
260a is provided for (liquid) ballast fluid B with an
instrumentation and control system 262 and a system 264 for
management and conditioning (e.g. regulating and conditioning
temperature, pressure, flow rate, volume, purity, etc.) of the
ballast fluid; tank 260a is connected to a supply/outlet line 296
via heat transfer system 280. As shown, tank 240a and tank 260a may
be connected in a manner that allows for operation of the system
using the fuel and the ballast fluid in a compensatory arrangement
intended to achieve enhanced performance and efficiency.
[0041] A source/outlet 410 for the fuel and a source/outlet 610 for
the ballast fluid are shown schematically in FIG. 5. Source/outlet
410 may comprise an outlet in the form of a power plant or engine
to which fuel is dispensed and a source in the form of a station
where a supply of fuel is available and from which fuel is supplied
to the system. A source/outlet 610 for the ballast fuel is shown
schematically. Supply/outlet line 294 for fuel is connected to fuel
source/outlet 410; supply/outline line 296 for ballast fluid is
connected to ballast fluid source/outlet 610. According to a
preferred embodiment of the storage system, the fuel outlet is the
power plant; the fuel source may comprise any suitable source or
supply of fuel, for example a filling station or terminal; the
ballast fluid outlet may be a receptacle or tank (or alternatively
a vent to the outside/ambient atmosphere); the ballast fluid source
may comprise any suitable source or supply of ballast fluid such as
a supply tank or connection to a supply source or connection to the
ambient atmosphere. As shown, a supplemental supply 620 of ballast
fluid may also be provided (e.g. in the form of a tank/reserve tank
or chamber). According to an exemplary embodiment, the supplemental
supply (e.g. shown as supply 620) may be stored in liquid phase
(either in a separate tank or as extra volume within the tank, such
as tank 260a). According to an exemplary embodiment (not shown in
FIG. 5), the supplemental supply may be stored in the vapor phase.
According to an exemplary embodiment, the fuel tank or and/or be
ballast fluid tank can also have inlet/outlet ports to
receive/dispense their liquid phase fluids into/from the tanks
without passing through the heat exchange system; the inlet/outlet
ports can, for example, be used to directly provide liquid fuel or
ballast fluid from a tank in a station to a tank in a vehicle.
[0042] As shown schematically in FIG. 5, according to an exemplary
embodiment, operation of storage system 200 involves a compensatory
relationship between the fuel and the ballast fluid. When fuel is
discharged from tank 240a through outlet line 294 and heat transfer
system 280, ballast fluid is supplied to tank 260a through supply
line 296 and heat transfer system 280. When fuel is supplied to
tank 240a through supply line 294 and heat transfer system 280,
ballast fluid is discharged from tank 260a through outline line 296
and heat transfer system 280. According to any preferred
embodiment, fuel is stored in chamber 240 in the liquid phase; fuel
is supplied or used at source/outlet 410 in the vapor phase;
ballast fluid is stored in chamber 260 in the liquid phase; ballast
fluid is supplied or used at source/outlet 610 in the vapor
phase.
[0043] According to an exemplary embodiment, the heat transfer
system for the fuel and the ballast fluid can be configured to
facilitate operation of a thermal compensatory arrangement between
the fuel and the ballast fluid during the operation of the storage
system. In the operation of storage system 200, the compensatory
relationship between the fuel and ballast fluid is managed by use
of heat transfer system 280. Heat transfer system 280 uses the
ballast fluid as the heat exchange medium for the fuel and the fuel
as the heat exchange medium for the ballast fluid. As liquid fuel
is discharged from chamber 240 into heat transfer system 280
simultaneously vapor ballast fluid is supplied from source 610 into
heat transfer system 280; as vapor fuel is supplied at source 410
into heat transfer system 280 simultaneously liquid ballast fluid
is discharged from chamber 260 into heat transfer system 280.
[0044] Heat transfer system 280 is configured to cool and condense
fuel supplied at source 410 in the vapor phase into fuel stored in
chamber 240 in the liquid phase and to heat and evaporate fuel
discharged from chamber 240 in the liquid phase into fuel supplied
at outlet 410 in the vapor phase (e.g. for combustion in the power
plant).
[0045] In heat transfer system 280, the fuel and the ballast fluid
each substantially undergo a respective liquid-vapor/vapor-liquid
phase change. When liquid fuel is to be evaporated to a vapor for
use (e.g. combustion), the liquid-to-vapor fuel is discharged from
chamber 240 as a liquid and heated and evaporated for supply to
outlet 410 as a vapor by heat exchange with ballast fluid;
vapor-to-liquid ballast fluid is supplied from source 610 as a
vapor and cooled and condensed for supply to chamber 260 as a
liquid by heat exchange with fuel. When vapor fuel is to be
condensed to a liquid for storage, the vapor-to-liquid fuel is
supplied from source 410 as a vapor and cooled and condensed for
supply to chamber 240 as a liquid by heat exchange with ballast
fluid; the liquid-to-vapor ballast fluid is discharged from chamber
260 as a liquid and heated and evaporated for supply to outlet 610
as a vapor by heat exchange with fuel.
[0046] As shown in FIGS. 5A-B and 7A-B, the heat transfer system
comprises a heat exchanger arrangement (e.g. which may comprise one
or multiple heat exchangers). According to an exemplary embodiment,
the heat transfer system may comprise a heat exchanger configured
in a counter-flow arrangement or cross-flow arrangement for the
fuel and the ballast fluid. According to a preferred embodiment,
the heat transfer system comprises a microchannel heat exchanger
(which is compact in size but able to provide suitable heat
transfer rates between the fuel and the ballast fluid in the
smaller physical space). According to any preferred embodiment, the
heat exchanger or set of heat exchangers can be arranged (e.g.
sized and configured) using generally conventional technology to
provide sufficient flow rates and heat transfer rates to
refrigerate and condense the fuel supplied for storage according to
the conditions (e.g. temperature, pressure, flow rates, mass and
volume, fluid properties, time constraints, etc.) and to use the
fuel discharged for use (e.g. in the power plant) to refrigerate
and condense the ballast fluid supplied for storage. Any suitable
arrangement of conventional or other heat exchanger technology may
be employed according to an exemplary embodiment of the system.
According to a particularly preferred embodiment the heat transfer
system will employ a compact and efficient counter-flow arrangement
for heat transfer between the fuel and the ballast fluid.
[0047] According to an exemplary embodiment, the heat transfer
system may comprise a single heat exchanger (see FIG. 7A) or
multiple heat exchangers (see FIG. 7B) or a set of heat exchangers
configured in series or parallel (including heat exchangers having
different configurations); the heat transfer system may be
connected to or comprise an instrumentation and control system that
allow will the operation to be monitored and performance adjusted
to desired conditions (e.g. temperature drop/increase, flow rates,
etc. for the fuel and ballast fluid supplied to each heat
exchanger) as possible by a control system. As shown in FIG. 7A,
heat transfer system 280 (which is configured for bidirectional
flow of the fuel and of the ballast fluid) is used both for
cooling/liquefying the fuel for storage and for heating/vaporizing
the fuel for use. With flow in the first direction, heat transfer
system 280 is used for heating/vaporizing the fuel discharged from
compartment 240 using ballast fluid supplied from a source as a
vapor; the ballast fluid is cooled/liquefied by the fuel and stored
in compartment 260. With flow in the second direction (reversed),
heat transfer system 280 is used for cooling/liquefying the fuel
supplied to compartment 240 using ballast fluid discharged from
compartment 260 as a liquid; the ballast fluid is heated/vaporized
by the fuel and discharged to an outlet. As shown in FIG. 7B, heat
transfer system may comprise two heat transfer systems 280a and
280b. Heat transfer system 280a is used for heating/vaporizing the
fuel discharged from compartment 240 using ballast fluid supplied
from a source as a vapor; the ballast fluid is cooled/liquefied by
the fuel and stored in compartment 260. Heat transfer system 280b
is used for cooling/liquefying the fuel supplied to compartment 240
using ballast fluid discharged from compartment 260 as a liquid;
the ballast fluid is heated/vaporized by the fuel and discharged to
an outlet. According to any preferred embodiment, the heat transfer
system of the storage system will be operated so that neither fluid
(fuel or ballast fluid) freezes to solid (or partial solid) during
operation of the system.
[0048] As shown in FIG. 6, the system may comprise a conditioning
system 1010 connected to the source/outlet 410 for fuel and/or to
the source/outlet 610 for ballast fluid. Conditioning system may
comprise a heat exchanger, for example, to condition the fuel
before it is supplied to the power plant for combustion or to use
ballast fluid or fuel as a medium for heat exchange within another
fluid within the vehicle (e.g. for air conditioning or
refrigeration) or in another heat pump application.
[0049] Referring to FIGS. 7A-B and 8A-C, storage system 200 is
shown schematically according to an exemplary embodiment. As shown,
chamber 240 for fuel and chamber 260 for ballast fluid share a
common volume in a tank or container 220. According to a
particularly preferred embodiment, the energy efficiency of the
storage system is intended to be enhanced by maintaining the fuel
and the ballast fluid at approximately the same temperature (i.e.
reducing heat transfer between the fuel and ballast fluid). The
fuel and the ballast fluid do not intermix and are separated by a
physical boundary or wall (shown schematically as membrane or
septum 250 which may be rigid or flexible and may be movable but is
generally impermeable); the fuel and the ballast fluid are
generally in thermal contact by conduction across wall 250 (which
may use a thermally conductive material or design) and by other
heat transfer mechanisms (e.g. convection, radiation) as will tend
to maintain approximately the same temperature within both chambers
in the tank.
[0050] As shown in FIGS. 8A-8C, according to an exemplary
embodiment, the tank or container for the fuel and the ballast
fluid can be configured to facilitate operation of a volumetrically
compensatory arrangement between the fuel and the ballast fluid
during the operation of the storage system. As shown, chamber 240
for the fuel and chamber 260 for the ballast fluid share a common
volume in chamber or container 220; the total volume of container
220 is fixed but the separate volume occupied by chamber 240 and
the separate volume occupied by chamber 260 each may vary (as
indicated by movement of the divider or septum) as a share of the
total available volume of container 220. The volume of chamber 240
occupied by the fuel will vary as fuel is discharged (dispensed)
for use or loaded (supplied) for storage. As fuel is discharged and
the volume occupied by chamber 240 within container 220 is reduced,
additional ballast fluid may be supplied to chamber 260; the volume
occupied by chamber 260 will expand as the volume occupied by
chamber 240 is reduced. The additional volume of ballast fluid that
is provided to the chamber is then available to facilitate the
cooling/liquefying of fuel that will be supplied to the storage
system at refueling. As fuel is loaded for storage and the volume
occupied by chamber 240 within container 220 is expanded, ballast
fluid may be discharged from chamber 260; the volume occupied by
chamber 240 will expand as the volume occupied by chamber 260 is
reduced. The filled volumes of chambers 240 and 260 may (e.g. in a
fully or approximately equalized configuration) be approximately
equal to each other; according to other embodiments, volumes are
not fully equalized, e.g. the filled volumes of chamber 240 and
chamber 260 will not be substantially equal.
[0051] According to a particularly preferred embodiment, the system
is operated in a thermally compensatory/balanced manner so that
when fuel is loaded, there is a sufficient amount of (liquid)
ballast fluid available to convert the fuel to liquid phase for
storage; when fuel is dispensed, it will convert a
compensatory/balanced amount of ballast fluid to liquid phase for
storage. According to a preferred embodiment, the fuel and ballast
fluid can be thermally matched, each a fluid with a similar boiling
point, heat of vaporization and specific heat. According to any
preferred embodiment, the fuel and ballast fluid will be stored
under conditions where each fluid has a similar boiling point
temperature. According to a particularly preferred embodiment, the
pressure in each of the containers for fuel and the ballast fluid
is regulated so that the fluids are stored with approximately equal
boiling point temperatures. The fuel and the ballast fluid can be
selected and conditioned so that each fluid changes between its
respective liquid phase and vapor phase at approximately the same
temperature (or within a relatively similar temperature range).
According to an exemplary embodiment, thermal compensation between
the fuel and the ballast fluid is not completely equalized (e.g.
because of an emphasis on volumetric compensation, or because of
thermal/heat leaks from the ambient environment). According to such
embodiments, the system can provide additional refrigeration to
either the ballast fluid or the fuel in order to maintain their
cryogenic storage temperatures at desired values; in one
embodiment; additional refrigeration can be used to liquefy
additional ballast fluid for delivery to a reserve tank. The energy
for refrigeration can be provided by any available source,
including by combustion of the fuel. Ballast fluid can be
preferentially evaporated and vented in response to thermal/heat
leaks or pressure build-up in cryogenic/storage tanks as part of
the general management of the system (e.g. to reduce associated
risks, including environmental risks associated with venting fuel,
other risks involved in handling fuel and cryogenic fluids, etc. as
known to those of skill in the art).
[0052] According to a preferred embodiment, in the storage system
the fuel (e.g. natural gas or methane) and the ballast fluid (e.g.
air, oxygen or nitrogen) are stored cryogenically in a suitable
temperature range as to maintain each fluid as a cryogenic liquid
(e.g. below the boiling point but above the freezing point).
According to an exemplary embodiment, the fuel and ballast fluid
will be stored in separate chambers or tanks; the tanks may be
insulated and otherwise designed/configured for cryogenic storage.
If the fuel and ballast fluid are stored in a shared or common tank
or container, the storage temperature can be maintained below the
lowest respective boiling point of either fluid and above the
highest respective freezing point of either fluid. According to an
exemplary embodiment, tank (e.g. chamber 220 shown in FIG. 8 along
with and its fittings and connecting lines) is insulated and
configured to maintain cryogenic conditions (e.g. using the
concepts of an insulated Dewar vessel or flask); the chamber for
each cryogenic liquid will also be configured to maintain the
cryogenic conditions (e.g. temperature and pressure) in operation
with minimal thermal losses and fluid volume loss or leakage. By
maintaining each cryogenic liquid in a chamber in a common tank
where a surface area of one chamber is adjacent to or in contact
with a surface area of the other chamber, maintenance of cryogenic
temperatures can be better be facilitated with reduced heat
transfer between the fluids. Storage in a common tank or container
with each chamber at an approximately equal temperature will reduce
heat transfer between the cryogenic liquids in the common tank and
facilitate thermal efficiency of the system.
[0053] According to an exemplary embodiment, the fuel may be
natural gas (e.g. comprising methane) and the ballast fluid may be
nitrogen (e.g. obtainable from ambient atmospheric air). Methane
(the main component of natural gas) has a boiling point of
approximately 110-111 degrees K (at one atmosphere) and a freezing
point of approximately 91 degrees K; nitrogen has a boiling point
of approximately 77 degrees K (at one atmosphere); ambient air
(approximately 78 percent nitrogen and 21 percent oxygen) has a
boiling point of approximately 78 degrees K (at one atmosphere).
The boiling point temperature of the fuel and the balance fluid may
be adjusted to some degree by adjusting the pressure. Methane has a
boiling point of approximately 95 degrees K at a pressure of
approximately 0.21 bar; nitrogen has a boiling point of
approximately 95 degrees K at a pressure of approximately 5 bars.
By maintaining the fuel chamber at a pressure of approximately 0.21
bar and the ballast fluid chamber at a pressure of approximately 5
bars, the fuel (methane) and the ballast fluid (nitrogen) each can
be maintained in storage in the tank as a cryogenic liquid at the
same temperature just below approximately 95 degrees K. According
to other alternative embodiments of the system, the temperature and
pressure of operation may be determined by the fluids selected and
used.
[0054] According to any preferred embodiment, the chambers or
containers within the tank of the storage system will be configured
to adjust in size and volume during operation and to maintain
thermal contact between the fuel and the ballast fluid without
allowing any intermixing. According to a particularly preferred
embodiment, each chamber can be configured as a flexible bladder of
a material suitable to withstand the cryogenic temperatures and
pressure and volumetric requirements for the application (e.g.
polyfluorides such as Halar). According to alternative embodiments,
the system may have a chamber configured in any suitable
arrangement to satisfy the necessary operating conditions
(temperature and pressure), such as a multi-tank arrangement (see,
e.g., FIG. 5 showing the fuel and the ballast fluid each stored in
a separate tank or container).
[0055] FIG. 9 is a schematic block diagram of a storage system 200
for fuel and ballast fluid according to an exemplary embodiment.
Storage system 200 comprises a tank or chamber 240b for fuel in the
liquid phase and a tank or chamber 260b for ballast fluid in the
liquid phase; fuel is selectively (e.g. using a control valve)
supplied from a source 410a or discharged to an outlet 410b;
ballast fluid is selectively (e.g. using a control valve) supplied
from a source 610a or discharged from an outlet 610b. Heat transfer
system 280 is used to cool/condense the fuel using the ballast
fluid and to heat/evaporate the fuel using ballast fluid. System
200 also comprises a conditioning system 632 for collecting and
supplying ballast fluid and a system 420 for providing fuel (e.g.
from a reserve or holding tank). According to an exemplary
embodiment, the ballast fluid is collected (obtained) as a
constituent of atmospheric air, for example, air itself, nitrogen,
oxygen, or a nitrogen-oxygen mixture (in non-air proportion). To
separate nitrogen or oxygen from atmospheric air for use in system
200, conditioning system 632 will comprise a pressure swing
adsorption separation system; atmospheric air may be collected
(e.g. at ambient conditions) and filtered/purified and compressed
by a compressor system 634 before supplied to the pressure swing
adsorption system. The separation system may be located (as shown)
within the ambient temperature portion of the ballast fluid system,
or it may be located in a colder portion (e.g. between tank 260b
and heat transfer system 280) to take advantage of the cryogenic
spread of oxygen and nitrogen vapor pressures. When nitrogen and/or
oxygen have been separated from the atmospheric air (and moisture
and impurities substantially removed), the nitrogen and/or oxygen
is available for recombination or separate use as ballast fluid to
be supplied at source 610a or for other use. If nitrogen from
atmospheric air is used as the ballast fuel, oxygen and other
components of the atmospheric air that are not used can be vented
from system 632 (or captured and used or sold). One use for such
oxygen is for combustion with the natural gas fuel. According to
any preferred embodiment, the ballast fluid will comprise a fluid
that can be vented into ambient air (e.g. that is not considered a
pollutant at the level of concentration); as shown, excess or
unwanted ballast fluid may be vented from system 200 (at a vent
system 630). According to a particularly preferred embodiment, the
ballast fluid will be nitrogen which is considered to be inert and
can be vented to the atmosphere or recovered from the atmosphere
using conventional technology (e.g. pressure swing adsorption
separation system).
[0056] According to any preferred embodiment, the system is
configured and the fuel and the ballast will be selected and stored
and used to achieve operating efficiencies while presenting no
unreasonable risk or danger. According to an exemplary embodiment,
the fuel will be natural gas (e.g. methane); natural gas is
available in relative abundance and in many
municipalities/communities is readily available through existing
transportation and delivery infrastructure (e.g. by
network/pipeline for homes and businesses that presently use
natural gas for heating and cooking and industrial processes);
source 410a for fuel will comprise a conventional tap into the
existing natural gas supply line (e.g. at room temperature and
low/atmospheric pressure). The fuel may be prepared cooled and
condensed for compact storage in the liquid phase using the ballast
fluid as a refrigerant; the fuel is then available for use as a
refrigerant to cool and condense the ballast fluid for compact
storage in the liquid phase when the fuel is discharged from
storage. According to any preferred embodiment, typical operation
of system 200 will not require substantial mechanical work (e.g.
compression) or the associated equipment/physical plant
(compressors, etc.) (after initial commissioning of the system on
the vehicle); the fuel and the ballast fluid are maintained at
cryogenic liquid temperatures but at pressures relatively close to
atmospheric pressure.
[0057] As schematically shown in FIG. 5, system 200 may also
comprise a conditioning system 244 to adjust and maintain the
pressure and temperature of the fuel (in chamber 240 with
instrumentation and control system 242) and a conditioning system
264 to adjust and maintain the pressure and temperature of the
ballast fluid (in chamber 260 with instrumentation and control
system 262). The conditioning system may comprise a compressor
powered (driven) directly or indirectly by the power plant of the
vehicle or facility/station, for example, using mechanical energy
(e.g. rotational energy from a shaft or power take-off coupled to
the engine) or may use available heat (e.g. heat pump arrangement
using waste heat from the power plant or by an absorption cooler
using waste heat).
[0058] Ballast fluid may be obtained from source or supply or may
be obtained from ambient air. Ambient environmental air under
typical atmospheric conditions near sea level comprises
substantially a combination of nitrogen (approximately 77-80
percent) and oxygen (approximately 18-20 percent). The ballast
fluid may comprise nitrogen or oxygen or a combination of nitrogen
and oxygen, for example, in the form of purified air. According to
an exemplary embodiment, the system may also comprise a reserve or
make-up tank or supply of ballast fluid which can be used as
necessary to refrigerate/cool and condense fuel supplied to the
system for storage. Make-up ballast fluid may be supplied directly
to the heat exchanger or added to the ballast fluid tank or chamber
for storage. According to a particularly preferred embodiment, for
example, where the ballast fluid is obtained from
ambient/atmospheric air (e.g. nitrogen), ballast fluid may be
obtained and conditioned and stored during off-peak energy hours
(e.g. evenings) or when surplus energy is available for the system;
according to an alternative embodiment, ballast fluid may be
obtained and conditioned and stored essentially at a continuous a
slow rate (e.g. the ballast fluid chamber and/or reserve tank may
be "trickle charged").
[0059] FIG. 10 is a schematic block diagram of a storage system 800
for fuel and ballast fluid according to an exemplary embodiment.
The storage system may be provided in a vehicle or station
(installation) of the type shown in FIGS. 1, 4, 16-17, 19A-B (for
example) or may be provided in a filling/refueling station or
terminal as shown as system 800 in FIGS. 11 through 14 (for
example).
[0060] A station for refueling a vehicle having a storage system
for fuel and ballast fluid is shown schematically according to
exemplary embodiments in FIGS. 11 through 15 and 20B. According to
any preferred embodiment, the station is configured to supply fuel
and ballast fluid to a vehicle at refueling; fuel may be supplied
to the station at ambient conditions from a distribution network
(e.g. if the fuel is natural gas/methane, by connection to natural
gas service from a utility) and to the vehicle after conditioning;
ballast fluid may be obtained from vehicles at refueling and/or may
be obtained from a source or supply and conditioned for use in the
system (e.g. if the ballast fluid is nitrogen, nitrogen may be
obtained through a system to extract nitrogen from atmospheric air
or recovered from the vehicle during refueling). The station may
maintain and store fuel and ballast fluid in liquid phase, in vapor
phase and/or in both the liquid phase and vapor phase. The station
may store/maintain liquid ballast fluid that is available to
refrigerate fuel that is supplied for storage in the vehicle or in
the station; the station may be configured to use liquid ballast
fluid stored in the vehicle that is dispensed during fueling to
refrigerate fuel that is supplied for storage in the vehicle. The
station may be configured to supply fuel and/or ballast fluid to
the vehicle; the system may be configured to receive fuel and/or
ballast fluid from the vehicle.
[0061] The system is configured for installation at a commercial,
industrial, municipal, residential, government/military or other
facility where a refueling station for a vehicle may be desired.
The station, if at a residence (home) or office may be configured
to operate at off-peak hours; the station if at a commercial
facility may be configured for a cost-efficient and time efficient
retail transaction with a consumer. The system may also be
configured to condition the fuel (e.g. temperature, pressure, flow
rate, etc.) for the vehicle as it is supplied to the vehicle.
According to a particularly preferred embodiment, the fuel
comprises natural gas that is supplied to the station by a
distribution network in the vapor phase (e.g. as a compressed gas
transported through a conduit or pipeline) and then
refrigerated/cooled and condensed to liquid phase through a heat
transfer system that uses ballast fluid (e.g. nitrogen) from the
storage system on the vehicle as a refrigerant and conditioned for
storage in the storage system on the vehicle.
[0062] FIG. 11 is a schematic diagram of a system for refueling a
vehicle with a storage system for fuel and ballast fluid that can
be installed at a station. As shown schematically in FIG. 11,
system 800 comprises a tank system 810 that is connected to vehicle
10 through an interface 890. As shown schematically, vehicle 10
comprises a storage system 200 using fuel and ballast fluid and a
power plant 100; storage system 200 comprises a fuel chamber 240
and a ballast fuel chamber 260 as well as a conditioning system 230
and an interface 290. As shown schematically, vehicle 10 may be
connected to the station for refueling by connecting vehicle
interface 290 to station interface 890.
[0063] FIGS. 12A through 12C are schematic diagrams showing
exemplary embodiments of a system for refueling a vehicle 10 that
comprises a system 200 for storing and dispensing fuel and ballast
fluid in operation. As shown in vehicle 10 in FIGS. 11 through 12C,
storage system 200 comprises fuel tank 240 and ballast fluid tank
230 as well as a conditioning system 230 configured to condition
and regulate stored fuel and stored ballast fluid at desired
conditions (e.g. temperature, pressure, etc.). FIG. 12A shows the
commissioning of vehicle 10 at the station when the vehicle is
supplied with both fuel and ballast fluid for storage. FIGS. 12B
and 12C show refueling of a vehicle with fuel as ballast fluid is
dispensed or discharged from the vehicle.
[0064] FIG. 12A shows a station with a system 800 comprising a
source/outlet 842 for fuel and a source/outlet 862 for ballast
fluid; fuel and ballast fluid will flow between system 200 on
vehicle 10 and system 800. As shown in FIG. 12A, during
commissioning, fuel is supplied from outlet 842 and ballast fluid
is supplied from outlet 862. As shown schematically in FIG. 12A,
storage system 200 of vehicle 10c is being commissioned and charged
with a supply of both fuel and ballast fluid (in an intended or
predetermined ratio) to be held separately in chambers within
storage system 200. According to an exemplary embodiment storage
system can initially be charged with fuel and ballast fluid in
liquid phase; the initial ballast fluid then can be used to
cool/liquefy remaining fuel provided to storage system 200 at
ambient temperature.
[0065] FIG. 12B shows a station with a system 800 comprising
storage chamber 842 for fuel and storage chamber 862 for ballast
fluid; system 800 also comprises a heat transfer system 880. As
shown schematically in FIG. 12B, storage system 200 of vehicle 10c
is being refueled with fuel F while ballast fluid B from storage
system 200 of vehicle 10c is being returned to system 800; ballast
fluid dispensed from storage system 200 creates volume for fuel
supplied to storage system 200. As shown in FIG. 12B, fuel F for
supply to vehicle is cooled/liquefied for storage in liquid phase
in vehicle 10 in heat transfer system 880 in counterflow with
cooled/liquified ballast fluid B dispensed from vehicle 10. Ballast
fluid B is received in storage chamber 862 where it can be
conditioned for reuse or discharged.
[0066] FIG. 12C shows a station with a system 800 comprising
storage for fuel 842 and storage for ballast fuel 862 along with a
reserve tank system 864 for ballast fluid; ballast fluid stored in
the vehicle is being vented to ambient environmental conditions
during refueling. As shown schematically in FIG. 12C, storage
system 200 of vehicle 10 is being refueled with fuel F from source
842 of system 800; ballast fluid B is vented from storage system
200 of vehicle 10 to create volume (space) for storage of fuel.
Storage of ballast fuel is available at the station if ballast fuel
is to be supplied to the vehicle or received from the vehicle.
According to an exemplary embodiment, the ballast fluid is a fluid
that can safely and appropriately be vented to the atmosphere (e.g.
nitrogen, oxygen, air, or the like). The reserve tank is provided
so that the ballast fluid is readily available to make up for
volume losses or as a supplemental refrigerant (e.g. to make up
thermal losses). The reserve tank system may also comprise a
compressor or pump to adjust the pressure of the ballast fluid.
[0067] According to an alternative embodiment, the system may also
be configured so that the ballast fluid supplied and received from
vehicles may have different compositions; for example, a vehicle
may be supplied with nitrogen as a ballast fluid; a nitrogen-oxygen
mixture (e.g. air or the like) may be received as a ballast fluid.
The system will be configured to condition (e.g. separate if
necessary or combine or reconstitute) and store (including in
separate chambers if suitable) the ballast fluid received from a
vehicle. For example, if oxygen is received as the ballast fluid
from one vehicle and nitrogen is received as the ballast fluid from
another vehicle, the system may store the oxygen separately from
the nitrogen. According to any preferred embodiment, the system (at
the station and the vehicle) may be configured to adapt the
conditions of storage/dispensing and use (e.g. pressure,
temperature, flow rates, etc.) depending upon the composition of
the ballast fluid.
[0068] FIGS. 13A through 14 are schematic diagrams showing the
operation of a system for refueling a vehicle with a storage system
for fuel and ballast fluid. As shown in FIG. 13A, system 800
comprises an interface 890 for conditioning, metering and supplying
fuel to storage system 200 of vehicle 10. System 800 also comprises
a system 866 to obtain ballast fluid; for example, a compressor and
pressure swing adsorption separation system from which ballast
fluid such as nitrogen or oxygen or a combination of nitrogen and
oxygen can be obtained from purified and compressed ambient
atmospheric air (see also FIG. 9). As shown in FIG. 13B, system 800
comprises a filling or refueling station for a hybrid or dual-fuel
vehicle 10e; a system 500 comprises a source 510 of fuel or energy
and an interface 520 for connection to a storage system 210a of
vehicle 10e. Source 510 may provide fuel such as gasoline or diesel
fuel or another type of fuel suitable for the vehicle at storage
system 210a for use in power plant 110a. If vehicle 10e is a hybrid
electric vehicle, storage system 210a will comprise a battery
system; source 510 will provide electric current to recharge
storage system 210a. As indicated in FIG. 12A, fuel will be
provided to storage system 210b from system 800 through interface
890 (e.g. which comprises a tap with connection to the storage
system of the vehicle to be refueled).
[0069] Referring to FIG. 14, system 800 for refueling a vehicle may
also comprise supplemental separate tanks for fuel (fuel tank 848)
and for the ballast fluid (ballast fluid tank 868). As indicated,
the separate tanks may be auxiliary to system 800 (e.g. optional or
external). As shown in FIG. 14, the separate tanks may be
integrated with system 800; flow and conditioning of the fuel may
be regulated and controlled by a regulation system 846; flow and
conditioning of the ballast fluid may be regulated and controlled
by a regulation system 866. Each regulation system will comprise a
control system as well as related instrumentation.
[0070] FIG. 15 is a schematic diagram of a system for replacing
fuel in a vehicle with a storage system for fuel and ballast fluid.
As shown schematically in FIG. 15, storage system 200 of vehicle
10c comprises a receptacle 214 for a removable tank 212; at the
filling or refueling station, an empty or expended tank 212e
(substantially depleted of fuel or ballast fluid) can be removed
and replaced with a full tank 212f (substantially full of fuel or
ballast fluid). The station may maintain a stock of full tanks 212f
which will be purchased by customers and returned/exchanged with
empty tanks 212e as needed.
[0071] FIG. 16 is a schematic block diagram of a
facility/installation or vehicle comprising a storage system for
fuel and ballast fluid. As shown schematically in FIG. 16, an
installation 20 is intended to be generally representative of any
type of installation/facility or vehicle. Installation 20 comprises
a storage system 200 for fuel and ballast fluid and a power plant
100. The installation/facility may comprise a building, storage
location, plant, residence (single-unit home or multi-unit
residential facility), office building, commercial building,
trailer, utility building, etc. The installation/vehicle may
comprise an automobile, passenger vehicle, commercial vehicle, work
vehicle, recreational vehicle, airplane, train, boat, bus, truck,
tractor, etc. Installation 20 comprises a space 350 for persons
(e.g. passengers, visitors, occupants, workers, residents, etc.) or
for cargo or storage as well as a control/interface system 370. As
shown, the storage system for fuel and ballast fluid may be
installed in any type of facility or vehicle.
[0072] FIG. 17 is a schematic block diagram of a facility or
vehicle (such as a tanker, tank truck, train or ship) having a
storage system for fuel and ballast fluid and a terminal for
loading or unloading fuel and ballast fluid. According to an
exemplary embodiment, vehicle 20a comprises a transport vessel for
fuel and ballast fluid (e.g. tanker truck, train with tanker
railcar, marine tank ship or tanker, etc.); fuel and ballast fluid
may be loaded or unloaded/offloaded from the vehicle through an
interface 790; fuel may be loaded or unloaded between chamber 740
and chamber 340 on vehicle 20a; ballast fluid may be loaded or
unloaded between chamber 760 and chamber 360 on vehicle 20a. As
shown, vehicle 20a also comprises a power plant 100 that uses fuel
and a storage system 200 for fuel and ballast fluid (e.g. for
propulsion). See also FIG. 159.
[0073] FIG. 18 shows a system 600 for recovering and reusing
ballast fluid in a storage system for fuel and ballast fluid.
Ballast fluid in a vapor phase after having passed through a heat
transfer system 680a to cool/condense fuel into a liquid phase is
contained in a chamber 670; the vapor ballast fluid may be used to
perform mechanical work for a system in the vehicle or facility
(e.g. using a turbomachine) by coupling to a tap or interface 664;
the vapor ballast fluid may be supplied to a heat transfer system
680b (such as a heat pump) for use in a system in the vehicle or
facility/installation. Additional ballast fluid may be provided
from a reserve tank 672. Ballast fluid is conditioned and converted
from vapor phase to liquid phase (e.g. through a heat transfer
system using dispensed fuel as the refrigerant and heat transfer
medium) and stored in a chamber 660. Ballast fluid in liquid phase
is then available to cool and condense (at system 640) fuel in the
vapor phase into fuel in the liquid phase by heat transfer system
680a. According to other exemplary embodiments, the fuel and/or the
ballast fluid may be used for heat exchange for other vehicle
systems, for example, ballast fuel may be used in a heat transfer
system 680b as a refrigerant in a system 684 for the vehicle;
system 684 may be configured to air condition the passenger
compartment or a storage area of the vehicle (e.g. for a vehicle
configured to transport refrigerated foods). Pressurized ballast
fluid that otherwise may be vented to the atmosphere may be
available to perform work in other vehicle systems.
[0074] FIGS. 19A and 19B are schematic diagrams of an installation
of a storage system for fuel and ballast fluid in a vehicle. As
shown in FIG. 19A, vehicle 10 includes a power plant 110a and a
corresponding fuel/energy storage system 210a; for example, if the
vehicle is an electric vehicle and the power plant comprises an
electric motor system, the energy storage system will comprise a
battery system; if the vehicle is a conventional automobile and the
power plant comprises a gasoline-powered engine, the fuel storage
system will comprise a gasoline tank. As shown in FIG. 19B, vehicle
10 has had installed a power plant (and/or power plant
modification) 110b and a storage system 210b to provide fuel; for
example, if the vehicle is an electric vehicle and the additional
installed power plant comprises an engine powered by a fuel such as
natural gas, the additional installed storage system would be
configured to provide natural gas to the engine (as shown in FIGS.
3 and 12B). According to an exemplary embodiment, as shown in FIGS.
19A and 19B, the installation of power plant (or power plant
modification) 110b and storage system 210b may be by retrofit into
an existing vehicle with existing power plant 110a and storage
system 210a.
[0075] FIG. 20A and 20B are schematic diagrams of an installation
of a storage system for fuel and ballast fluid in a filling station
or terminal. Referring to FIG. 20A a filling station 800 for
dispensing a fuel to vehicles stored as a cryogenic liquid is
shown. Filling station 800 comprises a system for storing and
dispensing fuel and ballast fluid. Fuel is stored in a system 840
comprising a storage chamber and ballast fluid is stored in a
system 860 comprising a storage chamber. According to a preferred
embodiment, the fuel and ballast fluid are stored cryogenically as
shown in FIGS. 5, 7A-7B. Fuel is dispensed to a vehicle through an
interface 890; ballast fluid may be received from a vehicle (or
dispensed to a vehicle) through interface 890. The filling station
is configured for vehicles having a storage system as shown in FIG.
1, 3 or 4, for example. According to an exemplary embodiment (as
shown), the filling station will be provided with a series of
interfaces that allow multiple vehicles to be refueled
simultaneously. Interface 890 comprises metering and monitoring
system as well as a system for determining the price to be charged
for the fuel and/or ballast fluid dispensed to each vehicle (e.g.
in a commercial or retail transaction).
[0076] A filling station 900 for dispensing to vehicles a fuel or
energy source is also shown in FIG. 20A. Filling station 900
comprises a storage system 910 for fuel or energy, for example, of
a type configured as a conventional "gas station" according to an
exemplary embodiment. Fuel or energy is dispensed to a vehicle
through an interface 990. The fuel may be any type of fuel that can
be used by a vehicle, such as gasoline, diesel fuel, natural gas,
etc.; the energy source may be a source of electrical current such
as a battery pack or generator-alternator (e.g. for an electric
vehicle or hybrid-electric vehicle). According to an exemplary
embodiment, Interface 990 comprises metering and monitoring system
as well as a system for determining the price to be charged for the
fuel and/or ballast fluid dispensed to each vehicle.
[0077] According to a particularly preferred embodiment, each
interface 890 and interface 990 will comprise a monitoring/metering
system and data interchange system for a commercial transaction
with a customer who is refueling a vehicle (e.g. similar to a
conventional point of sale terminal provided at a retail gasoline
outlet, allowing payment/billing through a credit card, debit card,
account number, payment by cash, etc.); the customer would be
charged for the amount of fuel and/or ballast fluid dispensed as
determined at the interface. If the customer returns ballast fluid
to the filling station, the customer may receive a credit (e.g. in
an amount determined by the amount of ballast fluid returned and
the designated per-unit price of the ballast fluid at the station)
to be applied toward the transaction or may receive payment
directly or to an account. The station may also be configured to
allow a customer to return fuel (e.g. for credit or payment). (The
station may be configured with and interface having a suitable
monitoring and filtration system for fuel or ballast fluid returned
by a customer.) According to other exemplary embodiments, the
customer accruing the fuel charge (or ballast fluid credit) may be
the operator of the vehicle, a passenger in the vehicle, or may be
the owner, manager, renter or lessee of the vehicle (or otherwise
may have a relationship to the vehicle or owner/operator of the
vehicle).
[0078] Referring to FIG. 20B, the retrofit or combined/co-located
installation of a filling station 850 is shown schematically.
Station 850 comprises station 800 for fuel and a ballast fluid used
in a storage system for vehicles as shown in FIGS. 1 and 4 (for
example) and a station 900 for a vehicle having (independently or
additionally) a storage system for another type of fuel or energy
(e.g. as shown in FIG. 3 or 12B). Combined filling station 850 is
configured to allow customers to dispense (e.g. in a retail/point
of sale transaction) any or each type of fuel available to be
dispensed for use by the vehicle (e.g. natural gas and gasoline,
natural gas and diesel fuel, biofuels such as ethanol or butanol
and natural gas, etc.) or a combination of fuel and energy for use
by the vehicle (e.g. natural gas and electric current to charge a
battery system); the filling station is also configured to dispense
ballast fluid to the vehicle (if needed), to recover ballast fluid
from the vehicle (if possible) or to vent ballast fluid (if
appropriate). According to any alternative embodiment, the filling
station is configured to dispense multiple types of fuel and energy
through a suitable interface to the storage system of a vehicle for
a commercial transaction that is convenient for a customer (e.g.
retail sale). The station or stations for refilling/refueling may
be connected by a network and system that allows monitoring of
demand and usage of fuel and ballast fluid by customers.
[0079] Natural gas is presently in abundant supply and available as
a cost-competitive fuel for vehicles; nitrogen is also readily
available from the atmosphere and inert (safe to vent to the
atmosphere). According to an exemplary embodiment he system for
storing and dispensing fuel and ballast fluid as shown in the
FIGURES will operate essentially as a "rechargeable" system (e.g.
like a rechargeable battery), allowing the vehicle to be "charged"
with liquid natural gas at commissioning when put into service and
then "recharged" by refueling as needed during subsequent use. The
system may be provided in hybrid vehicles that operate as dual-fuel
systems (e.g. natural gas and gasoline) or with dual motive power
systems (e.g. natural gas and electric/battery power); such
vehicles may be configured for regional use and optimized for fuel
and/or energy availability in a particular location or region.
[0080] According to an alternative embodiment, the station may be
provided with temporary storage for fuel (e.g. a large capacity
tank) so that fuel can be obtained from the source (e.g. a
commercial source of supply, for example a utility company) and
stored in the temporary storage when fuel is available at a lower
cost (e.g. when rates are below a threshold amount). Fuel may be
stored in temporary storage in vapor phase (e.g. in the form
obtained from the source, ambient pressure or compressed) and
refrigerated to liquid phase for storage when surplus refrigerant
is available or in a time or on a day when the cost of
refrigeration is lower. For example, fuel can be purchased from the
source and stored in temporary storage when the cost of fuel from
the source is below a predetermined cost; fuel from temporary
storage will be available to be converted from vapor phase to
liquid phase and/or for use. The fuel from temporary storage may be
converted to liquid phase when surplus or additional ballast fluid
is available or when the cost of operation of a refrigeration
system (e.g. heat transfer system) is reduced (e.g. when energy
rates are reduced).
[0081] According to an alternative embodiment, the system may have
multiple modes of operation (e.g. multiple speeds of operation) for
refrigerating the fuel and/or ballast fluid in the heat transfer
system. The system may operate in a first mode where ballast fluid
is supplied to the heat transfer system at a first flow rate (e.g.
the typical or normal flow rate/flow speed) and a second mode where
ballast fluid is supplied to the heat transfer system at a second
flow rate (e.g. a faster flow rate/flow speed); with the second
flow rate higher than the first flow rate, fuel is refrigerated
more quickly in the second mode than in the first mode. A
supplemental supply of ballast fluid used as refrigerant may be
provided (e.g. in a supplemental tank) for use when the system is
operating in the second mode (e.g. at higher speed). The
supplemental supply of ballast fluid (e.g. in liquid phase) can be
used in the heat transfer system when needed to refrigerate the
fuel.
[0082] It is important to note that the construction and
arrangement of the elements of the present inventions as described
in embodiments of the system and method and as shown in the FIGURES
is illustrative only. Although some embodiments of the present
inventions have been described in detail in this disclosure, those
skilled in the art who review this disclosure will readily
appreciate that many modifications are possible without materially
departing from the novel teachings and advantages of the subject
matter of the present inventions as recited. Accordingly, all such
modifications are intended to be included within the scope of the
present inventions. Other substitutions, modifications, changes and
omissions may be made in the design and configuration of
components, variations in the arrangement or sequence of
process/method steps, operating conditions and arrangement of the
preferred and other exemplary embodiments without departing from
the spirit of the present inventions.
[0083] It is important to note that the system and method of the
present inventions can comprise conventional technology or any
other applicable technology (present or future) that has the
capability to perform the functions and processes/operations
indicated in the specification including FIGURES. All such
technology is considered to be within the scope of the present
inventions.
* * * * *