U.S. patent application number 14/996890 was filed with the patent office on 2016-05-12 for train propellant management systems and methods.
This patent application is currently assigned to Elwha LLC. The applicant listed for this patent is Elwha LLC. Invention is credited to William Gates, Roderick A. Hyde, Jordin T. Kare, Nathan P. Myhrvold, Tony S. Pan, Nels R. Peterson, Clarence T. Tegreene, Lowell L. Wood, JR..
Application Number | 20160131308 14/996890 |
Document ID | / |
Family ID | 52993898 |
Filed Date | 2016-05-12 |
United States Patent
Application |
20160131308 |
Kind Code |
A1 |
Hyde; Roderick A. ; et
al. |
May 12, 2016 |
TRAIN PROPELLANT MANAGEMENT SYSTEMS AND METHODS
Abstract
A thermal ballasting method includes providing a train having
LNG, routing the train to scheduled stops along a train route,
forming a ballast cryogen by condensing an atmospheric gas within
the train, producing a latent heat, evaporating the LNG by
transferring the latent heat to the LNG, forming a natural gas,
fueling the train by consuming the natural gas, and delivering the
ballast cryogen to an LNG storage site positioned along the train
route.
Inventors: |
Hyde; Roderick A.; (Redmond,
WA) ; Gates; William; (Redmond, WA) ; Kare;
Jordin T.; (San Jose, CA) ; Myhrvold; Nathan P.;
(Medina, WA) ; Pan; Tony S.; (Bellevue, WA)
; Peterson; Nels R.; (Bellevue, WA) ; Tegreene;
Clarence T.; (Mercer Island, WA) ; Wood, JR.; Lowell
L.; (Bellevue, WA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Elwha LLC |
Bellevue |
WA |
US |
|
|
Assignee: |
Elwha LLC
Bellevue
WA
|
Family ID: |
52993898 |
Appl. No.: |
14/996890 |
Filed: |
January 15, 2016 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
14069095 |
Oct 31, 2013 |
9261236 |
|
|
14996890 |
|
|
|
|
Current U.S.
Class: |
62/611 ; 62/50.1;
62/53.2 |
Current CPC
Class: |
F25J 1/0022 20130101;
F17C 2225/033 20130101; F17C 2221/013 20130101; F17C 2221/033
20130101; F17C 2225/0161 20130101; F17C 2265/06 20130101; F17C
13/083 20130101; F17C 2270/0173 20130101; F17C 2223/0161 20130101;
F17C 2223/033 20130101; F17C 13/005 20130101; F17C 1/00 20130101;
G06Q 10/06316 20130101; F17C 2265/061 20130101 |
International
Class: |
F17C 13/00 20060101
F17C013/00; F17C 13/08 20060101 F17C013/08; F25J 1/00 20060101
F25J001/00 |
Claims
1. A thermal ballasting method, comprising: providing a train
having LNG; routing the train to scheduled stops along a train
route; forming a ballast cryogen by condensing an atmospheric gas
within the train, producing a latent heat; evaporating the LNG by
transferring the latent heat to the LNG, forming a natural gas;
fueling the train by consuming the natural gas; and delivering the
ballast cryogen to an LNG storage site positioned along the train
route.
2. The method of claim 1, further comprising: routing the train to
a natural gas fuel source positioned on the train route;
transferring a second natural gas from the natural gas fuel source
to the train; forming a second LNG by condensing the second natural
gas within the train, producing a second latent heat; evaporating
the ballast cryogen by transferring the second latent heat to the
ballast cryogen, forming a second atmospheric gas; and venting the
second atmospheric gas.
3. The method of claim 1, wherein the LNG storage site is
positioned along a second train route, the method further
comprising: routing a second train along the second train route,
including routing the second train to the LNG storage site.
4. The method of claim 3, further comprising: liquefying a second
natural gas at the LNG storage site using the ballast cryogen as a
heat sink, forming a second LNG; and fueling the second train using
the second LNG.
5. The method of claim 4, wherein the second train is fueled using
the second LNG when a fuel level of the second train is below a
specified LNG level.
6. The method of claim 3, further comprising: transferring the
ballast cryogen from the LNG storage site to the second train; and
liquefying a second natural gas located within the second train
using the ballast cryogen as a heat sink.
7. The method of claim 3, further comprising: routing at least one
of the train and the second train based on a cryogen supply of the
LNG storage site.
8. The method of claim 3, further comprising: routing the second
train based on at least one of a cryogen supply of the second train
and an LNG supply of the second train.
9. The method of claim 1, wherein the ballast cryogen is delivered
to the LNG storage site by: transporting the ballast cryogen to the
LNG storage site by a first storage tank coupled to the train;
de-coupling the first storage tank from the train and positioning
the first storage tank within the LNG storage site; and coupling a
second storage tank filled with a second LNG from the LNG storage
site to the train.
10. The method of claim 1, wherein the LNG is liquefied by thermal
ballasting.
11. The method of claim 1, wherein the atmospheric gas includes at
least one of nitrogen and oxygen.
12. The method of claim 1, wherein the ballast cryogen includes at
least one of nitrogen and oxygen.
13. The method of claim 1, wherein the ballast cryogen is delivered
to the LNG storage site based on a cryogen level of the train.
14. A fuel management system for a train, comprising: a train
having a train route, the train comprising: an LNG; and a ballast
cryogen formed by condensing an atmospheric gas, the ballast
cryogen forming a natural gas by evaporating the LNG using a latent
heat; and an LNG storage site positioned along the train route;
wherein the train is fueled by the natural gas; and wherein the
train is configured to deliver the ballast cryogen to the LNG
storage site.
15. The system of claim 14, further comprising: a fuel source
positioned on the train route and comprising a second natural gas,
the fuel source configured to transfer the second natural gas to
the train; wherein the train forms a second LNG by condensing the
second natural gas within the train, producing a second latent
heat; and wherein the train evaporates the ballast cryogen by
transferring the second latent heat to the ballast cryogen, forming
a second atmospheric gas.
16. The system of claim 14, further comprising: a second train
having a second train route, the second train route including the
LNG storage site.
17. The system of claim 16, further comprising: a second LNG formed
by liquefying a second natural gas at the LNG storage site using
the first ballast cryogen as a heat sink; wherein the second train
is fueled by the second LNG.
18. The system of claim 17, wherein the second train is configured
to use the second LNG when a fuel level of the second train is
below a specified LNG level.
19. The system of claim 16, wherein the second train is configured
to form a second LNG by: transferring the ballast cryogen from the
LNG storage site to the second train; and liquefying a second
natural gas within the second train using the ballast cryogen as a
heat sink.
20. The system of claim 16, wherein at least one of the train route
and the second train route is based on a cryogen supply at the LNG
storage site.
21. The system of claim 16, wherein the second train route is based
on at least one of a cryogen supply of the second train and an LNG
supply of the second train.
22. The system of claim 16, further comprising: a cryogen tank car
configured to couple to the second train, the cryogen tank car
comprising the ballast cryogen.
23. The system of claim 14, further comprising: a first storage
tank comprising the ballast cryogen, wherein the ballast cryogen is
delivered to the LNG storage site using the first storage tank; and
a second storage tank comprising a second LNG, the second storage
tank configured to provide an LNG supply to the train.
24. The system of claim 14, wherein the train is configured to
deliver the ballast cryogen to the LNG storage site based on a
cryogen level of the train.
25. The system of claim 14, wherein the LNG is liquefied by thermal
ballasting.
26. The system of claim 14, wherein the atmospheric gas includes at
least one of nitrogen and oxygen.
27. The system of claim 14, wherein the ballast cryogen includes at
least one of nitrogen and oxygen.
28. A thermal ballasting method, comprising: routing a first train
to scheduled stops along a first train route, the first train
having a first amount of LNG; fueling the first train using the
first amount of LNG, producing a ballast cryogen: transporting the
ballast cryogen to an LNG storage site positioned along both the
first train route and a second train route; forming a second amount
of LNG by liquefying a second natural gas at the LNG storage site
using the ballast cryogen as a heat sink, wherein the second amount
of LNG is determined based on fuel requirements of a second train;
routing the second train to scheduled stops along the second train
route, including the LNG storage site; and fueling the second train
from the second amount of LNG at the LNG storage site.
29. The method of claim 28, wherein fueling the first train
comprises: condensing an atmospheric gas within the first train,
generating the ballast cryogen and producing a latent heat;
transferring the latent heat to the first amount of LNG,
evaporating the first amount of LNG and forming a natural gas; and
consuming the natural gas.
30. The method of claim 28, wherein forming the second amount of
LNG comprises: routing the first train to a natural gas fuel source
positioned on the first train route; transferring a second natural
gas from the natural gas fuel source to the first train; forming
the second amount of LNG by condensing the second natural gas
within the first train, producing a latent heat; evaporating the
ballast cryogen by transferring the latent heat to the ballast
cryogen, forming an atmospheric gas; and venting the atmospheric
gas.
31. The method of claim 28, wherein the second train is routed to
the LNG storage site based on an LNG supply of the second
train.
32. The method of claim 28, wherein the second train is fueled
using the second amount of LNG when a fuel level of the second
train is below a specified LNG level.
33. The method of claim 28, wherein the second amount of LNG is
determined based solely on the fuel requirements of the second
train.
34. The method of claim 28, wherein the ballast cryogen includes at
least one of nitrogen and oxygen.
35. The method of claim 28, wherein the first train is routed to
the LNG storage site based on a cryogen supply of the LNG storage
site.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 14/069,095, filed Oct. 31, 2013, titled "Train Propellant
Management Systems and Methods," and is related to U.S. application
Ser. No. 13/625,607, filed Sep. 24, 2012, titled "System and Method
for Storing and Dispensing Fuel and Ballast Fluid"; U.S.
application Ser. No. 13/625,715, filed Sep. 24, 2012, titled
"System and Method for Storing and Dispensing Fuel and Ballast
Fluid"; U.S. application Ser. No. 13/957,077, filed Aug. 1, 2013,
titled "Systems, Methods, and Apparatuses Related to Vehicles with
Reduced Emissions"; and U.S. application Ser. No. 13/957,083, filed
Aug. 1, 2013, titled "Systems, Methods, and Apparatuses Related to
Vehicles with Reduced Emission," all of which are incorporated
herein by reference in their entireties and for all purposes.
BACKGROUND
[0002] Natural gas is sometimes used as a fuel source for trains.
Natural gas can be an attractive alternative to diesel fuel because
it can be less expensive to produce and procure, and produces less
carbon dioxide when burned. Natural gas is readily available as a
fossil fuel, and can also be produced from waste at man-made
facilities. However, in many areas of the world, including in the
United States, the natural gas infrastructure (e.g. natural gas
facilities, storage sites, pipelines, etc.) is not as developed as
the infrastructure for diesel fuel. Also, natural gas can be
challenging to store and/or transport long distances, reducing the
benefit of using natural gas as a fuel source.
SUMMARY
[0003] The foregoing summary is illustrative only and is not
intended to be in any way limiting. In addition to the illustrative
aspects, embodiments, and features described above, further
aspects, embodiments, and features will become apparent by
reference to the drawings and the following detailed
description.
[0004] An embodiment of the present disclosure relates to an LNG
storage and delivery method for a transportation system. The method
includes routing a first train to scheduled stops along a first
train route, routing the first train to an LNG fuel source
positioned on the first train route, transferring LNG from the LNG
fuel source to the first train, and transporting LNG from the LNG
fuel source to an LNG storage site positioned along a second train
route using the first train.
[0005] Another embodiment of the present disclosure relates to a
fuel management system. The fuel management system includes an LNG
fuel source, an LNG storage site configured to receive and store
LNG, a first train having a first train route for receiving LNG
from the LNG fuel source and delivering the LNG to the LNG storage
site, and a second train having a second train route for receiving
the LNG from the LNG storage site and using the LNG to fuel the
second train. The LNG fuel source is positioned along the first
train route, and the LNG storage site is positioned along both the
first and second train routes.
[0006] Another embodiment of the present disclosure relates to a
thermal ballasting method. The method includes providing a first
train having a first LNG, routing the first train to scheduled
stops along a first train route, forming a first ballast cryogen by
condensing a first atmospheric gas to produce a first latent heat
within the first train, transferring the first latent heat to the
first LNG, evaporating the first LNG to form a first natural gas,
consuming the first natural gas to fuel the first train, and
delivering the first ballast cryogen to an LNG storage site
positioned along the first train route.
[0007] Another embodiment of the present disclosure relates to a
fuel management system for a train. The fuel management system
includes a first train having a first train route. The first train
includes a first LNG, and a first ballast cryogen formed by
condensing a first atmospheric gas. The system also includes an LNG
storage site positioned along the first train route. The first
ballast cryogen provides a first latent heat for evaporating the
first LNG, forming a first natural gas. The first train is fueled
by the first natural gas, and the first train is configured to
deliver the first ballast cryogen to the LNG storage site.
[0008] Another embodiment of the present disclosure relates to a
propellant management method. The propellant management method
includes providing a first train having a first natural gas
clathrate, the first natural gas clathrate comprising a first
natural gas and a host material, routing the first train to
scheduled stops along a first train route, removing the first
natural gas from the first natural gas clathrate within the first
train, forming a first recovered host material, consuming the first
natural gas to fuel the first train, producing carbon dioxide,
combining at least some of the carbon dioxide with the first
recovered host material, forming a carbon dioxide clathrate,
delivering the carbon dioxide clathrate to a fuel storage area
positioned along the first train route, removing at least some of
the carbon dioxide from the carbon dioxide clathrate within the
fuel storage area, forming a second recovered host material,
receiving a second natural gas within the fuel storage area, and
combining the second natural gas with at least some of the second
recovered host material, forming a second natural gas
clathrate.
[0009] Another embodiment of the present disclosure relates to an
LNG delivery method for a transportation system. The method
includes routing a train to an LNG fuel source positioned on a
train route, transferring LNG from the LNG fuel source to the
train, and transporting the LNG to an LNG storage site positioned
along a truck route using the train.
BRIEF DESCRIPTION OF THE FIGURES
[0010] FIG. 1 is a rail map for a train propellant management
system, according to one embodiment.
[0011] FIG. 2 is a perspective view of a train, including a
plurality of train cars, according to one embodiment.
[0012] FIG. 3 is a cross-section view of a storage tank for holding
liquefied natural gas, according to one embodiment.
[0013] FIG. 4 is a flow chart representation of an LNG storage and
delivery method for a transportation system, according to one
embodiment.
[0014] FIG. 5 is a flow chart representation of a thermal
ballasting method, according to one embodiment.
[0015] FIG. 6 is a flow chart representation of a propellant
management method, according to one embodiment.
[0016] FIG. 7 is a flow chart representation of an LNG delivery
method for a transportation system, according to one
embodiment.
DETAILED DESCRIPTION
[0017] In the following detailed description, reference is made to
the accompanying drawings, which form a part hereof. In the
drawings, similar symbols typically identify similar components,
unless context dictates otherwise. The illustrative embodiments
described in the detailed description, drawings, and claims are not
meant to be limiting. Other embodiments may be utilized, and other
changes may be made, without departing from the spirit or scope of
the subject matter presented here.
[0018] Referring to FIG. 1, rail map 10 for a train propellant
management system is shown. Rail map 10 is a visual representation
of a train propellant management system, according to one
embodiment. In this embodiment, the train propellant management
system includes train stations 12 connected by rail lines 16 (e.g.,
tracks, etc.). Train stations 12 may be located according to
proximity to a major city, proximity to fuel resources, or
according to another factor suitable for the application. The train
propellant management system also includes trains such as train 20.
Rail lines 16 are positioned to allow train 20 to move efficiently
between train stations 12.
[0019] The train propellant management system may also include one
or more fuel sources (e.g. liquefaction facility, natural gas
pipeline, LNG production facility, etc.), shown as fuel production
sites 14 in FIG. 1, located along rail lines 16. In some
embodiments, fuel production sites 14 are located according to
proximity to sources of fuel. In the illustrated embodiment of FIG.
1, train 20 has a specified route, and may be routed to fuel
production sites 14 according to rail map 10. Train 20 may obtain
fuel from fuel production sites 14 in order to power locomotive 42
(shown in FIG. 2) of train 20. In some embodiments, train 20 is
routed in order to pass fuel production sites 14 often enough to
maintain a specified fuel level of train 20 (e.g. a level
sufficient for maintaining the operational function of train 20).
The specified fuel level may be related to the percentage of
natural gas boil-off at fuel storage area 18 (i.e. amount which is
evaporated) which can be economically tolerated by the train
propellant management system. The specified fuel level may also be
related to a fixed time interval determined by the train propellant
management system.
[0020] Train 20 may also be routed to fuel production sites 14 en
route to one or more train stations 12 in order to obtain fuel for
train 20 and for other trains. According to one embodiment, fuel
production sites 14 contain a storage of liquefied natural gas
(LNG) used to fuel trains within the train propellant management
system. In some embodiments, the LNG is produced by thermal
ballasting (i.e. application of low-temperature material in order
to change the physical state of another material). As used herein,
natural gas, or liquefied natural gas, comprises methane, either
alone or in the presence of lesser amounts of other constituents.
In one embodiment, train 20 may include a train car configured to
store LNG, such as fuel storage car 40 (shown in FIG. 3). Fuel
storage car 40 may be coupled to locomotive 42, and transported
along with the other cars of train 20 to other train stations 12
located on rail map 10. Fuel storage car 40 may be filled with LNG,
and the LNG may be used to fill a stationary fuel container such as
fuel storage tank 50 (shown in FIG. 4). Fuel storage car 40 may
also be removed and stored at train station 12 for another train to
use as a source of fuel. In some embodiments, train 20 is not be
fueled by LNG, but train 20 is used to deliver LNG to other
LNG-fueled trains within the train propellant management system. In
other embodiments, train 20 is fueled by LNG and is filled with LNG
at fuel production sites 14 or fuel storage areas 18.
[0021] The train propellant management system may also include one
or more fuel storage sites (e.g. LNG storage sites, etc.), shown in
FIG. 1 as fuel storage areas 18. In the illustrated embodiment of
FIG. 1, fuel storage areas 18 are located proximate train stations
12. In various embodiments, fuel storage areas 18 are located at
intersections of one or more train routes. Fuel storage areas 18
are configured to store fuel for trains routed according to rail
map 10, such as train 20. In one embodiment, fuel storage area 18
includes a natural gas liquefaction facility. The train propellant
management system is intended to allow the trains to be fueled from
a relatively small number of fuel storage areas 18 and fuel
production sites 14. Fuel storage areas 18 are chosen to allow
minimal deviation from the specified routes for the train
delivering fuel and the train receiving fuel. In some embodiments,
fuel storage areas 18 are located based on geographical variations
in natural gas pricing (e.g. located close to fuel production sites
14 having relatively lower prices). In some embodiments, fuel
storage areas 18 include one or more fuel storage tanks 50 located
within or substantially adjacent to fuel storage areas 18. In other
embodiments, fuel storage areas 18 include one or more portable
fuel storage cars 40 for carrying fuel positioned within or
substantially adjacent to fuel storage areas 18. In still other
embodiments, fuel storage areas 18 may include another type of fuel
container suitable for the particular application or use, or
another source of fuel or train propellant suitable for the
particular application of the system. The routing of train 20 to
fuel storage area 18 may be based upon the amount of LNG already
stored at fuel storage area 18, upon its LNG storage capacity, or
upon fuel needs of other trains supplied from fuel storage area
18.
[0022] In some embodiments, train 20 is routed between train
stations 12, fuel production sites 14, and fuel storage areas 18
according to rail map 10, and in order to maintain the specified
fuel level. In other embodiments, train 20 may be routed according
to another goal or purpose. For instance, train 20 may be routed in
order to maximize the fuel efficiency of train 20 and/or the train
propellant management system, or to minimize the cost (e.g., an LNG
cost) of the train propellant management system. For instance, the
arrival scheduling of two trains (e.g., train 20 supplying LNG and
a second train receiving LNG) at fuel storage area 18 can be
coordinated, perhaps basing the planned arrival time of one of the
trains on the actual or predicted arrival time of the other
train.
[0023] In some embodiments, the train propellant management system
includes automobiles fueled by LNG, such as trucks 28. In these
embodiments, trains 20 may be routed to fuel production sites 14
(or another fuel source) to obtain LNG, carrying the LNG along a
train route and depositing the LNG at fuel storage areas 18 located
or positioned at one or more intersections of rail lines 16 and
highways 32 (e.g., roads, etc.). Trucks 28 fueled by LNG may be
routed (as part of a truck route) to fuel storage areas 18 located
along highway 32 in order to re-fuel with LNG from fuel storage
areas 18. Trucks 28 may also include a storage tank or other
receptacle (e.g., container 62, fuel storage tank 50, etc.) for
filling with LNG to transport to other fuel storage areas 18
located along the truck route.
[0024] In some embodiments, fuel storage areas 18 may include large
dedicated storage tanks (e.g., fuel storage tank 50, etc.)
configured to store LNG and trucks 28 may be configured to receive
LNG from the dedicated storage tanks. Fuel storage areas 18 may
also be configured to receive portable cars such as fuel storage
cars 40 (shown in FIG. 2). In one embodiment, trains 20 transport
fuel storage cars 40 to fuel storage areas 18 and trucks 28 receive
LNG from these fuel storage cars 40. In some embodiments, trains 20
include truck-mountable tanks (not shown) configured to detachably
mount (i.e., mate) to truck 28 in order for truck 28 to transport
LNG.
[0025] Referring now to FIG. 2, train 20 is shown, according to one
embodiment. In this embodiment, train 20 includes locomotive 42 and
a plurality of train cars coupled to locomotive 42. Locomotive 42
provides the motive power for train 20, generating power from fuel
(e.g., LNG) within locomotive 42. Further in this embodiment,
locomotive 42 includes tender 22 located at the back end of
locomotive 42. Tender 22 may contain combustible fuel (e.g., LNG)
that is burned to produce energy for powering engine 24, also
located within locomotive 42. Locomotive 42 includes cab 26, a
compartment from which an operator may control engine 24 in order
to move train 20 along a desired route.
[0026] In one embodiment, locomotive 42 is powered by natural gas
received from fuel production sites 14 and fuel storage areas 18,
but in other embodiments, locomotive 42 may be powered by another
type of fuel. According to the illustrated embodiment of FIG. 2,
fuel storage car 40 is coupled to locomotive 42. In some
embodiments, fuel storage car 40 is filled with fuel and transports
the fuel to fuel storage areas 18 and train stations 12 on rail map
10. Fuel storage car 40 is removable and may be de-coupled from
train 20 for storage at fuel storage area 18, to couple to another
train, or for another purpose suitable for the train propellant
management system.
[0027] In one embodiment, fuel storage car 40 (e.g., tanker car,
fuel car, etc.) is filled with LNG at fuel production site 14. LNG
has a greater density than gaseous natural gas or compressed
natural gas (CNG), having an energy density approximately 2.4 times
greater than that of CNG. By using LNG as a source of fuel within
the train propellant management system, more energy (in the form of
fuel) can be stored within fuel storage car 40, therefore limiting
the amount of re-fueling necessary to maintain a sufficient fuel
(energy) level within train 20. In some embodiments, fuel storage
car 40 includes a heat exchanger (not shown) for converting the LNG
back to a gaseous state. In some other embodiments, fuel storage
car 40 may carry another form of natural gas, or another type of
fuel for fueling locomotives 42 within the train propellant
management system.
[0028] In one embodiment, fuel storage car 40 is outfitted with a
refrigeration system used to maintain the natural gas in a liquid
state. In this embodiment, fuel storage car 40 is used to maintain
the LNG at a temperature below its condensation point
(approximately 111 degrees Kelvin or -162 degrees Celsius at a
pressure of one atmosphere) in order to maintain the liquid state
of the natural gas. Fuel storage car 40 may have an insulated,
double-walled, stainless steel design capable of maintaining a
temperature below the condensation point for a specified period of
time. For instance, according to the train propellant management
system of the present disclosure, fuel storage car 40 may be
required to maintain a temperature below the condensation point
from the time fuel storage car 40 is de-coupled from a first train
at fuel storage area 18, and until the contents of fuel storage car
40 are used as a fuel source by a second train.
[0029] In some embodiments, fuel storage car 40 may be used to
transport fuel to fuel storage areas 18 that are located on rail
map 10. In these embodiments, fuel storage car 40 is filled with
LNG at a fuel source (e.g. fuel production site 14, etc.),
transported along with a train such as train 20 to another location
(e.g. fuel storage area 18, etc.) configured to receive fuel
storage car 40, and used as a fuel source for trains other than
train 20. For instance, fuel storage car 40 may be de-coupled from
train 20 and stationed at fuel storage area 18. Another train may
then be routed to fuel storage area 18 as part of the train
propellant management system, and the LNG may be pumped from fuel
storage car 40 to the other train for use as a source of fuel.
Alternatively, fuel storage car 40 may be coupled to the other
train at fuel storage area 18. Fuel storage car 40 may then be used
to fill the other train with LNG at another point along the other
train's specified route. In some embodiments, LNG from fuel storage
car 40 is pumped to fuel storage tank 50 located at fuel storage
area 18. Fuel storage tank 50 can then be used as a source of fuel
for trains routed to fuel storage area 18.
[0030] Fuel storage car 40 may also be used to transport fuel to
train stations 12 that are in "low traffic" areas of rail map 10
(e.g. train stations 12 without fuel storage areas 18, train
stations 12 located along fewer specified train routes, etc.). In
this embodiment, trains that travel past fuel production sites 14
or fuel storage areas 18 as part of their route are used to obtain,
transport, and deliver fuel to these low-traffic train stations 12.
These trains deliver fuel to low-traffic train stations 12 in the
context of their regular routes, thus not burning extra fuel, and
thus increasing the fuel efficiency of the train propellant
management system.
[0031] In some embodiments, fuel storage cars 40 are used as part
of a system to reduce the average price of fuel for the train
propellant management system. In these embodiments, the price of
fuel (e.g., LNG) is monitored at more than one location (e.g., fuel
production site 14) and the location with the lowest price is
determined. Fuel is then purchased from fuel production sites 14,
or from other sources having relatively low prices by routing train
20 to the location with the lowest-priced fuel and filling train 20
with the fuel. The fuel is then transported by rail to areas (e.g.
fuel storage areas 18, fuel production sites 14, train stations 12,
etc.) having higher fuel prices by routing train 20 to these areas.
Trains that are located in these high-priced areas can then use the
fuel transported from the low-priced areas, and avoid paying the
higher fuel prices. In other embodiments, extra fuel may be
purchased from fuel production sites 14 or other fuel sources at
times when natural gas prices are low, and the extra fuel may then
be stored at fuel storage areas 18. When the fuel prices rise to a
specified level, the stored, lower-priced fuel is used to avoid
paying the extra cost of the higher-priced fuel.
[0032] In the illustrated embodiment of FIG. 2, train 20 includes a
cryogen container shown as cryogen tank car 30, which may be used
for performing thermal ballasting (i.e. application of
low-temperature material in order to change the physical state of
another material). Cryogen tank car 30 (e.g., removable cryogen
tank car) may be coupled to train 20. Cryogen tank car 30 may be
filled with a non-natural gas cryogen (e.g., first cryogen, first
ballast cryogen), such as liquid nitrogen (LN2) or liquid oxygen
(LO2). In some embodiments, train 20 is configured to receive
natural gas at the ambient temperature. Once train 20 receives the
ambient temperature natural gas into a natural gas tank or other
compartment, cryogen tank car 30 uses the cryogen as a heat sink to
convert the natural gas to LNG, liquefying the natural gas through
thermal ballasting. The resulting LNG can then be used as fuel for
locomotive 42 to power train 20, or be transported to other
locations.
[0033] In some other embodiments, train 20 uses LNG to liquefy a
non-natural gas cryogen, such as LN2 and/or LO2, from air. In these
embodiments, train 20 uses LNG as a heat sink or cold source,
liquefying the nitrogen or oxygen by thermal ballasting. The LN2
and/or LO2 may be contained within an empty cryogen tank car 30. In
embodiments in which train 20 does not require the LN2 and/or LO2,
train 20 can transport cryogen tank car 30 carrying the non-natural
gas cryogen to fuel storage area 18, de-couple train 20 from
cryogen tank car 30, and unload cryogen tank car 30 at fuel storage
area 18 for another train to use the LN2 and/or LO2 as a cold
source. For instance, train 20 may exchange cryogen tank car 30 for
a train car filled with LNG fuel, such as fuel storage car 40. In
these embodiments, other trains may use cryogen tank car 30 to
liquefy natural gas to LNG for the trains to use as fuel. In some
embodiments, cryogen tank car 30 may remain coupled to the train,
and cryogens may be offloaded from cryogen tank car 30 (e.g., by
pumping) into a cryogen storage tank at fuel storage area 18. The
cryogen can also be used to liquefy natural gas at fuel storage
areas 18, with the LNG being procured by other trains below a
specified fuel level (e.g., specified LNG fuel level). Trains may
be routed according to rail map 10, and based on the need for
cryogen tank cars 30 holding a cryogen and/or for LNG.
[0034] Referring further to FIG. 2, flat rail car 60 (i.e. flat car
or railroad flat car) is shown coupled to train 20 and holding
container 62, according to one embodiment. In this embodiment, the
train propellant management system includes flat rail car 60
configured to carry container 62. Flat rail car 60 may be used to
carry and transport container 62 filled with fuel (e.g., LNG). In
one embodiment, container 62 is coupled to train 20 and transported
to fuel storage areas 18. In this embodiment, container 62 may be
removed from flat rail car 60 and stored at fuel storage area 18
until a specified time when the fuel within container 62 is needed.
For instance, a train within the train propellant management system
may be routed to fuel storage area 18 having container 62 when the
train requires more fuel. In some embodiments, container 62 is
filled with fuel purchased at a relatively low price and stored at
fuel storage area 18 until the price of fuel is above a specified
price level. In these embodiments, the fuel from container 62 is
exhausted to fuel trains within the train propellant management
system once the specified price level is exceeded. When the fuel
from container 62 is exhausted, container 62 may be loaded on flat
rail car 60 and transported to a fuel source in order to be
re-filled with fuel.
[0035] In some embodiments, container 62 includes a clathrate
(i.e., a crystalline water-based solid resembling ice) as part of
the train propellant management system. Clathrates include small
non-polar gas molecules that are trapped inside hydrogen bonded
water molecules. In one embodiment, the non-polar gas molecules are
natural gas. The train propellant management system may utilize
clathrates to store and transport natural gas for use as a
fuel.
[0036] In some embodiments, the train propellant management system
may use clathrates to sequester combustion carbon dioxide (CO2). In
these embodiments, the stored CO2 can be kept in container 62, or
in a separate tank car such as fuel storage car 40, and deposited
at fuel storage area 18. The stored CO2 may also be removed from
fuel storage car 40 and transported into off-board fuel storage
area 18. In one embodiment, train 20 may use the same clathrate to
store natural gas by removing the CO2 and replacing the CO2 with
natural gas. The clathrate including natural gas can then be used
to supply another train with fuel. In some embodiments, the CO2 is
stored in dry ice. In these embodiments, train 20 may use on-board
cryogen to perform the solidification of gaseous CO2 into dry ice.
Once removed, CO2 can be deposited at fuel storage area 18 or some
other site, depending on the rebate price at a given site, the
capacity of train 20, future CO2 generation expectations, or any
other considerations suitable for the train propellant management
system.
[0037] Referring now to FIG. 3, fixed fuel storage tank 50 is
shown, according to one embodiment. In this embodiment, fuel
storage tank 50 is used to store liquefied natural gas. The fuel
storage tank is configured to store the LNG at a temperature below
the condensation point of natural gas in order to maintain the
liquid state of the LNG. In other embodiments, fuel storage tank 50
may include another type of fuel, as is suitable for the particular
application of the train propellant management system. In one
embodiment, fuel storage tank 50 includes a double fuel storage
container (i.e. a storage area and an insulation area). In the
illustrated embodiment of FIG. 3, for instance, fuel storage tank
50 includes an inner portion shown as inner container 52. Inner
container 52 is configured to contain LNG. Inner container 52
includes inner shell 56, which may be made from an insulating
material. Fuel storage tank 50 also includes an outer portion shown
as outer shell 54, which may also be insulated.
[0038] Fuel storage tank 50 may be located at train stations 12,
fuel production sites 14, and/or fuel storage areas 18. In some
embodiments, trains 20 may obtain LNG from fuel production sites 14
and transport the LNG to fuel storage tanks 50 located at fuel
storage areas 18 in order to store the LNG. In these embodiments,
the LNG is stored in fuel storage tanks 50 for a specified time, or
until a fuel level of train 20 is below a specified level (e.g.,
specified LNG fuel level, specified fuel level). Once the fuel
level is below the specified level, the train propellant management
system may dictate that train 20 be routed to fuel storage tank 50
in order to fill train 20 with LNG.
[0039] Referring now to FIG. 4, a flow chart representation 400 of
a method for storing and delivering LNG for a train transportation
system is shown according to one embodiment. In this embodiment,
the method includes routing a first train (e.g., train 20, etc.) to
scheduled stops (e.g., train stations 12, etc.) along a first train
route at 402, and routing the first train to an LNG fuel source
(e.g., fuel production site 14, etc.) positioned on the first train
route at 404. The method also includes transferring LNG from the
LNG fuel source to the first train at 406, and transporting the LNG
(e.g., a supply of natural gas) from the LNG fuel source to an LNG
storage site (e.g., fuel storage area 18, etc.) positioned along a
second train route using the first train at 408. The LNG storage
site may include an LNG storage tank (e.g., fuel storage tank 50).
The amount of LNG transported to the LNG storage site may be based
on an amount of LNG currently or typically stored at the LNG
storage site (i.e., a second amount of LNG), or a storage capacity
of the LNG storage site. For instance, the first train may
transport a greater amount of LNG to the LNG storage site when the
amount of LNG currently stored at the LNG storage site is
relatively low, or when the storage capacity of the LNG storage
site is relatively high. In some embodiments, natural gas (e.g., a
second supply of natural gas) is otherwise received at the LNG
storage site, such as from a natural gas pipeline connected to the
LNG storage site. In one embodiment, the second supply of natural
gas is in gas form, and the LNG storage site includes a natural gas
liquefaction facility (e.g., fuel production site 14) for
converting the natural gas to LNG. The natural gas may also be
liquefied by the first train. In another embodiment, the second
supply of natural gas is LNG as delivered to the LNG storage
site.
[0040] In some embodiments, a second train (e.g., train 20) is
routed to scheduled stops along the second train route, including
to the LNG storage site so that the second train may be fueled with
LNG from the LNG storage site (e.g., LNG delivered by the first
train). In one embodiment, the second train route is selected to
minimize a distance traveled by the second train. The amount of LNG
(i.e., a first amount of LNG) transported to the LNG storage site
may be based on fuel requirements of the second train. In one
embodiment, the arrival time of the first train to the LNG storage
site (i.e., a first train arrival time) is based on a predicted
arrival time of the second train (i.e., predicted second train
arrival time) to the LNG storage site. In another embodiment, the
arrival time of the second train to the LNG storage site (i.e.,
second train arrival time) is based on an arrival time (i.e.,
actual or predicted) of the first train at the LNG storage site. In
one embodiment, the method includes fueling the second train with
the LNG from the LNG storage site less than a specified time (e.g.,
a fixed time interval) after the first train has delivered the LNG
to the LNG storage site. For instance, the specified time may be
based on a percentage of LNG that is evaporated before the second
train is fueled, or on a price of fuel at the LNG fuel source. In
one embodiment, the method includes liquefying natural gas on the
second train (i.e., the second train is used to liquefy natural
gas), converting the natural gas to LNG.
[0041] In one embodiment, the LNG fuel source includes a second LNG
storage tank (e.g., fuel storage tank 50). In this embodiment, LNG
may be transported to the second LNG storage tank by the first
train traveling along the first train route, or by a third train
(e.g., train 20) traveling along the first train route. In another
embodiment, the LNG is transported to the second LNG storage tank
by the third train traveling along a third train route. In this
embodiment, the second LNG storage tank is positioned along the
third train route.
[0042] In one embodiment, the method for storing and delivering LNG
for a train transportation system includes providing a first
ballast cryogen. The first ballast cryogen may be stored within a
cryogen container (e.g., container 62, fuel storage tank 50,
cryogen tank car 30, etc.). For instance, the cryogen container may
be coupled to one of the trains of the train propellant management
system, such as within cryogen tank car 30, or stored (i.e.,
located) at the LNG storage site, such as within fuel storage tank
50. In one embodiment, the method also includes producing LNG
(i.e., a produced LNG) by thermal ballasting using the first
ballast cryogen as a heat sink. In one embodiment, the thermal
ballasting is performed by the first train. The produced LNG may be
stored at the LNG fuel source and/or used to fuel the first train.
In one embodiment, the produced LNG is stored along the second
train route (e.g., at the LNG storage site) and used to fuel the
second train. In another embodiment, the thermal ballasting is
performed by the second train and the produced LNG is used to fuel
the second train. In this embodiment, the second train may include
the cryogen container and the produced LNG may be formed using the
first ballast cryogen as a heat sink. In still another embodiment,
the produced LNG may be formed by thermal ballasting within fuel
storage tank 50 located at the LNG storage site. In one embodiment,
the produced LNG is used as a heat sink to produce a second ballast
cryogen. In this embodiment, the second ballast cryogen may be the
same species of cryogen as the first ballast cryogen (e.g.,
nitrogen, oxygen, etc.), or the second ballast cryogen may be a
different species than the first ballast cryogen.
[0043] In one embodiment, the method for storing and delivering LNG
for a train transportation system includes monitoring a price of
LNG at two or more LNG fuel sources, and determining a
lowest-priced LNG fuel source from among the two or more LNG fuel
sources (i.e., which of the multiple LNG fuel sources has the
lowest-priced LNG). In this embodiment, the first train is then
routed to the lowest-priced LNG fuel source in order to transfer
LNG to the first train.
[0044] Referring now to FIG. 5, a flow chart representation 500 of
a thermal ballasting method is shown according to one embodiment.
In this embodiment, the method includes providing a first train
(e.g., train 20) having a first LNG at 502, routing the first train
to scheduled stops along a first train route at 504, and forming a
first ballast cryogen (e.g., nitrogen, oxygen, etc.) by condensing
a first atmospheric gas (e.g., nitrogen, oxygen, etc.) to produce a
first latent heat within the first train at 506. The first train
may include an LNG tank (e.g., cryogen tank car 30, fuel storage
car 40, fuel storage tank 50). In various embodiments, the first
train may be routed based on a cryogen supply of the LNG storage
site and/or an LNG supply of the first train. The thermal
ballasting method also includes transferring the first latent heat
to the first LNG to evaporate the first LNG to form a first natural
gas at 508, consuming the first natural gas to fuel the first train
at 510, and delivering the first ballast cryogen to an LNG storage
site (e.g., fuel storage area 18) positioned along the first train
route at 512. The first ballast cryogen may be stored within
cryogen tank car 30 coupled to the first train, and delivered to
the LNG storage site by cryogen tank car 30. In one embodiment, the
first ballast cryogen is delivered to the LNG storage site based on
a cryogen level of the first train (i.e., an amount of cryogenic
material within the first train). In one embodiment, the first
natural gas is at an ambient temperature.
[0045] In one embodiment, a first tank (e.g., fuel storage tank 50)
is located within the LNG storage site, and the thermal ballasting
method includes pumping LNG from the first tank to a second tank
(e.g., cryogen tank car 30, fuel storage car 40, container 62,
etc.) coupled to the first train. The method may further include
pumping the first ballast cryogen from the first train into the
first tank. In another embodiment, the thermal ballasting method
includes transporting the first ballast cryogen from the first
train to the LNG storage site by a first storage tank (e.g.,
cryogen tank car 30, fuel storage car 40, etc.) coupled to the
first train, de-coupling the first storage tank from the first
train and positioning the first storage tank within the LNG storage
site, and coupling a second storage tank filled with LNG (e.g.,
cryogen tank car 30, fuel storage car 40, etc.) from the LNG
storage site to the first train. In this embodiment, the method may
also include liquefying a natural gas located at the LNG storage
site by using the first ballast cryogen as a heat sink.
[0046] In one embodiment, the LNG storage site is also positioned
along a second train route, and the thermal ballasting method
includes routing a second train (e.g., train 20) along the second
train route. The second train may be routed based on a cryogen
supply of the LNG storage site, a cryogen supply of the second
train, and/or an LNG supply of the second train. As part of the
thermal ballasting method, the second train may be routed to the
LNG storage site. In one embodiment, the first ballast cryogen is
transferred from the LNG storage site to the second train, and the
first natural gas may be liquefied within the second train using
the first ballast cryogen as a heat sink. The method may also
include liquefying a third natural gas at the LNG storage site
using the first ballast cryogen as a heat sink, forming a third
LNG. In one embodiment, the second train is fueled by the third
LNG. The second train may be fueled when a fuel level of the second
train is below a specified LNG level (e.g., specified fuel level),
which may be determined or calculated based on the particular
application of the train propellant management system.
[0047] The thermal ballasting method may also include routing the
first train to a natural gas fuel source (e.g., fuel production
site 14) positioned along the first train route, transferring a
second natural gas from the natural gas fuel source to the first
train, forming a second LNG by condensing the second natural gas to
produce a second latent heat within the first train, transferring
the second latent heat to the first ballast cryogen to evaporate
the first ballast cryogen to form a second atmospheric gas (e.g.,
nitrogen, oxygen, etc.), and venting the second atmospheric
gas.
[0048] Referring now to FIG. 6, a flow chart representation 600 of
a propellant management method is shown according to one
embodiment. In this embodiment, the method includes providing a
first train (e.g., train 20) having a first natural gas clathrate
at 602. The first natural gas clathrate may be stored within
container 62 on flat rail car 60. The first natural gas clathrate
includes a first natural gas and a host material, in this
embodiment. The first natural gas clathrate may also include a
crystalline water-based solid. The method also includes routing the
first train to scheduled stops along a first train route at 604,
removing the first natural gas from the first natural gas clathrate
within the first train to form a first recovered host material at
606, consuming the first natural gas to fuel the first train to
produce carbon dioxide at 608, combining at least some of the
carbon dioxide with the first recovered host material to form a
carbon dioxide clathrate at 610, delivering the carbon dioxide
clathrate to a fuel storage area (e.g., fuel storage area 18)
positioned along the first train route at 612, removing at least
some of the carbon dioxide from the carbon dioxide clathrate within
the fuel storage area to form a second recovered host material at
614, receiving a second natural gas within the fuel storage area at
616, and combining the second natural gas with at least some of the
second recovered host material to form a second natural gas
clathrate at 618. In one embodiment, the second natural gas is
delivered or received by the fuel storage area from a natural gas
pipeline. In another embodiment, the second natural gas clathrate
includes a crystalline water-based solid.
[0049] In one embodiment, the propellant management method further
includes routing the first train to the fuel storage area, and
supplying the first natural gas clathrate to the first train from
the fuel storage area. In another embodiment, the fuel storage area
is positioned along the second train route, and the propellant
management method includes routing a second train along the second
train route, including to the fuel storage area. In this
embodiment, the propellant management method also includes
supplying the second natural gas clathrate to the second train from
the fuel storage area, and may also include removing the second
natural gas from the second natural gas clathrate within the second
train and consuming the second natural gas to fuel the second
train. In another embodiment, the method includes transferring the
at least some of the carbon dioxide from the fuel storage area to a
carbon dioxide sequestration entity (e.g., fuel storage tank
50).
[0050] Referring now to FIG. 7, a flow chart representation 700 of
an LNG delivery method for a transportation system is shown
according to one embodiment. In this embodiment, the method
includes routing a train (e.g., train 20) to an LNG fuel source
(e.g., fuel production site 14, etc.) positioned on a train route
at 702, transferring LNG from the LNG fuel source to the train at
704, and transporting the LNG to an LNG storage site (e.g., fuel
storage area 18, etc.) positioned along a truck route using the
train at 706. The method may also include fueling the train with at
least a portion of the LNG.
[0051] In one embodiment, the method includes routing a truck
(e.g., truck 28) to scheduled stops along the truck route, routing
the truck to the LNG storage site, and fueling the truck with the
LNG from the LNG storage site. In this embodiment, the LNG storage
site may be located at an intersection of the train route and the
truck route. Further, the truck route may include a highway (e.g.,
highway 32), and the LNG storage site may be accessible from the
highway. In another embodiment, the LNG storage site includes
dedicated storage tanks (e.g., fuel storage tank 50) for holding
the LNG. In this embodiment, the method includes depositing the LNG
to the dedicated storage tanks using the train, and fueling the
truck with the LNG from the dedicated storage tanks.
[0052] In another embodiment, the method includes routing a truck
to scheduled stops along the truck route, and routing the truck to
the LNG storage site. In this embodiment, the LNG storage site
includes a tanker car (e.g., fuel storage car 40) removable coupled
to the train. The method may further include de-coupling the tanker
car from the train, positioning the tanker car at the LNG fuel
source, and fueling the truck from the tanker car. In another
embodiment, the LNG storage site includes a truck-mountable tank
(e.g., fuel storage tank 50), with the train transporting the LNG
to the LNG storage site within the truck-mountable tank. In this
embodiment, the LNG delivery method may include routing a truck to
scheduled stops along the truck route (including the LNG storage
site), detachably mounting the truck-mountable tank to the truck,
and/or fueling the truck from the LNG within the truck-mountable
tank. In another embodiment, the method includes filling the
truck-mountable tank with LNG from the train, detachably mounting
the truck-mountable tank to the truck, and fueling the truck from
the LNG within the truck-mountable tank.
[0053] The construction and arrangement of the apparatus, systems
and methods as shown in the various embodiments are illustrative
only. Although only a few embodiments have been described in detail
in this disclosure, many modifications are possible (e.g.,
variations in sizes, dimensions, structures, shapes and proportions
of the various elements, values of parameters, mounting
arrangements, use of materials, colors, orientations, etc.). For
example, some elements shown as integrally formed may be
constructed from multiple parts or elements, the position of
elements may be reversed or otherwise varied and the nature or
number of discrete elements or positions may be altered or varied.
Accordingly, all such modifications are intended to be included
within the scope of the present disclosure. The order or sequence
of any process or method steps may be varied or re-sequenced
according to alternative embodiments. Other substitutions,
modifications, changes, and omissions may be made in the design,
operating conditions and arrangement of the described embodiments
without departing from the scope of the present disclosure.
[0054] The present disclosure contemplates methods, systems and
program products on any machine-readable media for accomplishing
various operations. The embodiments of the present disclosure may
be implemented using existing computer processors, or by a special
purpose computer processor for an appropriate system, incorporated
for this or another purpose, or by a hardwired system. Embodiments
within the scope of the present disclosure include program products
comprising machine-readable media for carrying or having
machine-executable instructions or data structures stored thereon.
Such machine-readable media can be any available media that can be
accessed by a general purpose or special purpose computer or other
machine with a processor. By way of example, such machine-readable
media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical
disk storage, magnetic disk storage or other magnetic storage
devices, or any other medium which can be used to carry or store
desired program code in the form of machine-executable instructions
or data structures and which can be accessed by a general purpose
or special purpose computer or other machine with a processor. When
information is transferred or provided over a network or another
communications connection (either hardwired, wireless, or a
combination of hardwired or wireless) to a machine, the machine
properly views the connection as a machine-readable medium. Thus,
any such connection is properly termed a machine-readable medium.
Combinations of the above are also included within the scope of
machine-readable media. Machine-executable instructions include,
for example, instructions and data which cause a general purpose
computer, special purpose computer, or special purpose processing
machines to perform a certain function or group of functions.
[0055] The terms "coupled," "connected," and the like as used
herein mean the joining of two members directly or indirectly to
one another. Such joining may be stationary (e.g., permanent) or
moveable (e.g., removable or releasable). Such joining may be
achieved with the two members or the two members and any additional
intermediate members being integrally formed as a single unitary
body with one another or with the two members or the two members
and any additional intermediate members being attached to one
another. Such joining may be communicative, rather than
physical.
[0056] Although the figures may show or the description may provide
a specific order of method steps, the order of the steps may differ
from what is depicted. Also two or more steps may be performed
concurrently or with partial concurrence. Such variation will
depend on various factors, including software and hardware systems
chosen and on designer choice. All such variations are within the
scope of the disclosure. Likewise, software implementations could
be accomplished with standard programming techniques with rule
based logic and other logic to accomplish the various connection
steps, processing steps, comparison steps and decision steps.
* * * * *