Low Pressure Fuel Management and Delivery System for a Liquefied Natural Gas Rail Locomotive Tender

• US 20190316734A1
• Filed: 04/11/2018
• Published: 10/17/2019
• Est. Priority Date: 04/11/2018
• Status: Active Application

• Current Assignee: General American Transportation Corp (GATX Corp.)
• Original Assignee: General American Transportation Corp (GATX Corp.)
• Inventors: Raj, Phani Krishnaswamy
• Application Number:
  US15/950,487
• Publication Number:
  US 20190316734A1
• Time in Patent Office: Days
• CPC Class Codes: B61C 17/02 Bunkers; Tanks; Tenders coachwork B61D; Water or fuel pick-up or scoop apparatus; Water or fuel supply fittings trackside installations, e.g. bunkers, tanks, for filling locomotives with sand or water B61K11/00
• CPC Class Codes: B61D 5/00 Tank wagons for carrying fluent materials
• CPC Class Codes: B61D 5/04 with means for cooling, heating, or insulating
• CPC Class Codes: F04B 15/08 the liquids having low boiling points
• CPC Class Codes: F04B 2015/081 Liquefied gases
• CPC Class Codes: F17C 13/04 Arrangement or mounting of valves valves per se F16K ; snap-coupling of nipples F16L37/00
• CPC Class Codes: F17C 2201/0109 with exteriorly curved end-piece
• CPC Class Codes: F17C 2201/035 with substantially horizontal main axis
• CPC Class Codes: F17C 2201/054 medium (>1 m3)
• CPC Class Codes: F17C 2203/0304 by solid means
• CPC Class Codes: F17C 2203/032 Multi-sheet layers
• CPC Class Codes: F17C 2203/0391 by vacuum
• CPC Class Codes: F17C 2203/0629 Two walls
• CPC Class Codes: F17C 2203/0639 Steels
• CPC Class Codes: F17C 2203/0643 Stainless steels
• CPC Class Codes: F17C 2205/0326 electrically actuated
• CPC Class Codes: F17C 2205/0332 Safety valves or pressure relief valves
• CPC Class Codes: F17C 2205/0335 Check-valves or non-return valves
• CPC Class Codes: F17C 2221/033 Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
• CPC Class Codes: F17C 2223/0161 cryogenic, e.g. LNG, GNL, PLNG
• CPC Class Codes: F17C 2223/033 : Small pressure, e.g. for liquefied gas
• CPC Class Codes: F17C 2223/045 : with a dip tube
• CPC Class Codes: F17C 2225/0123 : gaseous, e.g. CNG, GNC
• CPC Class Codes: F17C 2225/0161 : cryogenic, e.g. LNG, GNL, PLNG
• CPC Class Codes: F17C 2225/033 : Small pressure, e.g. for liquefied gas
• CPC Class Codes: F17C 2225/035 : High pressure, i.e. between 10 and 80 bars
• CPC Class Codes: F17C 2225/044 : at several points, e.g. with a device for recondensing gas
• CPC Class Codes: F17C 2227/0107 : by pressurising the ullage
• CPC Class Codes: F17C 2227/0157 : Compressors
• CPC Class Codes: F17C 2227/0323 : in a closed loop
• CPC Class Codes: F17C 2227/0327 : with recovery of heat
• CPC Class Codes: F17C 2227/0393 : using a vaporiser
• CPC Class Codes: F17C 2227/048 : by maintaining residual pressure
• CPC Class Codes: F17C 2250/03 : Control means
• CPC Class Codes: F17C 2250/0408 : Level of content in the vessel
• CPC Class Codes: F17C 2250/0636 : Flow or movement of content
• CPC Class Codes: F17C 2260/015 : Facilitating maintenance
• CPC Class Codes: F17C 2260/021 : Avoiding over pressurising
• CPC Class Codes: F17C 2265/031 : by discharge
• CPC Class Codes: F17C 2265/066 : for feeding engines for propulsion
• CPC Class Codes: F17C 2270/0173 : Railways
• CPC Class Codes: F17C 3/00 : Vessels not under pressure
• CPC Class Codes: F17C 7/02 : Discharging liquefied gases
• CPC Class Codes: F17C 9/04 : Recovery of thermal energy

Abstract

A low-pressure fuel management and delivery system 10 for a liquefied natural gas (LNG) rail tender is disclosed. The system provides a rail tender that is inherently safer in operation to known LNG rail tenders through its use of a double-hulled tank design 12, which lacks any penetration of the bottom surface of the first inner tank 16 by any portion of the fuel supply portion of the system 10; the lower pressure storage of the fuel 22 in the first inner tank 16; the inclusion of a gas return line 58 for directing fuel 22 trapped in the LNG flow lines 38, the heat exchanger 46, or the multistage gas compressor 52 to the vapor space 32 of the first inner tank 16 at safe pressures and temperatures; the lack of cryogenic pumps within the first inner tank 16 to drive the fuel supply portion of the system 10; and the location of all the flow controlling valves 40, 42, 50, and 56 in positions that afford them improved physical protection from potential damage due to vehicular collisions or other railroad accidents. During operation, the fuel management and delivery system 10 provides required fuel flow rates and temperatures to an associated locomotive through the use of hydrostatic pressure differences between the LNG fuel 22 and the vapor space 32 within first inner tank 16, as well as a heat exchanger 46 and a multi-stage compressor 52, which are preferably located external of the double-hulled fuel storage tank 12, but on the same rolling stock chassis 14.

Claims

1. A liquefied natural gas fuel management system for a railroad locomotive, said system comprising:

an insulated rail tank car secured to a rolling stock chassis, said insulated rail tank car suited to retain liquefied natural gas fuel;

wherein a fuel delivery system is located within said insulated rail tank car and said rolling stock chassis; and

wherein said fuel delivery system operates at gage pressures between 0.1 MPa absolute to 0.27 MPa absolute (0 and 25 psig).

2. The system of claim 1, wherein said insulated rail tank car is a double-hulled tank car.

3. The system of claim 2, wherein an annular space between said double-hulls of said tank car is held in at a vacuum pressure and filled with insulating material.

4. The system of claim 2, wherein said fuel delivery system comprises,

a liquid fuel flow line having a first end in fluid communication with said liquefied natural gas fuel inside said double-hulled tank car and a second end in fluid communication with a heat exchanger;

a safety shutoff valve, a fluid flow rate valve, and a manual shutoff valve, all in fluid communication with said liquid fuel flow line between said first end and said second end; and

a heat exchanger in fluid communication with said second end of said liquid fuel flow line, said heat exchanger suited to convert said liquefied natural gas to a gaseous form for use by said rail locomotive.

5. The system of claim 4, wherein said fuel delivery system further comprises,

a gaseous fuel flow line segment having a first end in fluid communication with said heat exchanger and a second end in fluid communication with said rail locomotive;

a compressor in fluid communication with said gaseous fuel flow line segment and located between said heat exchanger and said gaseous fuel flow line segment second end for increasing the pressure of the gaseous form natural gas for use by said rail locomotive.

a gas flow control valve in fluid communication with said gaseous fuel flow line segment between said compressor and said gaseous fuel flow line segment second end;

a pressure throttle valve in fluid communication with said gaseous fuel flow line segment between said compressor and said gaseous fuel flow line segment second end; and

wherein said gas flow control valve and said pressure throttle valve serve to modify the pressure or temperature of the gaseous form natural gas fuel as needed before it is supplied to the rail locomotive via said gaseous fuel flow line segment second end.

6. The system of claim 5, wherein said safety shutoff valve, fluid flow rate valve, gas flow control valve, and said pressure throttle valve are all solenoid valves.

7. The system of claim 5, wherein said compressor is a multistage compressor.

8. The system of claim 1, wherein said insulated rail tank car is filled using a differential pressure gauge measuring the hydrostatic head difference between the bottom of said insulated rail tank car and the vapor space within said insulated rail tank car to insure sufficient internal pressure for the system to function properly.

9. An integrated liquefied natural gas fuel management and delivery system for a railroad locomotive, said system comprising:

a double-hulled insulated rail tank car secured to a rolling stock chassis;

wherein a fuel delivery portion of said system is located between a first inner tank and a second outer tank of said double-hulled rail tank car and within said rolling stock chassis; and

wherein said integrated fuel management and delivery system operates at gage pressures between 0.1 MPa absolute to 0.27 MPa absolute (0 and 25 psig).

10. The integrated system of claim 9, wherein an annular space between said first inner tank and said second outer tank is held in at a vacuum pressure and filled with insulating material.

11. The integrated system of claim 10, wherein said first inner tank is a cryogenic tank and said second outer tank is a protective shell surrounding said first inner tank.

12. The integrated system of claim 10, wherein said first inner tank maintains liquefied natural gas between 0.1 MPa absolute to 0.27 MPa absolute (0 and 25 psig) and between 111 K and 125 K (−

260°

F. and −

235°

F.).

13. The integrated system of claim 12, wherein said fuel delivery portion of said integrated system comprises:

a liquid fuel flow line having a first end in fluid communication with said liquefied natural gas inside said first inner tank and a second end in fluid communication with a heat exchanger;

a safety shutoff valve, a fluid flow rate valve, and a manual shutoff valve, all in fluid communication with said liquid fuel flow line between said first end and said second end;

a heat exchanger in fluid communication with said second end of said liquid fuel flow line, said heat exchanger suited to convert said liquefied natural gas to a gaseous form for use by said rail locomotive; and

a compressor in fluid communication with said liquid fuel flow line and located before said heat exchanger with regard to the direction of fuel flow along said liquid fuel flow line, said compressor suited to increase the pressure of the liquefied natural gas prior to its passage into said heat exchanger.

14. The integrated system of claim 13, wherein said fuel flow line further comprises,

a gaseous fuel flow line segment having a first end in fluid communication with said heat exchanger and a second end in fluid communication with said rail locomotive;

a gas flow control valve in fluid communication with said gaseous fuel flow line segment between said compressor and said gaseous fuel flow line segment second end;

a pressure throttle valve in fluid communication with said gaseous fuel flow line segment between said compressor and said gaseous fuel flow line segment second end; and

wherein said gas flow control valve and said pressure throttle valve serve to modify the pressure or temperature of the gaseous form natural gas fuel as needed before it is supplied to the rail locomotive via said gaseous fuel flow line segment second end.

15. The integrated system of claim 14, wherein said safety shutoff valve, fluid flow rate valve, gas flow control valve, and said pressure throttle valve are all solenoid valves.

16. The integrated system of claim 15, wherein said compressor is a multistage compressor.

17. The integrated system of claim 9, wherein said system lacks any penetration of the bottom of said first inner tank.

18. An integrated liquefied natural gas fuel management and delivery system for use with a rail locomotive, wherein said system is capable of supplying said rail locomotive gaseous form natural gas at pressures and temperatures required for operation while retaining said liquefied natural gas between 0.1 MPa absolute to 0.27 MPa absolute (0 and 25 psig).

19. The integrated liquefied natural gas fuel management and delivery system of claim 18, wherein said system includes a gaseous fuel recovery system comprising:

a plurality of shutoff valves and a plurality of fuel flow control valves, including a gas flow control valve, in fluid communication with a fuel delivery line running from a liquefied natural gas fuel source to said rail locomotive;

wherein said plurality of fuel flow control valves serve to regulate the pressure of said fuel through said fuel delivery line to said rail locomotive; and

wherein said plurality of shutoff valves serve to terminate the flow of fuel to the rail locomotive in the event of a cessation of demand for fuel.

20. The integrated liquefied natural gas fuel management and delivery system of claim 19, wherein said three-way gas flow control valve, in the event of a termination of fuel demand from said rail locomotive, serves to redirect any fuel remaining in the fuel delivery line back to a vapor space within said liquefied natural gas fuel source at a pressure between 0.1 MPa absolute to 0.27 MPa absolute (0 and 25 psig).