Liquefaction Energy Recovery in LNG and LH2 Fueled Vehicles

Powars, Charles; Derbidge, T. Craig

doi:10.4271/2000-01-3082

Cited by 4 publications

(5 citation statements)

References 7 publications

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“…The results are shown in Table 1. Despite several attempts to use cold LNG exergy to cool the air at the engine inlet [35], in cargo space and passenger compartments [36,37] or to run a thermal LNG pump [35], in most mobile applications, LNG is still being regasified without recovering the cold energy.…”

Section: Lng Cold Exergy Recovery Methods For Mobile Systems-overviewmentioning

confidence: 99%

“…Natural gas has to be heated to temperatures of 0-60 • C [18] depending on engine requirements [77] and the temperature of the available heat source [75]. The type of vaporizer used also depends on the required natural gas pressure which, in turn, depends on the type of gas engine: Therefore, LNG vaporizers for mobile applications are typically shell-and-tube heat exchangers (STHX) [36,62,79,84,85], and depending on the fuel injection pressure, they enable either supercritical [79, 82,83] or subcritical [18,62,86] regasification. The effect of pressure on the regasification process is shown in Figure 25.…”

Section: Lng Regasification and Chosen Challenges Of Lng Two-phase Heat Exchangersmentioning

confidence: 99%

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Liquefied Natural Gas in Mobile Applications—Opportunities and Challenges

et al. 2020

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Liquefied natural gas (LNG) is one of the most influential fuels of the 21st century, especially in terms of the global economy. The demand for LNG is forecasted to reach 400 million tonnes by 2020, increasing up to 500 million tonnes in 2030. Due to its high mass and volumetric energy density, LNG is the perfect fuel for long-distance transport, as well as for use in mobile applications. It is also characterized by low levels of emissions, which is why it has been officially approved for use as a marine fuel in Emission Control Areas (ECAs) where stricter controls have been established to minimize the airborne emissions produced by ships. LNG is also an emerging fuel in heavy road and rail transport. As a cryogenic fuel that is characterized by a boiling temperature of about 120 K (−153 °C), LNG requires the special construction of cryogenic mobile installations to fulfill conflicting requirements, such as a robust mechanical construction and a low number of heat leaks to colder parts of the system under high safety standards. This paper provides a profound review of LNG applications in waterborne and land transport. Exemplary constructions of LNG engine supply systems are presented and discussed from the mechanical and thermodynamic points of view. Physical exergy recovery during LNG regasification is analyzed, and different methods of the process are both analytically and experimentally compared. The issues that surround two-phase flows and phase change processes in LNG regasification and recondensation are addressed, and technical solutions for boil-off gas recondensation are proposed. The paper also looks at the problems surrounding LNG installation data acquisition and control systems, concluding with a discussion of the impact of LNG technologies on future trends in low-emission transport.

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Section: Lng Cold Exergy Recovery Methods For Mobile Systems-overviewmentioning

confidence: 99%

Section: Lng Regasification and Chosen Challenges Of Lng Two-phase Heat Exchangersmentioning

confidence: 99%

Liquefied Natural Gas in Mobile Applications—Opportunities and Challenges

et al. 2020

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“…Operational and maintenance practices were observed through a combination of fieldwork, interaction with fleet owners, vehicle operators, and station personnel, and a review of literature. , These observations allowed for identification of practices that affect methane emissions from the HD transportation sector, both detrimental and beneficial. As examples, leaks and emissions from fittings or valves can be detected and eliminated through scheduled preventive maintenance, and vehicle operators may receive training such that manual venting of on-board LNG tanks is reduced.…”

Section: Equipment and Methodsmentioning

confidence: 99%

Pump-to-Wheels Methane Emissions from the Heavy-Duty Transportation Sector

Clark

McKain

Johnson

et al. 2016

Environ. Sci. Technol.

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Pump-to-wheels (PTW) methane emissions from the heavy-duty (HD) transportation sector, which have climate change implications, are poorly documented. In this study, methane emissions from HD natural gas fueled vehicles and the compressed natural gas (CNG) and liquefied natural gas (LNG) fueling stations that serve them were characterized. A novel measurement system was developed to quantify methane leaks and losses. Engine related emissions were characterized from twenty-two natural gas fueled transit buses, refuse trucks, and over-the-road (OTR) tractors. Losses from six LNG and eight CNG stations were characterized during compression, fuel delivery, storage, and from leaks. Cryogenic boil-off pressure rise and pressure control venting from LNG storage tanks were characterized using theoretical and empirical modeling. Field and laboratory observations of LNG storage tanks were used for model development and evaluation. PTW emissions were combined with a specific scenario to view emissions as a percent of throughput. Vehicle tailpipe and crankcase emissions were the highest sources of methane. Data from this research are being applied by the authors to develop models to forecast methane emissions from the future HD transportation sector.

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“…These trucks, which use a hydraulic fuel pump drive, will be demonstrated in California and British Columbia [9]. TRP is developing an advanced pump drive system, which derives power from the vaporizing LNG so that no engine attachments or power consumption is needed [10].…”

Section: Lng Fuel Delivery Componentsmentioning

confidence: 99%

Liquefied Natural Gas for Trucks and Buses

Wegrzyn¹,

Gurevich

2000

SAE Technical Paper Series

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Liquefied natural gas (LNG) is being developed as a heavy vehicle fuel. The reason for developing LNG is to reduce our dependency on imported oil by eliminating technical and costs barriers associated with its usage. The U.S. Department of Energy (DOE) has a program, currently in its third year, to develop and advance costeffective technologies for operating and refueling natural gas-fueled heavy vehicles (Class 7-8 trucks).The objectives of the DOE Natural Gas Vehicle Systems Program are to achieve market penetration by reducing vehicle conversion and fuel costs, to increase consumer acceptance by improving the reliability and efficiency, and to improve air quality by reducing tailpipe emissions. One way to reduce fuel costs is to develop new supplies of cheap natural gas. Significant progress is being made towards developing more energy-efficient, low-cost, small-scale natural gas liquefiers for exploiting alternative sources of natural gas such as from landfill and remote gas sites. In particular, the DOE program provides funds for research and development in the areas of; natural gas clean up, LNG production, advanced vehicle onboard storage tanks, improved fuel delivery systems and LNG market strategies. In general, the program seeks to integrate the individual components being developed into complete systems, and then demonstrate the technology to establish technical and economic feasibility. The paper also reviews the importance of cryogenics in designing LNG fuel delivery systems.

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Liquefaction Energy Recovery in LNG and LH2 Fueled Vehicles

Cited by 4 publications

References 7 publications

Liquefied Natural Gas in Mobile Applications—Opportunities and Challenges

Liquefied Natural Gas in Mobile Applications—Opportunities and Challenges

Pump-to-Wheels Methane Emissions from the Heavy-Duty Transportation Sector

Liquefied Natural Gas for Trucks and Buses

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