INTRODUCING VEHICULAR LNG IN THE NETHERLANDS

Transcription

1 INTRODUCING VEHICULAR LNG IN THE NETHERLANDS

2 Ros Roca Indox Cryo-Energy, S.L.

3 Ros Roca Indox Cryo-Energy, S.L. Turn-Key Natural Gas FUELLING STATIONS 2000: Indox (Lleida-Spain) L-CNG + LNG 2006: GasNatural (Lleida-Spain) L-CNG + LNG 2007: Monfort (Castelló-Spain) LNG 2007: GasNatural (Badalona-Spain) L-CNG 2008: Taxco (Valencia-Spain) CNG 2009: MAN (Poznan-Poland) L-CNG 2009: Endesa (Mallorca-Spain) CNG 2010: Monfort (Castelló-Spain) L-CNG + LNG 2010: Vicuña (Olaberría-Spain) L-CNG + LNG 2010: LNGEurope (Oss-The Netherlands) LNG 2011: GasNatural (Paterna-Spain) CNG 2011: GasNatural (Madrid-Spain) CNG 2011: FCC (Almassora-Spain) L-CNG 2011: Villava (Spain) CNG 2011: Via Augusta Gas (Zaragoza-Spain) L-CNG + LNG

4 1. How to Start with an LNG Station - Storage and Consumption Balance

5 2. Main Actors Vehicle already Certified Requirements from Vehicle VOS Logistics VAN Gansewinkel END USER LNG Supply LNG Europe Mercedes ECONIC NGT NG Vehicle LNG Station RRIC LNG Europe Requirements from Vehicle LNG Tank RRIC Regulations Regulations Municipality RDW Lloyd s Kiwa Gastec LNG in The Netherlands? Regulations Requirements from Users

6 - Two tanks per truck to maximize range to maximize range Boil off line 3. TANK REQUIREMENTS Slave tank Master tank - Optimizing tank capacity in the available p space to maximize range - Working Pressure: 18 bar (gas engine requirement)

7 3.1 Working Pressure 18 bar: Heat transfer issue C = 3,77 kj/kg C = 4,51 kj/kg 6 bar; -136ºC 6,31 bar; -135ºC 18 bar; -111ºC 18,66 bar; -110ºC Pressure [bar] P H P L Temperature [ºC] Equilibrium Curve Cp C [kj/kg K] 1 kj on 1 kg of LNG at 136ºC and 6 bar (LEC) 0,08 bar increase 1kJ on 1k kg of flng at t111ºc and d18b bar (HEC) 015b 0,15 bar increase x 1,8

8 3.1 Working Pressure 18 bar: Heat transfer issue Available pressure increase -> Reduced range at HEC Pressure e [bar] P L C [kj/k kg K] Temperature [ºC] Equilibrium Curve Cp LEC: Pressure Raise from-136ºc and 6 bar to -113ºC and 17 bar HEC: Pressure Raise from -111ºC and 18 bar to -103ºC and 24 bar 96 kj 38 kj x 2,5

9 3.1 Working Pressure 18 bar: Heat transfer issue TARGET: IMPROVE INSULATION!!! Equivalent distance of Square Design : x 2 Pressure Raise HEC 1.25 x Pressure Raise LEC

10 3.2 Homologation Requirements - production inspection stages - material & components certificates (R110) - quality checks - tests procedures mainly based on TPED, ADR, EN and common requirements. - FEA on tank & supports considering: i Longitudinal: 6.6 G Transversal: 5 G - Lateral impact: potential leakage - Insulation behaviour when loosing vaccum (accident) - Documentation: P&ID, Equipment list, Hazop or DFMEA, Declaration of Conformity according to TPED for additional components (vaporator, pressure measurement devices, valves, pressure relief valves), User s s Manual and Test & Inspection Plan.

11 3.2 Homologation Requirements Without Perlite With Perlite - Lateral impact: potential leakage

12 3.2 Homologation Requirements Vaccum lost (accident) 1000,00 100,00 Q (W/m2 2) 10,00 1,00 0,10 Working performance 0,1 1,0 10,0 100, , , , ,0 Vacuum (micrhg) Perlita CRS-W - Insulation behaviour when loosing vaccum (accident)

13 4. FILLING STATION REQUIREMENTS - FILLING HOSE + VAPOUR RETURN HOSE - PRESSURE RAISE IN THE TANK - Normal Heat leak into the tank - Station Cooldown (heat into the tank) - Hot Gas Return from vehicle tanks (through vapour return line)

14 4.1 FILLING HOSE + VAPOUR RETURN HOSE WHY? All stations require the gas pressure relief valve at least to start filling when vehicle tank pressure is high. One tank trucks can be refilled with just one hose (LNG filling) because of Top Filling when pressure has been relieved. TWO TANK TRUCKS REQUIRE TWO HOSES (FILLING + RETURN): It is not possible to collapse pressure on both tanks.

15 4.1 FILLING HOSE + VAPOUR RETURN HOSE First tank filled up Input Flow Second tank filled up Vent Flow Stop filling

16 4.2 PRESSURE RAISE IN THE TANK - - Normal Heat leak into the tank Station Cooldown (heat into the tank) - Hot Gas Return from vehicle tanks (vapour return line)

17 421STATIONCOOLDOWN&VAPOURRETURN RETURN CoolDown P P Truck filling Cooldown increases pressure in the tank (which decreases quickly) Filling reduces pressure in the tank Each cooldown/filling introduces heat in the tank After STOP filling gpressure increases due to the introduced heat BREAK-EVEN IS AROUND 200 kg / FILLING

18 421STATIONCOOLDOWN&VAPOURRETURN RETURN The heat increases temperature-pressure continuosly on each cooldown & stop. LNG Temperature [ºC C] Number of Cooldowns Temperature Pressure The heat introduced d allows around 15 Cooldowns before the LNG temperature t reaches -116ºC, which is the equilibrium temperature for 15 bar Tank size 30 m3 LNG Density 0,42 Tn/m3 Maximum tank level 85 % Mínimum tank level 5 % Mass to be consumed kg Vehicles 4 units Mass per vehicle kg/vehicle Mass per filling/vehicle 160 kg/filling a vehicle Amount of refillings per vehicle 15,75 refillings/vehicle ALL 4 VEHICLES AT OSS SHOULD REFILL AT SAME TIME (1 Cooldown for all) Pressure [bar]

19 5. HUMAN FACTOR - Vehicle Tanks: Parallel filling Serial Filling - Nozzles: Drivers complain Change of Nozzles - Drivers and mechanics formation

20 5. HUMAN FACTOR: Parallel / Serial Filling PARALLEL SERIAL OPERATIONS: OPERATIONS: - Close gas valve on tank 2 - Open gas valve on tank 1 - Fill tank 1 - Close gas valve on tank 1 - Open gas valve on tank 2 - Fill tank 2 POSITIVE: - Pressure on both tanks is independant NEGATIVE: - Driver can close by mistake LNG valves - Fill both tanks automatically. Driver do not touches valves POSITIVE: - Easy operation: No mistakes NEGATIVE: - Pressure on both tanks is common

21 5. HUMAN FACTOR: Nozzles - Mechanical design: Friction when connecting and disconnecting - Ice blocks disconnection - Pressure do not blocks disconnection - Ice-breaker patent

22 5. HUMAN FACTOR: Formation - Drivers -LNG - What is each valve for? - What to do when? - Trouble-shooting - Mercedes Mechanics: -LNG - How an LNG Tank works? - Main components in an LNG Tank - P&I of the system - Identifying lines - Operation procedures in the station - Operation procedures for parking - Trouble-shooting

23 6. CONCLUSIONS - LNG vehicle tanks to be designed as a vehicular application: - Insulation performance still reasonable at no-vacuum - Minimize effect of a lateral impact - Balance between storage and consumption is key for an LNG fuelling station - Thumb rule: Minimum 10 LNG vehicles per Station - LNG Technology is reasonably mature, but still potential improvements: - JC Carter Nozzle improves performance of Fuelling Stations - The different actors have to assume the leading role of these kind of projects on countries starting with vehicular LNG.

24 THANKS!

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