CN104853973A - 利用机车电气柜加热液化天然气 - Google Patents

利用机车电气柜加热液化天然气 Download PDF

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CN104853973A
CN104853973A CN201380057236.2A CN201380057236A CN104853973A CN 104853973 A CN104853973 A CN 104853973A CN 201380057236 A CN201380057236 A CN 201380057236A CN 104853973 A CN104853973 A CN 104853973A
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regulator cubicle
exch
gas
locomotive
lng
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D·R·科尔德伦
A·G·福奇
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Progress Rail Locomotive Inc
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Electro Motive Diesel Inc
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/06Apparatus for de-liquefying, e.g. by heating
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    • F17STORING OR DISTRIBUTING GASES OR LIQUIDS
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    • F17C9/00Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
    • F17C9/02Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure with change of state, e.g. vaporisation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61CLOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00Locomotives or motor railcars with IC engines or gas turbines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00Engines characterised by operating on gaseous fuels; Plants including such engines
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    • F17C2205/00Vessel construction, in particular mounting arrangements, attachments or identifications means
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    • F17C2223/00Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
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    • F17C2223/0153Liquefied gas, e.g. LPG, GPL
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    • F17C2223/0161Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
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Abstract

一种用于将电气柜(14)内的电气部件所产生的热能交换至液化气流的系统包括用于在低压下低温储存液化气的储存容器(110)。热交换器(154)配置于电气柜(14)中,并且,设置与储存容器(110)流体连通的低温泵(142),用于将自储存容器(110)接收的液化气加压至高压并将加压后的液化气泵送至一位置,在该位置处,利用由热交换器(154)从电气柜(14)吸收的热能将液化气汽化为气态形式。

Description

利用机车电气柜加热液化天然气
技术领域
本发明涉及用于在将低温液化天然气引入内燃机之前对其进行加热的热交换系统和方法。更具体地,本发明涉及用于将由机车的电气系统所产生的热量高效地传递至低温液化天然气流中的热交换系统。
背景技术
传统的铁路机车由内燃机来提供动力,所述内燃机驱动一个或多个发电机,而所述发电机又为一系列用于向驱动轮施加牵引力的牵引马达提供动力。通常情况下,传统机车中的内燃机为柴油机,其依赖于大量柴油燃料运行。随着人们愈加关注环境问题以及柴油燃料总成本的快速上涨,机车发动机的替代燃料方面也随之取得了显著的发展。诸如压缩天然气(CNG)、液化天然气(LNG)、液化石油气(LPG)、液化丙烷(LP)或冷冻液态甲烷(RLM)等燃料都可以作为环保上更清洁的替代性燃料,并且,由于当今更清洁燃烧的发动机所需的柴油重制成本不断上升,超过了这些充裕的替代燃料的成本,因此这些燃料的经济性也日益凸显。
为了适应替代燃料的推行,机车工业一直以来都在研发天然气发动机技术。人们已经开发出了完全依赖天然气运行的发动机,同时也开发了其它具有双燃料性能的混合发动机,其中,可以向所述发动机供应天然气和/或柴油燃料来实现运行。天然气燃料中,CNG已被用作燃料供应到机车发动机。然而,CNG的能量密度较低,这使其成为一种比较难使用的燃料,尤其是在需要大量燃料储备来完成长距离行程的铁路行业里。CNG的低能量密度以及高压储存要求(通常为200至250bar以上)需要大而重的加强型储存容器,而这类容器价格昂贵、效率低下。另一方面,LNG的能量密度比CNG的能量密度大2.4倍或为柴油燃料的60%,并且能够在比CNG低得多的压力下储存(通常小于10bar)。因此,机车工业日益期待将LNG用作一种可行的替代燃料选项。人们已经研发出了专用的补给车,所述运载工具专门设计有低温容器,用来在低压以及约-320°F(-160℃)至-265°F(130℃)之间的温度下储存LNG。这些容器绝热并且可包括多个壳体用以减少从周围环境到LNG的热传递。诸如汽化器和低温泵等专用设备用来对LNG进行加热以将LNG转化为气态和/或在适当的压力下将气体输送至发动机。
人们已经提出了各种用于将液态气体转化为气态以在内燃机中使用的传热系统,例如,在美国专利第No.7,841,322号中,所涉及的是一种用于柴油机的冷却器组件。通过将液体丙烷引入到冷却器组件中并使填充空气通过冷却器来冷却或过冷却进入发动机的填充空气。进入的填充空气由液体丙烷冷却,同时,液体丙烷也被进入的填充空气加热,进而将液体丙烷转化为气态,以便注入至发动机中。在其它常规系统中,从发动机冷却剂中获取热量,以在将液化天然气引入内燃机中之前对其进行加热。
由于机车上会产生大量热负荷(尤其是在某些情况下),因此需要一种专门设计的热交换系统,其在起汽化器的作用将低温输送液体转化为气态以便在柴油机中使用的同时可以获得低温输送液体的冷却效果。例如,由柴油机驱动的发电机也为电池充电、空气调节/加热、鼓风机、冷却风扇、各种泵和控制电路提供电力。机车的电气部件通常是布置在起保护和易于接入作用的电气柜中。有必要对电气柜的环境参数加以控制以保证电气设备正常运行并防止电气设备暴露于过热的环境中。一般来说,将设置风扇、鼓风机以及专用过滤器来控制电气柜中的环境并防止布置于其中的电气设备出现过热现象。
然而,这些传统的冷却系统通常依靠从环境源汲取的空气来提供热交换介质。例如,当机车正将重型负载运送通过长隧道时,环境空气的温度可能显著而急剧地上升到能使用于电气柜的传统冷却装置迅速失效的点,进而对电气部件造成损坏。因此,需要一种热交换系统,其在起汽化器的作用将低温输送液体转化为气态以便在机车的天然气发动机中使用的同时可以获得用于冷却机车的电气部件的低温输送液体的冷却效果。所述热交换系统可以是用于存放在天然气机车上的电气柜中的电气部件的初级和/或次级冷却源。
发明内容
本发明在较大程度上满足了上述需求,其中,根据一个实施例,一种用于将电气柜中的电气部件所产生的热能交换至液化气流的系统包括用于在低压下低温储存液化气的储存容器、配置于电气柜中的热交换器以及低温泵,所述低温泵与储存容器流体连通,用于将自储存容器接收的液化气加压至高压并将加压后的液化气泵送至一位置,在该位置处,利用由热交换器从电气柜吸收的热能将液化气汽化为气态形式。
根据一个实施例,运载工具包括用于将电气柜中的电气部件所产生的热能交换至液化气流的系统,该系统包括用于在低压下低温储存液化气的储存容器、配置于电气柜中的热交换器、以及与储存容器和热交换器流体连通的低温泵,所述低温泵用于将自储存容器接收的液化气加压至高压并将加压后的液化气泵送热交换器,以便利用从电气柜吸收的热能将液化气汽化为气态。
根据一个实施例,一种用于将气态燃料供应至机车上的内燃机的方法包括将补给车与机车相联接、将液化气从补给车上的储存容器泵送至配置于机车上的电气柜中的热交换器、利用从电气柜吸收的热能将热交换器中的液化气汽化以及将汽化后的液化气注入至内燃机中。
附图说明
图1为根据本发明各方面的机车的俯视图;
图2为图1所示的根据本发明各方面的机车的左视图;
图3为图1所示的根据本发明各方面的机车的另一剖视俯视图;
图4为根据本发明各方面的机车和液化天然气补给车的左视图,其中,局部剖视图示出了采用LNG的原动机动力源(例如高压直喷(HPDI)发动机);
图5为根据本发明各方面的带有燃料管理系统模块的液化天然气补给车的构型的透视图;
图6为根据本发明各方面的带有燃料管理系统模块的液化天然气补给车的另一构型的透视图;
图7为根据本发明各方面的与液化天然气补给车相联接的天然气机车上的热交换系统的侧视剖视图;
图8为根据本发明各方面的与液化天然气补给车相联接的天然气机车上的另一热交换系统的侧视剖视图;以及
图9为根据本发明各方面的与液化天然气补给车相联接的天然气机车上的另一热交换系统的侧视剖视图。
具体实施方式
现结合附图对本发明进行说明,其中在所有附图中,相同的参考符号指代相同的部件。
可以通过对连接、附接和/或结合在一起的部件进行描述来说明用于利用机车电气柜来加热液化天然气的系统和方法的各个方面。如本文所用,术语“连接”、“附接”和/或“结合”用于表示两个部件之间的直接连接,或者在适当时,通过介入部件或中间部件彼此间接地连接。相反,如果将部件称为“直接联接”、“直接附接”和/或“直接结合”至另一部件时,则不存在有介入元件。
本发明的实施例有利地提供了用于利用机车电气柜来加热液化天然气的系统和方法。本文所述的热交换系统有助于减轻机车的电气设备上的危险性热负载,同时还提供了一种用于将加压液化天然气注入内燃机之前对其进行加热的方法。本文所述的系统和方法适于与机车配套使用,尤其是与设计为或改造为依靠所注入的天然气来运行的机车配套使用。
图1和2示出了根据本发明各方面的机车10的俯视图和左视图。机车10设计为依靠液化气燃料(诸如LNG)运行。例如,机车可具有原动机源,所述原动机源为双燃料火花点火式或直喷式机车发动机,或者任何其它内部或外部往复式发动机,如斯特林循环或涡轮发动机。根据本发明的某些方面,机车10可以具有高压直喷(HPDI)发动机,所述发动机依赖于将高压气态燃料直接注入至压缩冲程后期的活塞缸中进而在效率上胜过柴油机。机车10可配置有驾驶室12、电气柜14、发电机室16、发动机室18、发动机冷却室20以及动态制动室22。
如图3的剖视俯视图所示,电气柜14可以容纳蓄电池24、功率逆变器26以及其它用于机车10的运行和控制的电气部件和系统。尽管通常用在传统机车上的铅酸蓄电池具有相当高的温度不敏感性并由此可能不会容纳于电气柜14中,但是,采用混合电动策略的最新水平的机车技术可要求蓄电池位于与其余敏感性电气部件相同的干净且低温的位置。可设置有电气柜空气过滤器28,干净的冷空气可从冷却空气入口30通过该电气柜空气过滤器28被接纳到电气柜14中。冷却空气入口30可流体地连接至惯性过滤器空气入口32(见图1),以将环境空气吸入至机车10中用作电气柜14的冷却空气和/或输送至原动机源40。由于机车10依靠由惯性过滤器空气入口32输送的环境空气来冷却电气柜14内的各部件,因而,在机车10的运行期间,有时可能需要额外的热交换系统来防止电气设备出现过热的现象和/或确保电气设备高效运转。例如,当机车10在有限的空间(如隧道)中运行时,可能会出现这样一种情况--通过惯性过滤器空气入口32引入的环境空气的温度不再足够低,无法提供所需要的冷却。
图4示出了与LNG补给车100相联接的机车10。在本发明的其它方面,机车10可改造或构造成具有独立的LNG储存器。但是,专用的LNG补给车100具有完备的安全记录,维持天然气的液体状态所需的许多独特的低温部件在各自的补给车上可轻松地维护并且轻易地接近,并且,LNG补给车100可与多个机车类型实现互换。例如,LNG补给车100可用来将燃料供应至用于机车的原动机动力源。此外,现在的机车上LNG所需的额外储存的空间是有限的。本LNG燃料添加设施是有限的,因此有利于扩大LNG为动力的列车的范围而不是缩小所述范围,而这正是在机车自身有限的LNG储存能力下所需要的。
如图4所示,LNG补给车100可包括例如位于轮式运货车112上的低温储存容器110。根据本发明各方面,如图5和图6所示,LNG补给车100可包括一个或多个LNG储存容器110,所述LNG储存容器110满足或超过国际标准化组织(ISO)的规定且配置为装载到标准的平板车120上。容器110可以是专门设计的具有双壁不锈钢结构的低温容器,这种结构可真空绝热以在约-320°F(-160℃)与-265°F(-130℃)之间的温度下储存LNG长达九十(90)天。LNG补给车100在LNG燃料储存能力和绝热性方面进行了优化,同时还作为标准的轨道车实现了便利的燃料运输。可设置罐体保持架130用来对平板车120上的存储容器110进行支撑和保护。
必须严格控制和监视天然气燃料至原动机源40的输送。储存容器110中的LNG在低压和低温下储存。为了向高压直喷(HPDI)发动机供应,例如必须将LNG汽化并在高压(通常大于200bar)下输送至原动机源40,以便直接注入至燃烧室中。
如图7所示,可以在LNG补给车100上设置燃料管理系统140,其包括用于燃料加压的低温泵142、用于对加压后的液体燃料加热和汽化的汽化器144以及控制器和其它气体硬件。例如,可从原动机源40直接获得动力的液压泵42可用来对低温泵142进行液压驱动。根据本发明的其它方面,电机可设置为燃料管理系统140的一部分来驱动低温泵142。根据本发明的其它方面,低温泵142可以是往复式活塞泵。根据本发明的其它方面,可以设置辅助发动机,所述辅助发动机能够配置为对低温泵142进行液压驱动或电驱动。
低温泵142可经由绝缘吸入管路146流体地连接至低温储存容器110。在运行期间,可通过绝缘吸入管路146将LNG吸至低温泵142的入口。低温泵142操作地在低温泵142的出口处将LNG的压力从10bar以下增至200bar以上。随后,加压后的LNG可通过汽化器144进行处理,在该汽化器144中,来自空气、水或(在许多情况下)发动机冷却剂等传热介质的热量用来加热加压后的LNG使其汽化,以便通过高压汽化器管路148将其输送至蓄能器150。如图7所示,发动机冷却剂可以通过冷却剂导管152循环至汽化器144。
蓄能器150可储存高度压缩的天然气,以便在精确控制的压力下将其调节输送到原动机源40。尽管图示为位于机车10上,但是蓄能器150可位于补给车100和设置为将汽化后的LNG输送至原动机源40的延长高压流体管路上。根据本发明的其它方面,可以设置多个蓄能器,以便实现和调节加压天然气向发动机的输送。尽管所示出和所描述的都是通过蓄能器150被输送至原动机源40,但是用于对所输送的压缩天然气测量和控制的其它合适装置也可用来对直接注入至燃烧室中的天然气的压力和流量进行调节。
机车10可具有中央控制器(未示出),所述中央控制器经由传感器系统(如压力传感器、温度传感器、容量传感器和流量传感器等等)实现了对燃料输送系统的监测和控制。传感器系统中可包括甲烷检测传感器(甲烷是天然气中的主要成分),这些传感器对燃料输送系统中所选择点处的甲烷水平进行测量,并且,如果在燃料输送路线的沿途某处检测到甲烷水平有所升高,这些传感器还会向中央控制器发出信号,表示可能出现了泄漏。该控制器可以是与机车计算机控制和管理系统集成在一起的控制系统的一部分。
图8示出了上述系统的变型。为了对维持于低温的燃料源的巨大冷却潜能加以利用,可以将电气柜热交换器154配置于电气柜14中。因此,电气柜热交换器154可有助于对电气柜14中的电气部件直接进行冷却,并将其中的电气设备所产生的热量带离电气柜14。如图8所示,加压后的LNG可通过绝热高压管路156从低温泵142输送至电气柜热交换器154。如此一来,来自电气柜14的热量便被吸入至流经电气柜热交换器154的加压LNG中,进而汽化加压LNG。所产生的加压天然气可以从电气柜热交换器154经由高压供给管路158通向蓄能器150,以便直接注入到原动机源40中。热交换系统在提供高效装置以移除电气柜14中的多余热量的同时还实现了对加压LNG的加热。
根据本发明的其它方面,加压LNG可以不直接地通向电气柜热交换器154。而是,可设置中间流体连接件以将电气柜14的热量经由电气柜热交换器154传递至中间流体中,在这之后,再将来自中间流体的热能传递至机车和/或补给车上任意预定位置处的LNG。
应当注意的是,本文所述的热交换系统具有一定的协同作用特性。例如,该系统对电气柜14进行冷却的能力可与对LNG进行加热以将其输送至原动机源40所需的热负荷呈正比。随着原动机源40输出的增加,需要增加热负荷以有效加热输送至原动机源40的增加量的LNG。在大多数情况下,随着原动机源40输出的增加,电气柜14中的部件所产生的热量也随之增加。因此,本发明的各方面允许电气柜14所需的冷却根据加热LNG以将其输送至工作的原动机源40所需的增多的热负荷成比例地增加。电气柜14的冷却需求通常与原动机源40输出的增加或减少成比例地增加或减少。同时,原动机源40的燃料需求的增加或减少使得流经热交换器154的LNG的容积燃料流增加或减少。由此,根据原动机源40的负荷需求,热交换器154将热负荷从电气柜14传递至LNG燃料流的能力与流经热交换器154的LNG的量成比例地变化。
图9示出了为机车10配置的热交换系统的另一变型。图9所示的天然气燃料系统可配置为提供多个热交换时机。例如,电气柜热交换器154可配置为只有在以下情形时才为电气柜14提供二次冷却源:容纳于电气柜14中的电气设备正经历高热负荷事件,或者期望保持具有发动机冷却剂的热交换回路所提供的冷却效果,同时还要提供由带有电气柜14的热交换回路所提供的冷却效果。照此,燃料管理系统140可包括分流阀160。可从低温泵142向分流阀160供应高压LNG。可以对分流阀160进行控制,进而将来自低温泵142的流体流朝向汽化器144和电气柜热交换器154中任一者或两者分流。两个传热回路可以单独地或者一前一后地将高压压缩天然气供应至原动机源40,同时为发动机冷却系统和电气柜14提供冷却源。
例如,控制器可以使分流阀160关闭朝向高压线路156的流,同时开启朝向汽化器144的流。随后,加压LNG可通过汽化器144进行处理,在该汽化器144处,来自循环通过冷却剂导管152的发动机冷却剂的热量用于对加压LNG进行加热,并将其汽化以通过高压汽化器管路148输送至蓄能器150中。在另一种状态下,控制器可控制分流阀160关闭高压LNG朝向汽化器144的流,并开启高压LNG朝向电气柜热交换器154的流。因此,来自电气柜14的热量被吸入至电气柜热交换器154中的加压LNG中,进而对加压LNG进行汽化,并且,所产生的加压天然气通过高压供应管路158提供至蓄能器150,以便直接注入至原动机源40中。在另一种状态下,控制器可控制分流阀开启加压LNG朝向汽化器144和电气柜热交换器154两者的流体流,在这种情形下,这两个热交换回路可通过蓄能器150将压缩天然气供应至原动机源40。
尽管根据本文中的描述具有分流阀160,但是,也可经由单独的电磁阀来实现相同的控制,其中,例如通过控制每一个电磁阀来控制通过其中一个热交换回路的单独流体流。也可相对于每个热交换回路来设置多个低温泵。
电气柜14中的温度传感器可以用于确定在何时需要进行额外的冷却。例如,当机车10在有限的空间(如隧道)中运行时,温度传感器可检测到电气柜14温度的急剧上升,并向控制器发出信号以将加压LNG中的一部分或全部分流至电气柜热交换器154。由此,电气柜热交换器154可获得其需要的冷却,同时将加压LNG加热至气态,确保原动机源40继续获得其需要的燃料以维持机车10的高效运行。
工业实用性
本发明包括一种在将低温液化天然气引入运载工具上的内燃机之前对其进行加热的普遍适用的热交换系统和方法。该热交换系统将运载工具的电气系统所产生的热能高效地传递至低温液化天然气流中。所公开的热交换系统在机车上使用,但也可在其它运载工具上使用,例如包括重型货车或船舶。
根据详细的说明书,本发明的许多特征和优点是显而易见的,因此,所附权利要求旨在涵盖本发明的所有落入本发明的真实精神和范围的特征和优点。此外,由于许多改进和变化对于本领域的技术人员来说都是容易想到的,因此,不希望将本发明限制于所示出和所描述的精确构造和操作,并且相应地,所有落入本发明范围内的合适的修改和等同物都可以被采用。

Claims (10)

1.一种用于将电气柜(14)中的电气部件所产生的热能交换至液化气流的系统,所述系统包括:
储存容器(110),所述储存容器用于在低压下低温储存液化气;
热交换器(154),所述热交换器配置于所述电气柜(14)中;以及
低温泵(142),所述低温泵与所述储存容器(110)流体连通,用于将自所述储存容器(110)接收的液化气加压至高压并将加压后的液化气泵送至一位置,在所述位置处,利用由所述热交换器(154)从所述电气柜(14)吸收的热能将液化气汽化为气态形式。
2.根据权利要求1所述的系统,其中,所述电气部件包括A/C功率逆变器(26)。
3.根据权利要求1所述的系统,还包括与所述热交换器(154)流体连通用于储存气态形式液化气的蓄能器(150)。
4.根据权利要求1所述的系统,其中,所述位置为所述热交换器(154)。
5.根据权利要求3所述的系统,还包括与所述蓄能器(150)流体连通以接收气态形式液化气作为燃料的原动机源(40)。
6.根据权利要求5所述的系统,还包括汽化器(144),所述汽化器与所述低温泵(142)流体连通,用于从所述低温泵(142)接收加压液化气并借助来自所述原动机源(40)的热能将加压液化气汽化为气态形式。
7.根据权利要求6所述的系统,还包括用于所述原动机源(40)的冷却剂系统(152),其中,所述汽化器(144)将热能从循环通过所述冷却剂系统的发动机冷却剂流转移至加压液化气。
8.根据权利要求7所述的系统,还包括用于控制加压液化气流向所述热交换器(152)和所述汽化器(144)中的两者或一者的分流阀(160)。
9.根据权利要求1所述的系统,还包括由所述原动机源(40)机械驱动以对所述低温泵(142)进行液压致动的液压驱动器(42)。
10.根据权利要求1所述的系统,还包括通向所述热交换器(144)的中间流体和中间流体连接件,其中,所述中间流体通过所述中间流体连接件运送,以在所述位置与液化气进行后续热交换之前从所述电气柜(14)吸收热量。
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