WO2022221924A1 - Système de transport et de stockage de gaz - Google Patents

Système de transport et de stockage de gaz Download PDF

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Publication number
WO2022221924A1
WO2022221924A1 PCT/AU2022/050368 AU2022050368W WO2022221924A1 WO 2022221924 A1 WO2022221924 A1 WO 2022221924A1 AU 2022050368 W AU2022050368 W AU 2022050368W WO 2022221924 A1 WO2022221924 A1 WO 2022221924A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydrogen
container
vessel
gas
transport vessel
Prior art date
Application number
PCT/AU2022/050368
Other languages
English (en)
Inventor
Christopher Colin Stephen
Mark Stewart Dimmock
Original Assignee
Christopher Colin Stephen
Mark Stewart Dimmock
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2021901200A external-priority patent/AU2021901200A0/en
Priority claimed from AU2021229217A external-priority patent/AU2021229217B1/en
Application filed by Christopher Colin Stephen, Mark Stewart Dimmock filed Critical Christopher Colin Stephen
Publication of WO2022221924A1 publication Critical patent/WO2022221924A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B22/00—Buoys
    • B63B22/24—Buoys container type, i.e. having provision for the storage of material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
    • B63B25/006—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for floating containers, barges or other floating cargo
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/68—Tugs for towing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/10—Combinations of wind motors with apparatus storing energy
    • F03D9/19—Combinations of wind motors with apparatus storing energy storing chemical energy, e.g. using electrolysis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
    • F03G3/00—Other motors, e.g. gravity or inertia motors
    • F03G3/087—Gravity or weight motors
    • F03G3/094—Gravity or weight motors specially adapted for potential energy power storage stations; combinations of gravity or weight motors with electric motors or generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
    • F17C1/002—Storage in barges or on ships
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
    • F17C1/007—Underground or underwater storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
    • F17C1/02—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge involving reinforcing arrangements
    • F17C1/04—Protecting sheathings
    • F17C1/06—Protecting sheathings built-up from wound-on bands or filamentary material, e.g. wires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/002—Details of vessels or of the filling or discharging of vessels for vessels under pressure
    • F17C13/003—Means for coding or identifying them and/or their contents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C13/00—Details of vessels or of the filling or discharging of vessels
    • F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
    • F17C13/025—Special adaptations of indicating, measuring, or monitoring equipment having the pressure as the parameter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/002—Automated filling apparatus
    • F17C5/007—Automated filling apparatus for individual gas tanks or containers, e.g. in vehicles
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/0205—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system
    • G05B13/024—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system in which a parameter or coefficient is automatically adjusted to optimise the performance
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/045—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using logic state machines, consisting only of a memory or a programmable logic device containing the logic for the controlled machine and in which the state of its outputs is dependent on the state of its inputs or part of its own output states, e.g. binary decision controllers, finite state controllers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J15/00—Systems for storing electric energy
    • H02J15/007—Systems for storing electric energy involving storage in the form of mechanical energy, e.g. fly-wheels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/46—Controlling of the sharing of output between the generators, converters, or transformers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
    • H02K7/025—Additional mass for increasing inertia, e.g. flywheels for power storage
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
    • H04Q9/02—Automatically-operated arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B22/00—Buoys
    • B63B2022/006—Buoys specially adapted for measuring or watch purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • B63B2035/4433—Floating structures carrying electric power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • B63B2035/4473—Floating structures supporting industrial plants, such as factories, refineries, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
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    • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
    • B63B2035/4486—Floating storage vessels, other than vessels for hydrocarbon production and storage, e.g. for liquid cargo
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B22/00—Buoys
    • B63B22/24—Buoys container type, i.e. having provision for the storage of material
    • B63B22/26—Buoys container type, i.e. having provision for the storage of material having means to selectively release contents, e.g. swivel couplings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/34—Pontoons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
    • B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
    • B63G8/42—Towed underwater vessels
    • B63G2008/425—Towed underwater vessels for transporting cargo, e.g. submersible barges for fluid cargo
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/10—Combinations of wind motors with apparatus storing energy
    • F03D9/13—Combinations of wind motors with apparatus storing energy storing gravitational potential energy
    • F03D9/16—Combinations of wind motors with apparatus storing energy storing gravitational potential energy using weights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/10—Combinations of wind motors with apparatus storing energy
    • F03D9/17—Combinations of wind motors with apparatus storing energy storing energy in pressurised fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2220/00—Application
    • F05B2220/61—Application for hydrogen and/or oxygen production
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
    • F17C1/02—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge involving reinforcing arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C2201/01—Shape
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    • F17C2201/0109—Shape cylindrical with exteriorly curved end-piece
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C2201/0128—Shape spherical or elliptical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
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    • F17C2201/03—Orientation
    • F17C2201/035—Orientation with substantially horizontal main axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C2203/012—Reinforcing means on or in the wall, e.g. ribs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0103—Exterior arrangements
    • F17C2205/0107—Frames
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/013—Two or more vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/013—Two or more vessels
    • F17C2205/0134—Two or more vessels characterised by the presence of fluid connection between vessels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0123—Mounting arrangements characterised by number of vessels
    • F17C2205/013—Two or more vessels
    • F17C2205/0134—Two or more vessels characterised by the presence of fluid connection between vessels
    • F17C2205/0138—Two or more vessels characterised by the presence of fluid connection between vessels bundled in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
    • F17C2205/0153—Details of mounting arrangements
    • F17C2205/0157—Details of mounting arrangements for transport
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C2205/01—Mounting arrangements
    • F17C2205/0153—Details of mounting arrangements
    • F17C2205/018—Supporting feet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/01—Mounting arrangements
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    • F17C2205/0184—Attachments to the ground, e.g. mooring or anchoring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
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    • F17C2205/0192—Details of mounting arrangements with external bearing means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
    • F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
    • F17C2205/0323—Valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
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    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/01—Pure fluids
    • F17C2221/011—Oxygen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/01—Pure fluids
    • F17C2221/012—Hydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0107—Single phase
    • F17C2223/0123—Single phase gaseous, e.g. CNG, GNC
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/035—High pressure (>10 bar)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/01—Propulsion of the fluid
    • F17C2227/0128—Propulsion of the fluid with pumps or compressors
    • F17C2227/0157—Compressors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/032—Control means using computers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/034—Control means using wireless transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
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    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0469—Constraints, e.g. by gauges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
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    • F17C2250/0478—Position or presence
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
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    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/06—Fluid distribution
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/011—Barges
    • F17C2270/0115—Barges immerged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0118—Offshore
    • F17C2270/0128—Storage in depth
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
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    • F17C2270/0102—Applications for fluid transport or storage on or in the water
    • F17C2270/0131—Submarines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C7/00—Methods or apparatus for discharging liquefied, solidified, or compressed gases from pressure vessels, not covered by another subclass
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/30—The power source being a fuel cell
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/10—Arrangements in telecontrol or telemetry systems using a centralized architecture
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/30—Arrangements in telecontrol or telemetry systems using a wired architecture
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/40—Arrangements in telecontrol or telemetry systems using a wireless architecture
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02—Services making use of location information
    • H04W4/029—Location-based management or tracking services

Definitions

  • the present disclosure provides a transport vessel for transporting gas on water, the transport vessel comprising: at least one gas container positioned within the transport vessel for storing gas; at least one gas pipe to receive and send the gas to/from the gas container; at least one valve to control the receiving and sending of the gas; a main body configured to receive the gas container and ballast that is external to the gas container for providing neutral buoyancy, wherein the ballast is configured to provide structural strength to counteract longitudinal bending and torsion of the main body; and wherein the main body is configured in a hydrodynamic shape for reducing drag when the transport vessel is moving on or in water.
  • the transport vessel may have a connection mechanism arranged to provide one or more of a fixed distance between the transport vessel and either the further transport vessel or the self-propelled vessel; bending relative to the transport vessel and either the further vessel or the self-propelled vessel in a longitudinal direction, both parallel and perpendicular to a surface of the water; and rotating of the transport vessel relative to either the further vessel or the self- propelled vessel.
  • the transport vessel may have at least one gas pipe connecting the fuel cell to the first partitioned portion to provide gas to the fuel cell.
  • the transport vessel may have at least one valve and at least one gas pipe arranged to be in communication with the first partitioned portion for filling and removing gas from the first partitioned portion.
  • the present disclosure provides a gas container for transportation and/or storage of a gas, the container comprising: a cylindrical body with a hemispherical front end and a hemispherical back end, and a keel comprising an I-beam attached longitudinally along the container, and one or more valves to introduce and/or extract liquid and/or gas into/from the container.
  • the gas container may have two or more legs arranged to support the keel above a landing surface on which the container is to be stored.
  • the gas container may have at least two anchors to anchor the container to a landing surface
  • Fig 9 shows a watercraft towing a series of hydrogen containers.
  • Hydrogen containers 30 preferably have a negative buoyancy so that they can sink and be stored on the seabed. So that the hydrogen containers 30 do not move on the seabed, the containers 30 are connected to one or more anchors via intelligent / smart buoys, which will be described below.
  • the hydrogen containers 30 also have a ballast system to control the rate at which they sink to the seabed, and the rate at which they can rise to the sea surface. Allowing the containers 30 to rise to the surface allows a watercraft 60 to connect to the container(s) 30 and transport the container(s) 30 to another location. As shown in Fig 1, the container(s) 30 are towed fully submerged in the water, preferably at about 15m below the water surface 65 to avoid any unwanted turbulence.
  • a computer (or server) controlled method of controlling a hydrogen production facility, a gas or liquid storage facility, a gas or liquid transportation facility, a gas or liquid distribution facility and/or an electricity generation system using the transported gas or liquid According to this method, and associated computer or server system, one or more of the following steps can be implemented by the various components of the herein described system.
  • one or more hydrogen production, storage, transportation, distribution and/or electricity generation procedures may be controlled remotely, i.e. not controlled by a person locally, using any suitable remote communication, feedback and control systems.
  • a remote-control system including remote controllers e.g.
  • the system may be adapted or arranged to analyse the captured signals from the one or more feedback sensors using an artificial intelligence or machine learning system. The system may then adapt and/or automate the hydrogen production, transport and/or storage procedures based on the analysis performed by the artificial intelligence or machine learning system.
  • one or more of the feedback sensors may be a water flow sensor to measure the relative speed of the hydrogen container or the surface tug to the surrounding water to calculate current from the relative water speed and GPS location.
  • strain gauges attached to the gas containers can measure the strain on a particular part of the gas container in different weather conditions and gas pressures. This information can provide input to the control system as to when the vessel should submerge to reduce stresses caused e.g. by bad weather to maintain a suitable safety factor.
  • one or more of the feedback sensors may be a pressure sensor for sensing pressure of the hydrogen in the container. For example, this may be used to measure the storage efficiency of containers, which allows selection of those with the best storage for long term storage, and helps optimize the pressure. That is, leakage increases with pressure, so the system can optimize the pressure of the hydrogen container for how long the hydrogen container will contain hydrogen at which pressure etc.
  • An Al based system may be adapted to manage the storage efficiency of the hydrogen containers.
  • FIGs. 1A and 1B depict a general-purpose computer system 100 in the form of a server, upon which the various arrangements described herein may be practiced.
  • the software 1333 is typically stored in the HDD 1310 or the memory 1306.
  • the software is loaded into the computer system 100 from a computer readable medium, and executed by the computer system 100.
  • the software 1333 may be stored on an optically readable disk storage medium (e.g., CD-ROM) 1325 that is read by the optical disk drive 1312.
  • a computer readable medium having such software or computer program recorded on it is a computer program product.
  • the use of the computer program product in the computer system 100 preferably effects an apparatus for use in an emergency response system as described herein.
  • Examples of such storage media include floppy disks, magnetic tape, CD-ROM, DVD, Blu-rayTM Disc, a hard disk drive, a ROM or integrated circuit, USB memory, a magneto optical disk, or a computer readable card such as a PCMCIA card and the like, whether or not such devices are internal or external of the computer module 1301.
  • Examples of transitory or non-tangible computer readable transmission media that may also participate in the provision of software, application programs, instructions and/or data to the computer module 1301 include radio or infra-red transmission channels as well as a network connection to another computer or networked device, and the Internet or Intranets including e-mail transmissions and information recorded on Websites and the like.
  • a power-on self-test (POST) program 1350 executes.
  • the POST program 1350 is typically stored in a ROM 1349 of the semiconductor memory 1306 of Fig. 1B.
  • a hardware device such as the ROM 1349 storing software is sometimes referred to as firmware.
  • the POST program 1350 examines hardware within the computer module 1301 to ensure proper functioning and typically checks the processor 1305, the memory 1334 (1309, 1306), and a basic input-output systems software (BIOS) module 1351, also typically stored in the ROM 1349, for correct operation. Once the POST program 1350 has run successfully, the BIOS 1351 activates the hard disk drive 1310 of Fig. 1B.
  • BIOS basic input-output systems software
  • the disclosed arrangements use input variables 1354, such as sensor variables derived from sensor signals for example, which are stored in the memory 1334 in corresponding memory locations 1355, 1356, 1357.
  • the arrangements produce output variables 1361, such as sensor variables derived from sensor signals, which are stored in the memory 1334 in corresponding memory locations 1362, 1363, 1364.
  • Intermediate variables 1358 may be stored in memory locations 1359, 1360, 1366 and 1367.
  • a further fetch, decode, and execute cycle for the next instruction may be executed.
  • a store cycle may be performed by which the control unit 1339 stores or writes a value to a memory location 1332.
  • the server related methods described herein may alternatively be implemented in dedicated hardware such as one or more integrated circuits performing the functions or sub functions of the emergency response system as described.
  • dedicated hardware may include graphic processors, digital signal processors, or one or more microprocessors and associated memories.
  • FIG 3 shows a top schematic view of the hydrogen containers 30 stored on the seabed.
  • the containers 30 are connected by pipes to the fuel cell 24 on the pontoon 26 of the hydrogen generation system 20, which is shown floating on the water surface 65, to generate electricity from the stored hydrogen.
  • the stored hydrogen is moved from the containers 30 to the fuel cell 24 via a pump 70 and one or more pipes 72.
  • Fig 4 shows a similar configuration to the hydrogen containers 30 stored on the seabed in Fig 3.
  • the electrolysis unit 22 is shown on the pontoon 26 of the hydrogen generation system 20, which floats on the water surface 65.
  • the electrolysis unit 22 receives ‘green’ electrical power from the methods described above.
  • the pump 70 delivers hydrogen generated by the electrolysis unit 22 to the one or more hydrogen containers 30 on the sea bed via the pipes 72.
  • Fig 6 shows a schematic section view (above) and a side view (below) of the hydrogen container 30.
  • the hydrogen container 30 includes: a body 31 with a first hemispherical end 32 spaced apart from a second hemispherical end 33; a cylindrical sidewall 34 connecting the first and second ends 32, 33 to form the body 31 of the hydrogen container 30; a cavity 35 defined by the body 31 ; and one or more bands 37 attached to the sidewall 34 to increase an amount of allowable pressure contained within the cavity 35 of the hydrogen container 30.
  • a valve (with a cover) is also provided to allow hydrogen to enter and exit the container.
  • each of the one or more bands 37 include four segments 38,
  • segment 38 has two lugs 39.
  • One lug 39 connects to lug 39’ of segment 38’.
  • the other lug 39’ will connect with lug 39” of segment 38” and so on until a complete ring is formed around the body 31 of the hydrogen container 30.
  • Fig 7 shows two other preferred forms of the hydrogen container 30.
  • the hydrogen container may have two segments 38, 38’ or even 3 segments 38, 38’, 38”. These segments are joined via corresponding lugs 39, as described above, to form bands 37 around the hydrogen container 30. Therefore, the hydrogen container 30 may have at least two segments 38 forming the band 37.
  • the lugs When the lugs are connected, they may also be connected to a beam (B), which is preferably structural such as an I-Beam for example.
  • the load of the hydrogen container is spread across the span of the beam.
  • the beam is connected to a pulley (P) which is connected to another pulley attached to an anchor in or on the seabed as shown in Fig. 13.
  • the anchor can be an anchor drilled into the seabed, or it can be a mass greater than the displacement of the hydrogen cylinder such as the anchors described in the Applicant’s PCT application PCT/AU2020/051408.
  • Mechanical advantage is achieved by having the rope go around multiple pulleys.
  • a winch/generator system for example as disclosed in Fig. 13, may include at least one winch/generator. The winch/generator may be located on a pontoon (or on another surface).
  • the winch may pull at least one attached rope of the winch/generator system to lower the hydrogen cylinder using at least one pulley of the winch/generator system to store energy, and then, when the hydrogen cylinder is allowed to rise (e.g. by releasing the rope), energy is generated by the winch via the generator.
  • the hydrogen container is shown in a truss-like structure 80 with arms 82’ holding the hydrogen container 30.
  • This structure is a support structure that supports the container.
  • tanks 84 which may be in the form of an air/water tank and/or a dense ballast to adjust the overall buoyancy of the hydrogen container 30.
  • One or more controllers 90 may be provided to control the amount of air/water in the tanks 84 to adjust the buoyancy.
  • the controllers 90 may have, or be connected to, control valves for controlling the flow of water/air into and out of the tanks 84.
  • air may be provided by additional air tanks (e.g. compressed air). Water may be pumped in from the sea.
  • Static ballasts may be provided as part of the support structure, where the static ballast includes dense beams or concrete that are formed to provide one or more of i) a counterweight to the positive buoyancy of the at least one buoyancy tank, ii) structural integrity to the container transport vessel, and iii) a foundation which can rest on a seabed and on which the container can rest for storage.
  • the static ballast may include a container connection device for connecting to at least a portion of the container, for example, to hold the container in place and stop it from moving too much.
  • the container connection device may connect to the band and/or the segment of the container, as described herein.
  • the control surfaces 86 are preferably positioned near or at the bow and/or stern of the hydrogen container 30 so as to adjust the level of the hydrogen container 30 when the hydrogen container is moving (e.g. being towed).
  • the control surface e.g. hydroplane
  • the angle of the top surface of the hydroplane with respect to the structure 80 changes and so causes the structure 80 to be pushed down or raised up as the water moves over the top surface and applies a force.
  • the hydrogen container 30 and the truss-like structure 80 are configured to attach to the floating pontoon 26.
  • controllers for controlling the position of the one or more control surfaces. It will be understood that there may be one or more control surfaces, such as hydroplanes.
  • the filling of the hydrogen container may occur at a place of generation of the hydrogen and the towing of the hydrogen container tows the hydrogen to a place of consumption of the hydrogen thus providing a much more efficient hydrogen generation and consumption system overall.
  • Fig 10A shows a schematic side view of the anchor 40 illustrated in Fig 1.
  • the anchor 40 has an end preferably drilled into the seabed so that it is secure.
  • an alternative method of anchoring is to use heavy weights as disclosed in the Applicant’s PCT application PCT/AU2020/051408.
  • a swivel 42 Attached to the swivel 42 is a ligature that is connected to the smart buoy 50.
  • the ligature may be in the form of a rope or chain, for example.
  • the smart buoy 50 is shown connected to the hydrogen container 30, that is located on the seabed.
  • Fig 10B shows a top view of the anchor 40, smart buoy 50 and hydrogen container 30 configuration that is shown in Fig 10A.
  • three containers 50 are shown connected to their respective anchors 40 on the seabed.
  • the purpose of the swivel 42 on the anchor 40 is to allow the containers to align themselves parallel to the ocean current.
  • many more anchors 40 may be placed on seabed to provide more hydrogen container 30 storage on the seabed as required.
  • Figs 10C, 10D and 10E show a more detailed view of the anchor 40.
  • a hydrogen pipe 44 to transfer hydrogen to and from the hydrogen container 30 is connected to the anchor 40.
  • a winch 46 to adjust the length of the ligature that connects the hydrogen container 30 to the anchor 40. Pulling the hydrogen container closer to the anchor is usually achieved when the hydrogen container is floating.
  • Fig 10D shows that as the hydrogen container 30 gets pulled closer to the anchor 40, the smart buoy 50 floats higher toward the water surface.
  • Fig 10F shows an end of the hydrogen pipe 44 having a male fitting such as a bayonet gas fitting 45. The male bayonet fitting 45 is to be inserted into female hydrogen pipe connection 46 located on the hydrogen container 30.
  • the female hydrogen pipe connection 46 is generally cylindrical and has a conical guide 47 to guide the bayonet 45 of the hydrogen pipe into the connection 46. Located with the female hydrogen pipe connection 46 is a sealing gel 48 which seals around the bayonet fitting 45. The bayonet fitting 45 then engages with a female bayonet gas fitting 49 to allow the passage of hydrogen to and from the hydrogen container 30 via hydrogen pipe 44.
  • Fig 18 watercraft 60 has one or more arms 66 that are remotely controllable.
  • Fig 18 in particular shows steps to connect a pipe to a hydrogen container as follows:
  • the hydrogen container 30 floats from the seabed to the water surface.
  • the watercraft 60 tows the hydrogen container 30 close to hydrogen pipe 44.
  • the arm 66 from the watercraft 60 grabs hydrogen pipe 44 that is attached to the buoy 50.
  • a second arm 66 grabs the hydrogen container 30 and the pipe 44.
  • Item 3A of Fig 18 shows a top view of the watercraft 60 with two arms 66. One arm is connected to the buoy 50 and the other arm 66 is connected to the container 30.
  • Item 3B of Fig 18 shows the arms 66 bringing the floating container 30 and the buoy 50 with hydrogen pipe closer together. Also shown at step 3B is the arm 66 connecting the pipe attached to the buoy 50 to the hydrogen container 30.
  • Item 3C of Fig 18 shows the arm 66 of the watercraft 60 holding the hydrogen container 30 in place whilst the other arm 66 is connected to the buoy 50 and another hydrogen container 30, located on the seabed.
  • Fig 19 shows a dual skinned hydrogen container 30 with H2 molecules in an inner container 34’ and air in a space 35’ between the inner container 34’ and the outer container 34.
  • Water can be electrolyzed into hydrogen. Oxygen from the air and stored hydrogen can then be recombined into H20 in a fuel cell to generate electricity without burning the hydrogen. No pollutants are generated. Electricity to generate hydrogen can come from solar or wind. Large volumes of stored hydrogen could produce sufficient electricity to fill the energy generation gap when there is little wind and on cloudy days.
  • 1 mole of water contains 6.0221 x 10**23 molecules of water. 1 mole of water weighs approx. 18g which is the atomic weight of hydrogen x 2 plus the atomic weight of oxygen.
  • a problem with the hydrogen economy becoming established is that potential suppliers want an established market for hydrogen before they invest in generating hydrogen, and potential users of hydrogen want a reliable supply of hydrogen before they will invest in equipment that consumes hydrogen.
  • Embodiments overcome this problem because it both creates hydrogen, transports hydrogen to places where there is a strong demand for electricity, and then consumes hydrogen to generate electricity, which has a ready market. Any hydrogen can therefore be consumed to generate electricity, allowing investment in the production of hydrogen which can then be used in multiple markets other than the generation of electricity.
  • a problem with hydrogen is that storing hydrogen at high pressures can cause hydrogen embrittlement of steel, so the storage of hydrogen as a gas is seen as problematic.
  • Described herein is a new and highly efficient energy system utilizing hydrogen, and includes methods of efficient and low-cost storage, transport and distribution of hydrogen that obviates the problems described above.
  • Hydrogen is stored in a purpose-built hydrogen container: a large, low cost steel pipe with hemispheres at either end at relatively low pressures. The pipe is transported internationally on the surface in good weather, and underwater, in poor weather, at a depth where the water is calm so that the hydrogen container does not need to be built to withstand surface storms.
  • the hydrogen containers can be stored at sea and hydrogen can be generated on floating pontoons and pumped directly into the hydrogen container, generated on land close to the sea and pumped into a hydrogen container, or generated inland and trucked or piped either to the shore to be pumped into a hydrogen container, or trucked or transported by rail or piped to a plant where the hydrogen can be converted to electricity.
  • Fuel cells on floating pontoons can generate electricity from the hydrogen and power the grid via an undersea cable.
  • Hydrogen transported in hydrogen containers can be converted to electricity at sea or on the seashore, or discharged into pipes, trucks or railcars for transport on land to fuel cell installations for the conversion to electricity located near grid connections or for use in industrial processes.
  • offshore natural gas could simply be compressed as it is stored in a hydrogen container (possibly as significantly higher pressures), towed underwater to a floating platform on which there is a gas turbine, and the electricity is generated by the gas turbine and transmitted by cable to a substation for connection to the grid.
  • the gas could be piped to a gas turbine close to the shore. All the energy is captured, even the energy involved in the compression of the gas. Less energy is used transporting the gas. Less C02 is therefore produced by this process than with LNG, and furthermore, it will cost substantially less. The amount of energy transported will simply depend on the number of hydrogen containers that are towed.
  • the maritime transport emissions of C02 can be reduced if other non-urgent commodities are transported slowly in submersible containers. Grain could fill a container that is then pressurized with C02 to kill insects, to protect the grain and to provide structural strength to the container. A large number of other materials could be transported in this way including bulk cement and bulk chemicals. Storing the containers at sea will dramatically reduce storage costs and will provide strategic supplies to minimize supply chain problems in the case of a pandemic, trade wars and hostilities. It will also allow e.g. a construction company to buy bulk cement when it is low cost and there are good exchange rates and then import it and store it until needed. Such a system could potentially reduce the costs and risks of commodity trading.
  • a container When the stored material is needed, a container can be floated close to the shore where it can be attached to a crane. The buoyancy regulation devices can then be unattached, and the container is lifted from the water and then loaded onto a waiting rail car or a truck.
  • a large low-cost steel container is constructed that can store hydrogen under pressure.
  • This container is called a hydrogen container but such a container can hold other gases and liquids, including clean water. It could also hold granular materials such as cement or grains.
  • Such a hydrogen container could be a steel pipe with a hemisphere at each end that can withstand being filled with high pressure hydrogen.
  • the inside of the hydrogen container can be lined with one or more materials to reduce the hydrogen penetration into the steel if this is effective and cost effective.
  • This container can be used both to store and to transport hydrogen, eliminating the double handling of the fuel reducing costs and increasing energy efficiency.
  • Longitudinal and tortional bracing can be designed into the skin of the hydrogen container, can be constructed inside the hydrogen container or the ballast system added to the hydrogen container to control the buoyancy of the hydrogen container.
  • the bracing will enable the hydrogen container to rest safely on a rough seabed. Adjusting the negative buoyancy can enable the hydrogen container to rest gently on the seabed, reducing stress to the hydrogen container and damage to the sea bed.
  • the hydrogen container is delivered to a user and remains in the hydrogen container until the hydrogen in the hydrogen container is used, when it will be taken to a refilling station, refilled and then delivered to the same or another user. It is analogous to the way gas is delivered to consumers in gas bottles for BBQ’s.
  • the hydrogen containers will be left with customers while the customer uses the energy, and large enough to provide energy security for the users.
  • a 20m diameter pipe 100m long with an inner radius of 10m with hemispheres at each end has an inner volume of 35,600 m3.
  • 1 litre of hydrogen at 50 atm stores 0.13 KWh.
  • the hydrogen container at 50 atm would therefore store approx. 4.6 GWh. If the hydrogen container held natural gas compressed to 50 atm, the energy stored would be 1.3 GWh. More energy can be transported at higher pressures.
  • the pressure of hydrogen in a hydrogen container may be limited to avoid hydrogen embrittlement which will limit the lifespan of the container.
  • Natural gas has much larger molecules. Higher natural gas pressures can therefore be achieved without reducing the lifespan of the container.
  • Hydrogen containers may be constructed in different sizes. The factors to determine the optimal size or sizes of hydrogen containers is described below.
  • the banding will be positioned horizontally and spaced to maximize the pressure the hydrogen container can contain with the lowest number of bands: i.e. the most efficient spacing of bands. This will reduce the expansion and contraction of the hydrogen container when filled and emptied, reducing work hardening and stopping the expansion of micro cracks into which hydrogen can migrate when the hydrogen container is under pressure.
  • a band could be constructed from 4 identical segments each of which is a quadrant (covers 90 degrees of the circumference). The segments are slightly smaller than the circumference. The bands segments are assembled around the circumference.
  • Segment 1 is attached to segment 2, and segments 1 and 2 are attached to segment 3, and segments 1, 2 and 3 are attached to segment 4. Segments 1 and 4 are pushed together with a hydraulic press to suitably compress the circumference of the hydrogen container without damaging the hydrogen container, and the segments 1 and 4 are then joined.
  • the hydrogen container can be designed so that when joined and tensioned, the banding straps can be welded to the hydrogen container with the banding straps cover circumferential welds, reducing the likelihood of hydrogen escaping via micro cracks in the circumferential welds.
  • the efficiency of a hydrogen container as a hydrogen store can be measured by the pressure inside the container, or if the hydrogen container has two layers, measuring the pressure inside the hydrogen container and between layers will provide information if hydrogen is leaking. If hydrogen is not leaking, then it is unlikely that hydrogenation of the steel is a current problem.
  • the hydrogen containers can be filled at different pressures and their longevity can be measured.
  • Small hatch plates can be installed in the cylinder and removed, and the steel examined under a microscope for hydrogenation.
  • different steels with different thicknesses can be trialed as hatch plates.
  • the pressure of hydrogen in hydrogen containers in use will be constantly measured and decreasing pressure without intentional release of hydrogen will mean hydrogen leakage.
  • the leakage rates will vary with pressure.
  • Embodiments include a system to minimize the leakage of hydrogen by techniques which include filling different containers at different pressures, and choosing different containers for different storage and transportation tasks. For example, delivery of hydrogen which will be quickly loaded into railcars may mean that a higher pressure will be used than an application where the hydrogen will be stored for months.
  • the hydrogen can be transported using these hydrogen containers travelling 15m below the surface chained together like train carriages and pulled by an ocean-going surface tug or submerged propulsion unit, for example.
  • One powerful surface tug can slowly pull a large number of hydrogen containers, and can likely transport more energy in one voyage than a large specialist tanker would transport.
  • the hydrogen containers need ballast to reduce the buoyancy of the container.
  • Ballast can be provided by external weight which can be attached to the bands on the outside of the hydrogen container that stop the hydrogen container expanding when filled with hydrogen, by having internal weights inside the hydrogen container which will reduce the volume of hydrogen stored, by having grout filling the space between the skins if the hydrogen container is two skinned, or a combination of the above.
  • the ballast system may provide the longitudinal and tortional strength required by the hydrogen container.
  • the depth of the hydrogen container can be measured by the surrounding water pressure and this will be constantly monitored by the hydrogen containers.
  • Active buoyancy control can be provided by floats that can be filled with water or air to maintain neutral buoyancy at a desired depth, for example 15m.
  • a number of buoyancy tanks will be distributed over the length of the hydrogen container so that if the hydrogen container is lower at one end than the other end, water will not flow from the raised end to the lower end to destabilize the container.
  • Compressed air tanks (not shown) may be controlled by the control system to enable the water to be evacuated from the buoyancy tanks.
  • An air compressor could be installed on each container, compressing air through a snorkel. Alternatively, compressed air tanks can be refilled at the departure and arrival sites. As the surface tug is travelling slowly, a tender vessel with compressed air tanks and could be used to refill the compressed air tanks on the hydrogen containers at sea.
  • Attachable ballast could be constructed from a round pipe with hemispheres at both ends.
  • the ballast may minimize drag as the hydrogen container is towed.
  • the ballast pipe could be filled with dense matter such as a concrete slurry made from ilmenite and compacted to remove air to increase weight.
  • a small amount of a binder such as cement could be used to give the ballast rigidity and strength and stop the ingress of water.
  • Reinforcing steel in the concrete in the ballast pipe can be used to provide additional longitudinal and tortional strength as required by the hydrogen container design.
  • ballast tanks can be adjusted by forcing out water with compressed air, or by releasing air, using a control valve under control of at least one controller and/or control system.
  • One or more moveable control surfaces may be attached to the hydrogen container. These control surfaces may be controlled by at least one controller and/or control system to rotate to raise or lower the hydrogen container to help the hydrogen container maintain a desired depth when being towed.
  • the energy to power the hydroplanes could be provided by the compressed air used to maintain approximately neutral buoyancy.
  • the hydroplanes can be attached to the front and/or the rear of the hydrogen cylinders.
  • Sensors may be used to measure the depth of the hydrogen container and provide feedback to the controller to assist in controlling the control surfaces and/or the ballast.
  • the controller may be programmed to reach a pre-programmed depth and maintain that depth within a defined threshold by controlling operation of the control surfaces and/or ballast.
  • Feedback of the depth of the hydrogen container may be sent by a controller to an external communication site to enable remote operation of the control surfaces and/or ballast. Signals may be sent from the external communication site to the controller to control operation of the control surfaces and/or ballast.
  • the hydrogen container When the hydrogen container is stationary, the hydrogen container can be given a small negative buoyancy to gently rest on the seabed, or a small positive buoyancy to rest on the underside of a pontoon by controlling the ballast.
  • the hydrogen containers can be additionally secured by ropes to moorings or by having extensible robotic arms secure the hydrogen container to the pontoon. This is discussed below.
  • the surface tug can release the towing line to take action to survive the storm, e.g. by turning into the weather. Once the storm is over, the surface tug can reconnect to the containers and continue its journey. Alternatively, a submersible propulsion unit can submerge and continue the journey submerged.
  • the containers will all be connected to the surface tug via a power and communication cable.
  • Information will be logged and transmitted including: ID of the hydrogen container (each hydrogen container will have a unique ID), destination, what is in the hydrogen container and information about its state, who the hydrogen container is being delivered to, transaction references etc., plus current data: precise GPS location, depth as measured by the water temperature, salinity and pressure outside the hydrogen container, temperature and pressure of the hydrogen inside the container, if there are two skins, the pressure and temperature between the skins, the relative speed of the hydrogen container to the water (this and the GPS position will provide a measure of ocean currents etc.), a measure of the energy in onboard batteries to power communications if the communication cable is disconnected, and so on.
  • the hydrogen container may also have a separate hydrogen store that will drive a fuel cell to keep the batteries on the hydrogen container charged.
  • This separate fuel store will have a one-way valve from the main container to the separate hydrogen store so that when the pressure in the main container exceeds the pressure in the hydrogen store, hydrogen will flow into, but not out of, the separate hydrogen store.
  • a separate pipe connection to the main hydrogen pipe connection can also be provided. Having a fuel cell in or on a hydrogen container will mean that the smart buoy halves connected to the hydrogen container will be able to be charged by the hydrogen container they are attached to by a power cable attached to the towing rope.
  • This hydrogen store can be independently refilled when the cylinder is being recharged with hydrogen.
  • the batteries will also be recharged whenever the hydrogen container loads and unloads fuel.
  • the hydrogen container will deploy an antenna or a smart buoy with an antenna attached to it with a communications capability that will broadcast the exact location of the container.
  • Smart buoys have batteries to operate when they are separated from a surface tug. When connected to a surface tug, to a hydrogen container or at anchor, the smart buoys can be recharged. As a backup, drones can be used to triangulate radio signals from the antenna. The smart buoy is described below.
  • the transport system can be made even more efficient by calculating and optimizing the course that an ocean-going surface tug will take by using known ocean currents and current ocean current modelling to reduce the voyage time by selecting routes where the ocean current will assist the voyage and avoiding routes that would take the surface tug into currents that would impede the voyage.
  • a knowledge base of useful ocean currents will be collected for this purpose from surface tugs and containers transporting hydrogen. When sufficient data is collected, machine learning algorithms can be developed to further improve route selection.
  • Adverse currents may determine the power and speed of the ocean-going surface tug, and may limit the number of hydrogen containers that a surface tug may be able to tow.
  • the containers will need to be constructed at the water’s edge. This may require a purpose-built factory using specialized manufacture equipment. Manufacture costs per unit volume are likely to reduce with increased size but there are likely to be upper size limits.
  • Lifetime of the hydrogen container as a hydrogen storage facility can be extended as discussed above. Longer lifetimes will mean lower amortized costs and amortized energy inputs.
  • Optimal size of hydrogen containers may also depend on their ability to be reused in other applications, such as floating pontoons which will depend on the optimal size and configuration of the floating pontoons. If the same sized hydrogen container can be used in all applications, the cost of manufacture will reduce significantly and the amortization costs and amortized energy inputs of the storage and transport of energy will be reduced by the value of the hydrogen container for other purposes.
  • the energy generation capacity of the floating or onshore fuel cell plants that will generate electricity from the stored hydrogen.
  • the hydrogen storage system should have the capacity to maintain supply of electricity from the fuel cell to the grid or other user whenever it is needed.
  • the speed of response to the request for more energy is very important as very fast response times have significantly higher prices. Installing a quickly responding battery close to the fuel cell may increase the price of the energy provided.
  • the size of hydrogen containers will be chosen where possible to reduce operational costs. The smaller the containers, the more frequently they will be emptied, and the more frequently empty containers will be exchanged for full containers. Frequent hydrogen cylinder changes will increase operational costs and may require extra equipment, such as additional surface tugs.
  • the size of the hydrogen container should therefore be large enough for one hydrogen container to supply a fuel cell for sufficient time for another hydrogen cylinder to be conveniently connected to the fuel cells. 2-3 days is likely to be a convenient time.
  • the size, the shape and the hydrodynamic qualities of the hydrogen container can be optimized to minimize drag when it is being towed and minimize the energy used to transport say 1 KWh of energy, which will be the volume of hydrogen x pressure.
  • Hydrogen containers can be delivered at different pressures so that for example, a smaller island may only need a hydrogen container filled at a lower pressure. However, this depends on the location of the island, because if it is remote, it may be more efficient to order several full containers and not have a delivery for an extended time.
  • Locating the manufacturing facilities in an area with a significant tide will enable energy savings by positioning the ballast system in a tidal dry dock. At high tide float the hydrogen container into the dry dock and position over the ballast system. At low tide, permanently connect the ballast system and float out the hydrogen container connected to the ballast at high tide. Similar procedures can be done to transfer a used hydrogen container from the transport of hydrogen to incorporation in a truss as part of a pontoon.
  • any number of hydrogen containers can be safely stored at sea by slowly sinking the hydrogen container so that it sits gently on the seafloor in shallow enough water for the hydrogen container to be able to withstand the external water pressure.
  • the ballast system provides the structural support to allow the hydrogen container to rest on an uneven seabed.
  • the hydrogen containers can be secured by attaching the hydrogen container to a secure mooring, so that if the hydrogen container starts to float, it will still be held in place.
  • ballast pressure sensors are placed on the ballast system which measure the pressure at a number of points on each on the underside of the lowest ballast cylinders. When the ballast pressure sensors detect a set pressure value has been sensed, then the ballast system will be sealed off by the system to stop more water entering or air escaping. [000228] As they are underwater, the hydrogen containers are out of sight, and being below the draught of even the largest ships, the hydrogen containers will not interfere with navigation.
  • Mooring a hydrogen container to an anchor point has another significant advantage.
  • a pipe can be laid to the anchor point and once the hydrogen container is attached by a rope to the anchor point, a robotic device can navigate along the rope, dragging a pipe connection, power and communications, and connect the hydrogen container to the pipe, power and communications so that it can discharge or store hydrogen and provide detailed monitoring information.
  • hydrogen containers are stored at sea, they can be moored to an anchor.
  • the hydrogen container can rest on the seabed or be floating. If the hydrogen container is floating, it will reposition itself based on currents and tides, so a circular area of the length of the anchor chain plus the length of the hydrogen container will be required for each container. This area will be larger where the water is deeper because there will be a longer anchor chain.
  • the hydrogen containers will be stored at sea, but they could be stored in harbours. In some shallow harbours, the containers may need to raise themselves to avoid grounding themselves on the harbor floor. Once in position, the containers could lower themselves onto the harbor floor instead of being moored.
  • the ballast tanks can provide structural support.
  • hydrogen can be piped to a floating hydrogen generation plant either floating, or on land, preferably in a place where grid connection is convenient and low cost.
  • the generation of hydrogen from electrolysis may take place in deeper water if a pontoon is used to store energy for the electrolysis, e.g. from a solar farm during the day for electrolysis at night.
  • the pontoons storing energy can be in deeper water and can be connected by a submarine electric cable to the hydrogen generation system closer to shore.
  • one option is to have a pipe attached to the anchor chain that a robotic device can attach to the hydrogen container so that the hydrogen container can be emptied or filled while it is moored, reducing operational costs.
  • the pipe would be laid along the seabed and attach to either a fuel cell platform for the generation of electricity or an electrolysis unit for the generation and storage of hydrogen.
  • Another option that may be used in deeper water is to charge and discharge hydrogen containers at specially built floating pontoons for charging the discharging the container. Lines are attached to the floating hydrogen container to pull it under the pontoon. Once in place the hydrogen container will expel water from its buoyancy floats and rise into a housing that will hold the hydrogen container in place with the force evenly distributed along the surface of the floating hydrogen container.
  • the hydrogen container can also be pulled into location under the pontoon and then be secured by two or more remotely controlled extensible robotic arms that will attach to specifically designed places on the hydrogen container. A pipe is sealed over a hatch and the hatch is then opened remotely to allow for the ingress or ingress of the hydrogen.
  • the grid has been designed to distribute power from power stations fueled by coal, gas, nuclear etc. and delivered to consumers. There are fewer consumers at the grid edges, so the grid capacity is lower. Connecting a solar or wind farm at the edge of the grid can be expensive because the connection should happen at a place in the grid which can handle the capacity at peak times.
  • the grid usually has spare capacity so transferring energy at night time can be achieved in the evening and at night without overloading the grid.
  • To transfer energy at night will usually mean that surplus energy is stored during the day at a solar farm already connected to the grid and transferred at night to an energy storage facility at night which is situated inside the grid where it can be used to provide power when energy demand is high.
  • An energy storage facility to power coastal cities could be situated at sea and connect to substations in the city, probably near the shore.
  • Hydrogen generation plants require energy input. They operate most efficiently on a 24/7 basis. If these plants are powered by solar power, then energy storage will be required for nighttime and when the weather is not sunny.
  • the electrolysis plants can be located on a solar farm.
  • a solar farm by the sea can have a hydrogen generation plant on shore pumping hydrogen it produces to fill rail or truck mounted containers for distribution on land, or by pumping the hydrogen directly into a submerged hydrogen container at sea close to the solar farm.
  • hydrogen piped from submerged hydrogen containers at sea can be used to power a hydrogen fuel cell on land close to the hydrogen containers, or can be used to power a hydrogen container at sea on a floating pontoon, which is connected to the grid via a cable.
  • Hydrogen generation plants and fuel cell plants can be sited near most coastal cities, which are major consumers of energy, and can provide a direct supply of electricity directly into the city. This is likely to reduce grid loading and help stabilize the grid voltage and frequency. Siting the floating fuel plants near existing substations will reduce grid connection costs.
  • the robotic arm is fixed securely on a base plate and can swivel through 360 degreed horizontally. It has an arm that has at least three joints and three parts of the arm. The part closest to the horizontal base plate can raise or lower through nearly 90 degrees. The second part of the arm may be telescopic, and the third part can rotate nearly 180 degrees in 3 dimensions. The third part can attach to other devices. Sensors on the robotic arm can precisely record where the arm and its components are at all times, the angles between the arm components, the extension of the arms, the angle with the horizontal plate etc., and make this information available to a control system.
  • the cameras and other can be used to measure and or calculate the precise distance and direction in 3 dimensions between the robotic arm and the desired location of the robotic arm.
  • One way of doing this is to use stereoscopic information provided by multiple cameras located close together so that the precise relative location of the device and the desired location can be calculated. This in turn can allow a computer to calculate the precise information that needs to be provided to the controls to move the robotic arm from its current location to the desired location moving the arm in the x, y and z planes simultaneously.
  • Another method of measuring distance is to attach a laser measurement device to the arm to that precise information about the distance between the robotic arm and say a smart buoy can be measured and communicated back to the control system.
  • Other sensors can also be used including as accurate GPS location and laser distance measurement equipment mounted on surface tugs and hydrogen containers etc.
  • having an anchor chain will need to be at least the distance between the floating hydrogen cylinder and the anchor. This will mean that the hydrogen cylinder could be anywhere in a large circle whose centre is the anchor.
  • Described herein is a composite structure that has a rigid exoskeleton, a container suitable for gas, e.g. hydrogen, with circumferential expansion constraining rings and a connection between the exoskeleton and the container which may prestress the container, or may utilise dynamic stressing of the container so that the inner pressure and the outer pressure are approximately equal.
  • gas e.g. hydrogen
  • the energy involved in the prestressing is relatively low because the distance moved by the components around the container to increase the useable pressure in the container is minimal, although the force being applied is large.
  • a square cross section through the truss 1901 is shown in Fig. 22A through the cylinder at cross section B-B shown in Fig. 21, in which a hydrogen container 2001 is located inside the truss 1901 and supported by the truss 1901 at multiple points (e.g. 2101A-H).
  • the dotted circle in cross section B-B shows the dimensions of the circumferential I-beam in cross section A-A.
  • a threaded rod 2103 for example
  • a nut 2105 for example
  • apply a force to the associated circumferential expansion constraining ring 2009 e.g. any of 2009A-E
  • the threaded rod 2103 is located into a truss connecting member 2107, such as a strong steel tube, that abuts the inside of the truss against a column or node via a plate 2109 that distributes the force.
  • a truss connecting member 2107 such as a strong steel tube
  • These elements provide static prestressing on the associated circumferential expansion constraining ring 2009.
  • a cross-section C-C is also shown in Fig. 22A.
  • hydraulic jacks may be used to provide dynamic stressing to allow the force on the circumferential expansion constraining ring 2009 to be counterbalanced by the force applied by the hydraulic jacks 2111.
  • Each hydraulic jack 2111 is located into a truss connecting member 2113, such as a steel tube, that abuts the inside of the truss against a column or node via a plate 2115 that distributes the force
  • a hydraulic jack 2211 is used to dynamically control the pressure being applied to the longitudinal reinforcement sections located between the circumferential expansion constraining rings (e.g. 2009A-E).
  • the hydraulic jacks 2211 apply different forces depending on the measured or calculated force measured at the respective longitudinal reinforcement section at the location of the hydraulic jack.
  • the force being applied can be measured by using any suitable accurate measurement instrument to measure the movement of the container at the location of a hydraulic jack, and/or calculated from as the force at that point at a particular internal pressure.
  • an optic fibre stress gauge may be used, which uses diffraction gratings which are made with small partial cuts into the fibre. When under stress, the size of the cut expands and this changes the size of the cut and changes the wavelength of the light reflected at the cut and the light transmitted, which can then be measured.
  • These types of stress gauges are efficient underwater as they operate when wet.
  • the optic fibre stress gauges can be positioned circumferentially and longitudinally to provide movement and stress measurements in the container.
  • a force to counteract the gas pressure can be increased as the pressure increases.
  • Static forces can be used to counteract the gas pressure provided that the container can withstand the compressive force when the gas container is empty.
  • Dynamic force e.g. by using hydraulics, will enable the use of forces that are higher than the container could withstand when empty. More precise calculations may also be possible using finite element design.
  • Fig. 24A shows a cross-section and perspective view of an octagonal truss 2301 forming a rigid exoskeleton for storing hydrogen containers therein.
  • This truss 2301 has a smaller octagonal cross-sectional area than the square truss described above.
  • the truss is formed form multiple columns, e.g. 2303 and nodes 2305, in the same way as described with reference to Fig. 20.
  • Fig. 24B shows an example of seven hexagonal trusses (e.g. 2301) joined together as a single vessel 2307. The trusses may be joined together by welding them together, for example. It will be understood that other shaped trusses may be used to form a rigid exoskeleton such as hexagonal trusses, etc.
  • Fig 24C shows a vessel 2307A that is similar to that shown in Fig.24B.
  • Fig. 24C there are eight hexagonal trusses (e.g. 2301A, 2301 B. 2301C) that form a rigid exoskeleton of the vessel 2307A for storing hydrogen containers therein.
  • hexagonal trusses e.g. 2301A, 2301 B. 2301C
  • two of the hexagonal trusses (2301 A and 2301 B) are located at the lower end of the vessel 2307A to provide a base to allow the vessel to rest on a surface 2309 in a stable manner.
  • the container may be held down close to the seabed by the use of sea anchors.
  • the hydrogen container 2401 is attached to an I beam 2403 which can be attached to one or more sea anchors 2405 to counteract the buoyancy of the container 2401.
  • the container may be attached to the I-beam by one or more ropes or chains that can be attached to one of more anchors drilled into the seabed, or by large weights that are positioned on the seabed.
  • the containers may be attached to drilled sea anchors and transported containing some water, so that they float.
  • the container 2401 has a gas pipe connection and/or valve (2407, 2409).
  • Fig. 26 shows incoming hydrogen supply pipe 2601 and incoming oxygen supply pipe 2603 that are provided for supplying hydrogen gas and oxygen gas to the respective hydrogen container 2603 and oxygen container 2605. Further outgoing hydrogen supply pipe 2607 and outgoing oxygen supply pipe 2609 are provided for supplying hydrogen gas and oxygen gas to a fuel cell (for hydrogen) and/or to the shore from the respective hydrogen container 2603 and oxygen container 2605.
  • the containers are held down on the seabed using feet 2611A/B, box sections 2613A/B and sea anchor 2615 arrangements described above with reference to Fig. 25C.
  • the storage container attached to the seabed is designed to resist the sea pressure at that depth.
  • the container has a height, and the pressure at the base of the cylinder will be greater than the pressure at the top of the container.
  • the container is designed to withstand the pressure at the base of the container. This can be managed by permanently leaving gas at sufficient pressure to withstand the sea pressure at the base of the container, or by designing the container wall strength to be able to withstand the external sea pressure at the base of the container.
  • the container may store 54 atmospheres of pressure when full and store 4 atmospheres when discharged, in which case the pressure inside and outside the base of the container will be equal if the base is 40m below surface level. If the skin can withstand 2 atmospheres of pressure, then more gas can be extracted from the container.
  • the walls of the storage container can also be internally braced as shown in Fig 31 and explained below.
  • the top, bottom, front, back, left and right of the sphere are connected and supported by the cubic exoskeleton by multiple spherical plates attached to the exoskeleton.
  • the longitudinal view is a top view showing multiple spheres contained in cubic exoskeleton boxes.
  • the vessel may not have an engine and propeller but may be towed by another vessel.
  • a transport vessel for transporting hydrogen that travels on the water surface in calm weather and submerges when there is bad weather. This avoids the need for the vessel to be designed to cope with large torsional and longitudinal bending forces that could be applied to the vessel on the water surface in bad weather. For example, at 15m, the sea is fairly calm, at 30m it is usually calm. It is more efficient to make the vessel submersible than to strengthen the vessel for surface operation.
  • Submersible and surface transport requires that the transport vessel has approximately neutral buoyancy so that the transport vessel can be raised and lowered using compressed air to expel water from buoyancy tanks. For example, if the transport vessel displaces 1000m3, it will weigh approx. 1000 tonnes. T o offset the large displacement caused by the gas containers, a composite structure of steel and concrete may be used. As steel is likely to be more expensive than concrete per kg, lowering the amount of steel and increasing the amount of concrete may be more economical.
  • Longitudinal reinforcement (3305A, 3305B, 3305C, 3305D, 3305E) is provided in the form of one or more concrete reinforced bar configurations, one or more steel bars, prestressed and/or post-tensioned cables and one or more pipes filled with concrete, all of which may be connected to steel reinforcing e.g. by welding.
  • radial expansion of a container e.g. 3
  • other containers e.g. 2, 7, 1, 4, 5,
  • no further reinforcement on the container may be required.
  • a gradual increase in wall thickness around a portion of the circumference of the container may be provided.
  • a series of curved metal (e.g. steel) plates may be positioned around a portion of the circumference of each container (e.g. 7, 6, 1 respectively). This increased wall thickness reduces gas pressure radial expansion where the expansion is not counteracted by other containers in proximity and also counteracts the longitudinal bending and torsion of the transport vessel
  • At least one buoyancy tank (3311 A, 3311 B) are provided for raising and lowering the transport vessel in water.
  • a keel 3313 provides strength to counteract longitudinal bending and torsion and to assist in keeping the vessel upright.
  • a compressed air container 3312 that is connected via connections (not shown) to an air compressor 3314.
  • the air compressor 3314 is powered by a power source (not shown) and is used to inject air into the compressed air container 3312.
  • the air from the compressed air container 3312 may then be used to reduce the amount of water in the buoyancy tank 3311A by injecting air into the buoyancy tank 3311A and forcing the water out.
  • Any number of compressed air containers and air compressors may be used.
  • a similar arrangement may also be used for the buoyancy tank 3311 B.
  • a fuel cell and batteries may be added to the compressor housing to provide power to operate the compressor, with gas to power the fuel cell coming from the gas in the containers in the vessel.
  • Fig. 34 shows details of additional metal plates for use in the composite steel and concrete ballast arrangement describe above. That is, additional steel plates can be added to the external surface of a gas container to minimize stress point loadings.
  • a series of curved metal (e.g. steel) plates are positioned around a portion of the circumference of container 1.
  • a first metal plate 3401 is attached to the outer circumference of the container 1.
  • a second metal plate 3403 is attached to the outer circumference of the first metal plate 3401.
  • a third metal plate 3405 is attached to the outer circumference of the second metal plate 3403.
  • a fourth metal plate 3407 is attached to the outer circumference of the third metal plate 3405.
  • Each metal plate from the first metal plate (3410) through to the fourth metal plate (3407) has a shorter circumference and can be placed equidistantly around the metal plate underneath to distribute forces more evenly.
  • the different forces (a/a, b/b, c/c, d/d) counteract each other during radial expansion. Whereas, the force e is not counteracted by another force and so the plates (3401, 3403, 3405 and 3407) provide additional protection against radial expansion where force e is exerted (at the position of the metal plates).
  • Fig. 35A and 35B show two vessels, a first vessel 3501 that is towing a second vessel 3503 with a connection therebetween.
  • the first vessel 3501 may be a self-propelled vessel or a further towed vessel.
  • the second vessel 3503 is a towed vessel that is not self-propelled.
  • One or more cable tensioning devices are positioned longitudinally within the vessels (3501, 3503) such that a first cable tensioning device 3505 in the first vessel 3501 is connected to a second cable tensioning device 3509 in the second vessel 3503 via a tensioned cable 3513.
  • a third cable tensioning device 3507 is connected to a fourth cable tensioning device 3511 in the second vessel 3503 via a tensioned cable 3515.
  • connection mechanism is arranged to provide a fixed distance between the first vessel 3501 and the second vessel 3503. Further, the connection mechanism is arranged to allow bending relative to the first vessel 3501 and the second vessel 3503 in a longitudinal direction both parallel and perpendicular to a surface of the water. Further, the connection mechanism is arranged to allow rotation of the first vessel 3501 relative to the second vessel 3503.
  • one or more of the cable tensioning devices (3505, 3507, 3509, 3511) with the tensioned cables (3513, 3515), connection mechanism (35803, 35805, 35807, 35809, 35811), provides an anti-jackknifing mechanism for reducing or preventing the first vessel 3501 and the second vessel 3503 becoming jackknifed.
  • the shape of the vessel cross section 3301 shown in Fig. 33 minimizes the negative effects of wind on the vessel 3503 e.g. by being shaped so that wind flows over the vessel 3503 with low wind forces applied to the vessel 3503.
  • the vessel 3503 can also partially submerge to improve fuel efficiency when in negative wind conditions.
  • the bow 3521 of the vessel 3503 is designed to travel efficiently both on the surface and when submerged.
  • the bow 3521 is shaped symmetrical in the vertical plane and the weight distribution in the vessel 3503 is balanced so that when towed horizontally at sea, it will track straight along the water surface.
  • the long, thin shape of the vessel 3503 and the shape of the bow 3521 will allow the vessel 3503 to partially go through waves, allowing waves to cover the vessel 3503, which will reduce drag and increase fuel efficiency.
  • Submerged, the vessel 3503 will track horizontally and will not require correction from the hydroplanes (3529A, 3529B), which will increase drag.
  • the vessel 3503 will not be fully symmetrical in the vertical plane.
  • the front of the bow 3521 is shaped as a cone with a rounded apex with a ratio of height to the diameter of the cone approx. 1.5 times.
  • the bow 3521 will continue as a cone until the diameter of the base of the cone reaches somewhere between about 0.7 to 0.8 of the height and width of the vessel.
  • curved steel plate 3523 is used to complete the surface between the bow 3521 and the hull to provide an efficient hydrodynamic surface to attach the bow 3521 to the hull.
  • the vessel When travelling on the surface, the vessel is designed so that the apex of the cone will be above the water surface in still weather, and so will operate in a similar way to a surface ship with a bow.
  • the stern 3527 of the vessel 3503 is constructed in a similar way to the bow 3521 , except with the cone replaced by a hemisphere. Both the bow 3521 and stern 3527 may be built to be able to withstand impacts.
  • the stern of a first vessel, the bow of a second vessel, and the length of the connection between the two vessels may be modelled and optimized to reduce drag, both for surface and submerged travel. Raising the hydroplanes so that they are in the air during surface travel will reduce drag.
  • the containers can store hydrogen at higher pressure because their strength will be applied to containing radial expansion, and not having to retain some strength to combat bending of the structure. This will reduce the steel required in the gas container walls.
  • the shape of the vessel will be long and thin to minimize water resistance, but there will be a limit to the length, because the bending forces will increase with length.
  • a number of shorter vessels can be connected together and towed by one self-propelled vessel.
  • connections between the vessels may be solid connections similar to the connections between carriages on a train, so that if the towing vessel slows down or accelerates, the towed vessels will do the same. These connections will also provide redundant power and communications, with the communications optionally being provided by optic fibres suitable for operation when wet.
  • Jackknifing of a configuration of towing and towed vessels is only likely to happen if there is a relative deceleration of a vessel towing another vessel.
  • Sensors in the connection between the vessels can measure this force and alert operators if the force between the vessels is reducing.
  • the vessels will travel slowly, so any jackknifing situation will develop slowly, giving time to stabilize the situation.
  • a number of different operational procedures may be implemented to avoid jackknifing. Such as, for example: 1. Sudden impacts by the lead vessel can be avoided by plotting routes where there are no obstacles, sensing obstacles and avoiding them and submerging if threated by surface ships
  • One braking mechanism is to turn the hydroplanes in the last vessel to a position where they are perpendicular to the direction of travel, which will act as a brake.
  • the hydroplanes may not be in contact with the water when the hydroplane is horizontal, but may impact the water when the hydroplane is rotated downward.
  • Another braking mechanism may use flaps that lie flat along the vessel surface and provide little or no drag when not in use, but the flaps can move away from the vessel to create drag, similar in operation to flaps in an airplane (not shown).
  • the last vessel in a configuration may be equipped with a propulsion unit that could go into reverse to straighten the vessels into the direction, may assist maneuvering the vessel configuration e.g. to load or unload gas, and can provide forward power at an appropriate level to increase the speed to the vessel configuration without causing jackknifing instabilities
  • the braking of the last vessel may also be coupled with increased power in the towing vessel to bring the configuration into line.
  • Mechanisms to sense potential jackknifing situations and minimize jackknifing events can be installed as described above with reference to Fig. 35.
  • one such mechanism may require the installation of at least four tensioned steel cables (e.g. top right, bottom right, top left and bottom right) between two vessels to restrain the deflection of a vessel in any direction of one vessel relative to the other. Increases in tension in one or more of these cables will indicate there may be a potential jackknifing situation. If there is a movement of one vessel relative to another so that the centre lines of the vessels are at an angle during deceleration, at least one cable may be further tensioned. This cable may be able to extend but the force on the cable may increase the more it extends.
  • the tension and the extension of the cables tensioned can be provided by large springs, which provide linearly increasing force with extension, using the force applied to the cable to compress air in a cylinder like car suspension, or using hydraulics such as used to absorb force from a plane landing on an aircraft carrier, where the force applied by the mechanism can increase at a faster rate than the force provided by a spring, which is linear.
  • One method to connect the vessels is to extend one or more longitudinal beams beyond the bow and stern of the vessels, and then connect these beams of the different vessels using a connection containing a hinge in the vertical plane, a hinge in the horizontal plane and a swivel.
  • These longitudinal beams will likely be a large, capped thick walled pipe that is held in place by reinforcing bars and shear studs welded to it. It is likely concrete filled and may have additional steel reinforcing inside.
  • Fig. 33 shows the position of the longitudinal beam 3309 used for towing.
  • Fig 35 shows how longitudinal beams (3517, 3519) situated near the centre of gravity of a vessel extends beyond the bow and stern of the vessel and is connected to another vessel.
  • the benefits of using a single beam located near the centre of gravity of the vessels are that there is less likely to be deviation by a vessel from the direction in which it is being towed, reducing drag, and the single beam parallel to the direction of towing will present the least drag.
  • the gas will be contained in longitudinal cylinders with the length many times the diameter. These containers may contain the pressure of the gas and as such are likely to have thick walls.
  • the thick walled gas container may be built in layers to simplify construction and reduce costs:
  • the steel being used on the inner surface of the containers may be selected so that that the material is less susceptible to hydrogen embrittlement. Mild steel may be used on the outer layers of the containers.
  • Fig. 36 shows a cross section of a partitioning arrangement for use in converting a transport vessel that is usually towed into a self-propelled vessel, that may become the towing vessel, by partitioning the hydrogen gas containers therein so that a first partitioned portion of the container can be used to store hydrogen, and a second partitioned portion can be used to store one or more batteries, one or more fuel cells, one or more communication systems, and one or more control systems.
  • a partition assembly can be positioned inside a gas container 3601 as seen in Fig 36.
  • the partition assembly has an outer layer 3603 that follows the contour of the inner circumference of the gas container 3601 while leaving a cavity 3609 between the outside surface of the outer layer 3603 and the inner surface of the gas container 3601.
  • the cavity 3609 may be filled with grout, or another suitable filling material.
  • Each of the right-hand hemisphere layer 3605A and left-hand hemisphere layer 3605B are generally C-shaped in cross-section but are formed as opposing hemispheres.
  • a number of single and/or double weld points 3611 are provided around the partition assembly to weld the right-hand hemisphere layer 3605A and left-hand hemisphere layer 3605B to the outer layer 3603, and to weld the outer layer 3603 to the inner surface of the gas container 3601.
  • circumferential sleeves 3613 are welded to the left and right hand side outer portions of the right-hand hemisphere layer 3605A and left-hand hemisphere layer 3605B and also welded to the inner surface of the gas container 3601 to provide a seal between the first and second partitioned portions.
  • the partition assembly may be slid into the gas container and welded into position.
  • the partition assembly has a pipe whose outer diameter is almost the same size as the inner diameter of the gas cylinder, two hemispheres that are welded half way along the inside of the partition assembly pipe, and the cavity between the two hemispheres and the inside of the partition assembly pipe is filled with concrete, grout or other similar substance.
  • the gas container is slid into position in the gas container and welded into place.
  • a sleeve is then welded over the partition assembly and to the inside of the gas container. This will mean there are three welds on each side of the partition assembly between the gas container and the partition assembly.
  • the partition assembly may be used to create a long and a short gas cylinder out of the original gas cylinder by way of positioning of the partition assembly.
  • the hemisphere on the long partition may be welded from both the inside of the cavity of the partition assembly as well as the outside of the cavity, whereas the hemisphere on the short side may be welded only on the outside of the cavity.
  • Two or more partition assemblies may be inserted into a cylinder to form multiple cavities that may then be equipped with equipment, including sensors to enable the measurement of any leaks from any of the partitioned portions.
  • Fig. 37 shows a towed vessel 3701 that has been converted into a self-propelled vessel with partitioning arrangements.
  • the vessel 3701 has a cone shaped bow 3703 and a stern 3705.
  • a first and third gas container (3707A, 3707C) are partitioned using partition assemblies (3709A, 3079B) as described above with reference to Fig. 36.
  • the partition assembly 3709A creates a partitioned portion 3711A in the gas container 3707A.
  • the partition assembly 3709B creates a partitioned portion 3711B in the container 3707C.
  • the vessel 3701 also has at least two thrusters (3713A, 3713B) that can operate in a 360 degree range to control and move the vessel 3701 through the water.
  • the vessel 3701 also has at least two hydroplanes (3715A, 3715B) that can control the directional movement of the vessel 3701 in the water.
  • a battery 3717 In the partitioned portion 3711 A are located a battery 3717, a fuel cell 3719 and a control system and/or a communications system 3723.
  • a gas pipe 3721 provides gas from the partitioned gas side of the gas container 3707A to the fuel cell 3719.
  • the vessel 3701 also has one or more valve arrangements (e.g. 3725A, 3725B) and gas pipes (e.g. 3727A, 3727B) arranged in communication with the gas side of the gas containers (3707A-C) to enable gas to be retrieved from the gas containers and/or to fill up the gas containers with gas. These are not shown for container 3707C for drawing clarity reasons.
  • Fig. 38 shows a side view and rear view of a converted towed vessel operating as a self-propelled vessel.
  • the vessel 3801 has a cone shaped bow 3803 and a stern 3809.
  • a curved steel plate 3805 is used to complete the surface between the bow 3803 and the hull 3807.
  • Sensors such as cameras, water speed and water pressure gauges, radar, wind gauges, sonar, GPS positioning devices (3811 A, 3811 B) are provided on the outer surface of the vessel.
  • An antenna 3813 is used to assist in communications.
  • a telescopic antenna 3815 is provided to assist in communications when the vessel is travelling under the surface of the water.
  • One or more air compressors 3816 may be fitted to provide air to one or more air containers (not shown) for injecting air into one or more buoyancy tanks (not shown) as described with reference to Fig. 33.
  • the vessel may have hydroplanes 3817.
  • a thruster mounting 3819 is provided on either side of the vessel and supports the thrusters (3821, 3821 A, 3821 B).
  • a connection mechanism 3823 is used to connect to a towed surface float 38560 via a cable 38564.
  • a towed surface float 38560 is has a high bow and ballast (e.g.
  • radio antennae 38570 and other communications devices 38568 which may include a satellite communications device, a GPS device for establishing position, sensors such as cameras, navigation lights 38566, and the like.
  • the long towing cable 38564 connecting the towed surface float to the submersible vessel 3801 so that the cable makes an angle less than 30 degrees to the surface water, which will mean that the force on the surface float will be largely horizontal, and that the towed surface float’s bow and the attached devices, including the communications devices and navigation lights, will remain above the surface of the water when towed.
  • the long towing cable may provide power to the towed surface float (from the submersible vessel 3801) and provide communications between the towed surface float 38560 and the submersible vessel 3801.
  • a non-self-propelled vessel may be converted to a self-propelled vessel by partitioning at least one long gas container in a vessel into two shorter containers, allowing fuel cells and batteries to be inserted into one or more of these shorter partitions together with an upgrade of the control systems.
  • the fuel cells may be connected to the gas stored in the gas cylinders by pipes which can be controlled by electrically operated valves.
  • an electric engine connected to a propeller can also be fitted into a partition at the rear of the vessel below water level to allow the vessel to be self-propelled and to tow other vessels.
  • this is not the preferred implementation because of the close proximity of a towed vessel to the propellers and rudders.
  • the control system may be upgraded to allow self-propelled navigation and towing of other vessels, and be fitted with thrusters that can rotate 360 degrees to steer the vessel that are mounted on the outside of vessel so that they are removed from any towed vessels.
  • the gas cylinders can be at the top of the vessel making access easier.
  • Strain gauges likely made from optic fibre, will be added longitudinally and circumferentially every 1-3 metres to the gas containers. Strain gauges will be added to the hull to measure longitudinal stresses and stresses perpendicular to the longitudinal plane. The information from these strain gauges will be recorded and used to analyse and predict the settings to optimize safely and minimize transport costs.
  • the storage of hydrogen at sea may be provided in purpose-built containers that are not required to contain hydrogen at such high pressures as transport vessels.
  • these containers may be cylinders that have hemispherical ends that have a wall thickness of, for example, 30-40mm, and are made from 2 layers of steel which reduces the chance of manufacturing defects
  • the inside steel layer may use a steel that is less prone to hydrogenation.
  • An I beam may be attached (e.g. welded) to the container longitudinally along the length of the container to act as a keel and to provide structural strength for the journey as the container is transported to the location where it is to be stored.
  • the I beam may be used to provide the longitudinal strength to hold the container in place when it is attached to anchors on the seabed (or landing surface).
  • the container may also have two or more short legs so that when it is sunk into place it does not contact the top of the anchor, or indeed any other obstacles such as rocks.
  • the containers may be floated into place by partially filling them with water to reduce their surface profile.
  • the container may be held in place by two anchors to stop any twisting of pipes and cables and to anchor the container to the seabed (or landing surface).
  • a separate cable may be attached to each anchor.
  • Each anchor may be attached to a buoy that will float on the surface.
  • gas pipes, valves, power and communications may be attached to each container while the container is on the surface.
  • the pipes may be connected to one or more compressed air cylinders during the installation to finely regulate depth.
  • Each cable attached to an anchor may be attached to a strong cable attached to the I beam.
  • the containers may be filled with water and slowly submerged over 2 anchor points.
  • the cables attached to the anchors may pull the container into place and allow a mechanism on the strong cable attached to the I beam to attach itself to the anchor.
  • the container may then be filled with water to purge any air.
  • the container may then be filled with hydrogen and/or oxygen which will cause the container to have negative buoyancy and will be restrained by the anchors.
  • the pressure inside the container may always be high enough so that the container wall plus the gas pressure is higher than the water pressure.
  • the present disclosure provides a hydrogen container including: a body with a first hemispherical end spaced apart from a second hemispherical end; a cylindrical sidewall connecting the first and second ends to form the body of the hydrogen storage container; a cavity defined by the body; and one or more bands wrapped around the container to increase an amount of allowable pressure contained within the cavity of the hydrogen container, wherein each of the one or more bands include one or more segments with ends that are connectable with one another to surround the sidewall of the hydrogen container.
  • the present disclosure provides a container transport vessel for transporting and/or storing one or more containers, the transport vessel comprising: a support structure for supporting the container, wherein the support structure comprises static ballast in which the container is supported; at least one buoyancy tank arranged to provide negative and positive buoyancy by emptying and filling the buoyancy tank with air and/or water; and at least one control system comprising at least one control valve, the control system arranged to control the control valve to provide the negative and positive buoyancy in the at least one buoyancy tank.
  • This disclosure also provides a hydrogen container including: a body with a first hemispherical end spaced apart from a second hemispherical end; a cylindrical sidewall connecting the first and second ends to form the body of the hydrogen storage container; a cavity defined by the body; and one or more bands wrapped around the container to increase an amount of allowable pressure contained within the cavity of the hydrogen container, wherein each of the one or more bands include one or more segments with ends that are connectable with one another to surround the sidewall of the hydrogen container.
  • Each of the one or more segments may have two ends, each end having a lug to connect with a corresponding end of the one or more segments.
  • the lugs of each segment may be connected to each other by a pressing force.
  • the lugs of each segment may be connected to each other by a hydraulic press.
  • Each band may be formed when the lugs of one or more segments are pressed together.
  • the lugs of each band may be connectable to a truss structure and/or a one or more ballasts.
  • the truss structure may have one or more gaseous and/or liquid tanks and/or one or more dense ballasts.
  • the liquid and/or gaseous tanks may be filled with air and/or water to adjust the buoyancy of the hydrogen container.
  • the storage container and the truss structure may be configured to attach to a floating pontoon.
  • the cylindrical sidewall may be an outer skin and a second cylindrical sidewall may be provided to form an inner skin, said inner skin being spaced apart from the outer skin to define a cavity therebetween.
  • the cavity between the skins may be pressurized at a pressure that is greater than a pressure within the cavity of the container.
  • the disclosure also provides a method of storing and transporting hydrogen, the method including the steps of: filling a hydrogen container with hydrogen; towing the hydrogen container on the surface e.g. in good weather where there is lower drag, submerging the hydrogen container in a body of water and towing the container with a watercraft in poor weather or in locations with high ship traffic; and further submerging the hydrogen container for storage on a seabed.
  • the hydrogen container When submerged, the hydrogen container may be towed at about 15m below a surface of the body of water to avoid turbulence.
  • the depth of the hydrogen container may be controlled by increasing or decreasing the buoyancy of the hydrogen container and/or using moveable control surfaces.
  • a further step of discharging the hydrogen container filled with hydrogen may be provided.
  • the step of filling or discharging the hydrogen container may further include the step of configuring the container for negative buoyancy to allow the hydrogen container to rest on the seabed.
  • the one or more hydrogen transport and/or storage procedures may comprise one or more of: a hydrogen container and a transport vehicle; releasing a hydrogen container from one or more of a further hydrogen container, a transport vehicle, and one or more hydrogen pipes, compressed air pipes, electrical power connections, and communications, and/or attaching a hydrogen container to one or more of a further hydrogen container, a transport vehicle, one or more hydrogen pipes, compressed air pipes, electrical power connections, and communications; releasing a transport vehicle from a further transport vehicle and/or attaching a transport vehicle to a further transport vehicle; connecting and/or disconnecting communication channels between one of more of a smart buoy, a hydrogen container, a transport vehicle and one or more computing devices arranged to control the one or more hydrogen production procedures; and filling and/or emptying one or more hydrogen containers of hydrogen.
  • the method may further comprise the steps of: analysing the captured signals from the one or more feedback sensors using an artificial intelligence or machine learning system, adapting and/or automating the hydrogen production procedures based on the analysing by the artificial intelligence or machine learning system.
  • the method may further comprise the steps of: analysing the captured signals from the one or more feedback sensors using the one or more computing devices, and providing computer assistance during subsequent remotely controlling of the one or more hydrogen production procedures based on the analysing of the captured signals over time.
  • the one or more feedback sensors may comprise one or more of: a position sensor on a robotic arm, a wave speed sensor, a wave height sensor, wind speed sensor, a transport vehicle speed sensor, a water depth sensor, a water pressure sensor, a sensor for measuring the location of the hydrogen cylinder, a water flow sensor for measuring the relative speed of the hydrogen container or a surface tug to the surrounding water to measure current, pressure of the hydrogen in the container, water temperature and salinity sensors, pressure sensors for measuring pressure between skins of a multi-skin hydrogen container, ballast pressure sensor, strain gauges on the gas containers and on the compressed air tanks.
  • the disclosure also provides a computer-controlled system of controlling a hydrogen transport and/or storage facility, the system comprising one or more computing devices arranged to: remotely control one or more hydrogen transport and/or storage procedures, capture one or more signals generated by one or more feedback sensors when remotely controlling the one or more hydrogen production procedures; and analyse the captured one or more signals over time for adaptation and/or automation of the hydrogen production procedures.
  • the one or more hydrogen transport and/or storage procedures may comprise one or more of: a hydrogen container and a transport vehicle; releasing a hydrogen container from one or more of a further hydrogen container, a transport vehicle, and one or more hydrogen pipes and/or attaching a hydrogen container to one or more of a further hydrogen container, a transport vehicle, and one or more hydrogen pipes; releasing a transport vehicle from a further transport vehicle and/or attaching a transport vehicle to a further transport vehicle; connecting and/or disconnecting communication channels between one of more of a smart buoy, a hydrogen container, a transport vehicle and one or more computing devices arranged to control the one or more hydrogen production procedures; and filling and/or emptying one or more hydrogen containers of hydrogen.
  • the one or more computing devices may comprise an artificial intelligence or machine learning system, wherein the artificial intelligence or machine learning system is arranged to analyse the captured signals from the one or more feedback sensors, and adapt and/or automate the hydrogen production procedures based on the analysis of the captured signals.
  • the artificial intelligence or machine learning system may be arranged to automatically control the hydrogen production facility using the adapted and/or automated hydrogen production procedures.
  • the one or more computing devices may be arranged to analyse the captured signals from the one or more feedback sensors, and provide computer assistance during subsequent remotely controlling of the one or more hydrogen production procedures based on the analysis of the captured signals over time.
  • the one or more feedback sensors may comprise one or more of: a position sensor on a robotic arm, a wave speed sensor, a wave height sensor, wind speed sensor, a transport vehicle speed sensor, a water depth sensor, a water pressure sensor, a sensor for measuring the location of the hydrogen cylinder, a water flow sensor for measuring the relative speed of the hydrogen container or the surface tug to the surrounding water to measure current, pressure of the hydrogen in the container, water temperature and salinity sensors, pressure sensors for measuring pressure between skins of a multi-skin hydrogen container, ballast pressure sensor, strain gauges on the gas containers and compressed air tanks.
  • a vessel having a composite structure for storing at least one container for storing gas under pressure comprising: a rigid exoskeleton formed by a truss, a container stored within the truss, wherein the container comprises a plurality of circumferential expansion constraining rings arranged around a circumference of the container to provide static or dynamic force to restrain circumferential expansion of the container, wherein the circumferential expansion constraining rings are attached between the container and the truss.
  • Clause 6 The vessel of clause 1 further comprising at least one hydraulic cylinder arranged to provide the dynamic force to restrain the circumferential expansion of the container.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Physics & Mathematics (AREA)
  • Physics & Mathematics (AREA)
  • Civil Engineering (AREA)
  • Evolutionary Computation (AREA)
  • Sustainable Energy (AREA)
  • Structural Engineering (AREA)
  • Sustainable Development (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Artificial Intelligence (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Architecture (AREA)
  • Medical Informatics (AREA)
  • Software Systems (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Electrochemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

La présente invention concerne un navire de transport pour transporter du gaz sur l'eau, le navire de transport comprenant : au moins un récipient de gaz positionné à l'intérieur du navire pour stocker du gaz ; au moins un tuyau de gaz pour recevoir et envoyer le gaz vers/depuis le récipient de gaz ; au moins une vanne pour commander la réception et l'envoi du gaz ; un corps principal configuré pour recevoir le récipient de gaz et le ballast qui est externe au récipient de gaz pour fournir une flottabilité neutre, le ballast étant configuré pour fournir une résistance pour contrebalancer la flexion longitudinale et la torsion du corps principal ; et le corps principal étant conçu sous une forme hydrodynamique pour réduire la traînée lorsqu'il se déplace sur l'eau.
PCT/AU2022/050368 2021-04-22 2022-04-22 Système de transport et de stockage de gaz WO2022221924A1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
AU2021901200A AU2021901200A0 (en) 2021-04-22 Hydrogen transportation and storage system
AU2021901200 2021-04-22
AU2021902923 2021-09-09
AU2021229217 2021-09-09
AU2021902923A AU2021902923A0 (en) 2021-09-09 Hydrogen transportation and storage system
AU2021229217A AU2021229217B1 (en) 2021-04-22 2021-09-09 Hydrogen transportation and storage system
AU2021903753A AU2021903753A0 (en) 2021-11-22 Hydrogen transportation and storage system
AU2021903753 2021-11-22

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WO2022221924A1 true WO2022221924A1 (fr) 2022-10-27

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Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998030437A1 (fr) * 1996-12-18 1998-07-16 Den Norske Stats Oljeselskap A.S Batiment de stockage flottant
US6260501B1 (en) * 2000-03-17 2001-07-17 Arthur Patrick Agnew Submersible apparatus for transporting compressed gas
US6786166B1 (en) * 1999-10-27 2004-09-07 Bouygues Offshore Liquefied gas storage barge with concrete floating structure
US20050166827A1 (en) * 2003-08-22 2005-08-04 Holmes Ian C. Submarine guidance system
WO2006077999A1 (fr) * 2005-01-21 2006-07-27 Masaharu Kubo Procédé et appareil de production, d’entreposage, de transport et de conversion d’énergie d’hydrogène
US20100050925A1 (en) * 2008-06-09 2010-03-04 Frank Wegner Donnelly Compressed natural gas barge
US7726911B1 (en) * 2003-03-17 2010-06-01 Harry Edward Dempster Underwater hydrogen storage
KR20110019270A (ko) * 2009-08-19 2011-02-25 현대중공업 주식회사 압출형 알루미늄 ｈ형 및 일자형（ｉ형）보강재를 사용한 알루미늄 ｌｎｇ탱크 생산 공법
US20110067618A1 (en) * 2009-09-24 2011-03-24 Harry Edward Dempster Water-Based Material Transportation System
EP2247888B1 (fr) * 2007-12-03 2011-09-28 Nli Innovation As Réservoir pour gaz liquéfiés avec moyeu central dans la structure de fond
US20160272290A1 (en) * 2013-10-21 2016-09-22 Eni S.P.A. Underwater vehicle for transporting fluids such as for example natural gas, oil or water, and process for using said vehicle
US20180001970A1 (en) * 2014-12-20 2018-01-04 Subhydro As Subsea carrier
GB2585758A (en) * 2020-05-22 2021-01-20 Equinor Energy As Underwater vehicle for transporting cargo

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998030437A1 (fr) * 1996-12-18 1998-07-16 Den Norske Stats Oljeselskap A.S Batiment de stockage flottant
US6786166B1 (en) * 1999-10-27 2004-09-07 Bouygues Offshore Liquefied gas storage barge with concrete floating structure
US6260501B1 (en) * 2000-03-17 2001-07-17 Arthur Patrick Agnew Submersible apparatus for transporting compressed gas
US7726911B1 (en) * 2003-03-17 2010-06-01 Harry Edward Dempster Underwater hydrogen storage
US20050166827A1 (en) * 2003-08-22 2005-08-04 Holmes Ian C. Submarine guidance system
WO2006077999A1 (fr) * 2005-01-21 2006-07-27 Masaharu Kubo Procédé et appareil de production, d’entreposage, de transport et de conversion d’énergie d’hydrogène
EP2247888B1 (fr) * 2007-12-03 2011-09-28 Nli Innovation As Réservoir pour gaz liquéfiés avec moyeu central dans la structure de fond
US20100050925A1 (en) * 2008-06-09 2010-03-04 Frank Wegner Donnelly Compressed natural gas barge
KR20110019270A (ko) * 2009-08-19 2011-02-25 현대중공업 주식회사 압출형 알루미늄 ｈ형 및 일자형（ｉ형）보강재를 사용한 알루미늄 ｌｎｇ탱크 생산 공법
US20110067618A1 (en) * 2009-09-24 2011-03-24 Harry Edward Dempster Water-Based Material Transportation System
US20160272290A1 (en) * 2013-10-21 2016-09-22 Eni S.P.A. Underwater vehicle for transporting fluids such as for example natural gas, oil or water, and process for using said vehicle
US20180001970A1 (en) * 2014-12-20 2018-01-04 Subhydro As Subsea carrier
GB2585758A (en) * 2020-05-22 2021-01-20 Equinor Energy As Underwater vehicle for transporting cargo

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