Fluid bypass method and system for controlling temperature of non-petroleum fuel

Abstract

The invention relates to a fluid bypass method and system for controlling the temperature of a non-petroleum fuel. The fluid bypass method includes: providing a fuel at a pressure sufficient to effecta desired flow rate to a vehicle, the fuel being at a liquid or substantially supercritical thermodynamic state requiring further heat addition in a vaporizer; and diverting a bypass stream with partial or no vaporization to a heat exchanger as a cold fluid on a cold side of the heat exchanger. The method further includes providing a remainder stream of the fuel to the vaporizer; mixing the remainder stream outflowed from the vaporizer with the cold fluid outflowed from the cold side of the heat exchanger to form a combined fuel stream; and providing the combined fuel stream to the heat exchanger as a warm fluid on a warm side of the heat exchanger.

Description

[0001] Cross References to Related Applications [0002] This application claims U.S. Provisional Application No. 62 / 768,151, filed November 16, 2018, entitled "Fluid Bypass Method and System for Controlling the Temperature of Non-Petroleum Fuels," and filed August 6, 2019, entitled Benefit of US Application Serial No. 16 / 532,682 for "Fluid Bypass Method and System for Controlling Temperature of Non-Petroleum Fuels," which is incorporated herein by reference. technical field [0003] The present disclosure relates to a pressurized gas or fuel dispensing system, and more particularly, to a pressurized gas or liquid dispensing system including bypass methods and systems for controlling the temperature of non-petroleum fuels, such as hydrogen or natural gas. Background technique [0004] In the prior art, a hydrogen refueling station (HRS, hydrogen refueling station) having a storage tank for storing liquid hydrogen as fuel is provided. The storage tank usually uses an electri...

AI Technical Summary

Problems solved by technology

[0009] (2) For continuous back-to-back filling of vehicles, the cooling capacity of the refrigeration system is not strong enough, such as lower than the required cooling capacity for continuous back-to-back filling of vehicles, so the refrigeration system cannot continuously fill vehicles

[0010] (3) Refrigeration requires electricity usage 24 hours a day, 7 days a week to maintain the heat accumulator below -40°C, so cooling costs are high

[0011] (4) The heat storage heat exchanger HX surface area is fixed, therefore, the heat accumulator is fixed, and the cooling capacity is relatively small compared to the load, so the cooling needs to be adjusted based on environmental conditions and other specific changes such as pipe length setpoints, which lead to long commissioning times, high labor costs, and individual HRS software / hardware configuration

[0012] (5) The heat accumulator is tuned to a small range of vehicle tank sizes and is inflexible for smaller or larger tank ranges

[0013] (6) The temperature control unit has a large footprint and must be installed in the pit adjacent to the distributor. Since the TCU footprint limits the number and proximity of distributors, the land used by hydrogen refueling stations is usually very precious

[0014] In summary, the state-of-the-art temperature control unit creates a vehicle-specific dispenser that limits the commercialization and scale-up of hydrogen fuel

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