EP2788651A1 - Récipient optimisé - Google Patents

Récipient optimisé

Info

Publication number
EP2788651A1
EP2788651A1 EP11791286.5A EP11791286A EP2788651A1 EP 2788651 A1 EP2788651 A1 EP 2788651A1 EP 11791286 A EP11791286 A EP 11791286A EP 2788651 A1 EP2788651 A1 EP 2788651A1
Authority
EP
European Patent Office
Prior art keywords
pressure vessel
cng
vessel
containment
cylindrical body
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP11791286.5A
Other languages
German (de)
English (en)
Inventor
Francesco Nettis
Vanni Neri TOMASELLI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Blue Wave Co SA
Original Assignee
Blue Wave Co SA
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
Application filed by Blue Wave Co SA filed Critical Blue Wave Co SA
Publication of EP2788651A1 publication Critical patent/EP2788651A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0104—Shape cylindrical
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/01—Shape
    • F17C2201/0128—Shape spherical or elliptical
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/03—Orientation
    • F17C2201/032—Orientation with substantially vertical main axis
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/03—Orientation
    • F17C2201/035—Orientation with substantially horizontal main axis
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/052—Size large (>1000 m3)
    • 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
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/054—Size medium (>1 m3)
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0602—Wall structures; Special features thereof
    • F17C2203/0604—Liners
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0602—Wall structures; Special features thereof
    • F17C2203/0612—Wall structures
    • F17C2203/0614—Single wall
    • F17C2203/0619—Single wall with two layers
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0636—Metals
    • F17C2203/0639—Steels
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0636—Metals
    • F17C2203/0639—Steels
    • F17C2203/0643—Stainless steels
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0658—Synthetics
    • F17C2203/066—Plastics
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0658—Synthetics
    • F17C2203/0663—Synthetics in form of fibers or filaments
    • F17C2203/0665—Synthetics in form of fibers or filaments radially wound
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0658—Synthetics
    • F17C2203/0663—Synthetics in form of fibers or filaments
    • F17C2203/067—Synthetics in form of fibers or filaments helically wound
    • 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
    • F17C2203/00—Vessel construction, in particular walls or details thereof
    • F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
    • F17C2203/0634—Materials for walls or layers thereof
    • F17C2203/0658—Synthetics
    • F17C2203/0663—Synthetics in form of fibers or filaments
    • F17C2203/0673—Polymers
    • 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
    • F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
    • F17C2205/0388—Arrangement of valves, regulators, filters
    • F17C2205/0394—Arrangement of valves, regulators, filters in direct contact with the pressure vessel
    • F17C2205/0397—Arrangement of valves, regulators, filters in direct contact with the pressure vessel on both sides of the pressure vessel
    • 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
    • F17C2209/00—Vessel construction, in particular methods of manufacturing
    • F17C2209/21—Shaping processes
    • F17C2209/2154—Winding
    • 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
    • F17C2209/00—Vessel construction, in particular methods of manufacturing
    • F17C2209/22—Assembling processes
    • F17C2209/225—Spraying
    • 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
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/01—Pure fluids
    • F17C2221/013—Carbon dioxide
    • 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
    • F17C2221/03—Mixtures
    • F17C2221/032—Hydrocarbons
    • F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
    • 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
    • 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
    • F17C2223/0146—Two-phase
    • F17C2223/0153—Liquefied gas, e.g. LPG, GPL
    • 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
    • F17C2223/03—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
    • F17C2223/036—Very high pressure (>80 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
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/01—Improving mechanical properties or manufacturing
    • F17C2260/011—Improving strength
    • 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
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/01—Improving mechanical properties or manufacturing
    • F17C2260/013—Reducing manufacturing time or effort
    • 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
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/01—Improving mechanical properties or manufacturing
    • F17C2260/018—Adapting dimensions
    • 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
    • F17C2270/0105—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
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0165—Applications for fluid transport or storage on the road
    • F17C2270/0168—Applications for fluid transport or storage on the road by vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/32—Hydrogen storage

Definitions

  • the present invention relates to pressure vessels, and in particular to pressure vessels for containment of pressurised natural gas (CNG). Moreover, it relates to pressure vessels that have been substantially optimised for suitability in relation to their shape.
  • CNG pressurised natural gas
  • the present invention also relates to methods of manufacturing the above pressure vessels, and to vehicles for transporting the same on water or on land.
  • Cylindrical pressure vessels for storing and transporting CNG are widely known in the art.
  • Several advantageous characteristics are associated with the vessels' cylindrical shape.
  • such vessels can be stacked side by side, vertically or horizontally, and they can also be configured inside modules or cells that are designed to house many such vessels.
  • the vessel will resemble a relatively one-dimensional elongate structure.
  • This predominant axial dimension for the vessel can have a favourable impact on the stackability of the vessel, and thus also the groupability of multiple modules containing such stacked vessels, whereby space usage can be efficient (i.e. there can be an acceptably small amount of unused space between adjacent vessels throughout the installation).
  • Cylindrical pressure vessels are also associated with a certain degree of manoeuvrability and ease of handling, due to the predominant axial dimension of the cylinders. As such, it is uncomplicated to slide the cylindrical pressure vessels horizontally or vertically along their longitudinal axis for sliding them in and out of position from either their modules or their supports.
  • the cylindrical vessels are composite-wrapped cylindrical vessels (such as ones that are wrapped with a carbon-fibre reinforced polymer), it is relatively easy to wind the composite material over an inner substrate or liner using known fibre winding techniques.
  • fibres typically impregnated with a resin, are continually wound around the liner to form hoop-like coils that lay uniformly on the surface along the longitudinal (axial) dimension of the vessel, centred about the longitudinal axis of the vessel.
  • This "hoop wrapping” involves rotating the cylindrical substrate or liner around its relevant axis, and then, using a fibre dispensing machine or head that moves linearly close to the rotating cylinder, delivering the fibres onto, and thus around, the cylinders in a continuous coil.
  • the coil may be touching coils such that the fibres are coiled against one another, or they may be spaced apart, like in a corkscrew.
  • Cylindrical pressure vessels are also relatively uncomplicated to manufacture using other techniques. This is because, at least in principle, such vessels can be thought of simply as end-capped pipes. As such, for steel cylindrical pressure vessels, the tubular part of the vessel might be manufacturable using established methods of pipe manufacture, and the end-caps might then be welded onto the ends.
  • Spherical pressure vessels are also known in the art, and they can also be used for storing and transporting CNG, although they are far less frequently put into practical applications than cylindrical pressure vessels.
  • spherical vessels An advantage of spherical vessels is their favourable volume to surface area ratio, which allows a given amount of CNG to be stored and transported within the lightest vessel (a smaller surface area results in less material within the structure of the vessel, and thus a lighter vessel). Because of this optimal volume to surface area ratio, spherical vessels also provide better thermal insulation (or smaller heat-loss characteristics) compared to an equivalent cylindrical vessel, i.e. the same overall insulation coefficient for the vessel can be achieved with less insulation material per unit volume of contained fluid. The spherical vessels also tend to perform better strength-wise than equivalent cylindrical vessels.
  • the spherical vessel may be provided with a slightly thinner mean structural wall thickness than the equivalent cylindrical vessel. This again serves to lighten the vessel compared to the cylindrical arrangements.
  • this effect can be counteracted by the purely longitudinal strength characteristics of those windings, whereby additional layers are required to manage/withstand the multi- directional loadings.
  • spherical vessels do not compare favourably against cylindrical vessels in terms of their manoeuvrability and ease/efficiency of handling/stacking, due to their intrinsic tendency to roll, and due to the wider dimension thereof for a given containment volume.
  • helical winding A preferred approach taken for winding a spherical shape is known as "helical winding".
  • the windings (of the fibres) are still presented as coils on the surface of the substrate.
  • the windings around the spherical pressure vessel can still follow an open helical pattern, i.e. such that a loop is not laid down in close abutment to the preceding loop (although such abutments are also possible, as with the cylindrical vessels).
  • the loops are instead wound in an axially rotating manner, such that each loop still has its centre of rotation located substantially upon the central axis, but also such that each subsequent loop also has its centre of rotation at substantially that same point, that point this being a substantially fixed point substantially in the centre of the sphere (to allow for the thickness of the thread, and imperfections in the thread's uniformity, there will be in practice a slight variation about a fixed central point, but the deviations will be small).
  • each consecutive loop is rotated relative to its preceding loop by a given angle about that centre, but while maintaining a constant central point, rather than having both a constant angle relative to a fixed axis and a constant running displacement along that axis.
  • the given angle remains constant throughout the helical-winding process.
  • This "helical winding” therefore is characterised by the continuous rotation of the consecutive hoops about the centre of the sphere, with each hoop having a radius substantially corresponding to the diameter of the spherical layer of the winding.
  • spherical pressure vessels need to employ more reinforcement fibres per unit of reinforcement for achieving a required yield strength. This is due to the curvature of the wall being in two dimensions, whereby the hoop stresses are not applied in a predominant direction - hoop stresses are omnidirectional, and thus, for fibre wound spheres, more layers of fibre are needed to provide an adequate multi-directional reinforcement.
  • This difference can be measured, for example, by reference to a required overall yield strength o y of the structural material of the walls of the vessels: to increase o y for a spherical vessel made with a steel liner having a wall thickness "d", more fibres per unit surface area are required for the composite layer (which provides that strength o y ) compared to the equivalent cylindrical vessel, i.e. one also made with a steel liner having a thickness "d".
  • a pressure vessel for containment of CNG comprising:
  • a cylindrical body having a diameter and an axial length
  • an overall length of the pressure vessel is defined by adding the axial length of the cylindrical body to the corresponding axial depths of the cylinder ends, each measured internally and excluding the length of the CNG inlet/outlet, and
  • the ratio between the overall length of the pressure vessel and the internal diameter of the cylindrical body is comprised in the range between 2: 1 and 1 : 1 , and including the values of 2: 1 and 1 :1.
  • a pressure vessel for containment of CNG comprising:
  • a cylindrical body having a diameter and an axial length
  • an overall length of the pressure vessel is defined by adding the axial length of the cylindrical body to the corresponding axial depths of the cylinder ends, each measured externally and excluding the length of the CNG inlet/outlet, and
  • the ratio between the overall length of the pressure vessel and the external diameter of the cylindrical body is comprised in the range between 2: 1 and 1 : 1 , and including the values of 2: 1 and 1 :1.
  • CNG means compressed natural gas, be it well stream fluids, i.e. gas and liquid hydrocarbons received untreated from the source, or treated compressed natural gas - which will have fewer impurities.
  • CNG fluids can include various potential component parts in a variable mixture of ratios, some in their gas phase and others in a liquid phase, or a mix of both. Those component parts will typically comprise one or more of the following compounds: C 2 H 6 , C 3 H 8 , C 4 H 10 , C 5 H 12 , C 6 H 14 , C 7 H 16 , C 8 H 18 , C 9 + hydrocarbons, C0 2 and H 2 S, plus potentially toluene, diesel and octane in a liquid state.
  • At least one of the cylinder ends is in the shape of a dome when considered in the absence of any inlet or outlet, or any neck thereof.
  • the dome has a substantially constant radius about at least 90% of its radial extent.
  • a short extent may be blended with the cylindrical body to reduce stress concentrations within the material of the vessel, upon pressure loading the vessel.
  • both cylinder ends are in the shape of such a dome.
  • both cylinder ends have the same axial depth. This can be achieved with similar shapes or different shapes.
  • the volume and surface of the vessel are generally axial-symmetric around the axis of the cylindrical body.
  • an external diameter of the cylindrical body is between 5 and 50 metres across. 30 m is also a preferred diameter.
  • the vessel is adapted to withstanding internal pressures between 50 and 150 bar. Usually the vessel will be adapted to withstand an internal pressure of at least 150 bar. Preferably a fibre-reinforced polymer layer is provided around the vessel.
  • the fibre-reinforced polymer layer is provided all around the cylindrical body of the vessel.
  • the fibre-reinforced polymer layer is a hoop wrapped fibre-reinforced polymer layer.
  • a fibre-reinforced polymer layer covers at least 80% of the cylinder ends of the vessel, or up to the neck of the inlet or outlet, plus the cylindrical body.
  • the cylinder ends are geodesic domes.
  • the cylinder ends have a radius that is no less than half the overall length of the vessel, that length being as defined in the statements above.
  • a fibre-reinforced polymer layer is helically-wrapped over the cylinder ends via rotating helical hoops.
  • the wound hoops abut against neighbouring hoops within the respective layer, thereby providing a surface covering layer of fibres. They may instead be spaced apart.
  • hoop windings may alternate between hoop windings and helical windings, and the angles may vary between adjacent layers or even between spaced corresponding layers (such as spaced hoop windings).
  • the hoop (cylindrical) section may have double the amount of fiber-reinforced polymer than the ends, due to the load distribution in the vessel structure.
  • the vessels comprise a metallic liner.
  • the liner may have a cross-sectional thickness in the range of between 1 and 50 mm. Other thicknesses are also possible - the thickness may be within this range, or it could even be thicker than [0]this range, especially where the liner has to withstand the winding forces - the bigger the diameter, the bigger is the risk of the liner collapsing, whereby the thicker the liner.
  • it is no more than 10mm thick (or no more than 1 % of the diameter) - the liner usually will be non structural in the final product, i.e. the windings/layers provide the vast majority of the structural strength, rather than the liner.
  • the vessels comprise a polymeric layer made of one of a polyester resin, a vinylester resin, an epoxy resin, a phenolic resin, a high-purity dicyclopentadiene resin a bismaleimide resin and a polyimide resin.
  • the vessels comprise a wound fibrous reinforcement, the wound fibrous reinforcement comprising at least one of carbon fibres, glass fibres and Kevlar® (aramid fibers).
  • a fibre-reinforced polymer layer is applied over the surface of the vessel.
  • the layer may have a thickness of at least 200 mm for the larger sized vessels, e.g. 10m or more in diameter.
  • a vehicle for transportation of CNG comprising at least one pressure vessel as described above.
  • the vehicle may be a ship.
  • the present invention also provides a module for transporting CNG, such as in the hull of a ship, comprising a plurality of vessels as defined above, the vessels being joined together via pipes.
  • Figure 1 shows a generally cylindrical pressure vessel
  • Figure 2 is an enlarged cross-sectional cut-out portion from Figure 1 ;
  • Figure 3 is a schematic representation of a method of fibre-wrapping a pressure vessel, viewed from the side, the vessel being according to an embodiment of the present invention
  • Figure 4 is a schematic representation of a method of fibre-wrapping a spherical pressure vessel
  • Figure 5 is a schematic representation of a graph illustrating in general terms the relative positioning of cylindrical and spherical pressure vessels in terms of a comparison between volume to surface area ratios and manufacturability, including an illustration of the comparative region, again in general terms, in which the pressure vessels of the present invention may lie; and
  • Figure 6 is a schematic cross-sectional representation of a vessel according to the present invention.
  • Figure 1 shows a dual layer cylindrical pressure vessel for containment and transportation of CNG. Its shape is generally in accordance with the shape of vessels known from the prior art.
  • the vessel 10 has a generally cylindrical shape - the structure or body extends predominantly in one direction - the direction of the longitudinal axis of thereof, whereby the vessel resembles a cylinder rather than a sphere.
  • the vessel is formed with a wall having two layers. See Figure 2.
  • the internal layer (i.e. the liner) 100 is made of steel, such as a low-carbon steel.
  • the external layer (which may be a composite reinforcement) is made of a fibre-reinforced composite polymer 200, such as a carbon fibre reinforced composite material (CFRC). Other materials are possible from the prior art.
  • CFRC carbon fibre reinforced composite material
  • the internal layer typically interfaces directly with the CNG, and the external layer is typically exposed to the external environment.
  • the thicknesses of the two layers 100, 200 are shown to be approximately equal. However, the thicknesses can be different.
  • the thickness of the inner layer - the liner 100 - can be such that it offers little or no structural capabilities during CNG transportation.
  • the outer layer 200 that provides the structural capabilities of the vessel, i.e. the strength needed to withstand with the elevated pressures within the vessel to which these vessels will be exposed (these vessels will be used for transporting CNG, which is loaded into the vessels at high pressure - typically such that the CNG will be in substantially liquid form.
  • the nominal pressure that the vessels of the prior art are designed to withstand is typically around 250 or 300 bar at 20°C. This can therefore be taken to be the pressure that the vessel is designed to safely withstand).
  • metallic liners are common in the industry for such vessels since metallic liners can readily be designed to provide both CNG containment - they are typically "gas-tight", and corrosion resistance - stainless steel can be highly resistant to saltwater corrosion, and likewise chemical attack, even from many or all of the aggressive agents that would typically be present in the stored CNG - necessary since it is frequently the case that the CNG will be raw or untreated.
  • the vessel in Figure 1 is also shown to have two ends 11 , 12, and the shapes of those illustrated ends 1 1 , 12 are new. Further, they are different to one another.
  • the bottom end 12 accommodates an inlet/outlet aperture 120 for loading and off-loading CNG 20 into and from the vessel 10.
  • a 12 inch (30cm) outlet is preferred. It is typically adapted to be connected to pipework that interconnects a plurality of such vessels.
  • the top end 1 1 accommodates a manhole 30 for internal inspection of the vessel.
  • the manhole is shown to be boltable down. By removing the bolts and removing the cap, a user can climb into the vessel for conducting an inspection.
  • the manhole is an 18 inch (45cm) manhole, or perhaps a 24 inch (60cm) manhole.
  • both ends 11 , 12 can be defined as being generally domed, or dome-like, albeit with a neck and a cap, the top dome is slightly deeper in the axial direction, while the bottom one is slightly more flat, or compact-looking, in the axial direction. Other arrangements, however, are possible too.
  • top end 11 In use, the top end 11 will usually be located uppermost.
  • the vessel 10 therefore has a cylindrical body 40 and top and bottom ends or domes 1 1 , 12, and they together define the overall axial, internal, length of the vessel.
  • the cylindrical body 40 also defines the internal diameter of the vessel. As drawn in Figure 1 , these give a ratio of length:diameter (internal)). The length is measured between points A-A (i.e. between the bases of the neck portions) and the diameter is measured between points B-B - located on opposite sides of the inside surface of the vessel.
  • Such a ratio being more than 2.5: 1 , gives the vessel its cylindrical appearance. In this embodiment the ratio is about 5:1.
  • the vessels of the present invention can have many of these characteristics. In particular they will typically be designed to withstand similar safe working pressures. However, the shape, form and construction of the vessels of the present invention will typically all be different, as described below.
  • Figure 3 shows a pressure vessel 110 in accordance with the present invention.
  • the vessel is more compact-looking in the axial dimension (longitudinal) compared to the pressure vessel of Figure 1. That is because the internal length to diameter ratio for this vessel is approximately 2: 1.
  • the internal length again is the internal length of the main chamber, i.e. to the base of the neck - only one neck in this embodiment. It gets measured along the longitudinal axis of the vessel, according to points A-A of Figure 3.
  • the internal diameter is measured across the middle, from the internal sidewalls, according to points B-B of Figure 3.
  • the measurement may be a peak internal diameter if the sidewalls are not substantially perfectly cylindrical (e.g. if they have a gentle curvature).
  • the vessels will have internal length to diameter ratios that fall in the range of between 1 : 1 and 2.5: 1 , or more preferably up to 2: 1. Further they will typically have a cylindrical section for defining a longitudinal axis therefor. Yet further they will typically have end-walls with internally concave surfaces (concave in both longitudinal and transverse directions as viewed from the inside). Further, one or more of those end walls will typically have an inlet/outlet, the junction to the neck of which, from the end wall's internal concave surface, forms a concave/convex section (convex as viewed in the longitudinal planes and concave as viewed the transverse plane).
  • Blended junctures reduce stress concentrations at those junctures upon loading the CNG into the vessels (i.e. increasing the pressure within the vessels). Blended junctures also assist with the winding operation in the first place since sharp angles are more unpredictable during the winding process, both in terms of laying down the filament, and in determining the tension needed to ensure a tight lamination, but without rupturing or damaging the filament.
  • the range of possible internal length to diameter ratios can include a ratio of 1 : 1.
  • a fully spherical vessel would also have a 1 : 1 ratio since the ratio between its internal length and its internal diameter would be equal to 1 irrespective of the direction in which the axis is assumed to lie.
  • the ratio of 1 :1 is not in itself new.
  • those spherical vessels do not have an intermediate, substantially cylindrical portion, or any kind of body between two domed ends. Instead it could merely be defined as being comprised of two domed ends, both of which are hemispheres. The present invention therefore excludes spherical vessels from its scope of protection.
  • the internal length of the vessels can be calculated as being a summation of the internal lengths of the cylindrical parts or bodies of the vessels - the body part defining a longitudinal axis for the vessels through its middle - plus the heights (or corresponding axial depths) of the domed ends at either end thereof.
  • a stainless steel liner 1 100 is shown to be undergoing a fibre winding procedure.
  • the procedure includes both hoop wrapping so as to form loops 154 defining a linear spiral 154 and helical winding so as to form a rotating helix with sequential loops 155, 156, 157 and 158.
  • the basic features of the winding process of the vessel 1 10 are that the fibres (starting at a first free end 152 and ending at or beyond a second point 153), which may be single filaments, tapes or fabrics of fibres, or combinations thereof - are wound as coils, in a first hoop or spiral-like form 154 along the body 1000 before then passing back and forth along the body 1000, and over the two ends 11 1 , 112, in a repeating, rotating, helical-form defined by the rotating hoops 155, 156, 157, 158.
  • the winding process is therefore a composite or combination of the two forms discussed above in respect of cylindrical vessels and spherical vessels, namely hoop wrapping and helical winding, alternatively laying down fibre over the cylindrical portion and the end walls through a variety of angles.
  • the initial winding starts from the first end 152 - the position thereof is arbitrary, but it is shown to be close to an end or blended corner 1 11 of the vessel.
  • the winding then passes along the cylindrical section 1000 in a loop with a constant angle relative to the circumference of the vessel so as to form the spiral form 154.
  • the fibre is curled through an angle to commence a return loop or arc 155 back towards the other end, perhaps again close to a blended corner 1 11 , and then a rotating helical wrap is performed using repetitive back and forth, end-over-end, relatively rotated loops 155, 156, 157, 158 151 , each of which maintains a substantially common centre of rotation that is located at a central point 150 of the vessel - this helical wrapping is continuously varying its the angle of wrapping to maintain the centre of rotation at that central point 150.
  • the helical wrapping then converts again into a hoop wrap by commencing again along the cylindrical portion in a longitudinal spiral for building up a third layer of the composite. This then continues so as to alternate layers, potentially with further layers being provided at alternative angles, until a sufficient thickness of composite has been built up for providing the desired strength for the vessel 1 10.
  • the fibres are impregnated with a suitable polymer or resin (a matrix) prior to winding (or even as they are being wound). As a result, the wound fibres bed down into their final position on the surface of the vessel as they are being wound thereon, i.e.
  • each layer of fibres might be wound onto a pre-applied resin base, with a fresh layer of resin then being applied on top of that new layer, e.g. by spraying.
  • a further alternative might have the spraying occurring continuously.
  • the method nevertheless comprises the building up of resin bonded layers of fibre so as to provide the desired composite structure.
  • the coils 154 or helical formations 155, 156, 157, 158 are provided by delivering the fibres, filaments or tape while the vessel 1 10 is being rotated around the vessel's longitudinal axis.
  • the distribution of the tape along that axis, so as to form the longitudinal coils, or rotating helix, is by means of a machine, or a machine component (such as a tape feeding head), that moves linearly beside the vessel 1 10, parallel to the axis of the vessel 1 10 as the vessel 1 10 is rotated (although if the helical loop is to extend longitudinally, the vessel 1 10 would be stationary for that instant).
  • the tape feeding head has a variable traversal speed along that axis, and likewise the vessel 110 has a variable rotation speed.
  • a range of hoop wrapping angles (the angles formed between the transverse plane of the vessel and the fibres themselves, at the circumference of the vessel 1 10) is achievable, and selectable, e.g. by varying the rotation speed of the vessel or the traversal speed of the machine component (the tape feeding head).
  • the speed of feed of the tape from the head is varied as appropriate to ensure that the tape is applied to the surface of the vessel 110 in an appropriately tight condition.
  • the tape is applied in abutment to a previously applied hoop or loop, which hoop or loop will typically be the preceding hoop or loop. With tight abutments, a uniform strength characteristic can be maintained. Given this feature, it is clear that the hoops as illustrated in Figure 3 - spaced-apart hoops - are not the preferred arrangement for the laid down hoops. However, they are illustrated like that to improve the clarity of the drawing.
  • the control of the winding apparatus can involve varying the speed of both the rotation of the vessel and the travel of the head. It will also be varied differently depending upon whether hoops are being applied in a longitudinally extending spiral or whether rotated helixes are being applied.
  • the tape feeding head is traversed along the length of the cylindrical body 1000 at a uniform speed in a first direction, with the tape being fed out of the head at a constant speed.
  • the head can be arranged to slow down and then reverse direction so as coordinate a looping process that lays down a loop or arc 155 of the fibres helically over that first end 1 12 before then moving back towards the other end of the vessel 110.
  • the traversal speed of the head towards that other end can then be controlled so as to increase it to a speed above that of the previous traverse (i.e. the traverse in the first direction), with the tape feed being correspondingly adjusted, so as to extend the helical loop around the first side of the vessel 110, in the opposite traversal direction, at a much steeper angle than the earlier hoops.
  • the head then again slows and reverses to lay down a further loop or arc 156 around the opposite end, before then traversing in the first direction again at the increased speed (for applying the continuance of the helical loop on an opposite side of the vessel 1 10.
  • the apparatus can return to its mode for providing a fresh hoop wrap 154 along the cylindrical body 1000 of the vessel 110.
  • Each hoop wrap layer may be provided with different angles to the previous hoop wrap layer, although it is preferred to maintain a constant angle for each hoop-wrap layer.
  • the ends 112 of the cylindrical vessel 1 10 have the general shape of domes.
  • those domes are preferably geodesic surfaces with respect to one another, i.e. they subscribe a common circle, or they are geodesic compatible - their respective radiuses are no smaller than half the distance between the two surfaces, as measured through the central point 150 of the vessel 110.
  • the minimum radius allowed for the domes therefore, while still having a geodesic or geodesic-compatible configuration according to the above definition, is half the length A-A, as shown in Figure 3, assuming a constant radius is provided for those surfaces.
  • any rounding of the juncture between those surfaces and the cylindrical body should be kept to a minimum to maximise the extent of those geodesic or geodesic compatible surfaces, although some rounding is still preferred to reduce the degree of stress concentration occurring at those junctures.
  • the advantage of these geodesic or geodesic-compatible surfaces for the ends 1 12 is that the helical winding of the fibres 155 around the domes is more easily achievable. That is because they can be wound under tension without the tending to slipping off the sides of the domes - the fibres will tend either to stay in position on the surfaces after winding even though tension is being applied to them, or else they will tend to slip only towards the centre of the ends - the latter situation occurring with the geodesic compatible surfaces.
  • the windings are applied so as to all intersect the centre of the ends 1 12, or close thereto, such as against the neck of an outlet 160, or against a winding already abutting thereagainst (or its most available neighbour), thereby having an arrangement wherein each subsequent winding will tend to be forced to abut tightly against the earlier, more central winding, thus providing a stable, yet tightly arranged, surface covering for the end in question.
  • the windings by being stable, simply will not tend to slip off the sides of the domes. Such slipping would tend to occur, however, if the radius of the ends is smaller than half the internal length of the vessel.
  • the optimum geodesic effect is achieved with the surfaces subscribing a common circle - perfectly geodesic conditions, whereupon the windings will be windable across subsequent ends without passing through the centre of those ends, while still not tending to slip off the ends.
  • the inlet 160 of the vessel can also be composite wrapped using the winding machine, although this is usually done at a later stage, and with a different apparatus. Initially, therefore, this part 160 of the vessel 110 is not wrapped at the same time as the wrapping of the cylindrical body 1000 and the domed ends 112.
  • FIG 4 an alternative winding process is shown.
  • a stainless steel liner 210 having a generally spherical shape is being wrapped with fibres 315.
  • a portion of the sphere in correspondence with an inlet/outlet aperture 230 is left free of the fibres 315. Nevertheless, the wrapping of the fibres 315 around the spheres is difficult since several degrees of rotation thereof are required.
  • the process is achieved in Figure 4 by the provision of a fibre delivering head 300 positioned on a supporting arc 31 1 , rather than on the linear line as discussed above.
  • the fibre delivering head 300 can therefore move up and down 301 the arc 31 1.
  • the supporting arc 311 can rotate 313 around its own supports 312.
  • the spherical vessel itself is also positioned on rotating supports (not shown), so that it can also be rotated 21 1 around an axis.
  • axis is a vertical axis.
  • the spherical vessels can be filament wrapped using known three dimensional fibre delivering heads.
  • Fibre wrapping around spherical vessels using these machines follows a rotating helical pattern 316, similar to the helical patterns discussed above for the vessel of Figure 3.
  • the fibres are wrapped in a series of connecting coils having a radius according to the circumference of the sphere on which the fibres are being laid. They therefore centred upon the middle 350 of the sphere. This is so that they will not tend to slip off the surface of the sphere (similar to the geodesic situation discussed above) under the applied tension thereof.
  • Figure 5 is a chart illustrating the relative positioning of generally spherical pressure vessels (top half), generally cylindrical pressure vessels (bottom half) and pipes (bottom line) comparing them to their ease of manufacture (x-axis).
  • Spherical pressure vessels are provided in the top half - large y-axis value - since they have the highest volume to surface area ratio.
  • spherical vessels are relatively difficult to manufacture, for the reasons already given, and hence they are indicated towards the left hand side of the chart - they are given a low x-axis value representing their lack of ease of manufacturability.
  • Cylindrical vessels are relatively easy to manufacture, due to the cylindrical body being easy to wrap. This gives them a higher x-axis value than spherical vessels. However, they are not ideal in terms of volume-to-surface ratio. They are therefore awarded a lower y-axis value than spherical vessels.
  • the vessels of the present invention preferably are sized and shaped to occupy, in the chart of Figure 5, an intermediate position between the spherical vessels and the cylindrical vessels. This is shown by the cloudy area labelled "optimised spheres".
  • the vessels of the present invention are therefore relatively compact looking pressure vessels, which are clearly neither spherical vessels, in that they comprise a substantially cylindrical portion, nor cylindrical vessels, since they are too short relative to their diameter (having a ratio of between 2: 1 and 1 : 1 - internal length to internal diameter).
  • FIG. 6 A further example of a vessel 410 in accordance with the present invention is shown in Figure 6.
  • the ratio between the length 412 and the depth 41 1 is approximately equal to 1.05.
  • external dimensions may be used. After all, they are easier to measure when access is not granted to the inside of the vessels. Again the neck of the inlet/outlet(s) are ignored. According to a further aspect of the invention, therefore, it is the external dimensions that have the ratio of between 2: 1 and 1 :1.
  • the vessel 410 of this final embodiment is made of a single layer of structural steel, with a thickness determined by the required safe maximum working pressure for the design of the vessel 410.
  • vessels it is possible for vessels to be provided for high-pressure applications or low pressure applications. Similarly sized vessels may therefore be provided with different pressure ratings, dependent upon the strength of the walls, etc, of the vessel.
  • the vessel 410 might be designed for middle-level pressures, which may be, for example, pressures up to 150 bar.
  • the vessel's body can be manufactured like a pipe, with the two end domes 415, 416 being welded thereon.
  • One of the end domes is provided with an inlet/outlet aperture 420.
  • the external diameter D of the vessel 410 measures 5m and the length L of the vessel is about 5.25m.
  • the wall thickness of the steel is perhaps no more than 15cm.
  • the diameter of the vessel might be up to 50m - these vessels are large due to the large volume of CNG being transported therein.
  • the vessel of Figure 6 is a relatively easy-to-manufacture, end-capped cylindrical body, thereby representing a relatively inexpensive steel vessel for the storage of CNG. It has a significantly advantageous volume-to-surface area ratio and it follows that it is particularly suitable for applications in which large quantities of CNG must be stored ort transported.
  • the volume can be increased by lengthening the cylindrical section, and by increasing the diameter. However, if a larger diameter is needed, then the pressure-rating of the vessels would need to be re-assessed - thicker steel may be needed.
  • These vessels - to be known as optimised spheres offer a design that is particularly well suited to large capacity and midrange pressure applications in the sector of CNG storage and/or transportation.
  • the vessel of Figure 6 would also be relatively easy to hoop-wrap with reinforcement fibres, thereby increasing the strength without proportionally increasing the weight of the vessel - composite reinforcement is lighter than steel.
  • optimised spheres are in essence the result of the combination of a relatively high volume-to surface-ratio with the retention of a cylindrical axis, whereby they are more readily manufacturable, without undue cost.
  • plastic liners can be used, such as liners made of High Density PolyEthylene or high-purity poly-Dicyclopentadiene.
  • the liner can be replaced with a removable liner, or an internal, dismantleable scaffold-type liner, wherein the liner is removed after winding and the resulting composite itself offers the complete vessel.
  • the vessels disclosed herein can carry a variety of gases, such as raw gas straight from a bore well, including raw natural gas, e.g. when compressed - raw CNG or RCNG, or H 2 , or C0 2 or processed natural gas (methane), or raw or part processed natural gas, e.g. with C0 2 allowances of up to 14% molar, H 2 S allowances of up to 1 ,000 ppm, or H 2 and C0 2 gas impurities, or other impurities or corrosive species.
  • the preferred use, however, is CNG transportation, be that raw CNG, part processed CNG or clean CNG - processed to a standard deliverable to the end user, e.g. commercial, industrial or residential.
  • CNG can include various potential component parts in a variable mixture of ratios, some in their gas phase and others in a liquid phase, or a mix of both. Those component parts will typically comprise one or more of the following compounds: C 2 H 6 , C 3 H 8 , C 4 H 10 , C 5 H 12 , C 6 H 14 , C 7 H 16 , C 8 H 18 , C 9 + hydrocarbons, C0 2 and H 2 S, plus potentially toluene, diesel and octane in a liquid state, and other impurities/species.

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Abstract

L'invention concerne un récipient sous pression destiné à contenir du GNC, comprenant un corps cylindrique enfermé entre deux dômes d'extrémité. Le corps cylindrique et les dômes définissent un volume convexe et une surface destinée à loger le GNC. Le corps cylindrique présente un diamètre et une longueur. Chacun des dômes présente un diamètre de base correspondant au diamètre du cylindre, et une hauteur axiale. La longueur totale du récipient sous pression est définie par la longueur axiale du corps cylindrique et des hauteurs axiales des dômes. Le rapport entre la longueur du récipient sous pression et le diamètre du corps cylindrique est compris dans la plage allant de 1 à 2, ou égal à 1 ou deux, de sorte que le récipient sous pression obtenu semble compact, et il présente une bonne proportion de volume interne par surface unitaire.
EP11791286.5A 2011-12-05 2011-12-05 Récipient optimisé Withdrawn EP2788651A1 (fr)

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WO2013083661A3 (fr) 2013-12-05
WO2013083661A2 (fr) 2013-06-13
AP2014007745A0 (en) 2014-07-31
CN104114930A (zh) 2014-10-22
WO2013083151A1 (fr) 2013-06-13
CN104094034A (zh) 2014-10-08
EA201491139A1 (ru) 2015-01-30
KR20140115311A (ko) 2014-09-30

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