Multi-fuel delivery system

Abstract

A multi-fuel delivery system comprising: a cryogenic fuel reservoir configured to store a cryogenic fuel, wherein the cryogenic fuel is liquid hydrogen; wherein the multi-fuel delivery system is configured to convert the cryogenic fuel into more than one fuel type suitable for fuelling, the more than one fuel type including at least two of: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel.

Description

[0001] MULTI-FUEL DELIVERY SYSTEM

[0002] FIELD OF THE INVENTION

[0003] The preset invention relates to a multi-fuel delivery system.

[0004] BACKGROUND

[0005] There is a growing need to find clean energy fuels.

[0006] Hydrogen fuelling stations are designed to supply hydrogen fuel to hydrogen-powered vehicles. These include hydrogen fuel-cell electric vehicles (HFCEVs), hydrogen internal combustion engine vehicles (HICEVs), and hydrogen-electric hybrid vehicles. Power-to-gas systems convert surplus electricity from renewable sources into green hydrogen for energy storage or fuel production, and these systems typically involve electrolysis to produce non-biological (also referred to as renewable fuels of non-biological origin “RFNBO)” hydrogen gas.

[0007] Cryogenic fuels are one option for providing greener energy. However, boil-off is a significant challenge in the field of cryogenics. Cryogenic temperatures typically refer to temperatures below -150 degrees Celsius. Boil-off occurs when a cryogenic fluid, such as liquid nitrogen, liquid oxygen, liquid hydrogen (LH2), liquefied natural gas (LNG), or liquified biomethane absorbs heat from its surroundings and starts to vaporise. Boil-off therefore relates to the vaporisation of liquefied gases that occurs primarily due to heat ingress.

[0008] The creation of boil-off is mainly due to the fact that no insulation system is perfect, meaning that heat from the surrounding environment gradually infiltrates the cryogenic storage or transport system. The rate of boil-off depends on factors such as the thermal insulation efficiency of the container in which the cryogenic fuel is stored, the initial temperature of the cryogenic fluid, the surrounding temperature, and the container design.

[0009] Minimizing boil-off helps preserve the efficiency and economic viability of cryogenic fuels. Various strategies are employed to address this issue, including the use of advanced insulation materials, vacuum insulation, and cryogenic storage systems designed with minimal heat leak points. Additionally, active refrigeration systems may be employed to manage and reduce the effects of boil-off in certain applications, such as LNG transportation.

[0010] It would be desirable to find alternative ways of managing boil-off that minimise that amount of fuel wasted and maximise energy utilization.

[0011] SUMMARY OF INVENTION

[0012] According to a first aspect there is provided a multi-fuel delivery system comprising: a cryogenic fuel reservoir configured to store a cryogenic fuel, wherein the cryogenic fuel is liquid hydrogen; and wherein the multi-fuel delivery system is configured to convert the cryogenic fuel into more than one fuel type suitable for fuelling, the more than one fuel type including at least two of: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel.

[0013] The multi-fuel delivery system is therefore a flexible fuel delivery system which is able to cater to different fuelling requirements. This avoids the need for different types of fuelling station to be placed at one location, or different fuelling locations within close proximity to each other, and instead one single multi-fuel delivery system can be installed at a single location and multiple different fuel types can be supplied.

[0014] Preferably, the multi-fuel delivery system is configured to convert the cryogenic fuel into at least three of the following: electrical power (which may also be referred to as electrical fuel), liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel. This further provides a more flexible fuel delivery system.

[0015] Preferably, the multi-fuel delivery system is configured to convert the cryogenic fuel into all of the following: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel. This provides a very flexible multi-fuel delivery system which is able to supply fuel to most vehicles.

[0016] The multi-fuel delivery system may comprise a liquid fuel stage configured to convert the cryogenic fuel into liquid hydrogen and supply the liquid hydrogen to a dispensing system suitable for fuelling vehicles.

[0017] The multi-fuel delivery system may comprise a compressed gaseous fuel stage (also referred to as a compressed gas stage) configured to convert the cryogenic fuel into compressed gaseous hydrogen and supply the compressed gaseous hydrogen to a dispensing system suitable for fuelling.

[0018] The multi-fuel delivery system may comprise an electrical power stage (which may also be referred to as an electrical fuel stage) configured to convert the cryogenic fuel into electrical power and supply the electrical power to a power outlet such as a charging point or power socket suitable for charging a vehicle.

[0019] The multi-fuel delivery system may comprise a cryo-compressed fuel stage, such as a cryo-compressed hydrogen stage, configured to convert the cryogenic fuel into cryo-compressed hydrogen and supply the cryo-compressed hydrogen to a dispensing system suitable for fuelling.

[0020] The liquid fuel stage may comprise a pump configured to pump liquid hydrogen from the cryogenic fuel reservoir to the dispensing system. This provides a convenient and effective mechanism for transferring liquid hydrogen from the cryogenic fuel reservoir to the dispensing system.

[0021] Preferably the pump is a cryogenic centrifugal pump.

[0022] The compressed gaseous fuel stage may comprise a pump configured to receive liquid hydrogen from the cryogenic fuel reservoir and pressurise the liquid hydrogen into high-pressure liquid hydrogen (which may also be referred to as cryo-compressed hydrogen) and a vaporiser configured to receive the high-pressure liquid hydrogen from the pump and vaporise the high-pressure liquid hydrogen to generate gaseous hydrogen. This may provide a convenient and effective mechanism for converting liquid hydrogen from the cryogenic fuel reservoir to gaseous hydrogen.

[0023] The vaporiser is preferably configured to supply the gaseous hydrogen to the dispensing system.

[0024] The compressed gaseous fuel stage may further comprise at least one storage container configured to at least temporarily store the gaseous hydrogen received from the vaporiser. This means that the gaseous hydrogen does not need to be used straight away but can instead be stored and used at a subsequent time for fuelling. This also allows the gaseous hydrogen to be conveniently transported to other locations.

[0025] The electrical power stage may comprise a vaporiser configured to vaporise liquid hydrogen received from the cryogenic fuel reservoir to generate gaseous hydrogen and an energy generator configured to generate electrical power from the gaseous hydrogen. Preferably, the energy generator is a fuel cell configured to convert the gaseous hydrogen into electricity. This may provide a convenient and effective mechanism for converting liquid hydrogen from the cryogenic fuel reservoir to electricity.

[0026] The electrical power may be stored in a battery. This means that the generated electrical power does not need to be used straight away but can instead be stored and used at a subsequent time. This also allows the generated electrical power to be conveniently transported to other locations.

[0027] The multi-fuel delivery system may further comprise a conditioning system configured to receive gaseous hydrogen from the vaporiser and apply a conditioning process to the gaseous hydrogen before the gaseous hydrogen is passed to the energy generator. The conditioning process may comprise vaporisation and / or depressurisation.

[0028] The cryo-compressed fuel stage, such as the cryo-compressed hydrogen stage, may comprise a pump configured to receive liquid hydrogen from the cryogenic fuel reservoir and pressurise the liquid hydrogen to generate cryo-compressed liquid hydrogen.

[0029] There may be provided a fuel delivery system comprising: a cryogenic fuel reservoir configured to store a cryogenic fuel; a feed line configured to receive boil-off from the cryogenic fuel reservoir; an energy generator configured to receive the boil-off from the feed line and configured to generate energy using the boil-off, wherein the energy is either stored in an energy storage unit for future use or wherein the energy is resupplied to the fuel delivery system in order to at least partially power the fuel delivery system.

[0030] Managing boil-off of cryogenic fuels is an important aspect of operating fuel delivery system that uses cryogenic fuels as a fuel source. In order to minimise waste and maximise energy utilisation, the fuel delivery system can use the boil-off to generate energy, by capturing the boil-off from the fuel reservoir and converting the boil-off into energy which can be stored or used. Turning boil-off into a useful form of energy is less wasteful than releasing boil-off to the atmosphere. In addition, converting the boil-off to a form of energy enables many further uses of the subsequent energy compared to uses for boil-off alone. By converting the boil-off into energy and storing it in an electric battery, the fuel delivery system effectively minimises waste and maximises energy utilisation. This approach not only reduces the environmental impact but also enhances the overall energy efficiency and sustainability of the system. In addition, using the boil-off to at least partially, or in some cases fully, power the fuel delivery system reduces, and in some cases removes, the need of having an external power supply (e.g. grid electricity) for the fuel delivery station.

[0031] The cryogenic fuel may be one of: liquid hydrogen, liquid ethylene, liquified biomethane (LBM), or liquefied natural gas (LNG). These fuels are commonly used fuels suitable for clean energy vehicles or vessels.

[0032] The fuel delivery system may comprise a conditioning system. Preferably the conditioning system is located between cryogenic fuel reservoir and the energy generator. The conditioning system may be configured to receive boil-off from the feed line and apply a conditioning process to the boil-off before the boil-off is passed to the energy generator. The conditioning process may comprise vaporisation or depressurisation. The conditioning system provides additional vaporisation of the boil-off if the boil-off received from the cryogenic fuel reservoir is too cold. Alternatively the conditioning system may reduce the pressure of the boil-off received from the cryogenic fuel reservoir such that the pressure of the boil-off is more suited to further components such as a downstream fuel cell.

[0033] Preferably, the energy generator is configured to generate electrical energy from the boil-off. An advantage of converting the boil-off into electrical energy is that electrical energy is a stable form of power which can be used immediately or stored for future use.

[0034] The fuel delivery system may comprise at least one power outlet. The power outlet may comprise a charging point configured to supply the electrical energy to a suitable vehicle for charging. In this way, the fuel delivery system may be used for charging electric vehicles. In this context “vehicles” includes both small craft as well as aerial vehicles such as planes and drones. Examples of vehicles include, but are not limited to, cars, vans, buses, trains, trucks, trains, planes, forklifts, and non-road mobile machinery (NRMM). The power outlet may comprise a plug or a socket. The power outlet may be used to supply electrical power for use in any suitable further application requiring electricity. For example, electricity could be fed into a local grid.

[0035] The electrical energy may be configured to power one or more components within the fuel delivery system. The electrical energy may be configured to power one or more of the following: lights, displays, pumps, heaters, process instrumentation, electrical control systems, or any other suitable component within the fuel delivery system. In this way, the fuel delivery system may be at least partially self-sufficient in that the fuel delivery system is able to supply power to its own components through generating of electricity within the fuel delivery system. Thus, a more efficient fuel delivery system is provided. The electrical energy is configured to power the fuel delivery system. In this way, the fuel delivery system does not need to be connected to an electricity grid. An electricity grid may also be known as an electricity supply network. This may avoid costly and time-intensive set-ups. Not requiring a connection to an electricity grid also helps ensure that the fuel delivery system is relatively portable and relatively easy to transport to different locations. Additionally, providing a fuel delivery system which can power itself, through generating electricity within the system, means that the fuel delivery system can be located in places that do not have a source of electricity, or do not have a stable source of electricity. The fuel delivery system therefore provides a flexible fuel delivery system which can be located in remote locations. Furthermore, electricity grids often do not provide completely renewable electricity, whereas converting boil-off would be completely renewable.

[0036] In some implementations, the electrical energy may be configured to power a motor. The motor may be configured to drive one or more pumps in the fuel delivery system. The motor may be used to drive any suitable component within the fuel delivery system. In some arrangements, the pump may mechanically dispense fuel at high velocity (e.g. submerged pump) and in other arrangements the pump may mechanically compress fuel to a high pressure (e.g. reciprocating pump).

[0037] The energy generator may be configured to generate heat energy from the boil-off. In some examples, the heat energy may be a by-product of generating energy by the energy generator.

[0038] The heat energy may be configured to heat at least part of the cryogenic fuel reservoir to generate boil-off. This may provide a mechanism of increasing the supply of boil-off to the energy generator allowing the energy generator to generate more energy. This may be useful when the demand for cryogenic fuel is low but the demand for energy, such as electrical energy, is high. The fuel delivery system is therefore able to adapt to different needs. The heat energy may be configured to heat at least part of the feed line in order to vaporise the boil-off in the feed line. The vaporised boil-off may be passed to the energy generator to generate energy from the vaporised boil-off.

[0039] The energy storage unit may comprise at least one battery. Storing the energy, for example electrical energy, in a battery allows the generated energy to be used either internally in the fuel delivery system (e.g. to power components of the fuel delivery system) or externally (e.g. to charge electric vehicles). The battery provides a source of power that can be used if the energy generator is not actively generating energy. The battery acts as a buffer store of energy.

[0040] In some implementations, the battery may be configured to power one or more components within the fuel delivery system. The battery may be configured to power one or more of the following: lights, displays, pumps, heaters, process instrumentation (e.g. transmitters), electrical controls systems, or any other suitable component. The battery may help ensure that all the components of the fuel delivery system remain working, even in the event that the energy generator is not actively generating energy at a given time.

[0041] The energy generator may comprise a fuel cell for example a hydrogen fuel cell. The fuel cells may convert fuels, for example vaporised cryogenic fuel, into electricity. Fuel cells offer high energy efficiency and produce electricity with zero emissions, making them an ideal choice for charging electric vehicles, marine vessels, aerial vehicles (e.g., drones or planes) or supplying clean energy to the electrical grid.

[0042] The fuel delivery system may comprise at least one renewable energy generator. The at least one renewable energy generator may comprise at least one solar panel. Alternatively, or in addition, the at least one renewable energy generator may comprise at least one wind turbine. In this way, the fuel delivery system is able to generate other forms of clean energy from renewable energy sources. Preferably, the fuel delivery system is a multi-fuel delivery system configured to provide more than one fuel type suitable for fuelling. This provides a flexible fuel delivery system able to cater to the needs of many different types of transport.

[0043] In some implementations, the multi-fuel delivery system comprises a liquid fuel stage, and compressed gas stage, and an electrical power stage. The liquid fuel stage may be configured to supply a cryogenic fuel to a dispensing system suitable for fuelling vehicles. The compressed gaseous fuel stage may be configured to supply a compressed gas to a dispensing system suitable for fuelling vehicles. The electrical power stage may be configured to supply electrical power to a power outlet for example a charging point suitable for use in charging electric vehicles. In some examples the power outlet is a power socket suitable for supplying electrical power. A cryo-compressed fuel stage may also be included in the multi-fuel delivery system. The cryo-compressed fuel stage may be configured to supply cryo-compressed hydrogen to a dispensing system suitable for fuelling vehicles.

[0044] There may be provided a fuelling station for vehicles comprising the fuel delivery system as described above.

[0045] There may be provided a zero-emission multi-fuel station (ZEMFS) comprising the fuel delivery system as described above.

[0046] There may be provided a method of generating energy using a fuel delivery system comprising: receiving, by a feed line, boil-off from a cryogenic fuel reservoir; receiving, by an energy generator, the boil-off from the feed line; and generating energy, by the energy generator, using the boil-off, and either storing the energy in an energy storage unit for future use or resupplying the energy to the fuel delivery system in order to at least partially power a part of the fuel delivery system.

[0047] The method may comprise receiving, by a conditioning system, the boil off from the feed line and applying, by the conditioning system, a conditioning process to the boil-off. The applying a conditioning process may comprise vaporising or depressurising the boil-off.

[0048] BRIEF DESCRIPTION OF DRAWINGS

[0049] The present invention will be described with reference to the accompanying drawings in which:

[0050] Figure 1 shows a schematic diagram of a fuel delivery system;

[0051] Figure 2 shows a schematic diagram of a liquid hydrogen stage of a fuel delivery system;

[0052] Figure 3 shows a schematic diagram of a compressed gaseous hydrogen stage of a fuel delivery system;

[0053] Figure 4 shows a schematic diagram of a power stage of a fuel delivery system;

[0054] Figure 5 shows a schematic diagram of a power stage of a fuel delivery system;

[0055] Figure 6 shows a schematic diagram of part of a fuel delivery system;

[0056] Figure 7 shows a schematic diagram of part of a fuel delivery system;

[0057] Figure 8 shows a schematic diagram of a fuel delivery system; and

[0058] Figure 9 shows a schematic diagram of a fuel delivery system.

[0059] DETAILED DESCRIPTION

[0060] There is a growing need to provide sustainable and versatile fuelling and refuelling infrastructure, aligning with global efforts to combat climate change. Figure 1 illustrates a multi-fuel station which provides more than one fuel option for vehicles. In particular, the multi-fuel station in Figure 1 minimizes or eliminates the emissions associated with traditional fossil fuels, and so the multi-fuel station can be thought of as a zero-emission multi-fuel station (ZEMFS). The ZEMFS supports cleaner and more sustainable modes of transportation. The ZEMFS is "multi-fuel" because the station offers a range of alternative fuels rather than being limited to a single type. Importantly, the station is equipped to dispense fuels that produce minimal or zero emissions when utilised. Examples of such fuel includes electricity for electric vehicles (EVs), hydrogen for fuel cell vehicles, and other renewable and low-carbon fuels.

[0061] The ZEMFS helps to play an important role in the transition to a low-carbon transportation sector by providing access to cleaner fuel options and supporting the adoption of zero-emission vehicles. Such fuelling stations contribute to reducing greenhouse gas emissions and mitigating the environmental impact of transportation.

[0062] Cryogenic fuels, such as liquid hydrogen, offer a cleaner and more sustainable fuel options compared to traditional fossil fuels. Cryogenic fuels are processed to convert the liquified gas into fuel suitable for use in various modes of transportation. In particular, the ZEMFS can be used to convert cryogenic fuels, in particular liquid hydrogen, into multiple forms of clean fuel. In this way, the ZEMFS can dispense multiple forms of green energy fuel providing a versatile solution to cater to different vehicle or vessel technologies and energy requirements. The ZEMFS facilitates a seamless transition towards a zero-emission transportation sector by offering fuelling options that are compatible with hydrogen-powered vehicles and other clean energy applications.

[0063] An exemplary multi-fuel delivery system 1 is shown in Figure 1. The multi-fuel delivery system is a ZEMFS 1 which uses liquid hydrogen as a primary fuel source. The liquid hydrogen is stored in a suitable storage tank 2 and can be converted by the ZEMFS 1 into compressed gaseous hydrogen, cryo-compressed hydrogen, electricity, as well as used as liquid hydrogen fuel, as will be explained in detail below.

[0064] The liquid hydrogen, to be stored in the storage tank 2, can be provided to the ZEMFS 1 in various ways. For example, the ZEMFS 1 may be connectable to a liquid hydrogen road tanker, via a suitable hose, and the storage tank 2 may be filled up by the road tanker. The storage tank 2 may also be connectable to a suitable cargo container, for example an intermodal UN T75 ISO container, or to a liquid hydrogen storage vessel. In some arrangements, the liquid hydrogen is piped directly into the storage tank 2 via a hose connection directly from a hydrogen liquefaction plant.

[0065] Briefly, the ZEM FS 1 offers flexibility in its configurations to cater to various fuelling needs. In particular, the following different configurations are possible:

[0066] 1. Liquid Hydrogen — > Liquid Hydrogen + Compressed Gaseous Hydrogen + Electricity:

[0067] 2. Liquid Hydrogen — > Liquid Hydrogen + Compressed Gaseous Hydrogen + Electricity + Cryo-compressed Hydrogen:

[0068] 3. Liquid Hydrogen — > Liquid Hydrogen + Compressed Gaseous Hydrogen: 4. Liquid Hydrogen — > Liquid Hydrogen + Compressed Gaseous Hydrogen + Cryo-compressed Hydrogen:

[0069] 5. Liquid Hydrogen — > Liquid Hydrogen + Electricity:

[0070] 6. Liquid Hydrogen — > Liquid Hydrogen + Electricity + Cryo-compressed Hydrogen:

[0071] 7. Liquid Hydrogen — > Liquid Hydrogen only:

[0072] 8. Liquid Hydrogen — > Liquid Hydrogen + Cryo-compressed Hydrogen:

[0073] 9. Liquid Hydrogen — > Compressed Gaseous Hydrogen + Electricity:

[0074] 10. Liquid Hydrogen — > Compressed Gaseous Hydrogen + Electricity + Cryo- compressed Hydrogen:

[0075] 11. Liquid Hydrogen — > Compressed Gaseous Hydrogen only:

[0076] 12. Liquid Hydrogen — > Compressed Gaseous Hydrogen + Cryo-compressed Hydrogen:

[0077] 13. Liquid Hydrogen — > Electricity only:

[0078] 14. Liquid Hydrogen — > Electricity + Cryo-compressed Hydrogen:

[0079] 15. Liquid Hydrogen — > Cryo-compressed Hydrogen only.

[0080] These different configurations offer adaptability and versatility, enabling the ZEMFS 1 to cater to specific fuelling needs, customer preferences, and market demands. These different configurations will now be described in more detail, with reference to the accompanying Figures. Figure 2 shows the part of the ZEMFS 1 relating to above-described configuration 4, which may be referred to as the liquid hydrogen stage 20. The liquid hydrogen stage 20, relative to the rest of the ZEMFS 1, can also be seen in Figure 1.

[0081] The liquid hydrogen stage 20 comprises a pump 3 which pumps the liquid hydrogen from the storage tank 2 to a dispensing system 4 which can be used to refuel vessels or vehicles (herein referred to simply as “transport”) running on liquid hydrogen. In some examples, such as in Figure 2, the pump 3 is a submerged pump which is a cryogenic pump (which may also be referred to as a cryogenic centrifugal pump) submerged in liquid. One advantage of using a submerged pump is that the electric motor that drives the pump is contained inside a “containment” which reduces the risk of ignition. In other examples, the cryogenic centrifugal pump 3 may be located within the storage tank 2. It should also be noted that in some examples, the cryogenic centrifugal pump 3 is omitted. The dispensing system 4 comprises one or more valves to control the flow of liquid hydrogen to the fuel tank of the transport. A flow meter 5, for example a Coriolis flow meter, located between the pump 3 and the dispensing system 4, measures and monitors the rate of flow of liquid hydrogen from the storage tank 2. In some examples, the flow meter 5 is part of the dispensing system 4. A control system (not shown), in communication with the pump 3, flow meter 5, and the one or more valves, receives information from the flow meter 5 and adjusts the pump 3 and valves accordingly, allowing for precise measurement and control of liquid hydrogen to the transport.

[0082] A suitable coupling, for example a quick connect / disconnect (QCDC) coupling, is preferably used to connect the transport’s fuel tank to the ZEMFS 1 for safety and to minimize leaks. Additional couplings, such as breakaway couplings, may be included which help to mitigate against drift away or drive away of the transport from the ZEMFS 1. The coupling is preferably designed to disconnect a fuel line of the dispensing system 4 quickly and automatically in the event of an accident or emergency and prevent fuel spillage. There may optionally be included a prealarm device that may be triggered which stops the pump before the coupling is disconnected in order to stem the flow of fuel. The dispensing system 4 includes various safety features such as pressure relief valves and emergency shutdowns to ensure safe and controlled fuelling operations.

[0083] Figure 3 shows the part of the ZEMFS 1 relating to above-described configuration, which may be referred to as the compressed gaseous hydrogen stage 30. The compressed gaseous hydrogen stage 30, relative to the rest of the ZEMFS 1, can also be seen in Figure 1.

[0084] The compressed gaseous hydrogen stage 30 comprises a pump 6 arranged to receive liquid hydrogen from the storage tank 2 (for example, the liquid hydrogen is pumped into a feed line from the storage tank 2 to the compressor) and pressurise the liquid hydrogen into high-pressure liquid hydrogen. In the example in Figure 1, the pump 6 takes the form of a cryogenic reciprocating pump 6. The cryogenic reciprocating pump 6 uses less energy to increase the pressure of the liquid hydrogen than other forms of compressor. The high-pressure liquid hydrogen is then vaporised by a vaporiser 7, for example by applying heat to the high-pressure liquid hydrogen, to generate gaseous hydrogen which can then be stored in a suitable storage container 8 such as high-pressure cylinders 8 for temporary storage. In some arrangements, the gaseous hydrogen can be used directly for fuelling, for example via a compressed gaseous hydrogen dispensing system, rather than being stored. The gaseous hydrogen can be used in ships, HGVs, aerial vehicles (e.g. aeroplanes or drones).

[0085] Figure 4 shows the part of the ZEMFS 1 relating to above-described configuration 7, which may be referred to as the electrical power stage 40. The electrical power stage 40, relative to the rest of the ZEMFS 1, can also be seen in Figure 1.

[0086] The electrical power stage 40 comprises a vaporiser 9 configured to vaporise liquid hydrogen received from the storage tank 2 (for example, the liquid hydrogen is pumped into a feed line from the storage tank 2 to the vaporiser 9), for example by applying heat to the high-pressure liquid hydrogen, to generate gaseous hydrogen. The gaseous hydrogen is then passed to an energy generator 10 configured to generate energy or power from the gaseous hydrogen. In the example shown in Figures 1 and 4, the energy generator 10 takes the form of a fuel cell 10 which converts the gaseous hydrogen into electricity through an electrochemical reaction. Fuel cells offer high energy efficiency and produce electricity with zero emissions, making them a good choice for a ZEMFS 1. The fuel cell 10 produces electricity by combining hydrogen and oxygen. In particular, hydrogen fuel cells 10 operate by splitting hydrogen molecules into protons and electrons. In some hydrogen fuel cells 10, the protons pass through a proton exchange membrane, while the electrons create an electrical current that can be harnessed for power. As hydrogen gas is supplied to the fuel cells 10 within the ZEMFS 1 via a feed line, the hydrogen gas undergoes an electrochemical reaction with oxygen from the air. This reaction generates an electrical current that can be utilized to power various components of the ZEMFS. The fuel cell 10 therefore generates electrical energy in the form of an electrical current that is output from the fuel cell 10. This electrical energy can then be stored, for example in a battery 11, or used to power other components in the ZEMFS 1, as will be described in more detail later. The battery 11 acts as an energy buffer, allowing for efficient energy management and distribution. The ZEMFS 1 may be provided with one or more electric charging points (not shown) that can be used to charge the batteries of electrical transport.

[0087] Providing a ZEMFS 1 that is able to produce its own electricity is useful, especially in situations where electrical power is required, but where it may not be readily accessible. For example, there may be situations where it may not be possible to connect to an electricity grid. There may also be circumstances where electrical power is only required for a short duration. For example, the ZEMFS 1 may be located on a construction site for the duration of the construction project. In this example, a long-term or permanent electrical connection between the electricity grid and the ZEMFS 1 is not appropriate. In situations like these, the ZEMFS 1 can be used as a way of converting liquid hydrogen to electricity in order to provide the required electrical power, particularly in situations where electrical power is only required temporarily.

[0088] In some arrangements, the electrical power stage 40 can receive compressed gaseous hydrogen, for example from the storage container 8, and pass this gaseous hydrogen to the energy generator 10, via suitable feed lines, to generate energy. In this configuration, the vaporiser 9 is not needed and so this may be bypassed. This configuration may be useful in situations where the amount of liquid hydrogen in the storage tank 2 is low, or the storage tank 2 is empty, but demand for electricity from the ZEMFS 1 is still high, for example due continued demand for charging of electrical transport.

[0089] Combining all three stages (liquid hydrogen stage 20, the compressed gaseous hydrogen stage 30, and the electrical power stage 40) into a single ZEMFS 1, as shown in Figure 1, provides flexibility to cater to various fuelling needs.

[0090] As we have seen, the ZEMFS 1 uses cryogenic fuel (in the form of liquid hydrogen) as a primary fuel source and so managing the boil-off of liquid hydrogen is an important aspect of operating the ZEMFS 1. In order to minimize waste and maximize energy utilization, the ZEMFS 1 can incorporate a boil-off collection system 12 that converts the boil-off hydrogen into electricity which can either be used immediately or stored in a battery.

[0091] The boil-off collection system 12, seen in Figure 1, is configured to capture the boil-off hydrogen vapour from the storage tank 2 and direct the captured hydrogen vapour, via a feed line, to the energy generator 10 such as a fuel cell 10 within the ZEMFS 1. The fuel cell 10 converts the hydrogen gas into electricity through an electrochemical process, as described earlier. The electricity generated by the fuel cell 10 can be used to power the ZEMFS 1 or stored for later use in the battery 11. Lithium-ion or sodium-ion batteries are suitable for storing surplus electricity generated by the fuel cell 10. The stored energy in the battery 11 can be used during periods of high demand or when the fuel cell 10 output is insufficient to meet any power requirements of the ZEMFS 1.

[0092] In some arrangements, the ZEMFS 1 can collect all the vapour generated from the various cooling pumps, piping, or vents etc back to storage tank 2 in order to capture boil-off throughout the system. For example, thermal relief device outlets can connect to a common manifold, directing vapor back to the storage tank 2 By converting the boil-off hydrogen into electricity, which can be used or stored, the ZEMFS 1 is designed to prevent the loss of hydrogen gas and efficiently collect the vaporised hydrogen from the storage tank 2. In this way, the boil-off collection system 12 effectively minimizes waste and maximizes energy utilization. This approach therefore not only reduces the environmental impact but also enhances the overall energy efficiency and sustainability of the station.

[0093] As mentioned previously the electrical energy generated by the fuel cell 10 can be used to power 105 one or more individual components in the ZEMFS 1 and well as at least partially power 109 the ZEMFS 1 itself. The electrical energy may be used directly, as a direct output from the fuel cell 10, via suitable electrical connections between the fuel cell 10 and the component in question. The generated electrical energy may be supplied indirectly 106 to the component in question from the battery 11, via suitable electrical connections between the battery 11 and the component. It is also possible for the component requiring power to be connected to both the fuel cell 10 and the battery 11 such that the component is able to be directly and indirectly powered. In this case, a control system may comprise a switch which controls where the electrical power comes from. For example, in a first position the switch may control power to the component via the battery 11 and in a second position the switch may control power to the component via the fuel cell 10. The switch may be manually operable, such that an operator of the ZEMFS 1 can control how the components are powered. Alternatively, or in addition, the switch may be an automatic switch such that the component is able to draw power from any available power source and may switch power sources automatically as needed. For example, if the battery 11 runs out of power the component may switch to receiving electrical energy from the fuel cell 10 directly. Figures 1 and 5 illustrate how the electrical energy generated within the ZEMFS 1 can be used within the ZEMFS 1.

[0094] In one application, electrical energy can be used to provide electricity to an electrical outlet (such as an electric charging point, plug, or socket) in the ZEMFS 1 for charging 13 electrical transport, allowing the ZEMFS 1 to provide electrical charging. The electricity supplied to the electrical outlet may be supplied either directly 101 from the fuel cell 10 or indirectly 102 such as from the battery 11 which is able to store surplus generated electrical energy.

[0095] As shown in Figure 7, the battery 11 itself may also acts as a power source, providing 103 electrical power 14 to various electronics within the ZEMFS 1, including electrical appliances 15 (such as lighting, displays, cameras etc), safety instrumentation 15a (such as pressure transmitters, temperature transmitters, gas detectors, flame detectors, sirens, beacons, alarms etc), and control systems 15b (such as a programmable logic controller, safety relay, human machine interface, etc).

[0096] In another application, the electrical energy generated by the fuel cell 10 may be used to power 104 an electrical motor 16 which may provide power to various components within the ZEMFS 1. For example, as can be seen in Figure 1, the fuel cell 10 may be used to provide electrical energy to the motor 16, to drive the cryogenic centrifugal pump 3 and cryogenic reciprocating pump 6 in the liquid hydrogen stage 20 and the compressed hydrogen stage 30 respectively. The cryogenic centrifugal pump 3 and cryogenic reciprocating pump 6 are suitable to be powered by the fuel cell 10 as they generally required low power levels to run. In some examples, the electrical motor 16 may be powered 107 by the battery 11 instead of directly by the fuel cell 10. In some examples, the cryogenic centrifugal pump 3 and cryogenic reciprocating pump 6 in the liquid hydrogen stage 20 and the compressed gaseous hydrogen stage 30 may be powered by the battery 11.

[0097] Thus, as can be seen at least in Figure 1, the electrical energy generated by the fuel cell 10, using the captured boil off 12, can be used to at least partially power the ZEMFS 1 itself 109. In some arrangements, the ZEMFS 1 may be provided with some form of initial power source, such as a rechargeable battery in order to get the system running initially. After the system has been running for a duration of time (for example several days, several weeks, or several months), sufficient boil-off will have been captured such that the resulting electrical energy that has been generated using the captured boil-off is able to takeover powering the fuel delivery system. In this way, the ZEMFS 1 is self-sustaining and providing energy for its own operation. The ability of the ZEMFS 1 to power itself, using electrical energy that has been generated by the ZEMFS 1 helps ensure the continuous operation of the ZEMFS 1.

[0098] The self-powering capability of the ZEMFS 1 is an important advantage of its design. By utilizing hydrogen fuel cells, the ZEMFS 1 can convert boil-off hydrogen gas into electricity to power its own operations. In this way, the function of a hydrogen-to-electricity generator is combined with a fuelling station.

[0099] The ZEMFS 1 may also incorporate energy management and storage systems to optimize the use of the generated electricity. These systems can include batteries or other energy storage technologies to store excess electricity during times of low demand and release it during periods of high demand or when the fuel cells are unable to provide the required power.

[0100] Data monitoring and safety controls are integrated into a control panel of the ZEMFS 1. The control panel provides real-time information, indicating whether the system is functioning safely and correctly, and control over fueling processes, flow rates, pressure levels, and other critical parameters. Safety controls ensure the proper operation of the ZEMFS, including emergency shut-off mechanisms, pressure relief valves, and other safety features. By leveraging the self-powering capability of hydrogen fuel cells, the ZEMFS 1 can reduce its reliance on external power sources, enhance its operational independence, and contribute to a more sustainable and efficient energy system. This self-sufficiency makes the ZEMFS a reliable and resilient solution for providing multiple forms of fuel while minimising environmental impact.

[0101] As will be appreciated, the ZEMFS 1 described herein may include alternative implementations and variations, some of which will now be described.

[0102] In one alternative shown in Figure 6, instead of relying solely on hydrogen as the fuel source, the ZEMFS 1 can incorporate renewable energy sources 10a such as solar panels or wind turbines to generate electricity, therefore integrating renewable energy solutions to the ZEMFS 1. The electricity generated from renewable sources can be used directly to power electric vehicles or stored in batteries for later use. This approach enhances the ZEMFS’s 1 sustainability and reduces reliance on hydrogen production, expanding the range of available fuel options.

[0103] In the described examples, the liquid hydrogen has been stored in specialised storage tanks 2 that are filled from an external source of liquid hydrogen. However, in some arrangements, the ZEMFS 1 can include an electrolyser to produce hydrogen on-site. Electricity generated by the ZEMFS 1 itself, or from an electricity grid, can be used to power the electrolyser which generates hydrogen by splitting water into hydrogen and oxygen. The produced hydrogen can then either be liquefied or compressed, stored (for example in the storage tank 2 or cylinders 8), and dispensed for fuelling vehicles in the same manner as described previously. This approach enables the ZEMFS 1 to produce hydrogen on demand, reducing the need for hydrogen transportation and storage.

[0104] In one implementation, the ZEMFS 1 can utilize fuel cell Combined Heat and Power (CHP) systems. In addition to generating electricity, these systems capture waste heat, for example using a heat exchanger, produced during the electricity generation process, for example from the fuel cell 10. As can be seen in Figures 1 and 4, heat 17 is often a by-product of the energy generator 10 when converting the hydrogen boil-off into electricity. This heat 17 may be recycled 108 back into part of the ZEMFS 1, for example it may be recycled back to the vaporiser 9 of the electrical power stage 40. In some situations, the heat 17 may be used to actively create boil-off, for example by applying heat to the storage tank 2, which is then converted to electrical energy to power the ZEMFS 1. This may be useful in circumstances where the demand for liquid hydrogen fuel is low but the demand for electricity, such as from electrical charging points on the ZEMFS 1 is high. In addition, the waste heat can be used for heating water, space heating, or other industrial processes, increasing overall energy efficiency. This implementation allows the ZEMFS to provide both electricity and heat for various applications.

[0105] Although the present disclosure has been described using a ZEMFS that uses liquid hydrogen as a primary fuel source, the liquid hydrogen convertible into compressed gaseous hydrogen, electricity, as well as used as liquid hydrogen fuel, as will be appreciated, the concepts described herein are relevant and applicable to any suitable cryogenic fuel. Other such alternative fuels include liquefied natural gas and liquefied biomethane. By diversifying the range of available fuels, the ZEMFS 1 can cater to a broader spectrum of vehicles and accommodate different fuel preferences. This approach provides flexibility and ensures that the ZEMFS 1 remains adaptable to changing fuel trends and technologies.

[0106] Although the ZEMFS 1 has been described as providing fuels to heavy duty transport applications (e.g., ships, planes, trucks, trains, buses), the ZEMFS 1 solution could be used wherever there is a need to deliver fuels in a flexible manner.

[0107] The ZEMFS described herein aligns with the idea of utilizing excess electricity for hydrogen production and subsequent use in various forms as a fuel source.

[0108] Figure 8 is another schematic diagram of a ZEMFS 1 substantially as described above with reference to Figure 1. Similar components and similar functions are indicated using the same reference numerals and will not be described again.

[0109] As can be seen in Figure 8, there is a conditioning system 18 which forms part of the electrical power stage 40. The conditioning system 18 is located between the storage tank 2 and the energy generator 10, and particularly between the vaporiser 9 and the energy generator 10. The purpose of the conditioning system 18 is to properly prepare the cryogenic fuel before it enters the energy generator 10, such as a fuel cell. In general terms, the conditioning system 18 receives the boil-off and applies a conditioning process to the boil-off before it is passed to the energy generator 10. Generally, the conditioning system 18 serves two main functions, namely vaporisation and depressurisation. Vaporization is needed if the boil-off is too cold and in this case the conditioning system 18 can further vaporise the boil-off which has the effect of warming it up, ensuring the boil-off is in a proper gaseous state and temperature for use in the energy generator 10. Pressure adjustment, including depressurization, is needed to reduce the pressure to a level that is more suitable for the downstream components, such as fuel cells. The conditioning system 18 can help to improve the efficiency and reliability of the overall fuel delivery process.

[0110] Figure 9 is another schematic diagram of a ZEMFS 1 substantially as described above with reference to Figure 1. Similar components and similar functions are indicated using the same reference numerals and will not be described again.

[0111] As can be seen in Figure 9, the ZEMFS 1 is additionally configured to dispense a fourth fuel called cryo-compressed hydrogen. This is shown as an additional cryocompressed hydrogen stage 50, alongside the liquid hydrogen stage 20, the compressed gaseous hydrogen stage 30, and the electrical power stage 40.

[0112] As has been described previously, liquid hydrogen is drawn from the storage tank 2, through a transfer hose or feed line, and fed into a cryogenic reciprocating pump 6 which increases the pressure of the liquid hydrogen from a moderate level (e.g.

[0113] 5 bar / 500 kPa) up to a very high pressure of around 500 bar / 50000 kPa, and in some cases to pressures up to 900 bar / 90000kPa. This high-pressure liquid hydrogen is referred to as “cryo-compressed hydrogen”. The cryo-compressed hydrogen can be used directly at this point as a fuel supply or can be stored first in suitable storage containers 52 and used for fuel supply at a later date.

[0114] As is evident from the above, the ZEMFS provides a flexible fuelling solution. As well as being versatile in relation to the type of fuel that can be dispensed, the ZEMFS is preferably also physically versatile. For example, in some arrangements, the fuel storage tank may be a 20 ft (6 m) ISO container that stores liquid hydrogen that connects to a separate fuel delivery system housed within a 25 ft (7.6 m) frame. The container may preferably be mounted onto a standard 45 ft (13.7 m) skeletal trailer, and connected with a cryogenic hose.

[0115] Some different operating modes of the ZEMFS are as follows:

[0116] 1. liquid hydrogen storage tank on the trailer, fuel delivery system on the trailer;

[0117] 1. liquid hydrogen storage tank on the trailer, fuel delivery system on the ground; 2. liquid hydrogen storage tank on the ground, fuel delivery system on the trailer; and

[0118] 3. liquid hydrogen storage tank on the ground, fuel delivery system on the ground.

[0119] As can be seen, the storage tank is preferably designed to be separated from the fuel delivery system, including the pumping equipment, which means that the fuel storage tank can be disconnected and shipped to a separate location for initial filling or refilling.

Claims

CLAIMS1. A multi-fuel delivery system comprising:a cryogenic fuel reservoir configured to store a cryogenic fuel, wherein the cryogenic fuel is liquid hydrogen;wherein the multi-fuel delivery system is configured to convert the cryogenic fuel into more than one fuel type suitable for fuelling, the more than one fuel type including at least two of: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel.

2. The multi-fuel delivery system of claim 1, wherein the multi-fuel delivery system is configured to convert the cryogenic fuel into at least three of the following: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel.

3. The multi-fuel delivery system of claim 1 or 2, wherein the multi-fuel delivery system is configured to convert the cryogenic fuel into all of the following: electrical power, liquid hydrogen fuel, compressed gaseous hydrogen fuel, and cryo-compressed hydrogen fuel.

4. The multi-fuel delivery system of any preceding claim, further comprising a liquid fuel stage configured to convert the cryogenic fuel into liquid hydrogen and supply the liquid hydrogen to a dispensing system suitable for fuelling vehicles.

5. The multi-fuel delivery system of any preceding claim, further comprising a compressed gaseous fuel stage configured to convert the cryogenic fuel into compressed gaseous hydrogen and supply the compressed gaseous hydrogen to a dispensing system suitable for fuelling.

6. The multi-fuel delivery system of any preceding claim, further comprising an electrical power stage configured to convert the cryogenic fuel into electrical power and supply the electrical power to a power outlet such as a charging point or power socket suitable for charging a vehicle.

7. The multi-fuel delivery system of any preceding claim, further comprising a cryocompressed hydrogen stage configured to convert the cryogenic fuel into cryocompressed hydrogen and supply the cryo-compressed hydrogen to a dispensing system suitable for fuelling.

8. The multi-fuel delivery system of any of claims 4-7, wherein the liquid fuel stage comprises a pump configured to pump liquid hydrogen from the cryogenic fuel reservoir to the dispensing system.

9. The multi-fuel delivery system of claim 8, wherein the pump is a cryogenic centrifugal pump.

10. The multi-fuel delivery system of any of claims 5-9, wherein the compressed gaseous fuel stage comprises:a pump configured to receive liquid hydrogen from the cryogenic fuel reservoir and pressurise the liquid hydrogen into high-pressure liquid hydrogen; anda vaporiser configured to receive the high-pressure liquid hydrogen from the pump and vaporise the high-pressure liquid hydrogen to generate gaseous hydrogen.

11. The multi-fuel delivery system of claim 10, wherein the vaporiser is configured to supply the gaseous hydrogen to the dispensing system.

12. The multi-fuel delivery system of claim 10 or 11, wherein the compressed gaseous fuel stage further comprises at least one storage container configured to at least temporarily store the gaseous hydrogen received from the vaporiser.

13. The multi-fuel delivery system of any of claims 6-12, wherein the electrical power stage comprises:a vaporiser configured to vaporise liquid hydrogen received from the cryogenic fuel reservoir to generate gaseous hydrogen; andan energy generator configured to generate electrical power from the gaseous hydrogen.

14. The multi-fuel delivery system of claim 13, wherein the energy generator is a fuel cell configured to convert the gaseous hydrogen into electricity.

15. The multi-fuel delivery system of claim 13 or 14, wherein the electrical power is stored in a battery.

16. The multi-fuel delivery system of any of claims 13 to 15, further comprising a conditioning system configured to receive gaseous hydrogen from the vaporiser and apply a conditioning process to the gaseous hydrogen before the gaseous hydrogen is passed to the energy generator.

17. The multi-fuel delivery system of claim 16, wherein the conditioning process comprises vaporisation or depressurisation.

18. The multi-fuel delivery system of any of claims 7-17, wherein the cryocompressed hydrogen stage comprises a pump configured to receive liquid hydrogen from the cryogenic fuel reservoir and pressurise the liquid hydrogen to generate cryo-compressed liquid hydrogen.

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