Development of design of gas filling stations on liquefied hydrocarbon gas in Vladivostok

Contents

Contents

Task

Summary

Contents

Maintaining

Chapter 1 Climatological data, Justification of the transition to LPG

1.1 Climatological data

1.2 Justification of switching to LPG

Chapter 2 Analytical review of LPG as an alternative fuel, its pros and cons, perspectives and use

2.1 General information about LPG, its properties and characteristics

2.2 CNG or LPG

2.3 Degree of danger

2.4 Advantages and disadvantages of liquefied gas

2.5 Conversion of engines from gasoline to liquefied gas

2.6 Development prospects and projections

Chapter 3 Design of ASHS

3.1 General provisions

3.2 Design Data

3.3 Calculation of AGMS capacity

3.3.1 Calculation of AGMS quantity

3.3.2 LPG flow per day at one filling station

3.4 Characteristics of ASHS

3.4.1 Description of the general and situational plan

3.5 Safety precautions

3.6 Fire prevention measures

3.7 Requirements for the location of the ASHS

Chapter 4. Liquefied Hydrocarbon Gas Filling Station

gases

4.1. Purpose and Placement Requirements

4.2 Calculation of the GNS tank farm

4.3 Calculation of the number of vehicles to carry LPG from GNA to AGMO

4.4 GNS process pipelines

4.5 GNS equipment

Chapter 5. High-precision LPG metering units based on innovative technologies

5.1 Problems of current LPG accounting

5.2 LPG metering units

Chapter 6. Automation

6.1 Features of automated process and equipment

6.2 LPG dosing problems

6.3 Density Measurement Problems

6.4 Problem of metrological support of tanks

6.5 System Structure

6.6 Cashier Operator Interface and System Capabilities

6.7 Operation Experience

Chapter 7. Air Pool Security

Introduction

Purpose of work

7.1 Environmental justification of application of Liquefied Hydrocarbon Gas as motor fuel

7.2 Estimated inventory of polluting emissions by motor vehicles (PBX)

Conclusion

Chapter 8. Labor protection during construction and installation works

8.1 Analysis of hazardous and harmful production factors and measures to prevent them

8.2. Safe operation of construction machines

8.2.1. Bulldozer Performance Determination and Traction Calculation

Chapter 9. Economy

3.1 Schedule of the main stages of R&D and calculation of costs

3.2 Define Capital Cost for New Variant

3.3 Determination of operating costs for the new variant

3.4 Determining Economic Impact

Chapter 10. Construction Production Organization Technology

Summary

This diploma project considers an alternative to the everyday type of gasoline and diesel fuel, in the form of liquefied hydrocarbon fuel (LPG), using the example of transferring industrial and heavy vehicles to this type of fuel in Vladivostok.

The project includes design and installation of gas filling stations (GAZ), selection of location, taking into account future interchanges, transportation of LPG.

The calculation and comparison of harmful emissions from vehicles running on everyday fuel and LPG were made, economic assessment and comparison were made.

Questions on automation, safety, issues of feasibility studies (from the point of view of ecology), labor protection issues have been developed.

Introduction

Modern trends in the development of the automotive industry and environmental problems imply the use of environmentally friendly fuels. Such fuels include liquefied hydrocarbon gases, hereinafter LPG. Propane-butane mixture is widely used as fuel. In the current fuel crisis in Russia, LPG (propane-butane) with their low cost can compete with traditional fuels such as gasoline and diesel fuel.

One of the main sources of pollution is road transport. Over the past five years, the mass of automobile emissions per person has increased by 15% and reached 110 thousand tons of pollutants per year. Road transport, converted to liquefied petroleum gas (LPG), solves many environmental problems and also brings significant savings in its operation. Unlike gasoline and diesel, LPG cars emit 3-5 times less toxic substances.

Currently, there are two methods of storing LPG: ground and underground. In the terrestrial storage method, the level of the product stored in the tank is located above the level of the layout elevations of the storage site, and in the underground - below the level of the layout elevations of the tank site. Three main types of tanks are used for LPG ground storage:

1. Working under high pressure;

2. Semi-isothermal;

3. Isothermal.

High pressure metal terrestrial tanks are commonly used to store small amounts of LPG with vapour elasticity not exceeding 1.8-2 mPa at ambient temperature. Gas is liquefied by compression.

In semi-isothermal tanks, the LPG storage mode is maintained by adjusting two parameters - temperature and pressure: the temperature of the stored product is determined by a given saturation pressure, which is chosen slightly higher than atmospheric. The semi-thermal method is also used in the transportation of LPG in road and railway tanks, as well as in tankers.

In isothermal tanks LPG is stored at atmospheric pressure at boiling temperature. Gas liquefaction, cooling to boiling point and maintenance of isothermal storage mode are achieved by means of refrigeration units. When choosing the optimal LPG storage technology (method), two interrelated factors play an important role:

- storage volume;

- speed of its filling with product.

In each case, the choice of a type of LPG storage is determined by other factors, among which the importance of ensuring explosions and fire safety is given.

Z and d and N and e

for a diploma project

Student (F.I. O.) Khomenko Pavel Alexandrovich of Group S-6972

1. Naming of the topic Design of AGSE in Vladivostok

2. Grounds for Development No.

3. Source of development Map of Vladivostok, Number of ATS transferred to LPG, climatological data.

4. Specifications (parameters) Fuel - liquefied hydrocarbon gas (LPG, propanbutane mixture Qpr = 25050 kcal/m3 ).

5. Additional Requirements Design of Gas Filling Station based on liquefied hydrocarbon gas (propane-butane).

6. List of issues to be developed 1. General part, climatological data. 2. LPG analytical review. 3. Design of ASHS. 4. LPG filling station 5. Special. Chapter. 6. AGDS automation. 7. Protection of the air pool. 8. Labor protection during construction and installation works. 9. Economics. 10. Technology of construction production.

7. List of graphic material (with exact indication of required drawings)

1. General Data Sheet - 1l.

2. Diagram of the General Plan of the AGSE, section of the TRC, input node - 1 l .

3. Piping plan, axanometric diagram, column FAS 220 - 1l.

4. Process flow diagram of AGDC, general specification - 1 l.

5. Piping of pumps, main units - 1 l.

6. GRU - 1 l.

7. Diagram of the GNS plan gene, tank - 1 l.

8. GNS process flow diagram - 1 l.

9. Organization of construction production

10. Ecology

Chapter 1

Climatological data justification of transition to Liquefied Hydrocarbon Gas (LPG)

Climatological data of the development area.

The construction area is the city of Vladivostok.

- outside air temperature in summer: + 23.6 С.

- outside air temperature in winter: 24.0 С.

- average outside air temperature for the heating period: 3.9 С.

- duration of heating period: 196 days.

- estimated wind speed 13.5 m/s.

1.2 Justification of switching to LPG

LPG is becoming increasingly common as an alternative to other fuels due to a number of specific advantages, including:

Cost efficiency: LPG price at AGZS is more than 2 times lower than the price of gasoline AI92.

Ease and convenience of transportation: unlike natural gas, which is transported through a high-pressure gas pipeline, liquefied gas is transported from manufacturing plants by rail and in tank trucks to gas filling stations and points (GNS and HNP). From here, LPG is delivered to the population in gas cylinders and/or gas carriers to the house tanks, from where it directly enters the apartments.

Environmental safety: LPG are among the most environmentally friendly fuels. Emissions of toxic substances are 3-5 times lower compared to gasoline.

Car safety: LPG extends the life of the car.

When burning gas, the emissions of harmful substances are five times less than when burning gasoline. This is especially true, since by signing the Kyoto Protocol, the European Union pledged to reduce greenhouse gas emissions by a quarter.

What is important for motorists, gas is easily mixed with air and more uniformly fills the cylinders with a uniform mixture, so the engine runs flatter and quieter. The gas mixture burns completely, so no coke is formed on the pistons, valves and spark plugs. The gas fuel does not flush the oil film from the walls of the cylinders, nor does it mix with the oil in the crankcase, thus not deteriorating the lubricating properties of the oil. As a result, cylinders and pistons wear less.

Oil during engine operation on gas can be changed less often than during filling with gasoline, since it does not liquefy, is less contaminated and retains its properties for longer.

One of the pleasant features of gas fuel is the fact that after lowering the fuel bottle, the car will be able to drive another 2-4 km.

These and many factors make LPG popular on the modern factor.

Road transport, converted to liquefied petroleum gas (LPG), solves many environmental problems and also brings significant savings in its operation.

LPG (propane-butane) is the result of oil refining, with one ton of which approximately 2% of this fuel is obtained. Based on the volume of oil production in Russia of 300 million tons per year, it is possible to calculate the share of LPG, which is 5-6 million tons per year.

Chapter 2 Analytical review of LPG as an alternative fuel, its pros and cons, perspectives and use

2.1 General information about LPG, its properties and characteristics

Liquefied hydrocarbon gas (LPG), more commonly used as automotive fuel, is a mixture of propane (C3H8), butane (C4H10) and a small amount (about 1%) of unsaturated hydrocarbons. LPG is obtained during primary oil processing or during gas production and processing. In the subsoil, this mixture, unlike natural gas (methane), is in a liquid state, when extracted together with oil or methane, LPG goes into a gaseous state. To keep this mixture liquid, it is stored and transported at a pressure of 1.6 MPa (16 atmospheres). The process of filling propane-butane machines looks very similar to filling with gasoline, because it is liquefied gas.

LPG is becoming increasingly common as an alternative to other fuels due to a number of specific advantages, including:

Cost efficiency: LPG price at AGZS is more than 2 times lower than the price of gasoline AI92.

Environmental safety: LPG are among the most environmentally friendly fuels. Emissions of toxic substances are 3-5 times lower compared to gasoline.

Car safety: LPG extends the life of the car.

One of the most important properties of propane and butane, distinguishing them from other types of automotive fuel, is the formation, at a free surface above the liquid phase, of a two-phase liquid-steam system, due to the occurrence of a saturated steam pressure, that is, steam pressure in the presence of a liquid phase in the cylinder. In the process of filling the cylinder, the first portions of liquefied gas are rapidly evaporated and fill the entire volume thereof, creating a certain pressure therein. As the pressure decreases, the gas evaporates instantaneously. Evaporation of the liquefied gas in the cylinder continues until the formed liquefied gas vapors reach saturation.

This property of propane and butane allows gas to be stored in small volumes, which is very important. Consider Figure 1 as an example. The saturated steam pressure of butane is 0.1 MPa at 0 ° C and 0.17 MPa at 15 ° C, and the saturated steam pressure of propane at the same temperatures of 0.59 and 0.9 MPa, respectively. This difference leads to a significant difference in the pressure of the mixture when the proportion of propane and butane changes. The pressure increases as the temperature increases, resulting in large changes in the volume of liquefied gas in the liquid state. Therefore, if the liquefied gas in the liquid state completely fills the cylinder and the temperature continues to increase, the pressure will rise rapidly, which can lead to the destruction of the cylinder .

Therefore, the bottle is never completely filled with liquefied gas. A steam cushion is necessarily left, the volume of which is equal to 10% of the total capacity of the bottle .

The two gases (propane and butane) differ in the boiling point at which they change from a liquid to a gaseous state. Propane ceases to pass into gas and remains in a liquid state at a temperature of 43 ° C, for butane this temperature is 0 ° C.

In cold climates (or winter), the liquefied petroleum gas - a mixture of propane and butane - intended for use as automotive fuel should be dominated by propane for better gasification of the mixture. Two brands of liquefied petroleum gas are supplied to gas filling stations: summer GTBA - automobile propane-butane with a content of 50 + 10% propane, the rest butane and winter PA - automobile propane with a content of 90 + 10% propane. The change in pressure of saturated vapors P of the mixture of propane and butane depending on the temperature in the cylinder is shown in Fig. 2 .

The heat of gas combustion is slightly greater than that of gasoline. However, as the amount of air supplied to the engine increases, the heat of combustion decreases somewhat.

If the power of a gasoline engine is taken as 100%, then the power of a gas engine will be approximately 90%, which leads to a decrease in the maximum speed by about 4%, but do not forget about the savings in money. The world ratio of the price of gasoline to gas is 10:6.

Engine power is reduced due to lower heat of gas combustion than gasoline (see Table 2). As a result, engine cylinders are not fully filled with gas-air mixture. Sometimes, by setting the ignition timing to 3-5 ° early, they try to eliminate this drawback. Under operating conditions, there is no great difference in the movement of a car on gas or on gasoline.

In cold climates (or in winter), propane should prevail in liquefied gas intended for use as automotive fuel for better vaporization of the mixture: propane remains in a liquid state at a temperature below 42 C, for butane this temperature is 0.5 ° C .

Consider the use of liquefied gas in two types of internal combustion engines: gasoline and diesel. We focus only on the basic principles of design and operation of liquefied gas engines. Standard fuels for internal combustion engines - gasoline and diesel fuel. The main advantage of liquefied gas over them is purity, since liquefied gas does not have lead, a very low content of sulfur, oxides of other metals, aromatic hydrocarbons and other contaminants. This is especially true of lead, which, in order to improve anti-detonation properties, is necessarily added to gasoline in the form of tetraethyl lead and which clogs glow plugs, is a potential poisoner of the atmosphere, as well as sulfur, which is released into the atmosphere along with combustion products. The use of liquefied gas facilitates the start of the engine in the cold season, provides more even and stable combustion inside the working space of the engine cylinders. The fact that incineration of liquefied gas is usually completely free of contamination also explains the longer life of liquefied gas engines compared to gasoline or diesel engines, since in the former case there is significantly less coke and carbon deposits on the inner surface of the cylinders. Liquefied gas engines are less expensive. In many countries, liquefied gas is subject to little or no tax, although automotive fuel is widely considered one of the best tax revenues. In addition to engines that can be converted to liquefied gas, there are engines on the market that are designed only to work on these gases. Among them it is necessary to call the small engines intended for work in rooms where thanks to their use the smaller extent of ventilation is required (auto-loaders in warehouses or ship holds, cement mixers, the equipment for coal mines and mines and other types of intra shop and underground transport). For operation only on liquefied gas, a variety of types of tractors and other machines for agriculture have also been developed.    With regard to modifications of internal combustion engines, it is important to emphasize the importance of maintaining their ability to operate in the original fuel as necessary. The need for dual-fuel support arises, in particular, when filling stations are located with liquefied gas, at a significant distance from each other.

    Diesel engines cannot be fully converted to liquefied gas because they are not able to sustainably support the diesel cycle. A mixture of liquefied gas and air cannot ignite like a mixture of diesel fuel and air when diesel fuel is injected into compressed air. In addition, with excess liquefied gas in the fuel mixture, the diesel engine can begin to detonate. Therefore, the diesel engine should only be started on diesel fuel. It can then operate on a mixture of diesel fuel and liquefied gas, the proportion of which should not exceed a certain value.

Fuel characteristics

Type of fuel 

Octane number 

Max. compression ratio

experimental 

motor 

Propane 

111,5 

105 

11: 1

Butane 

95 

92 

8 : 1

Isobutane 

100,4 

99 

9 : 1

Propylene 

100,2 

90 

7,5 : 1

Petrol ordinary 

92 - 95 

83 - 86 

9 : 1

Gasoline improved 

98 - 101 

90 - 92 

10,5 : 1

Characteristics of carburetor engines running on gasoline and propane

Parameter 

Gasoline 

Propane

Compression ratio 

10 : 1 

11 : 1

Sulphur content,% 

0,01 

0,001

Evenness of engine operation 

good 

excellent

Dissolution of lubricating oils with fuel 

maybe 

not possible

Ignition current voltage, kV 

3 - 6 

5 - 7

Gap between electrodes, mm 

standard 

0.25 and less

Heat radius 

standard 

one candle socket radius

2.2 CNG or LPG

There are two types of gaseous fuel for cars - combined natural gas (CNG) and liquefied hydrocarbon gas (LPG). The first is compressed in cylinders 200-250 times (not to be confused with liquefied) natural gas, the second is a propanbutane mixture obtained from associated petroleum gas or as by-products of oil refineries. According to the National Gas Engine Association, in Russia alone, more than 30 million cars account for about 1 million working LPG and 100 thousand - for CNG. Today, in the world, combined gas is inferior to liquefied hydrocarbon gas in terms of both the number of cars and the volume of fuel sold - 11.4 million gas-balloon cars (GBA) and 22.8 million tons of conventional fuel against 14.6 million GBA and 34 million tons, respectively. The transfer of transport to gas promises a triple benefit - energy, economic and environmental. LPG lags slightly behind CNG in environmental parameters, but the introduction of propanbutane mixture as a motor fuel allows to solve a specific environmental problem - the disposal of associated petroleum gas. A significant part of this valuable raw material is burned in flares in oil fields.

Compressed gas equipment is several times more expensive than LPG. The price of the latter ranges from 15-28 thousand rubles. (Moreover, systematic work is underway to reduce the cost), and the first reaches 100, and sometimes 150 thousand rubles. If you are not a trucker driver or the owner of a large fleet, the cost of converting the car is unlikely to pay off someday. The example of the crisis in 2009, when about 3 thousand CNG consumers switched to LPG due to a sharp drop in prices for the latter, is indicative.

In addition, as mentioned above, there are about 3 thousand AGZs in our country, and only 226 CNG refueling stations (even there are only two in the capital). Therefore, today the objective leader of the gas engine industry is LPG. But this does not mean that the gas engine fuel market has nowhere to grow. If we compare LPG consumption by domestic vehicles with some other countries, then in South Korea these volumes are 4.5 times higher, in Turkey - more than 2 times, in Poland - more than 1.5 times. Moreover, the number of cars in propane-butane in these and other countries is growing rapidly. In 2010, global consumption of LPG by road increased by 7% compared to the previous year, the number of LPG by 4%.

2.3 Degree of danger

Experience with gas-fueled vehicles shows that driving a gas-powered car is much safer than using gasoline. This is confirmed by the objective physicochemical properties of gases, such as temperature and concentration limits of self-ignition, which are significantly higher for gases than for gasoline and diesel fuel. Due to the fact that the gas is in cylinders under pressure, the possibility of ingress of air necessary for ignition or explosion is excluded, while in tanks with gasoline or diesel fuel there is constantly a mixture of their vapors with air. Gas cylinders have a multiple safety margin and are installed in the least vulnerable places in the car.

2.4 Advantages and disadvantages of liquefied gas

Liquefied gas has all the qualities of a full-fledged fuel for internal combustion engines. Its use does not require a change in the design of the car, leaving the possibility of using both gasoline and liquefied gas as fuel.

2.4.1 Advantages of using liquefied gas as motor fuel in your car:

• Liquefied gas has all the qualities of a full fuel and is the most environmentally friendly type of motor fuel. • Gas is a high-quality fuel with an octane number of about 105, so no detonation occurs in any mode of operation of the engine. The octane number of gas fuel is higher than gasoline even of the highest quality. This makes it possible to achieve more economical use of fuel in an engine with an increased compression ratio.

• Gas fuel extends engine operability. When the engine is operated on gas fuel , the gas-air mixture is more completely combusted, due to which the lubrication conditions of the rubbing cylinder-piston ring pair are improved, since the gas fuel does not flush the oil from their walls and does not dissolve it, reduces its consumption by 1015%.

• Engine overhaul is increased by 1.52 times. The operation of the ignition system is improved, the service life of the candles increases by 40%.

• Due to the decrease in carbonaceous precipitates, resinous deposits do not accumulate in the combustion chamber, and therefore, the heat generation on the head of the unit and on the pistons is reduced.

• Reduced wear: cylinder liners by 14%; pistons by 17%; crankshaft necks

shaft by 57%; piston rings by 63%.

• Oil during engine gas operation can be changed less frequently than during filling with gasoline , since it does not liquefy, is less contaminated and retains its properties for longer. Oil consumption also decreases. In addition, the engine runs flatter and quieter - the gas is easily mixed with air and more uniformly fills the cylinders with a uniform mixture.

• The service life of spark plugs is also increased.

• The use of gas fuel significantly reduces the total toxicity of exhaust gases.

• With a properly selected engine operating mode on gas fuel , its noise level decreases by 2-3 dB, which is especially important in urban conditions, and the engine itself begins to work softer.

• When generating gas, the engine stops not immediately, but stops working after 2-4 km of mileage.

 • Based on prices per 1 liter - gas price is twice as much as 1 liter of gasoline   .

Disadvantages: • Increase the metal consumption of the car by 3040 kg.

• Difficulties with starting a cold engine (it is recommended to start the engine with gasoline, after heating - switching to gas fuel). • A gas bottle occupies a certain volume in the trunk of the car (but not more than 1/5).

Namely, the possibility of liquefied gas at ambient temperature and moderate pressures in both liquid and gaseous state. In liquid form, these gases are easily processed, stored, transported, and in gas have a better combustion characteristic than natural and artificial gases in the absence of harmful impurities.

2.5 Conversion of engines from gasoline to liquefied gas

   The conversion of engines from gasoline to liquefied gas is relatively simple and cheap, although it depends on the size of the engine and the type of equipment chosen. The cost of the transfer, including the cost of special equipment and a fuel bottle, usually does not exceed $200-800. 

When transferring engines from any gasoline to liquefied gas, it is mandatory to have three main devices: a fuel tank (cylinder) for liquefied gas, an evaporator reducer and a carburetor    . The fuel tank of a liquefied gas vehicle is a high pressure tank. It is a cylinder of cylindrical shape, usually located in the luggage compartment of the car. The liquid phase of liquefied gas from the fuel tank through a tube deeply immersed in it and a working valve installed on it enters the pipeline, and from it - to the reduction evaporator, which is usually located in the engine compartment. In a dual-fuel vehicle supply system, a liquefied gas supply line is provided with a fuel type switch that instantly opens or closes the shut-off valves of gasoline or liquefied gas. Typically, the shut-off valve is used to prevent vacuum formation in the fuel collection manifold and fuel from entering the mixing chamber prior to starting the engine. The fuel filter protects the reducer-evaporator from clogging with impurities.

Liquefied gas begins to evaporate in the central chamber of the reduction-evaporator after starting the engine due to the accumulated heat of the evaporator itself. After the hot water of the cooling system begins to circulate through it, the liquid liquefied gas will evaporate due to heating during heat exchange. The vaporized phase pressure of the liquefied gas is reduced in one or two stages da atmospheric pressure using a conventional membrane type regulator. With a two-stage pressure reduction, the high-pressure valve first provides liquid to the evaporation chamber at an excess pressure of 83.4 kPa. After evaporation, the gas phase, passing through the low pressure valve, expands and enters the low pressure line leading to the carburetor. 

The principle of operation of the liquid and gas carburetor is the same. This device mixes fuel with air to produce a flammable mixture for combustion in the engine. The problems that arise are primarily related to the need to operate the engine at variable power, i.e. at a wide range of fuel consumption, as well as the need to maintain an optimal fuel-to-air ratio at a rapidly changing throttle position and to ensure idling at a minimum fuel consumption. The problem of well-balanced air and fuel supply of the mixture at all speeds and loads of the engine is solved in several ways:

The gas flow rate is controlled and determined by the pressure drop in the venturi .

The gas flow rate depends on the position of the air valve and the single stage valve for the gas-air mixture.

The gas flow rate is controlled by the position of the air valve associated with the fuel valve .

The gas flow rate depends on the pressure on the liquefied gas valve mechanically connected to the throttle valve .

In order to obtain optimum engine characteristics of a vehicle converted from gasoline to liquefied gas or dual fuel, it is very important to adjust the carburetor for both idling and a wide range of operating modes with variable throttle position. In all cases, it is very important to ensure sufficient gas pipeline capacity and stable engine operation with maximum gas flow and minimum pressure losses in the gas pipeline, reduction valve and evaporator.

Initially, it was believed that special varieties of liquefied gas other than those available on the commercial market were needed for use in cars. However, experience has shown that standard liquefied gas for domestic consumption (GOST 20448-90) is suitable for this purpose, since the main parameter - octane number - meets all standards and standards for automobile fuel.

The octane number of propane - 105, butane - 92, that is, they have an advantage over gasoline, the octane number of which is on average 85.

Another qualitative criterion is the pressure of saturated vapors. It should ensure good engine start characteristics in winter and prevent the formation of steam plugs in summer. In our country, winter and summer varieties of liquefied gas are used, which are a mixture of propane and butane.

Period 

Ratio of propane to butane (%)

Maximum saturated vapour pressure:

Winter 

60:40   

At 20Sn temperature more than 0.16 MPa

Summer

40:60

At temperature + 45С - not more than 1.6 MPa

 

In most European countries, already every third car runs on liquefied gas. Its availability is largely due to the soft fiscal policies of the Governments of these States with regard to producers and sellers of propanbutane. Low taxes allow you to keep the difference in price (one and a half to two times) between oil products and alternative fuel. Europe deliberately goes to expenses, because it sees the use of liquefied gas as a solution to many problems. When burning gas, the emissions of harmful substances are five times less than when burning gasoline. This is especially true, since by signing the Kyoto Protocol, the European Union pledged to reduce greenhouse gas emissions by a quarter.

What is important for motorists, gas is easily mixed with air and more uniformly fills the cylinders with a uniform mixture, so the engine runs flatter and quieter. The gas mixture burns completely, so no coke is formed on the pistons, valves and spark plugs. The gas fuel does not flush the oil film from the walls of the cylinders, nor does it mix with the oil in the crankcase, thus not deteriorating the lubricating properties of the oil. As a result, cylinders and pistons wear less.

Oil during engine operation on gas can be changed less often than during filling with gasoline, since it does not liquefy, is less contaminated and retains its properties for longer. One of the pleasant features of gas fuel is the fact that after lowering the fuel bottle, the car will be able to drive another 2-4 km. These and many factors make LPG popular on the modern factor.

2.6 Development prospects and projections

The problem of the transition of vehicles to alternative types of motor fuels is becoming increasingly urgent. From the list of possible solutions (the use of methanol, biogas, synthetic gasoline, the development of commercially profitable electric vehicles, etc.) today we can talk about two practically mastered areas - the use of liquefied hydrocarbon gases (propane and propanbutane mixtures) and liquefied natural gas (LNG) as motor fuel. Transport accounts for about 9 per cent of global LPG consumption (18-20 million tonnes).

The Russian specifics of propane-butane consumption as motor fuel has a number of features:

- At the current growth rate of the number of vehicles (5-7% per year), it will be impossible to provide domestic transport with oil fuel in the foreseeable future without the development of oil fields with high production costs.

- The predominant part of the car fleet consists of machines with unsatisfactory ecological characteristics of engines.

- The market of motor fuels in Russia is dominated by low-quality gasoline that does not meet international environmental standards for emissions of harmful substances into the atmosphere. The production of gasoline with improved environmental characteristics requires the use of expensive oil processing technologies. In addition to the inevitable increase in car fuel prices, it should be noted that the application of emission reduction measures only partially solves the problem of environmental pollution.

- The environmental situation in Russia requires urgent and comprehensive measures to reduce the environmental burden caused by road transport. The use of gas engine fuel (GMT) is one way of solving this problem.

The above makes the large-scale transfer of Russian transport to alternative fuels a strategic necessity. In Russia, there is a whole set of favorable conditions for the development of the transport sector for the use of LPG. As an oil and gas producing country, Russia has a sufficient resource base to expand the production of liquefied hydrocarbon gases. Associated petroleum gas reserves in Russian oil fields are estimated at about 1.5 trillion m3 and are currently not fully utilized. In the motor fuel market, propane-butane successfully competes in price with gasoline. The share of the transport sector in the structure of domestic LPG consumption is currently estimated at 20-25% (1.2-1.5 million tons per year). Although the amount of propane-butane is relatively small, it is steadily expanding.

The proliferation of new technologies based on the use of propanbutane mixtures in everyday life and industry, the increase in the number of gas-fueled cars, the growing raw material needs of petrochemical industries - these and other factors provide an increase in consumption of at least 35% per year. All this creates the prerequisites for the expansion of both the domestic and external markets of Russian LPG, which, in turn, requires an expansion of their production.

Currently, only about 30% of LPG produced is processed in Russia. The number of LPG that are exported abroad should certainly be reduced, processed domestically.

In an intensive development scenario, the petrochemical industry can use more than half of the LPG produced by 2030.

Chapter 2

Analytical review of LPG as an alternative fuel, its pros and cons, perspectives and use

2.1 General information about LPG, its properties and characteristics

Liquefied hydrocarbon gas (LPG), more commonly used as automotive fuel, is a mixture of propane (C3H8), butane (C4H10) and a small amount (about 1%) of unsaturated hydrocarbons. LPG is obtained during primary oil processing or during gas production and processing. In the subsoil, this mixture, unlike natural gas (methane), is in a liquid state, when extracted together with oil or methane, LPG goes into a gaseous state. To keep this mixture liquid, it is stored and transported at a pressure of 1.6 MPa (16 atmospheres). The process of filling propane-butane machines looks very similar to filling with gasoline, because it is liquefied gas.

LPG is becoming increasingly common as an alternative to other fuels due to a number of specific advantages, including:

Cost efficiency: LPG price at AGZS is more than 2 times lower than the price of gasoline AI92.

Environmental safety: LPG are among the most environmentally friendly fuels. Emissions of toxic substances are 3-5 times lower compared to gasoline.

Car safety: LPG extends the life of the car.

One of the most important properties of propane and butane, distinguishing them from other types of automotive fuel, is the formation, at a free surface above the liquid phase, of a two-phase liquid-steam system, due to the occurrence of a saturated steam pressure, that is, steam pressure in the presence of a liquid phase in the cylinder. In the process of filling the cylinder, the first portions of liquefied gas are rapidly evaporated and fill the entire volume thereof, creating a certain pressure therein. As the pressure decreases, the gas evaporates instantaneously. Evaporation of the liquefied gas in the cylinder continues until the formed liquefied gas vapors reach saturation.

This property of propane and butane allows gas to be stored in small volumes, which is very important. Consider Figure 1 as an example. The saturated steam pressure of butane is 0.1 MPa at 0 ° C and 0.17 MPa at 15 ° C, and the saturated steam pressure of propane at the same temperatures of 0.59 and 0.9 MPa, respectively. This difference leads to a significant difference in the pressure of the mixture when the proportion of propane and butane changes. The pressure increases as the temperature increases, resulting in large changes in the volume of liquefied gas in the liquid state. Therefore, if the liquefied gas in the liquid state completely fills the cylinder and the temperature continues to increase, the pressure will rise rapidly, which can lead to the destruction of the cylinder .

Therefore, the bottle is never completely filled with liquefied gas. A steam cushion is necessarily left, the volume of which is equal to 10% of the total capacity of the bottle .

The two gases (propane and butane) differ in the boiling point at which they change from a liquid to a gaseous state. Propane ceases to pass into gas and remains in a liquid state at a temperature of 43 ° C, for butane this temperature is 0 ° C.

Rice. 1. Pressure dependence of propane and butane saturated vapors on temperature

In cold climates (or winter), the liquefied petroleum gas - a mixture of propane and butane - intended for use as automotive fuel should be dominated by propane for better gasification of the mixture. Two brands of liquefied petroleum gas are supplied to gas filling stations: summer GTBA - automobile propane-butane with a content of 50 + 10% propane, the rest butane and winter PA - automobile propane with a content of 90 + 10% propane. The change in pressure of saturated vapors P of the mixture of propane and butane depending on the temperature in the cylinder is shown in Fig. 2 .

Rice. 2. Pressure of saturated vapors of mixture of propane and butane versus temperature

The heat of gas combustion is slightly greater than that of gasoline. However, as the amount of air supplied to the engine increases, the heat of combustion decreases somewhat.

If the power of a gasoline engine is taken as 100%, then the power of a gas engine will be approximately 90%, which leads to a decrease in the maximum speed by about 4%, but do not forget about the savings in money. The world ratio of the price of gasoline to gas is 10:6.

Engine power is reduced due to lower heat of gas combustion than gasoline (see Table 2). As a result, engine cylinders are not fully filled with gas-air mixture. Sometimes, by setting the ignition timing to 3-5 ° early, they try to eliminate this drawback. Under operating conditions, there is no great difference in the movement of a car on gas or on gasoline.

In cold climates (or in winter), propane should prevail in liquefied gas intended for use as automotive fuel for better vaporization of the mixture: propane remains in a liquid state at a temperature below 42 C, for butane this temperature is 0.5 ° C .

Consider the use of liquefied gas in two types of internal combustion engines: gasoline and diesel. We focus only on the basic principles of design and operation of liquefied gas engines.

Standard fuels for internal combustion engines - gasoline and diesel fuel. The main advantage of liquefied gas over them is purity, since liquefied gas does not have lead, a very low content of sulfur, oxides of other metals, aromatic hydrocarbons and other contaminants. This is especially true of lead, which, in order to improve anti-detonation properties, is necessarily added to gasoline in the form of tetraethyl lead and which clogs glow plugs, is a potential poisoner of the atmosphere, as well as sulfur, which is released into the atmosphere along with combustion products. The use of liquefied gas facilitates the start of the engine in the cold season, provides more even and stable combustion inside the working space of the engine cylinders. The fact that incineration of liquefied gas is usually completely free of contamination also explains the longer life of liquefied gas engines compared to gasoline or diesel engines, since in the former case there is significantly less coke and carbon deposits on the inner surface of the cylinders.

Liquefied gas engines are less expensive. In many countries, liquefied gas is subject to little or no tax, although automotive fuel is widely considered one of the best tax revenues. In addition to engines that can be converted to liquefied gas, there are engines on the market that are designed only to work on these gases. Among them it is necessary to call the small engines intended for work in rooms where thanks to their use the smaller extent of ventilation is required (auto-loaders in warehouses or ship holds, cement mixers, the equipment for coal mines and mines and other types of intra shop and underground transport). For operation only on liquefied gas, a variety of types of tractors and other machines for agriculture have also been developed.

With regard to modifications of internal combustion engines, it is important to emphasize the importance of maintaining their ability to operate in the original fuel as necessary. The need for dual-fuel support arises, in particular, when filling stations are located with liquefied gas, at a significant distance from each other.

Diesel engines cannot be fully converted to liquefied gas because they are not able to sustainably support the diesel cycle. A mixture of liquefied gas and air cannot ignite like a mixture of diesel fuel and air when diesel fuel is injected into compressed air. In addition, with excess liquefied gas in the fuel mixture, the diesel engine can begin to detonate. Therefore, the diesel engine should only be started on diesel fuel. It can then operate on a mixture of diesel fuel and liquefied gas, the proportion of which should not exceed a certain value.

Fuel characteristics

Type of fuel

Octane number

Max. compression ratio

experimental

motor

Propane

111,5

105

11: 1

Butane

95

92

8 : 1

Isobutane

100,4

99

9 : 1

Propylene

100,2

90

7,5 : 1

Petrol ordinary

92 - 95

83 - 86

9 : 1

Gasoline improved

98 - 101

90 - 92

10,5 : 1

Characteristics of carburetor engines running on gasoline and propane

Parameter

Gasoline

Propane

Compression ratio

10 : 1

11 : 1

Sulphur content,%

0,01

0,001

Evenness of engine operation

good

excellent

Dissolution of lubricating oils with fuel

maybe

not possible

Ignition current voltage, kV

3 - 6

5 - 7

Gap between electrodes, mm

standard

0.25 and less

Heat radius

standard

one candle socket radius

2.2 CNG or LPG

There are two types of gaseous fuel for cars - combined natural gas (CNG) and liquefied hydrocarbon gas (LPG). The first is compressed in cylinders 200-250 times (not to be confused with liquefied) natural gas, the second is a propanbutane mixture obtained from associated petroleum gas or as by-products of oil refineries.

According to the National Gas Engine Association, in Russia alone, more than 30 million cars account for about 1 million working LPG and 100 thousand - for CNG. Today, in the world, combined gas is inferior to liquefied hydrocarbon gas in terms of both the number of cars and the volume of fuel sold - 11.4 million gas-balloon cars (GBA) and 22.8 million tons of conventional fuel against 14.6 million GBA and 34 million tons, respectively.

The transfer of transport to gas promises a triple benefit - energy, economic and environmental.

LPG lags slightly behind CNG in environmental parameters, but the introduction of propanbutane mixture as a motor fuel allows to solve a specific environmental problem - the disposal of associated petroleum gas. A significant part of this valuable raw material is burned in flares in oil fields.

Compressed gas equipment is several times more expensive than LPG. The price of the latter ranges from 15-28 thousand rubles. (Moreover, systematic work is underway to reduce the cost), and the first reaches 100, and sometimes 150 thousand rubles. If you are not a trucker driver or the owner of a large fleet, the cost of converting the car is unlikely to pay off someday. The example of the crisis in 2009, when about 3 thousand CNG consumers switched to LPG due to a sharp drop in prices for the latter, is indicative.

In addition, as mentioned above, there are about 3 thousand AGZs in our country, and only 226 CNG refueling stations (even there are only two in the capital). Therefore, today the objective leader of the gas engine industry is LPG. But this does not mean that the gas engine fuel market has nowhere to grow. If we compare LPG consumption by domestic vehicles with some other countries, then in South Korea these volumes are 4.5 times higher, in Turkey - more than 2 times, in Poland - more than 1.5 times. Moreover, the number of cars in propane-butane in these and other countries is growing rapidly. In 2010, global consumption of LPG by road increased by 7% compared to the previous year, the number of LPG by 4%.

2.3 Degree of danger

Experience with gas-fueled vehicles shows that driving a gas-powered car is much safer than using gasoline. This is confirmed by the objective physicochemical properties of gases, such as temperature and concentration limits of self-ignition, which are significantly higher for gases than for gasoline and diesel fuel. Due to the fact that the gas is in cylinders under pressure, the possibility of ingress of air necessary for ignition or explosion is excluded, while in tanks with gasoline or diesel fuel there is constantly a mixture of their vapors with air. Gas cylinders have a multiple safety margin and are installed in the least vulnerable places in the car.

2.4 Advantages and disadvantages of liquefied gas

Liquefied gas has all the qualities of a full-fledged fuel for internal combustion engines. Its use does not require a change in the design of the car, leaving the possibility of using both gasoline and liquefied gas as fuel.

2.4.1 Advantages of using liquefied gas as motor fuel in your car:

• Liquefied gas has all the qualities of a full-fledged fuel and is the most environmentally friendly type of motor fuel.

• Gas is a high-quality fuel with an octane number of about 105, so no detonation occurs in any engine operating mode. The octane number of gas fuel is higher than gasoline even of the highest quality. This makes it possible to achieve more economical use of fuel in an engine with an increased compression ratio.

• Gas fuel extends engine operability. When the engine is operated on gas fuel, the gas-air mixture is more completely combusted, due to which the lubrication conditions of the rubbing cylinder-piston ring pair are improved, since the gas fuel does not flush the oil from their walls and does not dissolve it, reduces its consumption by 1015%.

• Engine overhaul is increased by 1.52 times. The operation of the ignition system is improved, the service life of the candles increases by 40%.

• Due to the decrease in carbonaceous precipitates, resinous deposits do not accumulate in the combustion chamber, and therefore, the heat generation on the head of the unit and on the pistons is reduced.

• Reduced wear: cylinder liners by 14%; pistons by 17%; crankshaft necks

shaft by 57%; piston rings by 63%.

• Oil during engine gas operation can be changed less frequently than during filling with gasoline, since it does not liquefy, is less contaminated and retains its properties for longer. Oil consumption also decreases. In addition, the engine runs flatter and quieter - the gas is easily mixed with air and more uniformly fills the cylinders with a uniform mixture.

• The service life of spark plugs is also increased.

• The use of gas fuel significantly reduces the total toxicity of exhaust gases.

• With a properly selected engine operating mode on gas fuel, its noise level decreases by 2-3 dB, which is especially important in urban conditions, and the engine itself begins to work softer.

• When generating gas, the engine stops not immediately, but stops working after 2-4 km of mileage.

• Based on prices per 1 liter - gas price is twice as much as 1 liter of gasoline .

Disadvantages:

• Increase the metal consumption of the car by 3040 kg.

• Difficulties with starting a cold engine (it is recommended to start the engine with gasoline, after heating - switching to gas fuel).

• Gas bottle occupies a certain volume in the trunk of the car (but not more than 1/5).

Namely, the possibility of liquefied gas at ambient temperature and moderate pressures in both liquid and gaseous state. In liquid form, these gases are easily processed, stored, transported, and in gas have a better combustion characteristic than natural and artificial gases in the absence of harmful impurities.

2.5 Conversion of engines from gasoline to liquefied gas

The conversion of engines from gasoline to liquefied gas is relatively simple and cheap, although it depends on the size of the engine and the type of equipment chosen. The cost of the transfer, including the cost of special equipment and a fuel bottle, usually does not exceed $200-800.

When transferring engines from any gasoline to liquefied gas, it is mandatory to have three main devices: a fuel tank (cylinder) for liquefied gas, an evaporator reducer and a carburetor .

The fuel tank of a liquefied gas vehicle is a high pressure tank. It is a cylinder of cylindrical shape, usually located in the luggage compartment of the car. The liquid phase of liquefied gas from the fuel tank through a tube deeply immersed in it and a working valve installed on it enters the pipeline, and from it - to the reduction evaporator, which is usually located in the engine compartment. In a dual-fuel vehicle supply system, a liquefied gas supply line is provided with a fuel type switch that instantly opens or closes the shut-off valves of gasoline or liquefied gas. Typically, the shut-off valve is used to prevent vacuum formation in the fuel collection manifold and fuel from entering the mixing chamber prior to starting the engine. The fuel filter protects the reducer-evaporator from clogging with impurities.

Liquefied gas begins to evaporate in the central chamber of the reduction-evaporator after starting the engine due to the accumulated heat of the evaporator itself. After the hot water of the cooling system begins to circulate through it, the liquid liquefied gas will evaporate due to heating during heat exchange. The vaporized phase pressure of the liquefied gas is reduced in one or two stages da atmospheric pressure using a conventional membrane type regulator. With a two-stage pressure reduction, the high-pressure valve first provides liquid to the evaporation chamber at an excess pressure of 83.4 kPa. After evaporation, the gas phase, passing through the low pressure valve, expands and enters the low pressure line leading to the carburetor.

The principle of operation of the liquid and gas carburetor is the same. This device mixes fuel with air to produce a flammable mixture for combustion in the engine. The problems that arise are primarily related to the need to operate the engine at variable power, i.e. at a wide range of fuel consumption, as well as the need to maintain an optimal fuel-to-air ratio at a rapidly changing throttle position and to ensure idling at a minimum fuel consumption. The problem of well-balanced air and fuel supply of the mixture at all speeds and loads of the engine is solved in several ways:

The gas flow rate is controlled and determined by the pressure drop in the venturi .

The gas flow rate depends on the position of the air valve and the single stage valve for the gas-air mixture.

The gas flow rate is controlled by the position of the air valve associated with the fuel valve .

The gas flow rate depends on the pressure on the liquefied gas valve mechanically connected to the throttle valve .

In order to obtain optimum engine characteristics of a vehicle converted from gasoline to liquefied gas or dual fuel, it is very important to adjust the carburetor for both idling and a wide range of operating modes with variable throttle position. In all cases, it is very important to ensure sufficient gas pipeline capacity and stable engine operation with maximum gas flow and minimum pressure losses in the gas pipeline, reduction valve and evaporator.

Initially, it was believed that special varieties of liquefied gas other than those available on the commercial market were needed for use in cars. However, experience has shown that standard liquefied gas for domestic consumption (GOST 20448-90) is suitable for this purpose, since the main parameter - octane number - meets all standards and standards for automobile fuel.

The octane number of propane - 105, butane - 92, that is, they have an advantage over gasoline, the octane number of which is on average 85.

Another qualitative criterion is the pressure of saturated vapors. It should ensure good engine start characteristics in winter and prevent the formation of steam plugs in summer. In our country, winter and summer varieties of liquefied gas are used, which are a mixture of propane and butane.

Period

Ratio of propane to butane (%)

Maximum saturated vapour pressure:

Winter

60:40

At 20Sn temperature more than 0.16 MPa

Summer

40:60

At temperature + 45С - not more than 1.6 MPa

In most European countries, already every third car runs on liquefied gas. Its availability is largely due to the soft fiscal policies of the Governments of these States with regard to producers and sellers of propanbutane. Low taxes allow you to keep the difference in price (one and a half to two times) between oil products and alternative fuel. Europe deliberately goes to expenses, because it sees the use of liquefied gas as a solution to many problems. When burning gas, the emissions of harmful substances are five times less than when burning gasoline. This is especially true, since by signing the Kyoto Protocol, the European Union pledged to reduce greenhouse gas emissions by a quarter.

What is important for motorists, gas is easily mixed with air and more uniformly fills the cylinders with a uniform mixture, so the engine runs flatter and quieter. The gas mixture burns completely, so no coke is formed on the pistons, valves and spark plugs. The gas fuel does not flush the oil film from the walls of the cylinders, nor does it mix with the oil in the crankcase, thus not deteriorating the lubricating properties of the oil. As a result, cylinders and pistons wear less.

Oil during engine operation on gas can be changed less often than during filling with gasoline, since it does not liquefy, is less contaminated and retains its properties for longer. One of the pleasant features of gas fuel is the fact that after lowering the fuel bottle, the car will be able to drive another 2-4 km. These and many factors make LPG popular on the modern factor.

2.6 Development prospects and projections

The problem of the transition of vehicles to alternative types of motor fuels is becoming increasingly urgent. From the list of possible solutions (the use of methanol, biogas, synthetic gasoline, the development of commercially profitable electric vehicles, etc.) today we can talk about two practically mastered areas - the use of liquefied hydrocarbon gases (propane and propanbutane mixtures) and liquefied natural gas (LNG) as motor fuel. Transport accounts for about 9 per cent of global LPG consumption (18-20 million tonnes).

The Russian specifics of propane-butane consumption as motor fuel has a number of features:

- At the current growth rate of the number of vehicles (5-7% per year), it will be impossible to provide domestic transport with oil fuel in the foreseeable future without the development of oil fields with high production costs.

- The predominant part of the car fleet consists of machines with unsatisfactory ecological characteristics of engines.

- The market of motor fuels in Russia is dominated by low-quality gasoline that does not meet international environmental standards for emissions of harmful substances into the atmosphere. The production of gasoline with improved environmental characteristics requires the use of expensive oil processing technologies. In addition to the inevitable increase in car fuel prices, it should be noted that the application of emission reduction measures only partially solves the problem of environmental pollution.

- The environmental situation in Russia requires urgent and comprehensive measures to reduce the environmental burden caused by road transport. The use of gas engine fuel (GMT) is one way of solving this problem.

The above makes the large-scale transfer of Russian transport to alternative fuels a strategic necessity. In Russia, there is a whole set of favorable conditions for the development of the transport sector for the use of LPG. As an oil and gas producing country, Russia has a sufficient resource base to expand the production of liquefied hydrocarbon gases. Associated petroleum gas reserves in Russian oil fields are estimated at about 1.5 trillion m3 and are currently not fully utilized.

In the motor fuel market, propane-butane successfully competes in price with gasoline. The share of the transport sector in the structure of domestic LPG consumption is currently estimated at 20-25% (1.2-1.5 million tons per year). Although the amount of propane-butane is relatively small, it is steadily expanding.

The proliferation of new technologies based on the use of propanbutane mixtures in everyday life and industry, the increase in the number of gas-fueled cars, the growing raw material needs of petrochemical industries - these and other factors provide an increase in consumption of at least 35% per year. All this creates the prerequisites for the expansion of both the domestic and external markets of Russian LPG, which, in turn, requires an expansion of their production.

Currently, only about 30% of LPG produced is processed in Russia. The number of LPG that are exported abroad should certainly be reduced, processed domestically.

In an intensive development scenario, the petrochemical industry can use more than half of the LPG produced by 2030.

Chapter 3 Design of ASHS

3.1 General provisions

LPG is designed to receive, store and issue LPG to cylinders installed on cars.

When designing ASHS, it should, as a rule, be provided for the use of mass-produced process systems with technical and operational documentation (TED), agreed in accordance with the established NPBAZ.

Process diagram of AGDC is intended for filling of cylinders of fuel system of cargo, special and passenger vehicles with liquefied hydrocarbon gas (propane-butane). Cars are fueled with a gas dispenser column measuring in dm3 the amount of gas filled into the cylinder of the car.

On AG3S it is not allowed to place:

- refuelling tank vehicles that do not meet the requirements of NPB 111,

shown to the technological MTA3C system;

- LPG filling points not related to filling of tanks (capacity -

racks, cylinders) of AG3S HW and vehicle fuel systems;

- gas distribution points.

AG3S shall include HW, buildings and structures, which

should refer to:

- in accordance with NPB 105 in terms of explosion and fire hazard to category A (pump-compressor compartment), D (control room), to category An

- external unit HW elements (tanks, columns, pumps, compressors,

evaporators), exhaust fans from category A rooms, area

Parking area for the tanker;

- in accordance with PUZ of 7 to class 81a - rooms of pump-compressor compartment and to class 81 g - components of external unit TS,

Tanker parking area, fire hazardous areas by PIP around

Category A premises.

3.2 Design Data

The task is the transfer of part of the Vladivostok fleet to LPG, in particular trucks and cars, as well as the calculation of the number and location (taking into account all the requirements) of the LPG.

Total number of cars - 328 846

The number of machines transferred to LPG is 10,000, of which

5000 - cargo, 5000 - cars.

3.3 Calculation of AGMS capacity

Performance of AG3S is determined by the technology of work execution and

number of filling columns.

Duration of vehicle refuelling taking into account all operations:

T = t1 + t2+t3+ t4+ t5 ,

where t1 is the vehicle approach time to the columns;

t2- time of preparation for LPG fuelling;

t3- LPG filling time;

t4- filling end time;

t5 - vehicle departure time from columns.

Vehicle approach time to column from waiting place (30 m), speed

5 km/h/( 1.4 m/s).

t1=S/V=30/1 ,4=20 с.

t2 = 90 pages.

Time of direct filling of LPG tz = 3 min.

Filling end time t4 = 20 s.

Vehicle departure time from filling island t5 = 15 s.

In total, the long refueling of one car will be:

T = 20 + 90 + 180 + 20 + 15 = 325 s = 5.4 min

Number of vehicles filled on one column per hour:

na=3600/325=11,

11 cars per hour at one filling station - 1 column,

4 columns at each filling station.

The average volume of a bottle of passenger cars is 53 liters, Vmid lay down

The average volume of the container is 160 liters, Vmid gr

Average LPG flow per 100 km for passenger ames - 14 l,

Average LPG flow per 100 km for cargo tanks - 35 l,

Average mileage per day am - 60 km,

The average mileage per day by cargo ames is 200 km,

Kz = coefficient of filling of a fuel cylinder for all am (Kz = 0.85),

Number of gas stations per day with passenger ames:

N = 53/( 60/100 * 14) Kz = 0.13

Number of gas stations per day with cargo tanks:

N = 160/( 200/100 * 35) Kz = 0.37

Qty am - 10,000, of which

5000 - passenger ames ,

5000 - cargo ames,

Total number of filling units once a day:

Nm = (5000 * 0.13 * al) + (5000 * 0.37 * ag), where

al and ag are the concurrency factors of daily refuelling of cars and trucks, respectively (al = 1.5, ag = 1.25),

Nm = (5000 * 0.13 * 1.5) + (5000 * 0.37 * 1.25) = 3288

3.3.1 Calculation of ASHS column:

Nagzh = Nm/( 24 * na * nk * Kn * Kh * Ko),

where na = number of ames per hour on one column,

nk - number of columns,

Kn - coefficient of daily non-uniformity of filling (Kn = 0.7),

Knh - hourly non-uniformity coefficient of fuelling (Knh = 0.7),

To - coefficient of simultaneity of gas stations (To = 0.8),

Nagzz = 3288/( 11 * 24 * 4 * 0.7 * 0.7 * 0.8) = 7.9 ≈ 8

8 LPG shall be designed to provide the required number of LPG vehicles.

3.3.2 LPG flow per day at one filling station:

Vsug = Nm/Nagzh * Vscr

where Vcpk is the average volume of a tank am taking into account filling for 85%,

Vfr = (53 + 160) * 0.85/3 = 90.5 l,

Vsug = 3288/8 * 90.5 = 37195.5 l = 37.2 m3.

3.4 Characteristics of ASHS

According to the calculations, ASHS was adopted with the following characteristics:

Technical description:

The AGMS consists of:

- 4 underground single-wall SCR tanks - 25, volume 25 m3 each;

- 4 fuel distribution columns "FAS220" located on safety islands;

- two FAS AP 36 pumps for filling gas-balloon vehicles;

- two FAS LG PN 25 pumps to drain LPG from the tank truck to the tank;

- canopy;

- control room building (II degree of fire resistance);

- LPG AC site;

- gas filling station;

- lightning bolt.

Pump unit is installed on bearing steel frames and represents compact operating unit.

3.4.1 Description of the general and situational plan

The platform for AC is not enclosed by a reinforced concrete wall. Entry and exit to the site is provided for separately. Ramps are provided at the entrance and exit to the site.

External fire-fighting water supply is provided by fire-fighting tanks of 200 m3 volume.

The tank chamber - ground structure, height h = 2.4m is made of prefabricated concrete foundation blocks, rests on a monolithic reinforced concrete slab. Coating of the chamber - flat asbestos cement sheets according to bracing from cement sand mortar. From the inside, the free space of the chamber with the metal tank installed in it is filled with filtered sand.

From the outside, the surface of the chamber blocks is plastered and painted; decoration is performed - fencing from profilist.

Operator room - a separate mobile building with a plan size of 3.0x4.0 and a height of 2.4m. The frame of the building is metal, made of corner elements, sheathed outside with profile steel sheets, from the inside - panelite along the inner layer of insulation (foam).

The canopy above the distribution column is a structure of metal structures with dimensions in plan on metal posts made of pipes. Foundations for pipes - monolithic reinforced concrete glass type. Covering and framing of the canopy - metal lining.

In accordance with the working design, the following process diagram was adopted:

liquefied hydrocarbon gas (LPG) is stored in a mod tank (tank). STSS25. The geometric capacity of the tank is 25 cubic meters; the actual capacity of the tank with a maximum filling factor of 0.85, is 21.25kub.m. The total amount of stored liquefied gas is 85 cubic meters;

For tanker site with LPG equipped with flanging and process pit, emergency ventilation with artificial motive with main and standby fans of explosion-proof design is provided. Starting and stopping the system is provided both manually and automatically, as well as remotely from the operator room. To ensure uniform mobility of the sucked steam-air mixture at any point of the platform, it is provided to suck it through an air duct of uniform suction, which is located at the level of the upper edge of the flange. Removal of the steam-air mixture is provided through the air duct by means of a flare release, which ensures its removal to a higher height.

The network of process pipelines of the automobile gas filling station allows receiving fuel from the tanker and distributing them through columns to consumers. Underground laying of Dz 25x35 gas pipeline is provided from the tank to the gas filling column; Dc 15x2.5 according to GOST 105088 at a depth of 1.6 m. In trays, on supports with a span of 1.5 m along rubber cushions. The column is connected to the tank by means of pipes Dc 53x3.5; 42x3.0 as per GOST 5088. To protect underground gas pipelines, reinforced protective coatings of GOST 9.60289 based on bitumen mastic were used. Corrosion protection was also provided for the tank, consisting of a coating of a very reinforced type according to GOST 9.60289, based on bitumen mastic.

The project provides for the degree of reliability of the power supply of the AGDS to category III. Mains voltage 380/220 V. Installed power Rust = 12.785 kW. Distribution point PR 85011292 installed in the control room is adopted for power distribution at the station. For grounding of electric receivers of the station, zero conductors of supply cables and an external grounding circuit are used. VZG/VCHA200MS lamps are installed under the fuel filling canopy. RTU06125002 and RKU07125001U1 lamps are used to external lighting of the station. Current supply to lamps is executed by cable AVVGZ and to VVG laid in a trench, pipes and on building constructions.

Grounding of luminaire housings is performed by connection of zero working wire to grounding screw inside the luminaire. The line of power supply is executed by the ABB1 cable with a section of 4x25 mm2 laid in a trench, protected on all length by a clay brick.

Lightning protection of fuel storage tank is made by rod lightning outlet connected to external grounding circuit in accordance with RD 34.21.12287. The height of the rod lightning rod is 15 m. Lightning protection of fuel dispenser is performed by connecting it to external grounding loop. At the gas tank protection structure there is a lightning screen with a cell spacing of 6x6 m.

The operator room has a metal roof, so the roof itself should be used as a lightning screen. Current leads from metal roof and lightning screen shall be connected to external grounding circuit. Grounding resistance shall not exceed 4 ohms.

The project uses the CTM10 switch of Smolensk software "Analytpribor." When the maximum permissible concentration of liquefied hydrocarbon gases is increased, a light alarm is triggered and exhaust fans are turned on. The gas analyzer sensors are installed in the pit at the level of 50100 mm. from the site and in the well at the level of 50100mm from the bottom. The external connections routes are made by KVVG, AKVVG cable laid in the control room open along the wall with clamps attached. Automobile gas filling station is equipped with fire alarm:

PSK device is installed in the control room.

smoke fire detectors IP 215.

3.5 Safety precautions

At a stationary automobile gas filling station, cylinders of cars and trucks are fueled with odorized liquefied hydrocarbon gas, corresponding to GOST 2044892 "Hydrocarbon liquefied fuel gases for public consumption" of the PT and SPBT brands, the vapors of which can form explosive mixtures with air.

Factors of occupational hazards affecting the human body:

1. Presence of harmful substances of hazard class IVgo (propane, butane) having a narcotic effect.

2. Frostbite of open skin areas when hydrocarbon gases enter them.

The most dangerous emergency situations at AGMS may be:

− depressurization of a flexible hose of ATsT8M431043600 type with conditional pass of 40 mm and intake of liquefied petroleum gas on the concreted platform of gas station when filling cylinders of cars from a column;

- Power outage;

- equipment failure:

a) safety valve is faulty (leakage of working medium through the valve spool-seat connection, the valve does not operate, when the gas pressure in the tank is higher than the working one);

b) level indicator protective glass is damaged, etc.;

c) violation of the sanitary regime, which poses a danger to people and the environment.

In all cases of emergency situations and the formation of explosive mixtures, measures should be taken to eliminate them.

Measures aimed at ensuring the safe operation of ASHS:

Tankers with liquefied hydrocarbon gas and refueling vehicles are located in the open areas of the refueling station.

All electrical equipment and lighting equipment located in zone B1g have explosion-proof design corresponding to the category and group of explosive mixtures.

Sand contaminated with oils, snow and oiled blossom should be collected in a metal box with a sparkling scoop and periodically taken to industrial waste landfills.

Upon arrival at the gas cylinder filling site, the tanker driver shall:

a) plug the engine of the vehicle - tractor and remove the wrench from the ignition lock;

b) ground the tank truck and control post;

c) make sure that there is no open fire;

d) under the wheels of the tanker truck put an anti-roll stop.

Gas balloon vehicles shall be filled in accordance with the production instructions.

The number of simultaneously refueled cars is one, the remaining cars should be located on the parking area provided for in the project at the entrance, outside the AGZS territory.

When filling bottles of gas-balloon cars, the requirements of the "Rules for the construction and safe operation of pressure receptacles" shall be met at the AGDS. Only cylinders of gas-balloon vehicles may be filled. Filling of other cylinders, including domestic ones, is strictly prohibited.

The owner of the car is responsible for the technical serviceability of gas cylinder cylinders and their examination.

Before filling cylinders of gas-balloon cars, the AGZS operator is obliged to check in the driver's travel list the presence of a stamp and signature confirming the serviceability and suitability of the cylinders for filling, as well as the presence of a driver's license to drive gas-balloon cars.

It is forbidden to fill LPG with cylinders installed on vehicles, in which:

a) the period of periodic examination has expired, llons are subject to inspection once every two years);

b) there are no established inscriptions;

c) valves and valves are not corrected;

d) the cylinder attachment is loosened;

e) there are leaks from various connections.

Filling of LPG car cylinders is permitted only when the car engine is switched off. You can start the engine only after the hoses are disconnected and the blanking is installed on the disconnecting device.

Entry into the territory of the AGZS and refueling of cars in which passengers are located are prohibited. During the preparation, refueling and completion of refueling of cars, it is also forbidden to stay in the territory of the AGZS of unauthorized persons and drivers waiting for refueling.

When filling LPG gas balloons, observe the following safety rules:

a) do not knock metal objects on valves and gas pipelines under pressure;

b) if the engine of a gas-fuelled car during start-up interrupts (claps), it should be immediately plugged and rolled back the car to a distance of at least 15 m;

c) do not tighten connections on cylinders and communications;

d) do not leave refueling cars without supervision;

e) do not release LPG from cylinders into atmosphere in case of overflow;

f) do not perform adjustment and repair of gas equipment of gas-balloon vehicles in the territory of AGSO;

g) do not fill car cylinders with more than 90% by volume;

h) do not fill car cylinders when the pressure of the tanker system exceeds 1.6 MPa (16kgf/cm2);

and) do not keep the filling string attached to the vehicle filling valve when it is not filled;

c) do not tow the vehicles with an emergency tanker ejection loop.

It is forbidden to operate and enter the tanker vehicle to the ASHS site if:

- The next inspection of the receptacle (tank) has expired;

- Damaged vessel body or bottom (dents, discoloration, etc.);

- No stigma and inscription;

- valves are missing or faulty;

- no warning inscriptions;

- there is no passport for the vessel;

- there are gas leaks through connections and fittings;

- safety valves are faulty;

- ground circuit is broken;

- grounding cable with strubcine pin is missing or damaged;

- No fire extinguishers or their inspection has expired (the tank-vehicle must be equipped with two fire extinguishers);

- thread on connectors and rubber-fabric hoses is faulty;

- the period of testing of rubber-fabric hoses has expired, the surface and their grounding have been damaged;

- valves and pipelines attachment is faulty;

- level indicator and instrumentation is damaged;

- increased pressure in the vessel (tank) above 1.6 MPa (16 kgf/cm2);

- there is no information plate "Information systems" about danger, first aid kit and emergency stop sign.

When filling a tank-vehicle on the "Liquefied Hydrocarbon Gas Base," the volume of fuel poured in the tank shall not exceed 85 per cent of the volume of the tank.

3.6 Fire prevention measures.

Personal responsibility for ensuring fire safety of ASHS is assigned to its head. The Head of ASHS shall:

a) provide round-the-clock protection of the ASHS;

b) organize the study and implementation of fire safety rules by all employees of the ASHS;

c) periodically check the state of fire safety, availability and serviceability of fire control equipment.

The AFMS is provided by the following primary fire extinguishing equipment (PST):

1) the fire extinguisher chemical air and foam (OHVP10) - 2 pieces;

2) sand box (volume 0.5 m3) - 2 pcs.;

3) shovel-2 pcs.;

4) asbestos web size 1x2m - 2 pcs.

Primary fire extinguishing equipment and their number are accepted in accordance with the requirements of:

"Safety Rules for Operation of Gas Facilities of Liquefied Gas Automobile Filling Stations";

"Instructions" for operation and maintenance of a liquefied gas tank truck.

Fire Safety Regulations in the Russian Federation 01-03

"Fire safety standards. Petrol stations. Fire safety requirement. NPB 111-98 * "

The tank vehicle delivering LPG to the LPG site shall be equipped with two fire extinguishers.

Primary fire extinguishing equipment is used to localize and eliminate small fires, as well as fires in their initial stage of development.

Fire extinguishers must be sealed and have a serviceable bell. It is forbidden to use fire extinguishers without funnels.

Fire extinguishers shall be subjected to external inspection and recharging in accordance with the requirements of the "Passport" for fire extinguishers.

Fire extinguishers sent for recharging shall be replaced with an appropriate number of charged fire extinguishers.

With each sand box there should be two metal scoop shovels. Boxes shall be closed tightly with covers. The boxes should have the inscription: "Sand in case of fire." Sand should be inspected regularly. If moisture or lumping is detected, it must be dried and sieved.

Instructions on the procedure of personnel action in case of fire and methods of fire protection warning shall be displayed at a prominent place in the room of service personnel stay.

In case of emergency situation related to depressurization of flexible hose and LPG arrival on concreted site, the working design provides for automatic actuation of fans actuating from STM-10 detectors responding to increase of liquefied gas concentration in the lowest points of LPG:

- concrete site pits;

- storm water collection pit from concrete site.

Activation of emergency ventilation allows to drastically reduce the surface concentration of gas and prevent fire or explosion conditions. When gas concentrations increase, in addition to turning on the fans, a light alarm is turned on, indicating the need for immediate action by personnel.

3.7 Requirements for the location of the ASHS

3.1.1. ASGs should normally be located within the territory of settlements, if possible from the leeward side, for winds of predominant directions in relation to residential development.

3.1.2. The ASHS territory is divided into production and auxiliary zones, in which, depending on the process of receiving, transporting, storing and dispensing LPG, consumers need to provide the following main buildings and structures:

in the production area:

gas drain columns;

storage base with LPG storage tanks;

Filling shop with loading and unloading area for filling and empty cylinders;

tubing and air compressor;

evaporation (heat exchange) unit;

tanks for draining unspoiled gas from cylinders;

on-site pipelines for movement of steam and liquid phase of LPG in accordance with HPC process diagram;

in the auxiliary zone:

production and auxiliary building with placement in it of mechanical workshop, plumbing pump house, administrative and economic and other premises;

transformer substation;

boiler room (if it is not possible to connect to existing heat supply sources);

outdoor parking area;

tanks for fire-fighting water supply;

warehouses and other facilities .

The list of buildings and structures located in the auxiliary area should be specified in accordance with the design specification.

It is allowed to provide for the location of the gas farm operation service adjoining the HNP territory.

3.1.3. Minimum distances from LPG storage tanks located at LPG to non-LPG buildings and structures shall be taken as per Table 1, to roads as per Table 2.

The distance to the storage base with tanks of different capacities should be taken over the tank with the highest capacity.

3.1.4 The minimum distances between buildings and structures located on the territory of the AGC should be taken as per Table 3 as for the GNA.

When LPG storage tanks with a total capacity of less than 50 m3 are placed on the LPG, the specified distance shall be taken as for PSB as per Table 4.

Chapter 4. Liquefied Hydrocarbon Gas Filling Station

4.1. Purpose and Placement Requirements

Liquefied Gas Filling Stations (GNS) are stationary storage facilities for receiving and storing liquefied gases from suppliers and delivering them to consumers.

Performance of GNS has to be defined on the basis of the scheme of gas supply of area, edge, the republic approved by decisions of regional executive committee, a krayispolkom, etc.

When selecting a site for the construction of the GNS, the possibility of:

ensuring the required gaps both between the buildings and structures of the GNS and between the buildings and structures surrounding it;

adjoining the railway line and roads of the station to the railway network and roads of the settlement;

electricity, water, telephone, radio and heat.

The liquefied gas GNA, as mentioned above, is designed to receive, store and supply liquefied gases in cylinders and tank vehicles of the population, household, industrial and agricultural consumers.

Liquefied gases at the GNA should now be provided with mandatory separate storage of liquefied gases with an increased content of butanes (up to 60%) and technical propane, as well as their separate distribution into cylinders and tank vehicles. The GNA should also provide for simultaneous discharge of liquefied gases from railway tanks with different percentages of propane and butanes.

The following operations are carried out at the LNG:

- acceptance of liquefied gases from the supplier, coming mainly in railway tanks;

- draining liquefied gases into their storage facilities;

- storage of liquefied gases in above-ground and underground tanks, in cylinders, etc.;

- draining of unspoiled residues from empty cylinders and draining of liquefied gases from cylinders with malfunctions;

- spillage of liquefied gases into cylinders, mobile tanks, tank vehicles;

- reception of empty and delivery of filled cylinders;

- transportation of liquefied gases in cylinders and via internal pipeline network;

- repair and re-examination of cylinders;

-technological maintenance and repair of GNS equipment;

- supply of liquefied gases to consumers in cylinders, tank vehicles.

In some cases, GNA also produces:

Design of liquefied gas vehicles from the petrol station;

-regasification (evaporation) of liquefied gases;

- mixing of liquefied gas vapors with air or low-calorie gases;

- supply of vapors of liquefied gases, gas-air or gas mixtures to city gas distribution systems.

GNS consists of a complex of structures, workshops and equipment, which are located on the territory divided into two zones: production and auxiliary. The following buildings and structures are located in the specified territories:

1. Production area - filling compartment with loading and unloading areas for cylinders, in which all operations with cylinders are carried out, from the reception of empty cylinders to the shipment of filled cylinders to consumers; pump-compressor compartment to ensure pumping of liquefied gases; separation of unspoiled gas residues from cylinders, replacement of faulty valves and valves, degassing; room for ventilation equipment; air compressor room and housings room; Tanks for the discharge of unspoiled gases; tanks for receiving and storing liquefied gases (gas storage); drain rack with railway line for reception of railway tanks; columns for filling liquefied gases into tank-vehicles and also for discharging gases from tank-vehicles, for filling gas-balloon vehicles; a pipeline for the transport of liquefied gases; pipelines of water supply, sewerage and heat supply systems; shunting winch; railway and road scales; evaporation plants and installations for mixing liquefied gas vapors with air, if necessary;

2. Auxiliary area - the building of the auxiliary premises unit, mechanical workshops, cylinder repair and inspection rooms, laboratory, boiler room, water supply pump room, administrative and office rooms; transformer power substation, accumulator; auxiliary facilities (a water tower, the pressure head tank with the pump station, settlers, chlorination, the cooler); rail loading and unloading area for cylinders; or a vehicle maintenance building; mechanical workshop; checkpoint; material warehouse; petrol and lubricants warehouse.

The list of buildings and structures included in the GNS should be determined depending on the capacity and purpose of the GNS. In addition, in the territory of the production zone it is allowed to provide for the placement of a closed rail storage of cylinders; in the territory of the auxiliary zone it is allowed to provide for the location of the service of operation of the gas economy of the city or settlement and the evaporation plant intended for gas supply to the boiler house; It is allowed to allocate the garage as an independent farm with its placement outside the territory of the GNS; It is allowed to place the inspection and painting compartment of cylinders in the production or auxiliary area depending on the painting process; compressor pumps, carousel units, evaporation units and other GNS process equipment can be placed on open sites under canopies made of non-combustible materials, if climatic conditions in the construction area make it possible to ensure normal operation of the installed equipment and maintenance personnel. Some of the above services may be locked in one building or located separately.

Explosion and fire hazardous objects in the territory of the GNS are: drain rack; liquefied gas tanks; pump-compressor compartment; filling compartment; columns for pouring liquefied gases into tank vehicles and for refuelling gas-balloon vehicles; pipelines for liquefied gases; separation of cylinders painting; tanks for draining unspoiled residues; liquefied gas cylinder warehouses; liquefied gas evaporator.

In terms of fire hazard, the premises of the pump-compressor and balloon-filling compartments belong to the industries of categories D and D. The production buildings and structures of the GNS with respect to the danger when using electrical equipment should include:

to class B1a - rooms of pump-compressor and filling compartments, drain compartments, replacement of faulty valves and valves, washing and painting of cylinders, evaporation and mixing of gas with air, as well as ventilation chambers of exhaust ventilation;

to class B1g - tanks, drain racks, columns for draining and filling liquefied gases, as well as when located outside the buildings of the pump compressor, filling, draining, replacing faulty valves and valves, washing cylinders, evaporation and mixing gas with air, loading and unloading area for cylinders.

GNS should be located mainly outside the city and other settlements on specially designated planned sites and preferably from the leeward side of the prevailing winds so that possible gas emissions do not fall into the zone of residential, public and industrial buildings and structures.

When placing GNS in the city, it should be located away from residential densely populated areas.

At stations with a total capacity of tanks for liquefied gases exceeding 200 m3, production buildings and structures with process equipment shall be separated into a separate working area fenced from other buildings and the construction of stations located in the auxiliary zone. When selecting a site for the GNA, consideration should be given to the possibility and convenience of connecting railway tracks, roads and power supply networks, water supply, sewerage and telephone communications to it. Where possible, tanks for liquefied gases should be located at lower elevations relative to residential immediate and public buildings and structures. Minimum distances between liquefied gas tanks and non-GNS buildings and facilities shall be set depending on the total volume and size of the tanks in accordance with SNiP 2.04.08 - 87 *.

Distances from SNS with above-ground reservoirs to buildings and structures having a public purpose (stadiums, markets, cultural parks, exhibitions and theaters for more than 800 spectators) should be 2 times more than specified in SNiP 2.04.08 - 87 *.

4.2 Calculation of the GNS tank farm

The capacity of the LNG is determined mainly depending on the volumes of storage tanks installed at the LNG. The volume of the tank farm should be determined depending on the daily capacity of the GNA, the degree of filling of the tanks and the amount of liquefied gas reserved for storage at the GNA. The amount of liquefied gas reserved for storage should be determined depending on the estimated operating time of the GNS without gas supply to the PR, day, determined by the formula:

AVE. =L/υTP + PTR + PE

PR=200/330+1+3=4,6≈5

where L is the distance from the gas supplier to the GNS, km; TR - standard daily speed of delivery of goods of the MPS of wagon departure, km/day (330 km/day is accepted); ATP - time spent on operations related to departure and arrival of cargo (1 day is accepted); PE is the time for which the operational reserve of liquefied gases at the GNS should be provided (it is accepted depending on local conditions in the amount of 3-5 days). With appropriate justification for areas with severe climatic conditions and with unsatisfactory condition of roads, it is allowed to increase PE.

The number of no-supply gas can be determined by empirical formula:

n = 4 + L/VTP

n=4+200/330=4,6

The data obtained by formula (5.3) must correspond with the number of days reserved for non-imported supply (Table 10).

The number of tanks required for the GNA can be determined as follows:

m=V/(Vpϕ)

m=2120/(200*0,85)=12,47≈13

where V - tank farm volume, m3; Vp - geometrical volume of one tank selected for installation at GNS, m3; is the tank filling factor (0.85 for above ground and 0.9 for underground tanks).

We accept the above-ground tanks SCS200.

The installation of tanks on the GNS should be provided, as a rule, above ground. Underground installation of tanks is allowed if it is impossible to ensure the established minimum distances to buildings and structures (for example, when expanding and reconstructing existing GNS), as well as for areas with outdoor air temperature below the permissible technical characteristic of the tank.

Indoor storage of tanks is not allowed. Spherical tanks are installed only above ground. Storage tanks are located in groups with the number of tanks, providing convenient remote control of valves. Thus, with total volume of tanks up to 2000 m3, the maximum volume of tanks in the group should not exceed 1000 m3, and with total volume more than 2000 m3, but not more than 8000 m3 - 2000 m3 in the group.

Distances between groups of above-ground tanks (between generatrices of extreme tanks) are taken: 5 m - with total volume of tanks up to 200 m3; 10 m - at total volume of tanks from 200 to 700 m3; 20 m - with the total volume of tanks from 700 to 2000 m3 .

The distances in the light between the above-ground tanks in the group shall be equal to the diameter of the larger adjacent tank, but not less than 2 m. The distance between the rows of above-ground tanks arranged in two or more rows shall be taken equal to the length of the largest tank, but not less than 10 m. For each group of above-ground tanks around the perimeter there shall be a closed collapse or enclosing wall made of non-combustible materials (for example, from a brick, a butobeton, concrete, etc.) not less than 1 m high, calculated for 85% tanks of group of tanks. The ground shaft width on the surface shall not be less than 0.5 m.

The distances from the tanks to the bottom of the collapse or enclosing wall shall be equal to half the diameter of the nearest tank, but not less than 1 m. To remove storm and meltwater from the buried area, special devices (for example, gates, gate valves, etc.) shall be provided. To enter the territory of the tank farm on both sides of the collapse or the fencing wall, there should be stairs-crossings 0.7 m wide, at least two for each group located at different ends of the collapse.

When designing the tank farm, separate reception and storage of different composition of liquefied gases should be provided, for which purpose groups of tanks with appropriate binding should be allocated for separate grades of liquefied gases: propane and butanes of technical, winter and summer propanbutane mixtures for municipal needs, fuel for filling gas-balloon cars. Tank farm piping shall ensure the interchangeability of tanks of each group, as well as the possibility of transfer from one group of tanks to another.

Liquefied gas tanks shall be equipped with instrumentation and safety valves: liquid level indicators, safety valves, pressure gauges, drain non-freezing valves. At least two safety valves (operating and standby) shall be installed on each tank. Safety valves shall discharge gas from the tanks at a pressure 15% higher than the operating pressure. Safety valves shall be installed via three-way switching valve.

Gas removal from safety valves installed on liquefied gas tanks shall be carried out through blowdown plugs in accordance with the requirements of the "Gas Safety Regulations." In order to reduce the gas content of the GNS production area, it is recommended to provide a centralized gas discharge system from the safety valves of the tank farm and process equipment of the base to the common plug. The plug should be located mainly from the leeward side to the tank farm and other GNS structures at a distance of at least 5 m from the collapse of the tanks.

The height of the plug is determined by the calculation of gas dispersion and must be at least 30 m.

For the convenience of maintenance of valves, instrumentation, hatches, above-ground tanks shall be equipped with stationary metal platforms with stairs. Stairs shall be taken out for collapse.

Liquefied gases from GNS in tank vehicles are discharged through gas dispensers. The number of gas dispensers is determined from the required daily gas sales in tanker trucks by the formula:

nkol = Qcut/(qkτ)

ncol = 424/( 60 * 0.5 * 12) =1,166≈2

where Qcut, = 424 - average daily implementation, m3; q = 60 - column design capacity, m3/h; k = 0.5÷0.8 - efficiency of an autocolumn; τ=12-operating time of an autocolumn, h/days.

We accept Stoyak SGSN − 50 for the discharge and pouring of liquefied hydrocarbon gas into gas carriers.

Technical specifications:

Conditional passage, mm 50-80

Operating pressure of measured liquid, MPa 1.6

Maximum pressure of measured liquid, MPa 2.5

Temperature of measured liquid, ° С from 35 to + 45

Tank height, mm 4500 ± 300

Tank boiler diameter, mm 3000

Capacity, m3/h 40-60

The distances between columns shall be taken into account the filling of different types of columns.

Piping of columns for filling tank-vehicles shall ensure their interchangeability and the possibility of simultaneous release into tank-vehicles of two classes of liquefied gases. A high-speed valve shall be installed on the liquid phase pipeline to the filling column before the shut-off valve. If it is necessary to receive liquefied gases from tank vehicles at the GNS, they are drained on the same convoys as the filling. At the same time, the piping of the convoys should ensure the connection of the tanker with the pipelines of the steam and liquid phase of the storage tanks through shutoff valves in the same way as drain railway devices .

Gas residues should be removed from the hoses of the steam and liquid phases of the convoys to the piping system or to the purge plug. The filling of the tanker should be controlled by level gauges and control weighing on the car weighers.

4.4 GNS process pipelines

The process diagram of liquefied gas pipelines at the GNS should provide separate reception and supply to consumers of gases of different fractional composition to the filling compartment and to the columns for filling tank vehicles. Liquid and steam phase piping shall be made of steel pipes. The above-mentioned gas pipelines shall be laid in the GNS production area by above-ground on supports made of non-combustible materials with a height of not less than 0.5 m from the ground level, at distances of not less than 3 m from walls with openings and 0.5 m from walls without openings of production buildings and structures.

Connecting parts of liquefied gas pipelines shall be steel. Pipes shall be connected by welding. Threaded and flange connections are allowed only in places of installation of shutoff valves, instruments, compensators. Sealing materials used in the assembly of threaded and flange joints shall ensure their tightness. The liquefied gas pipelines shall use steel or ductile iron fittings designed for gas and designed for the appropriate pressure and temperature operating conditions. Areas of above-ground liquid phase pipelines located outdoors and limited by shut-off devices shall be protected against pressure increase when heated by solar rays by means of safety valves. In this case, gas discharge from safety valves should be provided through the plug to the atmosphere at a height of at least 3 m from ground level.

Laying of gas pipelines of liquid and steam phase in the production zone is provided for above-ground on supports.

To drain LPG with creation of differential pressure ΔP = (0.20.3) MPa, it is necessary to pump into the railway, the steam tank in the amount of 3% of the weight of the discharged gas.

Depending on the product to be drained and the temperature conditions, the amount of vapour to be pumped varies within 49%.

3. Pipe diameter

Pipeline diameter for liquid phase pipeline to tanker filling columns is calculated

Pipeline diameter for liquid phase pipeline from railway drain rack to storage is determined

.

4.5 GNS equipment

At this GNS, pump-compressor schemes for the movement of liquefied gases are used.

According to calculations, they accepted:

13 above-ground tanks of SCS200 grade in two groups:

7 in one and 6 in the second, as well as

2 SCS - 50 tanks, for discharge of unspoiled gas residues and drainage.

Each tank is equipped with two safety valves, level indicators and level tubes. The GNS includes a storage base with a drain rack, a compressor unit, a pump room with a drain compartment, a cylinder inspection department, and an evaporation unit. Tanks are interconnected by filling, flow and steam-phase headers.

Safe operation of the GNS is ensured by installation of shut-off and safety valves, as well as instruments on equipment and pipelines. Safety valves and safety valves are installed in all sections of pipelines limited by shut-off devices. Condensate collectors are installed on the steam phase pipelines going to the suction and pressure manifolds of compressors to prevent liquid ingress into the compressors cylinders. Flanged valves with lubrication at pressure of 2.4 MPa are used as the main shutoff valves, and steel safety spring valves with pressure of 2.4 MPa are used as safety valves.

In accordance with the process, the following measurements are provided: level in tanks using visual indicators of level, pressure using technical pressure gauges, temperature using thermometers, mass of filled cylinders using special dial weighing units equipped with a pneumatic cut-off of a given mass with a scale of up to 100 kg, the presence of combustible gases in the air using a portable annunciator. In addition, the GNS provides for automatic disconnection of gas compressors when the pressure on the compressor suction drops below 0,05 MPa, carried out using electric contact pressure gauges, automatic shutdown of liquefied gas pumps when the discharge pressure increases above 1,8 MPa, also carried out using electric contact pressure gauges, automatic operation of air compressors with signalling of the lower limit of air pressure, remote control of shut-off valves by means of electrically operated valves in explosion-proof design.

Five centrifugal sealed electric pumps are installed on the GNS. Pumps are designed to supply gas to the filling shop, to fill tank trucks and to make up evaporators during their operation. One pump supplies propane to the filling shop and the other to the filling columns. Two other pumps supply propanbutanes separately to the filling shop, to the columns. The fifth pump is a standby pump, and its binding can supply two products to the filling shop and to the columns. Filter is installed on suction line of pump. A check valve and a bypass valve are installed on the delivery line, which operates when the pressure in the delivery line increases and bypasses the excess of liquefied gases into the storage tanks.

Filling columns are installed on the GNS, with the help of which tank vehicles are filled.

Heavy residues from storage tanks, evaporators and oil separators are drained into the drain tank, and then, by means of a compressor or evaporator, through one of the filling columns, are squeezed into the tank truck and taken out of the GNA.

In the above-ground version, the tanks are located in self-collapsed groups and are installed on foundations with a slope of 0.002 towards the extraction of the liquid gas phase. To prevent radiation heating, the surfaces of the tanks are painted with aluminum paint in two layers. For maintenance, the tanks are equipped with stationary metal platforms and stairs. The tanks are connected by gas pipelines in such a way that it is provided for separate storage of liquefied gases with an increased content of butanes (up to 60%) and technical propane, as well as their separate distribution to tanker trucks. Tanks of liquefied gas storage are connected to each other by drain rack and to pump-compressor compartment by above-ground pipelines on reinforced concrete supports at a height of 0.5 m from the level of ground planning elevation.

To remove stormwater and meltwater from the buried area, a pipe with a gate valve installed on the outside is laid in the pile. Each storage tank is equipped with two safety valves with a three-way crane installed in front of them, which allows to disconnect one of the valves; a buoy level indicator with a pneumatic output signal to the secondary indicating device and to an electrical valve stopping the supply of liquefied gas to the tank when the liquid level reaches 85%; pressure and temperature monitoring devices, as well as shut-off valves on all other branch pipes of the tank.

Gas pipelines of liquid and steam phases of liquefied gases are made of steel seamless hot-rolled pipes made of steel 10, are laid above ground on low supports - 0.5 m high from the level of planning elevation of the ground. Above the roadway, pipes are laid on reinforced concrete supports with a height of at least 4.5 m. Steel gate valves of the CCL type at a nominal pressure of 1.6 MPa are used as shutoff valves. All vapour phase pipelines of liquefied gases are heat insulated. Liquid phase pipelines are painted with aluminium paint. Condensate collectors are installed on the steam phase pipelines going to the suction manifolds of compressors. Inter-mill gas pipelines shall be laid taking into account their self-compensation by rigid attachment before connection to installed stationary equipment. When selecting the diameters of process gas pipelines of the liquid phase, the calculated speeds in the suction pipelines are taken to be 0.5? 1.0, in the delivery pipelines - up to 2? 3, in the steam phase pipelines - up to 10 m/s.

Chapter 5 High precision LPG metering units based on innovative technologies

5.1 Problems of current LPG accounting

Liquefied hydrocarbon gases (LPG) are taken into account when filling autogas and draining railway tanks, as a rule, by weight method - by weighing before and after the operation. Many gas filling stations (GNS) do not have the necessary load weights for railway and road (for weighing large-capacity gas trays, widely used at present) and cannot be equipped with them due to the insufficient land area.

The problem of accounting for LPG in this case can be solved using high-precision metering units to measure the amount of gas drained from railway tanks and the amount of gas poured into tanks of gas traps.

Oil metering units provide fairly high accuracy and are widely used for commercial metering; at the same time, LPG metering units do not always provide metrological hacking necessary for commercial accounting.

The reasons for this are the methodological errors that occur when the physical quantities measured by the sensors (flow rate, temperature, pressure, density) do not accurately describe the monitored parameter (mass flow rate). In this case, increasing the metrological characteristics of the sensors does not lead to an increase in the accuracy of accounting. For example, neglect

the mass of steam passed through the steam locomotive line during the drain process causes a significant accounting error, which will not become less if we install more accurate sensors on the liquid LPG pipeline.

To reduce the methodological errors of LPG metering units, the following tasks must be solved: it is necessary to take into account the mass of steam passed through the steam locomotive line during the drain process, and ensure accurate measurement of density directly during the drain process, because at this time the LPG density can vary significantly. The mass of steam in an empty tank can reach 57% of the mass of liquefied gas when the tank is fully filled. The change in steam mass in the tank begins immediately when the steam locomotive line is opened even before the start of the drain process and continues throughout the drain time.

For example, a 42 m3 gas locomotive with a steam density of 25 kg/m3 is connected to the GNS steam locomotive line. At the GNA, the pressure and density of steam can be significantly lower due to the lower temperature during underground placement of tanks or due to the operation of the compressor. For example, the vapor density per GNA is 12 kg/m3. When connecting a gas tank via a steam line

the pressure return value becomes equal - the steam density will be, for example, 15 kg/m3. At the same time, the mass of the gas carrier will be lost: the mass of LPG in the gas carrier will decrease by 420 kg, from 42 × 25 = 1050 kg to 42 × 15 = 630 kg. In the process of filling the gas carrier, steam will be extracted from the gas tank by the compressor and by the end of the filling, the total mass loss by steam phase can be about 1 t.

Consider the same process when the pressure values in the gas tank and in the GNS tanks are the same, and the LPG is pumped. In this case, as the gas tank is filled, the steam phase in the tank will decrease in volume and pass through the steam locomotive line to the GNS tank. About 35 m3 at full steam filling are replaced by liquid, respectively

500-800 kg of LPG in the form of steam will pass through the steam locomotive line.

Thus, if the mass of steam passed through the steam locomotive line is not taken into account, the methodological error of accounting will be 5001000 kg or 36%.

The LPG temperature during pumping varies by several degrees, the density changes accordingly, therefore, to ensure accurate accounting, the density of the liquid LPG must be measured directly at the metering unit next to the flow meter.

The authors implemented innovative technical solutions that ensure the production of high-precision installations for commercial accounting of LPG.

5.2 LPG metering units

LPG measurement and metering plants, regardless of the conditional passage of pipelines and types of metering (commercial accounting, internal accounting, accounting for the pipeline), shall have the following functional units necessary for working with LPG:

gas separator (gas condenser);

liquid meter or primary volume converter;

pressure maintaining device downstream of the meter (differential valve);

a device for automatically or manually shutting off the flow when filling the required amount;

controls, including peripheral devices, for displaying and storing information on filling operations, controlling the filling and measuring process, adjustments, etc.

In the presence of the listed units, LPG metering units are measuring systems that meet domestic and international regulatory requirements. In gas dispenser columns, thermal adjustment devices (electronic or mechanical) are now widely used, allowing the LPG volume reduced to 20 ° C to be given to the buyer. Electronic controls and control programs are designed so that according to the data entered in the memory, without using special measuring means (density, viscosity), it is possible to determine the weight of LPG with sufficient accuracy. But in this case, the measurements will be true precisely for the conditions under which they were carried out (temperature, component

gas composition and density).

Due to the intensive development of the market for alternative types of motor fuels at GNS, AGCA, etc., there is a need for accurate and reliable accounting of liquefied gases, understanding of technological processes, features of accounting and measurement of these products, exclusion of the human factor.

Innovative technical solutions developed by the authors allow you to measure, keep records and control the parameters of measurement processes, which have not been monitored to date or have been quite expensive.

This applies both to small installations designed to dispense small doses when filling cars, and to LPG measurements when draining or filling railway and road tanks.

The most important attention is due to the installation of HLChGE65.PPT.Pl/2 for LPG accounting during filling of gas carriers with flow rates in the range from 5 to 50 m3/h.

The unit consists of two combined measuring systems, which serve to measure volume and mass flow separately of liquid and separate steam phases of LPG. Schematic hydraulic diagram of LPG metering unit is given in Fig. 1, general view of the unit is given in Fig. 2.

When connecting to the tank in the steam and liquid phases, the pressures between the tank and the storage tank are equalized.

LPG is supplied to the liquid phase line by means of pump or compressor. The electric contact pressure gauge monitors the liquid pressure at the system inlet and when the specified pressure required for vapour condensation in the possible steaming areas is reached, a signal is sent to the control unit.

opening of low-flow solenoid valve. After passing through the counter of a given volume of gas, a signal is generated and output for opening the valve of a large flow rate. By means of the flow density sensor JS7 and the primary volume converter PPT65, the density and volume of the liquid phase of LPG to be poured are measured. At the same time, the volume and density of the vapour phase displaced from the tank are measured. Thus, the control system calculates and outputs to the indicator and PC the values of the true mass of the drained or poured LPG as the difference between the mass of the gas passed through the liquid phase pipeline and the mass of the gas passed through the steam locomotive pipeline.

Figure 3 shows the HIPHE 20.PZH.Pl/1 unit, which is equipped with a flow density sensor.

In view of the fact that LPG is traditionally sold only in units of volume in Russia, and commercial accounting for its purchase for LPG is carried out by mass, it is necessary to have reliable information about the mass of gas released. In this case, the density meter provides a constant measurement of the actual gas density directly in the area of ​ ​ the flow meter, which allows parallel recording of LPG by volume and mass with a sufficiently high accuracy. Currently, only a handful of ASGs are able to do so. The volume is brought as accurately as possible to values at 20 ° C on the basis of real data, therefore, the accuracy of accounting for the gas sold at the AGC ceases to depend on seasonal and daily temperature differences.

It should be noted that this plant is a complete measuring system and can be mounted in frames of a more traditional form inherent in gas dispensers.

Density sensor

Density sensor JS7 (Fig. 4) is threaded and measures LPG density in the range from 0 to 900 kg/m3. This feature allows the use of the same sensors to measure vapor density and liquid density.

Sensor connection - four-wire (two signal wires

RS485 interface, common wire and + 10V power).

Electronic unit

The electronic part of the unit is located in the explosion-proof controller housing (spark protection module and indicator module) and in the junction box (terminal blocks and powerful relays).

The spark protection module (Fig. 5) provides galvanic isolation of the sensor signal circuits using a solid-state relay (electrical insulation strength - 3000 V) and limitation of voltages and currents in the sensor supply circuits (voltage not more than 12 V, current 50 mA). Resistors and stabilizers are used to limit voltages and currents, electronic limiters are not allowed. This is due to the fact that when the resistor fails, the circuit breaks and the current decreases, and when the zener diode fails, the circuit closes and the voltage decreases. Thus, in any failures, increased voltages and currents cannot occur. A current of 50 mA at a voltage of 12 V, if there are no large inductances and electric capacitances, cannot cause an explosion of the mixture of propane and air, since there is not enough spark power.

Intrinsically safe circuits significantly improve the safety of equipment operation.

The electronic part is produced in two versions - powered by an AC network of 220 V, 50 Hz and powered by a constant voltage

+ 24 V. When powered by 220 V, 50 Hz AC mains, the indicator module is equipped with RS255 MEAN WELL adapter.

When supplied with + 24 V DC voltage, an additional power supply is installed - S4024 MEAN WELL converter current 1.8 A), or for increased load S40320 MEAN WELL (12 A), RSP150024 MEAN WELL (63 A current).

ISK3 spark protection module TCO.467849.001

The spark protection module provides explosion protection of sensor connection circuits (intrinsically safe electrical circuit), sensor polling, information processing, output of information to the indicator and to the PC, generation and output of relay signals. The spark protection module has a nonvolatile built-in clock with a calendar and additional nonvolatile memory for storing the event log and archived data.

Input and output circuits:

RS485 interface for density sensors and other devices;

two two-channel inputs for flow meters;

four inputs for temperature sensors;

three inputs for control commands;

five analog inputs;

power supply of density sensors, flow meters, temperature sensors;

galvanically isolated RS485 interface for external devices;

solid-state relay, 8 outputs.

Indicator module TCO.467444.001

The LED module (Figure 6) displays information on 26 symbol and digital LEDs and on two LED lines.

Connection: RS485 exchange (two wires in screen) and power supply (two wires 220 V, 50 Hz for power supply via RS255 MEAN WELL adapter or two

wires for power + 24V).

The indicator module has a nonvolatile built-in clock with a calendar and additional nonvolatile memory for storing the event log and archived data.

There are 24 outputs with logic levels of + 5 V (for output of signals

on relays) and 8 lines that can be programmed as inputs

or as exits.

RS485 Adapter - USB

The adapter is designed to connect devices operating on the RS485 interface to the USB PC input. In the PC, the adapter is defined as a COM port. Half-duplex and full-duplex modes of operation and different exchange rates are supported.

The adapter is installed near the PC and is connected to the spark protection module or to the indicator module by a cable with a length of not more than 500 m.

GSM modem (optional)

The modem (Figure 7) is designed for wireless transmission of information to the central office over GSM cellular networks. The modem has an industrial version (temperature range from -40 ° C to + 85 ° C) and supports the TCP/IP Internet protocol.

Developments in the field of high-precision LPG accounting found lighting in

publications [113]. LPG Accounting Best Practices Protected

tents of the Russian Federation for inventions [1416] and make it possible to provide high-precision

LPG accounting at GNS, AGSO and gas carriers.

Chapter 6 Automation

6.1 Features of automated process and equipment

The main problems of AGMS automation are due to the physical properties of LPG, their manifestation in specific conditions, as well as functional incomplete and limited executive capabilities of AGMS equipment. These problems affect both the leave management area and the LPG accounting area.

6.2 LPG dosing problem

Already at the beginning of the work, it turned out that the widespread opinion about the identity of gas gasoline columns in terms of control automation is a mistake. Unfortunately, the vast majority of both foreign and domestic gas-filling columns (GNA) studied in the process of work revealed certain unresolved control problems.

One of the main problems is that GNA equipment, as a rule, does not take into account such a feature of LPG as a boiling effect when changing the parameters of a closed thermodynamic system. In particular, when closing the solenoid valve on the GSC after its shutdown, there is a pressure drop downstream of the valve in the GSC-GBO system, which causes the boiling of LPG. During boiling, the LPG expands, partially switching to the vapor phase, and continues to flow from the GNA to the GBO for some time, while passing through the flowmeter. The consequence of this effect is overflows during dosed release: the column issues and registers more LPG than ordered. It is most convenient to investigate these overflows on columns that are not intended for LPG dosing, but have inherited dosing commands from gasoline columns together with the on-board controller. The experimentally obtained dependence of the overflow value on the differential pressure for one of the GNA type FAS120 is shown in Fig. 1. Values of the assigned and released volumes coincide in the GNA series in the metering mode. However, during a practical study of the properties of these GEAs, it was found that most of them use incorrect dosing methods: the reading stops at the task value, although the signals from the flowmeter continue to arrive. The overflow value in some cases is reset, and in others it is transferred to the next customer.

According to the experiments conducted, the value of one overflow for different GNA reaches 0.20 liters or even more, and the spread is about 0.15 liters. It is easy to see that when setting 10 liters, the error limit of the GNA increases by 2%, and when setting the minimum permissible dose of 2 liters - by 10%. The creation of a full-fledged system of commercial accounting with such indicators of accuracy of input information is not possible.

Some GCs, like gas stations, are equipped with an additional capacity reduction valve that reduces the rate of liquid dispensing before completion of dosing. This measure reduces the amount of overflows, but does not completely eliminate them. The unsatisfactory condition of the LPG dosing problem and the urgent need to solve it when creating an integrated LPG control and commercial accounting system forced them to look for their own output .

As a result, on the basis of the studies conducted, a correct method of dosing LPG was developed, ensuring equality of the given and actually released dose. The method is based on taking into account the physical patterns observed during LPG boiling, and involves individual parameterization of control algorithms for each GNA based on the results of calibration tests. Ideally, this method should be implemented programmatically directly in the embedded on-board controller of the GNA, but a number of organizational difficulties prevent this solution. Therefore, the developed method is implemented in an external controller located in the cash desk of the ASHS, with the transfer of separate functions to the personal computer of the teller operator's AWS.

6.3 Density Measurement Problem

LPG has an order of magnitude stronger dependence of density on temperature than gasoline. The density of LPG also depends on the ratio of propane to butane in the mixture. For propane in the liquid state, the temperature coefficient of expansion at 20 ° C is 0.3 %/° C, and for butane, respectively, 0.2 %/° C. Thus, with a daily temperature drop of 20 ° C and a ratio of propane to butane of 1:1, the density of the liquid phase of LPG in the ground tank varies by 5%. Therefore, although LPG sales are usually in litres, records should be kept in kilograms.

In addition, the introduction of double fiscal accounting of sales at AGMS - by volume and by mass - is currently being considered. For such accounting, it is necessary to determine the density of LPG in each dose released. The best solution would be to directly measure LPG density. But sensors suitable for this have not been distributed to AGZs. Therefore, the LPG density is calculated based on the measured temperature value, the predetermined ratio of propane to butane, and the known density temperature relationships therefor.

Some types of GNA have an autonomous system for thermal compensation of readings (bringing to normal conditions, for example, 20 ° C). It will be possible to use this system for double counting (by volume and mass) only after the exchange protocols of the on-board GEO controllers are supplemented by the functions of transmitting the measured temperature value or simultaneously the reduced and not reduced values ​ ​ of the released volume. The solution available today is either the installation of additional temperature sensors with electronic outputs, or the disconnection of the autonomous GEO thermal compensation system and the connection of its sensors directly to the AGSO control and accounting system.

6.4 Problem of metrological support of tanks

As a rule, AGDS tanks are equipped with primitive, without electronic outputs, level, pressure, temperature, limit filling indicators. Individual devices can be equipped with converters that output an analog, pulse or digital signal. Currently, there is a wide selection of modern measuring equipment for AGDS tanks, designed for operation as part of ACS. However, it is not always possible to replace the sensors with better ones at the existing AGDs, since it requires at least complete emptying of the tanks, and in some cases, stopping the AGDs for a long time. Therefore, the issue of instrumentation of tanks should be dealt with responsibly at the design stage of the AGDC.

6.5 SYSTEM STRUCTURE

Structural diagram of LPG release and accounting automation system on AGDS is shown in Fig. 2.

* Depending on the features of the object, others may be used instead of ADAM _ 4019

ADAM _ 4000 series analog input modules.

* * The structure of the meter, the nature of its inputs and outputs depends on the instrumentation of a specific AGDC.

* * * The units corresponding to the additional equipment of the system are greyed.

Rice. 2. Structural diagram of AGMS automation system

The upper level of the system inherited the basic principles of construction from the complex for automating the production of oil products "Neftoserver3," widely distributed at gas stations in Russia and the CIS countries. It consists of one or more AWS of the operator's cashier, combined using an Ethernet network (depending on the capacity of the station, the presence of a store, cafe, car service, etc.). One of the AWS is simultaneously a server of process equipment. The upper level of the system is supplemented, if necessary, by the WS of the ADCS administrator. The teller operator's AWS (Figure 3) is based on a personal computer not lower than Pentium II 233 MHz RAM 32 MB, to which the following devices are connected:

● monitor 15 ";

● POS keyboard with programmable and marked keys, facilitating operation and preventing unauthorized actions of personnel;

● Fiscal Registrar (FR) belonging to the 3rd group of the KKM State Register;

● printer for reporting documentation printout;

● barcode scanner (if necessary);

● Customer display (if necessary)

● Electronic plastic card reader-writer (if necessary)

● Modem for communication with the parent (if necessary)

● lower level devices of the system.

The AWS software, written in C++ and operating in the Windows 95/98/2000, ME/NT environment, implements operator interface functions, algorithms for controlling technological and trading equipment, including ensuring their interaction, maintaining a database on technological and trading operations, accounting LPG in volumetric and mass terms, maintenance of lower-level devices and peripherals, as well as system administration.

Equipment of all AWS is connected to uninterrupted power supply network based on APC SmartUPS. The lower level of the system consists of the control and monitoring subsystem of the GNA and the measurement subsystem of LPG accounting parameters. The GNA control and monitoring subsystem is a controller with GNA connected to it. The controller, developed and mass-produced by ELSI PLUS for gasoline columns, turned out to be functionally and hardware redundant for AGZS, where on average two GEAs are installed. Therefore, there was a need to find a more effective and equally reliable solution. As a result, the Advantech ADAM4000 modular series was adopted as the basis. The following properties made it possible to successfully implement the hardware part of the LPG dosing solution using ADAM modules:

● functionality of the ADAM _ 4080 counter-timer module capable of generating a signal when the predetermined threshold values are reached;

● modular and extensible controller architecture (the number of modules is selected based on the number of GCGs on a particular AGDC);

● galvanic isolation of inputs;

● Use of the widely used interference-proof industrial interface RS _ 485;

● Convenient arrangement of modules addressing;

● simplicity and wide capabilities of the protocol;

● high operational reliability;

● convenient design and easy installation.

ADAM modules are mounted on a DINrail in the INLINE Bus series of Schroff using WAGO terminals and sealed RST cable entries.

Construction of LPG metering subsystem depends on instrumentation used at this LPG. Integrated microprocessor measuring systems for tanks with a serial data interface ("StrunAm" and similar) do not require additional technical means when connected to the system. If instruments are a collection of disparate sensors having pulse, analog or digital outputs, the ADAM-4000 series modules are also used as integration tools:

● ADAM4015 - for resistance thermometers;

● ADAM4019 - for level, pressure, density sensors with analog outputs;

● ADAM4521 - for sensors with digital interface output RS485;

● ADAM45xx - for sensors with digital or pulse output, requiring conversion of output code or protocol.

At some AGDS, there is a need for automatic control of gate valves and electrically driven barriers. To do this, the ADAM4060 relay switching modules controlling the starters of the corresponding devices are used. All these modules can be connected to the same RS485 interface bus as the counter modules of the control subsystem and are located with them in the same housing. This reduces the requirements for the number of COM ports of the computer, makes the system more compact and easy to maintain. If AGDC uses non-integrable sensors, their readings can be entered manually from the teller operator's AWS.

6.6 Cashier Operator Interface and System Capabilities

After the hardware is turned on, the software is loaded and the cashier password is entered, the main screen screen appears on the monitor (Figure 5). With its help, the cashier monitors the current state of all GCs at the same time.

The process information for each of the columns is grouped in the corresponding numbered windows - models of the GNA. Each layout contains the fields of the specified and current release values in liters and rubles, information about the current operating mode (automatic or manual) and so- standing of the HSC (no distribution, start is allowed, distribution, gravity, start is blocked, no communication). The text information is duplicated with an icon that changes shape and color depending on the mode and state of the GNA. The GNA layout selected by the cashier operator to enter a job or command is visually highlighted. If the final leave result differs from the job, the corresponding layout fields are highlighted. If problems or incorrect actions of the cashier operator are detected, the corresponding messages are displayed.

GEO control and monitoring subsystem provides continuous polling and display of column states and current release values.

To enter all commands, tasks, queries and data by the cashier operator, a POS keyboard is used, which is turned on instead of the standard keyboard. POS keyboard has numeric keys and functional keys of HSC access, start and stop, cash transactions and service functions. LPG release is possible in two modes: automatic and manual. In both modes, permission from both the operator's operator and the operator-tanker of the operator-tanker is required to start the GEU. In automatic mode, the cashier generates a task and allows start, the control and monitoring subsystem processes the task and automatically turns off the GNA, and permission or prohibition of the GNA by the refueling operator is necessary only to ensure greater safety. At the same time, the operator does not need to continuously monitor the refueling process in order to disconnect the column in a timely manner, he spends much less time servicing one machine and can simultaneously service several cars. In manual mode, the refueling operator turns the column on and off using the switch on the column, and the system gives a constant start permission and records the release results. Transfer from automatic mode to manual mode and back is performed by the cashier operator separately for each GNA. The system administrator, when configuring it, can limit the ability of the cashier operator to select refueling modes.

The cashier operator has the ability to urgently stop the column and then restart it without losing data.

Data for each dose released are recorded in the database and displayed in the protocol displayed at the bottom of the screen.

In accordance with the new requirements, the system provides automatic registration of LPG sales with the printing of checks in a single issue process cycle. Registration is possible both by prepayment and by post payment. In the prepayment mode, the check registration and printing data are generated automatically, simultaneously with the vacation job, which simplifies the cashier operator and increases the throughput of the ASHS. Prepayment is only possible in automatic mode. In the event of a lack of ordered dose, a return procedure is provided. In the post-payment mode, the cashier operator first starts the GNA (with a dose setting or before filling the bottle), and after the vacation registers the sale in fact by selecting the necessary record from the protocol. Records that have not been registered are highlighted in the protocol with a color background, which simplifies the selection.

In post-payment mode, two forms of work are possible: hard and soft, installed by the administrator. The rigid form locks the GNA until the leave result is registered. This is how most existing systems for gas stations work.

In case of soft form of post-payment, the GNA is not blocked by the system. This form provides an increase in capacity, convenience to customers and is intended for ASHS with a set of additional services that can detain the driver on the way to the ticket office (store, filling cylinders, etc.). At the same time, all purchases can be issued in one check.

The system allows you to register sales for both cash and electronic cards, coupons, lists and other non-cash types of payment, with separate accounting for customers and personal discounts. All cash transactions are recorded in the database and displayed in the cheque protocol associated with the issue protocol. The system provides closing of the shift with "extinguishing" of the cash register, automatic measurement and calculation of LPG balances in tanks and printing of reports.

The LPG mass to be recorded is calculated on the basis of the data received from the metering subsystem. In case of prepayment, the subsystem is accessed after the job entry, and in case of postpayment - at the end of vacation.

Automatic measurement and calculation of LPG parameters in tanks takes place in the following cases:

● when opening and closing the work shift;

● before and after LPG reception;

● during scheduled inspections with the specified periodicity;

● at the command of the cashier operator.

The results are written to the database and displayed in the subsystem protocol.

The system can automatically transmit the required information to the central office using a modem, which is necessary for the operation of a centralized control and management system or a corporate cashless settlement system.

6.7 OPERATION EXPERIENCE

Since the launch of the first AGZS with the described automation system in September 2000, the number of such stations has steadily increased, which allowed to accumulate a large amount of data on the operation of automation systems. As a result, the optimal composition and settings of equipment and software were determined, guaranteeing the greatest reliability of the system. After optimizing the settings, random system failures were never observed.

The user interface was intuitive for operator cashiers who did not have computer skills. The ASHI staff notes the convenience and reliability of automatic transfer of data from column to cash desk at payment and the accuracy of dosing in automatic mode.

Throughput during peak hours increases by an average of 15% due to the clear organization of the trade and technological cycle.

The lower-level equipment of the system successfully performs its functions. ADAM modules worked in continuous mode without detected failures for about two years.

Testing of the developed LPG metering method gave the following results: during normal operation of the GNA valve, the actual tempering result coincides with the task in more than 80% of cases, and in the remaining 20% it does not exceed 0.01 liters. Thus, the error introduced due to dosing by the GNA can be reduced by an average of 20 times.

The system turned out to be easily adaptable to different types of GNA. Currently, there are tested system modifications for working with GNA equipment from FAS (Germany), Nuovo Pignone (Italy), Adast Systems (Czech Republic), Prompribor (Livny),

"NPF" TIM "(Pskov)," Special Automatics "(Serpukhov).

It has been established that automated accounting of LPG by mass when indirectly determining density through temperature gives several times less error than accounting by volume. This is especially true for APCS with terrestrial reservoirs constituting the vast majority.

Contrary to the prevailing ideas, the prepayment regime, which had not previously been provided for at all at the AGZS, turned out to be very convenient for its owners and in demand from customers.

According to the owners of AGZS, after the installation of the described LPG vacation automation system, the net profit of AGZS increases by 1050 thousand rubles per month.

Chapter 7 Protection of the air basin

Introduction

In this chapter of my diploma project, the calculation and comparative analysis of harmful emissions from cars operating on gasoline and LPG in Vladivostok are carried out.

The section of the air basin protection project was developed in accordance with the "Calculation Instruction (Methodology) for the Inventory of Pollutant Emissions from Motor Vehicles in the Territory of the Largest Cities," approved by the Ministry of Transport of the Russian Federation, Director General of the Research Institute of Automobile Transport (JSC NIIAT), November 17, 2006.

The purpose of the work: to calculate and compare the amount of harmful substances released into the atmosphere from trucks and cars operating on gasoline and LPG.

7.1 Environmental justification of LPG use as motor fuel

The use of liquefied hydrocarbon gas (propane-butane) as a motor fuel improves the environmental performance of road transport, which is especially important for large cities.

One of the main sources of pollution is road transport. Its share in the total emissions of pollutants into the atmosphere in Russia is about 42%, which is higher than the share of any of the industries. In large cities, this figure reaches 8090%. The dynamics of the growth of harmful emissions is directly related to the increase in the fleet. Over the past five years, the mass of automobile emissions per person has increased by 15% and reached 110 thousand tons of pollutants per year. Today, about 70% of Russians live in environmentally unfavorable areas.

The toxicity of domestic car exhaust is 6 times higher than European ones, and 10 times higher than American and Japanese ones.

Exhaust gases of internal combustion engines (ICE) contain about 200 components. The period of their existence lasts from several minutes to 4-5 years. According to the chemical composition and properties, as well as the nature of the effect on the human body, they are divided into groups:

The first group: These are non-toxic substances (nitrogen, oxygen, hydrogen, steam, carbon dioxide and other natural components of atmospheric air).

The second group: carbon monoxide or carbon monoxide (CO) - the product of incomplete combustion of fuel. Carbon monoxide has a poisonous effect, is able to react with blood hemoglobin, causing oxygen starvation, loss of consciousness and death.

The third group: nitrogen oxides - NO and NO2 in its composition. At high concentrations of nitrogen oxides (over 0.004%), asthmatic manifestations and pulmonary edema occur .

Fourth group: This group includes various hydrocarbons (compounds of the CxHu type). Hydrocarbons, along with toxic properties, also have carcinogenic effects. A special carcinogenic activity is distinguished by benz (a) pyrene (C29H12), contained in the exhaust gases of gasoline engines and diesel engines.

Fifth group: This group is composed of organic compounds - aldehydes. The exhaust gases contain mainly formaldehyde, acrolein and acetic aldehyde. These compounds irritate the mucous membranes, airways, and affect the central nervous system.

Sixth group: The components of this group are carbon black and other dispersed particles. Adsorbing benz (a) pyrene on its surface, soot has a stronger negative effect than in its pure form .

Group Seven: This group includes sulfur compounds - sulfuric anhydride, hydrogen sulfide, which occur in exhaust gases when fuel with an increased sulfur content is used. Sulfurous compounds have an irritating effect on the mucous membranes of the throat, nose, eye of a person.

Group Eight: This group includes lead and its compounds. These components appear in the exhaust gas using leaded gasoline. Lead oxides accumulate in the human body, entering it through animal and plant food (when the ecosystem is contaminated along roads).

Of the 1000 tons of pollutants daily entering the air from car exhaust, 200 tons of carbon monoxide, 800 tons of hydrocarbons and other compounds.

Carbon monoxide (CO), an average of 69 per cent of total emissions of harmful substances, is a priority noxious impurity in the exhaust gases of gasoline-fuelled vehicles. The proportions of the remaining impurities are distributed as follows: 17% are nitrogen oxides (NOx) and 14% are total hydrocarbons (CH).

Rice. 1 Shares of harmful impurities in the exhaust gases of gasoline-powered cars.

Road transport, converted to liquefied petroleum gas (LPG), solves many environmental problems and also brings significant savings in its operation.

LPG (propane-butane) is the result of oil refining, with one ton of which approximately 2% of this fuel is obtained. Based on the volume of oil production in Russia of 300 million tons per year, it is possible to calculate the share of LPG, which is 5-6 million tons per year.

Figure 2 shows a comparison of the amount of harmful exhaust of a propane/butane vehicle with international EWG standards.

In 2005, Russia adopted a technical regulation "On requirements for emissions of harmful (polluting) substances by automotive equipment issued in the Russian Federation."

The environmental classification of automotive equipment adopted in the regulations corresponds to European and establishes the ecological classes of cars depending on the emissions of harmful substances with exhaust gases .

There are 5 environmental classes and dates for the implementation of technical emission standards for automotive equipment produced in the Russian Federation:

· ecological class 2 - since 2006;

· ecological class 3 - from January 1, 2008;

· ecological class 4 - from January 1, 2010;

· ecological class 5 - from January 1, 2014.

Rice. 2 Comparison of the amount of harmful emissions of LPG (propane/butane) of a car with current European environmental standards.

From the graph it can be seen that cars operating on LPG already comply with Euro4 environmental standards.

Source: NAMI Automotive Research Institute.

The most significant factors of the negative impact of road transport on people and the environment are as follows:

Air pollution;

Environmental pollution;

Noise, vibration ;

Heat generation (energy dissipation).

From an environmental point of view, gas fuels successfully compete with traditional fuels even if exhaust gas neutralization systems are installed on base vehicles. In addition, the gas fuel contains practically no substances that are catalytic poisons for neutralizers (sulfur, lead, etc.).

In addition, harmful substances such as:

acrolein

1.3 butadiene

toluene

xylols

styrene

ethyl aldehyde

benzene

formaldehyde

benz (a) pyrene

7.2 Estimated Motor Vehicle Emission Inventory (PBX)

In order to carry out a calculated inventory of emissions, PBXs are divided into the following types:

- passenger cars;

- Trucks weighing more than 3500 kg;

- buses with a total weight of more than 3500 kg.

Each type of PBX, depending on the type of fuel used, is divided into the following subtypes:

- petrol-powered PBXs;

- diesel-fuelled PBXs;

- PBXs operating on liquefied petroleum gas.

Specific emissions of ATS pollutants of various environmental classes given in this method reflect the average emission of pollutants during ATS movement along urban streets and roads of controlled and continuous traffic, as well as during starting and heating of ATS engine after parking.

When performing calculations, the corresponding calculation type of PBX is determined by the type of PBX, the type of fuel used, and the environmental class of PBX.

Calculations are made for the following pollutants:

CO - carbon monoxide;

VOC - hydrocarbons calculated as CH1.85 (including VOC contained in fuel vapours);

NOx - nitrogen oxides in terms of NO2;

PM - solid particles in terms of carbon;

SO2 - sulfur dioxide;

Pb is lead compounds;

CO2 - carbon dioxide;

CH4 - methane;

NMVOC - non-methane hydrocarbons;

NH3 - ammonia;

N2O - nitrous oxide.

Conclusion: Analysis of the obtained results suggests that during the operation of the ATS on LPG, emissions of harmful substances into the atmosphere are significantly reduced, which significantly improves the environmental situation.

Chapter 9

Economy

9.1 Schedule of the main stages of R&D and calculation of costs

The schedule of the main stages of R&D is the main document describing payroll costs. At the same time, the organization of the work, namely, the composition and number of performers involved in the work, also reflects to a certain extent.

To schedule the main stages of R&D, consider the time intervals of work:

1. Preparatory stage.

2. Theoretical developments.

3. Design and execution of the technical assignment on the computer.

4. Consultation with the project manager.

5. Machine calculations and electronic design of the report.

To calculate total costs, you need to know the labor intensity of all stages of the work. To determine labor intensity, a list of all types of work to be performed is compiled. Labor intensity of work execution is determined by the sum of labor intensity of stages and types of component works estimated experimentally in man-days. It is probabilistic in nature, as it depends on many difficult factors. Therefore, the following values ​ ​ are used in practice when assessing labor intensity:

ai - minimum possible labour intensity of certain types of works ;

bi - maximum possible labor intensity of certain types of works;

mi - the most probable labor intensity of certain types of works.

The expected labour intensity Ti and their dispersion Di are estimated by the formulae:

, (3.1)

(3.2)

Variance characterizes the degree of uncertainty in the performance of work over the expected time. Duration of Tpi operation is estimated by formula:

Tpi = Ti/Chi, (3.3)

where Ti is labor-intensive, human days;

Chi - the number of performers, people .

Since the work is carried out by one person, then Tpi = Ti. Assuming that the work is carried out in the project organization, the following personnel will be required to carry out R&D on this project and perform the main stages of R&D:

- Lead Engineer - Project Manager;

- engineer - project developer.

Accepted labour intensity values and labour intensity values obtained during calculation are summarized in Table 3.1.

Based on the values obtained during calculations according to formulae (3.1. - 3.3.), the schedule of performed works, presented in Table 3.2, is drawn up.

Chapter 10 Construction Technology

10 Technology and organization of construction production

As per the assignment for the diploma design in the section on organization of construction production, it is necessary to develop a work execution project for the construction of the LPG gas pipeline section consisting of: a work schedule, schedules for the receipt of building structures for the object and the need for work personnel, process diagrams with a description of the sequence and method of work.

Excavator selection:

During the construction of gas supply systems, it is advisable to select an excavator that provides the required width of the trench in one pass, since maximum productivity is achieved. The main width of the trench is 1.1 m. The width of the cutting edge of the excavator ladle is determined by reference data.

The technical characteristic of the excavator is taken according to E2111 data, taking into account the initial data. Excavator with hydraulic drive of EO4141 type with ladle capacity of 1.0 m3. The greatest depth of digging is 5.8 m. The maximum radius is 9.0 m.

Soil group - second category.

After the trench is opened, its bottom is leveled by design elevations.

Soil development is carried out by a single-bucket excavator with hydraulic drive EO4141, with a bucket capacity of 1.0 m3. Considering that according to the initial data, the soil of category II, the trench has a slope, according to ENi R 2, we determine labor costs and wages for earthworks.

The organization of construction production should ensure the focus of all organizational, technical and technological solutions on the achievement of the final result - the commissioning of the facility with the necessary quality and established deadlines.

Preparation of construction production should ensure a systematic dismantling of construction and installation works and interconnected activities of all participants in the construction of the facility.

Preparation for the construction of each facility should include the study of design estimates by engineering and technical personnel, detailed familiarization with the construction conditions, the development of work execution projects for off-site and on-site preparatory work, the construction of structures and their parts, as well as the execution of the preparatory period work itself, taking into account environmental and labor safety requirements.

The completed preparatory works shall include the construction of access roads, power lines with transformer substations, sewage collectors with treatment facilities of the necessary structures for the development of the production base of the construction organization, as well as communication devices and structures for construction management.

On-site preparatory works shall include delivery and acceptance of geodetic layout for construction and geodetic layout works for laying of engineering networks, roads and erection of buildings and structures, release of the construction site for construction and installation works, arrangement of permanent and temporary roads, inventory temporary fences of the construction site with organization of the checkpoint regime in necessary cases, placement of mobile (inventory) buildings and structures of production, storage, auxiliary, household and public purpose, arrangement of storage sites and premises for storage of materials, structures and equipment, organization of communication for operational-dispatch control of work, provision of the construction site with fire water supply and equipment, lighting and alarm equipment.

The arrangement of temporary off-site and on-site roads is allowed only in cases of impracticality or impossibility of use for the construction needs of permanently existing and designed roads. The design of all roads used as temporary roads should ensure the movement of construction equipment and the transportation of maximum mass and dimensions of construction goods.

The provision of construction with water, heat, steam, compressed air and electricity, as a rule, should be carried out from existing systems, networks and installations using designed permanent engineering networks and structures for construction needs.

10.6 Calculation of transport requirements.

Transportation is an intermediate link between the construction site and suppliers of construction materials.

The volume and nature of transportation is established according to the schedule. It is based on a schedule of requirements for construction materials and products. The number of transport units required to deliver goods to the construction site depends on the carrying capacity and time of one cycle:

For the transportation of pipes, the TV6 pipe locomotive is accepted - this is a tractor car based on ZIL130 with a 1APR trailer and a carrying capacity of 6 tons.

The time of one cycle is tz = 1.93 = 2 hours, therefore, a car can perform :

8/tz = 8/2 = 4 cycles.

With a transport utilization factor of 0.9, the machine performance per shift will be: Qt = 4 * 6 * 0.9 = 21.6 t.

The required number of pipe locomotives is determined by the formula: N = P/( n * Q), pcs.

where P is the total mass of pipes to be transported, i.e. (see Table 3.5.1 )

n is the number of days of transport;

Qt - machine performance per working day, t.

N = 58, 788/( 6 * 21.6) = 0.45 therefore we accept the 1 pipe carrier for the transport of pipes.

For transportation of shaped parts and reinforcement, as well as bitumen-rubber mastic and elements of reinforced concrete wells, a KAMAZ 5510 car with a lifting capacity of 9 tons is used.

List of sources used

Manual on Design, Construction and Operation of AGZS, GIPRONIIGAZ, - S.: Satellite, 2004-200s.

"Gas filling and gas distribution stations": Tutorial ./Edited by Yu.D. Zemenkov - Tyumen, 2002 - 335s.

Staskevich N.L., Vigdorchik N.Ya. "Handbook on liquefied hydrocarbon gases." - L.: Nedra, 1986-543s.

Golyanov A.I. "Gas networks and gas reservoirs: Textbook for universities. - Ufa: LLC "Publishing House of Scientific and Technical Literature" Monograph, "2004 - 303s.

N.I. Preobrazhensky "Liquefied hydrocarbon gases." - L., "Nedra," 1975 - 276s.

Calculation of Gas Networks: Methodological Guidelines for Course and Degree Design/Comp. A.A. Kudinov. Ulyanovsk: UlGTU, 2001-45s.

"Gas Networks and Gas Reservoirs": Textbook ./Edited by Yu.D. Zemenkov - Tyumen: Vector Buk Publishing House, 2004. – 208 pages.

Zhizhchenko B.P. "Hydrocarbon gases." M., Nedra, 1984-112s.

"Strategy for the development of the gas industry of Russia" - M.: Energoatomizdat, 1997-344s., il.

Williams A.F., Lom W.L. "Liquefied Petroleum Gases": Per. from English Per. ed. Great Britain, 1981. M.: Nedra, 1985-399s.

Bobrovsky S.A., Yakovlev V.I. "Gas networks and gas reservoirs." M.: Nedra, 1980-413s.

"Transportation on an alternative fuel science": an international scientific and technical journal, - chapters. ed. R.O. Samsonov, - will establish. and ed.: NP "National Gas Engine Association" (NGA).

Komina, G.P., Proshutinsky, A.O. Hydraulic calculation and design of gas pipelines: a textbook in the discipline "Gas supply" for students of specialty 270109 - heat and gas supply and ventilation/G.P. Komina, A.O. Proshutinsky; SPbGASU. - St. Petersburg, 2010. – 148 pages.

SNiP 42012002 "Gas Distribution Systems"

SNiP 2.04.0887 * "Gas supply."

SP 421012003 "General provisions for the design and construction of gas distribution systems made of metal and polyethylene pipes"

SP 421022004 "Design and construction of gas pipelines from metal pipes"

SP 421032003 "Design and construction of gas pipelines from polyethylene pipes and reconstruction of worn-out gas pipelines"

PB 1252903 "Safety Rules for Gas Distribution and Gas Consumption Systems"

SNiP 2.07.0189 * "Urban planning. Planning and development of urban and rural settlements. "

Construction Norms and Regulations 11.01.95 "The instruction about an order of development, coordination, a statement and structure of the project documentation on construction of the enterprises, buildings and constructions"

N.I. Peshekhonov "Gas Supply Design" Kiev 1970

PB 1224598 "Safety Rules in Gas Industry"

OPVHP 88 "General Rules for Explosion Safety of Fire Hazardous Chemical, Petrochemical and Oil Refining Industries"

Price collections for installation of equipment No. 6, 7, 12, 16, 20.

Collections of estimated prices for materials No. 1 part 3.

Collections of estimated norms and prices, approved by Decree of Gosstroy No. 115 of 29.12.90.

Construction Norms and Regulations 11.01.95 "The instruction about an order of development, coordination, a statement and structure of the project documentation on construction of the enterprises, buildings and constructions"

NPB 11198 * "Gas stations. Fire safety requirements "

SP 4210497 "Code of Rules for the Use of Shut-off Valves for the Construction of Gas Supply Systems."

Decree of the Russian Federation of 02.03.2000 No. 183 "On Standards for the Emission of Harmful (Contaminants) into the Atmospheric Air and Harmful Physical Effects on It," M., 2000.

EniR - E1 * "Vnutripostroyechny transport works".

YeniR - E11. "Insulation works."

ENiRE22 "Welding works," Structures of buildings and structures.

ENIRE2 "Earthworks," Mechanized and manual earthworks.

SNiP 120399 "Labor Safety in Construction," Moscow 2000

SNiP III480 * "Rules for the production and acceptance of works," part 3; Chapter 4 - Safety in Construction, Moscow 1989

OST 15339.3-051-2003 "Basic provisions. Gas distribution networks and gas equipment of buildings. Tank and cylinder units. "

GOST 9.60289 * Unified corrosion and aging protection system. Underground structures. General requirements for corrosion protection.

Manual for SNiP 2.09.0385 Manual for the design of separate supports and racks for process pipelines.

PB 0311096 Safety Regulations for liquefied hydrocarbon gas and flammable pressurized liquids warehouses.

PB 1252903 Safety rules for gas distribution and gas consumption systems.

RD 0341801 Methodological Guidelines for Conducting Risk Analysis of Hazardous Production Facilities.

RD 1260803 Regulations on the examination of industrial safety at gas facilities.

PB 1260903 Rules for safe operation of LPG facilities.

SNiP 230595 * Natural and artificial lighting.

SNiP 2.04.0185 * Internal water supply and sewerage.

SNiP 2.04.0984 Fire automation of buildings and structures.

Manual to SNiP 110195 Manual on development of section of design documentation "Environmental protection."

VNTP 595 "Norms of Technological Design of Enterprises for Oil Products Supply (Oil Depot)."

Report

Dear Chairman and members of the State Certification Commission, you are offered a diploma project on the topic "Development of the design of gas filling stations in Vladivostok."

The purpose of this diploma project is to transfer industrial and heavy transport to liquefied hydrocarbon gas.

Today, one of the main sources of pollution is road transport, the environmental problem is more acute than ever. A car converted to work on liquefied gas solves not only environmental problems, but also brings significant savings in its operation.

LPG has a number of specific advantages over other fuels, including:

Profitability

Easy and easy transportation

Environmental safety

Vehicle Life Extension

The initial data for the degree design were the number of industrial and heavy vehicles in Vladivostok, as well as the city map.

The volume and capacity of gas filling stations were calculated, as well as the volume of LPG storage.

LPG flow rate per day at one filling station - 37.2 cubic meters,

The maximum number of vehicles refueling per day is 412,

The total volume of tanks at one filling station is accepted - 100 cubic meters. m,

A 200 cubic meter water tank is used as fire extinguishing for agse.

In total, 4 gas stations in Vladivostok, with underground single-wall tanks SCS25, were accepted for design.

The diagram of LPG transfer to AGDS is pump, the pumps are modern pumps of FAS: - for distribution of FAS AR 368 (100 l/min) self-suction (with steam phase return),

For filling into tanks - FAS LG PN 25 gate type (490l/min),

The GNS LPG was also designed, transportation to the GNS is carried out by a liquid phase pipeline.

The special chapter discusses modern methods of accounting LPG on AGDS, using high-frequency metering units for measuring the gas collapse, the main feature is to take into account the mass of steam passed through the steam locomotive line during the drain process, and provide an accurate measurement of density directly during the drain process, because at this time the density of LPG can change significantly.

The chapter Economics discusses the economic benefits and payback of using a computerized automation system.

The section on occupational health and safety analyzed hazardous and harmful production factors and measures to prevent them on the basis of the SNiPA "Safety in construction" considered - Physical, chemical and psychophysiological factors.

The automation chapter discusses modern methods of process control, using the Advantech ADAM4000 modular series, a complete or partial reduction in duty personnel.

In the section, the technology of installation work was considered the heating system. The initial data for the preparation of the WDP were the drawn up drawings. Labor costs of installation works are determined by ENiR. The volume of assembly and assembly works, the calculation of labor costs for installation works was calculated. Also, a schedule for the production of installation work and the movement of workers by profession has been drawn up.

In the chapter Protection of the air basin, annual and daily calculation of emissions of harmful substances from ATS operating on LPG and gasoline was made and their comparison was made, the calculations were built in the form of diagrams.

The report is over, thanks for the attention .