JPH0448936B2 - - Google Patents

Description

[Detailed description of the invention]

TECHNICAL FIELD This invention relates to vehicles or other devices powered by natural gas or other gaseous fuels stored under low pressure. More particularly, the present invention relates to a vehicle or device with a fuel storage device using a sorbent (adsorbent and/or absorbent). (Prior Art and its Problems) For many years, the possibility of using conventional fuels (such as gasoline or diesel fuel) in internal combustion engine vehicles, operating costs, vehicle fuel efficiency, and vehicle emissions has been There has been increasing interest in the harmful effects on Such concerns have emphasized the need to develop alternative fuels to such traditional vehicle fuels. One such area of emphasis is: the issue of developing vehicles that are refueled with natural gas or other methane-type gaseous fuels, whether as a single fuel or as one of the fuels in a dual fuel system. It was hot. As a result, vehicles using such fuels have been produced and are currently in use both domestically and internationally. For example, it is estimated that 275,000 natural gas powered vehicles are still in use in Italy alone. In fact, natural gas has been used continuously as a power fuel in Italy for at least 40 years.
Natural gas is also used as a vehicle power fuel in several foreign countries, including France, New Zealand, Canada, Iran, Australia, the Netherlands, and the United Kingdom. It is estimated that nearly 20,000 vehicles in the United States currently use natural gas.
One of the first efforts to use natural gas as a vehicle fuel was when Southern California Gas Co. installed almost 1,000 cars on compressed natural gas (CNG) refueling systems between 1969 and 1970. It is expressed in the transformation. Dual fuel conversion systems that allow conventional cars to run on gasoline or natural gas are already commercially available and available by several domestic and foreign companies. Conversion kits that allow conventional cars to run exclusively on natural gas are not generally known to be commercially available, but Ford recently produced a promotional vehicle of this type. . The vehicle is based on the Ford LN7 two-seater vehicle and has a built-in lightweight storage cylinder used to store self-contained natural gas. A more detailed discussion of the development and use of natural gas as a power fuel for vehicles can be found in the following documents, which are hereby incorporated by reference. Namely, "Compressed Natural Gas (CNG); Fuel for Utility Vehicles - Pros and Cons" by the American Gas Association, Division of Operations, February 1982, and by the Space Corporation for the Division of Energy (DOE/CE/50179-1). This is the document titled ``Evaluation of Methane Fuels for Automobiles,'' published in February 1982. In order to provide a reasonable refueling range for vehicles refueled with such gaseous fuels, it was previously common to
It was necessary to store gaseous fuel inside the vehicle at very high pressures ranging from 13.9 to 20.7 MPa. Without this on-board storage at high pressure, the actual storage capacity of such vehicles would conventionally have to be limited due to the space and weight ratio to the energy equivalent of approximately 3.7 to 19 liters of gasoline. be. Thus, only by compressing gaseous fuel to such high pressures could the on-board fuel storage capacity of such vehicles be increased to the point where a reasonable refueling stroke range could be achieved. One of the disadvantages of the compressed gas fuel system mentioned above is that
This required complex, expensive and time consuming refueling equipment to compress the fuel to such high pressures. It is known that with such refueling devices, refueling the vehicle from the user's home natural gas supply system is commercially impractical on an individual budget scale. Another disadvantage of high pressure in-vehicle natural gas storage systems is that they typically require the use of heavy structural walls, which increases the cost and weight of the system. Furthermore, as the cylinder is evacuated during vehicle operation, the pressure within the cylinder is significantly reduced, which can result in considerable condensation in the associated piping. An alternative to the fuel storage and vehicle travel problems described above is to store in-vehicle fuel in liquid form, typically at or near atmospheric pressure, so that sufficient fuel can be carried inside the vehicle and is affordable. The aim was to provide a range of refueling strokes. However, such liquefied gas storage methods are also advantageous given that they must be provided with complex and expensive cryogenic equipment both on-board the vehicle and at the refueling station to establish and maintain the required low gas temperatures. That is impossible. In gaseous fuel storage for non-vehicle fixed installations, it has been discovered that the use of high surface area adsorbents can significantly increase storage capacity at relatively low pressures. Such adsorbents typically include zeolites, activated carbon, and silica gel. For example, Spangler U.S. Pat.
A hydrocarbon gas method and apparatus are disclosed. For automotive applications, the use of high surface area materials to adsorb natural gas is recommended for in-vehicle gas storage, at least in a report entitled ``Natural Gas Storage with Zeolites'' published in early August 1971. It has been suggested as a possible way to increase capacity. This report by Ronald A. Manson and Robert Ayclifton, Giunia, is published by the Department of Mines,
It was published by the United States Domestic Division (Technology Progress Report 38) and is attached hereto as a reference. A preliminary analysis of this idea was carried out in the second, second and third chapters of the above-mentioned report entitled “Evaluation of Methane Fuels for Vehicles”.
It is also presented in Sec. The calculations used in this analysis indicate that a natural gas storage system using adsorption methods would have approximately twice the weight of a conventional high pressure natural gas storage system. The extent of research efforts devoted to developing sorbent fuel storage systems for automobiles is illustrated by recent efforts by Futo. Two papers entitled ``Methane Adsorption by Activated Carbon and Zeolites'' by K. Otto and ``Low Pressure Methane Storage System for Vehicles - Preliminary Idea Evaluation'' by J. Braslow et al. were published in December 1981 in Miami Beach, Florida. Presented at the 4th International Conference on Alternative Energy Sources. All of the above is as attached to this specification. These papers discuss research experiments conducted to determine the effect of heat from methane adsorption on carbon capacity and the limitations of adsorption-based methane storage. Importantly, a very recent paper from Ford states that the preferred method of storing methane in a vehicle is to use gaseous fuel, without the use of adsorbents, e.g.
It was concluded that "storage at high pressures of 17 MPa (2,500 psig) or higher is recommended." In fact, it is also stated that ``it is difficult to imagine storing methane in a vehicle below approximately 17 MPa unless very good adsorbents are used.'' This paper entitled “Storage systems containing adsorbent for natural gas vehicles” written by Amos Golovoy,
It was submitted to the Society of Automotive Engineers of America conference held in Detroit, Michigan in February 1983, and is attached to this specification as a reference. Therefore, despite significant and extensive research and development efforts in the area of gaseous fuel vehicles,
Natural gas fuel storage or replenishment systems that apply adsorption storage technology to in-vehicle fuel storage systems and their replenishment systems have not yet appeared. In fact, the compressed natural gas and liquefied natural gas systems described above are generally considered to be the only two possible systems for natural gas powered vehicles. Thus, there is a need for hydrocarbon gas-fueled vehicles that can store fuel in reasonable amounts at relatively low pressure in the vehicle, and the practicality of allowing users to refuel such vehicles from the domestic natural gas supply system. This created the need for an inexpensive refueling system. One of the principal objects of the present invention is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system for a vehicle that uses sorption methods to reduce the pressure at which the gaseous hydrocarbon fuel is stored. . Another object is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system for transporting gaseous hydrocarbon fuel by sorption methods to storage means within a vehicle. Related objects also include providing a sorption filter that is self-cleaning during operation of the vehicle. A further object is to provide a low-pressure gaseous hydrocarbon fuel storage system and engine system that can use a plurality of storage containers so that gaseous hydrocarbon fuel can be stored in a vehicle. can give. It is an additional object of the present invention to provide a low pressure gaseous hydrocarbon fuel storage system and engine system that can be used in both single and dual fuel supply systems. However, another object is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system that can be charged from either a fixed source of low pressure or high pressure gaseous hydrocarbon fuel. A more specific object of the present invention is to provide a natural gas storage system and engine system for a vehicle that is economical, operates at pressures below 3450 KPa, and at the same time provides a reasonable operating range. (Summary of the Invention) In order to achieve the above objects, the present invention provides a gaseous hydrocarbon self-storage means, a prime mover, a means for reciprocating gaseous hydrocarbon fuel from the self-storage means, and a self-storage means. The present invention provides a gaseous hydrocarbon fuel low pressure storage system and engine system that generally comprises means for controlling the flow of gaseous hydrocarbons from the engine to the prime mover. The self-contained means, which may include one or more containers or cylinders, contain a predetermined sorbent to reduce the pressure when a predetermined amount of gaseous hydrocarbon fuel is stored. A prime mover, such as an internal combustion engine, includes a device for combining a gaseous hydrocarbon fuel with air to produce therefrom the mechanical energy necessary to move a vehicle. The conveying device conveys the gaseous hydrocarbon fuel from the fixed source of gaseous hydrocarbon fuel to the storage device;
At the same time, it is installed to convey gaseous hydrocarbon fuel from the storage means to the coupling device of the prime mover during operation of the vehicle. In a preferred embodiment, the maximum pressure at which the gaseous hydrocarbon fuel is stored in the storage device is preferably in the range of approximately 689 to 2760 KPa. One of the important advantages of the invention is the use of a sorption filter interposed within the conveying device between the storage means and the prime mover. When the vehicle's fuel storage system is filled, this filter sorbently removes certain components from the gaseous hydrocarbons, which are then conveyed to the storage device. When the prime mover is subsequently started and the gaseous hydrocarbons are conveyed from the storage device to the prime mover for consumption, the filter transfers the removed components back into the stream of gaseous hydrocarbons being conveyed to the prime mover. Guide and remove. The adsorption filter therefore not only prevents certain undesirable fuel components or contaminants from being introduced into the storage device, but also acts as a self-cleaning or regeneration filter during operation of the vehicle. Another important aspect according to the present invention becomes apparent in connection with the use of multiple containers or cylinders to store gaseous hydrocarbons. In particular, a manifold is provided to distribute gaseous hydrocarbons received from a fixed source to each of a plurality of vessels, collect the gaseous hydrocarbons stored in the one or more vessels, and use the gaseous hydrocarbons to fuel the prime mover or fuel. Transport it to the engine. The manifold simultaneously equalizes the pressure and prevents the pressure inside the container from exceeding a predetermined pressure, directs the flow of gaseous hydrocarbons toward the container, senses the pressure inside the container, and moves the gaseous hydrocarbons back and forth between the storage containers. The flow of fuel can be selectively controlled. The storage container can be enclosed within one or more compartments that are simultaneously separate from the passenger compartment of the vehicle and vented to the outside air of the vehicle. (Example) Additional objects, effects, and features of the present invention are as follows:
It will become clear from the following description and claims, taken together with the accompanying drawings. FIG. 1 shows a general perspective view of a gaseous hydrocarbon fuel low pressure storage system and engine system 210 in accordance with the present invention. Engine system 210 represents an actual configuration of the present invention. FIG. 1 shows the physical location of various components of engine system 210 along with an actual vehicle 212 (shown in silhouette) that was used to illustrate the principles of the invention. According to the manner in which it is actually configured, the vehicle 212 is
It is a 1983 Ford "EXP" type car. However, the principles of the invention are not limited to the embodiment shown in FIG. 1, but are equally applicable to other gaseous hydrocarbon storage system and engine system examples, as will become apparent from the following discussion. We should keep in mind that it is possible. FIG. 2 shows a schematic diagram of an engine system 210. Since some of the components of engine system 210 are best shown in FIG. 2, FIGS. 1 and 2 will be used together to explain the overall structure and operation of the engine system. Engine system 210 contains four sets of cylinders 214 that are used to store a reserve quantity of gaseous hydrocarbon fuel for vehicle 212 . While natural gas is used for the gaseous hydrocarbon fuel, other gaseous hydrocarbon fuels such as propane, methane, butane may also be used. Each set of cylinders 214 is enclosed and mounted in a compartment separate from the passenger compartment of vehicle 212. Thus, engine system 210 includes compartment 216 housing nine cylinders, compartment 218 housing five cylinders, compartment 220 housing six cylinders, and compartment 220 housing three cylinders. 222. The compartments described above are as shown in silhouette in FIG. Note also that compartment 222 contains two cylinders 224 that are smaller than the cylinders 214 used throughout the rest of the storage system. Therefore, the storage system portion of engine system 210 includes a total of 23 cylinders for storing natural gas or other gaseous hydrocarbon fuel. These 23 storage cylinders total approximately
It has a gas storage capacity of 0.23 cubic meters. In the embodiment shown in FIGS. 1 and 2, cylinders 214, 224 are conventional extinguisher-type cylinders. The number and shape of cylinders 214 and 224 are
2 and do not make any significant changes to the structure of car 212 other than removing the gas tank originally fitted to car 212. It should be noted that the principles of the invention are not limited in any way to the specific number and shape of cylinders shown in FIGS. 1 and 2. In fact, even 23 cylinders can be replaced by a single storage vessel in appropriate applications. Accordingly, it should be understood that a variety of suitable types, shapes, and sizes of storage containers may be used in accordance with the present invention. The only essential requirement for such storage vessels is that they can be compressed to the maximum pressure limit when the storage system is in operation. Engine system 210 also includes a fuel port 226 located at an in-vehicle location typically used to supply gasoline to a vehicle. The fuel port 226 is connected to the quick-acting connector body 22.
8, a check valve 230 and a pressure gauge 232. The quick-acting connector body 228 is connected to the cylinders 214, 2
24 is used to provide a fluid communication link to a fixed source of gaseous hydrocarbons to fuel or suffuse 24. Such a fixed source of gaseous hydrocarbon fuel is described in a co-pending application entitled "Gaseous Refueling System," which is assigned to the assignee of the present invention and has the same filing date as this application. This joint application discloses a stationary source for supplying fuel to a gaseous fuel consuming device, such as a vehicle 212. This refueling device supplies gaseous fuel from approximately 689~
It is installed to compress or pressurize up to a range of 2760KPa. This replenishment device therefore represents a low pressure, fixed source of gaseous hydrocarbon fuel. Such refueling systems and model vehicles herein are referred to herein as "Gaseous Hydrocarbon Fuel Storage for Vehicles and Related Refueling Systems" filed on the same date as the present application and assigned to the same assignee as the present invention. As disclosed in the joint application titled ``System and Engine System''. Both of these applications are incorporated herein by reference. One of the advantages of the present invention is that the storage system can be filled from either a fixed low pressure fuel source or a high pressure fuel source. In the particular embodiment illustrated in FIGS. 1 and 2, gaseous hydrocarbon fuel can be supplied to the storage system at pressures up to 20.7 MPa. Such a fixed source of high pressure gaseous hydrocarbon fuel can be supplied, for example, by refueling stations used in motor vehicle fleets. Check valve 230 allows gaseous hydrocarbon fuel to flow from the stationary fuel source to storage cylinders 214, 224 through fast-acting connector body 228, and allows gaseous hydrocarbon fuel to flow from the storage cylinder through the connector body. Used to prevent backflow to the outside. As with the quick acting connector body 228, the check valve 230 may be constructed of conventional commercially available equipment suitable for the operation described above. For example, check valve 2 in an example according to the invention
No. 30 uses a model B-8CPA2-350 check valve manufactured by Nupro, Willoughby, Ohio. The pressure gauge 232 is connected to the storage cylinders 214, 224.
used to visually indicate the pressure within. As one skilled in the art will appreciate, the pressure gauge 232
may be particularly useful if the storage system is charged with gaseous hydrocarbon fuel, since the pressure scale will indicate the amount of gas stored. The aforementioned fuel port 226 connects gaseous hydrocarbon fuel from a stationary fuel source to the storage cylinders 214,2.
24 and constitutes part of the conveying means of the present invention used to convey the fuel stored in these cylinders to the prime mover of the vehicle 212. In the embodiments shown in FIGS. 1 and 2, this prime mover typically comprises an internal combustion engine 234. However, the principle of the present invention is that the prime mover mixes gaseous hydrocarbon fuel with air and from there
Note that we are not limited to a particular type of prime mover, as long as it is provided with the means to create the mechanical energy necessary to move the motor. In the embodiment shown in FIGS. 1 and 2, this mixing means consists of a vaporizer 236 and a turbocharger 238. The vaporizer 236 is designed to operate with a gaseous hydrocarbon fuel such as natural gas. In one example of the invention, the vaporizer 236 is manufactured by Impco Vaporizing, Inc. of Cerritos, California.
It is a CA100-8 type vaporizer. Furthermore, in this actually constructed aspect of the invention:
Turbofiller 238 is a model RHB5 turbofiller manufactured by Owner Aishi, Inc. of Decatoua, Illinois. As can be understood by those skilled in the art, the turbo filler 2
38 is used to increase the pressure of intake air into the engine to further increase horsepower. Because engine system 210 is designed to operate exclusively on gaseous hydrocarbons rather than gasoline, certain advantageous modifications are made to engine 234 in the actual configuration of FIG. These changes, along with the use of natural gas as a fuel for engine 234,
It is designed to optimize the performance of 4. First, the compression ratio for this stock engine in car 212 has been increased from 8:1 to 13.6:1 to take advantage of the relatively high octane rating of natural gas. As will be understood by those skilled in the art, each increment in compression ratio is typically such that each increase in thermodynamic efficiency is 3%, depending on the percentage increase in compression ratio. This increase in compression ratio was accomplished by installing longer pistons in the engine, milling the engine head appropriately, and reducing the volume within the engine cylinders. It is also worth noting that the engine ignition timing has been appropriately advanced to account for the difference in fuel speed between gasoline and natural gas. It should also be noted that converting vehicle 212 to a natural gas powered vehicle has made it possible to remove the catalytic converter and other standard pollution control equipment from the vehicle. Removing this equipment means that natural gas is a significantly cleaner fuel than gasoline (i.e.
This is due to the recognition of the fact that the amount of harmful emissions is low. Cylinders 214, 22 for storing gaseous hydrocarbon fuel
4 and from these cylinders to the engine 234.
Returning to the apparatus for conveying the fuel to the vaporizer 236, a high pressure line 240 is provided for receiving the gaseous hydrocarbon fuel supplied to the fuel port 226. The high pressure pipe 240 is made of stainless steel,
It is desirable to be able to withstand pressures up to 20.7 MPa. A high pressure regulator 242 is mounted within the compartment 222 and connected to the high pressure line 240 to limit the maximum pressure at which gaseous hydrocarbon fuel may be stored within the cylinders 214,224. In particular, the high pressure regulator 242 serves to reduce the pressure from a pressure of 20.7 MPa to a maximum pressure of 2070 KPa. Therefore, the gaseous hydrocarbon fuel is transferred to the cylinders 214,
The maximum pressure that can be stored in 224 is approximately 2070KPa. In the actually constructed embodiment of the invention shown in FIGS. 1 and 2, high pressure regulator 242 comprises a model 1301G high pressure regulator manufactured by Fisher Control, Inc. of Marshall, Iowa. . However, as with all of the various components of engine system 210, the principles of the present invention
The present invention is not limited to the particular high pressure regulator used in the actual configuration according to FIGS. 1 and 2. It should therefore be noted that other pressure regulating devices may be used to provide suitable maximum pressure limits in appropriate applications. For example, the maximum pressure at which the gaseous hydrocarbon fuel is stored is preferably within the range of approximately 689-2760 KPa, although higher or lower maximum pressure limits may be used as well. However, one of the major advantages of the present invention is that the engine system 210 can store reasonable amounts of gaseous hydrocarbons at relatively low pressures, ie, at pressures of approximately 3450 KPa or less. You should understand that. In fact, for a pressure limit of 2070 KPa, the range of embodiments of the invention as actually constructed is approximately 161 to 177 kilometers per hour when tested with vehicle 212 traveling at a constant speed of 72 kilometers per hour. It was shown that One of the important components of the delivery system is the manifold body 244 used to distribute the gaseous hydrocarbon fuel contained in each cylinder 214, 224 from a fixed fuel supply. The manifold body 224 is connected to the cylinders 214, 22
It is also used to collect gaseous hydrocarbon fuel stored in engine 234 and convey it to carburetor 236 of engine 234. Manifold body 244 is connected to high pressure regulator 242 via low pressure piping 246. Note that for low pressure operation, the piping 246, like the other piping within the engine system 210, is preferably made of copper. However, in configuring these piping,
It goes without saying that other suitable materials could be used, such as coated aluminum or braided steel hose. As best seen in FIG. 5, manifold body 244 constitutes manifold block 248. The manifold block 248 is preferably made of aluminum and defines an inlet port 250 for receiving gaseous hydrocarbon fuel from a fixed source and an outlet port 252 for receiving gaseous hydrocarbon fuel from a fixed source. Preferably, the stored gaseous hydrocarbon fuel is conveyed to a carburetor 236 of the engine 234. Also, the manifold block 248 is attached to the vehicle body 212.
A plurality of bolts 254 are provided for attachment to. Manifold block 248 similarly defines bidirectional holes to direct gaseous hydrocarbon fuel to each chamber 216-2.
Transported between 22 and 22 hours. Thus, for example, manifold block 248
defines a bi-directional hole 256 that conveys gaseous hydrocarbon fuel between cylinders 214 contained within chamber 218 . Manifold body 244 also defines a filter material 258 connected to each of the two-way holes in manifold block 248 to permit flow of gaseous hydrocarbon fuel to each chamber 216-222. According to the actual construction of FIG. 1, each of these filter materials 258 comprises a TF series Nyup filter. However, it should be noted that other filters known to those skilled in the art that are suitable for substantially preventing the introduction of particles and other impurities into the cylinders 214, 224 may be used. It is therefore also suitable to use, for example, fibrous filters, mesh filters or filters of sintered construction. At the same time, manifold block 248 and compartment 21
A three-way valve 260 is located between 8-222.
These three-way valves are connected to the gaseous hydrocarbon fuel chamber 216.
-222 to individually control the flow rate between each of them. Thus, for example, a three-way valve 260 located between compartment 218 and manifold block 248 may be manually closed to prevent any flow of gaseous hydrocarbon fuel between cylinders 214 contained within this compartment. can. According to the actual construction of FIG. 1, these three-way valves 260 direct the gas sample to each chamber 216-22.
It can also be used as can be obtained from 2. The manifold body 244 also includes the storage cylinder 21
It also includes a pressure relief valve 262 that is used to ensure that the pressure within 4,224 does not exceed a predetermined pressure range. This predetermined pressure range desirably exceeds the maximum pressure range of the storage system by a predetermined amount, for example 172-1034 KPa. In the embodiment of FIG. 1, pressure relief valve 262 is
It is installed so that it opens when the pressure is 2930KPa. The manifold body 244 is connected to the cylinders 214, 2
A transducer 264 for sensing the pressure within 24 is also configured. The transducer 264 is of the Qulite type.
Any suitable pressure transducer may be used, such as an IPTE-1000 pressure transducer. Pressure transducer 264 outputs an electrical signal to a digital display 266 located within the passenger compartment of the vehicle body that is used to visually display the pressure sensed by the transducer. It can therefore be seen that the digital display 266 serves as a fuel gauge for the driver of the vehicle 212. It should also be noted that the pressure gauge 232 described above is also connected to the manifold block 248 via piping 268. Finally, the manifold body 244 allows the gaseous hydrocarbon fuel to pass through the outlet holes 25 of the manifold block 248.
2 to the carburetor 236 of the engine 234. Therefore, the manual valve 270 is configured to prevent gaseous hydrocarbon fuel from being transferred from the cylinders 214, 224 to the engine 234 for maintenance of the engine system 210, etc., for example.
Provides a means for manually shutting off all flow to the In the actual configuration example shown in FIG. 1, the manual valve 270 is
Consists of valves from the NewPro B8P6T series. The engine system 210 also includes a gaseous hydrocarbon fuel storage system to the carburetor 2 of the engine 234.
Also provided is a device for controlling the flow to 36. This control device includes a pair of regulators 272-2.
74 and a switch 276. Regulators 272, 274 are used to reduce the pressure of gaseous hydrocarbon fuel delivered to vaporizer 236. In the actual configuration example shown in FIG. 1, regulator 272 is comprised of a Fisher 620 series regulator that reduces the pressure from 2070 KPa to 689 KPa, and regulator 274 reduces the pressure from 689 KPa to approximately atmospheric pressure. It consists of a lowering Impco PEV type regulator. Switch 276 is used to selectively enable gaseous hydrocarbon fuel to flow from the storage system toward carburetor 234 and is mounted in response to ignition switch closing and engine 234 starting. In the actual configuration example shown in FIG.
is constructed with an Impco series VFF-30 fuel lock filter. Furthermore, with respect to switch 276, as with other components of the engine system, the principles of the present invention are not limited to the particular configuration shown in FIG.
It should be understood that other suitable components may equally be used. The specific configuration of storage cylinders 214, 224 will now be described with reference to FIGS. 3 and 4. Each storage cylinder has an inlet hole and an outlet hole 2 for conveying gaseous hydrocarbon fuel between the cylinders.
It has a built-in 78. Importantly, each of the storage cylinders 214, 224 includes a sorbent 280 to reduce the pressure when the gaseous hydrocarbon fuel is stored within the cylinder. As used herein, the terms "sorbent" and "sorbent" are intended to refer to "adsorbents", "absorbents", or both. Absorbents include, for example, activated carbon, zeolite compounds,
It can be comprised of any of a variety of clays or a series of adsorbents such as silica gel or molecular sieves. Such adsorbents may take the form of pellets, spheres, or other suitable forms, and the surface area of the adsorbent is optimized to optimize the amount of gaseous fuel adsorbed onto its surface. The present invention also contemplates the use of a liquid absorbent, such as a liquid coating on the absorbent. In the actual configuration example shown in Figure 1, Columbia class
Although 9LXC activated carbon pellets are used as the sorbent 280 and are generally considered the preferred sorbent, other sorbents may be used in their place. Examples of such sorbents are listed below.

[Front] Gate
8x12 beads

Note that it has been discovered that it is advantageous to activate the sorbent 280 before using the storage system of the engine system 210. In particular, the sorbent is first packed into the cylinders 214, 224 to the maximum extent possible, after which each cylinder is evacuated to negative pressure. Each cylinder is then placed in an oven or otherwise heated and then evacuated again. Each cylinder 214, 224 has a sorbent material 2
It incorporates two filters 282, 284 which are used to not only ensure that the sorbent 80 is retained within the cylinders 214, 224, but also to significantly prevent particles and other impurities from being introduced into the sorbent 280. ing. In the actual configuration shown in FIG. 1, filter 282 is a gas permeable fibrous polyester disc and filter 284 is a stainless steel mesh strainer material obtained from the NewPro TF series filters. Each of these mesh strainers is attached to the cylinder's steel cap 2 by means of a pressure fit relationship.
Fixed at 82. Further, the cylinders 214, 224 each selectively allow movement of the hydrocarbon gas fuel to flow back and forth between each of these cylinders to maintain a vacuum while activating the sorbent. valve 2
It also has 88. This time, according to Figures 6, 7 and 8,
The general structure of compartments 216-222 and the structure for mounting cylinders 214, 224 within these compartments will now be described. FIG. 6 shows the first cradle used in all of the compartments 218-222 to secure the cylinder to the compartment. FIG. 7 shows a second pedestal 292 used to secure the upper row cylinder to the lower row cylinder in the compartment 216 as shown in FIG. The pedestal 290 typically consists of two racks 294, 296 aligned substantially parallel and connected by a pair of brackets 298, 300. The racks 294, 296 each define a plurality of arcuate flange portions 302 that conform to the shape of the cylinder and are mounted to receive the cylinder in a mating manner. Thereafter, each end of the cylinder is secured to each rack 294, 296 by tightening the tightening ring 304 around the cylinder and flange portion 302 using a conventional tightening ring 304. The pedestal 292 is comprised of a pair of independent rack members 306 that are shaped to be inserted between the upper and lower cylinders in the compartment 216. Each rack 306 defines a plurality of alternating opposing arcuate flange portions 308. The flange portion 308 on one side of the rack 306 is used to attach the rack to the lower row cylinder in the compartment 216 via a conventional clamping ring, while the flange portion 308 on the other side of the rack
08 is used to secure the upper cylinder to the lower cylinder within this compartment. FIG. 8 shows a cutaway perspective view of compartment 216 fully assembled. First, it should be noted that pedestal 290 can be secured to compartment 216 by conventional means well known to those skilled in the art. Additionally, compartment 216 may be constructed of any material suitable for housing cylinder 214. In the actual configuration shown in FIG. 1, the compartment 216 was constructed of aluminum. A gasket was inserted between the head and side walls of compartment 216 to seal the gas. To facilitate the removal of condensation that forms on the cylinder 214 during operation of the vehicle, the compartment 216 is equipped with a vent pipe 310 mounted so that it can be connected to the outside air of the vehicle. Similar vent pipes are provided in each of the other compartments 218-222. A second embodiment of the hydrocarbon gas fuel storage system and engine system 312 is shown in FIGS. 9-13. FIG. 9 shows a schematic diagram of this engine system. One important difference between engine systems 312 and 210 is that engine system 312 includes only one storage vessel, such as a conventional propane tank. Although it is advantageous in many applications to have only one or two storage vessels, one advantage of having a series of storage vessels is that the heat transfer characteristics of the storage system generally It should also be noted that this means that it is better when used. Since heat is generated during the sorption process, this heat is usually dissipated more easily from a series of smaller containers than from a single large container. However, it will be appreciated that suitable heat exchangers can be added to the structure of a single vessel, such as storage vessel 314, if desired. As with the cylinders 214, 224, the storage vessel 314 is coated with a suitable sorbent material 315 to reduce the pressure in which the hydrocarbon gas fuel is stored.
is filled with. Storage vessel 314 also includes a filter body 316, best depicted in FIG. Filter body 316 constitutes an aluminum block 318 that is secured to storage vessel 314 via bolts 320. A conventional 80 micron filter 322 is secured to block 318 via bolts 324. Block 318 also includes eight circumferentially arranged passageways 326 that provide fluid communication links between filter 322 and the conduits used to transport hydrocarbon gaseous fuel to and from storage vessel 314.
It is also formed. These passages 326 are the tenth
Filter body 31 drawn along line 11-11 in the figure
11, which is a cross-sectional view of 6. Filter 322 is comprised of a plurality of adjacent copper plates or disks 328. A perspective view of one of these copper plates 328 is shown in FIG. Each of these copper plates 328 defines a total of eight circumferentially arranged apertures 330 and one slot extending radially outwardly from these apertures to provide an outlet for a filter having a size of 80 microns. are doing. As will be understood by those skilled in the art, the copper plates 328 are each aligned such that the apertures 330 form a vertical passageway along the length of the filter 322. Filter body 316 also comprises a gas permeable fibrous filter made of a suitable polyester material (preferably, but not necessarily). This thin filter 334 is similar to the filter 322.
and the sorbent 315. As can be seen in both FIGS. 9 and 10, storage vessel 314 also includes a relief valve 336 and a manual shutoff valve 338. Relief valve 336 serves to prevent the pressure within storage vessel 314 from exceeding the maximum pressure under which engine system 312 is intended to operate. The engine system 312 also generally includes a quick acting connector body 342, a check valve 344 and a pressure gauge 346.
It has a built-in fuel port 340 consisting of. Between the fuel port 340 and the storage vessel 314 is a sorption filter 348 which is an essential part of the present invention.
There is a difference between them. FIG. 13 depicts a cross-sectional view of the sorption filter. Sorptive filter 348 is comprised of a vessel 350 containing a predetermined sorbent 352 for passing the flow of hydrocarbon gaseous fuel to storage vessel 314 . Container 350 may be of any shape or construction capable of withstanding the maximum pressures under which engine system 312 is intended to operate. However, it is generally desirable that the dimensions of the filter 350 be related to the dimensions of the storage container 314. In particular, it has been found to be advantageous to provide a filter capacity of at least 0.000147 cubic meters for a storage capacity of 0.028 cubic meters. Regarding the sorbent 352, the sorbent is preferably comprised of activated carbon. In this regard, both the sorbent 352 contained within the sorption filter 348 and the sorbent 315 contained within the storage vessel 314 may be comprised of activated carbon. The sorption filter 348 has a filter material 354 and a gas permeable fibrous filter material 356 at each end thereof.
It is equipped with These two filter materials may be similar in construction to either their corresponding filter materials shown in FIG. 3 or FIG. 10 or any other suitable filter construction. Sorption filter 348 is associated with the delivery means of engine system 312 because the hydrocarbon gas fuel supplied by the stationary fuel source must first pass through the sorption filter before being stored in storage vessel 314. Please note that there are Similarly, before the stored hydrocarbon gas fuel can be delivered to the carburetor 358 of the engine system 312,
This fuel must again pass through sorption filter 348. While filling the storage container 314, the sorption filter 3
48 is a storage cylinder 314 in which hydrocarbon gas fuel is stored.
Before being conveyed to the fuel, predetermined components of the hydrocarbon gas as well as the odorant previously introduced into the fuel are removed desorbingly and/or absorptively. These predetermined components consist, for example, of oil, water vapor and the so-called "heavy" components of the fuel. Generally, such heavy components include propane and other main components that are heavier than methane. The purpose of removing such heavy components is to remove the heavy components from the storage container 31.
4. Sorptive storage of light hydrocarbons, such as methane, to maximize capacity. Sorption filter 348 also serves to prevent undesirable fuel components from building up within storage vessel 314 over time. When the engines of the engine system 312 are activated and are able to consume the hydrocarbon gas stored in the storage facility 314, the sorption filter 34
8 from the storage cylinder 314 to the engine carburetor 3
58 serves to desorbively reintroduce removed components and odorants into the hydrocarbon gas fuel stream to 58. Therefore, it should be understood that the sorption filter 348 is self-cleaning between each cycle of filling and draining the storage system. Means may be provided to increase the temperature of the sorption filter 348 in suitable applications to assist in desorbing undesirable components from the sorbent 352 contained within the filter 348. Preferably, the temperature raising means is in communication with the engine of the engine system 312 so that the heat generated by the operation of the engine is utilized by the temperature raising means. One form of suitable heating means is a conduit 360 wrapped around an adsorption filter 348 as shown in FIG. The conduit can utilize at least a portion of the waste heat generated by the engine, for example by being connected to either an engine cooling system or an engine exhaust system. Additionally, in some applications it may be advantageous to simply place the sorption filter relatively close to the engine and take advantage of the heat radiated by the engine. Engine systems 210, 312 in Figures 1 and 9
Another important difference between the engine system 31
2 is mounted to act as a dual fuel system. This dual fuel operation involves a pair of solenoid valves 36.
2,364. solenoid valve 3
62 is used to control the flow of hydrocarbon gas fuel from storage vessel 314 to air/fuel mixer 366 operably associated with vaporizer 358 . However, the solenoid valve 364 is connected to the engine's carburetor 35 from a suitable gasoline tank (not shown).
used to control the flow to 8. Note also that a two-stage regulator 368 is interposed between the solenoid valve 362 and the air/fuel mixer 366. This regulator 368 adjusts the pressure of the hydrocarbon gas to approximately
It is used to lower the pressure from 2070KPa to almost atmospheric pressure. The solenoid valves 362, 364 operate in response to one or more switches contained within the passenger compartment of the vehicle that are used to determine which stationary fuel supply is provided to the engine. Can be done. Therefore, it should be understood that if the driver of the vehicle believes that gasoline has been applied to the engine, solenoid valve 364 must open and solenoid valve 362 must close. Similarly, if the driver wishes to supply hydrocarbon gas to the engine, solenoid valve 362 opens;
Solenoid valve 364 must be closed. It should also be noted that in the case of such dual fuel engine systems, it may be difficult to obtain an engine whose performance is optimal for both types of fuel. However, there are devices on the market that can automatically adjust the ignition timing of an engine in response to a switch depending on the type of fuel being supplied to the engine. The foregoing discussion discloses and describes embodiments of the invention. Those skilled in the art should easily understand from this discussion that various changes and modifications can be made thereto without departing from the spirit and scope of the invention as defined in the claims.

[Brief explanation of the drawing]

FIG. 1 is a transparent overall view of the low-pressure hydrocarbon fuel storage system and engine system according to the present invention, FIG. 2 is a schematic diagram of the low-pressure hydrocarbon gas fuel storage system and engine system of FIG. 1, and FIG. FIG. 4 is an exploded view of one of the hydrocarbon gas fuel storage cylinders; FIG. 4 is a cross-sectional view of the cylinder of FIG. 2 taken along line 3-3; FIG.
6 is a perspective view of a portion of the low pressure hydrocarbon gas fuel storage system and engine system of FIG. 1, particularly illustrating the manifold means according to the invention; FIG. FIG. 7 is a perspective view of a second pedestal used to install the storage cylinder inside the vehicle;
FIG. 8 is a cutaway perspective view of a double-row chamber according to the present invention;
10 is a cross-sectional view of a portion of the storage system of FIG. 9, particularly illustrating the filter in series with the storage tank. What I did. 11 is a sectional view of the filter body of FIG. 10 taken along the line 11-11, FIG. 12 is a perspective view of one of the filter discs shown in FIG. 10, and FIG. 13 is a sectional view of the filter body of FIG.
FIG. 3 is a sectional view of the adsorption filter shown in the figure. 210...Engine system, 212...Car, 21
8,220,222...Separate room, 214,224
...Cylinder, 226...Fuel port, 226...
... Connector body, 230 ... Check valve, 232 ...
Pressure gauge, 244... Manifold body, 246... Low pressure piping, 248... Manifold block, 218
-222...Separate room, 260...Three-way valve, 27
2-274...Regulator, 314...Storage container, 3
64...Solenoid valve.

Claims (1)

[Scope of Claims] 1. In a vehicle using hydrocarbon gas fuel and equipped with a power unit driven by low-pressure hydrocarbon gas fuel, a storage device for storing a self-sufficient amount of the hydrocarbon gas fuel, comprising: a storage device containing a predetermined sorbent to reduce the storage pressure of a predetermined amount of the hydrocarbon gas fuel; and a combustion device for mixing and combusting the hydrocarbon gas fuel and air; a prime mover that generates the mechanical energy necessary to move the vehicle; and a prime mover that transports the hydrocarbon gas fuel from its fixed source to the storage device and transports the hydrocarbon gas fuel from the storage device to the prime mover. a control device that cooperates with the conveyance device to control the flow of the hydrocarbon gas fuel from the storage device to the combustion device of the prime mover; A vehicle using hydrocarbon gas fuel, comprising: 2. The maximum pressure at which the hydrocarbon gas fuel is stored in the storage means is approximately 3450 kpa (500 psig).
A vehicle using hydrocarbon gas fuel according to claim 1, characterized in that the vehicle runs on a hydrocarbon gas fuel. 3. When the hydrocarbon gas fuel is stored in the storage means, the maximum pressure is approximately 689-2760 kpa (100-2760 kpa).
400 psig). 400 psig). 400 psig). 4. The hydrocarbon gas fuel vehicle according to claim 3, wherein the storage means is comprised of a plurality of containers that can be pressurized. 5. said storage means also comprising a film associated with each of said containers and a valve associated with each container for selectively permitting flow of hydrocarbon gaseous fuel to and from said containers; A vehicle using hydrocarbon gas fuel according to claim 4, characterized by: 6. A hydrocarbon gas fueled vehicle according to claim 5, wherein each container is a lightweight cylinder, and each of the filters is fixed within the cylinder to a cap of the cylinder. 7. A vehicle using hydrocarbon gas fuel according to claim 6, wherein the storage means further comprises a gas permeable material inserted between each filter and the sorbent. . 8. The hydrocarbon gas fuel vehicle according to claim 7, wherein each of the gas permeable materials is a fibrous polyester material. 9. The hydrocarbon gas fuel vehicle according to claim 4, wherein the plurality of containers are housed within at least one enclosed compartment. 10. A device according to claim 9, characterized in that each of said containers is a lightweight cylinder and said compartment constitutes a pedestal means for securing said cylinder to said compartment. Vehicles that use hydrocarbon gas fuel. 11 The cylinders are stacked in two rows in the compartment, and the pedestal means connects a first set of cylinders and an upper row of cylinders to the bottom of the cylinder for fixing the lower row of cylinders to the compartment. 11. The hydrocarbon gas fuel vehicle according to claim 10, further comprising a second set of pedestals for fixing to the row. 12 The plurality of cylinders is composed of at least two cylinders, and at least one of the cylinders is housed in the first compartment, and at least one of the cylinders is housed in the second compartment. A vehicle using hydrocarbon gas fuel according to claim 10. 13 The plurality of cylinders is composed of at least four cylinders, and at least two of the cylinders are housed in the first compartment, and at least two of the cylinders are housed in the second compartment. A vehicle using hydrocarbon gas fuel according to claim 12. 14. The hydrocarbon gas fuel vehicle according to claim 9, wherein the compartment is vented to the outside air of the vehicle. 15 the conveying means distributes the hydrocarbon gas fuel received from the stationary fuel source to each of the plurality of containers, and collects the hydrocarbon gas fuel stored in each of the plurality of containers; 4. A hydrocarbon fuel according to claim 4, comprising manifold means for transporting the hydrocarbon gas fuel stored in the cylinders of the motor to the combustion device of the prime mover. Vehicles that use gas fuel. 16. Claim 15, characterized in that the plurality of containers constitute at least first and second container sets, and each set of containers respectively constitutes at least two containers. vehicles that use hydrocarbon gas fuel. 17 an inlet port for the manifold means to receive the hydrocarbon gas fuel from the stationary fuel source and a second two-way port for transporting the hydrocarbon gas fuel back and forth between the first set of containers; and a second two-way port for reciprocating the hydrocarbon gas fuel between the second set of containers and the hydrocarbon gas fuel stored in the first and second sets of containers. 17. A vehicle using hydrocarbon gas fuel according to claim 16, further comprising an outlet port for conveying the fuel to the combustion device of the prime mover. 18. A vehicle using hydrocarbon gas fuel according to claim 17, wherein the manifold means further comprises relief valve means for preventing the pressure within the container from exceeding a predetermined pressure. . 19. Claim 17, characterized in that said manifold means at the same time constitute transducer means for sensing the pressure within said container.
Vehicles using hydrocarbon gas fuel as described in Section 1. 20 said manifold means for independently controlling the flow of said hydrocarbon gaseous fuel reciprocating between said first and second sets of vessels and carbonization from said outlet port to said combustion device of said prime mover; and a second valve means for controlling the flow of hydrogen gas fuel.
A vehicle using hydrocarbon gas fuel as described in item 7. 21. Claim 17, wherein said manifold means comprises filter material means for filtering the flow of said hydrocarbon gaseous fuel to said first and second set of containers. Vehicles using hydrocarbon gas fuel as described. 22. The natural gas fuel vehicle according to claim 3, wherein the conveyance means constitutes a relief valve for preventing the pressure within the storage means from exceeding a predetermined pressure. 23. The hydrocarbon gas fuel vehicle according to claim 22, wherein the predetermined pressure exceeds the maximum pressure range by a predetermined value. 24. The hydrocarbon gas fuel vehicle according to claim 3, wherein the conveyance means constitutes a transducer for detecting the pressure within the storage means. 25. The engine system is arranged in a passenger compartment of a vehicle and constitutes display means for visually displaying the pressure sensed by the transducer means. A vehicle using hydrocarbon gas fuel according to scope item 24. 26, the conveying means defining a fuel port for receiving the hydrocarbon gas from a stationary gaseous fuel source, the fuel port means inversely connected to the connector means for providing a fluid link to the stationary fuel source; comprising a stop valve, the check means permitting flow of the hydrocarbon gas fuel from the stationary source through the connector means to the storage means, and wherein the hydrocarbon gas fuel is removed from the storage means; 4. A hydrocarbon gas fueled vehicle as claimed in claim 3, characterized in that flow through said connector means is obstructed. 27. The hydrocarbon gas fueled vehicle of claim 6, wherein said fuel port further constitutes means for visually indicating the pressure within said storage means. 28 The conveying means further comprises high pressure regulator means interposed between the fuel port means and the storage means for defining the maximum pressure at which the hydrocarbon gas fuel is stored within the storage means. 27. A vehicle using hydrocarbon gas fuel according to claim 26. 29. The vehicle using hydrocarbon gas fuel according to claim 3, wherein the sorbent is composed of activated carbon. 30 The control means is interposed between the storage means and the combustion device of the prime mover and constitutes a regulating means for reducing the pressure of the hydrocarbon gas fuel conveyed to the combustion device. A vehicle using hydrocarbon gas fuel according to claim 3. 31. Claim 31, characterized in that said control means simultaneously constitute means for selectively enabling flow of said hydrocarbon gas fuel from said storage means to said combustion device of said prime mover. The vehicle using hydrocarbon gas fuel according to item 30. 32. In a hydrocarbon gas fueled vehicle with a power plant driven by a low pressure hydrocarbon gas fuel, a specified sorbent is used to reduce the pressure when a given amount of the hydrocarbon gas fuel can be stored. Contains
means for storing a self-sufficient amount of hydrocarbon gas fuel; and a combustion device for mixing the hydrocarbon gas fuel with air and burning it, thereby producing mechanical energy for moving the vehicle. an electric motor for conveying the hydrocarbon gas fuel from a fixed source of the hydrocarbon gas fuel to the storage means and for conveying the hydrocarbon gas fuel from the storage means to the combustion device of the prime mover. means in communication with the conveying means for sorbently filtering the flow of the hydrocarbon gas fuel from the storage means to the storage means; A hydrocarbon gas fueled vehicle, comprising: means for controlling the flow of the hydrocarbon gas fuel to a device. 33. The hydrocarbon gas fuel vehicle of claim 32, wherein the maximum pressure at which the hydrocarbon gas is stored is less than approximately 3450 kpa (500 psig). 34 When the hydrocarbon gas fuel is stored in the storage means, the pressure is approximately 689-2760Kp (100-2760Kp).
400 psig). 35. Claim 34, characterized in that said filter means sorbently removes at least a portion of said quantity of said hydrocarbon gaseous fuel before said hydrocarbon gaseous fuel is conveyed to said storage means. Vehicles using hydrocarbon gas fuel as described in Section 1. 36. Claim characterized in that said filter means is in communication with said conveying means such that the flow of said hydrocarbon gaseous fuel from said storage means to said combustion device of said prime mover simultaneously passes through said filter means. A vehicle using hydrocarbon gas fuel according to item 35. 37. The filter means desorbs and reintroduces at least in part the removed component into the hydrocarbon gas fuel flow from the storage means to the combustion device of the prime mover. A vehicle using hydrocarbon gas fuel according to scope item 36. 38 Patent characterized in that the engine system constitutes means for raising the temperature of the filter means when the hydrocarbon gas fuel is transferred from the storage means to the combustion device of the prime mover. A vehicle using hydrocarbon gas fuel according to claim 37. 39. Claim 38, characterized in that the temperature increasing means communicates with the prime mover so that the heat generated by driving the prime mover is at least partially utilized by the temperature increasing means. Vehicles using hydrocarbon gas fuel as described. 40. A vehicle using hydrocarbon gas fuel according to claim 34, characterized in that the filter means comprises a container containing a predetermined sorbent. 41 Claim 40, characterized in that both the predetermined sorbent contained in the storage means and the predetermined sorbent contained in the container of the filter means are made of activated carbon. Vehicles using hydrocarbon gas fuel as described in Section 1. 42. The hydrocarbon gas fuel vehicle according to claim 35, wherein the predetermined components include hydrocarbons heavier than water vapor, oil, propane, butane, and methane. 43 Self-sufficiency of natural gas with built-in specified sorbent to reduce the pressure when a specified amount of natural gas is stored in a natural gas-fueled vehicle equipped with a power unit driven by low-pressure natural gas. an internal combustion engine comprising a means for storing gas, a means for vaporizing the natural gas fuel, and generating mechanical energy for moving the vehicle by mixing and burning the natural gas fuel with air; and a fixed source of natural gas. means for conveying the natural gas from the storage means to the vaporizing means of the engine; and means for conveying the natural gas from the storage means to the vaporizing means of the engine; means associated with the conveying means for controlling the flow of a natural gas fueled vehicle. 44 The maximum pressure when the natural gas is stored in the storage means is approximately 689 to 2760kp (100 to
45. A natural gas fuel vehicle according to claim 44, characterized in that the natural gas fuel is in the range of 400 psig). 45. A natural gas fuel vehicle according to claim 44, characterized in that the engine constitutes turbocharging means for increasing the pressure of air entering the engine. 46 Equipped with means for storing self-sufficient amount of natural gas and an engine capable of consuming the natural gas,
A method of operating a drive system for a vehicle using natural gas fuel, comprising: conveying natural gas from a stationary source of natural gas to the engine system; and removing at least a portion of a predetermined component of the natural gas by adsorption. conveying the natural gas received from the stationary source through a filter for conveying the filtered natural gas to the storage means for storage therein; starting an engine; and supplying the stored natural gas to the engine and passing the stored natural gas through the filter for desorbingly reintroducing at least a portion of the predetermined components removed from the storage means into the natural gas stream; A method of operating a drive system for a vehicle using natural gas fuel, comprising the steps of: transporting the natural gas from the filter to the engine. 47 Claim 4 comprising the step of conveying the stored natural gas through the filter and the concomitant step of heating the filter.
The method described in Section 6. 48. The method of claim 47 further comprising the step of heating the filter using at least a portion of the heat generated by the engine. 49. A method according to claim 46, characterized in that the natural gas is stored adsorptively within the storage means. 50. The method of claim 49, wherein the storage means and the filter contain activated carbon.