JPH0633732B2 - Hydrogen engine system using hydrogen storage alloy - Google Patents
Hydrogen engine system using hydrogen storage alloyInfo
- Publication number
- JPH0633732B2 JPH0633732B2 JP63184535A JP18453588A JPH0633732B2 JP H0633732 B2 JPH0633732 B2 JP H0633732B2 JP 63184535 A JP63184535 A JP 63184535A JP 18453588 A JP18453588 A JP 18453588A JP H0633732 B2 JPH0633732 B2 JP H0633732B2
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- JP
- Japan
- Prior art keywords
- hydrogen
- heat medium
- heat
- hydrogen storage
- storage alloy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は水素吸蔵合金に蓄えた水素を燃料とする水素エ
ンジンシステムに関するものである。The present invention relates to a hydrogen engine system using hydrogen stored in a hydrogen storage alloy as a fuel.
例えば昭和60年５月社団法人自動車技術会発行の「自動
車技術学術講演会前刷集851の 247頁「金属水素化物使
用エンジンシステムの試作」に記載されているような、
水素吸蔵合金を利用した水素エンジンシステムの従来法
を第４図に示す。For example, as described in "Automotive Technology Academic Lecture Preprint 851, page 247," Trial Manufacture of Engine System Using Metal Hydride ", published by the Society of Automotive Engineers of Japan in May 1985,
FIG. 4 shows a conventional method of a hydrogen engine system using a hydrogen storage alloy.
同図で、水素吸蔵合金容器（以下ＭＨタンクという）５
より発生した水素でエンジン１が作動し、その排ガスが
排ガス熱交換器７で、ＭＨタンク５を一定流量で循環す
る熱媒12と熱交換される。In the figure, a hydrogen storage alloy container (hereinafter referred to as MH tank) 5
The engine 1 is operated by the generated hydrogen, and the exhaust gas thereof is heat-exchanged by the exhaust gas heat exchanger 7 with the heat medium 12 circulating in the MH tank 5 at a constant flow rate.
熱媒12はＭＨタンクで水素吸蔵合金と熱交換し、熱を受
けたタンクは温度と圧力で定まる合金の平衡条件に応じ
て水素を放出する。The heat medium 12 exchanges heat with the hydrogen storage alloy in the MH tank, and the tank which receives the heat releases hydrogen according to the equilibrium condition of the alloy determined by the temperature and the pressure.
ＭＨタンクに於ける熱の授受は次のように行われる。Transfer of heat in the MH tank is performed as follows.
まず、熱媒から水素吸蔵合金への熱流量Ｑwmは、 Ｑwm＝（Ｔｗ−Ｔｍ）／Ｒwm ＝２（Ｔwin −Ｔｗ）γｗＣｗＦｗ (1) （ kcal /h） 但し、Ｔｗ＝（Ｔwin ＋Ｔwout）／２ Ｔｗ ：熱媒のタンク内平均温度 Ｔwin ：熱媒のタンク入口温度 Ｔwout：熱媒のタンク出口温度 Ｔｍ ：水素吸蔵合金のタンク内平均温度 Ｒwm ：熱媒と合金間の熱抵抗 γｗ ：熱媒の比重量 Ｃｗ ：熱媒の比熱 Ｆｗ ：熱媒のタンク内循環流量 で表される。First, the heat flow rate Q wm from the heat medium to the hydrogen storage alloy is Q wm = (T w −T m ) / R wm = 2 (T win −T w ) γ w C w F w (1) (kcal / h) where T w = (T win + T wout ) / 2 T w : average temperature of heat medium in tank T win : tank inlet temperature of heat medium T wout : tank outlet temperature of heat medium T m : hydrogen storage alloy Average temperature in tank R wm : Thermal resistance between heat medium and alloy γ w : Specific weight of heat medium C w : Specific heat of heat medium F w : Circulating flow rate of heat medium in tank
また、合金温度Ｔｍは次式で与えられる。Further, the alloy temperature T m is given by the following equation.
Ｔｍ＝∫（Ｑwm−Ｑmt−Ｑｍ）/Ｃｍ・dt (2) Ｑｍ＝α・Ｆｅ (3) 但し、α ：水素の解離熱量 kcal ／Nm３ Ｆｅ：水素発生流量 Ｑmt：容器表面に逃げる熱流量 Ｃｍ：合金の熱容量 タンクを断熱しておればＱmtは小さく抑えることができ
る。したがって、ＭＨ合金が熱平衡に達しているとき
は、(2) 式よりＱwm＝Ｑｍとなり、熱媒より得られた熱
量に見合うだけ水素が発生する。 T m = ∫ (Q wm -Q mt -Q m) / C m · dt (2) Q m = α · Fe (3) where, alpha: dissociation heat of hydrogen kcal / Nm 3 Fe: hydrogen generation rate Q mt : Heat flow rate escaping to container surface C m : Heat capacity of alloy Q mt can be kept small if the tank is thermally insulated. Therefore, when the MH alloy has reached thermal equilibrium, Q wm = Q m according to the equation (2), and hydrogen is generated in proportion to the amount of heat obtained from the heat medium.
従来法では、かかるシステムにおいて、水素の圧力が設
定地に一致するように圧力制御器10の指令で排ガス調節
弁８が作動し、排ガス熱交換器７への入熱量を調節して
いる。即ちＭＨタンク５の入口熱媒温度は成り行きで決
まる。In the conventional method, in such a system, the exhaust gas control valve 8 is actuated by the command of the pressure controller 10 so that the pressure of hydrogen matches the set location, and the heat input to the exhaust gas heat exchanger 7 is adjusted. That is, the temperature of the heat transfer medium at the inlet of the MH tank 5 is determined by the outcome.
例えば、いま水素の圧力が設定地より低下したとすれ
ば、圧力制御器10は排ガス調節弁８を操作し、排ガスを
熱交換器７に流す。その結果循環熱媒12の温度が徐々に
上昇し、タンクの合金を加熱する。これで、ようやく水
素の発生量が増加し、圧力が回復する。For example, if the hydrogen pressure is now lower than the set pressure, the pressure controller 10 operates the exhaust gas control valve 8 to flow the exhaust gas to the heat exchanger 7. As a result, the temperature of the circulating heat medium 12 gradually rises to heat the alloy in the tank. With this, the amount of hydrogen generated finally increases, and the pressure recovers.
一方、圧力が設定値より上昇した場合の動作は、この逆
である。On the other hand, the operation when the pressure rises above the set value is the opposite.
以上述べた如く、従来法は排ガス熱交換器を含めた熱媒
循環系の熱容量のために、圧力制御器10から見たプロセ
スの時定数が大きく、この遅れに基づく水素圧力の変動
がどうしても発生する。とくに、エンジン負荷が急変し
た場合には、水素圧力が大きく変動し、安定した運転を
阻害する要因にもなり得る。As described above, the conventional method has a large process time constant as seen from the pressure controller 10 due to the heat capacity of the heat medium circulation system including the exhaust gas heat exchanger, and fluctuations in hydrogen pressure due to this delay are inevitable. To do. In particular, when the engine load changes suddenly, the hydrogen pressure fluctuates greatly, which may be a factor that hinders stable operation.
本発明は上述の問題を解決した水素吸蔵合金を用いた水
素エンジンシステムを提起するものである。The present invention proposes a hydrogen engine system using a hydrogen storage alloy that solves the above problems.
本発明は水素吸蔵合金に蓄えた水素を燃料とするエンジ
ンと、該水素吸蔵合金を収納した水素貯蔵容器と、エン
ジン排熱を水素貯蔵容器に供給する熱媒配管系とからな
るエンジンシステムにおいて、熱媒配管の水素貯蔵容器
入側に熱媒温度検出手段を設けて、該容器入口の熱媒温
度を一定に制御し、かつ該容器への熱媒体流入量を弁開
度に応じて連続的に変える熱媒流量調整弁を、熱媒配管
の該容器入側に設け、該容器内の水素圧力を予め定める
設定値に制御する水素吸蔵合金を用いた水素エンジンシ
ステムである。The present invention is an engine system comprising an engine that uses hydrogen stored in a hydrogen storage alloy as a fuel, a hydrogen storage container that stores the hydrogen storage alloy, and a heat medium piping system that supplies engine exhaust heat to the hydrogen storage container, A heat medium temperature detecting means is provided on the hydrogen storage container inlet side of the heat medium pipe to control the heat medium temperature at the container inlet constant, and the heat medium inflow amount into the container is continuously adjusted according to the valve opening. A hydrogen engine system using a hydrogen storage alloy, in which a heat medium flow rate adjusting valve to be changed to is provided on the container inlet side of the heat medium pipe to control the hydrogen pressure in the container to a preset set value.
第１図は本発明の説明図である。ＭＨタンク入口の熱媒
温度がほぼ設定値上限になるように温度調節計17で排ガ
ス熱交換器７への入熱量の調節を行う。一方、発生水素
圧力が設定された値になるように、弁開度に応じて連続
的に流量を変えることのできる熱媒流量調節弁15によっ
てタンク内を流れる熱媒流量を調節する。弁16は熱媒の
循環が停止することを防止するためのバイパス弁であ
る。FIG. 1 is an explanatory diagram of the present invention. The amount of heat input to the exhaust gas heat exchanger 7 is adjusted by the temperature controller 17 so that the temperature of the heat medium at the inlet of the MH tank is approximately the upper limit of the set value. On the other hand, the heat medium flow rate control valve 15 capable of continuously changing the flow rate according to the valve opening degree adjusts the heat medium flow rate flowing in the tank so that the generated hydrogen pressure becomes a set value. The valve 16 is a bypass valve for preventing the circulation of the heat medium from stopping.
こうすることにより、循環する熱媒温度は熱源の容量が
十分であれば、常に設定値上限に保たれている。つま
り、ＭＨタンクへの熱量の調整はＭＨタンクに流す流量
を連続的に変化させることによって行われる。By doing so, the circulating heat medium temperature is always kept at the set value upper limit if the capacity of the heat source is sufficient. That is, the amount of heat applied to the MH tank is adjusted by continuously changing the flow rate of the MH tank.
即ち (1)式において、従来法は温水の温度Ｔｗを上下さ
せて熱量の調整を行っていたのに対し、本発明の方法は
温水流量Ｆｗを操作するものである。That is, in the formula (1), while the conventional method adjusts the amount of heat by raising and lowering the temperature T w of the hot water, the method of the present invention operates the flow rate F w of the hot water.
したがって、水素使用量の急変に対しては応答の速い弁
15の連続的な開閉で対応できることになり、水素の圧力
変動を軽減できる。また、負荷急減時の場合もＭＨタン
クへの熱媒の流入を止めれば、ＭＨタンク内の熱媒配管
内に滞留した熱媒の顕熱は小さいので水素の圧力異常上
昇は極小にとどめることができる。Therefore, a valve that responds quickly to sudden changes in hydrogen consumption
It will be possible to open and close 15 times continuously, and the pressure fluctuation of hydrogen can be reduced. Further, even when the load suddenly decreases, if the flow of the heat medium into the MH tank is stopped, the sensible heat of the heat medium accumulated in the heat medium pipe in the MH tank is small, so that the abnormal pressure rise of hydrogen can be minimized. it can.
このように、本発明の方法によれば従来法では起こり得
た負荷急変時の水素圧力変動を小さく抑えることができ
る。As described above, according to the method of the present invention, it is possible to suppress fluctuations in hydrogen pressure at the time of a sudden load change that could occur in the conventional method.
また第２図は、エンジンの排ガス顕熱だけではなく、エ
ンジン冷却水へ逃げる熱をも利用できるようにしたシス
テムの例であるが、本発明の方法は全く同様に適用でき
る。Further, FIG. 2 shows an example of a system in which not only the exhaust gas sensible heat of the engine but also the heat escaping to the engine cooling water can be used, but the method of the present invention can be applied in exactly the same manner.
以下、本発明の効果の例について説明する。Hereinafter, examples of the effects of the present invention will be described.
第５図は、第４図に示す従来法の運転シミュレーション
の例である。FIG. 5 is an example of the driving simulation of the conventional method shown in FIG.
横軸は時間（秒）、縦軸は温度（℃）および水素圧力
(kg／cm2G)の10倍を示す。また、エンジン負荷も同図に
示されており、全負荷とアイドリングを数回繰り返し
た。運転開始直後のアイドリング時にはＭＨタンク内の
水素圧力は徐々に低下し、その後、エンジンが全負荷に
なると圧力設定値８kg／cm2の付近に制御されている。
しかし、1200秒でエンジン負荷が急減した際に、水素消
費量の激減に比べて排ガス熱交換器７への入熱量の低下
の時定数が大きいことから、水素吸蔵合金からの水素発
生が引き続いて起こり、ＭＨタンク内の水素圧力は設定
値を大きく越えてしまっている。The horizontal axis is time (seconds), the vertical axis is temperature (° C) and hydrogen pressure
It shows 10 times of (kg / cm 2 G). The engine load is also shown in the figure, and the full load and idling were repeated several times. At the time of idling immediately after the start of operation, the hydrogen pressure in the MH tank gradually decreases, and when the engine is fully loaded thereafter, the pressure is controlled to be near the pressure set value of 8 kg / cm 2 .
However, when the engine load suddenly decreased at 1200 seconds, the time constant of the decrease in the heat input to the exhaust gas heat exchanger 7 was large compared to the drastic decrease in hydrogen consumption, so hydrogen generation from the hydrogen storage alloy continued. The hydrogen pressure in the MH tank has greatly exceeded the set value.
その後、長時間のアイドリングには熱量が若干不足し、
熱媒温度上昇させることができないために水素圧力が低
下している。3500秒時点で再び全負荷になった後、約６
分後にようやく圧力が設定値に到達するが、排ガス熱交
換器での入熱変動プロセスの時定数が大きいため、熱媒
温度の変動およびこれに起因するＭＨタンク内の水素圧
力の変動は収まらない。After that, there was not enough heat for idling for a long time,
Since the heat medium temperature cannot be raised, the hydrogen pressure is lowered. Approximately 6 after full load again at 3500 seconds
After a minute, the pressure finally reaches the set value, but since the time constant of the heat input fluctuation process in the exhaust gas heat exchanger is large, the fluctuation of the heat medium temperature and the resulting fluctuation of the hydrogen pressure in the MH tank cannot be suppressed. .
一方、第５図と全く同一の設備および運転条件におい
て、本発明による結果を示したものが第３図である。On the other hand, FIG. 3 shows the results of the present invention under the same equipment and operating conditions as in FIG.
運転開始直後から約５分後に全負荷運転に入った後の水
素圧力は、きわめて安定に制御されていることがわか
る。It can be seen that the hydrogen pressure after starting the full load operation about 5 minutes after the start of operation is controlled extremely stably.
長時間のアイドリング中に、熱媒温度が徐々に低下して
いるのは、エンジンからの供給熱量が、やはり不足して
いることによる。しかし、熱量が十分であれば、熱媒の
温度は設定値の85℃にきちんと制御されている。The reason why the temperature of the heat medium gradually decreases during idling for a long time is that the amount of heat supplied from the engine is still insufficient. However, if the amount of heat is sufficient, the temperature of the heating medium is properly controlled at the set value of 85 ° C.
このように本発明の方法によれば、エンジンへの水素供
給を安定にし、システム全体の円滑な運転を可能にする
ものである。Thus, according to the method of the present invention, the hydrogen supply to the engine is stabilized, and the smooth operation of the entire system is enabled.
【図面の簡単な説明】 第１図は本発明の方法の説明図、第２図はエンジンの排
ガス顕熱だけではなく、エンジン冷却水へ逃げる熱をも
利用できるようにしたシステムの説明図、第３図は本発
明の方法の運転シミュレーションの図表、第４図は水素
吸蔵合金を利用した水素エンジンシステムの従来法の説
明図、第５図は従来法の運転シミュレーションの図表で
ある。 １：エンジン ２：エンジン冷却水ポンプ ３：ラジエータ、４：温度スイッチ ５：水素吸蔵合金容器 ６：ＭＨタンク循環水ポンプ ７：熱交換器、８：排ガス調節弁 ９：水素減圧弁 10：圧力スイッチ（圧力制御装置） 11：エンジン冷却水配管経路 12：循環熱媒 13：エンジン排ガス管、14：水素配管 15：調節弁、16：弁 17：温度スイッチ（温度制御装置）BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory view of a method of the present invention, and FIG. 2 is an explanatory view of a system in which not only sensible heat of exhaust gas of an engine but also heat escaping to engine cooling water can be used. FIG. 3 is an operation simulation chart of the method of the present invention, FIG. 4 is an explanatory view of a conventional method of a hydrogen engine system using a hydrogen storage alloy, and FIG. 5 is an operation simulation chart of the conventional method. 1: Engine 2: Engine cooling water pump 3: Radiator 4: Temperature switch 5: Hydrogen storage alloy container 6: MH tank circulating water pump 7: Heat exchanger, 8: Exhaust gas control valve 9: Hydrogen pressure reducing valve 10: Pressure switch (Pressure control device) 11: Engine cooling water pipe path 12: Circulating heat medium 13: Engine exhaust gas pipe, 14: Hydrogen pipe 15: Control valve, 16: Valve 17: Temperature switch (temperature control device)
───────────────────────────────────────────────────── フロントページの続き (72)発明者 柴田 充蔵 福岡県北九州市八幡東区枝光１―１―１ 新日本製鐵株式会社第三技術研究所内 (72)発明者 井脇 貴 愛知県刈谷市豊田町２―１ 株式会社豊田 自動織機製作所内 (72)発明者 伊藤 和則 愛知県刈谷市豊田町２―１ 株式会社豊田 自動織機製作所内 (72)発明者 松本 洋 愛知県刈谷市豊田町２―１ 株式会社豊田 自動織機製作所内 (56)参考文献 特公 昭58−52922（ＪＰ，Ｂ２) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shizozo Shibata 1-1-1 Edamitsu, Hachimanto-ku, Kitakyushu, Fukuoka Prefecture Inside the Nippon Steel Corporation 3rd Technical Research Institute (72) Takashi Iwaki Kariya city, Aichi prefecture Toyota Town 2-1 Toyota Automatic Loom Works, Ltd. (72) Inventor Kazunori Ito 2-1 Toyota Town, Kariya City, Aichi Prefecture 2-1 Inside Toyota Loom Works, Ltd. (72) Inventor Hiroshi Matsumoto 2 Toyota Town, Kariya City, Aichi Prefecture 1 Toyota Industries Corporation (56) References Japanese Patent Publication Sho 58-52922 (JP, B2)
Claims (1)
ンジンと、該水素吸蔵合金を収納した水素貯蔵容器と、
エンジン排熱を水素貯蔵容器に供給する熱媒配管系とか
らなるエンジンシステムにおいて、熱媒配管の水素貯蔵
容器入側に熱媒温度検出手段を設けて、該容器入口の熱
媒温度を一定に制御し、かつ該容器への熱媒体流入量を
弁開度に応じて連続的に変える熱媒流量調整弁を、熱媒
配管の該容器入側に設け、該容器内の水素圧力を予め定
める設定値に制御する水素吸蔵合金を用いた水素エンジ
ンシステム。1. An engine which uses hydrogen stored in a hydrogen storage alloy as a fuel, and a hydrogen storage container which stores the hydrogen storage alloy,
In an engine system consisting of a heat medium piping system for supplying engine exhaust heat to a hydrogen storage container, a heat medium temperature detecting means is provided on the hydrogen storage container inlet side of the heat medium pipe to keep the heat medium temperature at the container inlet constant. A heat medium flow rate adjusting valve that controls and continuously changes the heat medium inflow amount into the container according to the valve opening degree is provided on the container inlet side of the heat medium pipe, and the hydrogen pressure in the container is predetermined. A hydrogen engine system that uses a hydrogen storage alloy that is controlled to a set value.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63184535A JPH0633732B2 (en) | 1988-07-26 | 1988-07-26 | Hydrogen engine system using hydrogen storage alloy |
| US07/384,302 US5092281A (en) | 1988-07-26 | 1989-07-24 | Hydrogen engine system |
| DE3924776A DE3924776A1 (en) | 1988-07-26 | 1989-07-26 | DRIVE SYSTEM EQUIPPED WITH A HYDROGEN ENGINE AND METHOD FOR OPERATING IT |
| DE3943581A DE3943581C2 (en) | 1988-07-26 | 1989-07-26 | |
| US07/626,472 US5088452A (en) | 1988-07-26 | 1990-12-12 | Method for starting a hydrogen engine and a method for stopping a hydrogen engine |
| US07/626,684 US5082048A (en) | 1988-07-26 | 1990-12-12 | Hydrogen engine system with metal hydride container |
| US07/628,840 US5067447A (en) | 1988-07-26 | 1990-12-12 | Method for controlling heat of a metal hydride container |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63184535A JPH0633732B2 (en) | 1988-07-26 | 1988-07-26 | Hydrogen engine system using hydrogen storage alloy |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0237159A JPH0237159A (en) | 1990-02-07 |
| JPH0633732B2 true JPH0633732B2 (en) | 1994-05-02 |
Family
ID=16154899
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63184535A Expired - Fee Related JPH0633732B2 (en) | 1988-07-26 | 1988-07-26 | Hydrogen engine system using hydrogen storage alloy |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0633732B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3229023B2 (en) * | 1992-07-29 | 2001-11-12 | マツダ株式会社 | Hydrogen gas supply system for hydrogen engine |
| CN118757259A (en) * | 2024-09-06 | 2024-10-11 | 潍柴动力股份有限公司 | Power system, power system control method and vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5852922A (en) * | 1981-09-24 | 1983-03-29 | Matsushita Electric Ind Co Ltd | Water dispersing device of air conditioner |
-
1988
- 1988-07-26 JP JP63184535A patent/JPH0633732B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0237159A (en) | 1990-02-07 |
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