Vehicle-mounted methanol hydrogen production machine hydrogen storage system
By designing an on-board methanol-to-hydrogen generator hydrogen storage system, and utilizing main and auxiliary hydrogen storage tanks and a pressurization device, the problem of unstable hydrogen supply during the cold start phase was solved, ensuring stable engine operation and improving the economic efficiency of methanol use.
Patent Information
- Application Number
- CN202520025191.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-07
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2035-01-07
AI Technical Summary
Existing vehicle-mounted methanol engines suffer from unstable hydrogen supply during cold start, leading to unstable engine operation and excessive hydrogen consumption that affects fuel economy.
A vehicle-mounted methanol-to-hydrogen generator hydrogen storage system was designed, including a main hydrogen storage tank, a secondary hydrogen storage tank, a methanol injection device, and a cracking reactor. By setting up components such as a pressurization device and a pressure stabilizing valve, a stable and uniform supply of hydrogen is achieved, thereby improving the economic efficiency of methanol use.
This achieved stable hydrogen injection during engine cold start, reduced hydrogen consumption, and improved the economic efficiency of methanol use.
Smart Images
Figure CN223498012U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of vehicle-mounted methanol-to-hydrogen technology, and specifically relates to a vehicle-mounted methanol-to-hydrogen generator hydrogen storage system. Background Technology
[0002] With the urgent global demand for clean energy and the continuous development of hydrogen energy technology, methanol, as a promising hydrogen source, has become a research hotspot for hydrogen production technology. Methanol-to-hydrogen technology not only enables large-scale hydrogen production, but also utilizes widely available and renewable raw materials, making it environmentally friendly.
[0003] In the automotive sector, methanol-to-hydrogen (MCH) generators have potential applications. Existing methanol engines typically use fossil fuels such as gasoline, diesel, or natural gas as ignition fuels to address the difficulty of cold starts. This method requires vehicles to simultaneously use two fuels (methanol and others), and necessitates two separate fuel supply and storage systems, increasing vehicle weight and cost, and complicating the control process. For large-displacement engines, each cold start consumes a significant amount of ignition fuel, requiring frequent refueling and greatly reducing vehicle usability and inconvenience.
[0004] Onboard methanol-to-hydrogen generators can not only solve the cold start problem of methanol engines, but also reduce the design complexity of methanol engines. However, during the cold start phase of a methanol engine, a large amount of hydrogen is consumed, causing a rapid drop in the pressure of the hydrogen produced by cracking. This pressure drop leads to a reduction in the amount of hydrogen injected, making it impossible to ensure stable engine operation. At the same time, the hydrogen produced by cracking cannot supply the hydrogen demand in time, resulting in failure during the cold start phase.
[0005] Therefore, in order to address the aforementioned technical problems, designing a hydrogen storage system for an on-board methanol-to-hydrogen generator to achieve stable and uniform hydrogen supply and improve the economic efficiency of methanol use is a technical problem that needs to be solved by those skilled in the art. Utility Model Content
[0006] To address the aforementioned issues, this invention provides a vehicle-mounted methanol-to-hydrogen generator hydrogen storage system that achieves stable and uniform hydrogen supply, thereby improving the economic efficiency of methanol use.
[0007] To achieve the above objectives, this utility model provides the following solution:
[0008] A vehicle-mounted methanol-to-hydrogen generator hydrogen storage system includes a methanol tank, a methanol injection device, a methanol cracking reactor, a main hydrogen storage tank, and an engine connected in sequence. The main hydrogen storage tank is connected to a secondary hydrogen storage tank via a pipeline, and a first pressurization device is installed inside the secondary hydrogen storage tank.
[0009] Preferably, a pressure regulating valve is provided between the main hydrogen storage tank and the engine.
[0010] Preferably, a solenoid valve is installed on the connecting pipeline between the auxiliary hydrogen storage tank and the main hydrogen storage tank.
[0011] Preferably, both the main hydrogen storage tank and the auxiliary hydrogen storage tank are equipped with pressure sensors.
[0012] Preferably, a second pressurization device is provided inside the main hydrogen storage tank.
[0013] Preferably, the first pressurizing device and the second pressurizing device are pneumatic or hydraulic pistons.
[0014] Preferably, the pressure inside the main hydrogen storage tank is set to 3-7 bar.
[0015] Preferably, the pressure inside the main hydrogen storage tank is set to 5 bar.
[0016] Preferably, the methanol cracking reactor is heated by a power battery.
[0017] Preferably, the pressure regulating valve, solenoid valve, and pressure sensor are electrically connected to the vehicle control system.
[0018] The present invention achieves the following technical advantages over the prior art:
[0019] By setting up a secondary hydrogen storage tank and installing a first pressurization device within it, when the engine needs a cold start, methanol in the methanol tank is injected into the methanol cracking reactor through a methanol injection device. Under the action of the catalyst, hydrogen is produced. Under pressure, the hydrogen enters both the main and secondary hydrogen storage tanks. After the engine starts, a large amount of hydrogen is consumed, causing the pressure in the main hydrogen storage tank to drop instantly. Although the methanol cracking reaction continues at this time, the amount of hydrogen produced cannot quickly restore the pressure in the storage tank to its initial state. At this point, the first pressurization device in the secondary hydrogen storage tank is activated, rapidly replenishing the hydrogen in the secondary hydrogen storage tank to the main hydrogen storage tank while ensuring the pressure in the main hydrogen storage tank remains stable, thereby ensuring the stability of hydrogen injection during the cold start phase of the methanol engine. Attached Figure Description
[0020] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0021] Appendix Figure 1 This is a schematic diagram of the overall structure of the vehicle-mounted methanol-to-hydrogen generator hydrogen storage system disclosed in the embodiments of this utility model;
[0022] The components include: 1. Methanol tank; 2. Methanol injection device; 3. Methanol cracking reactor; 4. Second pressurization device; 5. Main hydrogen storage tank; 6. Pressure regulating valve; 7. Engine; 8. Pressure sensor; 9. First pressurization device; 10. Solenoid valve; and 11. Auxiliary hydrogen storage tank. Detailed Implementation
[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0024] The purpose of this invention is to provide a vehicle-mounted methanol-to-hydrogen generator hydrogen storage system to achieve stability and uniformity of hydrogen supply and improve the economic efficiency of methanol use.
[0025] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0026] refer to Figure 1 The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system disclosed in this embodiment of the present invention includes at least a methanol tank 1, a methanol injection device 2, a methanol cracking reactor 3, a main hydrogen storage tank 5, and an engine 7 connected in sequence. The main hydrogen storage tank 5 is connected to a secondary hydrogen storage tank 11 via a pipeline. A first pressurization device 9 is installed inside the secondary hydrogen storage tank 11. By setting up the secondary hydrogen storage tank 11 and installing the first pressurization device 9 inside the secondary hydrogen storage tank 11, when a cold start is required for the engine 7, methanol in the methanol tank 1 is injected into the methanol cracking reactor 3 through the methanol injection device 2. Under the action of the catalyst, the methanol is released into the reactor. Hydrogen is produced and, under pressure, enters the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11. After the engine 7 starts, it needs to consume a large amount of hydrogen, causing the pressure in the main hydrogen storage tank 5 to drop instantly. Although the methanol cracking reaction is still continuing, the amount of hydrogen produced cannot quickly restore the pressure in the storage tank to its initial state. At this time, the first pressurization device 9 in the auxiliary hydrogen storage tank 11 is activated, quickly replenishing the hydrogen in the auxiliary hydrogen storage tank 11 to the main hydrogen storage tank 5 and ensuring the pressure in the main hydrogen storage tank 5 is stable, thereby ensuring the stability of hydrogen injection during the cold start phase of the methanol engine 7.
[0027] refer to Figure 1As one implementation method, a pressure regulating valve 6 is installed between the main hydrogen storage tank 5 and the engine 7. The pressure regulating valve 6 can control the opening and closing of the pipeline between the main hydrogen storage tank 5 and the engine 7. When the methanol engine 7 enters the cold start end stage, the methanol engine 7 cannot completely consume the hydrogen in the main hydrogen storage tank 5. At this time, the pressure regulating valve 6 is closed, and methanol is no longer injected into the cracking reactor. However, the methanol in the cracking reactor is not completely consumed and will continue to react to generate hydrogen. The excess hydrogen generated is stored in the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11. When the methanol engine 7 is cold started again, if the time since the last shutdown is short, a small amount of hydrogen can be used to assist the cold start. In this case, the hydrogen in the main hydrogen storage tank 5 can be used first, without starting the methanol injection device 2, thereby improving the economic efficiency of methanol use.
[0028] refer to Figure 1 In one implementation method, a solenoid valve 10 is installed on the connecting pipeline between the auxiliary hydrogen storage tank 11 and the main hydrogen storage tank 5. The solenoid valve 10 can be used to open and close the connecting pipeline between the auxiliary hydrogen storage tank 11 and the main hydrogen storage tank 5. When the methanol engine 7 enters the cold start end stage, the methanol engine 7 cannot completely consume the hydrogen in the main hydrogen storage tank 5. At this time, the pressure regulating valve 6 is closed, and methanol is no longer injected into the cracking reactor. However, the methanol in the cracking reactor is not completely consumed and will continue to react to generate hydrogen. When the pressure in the main hydrogen storage tank 5 no longer rises, the main hydrogen storage tank 5 uses a pressurizing device to pressurize all the hydrogen into the auxiliary hydrogen storage tank 11. The solenoid valve 10 is closed to store the surplus hydrogen. When the methanol engine 7 is cold started again, if the time since the last shutdown is short, a small amount of hydrogen can be used to assist the cold start. In this case, the hydrogen in the auxiliary hydrogen storage tank 11 can be used first, thereby improving the economic efficiency of methanol use.
[0029] refer to Figure 1 As one implementation method, pressure sensors 8 are installed in both the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11. By installing pressure sensors 8 in the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11, the pressure values in the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11 can be detected, further ensuring the stability of hydrogen injection during the cold start phase of the methanol engine 7.
[0030] refer to Figure 1 As one implementation method, a second pressurizing device 4 is provided in the main hydrogen storage tank 5. During the cold start phase of the engine 7, even if the pressure in the auxiliary hydrogen storage tank 11 cannot guarantee the stability of the pressure in the main hydrogen storage tank 5, the pressure in the main hydrogen storage tank 5 can be stabilized by pressurizing through the second pressurizing device 4. Moreover, when the cold start phase of the methanol engine 7 ends, excess hydrogen can be pushed into the auxiliary hydrogen storage tank 11.
[0031] refer to Figure 1In one embodiment, the first pressurizing device 9 and the second pressurizing device 4 are pneumatic or hydraulic pistons, which are pushed by pneumatic or hydraulic cylinders to move within the main hydrogen storage tank 5 or the auxiliary hydrogen storage tank 11 to adjust the internal pressure of the main hydrogen storage tank 5 or the auxiliary hydrogen storage tank 11.
[0032] refer to Figure 1 In one embodiment, the pressure inside the main hydrogen storage tank 5 is set between 3 bar and 7 bar, and the specific pressure setting value is adaptively adjusted according to the specific situation.
[0033] refer to Figure 1 As one implementation method, the pressure inside the main hydrogen storage tank 5 is set to 5 bar.
[0034] refer to Figure 1 As one implementation method, the methanol cracking reactor 3 is heated by the power battery, that is, the methanol cracking reactor 3 is heated by the power battery of the vehicle itself. This not only increases the hydrogen generation rate, but also eliminates the need for an additional heating device, which can greatly reduce the weight and space occupied by the vehicle.
[0035] refer to Figure 1 In one implementation, the pressure regulating valve 6, the solenoid valve 10, and the pressure sensor 8 are all electrically connected to the vehicle control system. The vehicle control system controls the opening and closing of the pressure regulating valve 6 and the solenoid valve 10, and monitors the pressure inside the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11, thereby realizing automated control of the cold start stage of the electric motor.
[0036] The cold start process of the electric motor in this embodiment is as follows:
[0037] Before the engine 7 is cold started, the methanol tank 1 injects methanol into the methanol cracking reactor 3 through the methanol injection device 2. The methanol cracking reactor 3 is heated by the power battery. At a suitable temperature, the methanol produces hydrogen under the action of the catalyst. Under pressure, the hydrogen will enter the main hydrogen storage tank 5. In the initial stage, the solenoid valve 10 between the main hydrogen storage tank 5 and the auxiliary hydrogen storage tank 11 is in the open state, so the hydrogen will also enter the auxiliary hydrogen storage tank 11.
[0038] When the pressure of hydrogen in the main hydrogen storage tank 5 is 5 bar, the pressure regulating valve 6 opens and hydrogen begins to supply the methanol engine 7 to enter the cold start stage. After the engine 7 starts, it needs to consume a large amount of hydrogen, which causes the pressure in the main hydrogen storage tank 5 to drop instantly. Although the methanol cracking reaction is still continuing at this time, the amount of hydrogen produced cannot quickly restore the pressure in the hydrogen storage tank to the initial state.
[0039] At this time, the first pressurization device 9 in the auxiliary hydrogen storage tank 11 is activated under the action of the vehicle control system, which quickly replenishes the hydrogen in the auxiliary hydrogen storage tank 11 to the main hydrogen storage tank 5, and ensures that the pressure in the main hydrogen storage tank 5 is maintained at 5 bar. This process can ensure the stability of hydrogen injection during the cold start stage of the methanol engine 7.
[0040] When the methanol engine 7 enters the cold start-up phase, it cannot completely consume the hydrogen in the main hydrogen storage tank 5. At this time, the pressure regulating valve 6 closes, and methanol is no longer injected into the cracking reactor. However, the methanol currently in the cracking reactor is not completely consumed and will continue to react to generate hydrogen. When the pressure in the main hydrogen storage tank 5 stops rising, the main hydrogen storage tank 5 uses the second pressurizing device 4 to pressurize all the hydrogen into the auxiliary hydrogen storage tank 11. The solenoid valve 10 closes, storing the surplus hydrogen. When the methanol engine 7 starts cold again, if the time since the last shutdown is short, a small amount of hydrogen can be used to assist in the cold start. In this case, the hydrogen in the auxiliary hydrogen storage tank 11 can be used first, thereby improving the economic efficiency of methanol use.
[0041] Any adaptive changes made according to actual needs are within the protection scope of this utility model.
[0042] It should be noted that, for those skilled in the art, it is obvious that this utility model is not limited to the details of the above exemplary embodiments, and that this utility model can be implemented in other specific forms without departing from the spirit or essential characteristics of this utility model. Therefore, the embodiments should be considered as exemplary and non-limiting in all respects, and the scope of this utility model is defined by the appended claims rather than the foregoing description. Therefore, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within the utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.
Claims
1. A vehicle-mounted methanol-to-hydrogen generator hydrogen storage system, characterized in that, It includes a methanol tank, a methanol injection device, a methanol cracking reactor, a main hydrogen storage tank and an engine connected in sequence. The main hydrogen storage tank is connected to a secondary hydrogen storage tank through a pipeline. The secondary hydrogen storage tank is equipped with a first pressurization device.
2. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 1, characterized in that, A pressure regulating valve is installed between the main hydrogen storage tank and the engine.
3. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 2, characterized in that, A solenoid valve is installed on the connecting pipeline between the auxiliary hydrogen storage tank and the main hydrogen storage tank.
4. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 3, characterized in that, Pressure sensors are installed in both the main hydrogen storage tank and the auxiliary hydrogen storage tank.
5. The on-board methanol-to-hydrogen generator hydrogen storage system according to claim 1, characterized in that, The main hydrogen storage tank is equipped with a second pressurization device.
6. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 5, characterized in that, The first pressurizing device and the second pressurizing device are pneumatic or hydraulic pistons.
7. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 1, characterized in that, The pressure inside the main hydrogen storage tank is set to 3-7 bar.
8. The on-board methanol-to-hydrogen generator hydrogen storage system according to claim 7, characterized in that, The pressure inside the main hydrogen storage tank is set to 5 bar.
9. The on-board methanol-to-hydrogen generator hydrogen storage system according to claim 1, characterized in that, The methanol cracking reactor is heated by a power battery.
10. The vehicle-mounted methanol-to-hydrogen generator hydrogen storage system according to claim 4, characterized in that, The pressure regulating valve, solenoid valve, and pressure sensor are all electrically connected to the vehicle control system.