Rail engineering truck using extended range alcohol hydrogen power system
By using a range-extended methanol-hydrogen power system, which utilizes methanol reforming for hydrogen production and hydrogen fuel cell power generation, the problems of noise pollution, safety hazards, and high maintenance costs associated with rail engineering vehicles have been solved, achieving safe, economical, and efficient power output.
Patent Information
- Application Number
- CN202520489501.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-19
- Publication Date
- 2026-02-10
- Estimated Expiration
- 2035-03-19
AI Technical Summary
Existing rail engineering vehicles suffer from problems such as high noise, severe pollution, and high maintenance costs for diesel locomotives; poor low-temperature performance and short range for pure electric locomotives; and significant safety hazards and high costs associated with hydrogen storage for hydrogen locomotives, as well as difficulties in constructing hydrogen refueling stations.
The system employs a range-extended methanol-hydrogen power system, which includes a methanol reforming hydrogen production unit and a hydrogen fuel cell power generation unit. It utilizes methanol, which is liquid at room temperature and pressure, to produce hydrogen through methanol reforming technology. This hydrogen is then used to generate electricity from the hydrogen fuel cell, and combined with a lithium battery connected in parallel for power supply, achieving safe and economical power output.
It provides safety and economy, reduces maintenance costs, reduces safety hazards in hydrogen transportation and storage, reduces carbon dioxide emissions, improves driving range, reduces dependence on hydrogen refueling stations, and reduces overall energy consumption.
Smart Images
Figure CN223890817U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the technical field of hydrogen-powered electric vehicles for rail transit, and more specifically, it relates to a rail engineering vehicle using a range-extended hydrogen-powered alcohol-fuel system. Background Technology
[0002] The market prospects for new energy locomotives are broad, and companies in the rail locomotive industry chain are actively exploring new energy locomotive demonstrations, including pure electric locomotives and hydrogen-powered locomotives. The market capacity for rail transit engineering vehicles is approximately 30,000 units, mainly used in marshalling yards, shunting within stations, mainline freight traction, short-distance operations, and train rescue scenarios, such as in mines, seaports, oil fields, and petrochemical plants. The maximum traction power for mainline freight is approximately 3000kW, the short-distance operation power in large industrial and mining parks is approximately 1000kW, and the traction power for shunting within stations and subway shunting rescue is 300-500kW.
[0003] Based on existing technologies, current rail engineering vehicles include diesel locomotives, pure electric locomotives, and hydrogen-powered locomotives. Diesel-powered locomotives are noisy and polluting, and their complex structure requires regular replacement of air filters and lubricating oil, resulting in high maintenance costs. Pure electric shunting locomotives save on energy costs and reduce emissions compared to diesel locomotives, but lithium batteries suffer from poor low-temperature performance, short range, and long charging times, affecting vehicle operating efficiency. High-power fast charging can also lead to local power capacity shortages. Hydrogen-powered locomotives have as many as 30 hydrogen storage cylinders, 35MPa high-pressure hydrogen storage, and large hydrogen storage capacity. However, hydrogen is prone to leakage and explosion, posing significant safety hazards in hydrogen refueling, storage, and use. High-power hydrogen fuel cells are expensive, hydrogen sources are difficult to obtain, hydrogen prices are high, and pressurization operations are burdensome. Constructing hydrogen refueling stations along rail lines is difficult, and these stations have high investment costs and low utilization rates. Utility Model Content
[0004] To address the aforementioned technical issues, this utility model provides a rail engineering vehicle using a range-extended hydrogen-powered alcohol system, enabling existing rail engineering vehicles to simultaneously achieve safety and economy, effectively promoting the replacement of internal combustion locomotives, facilitating the rapid decarbonization of rail transit, and accelerating the commercialization of the hydrogen energy industry.
[0005] This utility model discloses a rail engineering vehicle using a range-extended alcohol-hydrogen power system, achieved through the following specific technical means:
[0006] A rail engineering vehicle using a range-extended methanol-hydrogen power system includes a main body; the main body is the rail engineering vehicle body; a methanol reforming hydrogen production unit is arranged on the left side inside the main body; a hydrogen fuel cell power generation unit is installed inside the main body, and the hydrogen fuel cell power generation unit is connected to a motor and a control module respectively; the control module is connected to the motor and the control module is connected to the methanol reforming hydrogen production unit.
[0007] The methanol reforming hydrogen production unit is equipped with a methanol-water storage tank; the methanol-water storage tank is connected to the feed inlet of the feed pump; the discharge outlet of the feed pump is connected to the inlet of the heating evaporator; the outlet of the heating evaporator is connected to the inlet of the reforming reactor; the outlet of the reforming reactor is connected to the inlet of the membrane purifier; the membrane purifier is connected to a heat exchanger; the heat exchanger is connected to the heating evaporator; and the reforming reactor is connected to a buffer tank.
[0008] The hydrogen fuel cell power generation unit is equipped with a lithium battery and a hydrogen fuel cell, with the hydrogen fuel cell and lithium battery connected in parallel; the hydrogen fuel cell and lithium battery are respectively connected to a bidirectional isolated DC / DC converter.
[0009] Furthermore, the motor can be switched to generator mode; the motor is connected to a lithium battery.
[0010] Furthermore, the front end of the hydrogen fuel cell is connected to a methanol reforming hydrogen production unit; the hydrogen fuel cell includes an anode plate, a cathode plate, a proton exchange membrane, a gas diffusion layer, an anode catalyst, and a cathode catalyst, and is used to react with hydrogen to generate electricity; the bidirectional isolated DC / DC converter converts the input low-voltage current into high-voltage current through a circuit and supplies high-voltage power to the motor device through an external circuit.
[0011] Furthermore, the methanol-water storage tank is equipped with a liquid level alarm; the exhaust port of the heating evaporator is connected to the fuel compartment of the heating evaporator; the buffer tank is equipped with a pressure fine-tuning device; and the buffer tank is equipped with a pressure sensor.
[0012] Furthermore, the hydrogen fuel cell is provided with a voltage output port, which is connected to a bidirectional isolated DC / DC converter.
[0013] Compared with the prior art, the present invention has the following beneficial effects:
[0014] 1. This device includes a methanol-to-hydrogen unit and a hydrogen fuel cell power generation unit. Methanol is liquid at room temperature and pressure, making storage and transportation relatively convenient and safe. The methanol-hydrogen electric locomotive uses methanol reforming technology to produce hydrogen on-demand, eliminating the need for large high-pressure buffer tanks and reducing hydrogen refueling, storage, and transportation steps, thus maximizing safety. The methanol production and supply system is relatively mature and cost-effective. Integrating the methanol-to-hydrogen unit solves the problems of difficult and costly construction of hydrogen refueling stations along the railway line. It also reduces the investment cost of compressor equipment and hydrogen storage tanks, lowers the high maintenance costs of compressor equipment, and reduces the investment in mains charging. The methanol-hydrogen electric locomotive... The vehicle uses methanol and water as raw materials to produce hydrogen, which is then converted into electricity in a hydrogen fuel cell to power the locomotive. Its main reaction product is water, and its carbon dioxide emissions are significantly lower than those of diesel locomotives, effectively mitigating the environmental impact of greenhouse gases. It also has low emissions of harmful pollutants, and the methanol-to-hydrogen power generation process is quiet, significantly improving the problem of high noise levels in diesel-powered locomotives. The exhaust gas produced during hydrogen production is used as fuel to heat the methanol vaporizer, resulting in high energy efficiency. The fuel cell inside the locomotive is more adaptable to ambient temperatures, and its driving range is almost unaffected by low temperatures. Compared to diesel, pure electric, and hydrogen-powered locomotives, the methanol-hydrogen-electric locomotive has significant advantages in terms of energy conservation, environmental protection, safety, and economy. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the overall internal structure of this utility model.
[0016] Figure 2 This is a schematic diagram of the internal structure of the hydrogen fuel cell of this utility model.
[0017] Figure 3 This is a schematic diagram of the logic flow of this utility model.
[0018] In the diagram, the correspondence between component names and drawing numbers is as follows:
[0019] 1. Main body; 2. Methanol reforming hydrogen production unit; 201. Methanol-water storage tank; 2011. Liquid level alarm; 202. Feed pump; 203. Heating evaporator; 204. Reforming reactor; 205. Membrane purifier; 206. Heat exchanger; 207. Buffer tank; 2071. Pressure sensor; 3. Hydrogen fuel cell power generation unit; 301. Hydrogen fuel cell; 3011. Anode plate; 3012. Cathode plate; 3013. Proton exchanger; 3014. Gas diffusion layer; 3015. Anode catalyst; 3016. Cathode catalyst; 302. Lithium battery; 303. Bidirectional isolated DC / DC converter; 4. Motor unit; 5. Control module. Detailed Implementation
[0020] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples.
[0021] Example:
[0022] As attached Figure 1 To be continued Figure 3 As shown:
[0023] For reference Figure 1 As shown, this utility model provides a rail engineering vehicle using a range-extended methanol-hydrogen power system, including a main body 1; the main body 1 is the rail engineering vehicle body; a methanol reforming hydrogen production unit 2 is arranged on the left side inside the main body 1; a hydrogen fuel cell power generation unit 3 is installed inside the main body 1;
[0024] The methanol reforming hydrogen production unit 2 includes: a methanol-water storage tank 201; the methanol-water storage tank 201 is connected to the inlet of a feed pump 202; the methanol-water storage tank 201 is used to store 62% methanol-water feedstock; the outlet of the feed pump 202 is connected to the inlet of a heating evaporator 203; the feed pump 202 is used to transport the feedstock; the outlet of the heating evaporator 203 is connected to the inlet of a reforming reactor 204; the heating evaporator 203 vaporizes the methanol-water from the methanol-water storage tank 201, and the resulting methanol-water vapor then enters the reforming reactor 204; the outlet of the reforming reactor 204 is connected to the inlet of a membrane purifier 205; the reforming reactor 204 receives the methanol-water vapor from the heating evaporator 203 and, under the action of a catalyst, undergoes a cracking and reforming reaction to obtain hydrogen-rich gas with a purity of approximately 60-80%. The overall equation for the methanol steam cracking reforming reaction is CH3OH(g) + H2O(g) → CO2 + 3H2; the membrane purifier 205 is connected to the heat exchanger 206; the membrane purifier 205 receives hydrogen-rich gas from the reforming reactor 204, purifies it to obtain high-purity hydrogen gas (purity above 99.97%) with a pressure less than 0.2 MPa, and discharges tail gas (containing combustible gases such as CO and CH4); the heat exchanger 206 is connected to the heating evaporator 203; the reforming... Reactor 204 is connected to buffer tank 207; heat exchanger 206 is connected to membrane purifier 205. High-purity hydrogen is cooled by heat exchanger 206 and the heat is provided to heating evaporator 203. The tail gas produced by purification is converted into total hydrocarbon gas by methanation catalyst and returned to the combustion chamber of heating evaporator 203 for combustion to heat and vaporize methanol and water. This implementation scheme generates enough heat to meet the requirements of reforming hydrogen production by building a heating reactor, and the power consumption is controlled to only about 100W.
[0025] The hydrogen fuel cell power generation unit 3 includes: a hydrogen fuel cell 301 and a bidirectional isolated DC / DC converter 303; the hydrogen inlet of the hydrogen fuel cell 301 is connected to the buffer tank 207 via a pipeline; the front end of the hydrogen fuel cell 301 is connected to the methanol reforming hydrogen production unit 2; the hydrogen fuel cell 301 internally includes an anode plate 3011, a cathode plate 3012, a proton exchange membrane 3013, a gas diffusion layer 3014, an anode catalyst 3015, and a cathode catalyst 3016, and is used to react with hydrogen to generate electricity; the power generation principle of the hydrogen fuel cell is: hydrogen enters... In the hydrogen fuel cell 301, the anode plate 3011 decomposes into electrons (e-) and protons (H+) under the action of the anode catalyst 3015. The electrons (e-) move along the external circuit to the cathode plate 3012; the protons (H+) migrate to the cathode plate 3012 through the proton exchange membrane 3013. Under the action of the cathode catalyst 3016, the electrons (e-), protons (H+), and oxygen from the air recombine in the cathode plate 3012 to generate water. The gas diffusion layer 3014 plays an important role in the hydrogen fuel cell 301 by supporting the catalyst layer, conducting gas, and removing the reaction product water. Functions: The hydrogen fuel cell 301 is equipped with a voltage output port to output the electrical energy generated in the cell in the form of voltage; the hydrogen fuel cell 301 is connected in parallel with the lithium battery 302; the front end of the bidirectional isolated DC / DC converter 303 is connected to the hydrogen fuel cell 301 and the lithium battery 302; the bidirectional isolated DC / DC converter 303 converts the input low-voltage current into high-voltage current through the circuit and supplies high-voltage power to the motor device 4 through the external circuit; the high-purity hydrogen in the buffer tank 207 is connected to the hydrogen inlet port of the fuel cell through the hydrogen output pipe, and the hydrogen and air... The hydrogen fuel cell 301 and lithium battery 302 react to generate electricity when full power output is required. When the workload decreases, the output power of the hydrogen fuel cell 301 remains unchanged, and the power system will gradually reduce the output power of the lithium battery 302. When the workload is lower than the power generation of the hydrogen fuel cell 301, the lithium battery 302 stops outputting electricity. The methanol reforming hydrogen production unit 2 and the hydrogen fuel cell 301 will automatically adjust the hydrogen production and power generation power according to the load change to meet the actual operation requirements. At the same time, the excess electricity can be used to charge the lithium battery 302 system.
[0026] The methanol-water storage tank 201 is equipped with a level alarm 2011. This alarm 2011 detects the water level inside the methanol-water storage tank 201 using an internal level sensor. If the water level is below or above a certain limit, an alarm signal is generated and transmitted to the backend. The exhaust port of the heating evaporator 203 is connected to the fuel compartment of the heating evaporator 203. A pressure fine-tuning device is installed on the buffer tank 207. The buffer tank 207 buffers and stores high-purity hydrogen from the reforming reactor 204 after purification and cooling. The hydrogen pressure in the buffer tank 207 is adjusted to a range suitable for the hydrogen input pressure of the hydrogen fuel cell 301 by the pressure fine-tuning device, and then transmitted to the hydrogen fuel cell 301 of the hydrogen fuel cell power generation unit 3 through a hydrogen delivery pipeline. A pressure sensor 2071 is installed on the buffer tank 207. This sensor 2071 monitors the internal pressure of the buffer tank 207 using an internally installed pressure sensor.
[0027] The hydrogen fuel cell 301 is equipped with a voltage output port.
[0028] The main body 1 is equipped with a motor device 4; the motor device 4 is connected to the hydrogen fuel cell power generation unit 3; the motor device 4 can be switched to generator mode; the motor device 4 is connected to the lithium battery 302; the motor device 4 can convert electrical energy from the hydrogen fuel cell power generation unit 3 into mechanical energy, providing strong traction for the locomotive operation; by cooperating with the rotation system, the motor device 4 can generate sufficient torque to propel the main body 1 to travel at high speed on the track; when the locomotive brakes or goes downhill, the motor device 4 can switch to generator mode, converting kinetic energy into electrical energy and feeding it back to the lithium battery 302, which can reduce energy waste, reduce costs, reduce wear on the braking system, and improve overall energy efficiency.
[0029] The main body 1 contains a control module 5. The control module 5 is connected to the hydrogen fuel cell power generation unit 3 and the motor device 4. The control module 5 collects and monitors various indicators such as hydrogen flow rate, hydrogen leakage concentration, and methanol-water feedstock level in real time and uses them as judgment conditions to control the start and stop of the methanol-to-hydrogen unit 2 and the hydrogen fuel cell 301. It can also control the motor device 4 by adjusting parameters such as the output current, voltage, or frequency of the motor device 4 to change the speed and output power of the motor device 4, thereby meeting the power requirements under different driving conditions.
[0030] The specific usage and function of this embodiment are as follows:
[0031] like Figure 3As shown, upon receiving a work order, the vehicle controller and BMS system automatically determine the battery charge level and activate one battery pack to provide power to the vehicle as the primary propulsion system. Simultaneously, the vehicle controller and BMS system monitor the status of the backup battery pack to determine if charging is required. If the voltage of the backup battery pack is lower than the set starting voltage of the methanol-hydrogen power system, the methanol-hydrogen power system starts. The methanol-to-hydrogen system purifies the methanol-based feedstock through reforming to produce high-purity hydrogen gas (0.15-2 MPa), which directly enters the hydrogen fuel cell to generate electricity and charge the backup battery pack. When the system detects that the charging voltage has reached the set float charge voltage of the battery pack, the methanol-hydrogen power system stops working and switches to hot standby mode. Based on different work loads, the onboard methanol-hydrogen system automatically adjusts the hydrogen production flow rate to meet the work requirements. Construction requirements stipulate that after the engineering vehicle completes its field operations, it will be parked in the warehouse. The system will automatically detect the status of both sets of power batteries. Once both are fully charged, the system will automatically stop hydrogen production and power generation sequentially, and there will be no hydrogen storage inside the vehicle. When the rail engineering vehicle is used for heavy traction, hoisting, or other operations, and the power battery pack's charge is insufficient to meet the output, it will switch to a high-load power mode. In this mode, the alcohol-hydrogen power system will start and supply power in parallel with the battery system. When the workload decreases, the output power of the alcohol-hydrogen power system will remain unchanged, while the power system will gradually reduce the output power of the battery system. When the workload is lower than the set output power, the battery system will stop power output, and the alcohol-hydrogen power system will automatically adjust hydrogen production and power generation according to the load change to meet the actual operation requirements. At the same time, excess electricity can be used to charge the battery system. When the battery is low on charge, it will switch to range-extending mode or shut down according to power requirements.
Claims
1. A rail engineering vehicle using a range-extended alcohol-hydrogen power system, characterized in that: The system includes a main body (1); the main body (1) is the body of a rail engineering vehicle; a methanol reforming hydrogen production unit (2) is arranged on the left side inside the main body (1); a hydrogen fuel cell power generation unit (3) is installed inside the main body (1), and the hydrogen fuel cell power generation unit (3) is connected to a motor device (4) and a control module (5) respectively; the control module (5) is connected to the motor device (4), and the control module (5) is connected to the methanol reforming hydrogen production unit (2); The methanol reforming hydrogen production unit (2) is equipped with a methanol-water storage tank (201); the methanol-water storage tank (201) is connected to the inlet of the feed pump (202); the outlet of the feed pump (202) is connected to the inlet of the heating evaporator (203); the outlet of the heating evaporator (203) is connected to the inlet of the reforming reactor (204); the outlet of the reforming reactor (204) is connected to the inlet of the membrane purifier (205); the membrane purifier (205) is connected to the heat exchanger (206); the heat exchanger (206) is connected to the heating evaporator (203); and the reforming reactor (204) is connected to the buffer tank (207). The hydrogen fuel cell power generation unit (3) is equipped with a lithium battery (302) and a hydrogen fuel cell (301), and the hydrogen fuel cell (301) and the lithium battery (302) are connected in parallel; the hydrogen fuel cell (301) and the lithium battery (302) are respectively connected to a bidirectional isolated DC / DC converter (303).
2. A rail engineering vehicle using a range-extended alcohol-hydrogen power system according to claim 1, characterized in that: The motor device (4) can be switched to generator mode; the motor device (4) is connected to the lithium battery (302).
3. A rail engineering vehicle using a range-extended alcohol-hydrogen power system according to claim 1, characterized in that: The front end of the hydrogen fuel cell (301) is connected to the methanol reforming hydrogen production unit (2); the hydrogen fuel cell (301) includes an anode plate (3011), a cathode plate (3012), a proton exchange membrane (3013), a gas diffusion layer (3014), an anode catalyst (3015), and a cathode catalyst (3016), and is used to react with hydrogen and generate electricity. The bidirectional isolated DC / DC converter (303) converts the input low-voltage current into high-voltage current through the line and supplies high-voltage power to the motor device (4) through the external line.
4. A rail engineering vehicle using a range-extended alcohol-hydrogen power system according to claim 1, characterized in that: The methanol-water storage tank (201) is equipped with a liquid level alarm (2011); the exhaust port of the heating evaporator (203) is connected to the fuel compartment of the heating evaporator (203); the buffer tank (207) is equipped with a pressure fine-tuning device; and the buffer tank (207) is equipped with a pressure sensor (2071).
5. A rail engineering vehicle using a range-extended alcohol-hydrogen power system according to claim 1, characterized in that: The hydrogen fuel cell (301) is provided with a voltage output port, which is connected to a bidirectional isolated DC / DC converter (303).