Fuel tank and vehicle

Abstract

The application provides an oil tank and a vehicle, and relates to the technical field of automobile accessories. The oil tank comprises a tank body, the tank body comprises a first outer layer and a first inner layer which are arranged in layers, the first outer layer is located on the outer side of the first inner layer, the first inner layer is a first methanol-resistant anticorrosive layer, and the first outer layer is a first light metal layer. The oil tank and the vehicle can prolong the service life of the oil tank.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and more particularly to a fuel tank and a vehicle. Background Technology

[0002] Methanol vehicles are motor vehicles that use methanol as fuel. Methanol combustion mainly emits carbon dioxide and water, so compared with traditional gasoline and diesel vehicles, methanol vehicles have advantages such as environmental protection and economy.

[0003] In related technologies, methanol vehicles use aluminum alloy fuel tanks, which are lighter than steel fuel tanks, reducing the overall weight of the vehicle and thus saving fuel.

[0004] However, trace amounts of water in methanol can cause electrochemical corrosion with aluminum, leading to the dissolution of aluminum ions from the aluminum alloy. This results in an irreversible reduction in the thickness of the fuel tank wall, shortening the service life of the fuel tank. Utility Model Content

[0005] This application provides a fuel tank and vehicle to solve the technical problem in related technologies where methanol vehicles use aluminum alloy fuel tanks, and the trace amounts of water in methanol will cause electrochemical corrosion with aluminum, resulting in thinner fuel tank walls and shorter fuel tank lifespan.

[0006] In a first aspect, embodiments of this application provide an oil tank, comprising:

[0007] The housing includes a first outer layer and a first inner layer stacked together. The first outer layer is located outside the first inner layer. The first inner layer is a first methanol-resistant anti-corrosion layer, and the first outer layer is a first lightweight metal layer.

[0008] In some embodiments, the device further includes end caps, which are provided on opposite sides of the housing. Each end cap includes a second outer layer and a second inner layer stacked together. The second outer layer is located outside the second inner layer. The second inner layer is a second methanol-resistant anti-corrosion layer, and the second outer layer is a second lightweight metal layer.

[0009] In some embodiments, the thickness ratio of the first outer layer to the first inner layer, and / or the thickness ratio of the second outer layer to the second inner layer is a:b; wherein, 10≥a≥1, 5≥b≥1.

[0010] In some embodiments, 3≥a≥5, 2≥b≥1.

[0011] In some embodiments, at least one of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer is a stainless steel layer.

[0012] In some embodiments, at least one of the first lightweight metal layer and the second lightweight metal layer is an aluminum alloy layer.

[0013] In some embodiments, the housing and the end cap are welded together using aluminum alloy welding wire.

[0014] In some embodiments, at least one methanol-resistant partition is also included, which is disposed in the tank body. The methanol-resistant partition is used to divide the space inside the tank body into at least two oil storage spaces, each of which is used to store fuel.

[0015] In some embodiments, at least one methanol-resistant anti-corrosion and anti-surge plate is also included, which is disposed in the tank body. The at least one methanol-resistant anti-corrosion and anti-surge plate is used to divide the space in the tank body into at least two anti-surge spaces, each of which is used to store fuel.

[0016] Secondly, embodiments of this application provide a vehicle, including a vehicle body and a fuel tank disposed on the vehicle body.

[0017] This application provides a fuel tank and a vehicle. The fuel tank provided by this application employs a first methanol-resistant anti-corrosion layer and a first lightweight metal layer. The first methanol-resistant anti-corrosion layer is located on the inner side. The molecular structure of the first methanol-resistant anti-corrosion layer is dense and chemically inert, which can effectively block the penetration path of methanol molecules and trace amounts of moisture in methanol fuel. This isolates the electrochemical corrosion reaction between the first methanol-resistant anti-corrosion layer and the first lightweight metal layer, thereby preventing the dissolution of metal ions in the first lightweight metal layer, preventing corrosion of the first lightweight metal layer, and significantly extending the service life of the tank. Furthermore, by preventing the dissolution of metal ions, it can prevent the metal ions from reacting with acidic substances such as formic acid and formaldehyde produced during the combustion of methanol fuel. This prevents the hard particles generated by the reaction of metal ions with acidic substances from affecting the key friction surfaces of the engine, such as piston rings, cylinder walls, and fuel injectors, indirectly extending the service life of the engine. The first lightweight metal layer is located on the outer side, which provides sufficient mechanical strength while significantly reducing the overall weight of the vehicle, thereby reducing the vehicle's operating energy consumption. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] Figure 1 An exploded structural diagram of the fuel tank provided in this application;

[0020] Figure 2 for Figure 1 Schematic diagram of the middle box structure;

[0021] Figure 3 for Figure 1A schematic diagram of the middle end cap.

[0022] Explanation of reference numerals in the attached figures:

[0023] 100. Box body; 110. First outer layer; 120. First inner layer;

[0024] 200, End cap; 210, Second outer layer; 220, Second inner layer;

[0025] 300. Methanol-resistant and corrosion-resistant partition;

[0026] 400. Methanol-resistant anti-corrosion and wave-breaking plate.

[0027] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0029] In related technologies, methanol vehicles generally use aluminum alloy to replace the traditional steel structure for their fuel tanks. The density of aluminum alloy is only 1 / 3 that of steel. For the same volume of 50L fuel tank, the weight can be reduced by about 8kg, and the overall vehicle weight is reduced by 1.2%-1.5%, which directly reduces driving resistance and fuel consumption. Taking a medium and heavy truck that travels 100,000 kilometers per year as an example, the aluminum alloy fuel tank can save about 400-600 liters of fuel consumption per year.

[0030] However, trace amounts of moisture in methanol fuel can cause electrochemical corrosion of aluminum alloys: aluminum, acting as the anode, loses electrons to form Al³⁺, which reacts with methanol and water to form soluble aluminum alkoxides that detach from the metal matrix. This corrosion is doubly destructive: on the one hand, it leads to irreversible thinning of the fuel tank wall; on the other hand, the dissolved aluminum ions contaminate the fuel, accelerate the wear of the engine injectors and oxygen sensor poisoning, ultimately shortening the service life of the aluminum alloy fuel tank.

[0031] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0032] This application provides an embodiment of a fuel tank, including:

[0033] The housing 100 includes a first outer layer 110 and a first inner layer 120 stacked together. The first outer layer 110 is located outside the first inner layer 120. The first inner layer 120 is a first methanol-resistant anti-corrosion layer, and the first outer layer 110 is a first lightweight metal layer.

[0034] In this application, by employing a first methanol-resistant anti-corrosion layer and a first lightweight metal layer, the first methanol-resistant anti-corrosion layer is located on the inner side. The first methanol-resistant anti-corrosion layer has a dense molecular structure and extremely strong chemical inertness, effectively blocking the penetration pathways of methanol molecules and trace amounts of moisture in methanol fuel. This isolates the electrochemical corrosion reaction between the first methanol-resistant anti-corrosion layer and the first lightweight metal layer, thereby preventing the dissolution of metal ions from the first lightweight metal layer, preventing corrosion of the first lightweight metal layer, and significantly extending the service life of the housing 100. Furthermore, by preventing the dissolution of metal ions, it prevents the reaction between metal ions and acidic substances such as formic acid and formaldehyde produced during methanol fuel combustion. This prevents the hard particles generated by the reaction of metal ions and acidic substances from affecting the critical friction surfaces of the engine, such as piston rings, cylinder walls, and fuel injectors, indirectly extending the engine's service life. The first lightweight metal layer is located on the outer side, providing sufficient mechanical strength while significantly reducing the overall weight of the vehicle, thereby reducing vehicle operating energy consumption.

[0035] In this embodiment, the box 100 is a hollow cuboid, and both the first inner layer 120 and the first outer layer 110 are hollow cuboids, with the first inner layer 120 located inside the first outer layer 110.

[0036] In other embodiments, the shape of the housing 100 can be adapted as needed. For example, the housing 100 can be set to a spherical shape, in which case the first inner layer 120 and the first outer layer 110 are also set to a spherical shape, with the spherical first inner layer 120 located inside the first outer layer 110.

[0037] In this embodiment, when a refueling pipe communicating with the interior of the housing 100 is provided on the housing 100, the refueling pipe is also double-layered, with the inner layer being a methanol-resistant anti-corrosion layer and the outer layer being a lightweight metal layer.

[0038] In this embodiment, there is no gap between the first inner layer 120 and the first outer layer 110.

[0039] In some embodiments, the first inner layer 120 and the first outer layer 110 of the housing 100 may be spaced apart, and structural reinforcements, such as reinforcing ribs, may be filled between the first inner layer 120 and the first outer layer 110. In this case, the thickness of the first inner layer 120 and the first outer layer 110 may be set to be thinner, thereby further reducing the weight of the housing 100 and further reducing the energy consumption of vehicle operation.

[0040] The fuel tank also includes end caps 200. End caps 200 are provided on both opposite sides of the tank body 100. The end caps 200 include a second outer layer 210 and a second inner layer 220 stacked together. The second outer layer 210 is located outside the second inner layer 220. The second inner layer 220 is a second methanol-resistant anti-corrosion layer, and the second outer layer 210 is a second lightweight metal layer.

[0041] In this application, by employing a second methanol-resistant anti-corrosion layer and a second lightweight metal layer, the second methanol-resistant anti-corrosion layer is located on the inner side. The second methanol-resistant anti-corrosion layer has a dense molecular structure and extremely strong chemical inertness, effectively blocking the penetration pathways of methanol molecules and trace amounts of moisture in methanol fuel. This isolates the second methanol-resistant anti-corrosion layer from the second lightweight metal layer, preventing the dissolution of metal ions from the second lightweight metal layer and thus preventing corrosion of the second lightweight metal layer, significantly extending the service life of the end cover 200. Furthermore, by preventing the dissolution of metal ions, it prevents the metal ions from reacting with acidic substances such as formic acid and formaldehyde produced during methanol fuel combustion. This prevents the hard particles generated by the reaction of metal ions with acidic substances from affecting the critical friction surfaces of the engine, such as piston rings, cylinder walls, and fuel injectors, indirectly extending the engine's service life. The second lightweight metal layer is located on the outer side, providing sufficient mechanical strength while significantly reducing the overall weight of the vehicle, thereby reducing vehicle operating energy consumption.

[0042] In this embodiment, the end cap 200 is square, and the area of ​​the end cap 200 is the same as the cross-sectional area of ​​the box 100; the second inner layer 220 and the second outer layer 210 are both square, and the second inner layer 220 is located inside the second outer layer 210.

[0043] In other embodiments, the shape of the end cap 200 can be adapted as needed, for example, the housing 100 can be set to be circular, in which case the second inner layer 220 and the second outer layer 210 are also set to be circular.

[0044] In this embodiment, there is no gap between the second inner layer 220 and the second outer layer 210.

[0045] In some embodiments, the second inner layer 220 and the second outer layer 210 of the housing 100 may be spaced apart, and structural reinforcement members, such as reinforcing ribs, may be filled between the second inner layer 220 and the second outer layer 210. In this case, the thickness of the second inner layer 220 and the second outer layer 210 may be set to be thinner, thereby further reducing the weight of the housing 100 and further reducing the energy consumption of vehicle operation.

[0046] The thickness ratio of the first outer layer 110 to the first inner layer 120, and / or the thickness ratio of the second outer layer 210 to the second inner layer 220, is a:b; where 10≥a≥1, 5≥b≥1.

[0047] In this embodiment, the thickness ratio of the first outer layer 110 to the first inner layer 120, and the thickness ratio of the second outer layer 210 to the second inner layer 220 are both a:b; wherein, 10≥a≥1, 5≥b≥1.

[0048] In this application, when the thickness of the first outer layer 110 is greater than the thickness of the first inner layer 120, and the thickness of the second outer layer 210 is greater than the thickness of the second inner layer 220, the thickness of the first lightweight metal layer and the second lightweight metal layer can be increased, thereby maximizing the retention of the structural strength and deformation resistance of the first lightweight metal layer and the second lightweight metal layer, and improving the impact resistance of the fuel tank; by reducing the thickness of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer, the thinner first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer can reduce the amount of material used in the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer while maintaining corrosion resistance, thereby reducing material costs.

[0049] In this application, when the thickness of the first outer layer 110 is equal to the thickness of the first inner layer 120, and the thickness of the second outer layer 210 is equal to the thickness of the second inner layer 220, a balance between corrosion resistance and mechanical strength can be achieved, ensuring effective protection against methanol corrosion while retaining sufficient metal load-bearing capacity. In terms of manufacturing process, the first outer layer 110 and the first inner layer 120, as well as the second outer layer 210 and the second inner layer 220, have the same thickness, which facilitates production, simplifies the production process, and reduces manufacturing costs.

[0050] In this application, when the thickness of the first outer layer 110 is less than the thickness of the first inner layer 120, and the thickness of the second outer layer 210 is less than the thickness of the second inner layer 220, the thickness of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer can be increased, so that the ultra-thick first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer form a denser chemical barrier, significantly improving the methanol barrier capability and completely blocking the penetration of corrosive media; and the thinner first light metal layer and the second light metal layer can have better structural strength and deformation resistance, improving the protective effect on the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer.

[0051] In some embodiments, 3≥a≥5, 2≥b≥1.

[0052] In this embodiment, a is 4 and b is 1, that is, the thickness ratio of the first outer layer 110 to the first inner layer 120 and the second outer layer 210 to the second inner layer 220 is 4:1.

[0053] In this application, a two-layer composite structure is adopted, with a thickness ratio of 1:4 between the first methanol-resistant anti-corrosion layer and the first lightweight metal layer, and between the second methanol-resistant anti-corrosion layer and the second lightweight metal layer. The thinner first and second methanol-resistant anti-corrosion layers are sufficient to form a dense chemical barrier, effectively blocking methanol penetration and inhibiting electrochemical corrosion, while avoiding the brittleness risk caused by excessively increasing the thickness of the first and second methanol-resistant anti-corrosion layers. The thicker first and second lightweight metal layers provide sufficient impact resistance, deformation resistance, and fatigue resistance, ensuring the structural integrity of the fuel tank under complex operating conditions. This proportional design not only ensures the reliability of long-term methanol corrosion resistance but also maximizes the mechanical advantages of lightweight metals, achieving an optimal balance between protective performance and mechanical strength. It is especially suitable for commercial vehicle scenarios with high requirements for safety redundancy and lightweighting.

[0054] At least one of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer is a stainless steel layer.

[0055] In this application, by setting the first and second methanol-resistant anti-corrosion layers as stainless steel layers, stainless steel itself possesses both excellent methanol corrosion resistance and metallic structural strength: the dense oxide film formed by the self-passivation of the stainless steel surface can directly resist the electrochemical corrosion of the methanol-water mixture, and can control the aluminum ion leaching amount to below 1 mg / L without additional coatings, thus increasing the anti-corrosion life by more than 3 times compared to organic coatings; at the same time, the high yield strength and good ductility of stainless steel enable it to maintain excellent impact resistance and fatigue resistance even in thin-walled conditions. Together with the outer first and second lightweight metal layers, it not only solves the methanol corrosion problem, but also avoids the embrittlement and peeling risks that may result from relying solely on organic coatings. It has high strength and is particularly suitable for harsh working conditions such as high-concentration methanol fuel and extreme temperature fluctuations.

[0056] In this embodiment, both the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer are stainless steel layers. By setting both the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer as stainless steel layers, it is convenient to use the same process to manufacture the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer, which simplifies the manufacturing process of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer, and facilitates the connection and fixation between the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer with the same material.

[0057] In this embodiment, the stainless steel layer is made of one of the following: 304 stainless steel, 304L stainless steel, 441 stainless steel, and 316 stainless steel. 304 stainless steel has both excellent corrosion resistance and good formability, which can meet the long-term protection requirements under general methanol fuel environment; 304L stainless steel: the low carbon design significantly reduces the risk of intergranular corrosion in the weld heat-affected zone, making it suitable for large methanol fuel tank structures that cannot be annealed after welding; 441 stainless steel: low-cost ferritic stainless steel that still maintains oxidation resistance on the high-temperature exhaust side, making it suitable for the local lining of the exhaust recirculation preheating fuel tank of methanol engine; 316 stainless steel: the molybdenum-reinforced passivation film significantly improves the resistance to chloride ion and acid corrosion, making it the preferred inner layer material under high-concentration methanol or impurity fuel conditions.

[0058] At least one of the first and second lightweight metal layers is an aluminum alloy layer.

[0059] In this application, by setting the first and second lightweight metal layers as aluminum alloy layers, the density of the aluminum alloy layer is only 1 / 3 that of steel. Under the premise of ensuring sufficient tensile strength and yield strength, the weight of the fuel tank of the same volume can be reduced by 30%-40%, thereby directly reducing the vehicle's curb weight and fuel consumption. At the same time, the excellent thermal conductivity of aluminum alloy can quickly disperse the heat generated by methanol combustion and avoid local overheating.

[0060] In this embodiment, both the first lightweight metal layer and the second lightweight metal layer are aluminum alloy layers. By setting both the first lightweight metal layer and the second lightweight metal layer as aluminum alloy layers, it is convenient to use the same process to manufacture the first lightweight metal layer and the second lightweight metal layer, which simplifies the manufacturing process of the first lightweight metal layer and the second lightweight metal layer, and facilitates the connection and fixation between the first lightweight metal layer and the second lightweight metal layer of the same material.

[0061] In this embodiment, the aluminum alloy layer is made of one of the following: 5052 aluminum alloy, 5754 aluminum alloy, 6061 aluminum alloy, and 6063 aluminum alloy. 5052 aluminum alloy: has a high magnesium content and outstanding resistance to seawater and methanol corrosion, making it suitable for the outer layer of methanol fuel tanks in coastal or high-humidity areas; 5754 aluminum alloy: has both high strength and excellent weldability, meeting the requirements of complex welds and ensuring the structural integrity and sealing of the fuel tank; 6061 aluminum alloy: obtains high strength and good formability through heat treatment, making it suitable for heavy-duty methanol commercial vehicle fuel tanks that bear large mechanical loads; 6063 aluminum alloy: has excellent extrusion molding performance, high surface finish, and is easy to anodize and other subsequent treatments, making it suitable for the outer layer of passenger car methanol fuel tanks that require both appearance and corrosion resistance.

[0062] The preparation process of the composite plate of stainless steel and aluminum alloy layers is as follows: First, the aluminum alloy coil and the stainless steel coil are uncoiled and polished to remove surface impurities and oxide scale, exposing fresh metal. The aluminum alloy and stainless steel are heated and held at the same temperature and time using induction heating. The heating temperature is 300℃~500℃ and the heating time is 30~60min. After heating and holding, the aluminum alloy and stainless steel are hot-rolled and cold-rolled to form a composite. The composite rolling deformation is 40~60%, and the thickness of the finished composite plate is 1.5mm~4mm, preferably 2.5mm. After the composite plate is rolled, it is annealed. The stabilization annealing temperature is 160~400℃ and the holding time is 2~5h. Finally, the box body 100 and the box cover made of stainless steel and aluminum alloy layers are obtained by forming.

[0063] The housing 100 and the end cap 200 are welded together using aluminum alloy welding wire.

[0064] In this embodiment, aluminum alloy welding wire is disposed between the first outer layer 110 of the housing 100 and the first outer layer 110 of the end cap 200; the housing 100 and the end cap 200 are connected by MIG, TIG and friction stir welding. The aluminum alloy welding wire is ER5356 aluminum alloy welding wire or ER5183 aluminum alloy welding wire. ER5356 aluminum alloy welding wire and ER5183 aluminum alloy welding wire have excellent corrosion resistance, high strength and good welding processability, and are particularly suitable for the high reliability welding requirements of aluminum alloy fuel tanks.

[0065] In this application, aluminum alloy welding wire is used to weld the housing 100 and the end cap 200. Since the first outer layer 110 of the housing 100 and the first outer layer 110 of the end cap 200 are aluminum alloy layers, and the aluminum alloy welding wire is also made of aluminum alloy, the coefficients of thermal expansion are matched, resulting in low residual stress after welding. This improves the fatigue resistance of the weld between the housing 100 and the end cap 200 and significantly reduces the risk of methanol penetration and leakage. The aluminum alloy welding wire has a low melting point and good fluidity. When combined with automated argon arc welding, it can achieve narrow welds and high penetration depth in one step, improving welding efficiency. At the same time, it reduces the width of the heat-affected zone and protects the inner first and second methanol-resistant anti-corrosion layers from high-temperature damage.

[0066] The fuel tank also includes at least one methanol-resistant partition 300, which is disposed inside the tank body 100. The methanol-resistant partition 300 is used to divide the space inside the tank body 100 into at least two fuel storage spaces, each of which is used to store fuel.

[0067] In this embodiment, the methanol-resistant partition 300 is square, and the square methanol-resistant partition 300 has the same area as the end cap 200. There is one methanol-resistant partition 300, which is used to divide the space inside the tank 100 into two oil storage spaces. The first methanol-resistant partition is made of stainless steel. In other embodiments, the shape of the methanol-resistant partition 300 can be adapted to the shape of the tank 100.

[0068] In this application, by setting the methanol-resistant anti-corrosion baffle 300 as a stainless steel plate, the dense oxide film formed by the self-passivation of the stainless steel plate surface can directly resist the electrochemical corrosion of the methanol and water mixture, avoiding the pitting and perforation problems common in aluminum baffles, and significantly improving the service life of the methanol-resistant anti-corrosion baffle 300. At the same time, the high yield strength of stainless steel allows the thickness of the methanol-resistant anti-corrosion baffle 300 to be reduced without sacrificing structural rigidity, which reduces the weight of the methanol-resistant anti-corrosion baffle 300 itself and enhances its impact resistance, preventing deformation or weld cracking of the methanol-resistant anti-corrosion baffle 300 caused by fuel sloshing. In addition, the methanol-resistant anti-corrosion baffle 300 is made of stainless steel plate, and the first inner layer 120 of the tank body 100 and the second inner layer 220 of the end cap 200 are also stainless steel layers. The same material eliminates the potential corrosion risk of dissimilar metal welding, ensuring that the tank body 100, the methanol-resistant anti-corrosion baffle 300 and the end cap 200 maintain a complete seal for a long time under high temperature, high humidity and methanol containing impurities, significantly improving the overall safety and reliability of the fuel tank.

[0069] The fuel tank also includes at least one methanol-resistant anti-corrosion baffle 400, which is disposed inside the tank body 100. The at least one methanol-resistant anti-corrosion baffle 400 is used to divide the space inside the tank body 100 into at least two anti-wave spaces, each of which is used to store fuel.

[0070] In this embodiment, the methanol-resistant anti-corrosion baffle 400 is square, with the same area as the end cap 200. One methanol-resistant anti-corrosion baffle 400 is provided, positioned within one of the oil storage spaces of the tank 100. The methanol-resistant anti-corrosion baffle 400 divides one oil storage space into two baffle spaces. Multiple baffle holes are provided in the middle of the methanol-resistant anti-corrosion baffle 400 to allow fuel to pass through, connecting the two baffle spaces. The methanol-resistant anti-corrosion baffle 400 can block fuel, thus preventing violent fuel sloshing. The second methanol-resistant anti-corrosion plate is made of stainless steel. In other embodiments, the shape of the methanol-resistant anti-corrosion baffle 400 can be adaptively adjusted to follow the shape of the tank 100. Alternatively, baffle holes may not be provided in the middle of the methanol-resistant anti-corrosion baffle 400, preventing the two baffle spaces from connecting, which also prevents violent fuel sloshing.

[0071] In this application, by using a stainless steel plate as the methanol-resistant anti-corrosion baffle 400, the dense oxide film formed by the self-passivation of the stainless steel plate surface can directly resist the electrochemical corrosion of the methanol-water mixture, avoiding the pitting and perforation problems common in aluminum baffles, and significantly improving the service life of the methanol-resistant anti-corrosion baffle 400. At the same time, the high yield strength of stainless steel allows for a reduction in the thickness of the methanol-resistant anti-corrosion baffle 400 without sacrificing structural rigidity, thus reducing the weight of the methanol-resistant anti-corrosion baffle 400 itself while enhancing its impact resistance and preventing combustion. The material shaking can cause deformation or weld cracking of the methanol-resistant anti-corrosion baffle 400. At the same time, the methanol-resistant anti-corrosion baffle 400 is made of stainless steel, and the first inner layer 120 of the tank body 100 and the second inner layer 220 of the end cover 200 are also stainless steel layers. The same material eliminates the potential corrosion risk of dissimilar metal welding, ensuring that the tank body 100, the methanol-resistant anti-corrosion baffle 400 and the end cover 200 maintain a complete seal for a long time under high temperature, high humidity and methanol containing impurities, which significantly improves the overall safety and reliability of the fuel tank.

[0072] In this embodiment, the methanol-resistant anti-corrosion partition 300 and the methanol-resistant anti-corrosion wave-damping plate 400 are also fixed inside the box 100 by welding. The methanol-resistant anti-corrosion partition 300 and the methanol-resistant anti-corrosion wave-damping plate 400 are welded to the box 100 by stainless steel welding wire.

[0073] In this application, stainless steel welding wire is used because the first inner layer 120 of the housing 100 is a stainless steel layer, as are the methanol-resistant anti-corrosion partition 300 and the methanol-resistant anti-corrosion baffle 400. Furthermore, stainless steel welding wire is used between the methanol-resistant anti-corrosion partition 300 and the methanol-resistant anti-corrosion baffle 400 and the housing 100. The stainless steel self-passivating film provides a long-lasting corrosion barrier in the methanol-water environment, completely eliminating electrochemical corrosion and ion dissolution, and preventing the methanol-resistant anti-corrosion partition 300 and the methanol-resistant anti-corrosion baffle 400 from detaching from the housing 100. Welding with the same metal eliminates the potential difference between dissimilar metals, avoiding crevice corrosion and galvanic corrosion. The molten metal deposited by the stainless steel welding wire has the same composition as the base material, significantly improving impact resistance and fatigue resistance.

[0074] This application also provides a vehicle, including a vehicle body and a fuel tank of any of the above embodiments disposed on the vehicle body.

[0075] The specific structure of the fuel tank has been described in detail in the above embodiments and will not be repeated here.

[0076] The vehicle provided in this application, by setting up a fuel tank, employs a first methanol-resistant anti-corrosion layer, a first light metal layer, a second methanol-resistant anti-corrosion layer, and a second light metal layer. The first and second methanol-resistant anti-corrosion layers are located on the inner side. The molecular structure of the first and second methanol-resistant anti-corrosion layers is dense and chemically inert, which can effectively block the penetration pathway of methanol molecules and trace amounts of moisture in methanol fuel. This isolates the first and second methanol-resistant anti-corrosion layers from the electrochemical corrosion reaction between them and the first and second light metal layers, thereby preventing the metal in the first and second light metal layers from being affected. The metal ion leaching prevents corrosion of the first and second light metal layers, significantly extending the service life of the housing 100 and end cover 200. Furthermore, by preventing metal ion leaching, it prevents the metal ions from reacting with acidic substances such as formic acid and formaldehyde produced during methanol fuel combustion. This prevents the hard particles generated by the reaction of metal ions with acidic substances from affecting the critical friction surfaces of the engine, such as piston rings, cylinder walls, and fuel injectors, indirectly extending the engine's service life. The first and second light metal layers are located on the outer side, providing sufficient mechanical strength while significantly reducing the overall weight of the vehicle, thereby reducing vehicle operating energy consumption.

[0077] Finally, it should be noted that other embodiments of this utility model will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This utility model is intended to cover any variations, uses, or adaptations of this utility model that follow the general principles of this utility model and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this utility model is limited only by the appended claims.

Claims

1. A fuel tank, characterized in that, include: The housing (100) includes a first outer layer (110) and a first inner layer (120) stacked together. The first outer layer (110) is located outside the first inner layer (120). The first inner layer (120) is a first methanol-resistant anti-corrosion layer, and the first outer layer (110) is a first lightweight metal layer.

2. The fuel tank according to claim 1, characterized in that, It also includes end caps (200), which are provided on both sides of the housing (100). The end caps (200) include a second outer layer (210) and a second inner layer (220) stacked together. The second outer layer (210) is located outside the second inner layer (220). The second inner layer (220) is a second methanol-resistant anti-corrosion layer, and the second outer layer (210) is a second lightweight metal layer.

3. The fuel tank according to claim 2, characterized in that, The thickness ratio of the first outer layer (110) to the first inner layer (120), and / or the thickness ratio of the second outer layer (210) to the second inner layer (220) is a:b; where 10≥a≥1, 5≥b≥1.

4. The fuel tank according to claim 3, characterized in that, 3≥a≥5, 2≥b≥1.

5. The fuel tank according to claim 2, characterized in that, At least one of the first methanol-resistant anti-corrosion layer and the second methanol-resistant anti-corrosion layer is a stainless steel layer.

6. The fuel tank according to claim 2, characterized in that, At least one of the first lightweight metal layer and the second lightweight metal layer is an aluminum alloy layer.

7. The fuel tank according to any one of claims 2-6, characterized in that, The housing (100) and the end cap (200) are welded together by aluminum alloy welding wire.

8. The fuel tank according to any one of claims 1-6, characterized in that, It also includes at least one methanol-resistant partition (300), which is disposed inside the housing (100). At least one of the methanol-resistant partitions (300) is used to divide the space inside the housing (100) into at least two oil storage spaces, each of which is used to store fuel.

9. The fuel tank according to any one of claims 1-6, characterized in that, It also includes at least one methanol-resistant anti-corrosion and anti-wave plate (400), which is disposed inside the box (100). At least one of the methanol-resistant anti-corrosion and anti-wave plates (400) is used to divide the space inside the box (100) into at least two anti-wave spaces, each of which is used to store fuel.

10. A vehicle, characterized in that, It includes a vehicle body and a fuel tank disposed on the vehicle body as described in any one of claims 1-9.

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