CA2280641A1 - Cylinder management system - Google Patents
Cylinder management system Download PDFInfo
- Publication number
- CA2280641A1 CA2280641A1 CA 2280641 CA2280641A CA2280641A1 CA 2280641 A1 CA2280641 A1 CA 2280641A1 CA 2280641 CA2280641 CA 2280641 CA 2280641 A CA2280641 A CA 2280641A CA 2280641 A1 CA2280641 A1 CA 2280641A1
- Authority
- CA
- Canada
- Prior art keywords
- cylinder
- valve
- pressure
- gas
- solenoid
- 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.)
- Abandoned
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
- F16K1/30—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers
- F16K1/301—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers only shut-off valves, i.e. valves without additional means
- F16K1/302—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers only shut-off valves, i.e. valves without additional means with valve member and actuator on the same side of the seat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
- F16K1/30—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers
- F16K1/301—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers only shut-off valves, i.e. valves without additional means
- F16K1/303—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces specially adapted for pressure containers only shut-off valves, i.e. valves without additional means with a valve member, e.g. stem or shaft, passing through the seat
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Description
2
3 a Background:
s 6 Life: Natural gas powered vehicles store the fuel in high-pressure cylinders at nominal 7 pressures ranging from 3000-3600 psig. As the cylinders store an enormous amount of energy, s they are potentially explosive. To minimize the chance of explosions, regulations required that 9 cylinders be taken out of service long before they should pose any burst risk. For example, to regulations might require a cylinder to be designed for 20,000 fill-empty cycles (e.g. fatigue 11 cycles), and that it be taken out of service at 14,000 cycles, when it might really only see 7,300 12 fill-empty cycles (e.g. once per day for 20 years=7,300). Thus, cylinders are over designed.
14 Filling: Most cylinder valves are restrictive to flow during filling, which can extend filling 15 times. Further, most valves direct the filling flow along the centerline of the cylinder, which is 16 a non-ideal approach to filling. Maximum filling has been found to occur with radial gas inlets, 17 with the "jets" directed against the cylinder wall. As the cylinder is filled the gas gets hot;
18 "artificially" raising the pressure and preventing a complete fill. That is, once the gas cools 19 back down to the ambient temperature, the pressure drops accordingly. Thus, a typical fill only 2o uses 85-90% of the cylinder's capacity.
22 Pressure Regulation: Since the pressure in the cylinder decreases as the fuel is consumed, a 23 regulator is needed to provide a nearly constant pressure to the fuel injection system.
24 Depending on the fuel injection system used, such pressures may vary from 30-150 prig. Such 25 regulators tend to be large and tend to provide relatively poor pressure control.
27 Regulator Heating: As commercial natural gas contains water, the pressure regulators must be 28 heated to control the potential formation of hydrates (which can block the flow of fuel). This 29 heating requirement detracts from the vehicle's heater and defroster performance, and thus 3o would ideally be minimized. Most natural gas regulators have no thermal regulation system 31 and are poor at exchanging heat between the engine's coolant and the fuel.
2 System Complexity: Most systems place the regulator in or near the engine compartment. This 3 increases the length of expensive high-pressure stainless steel line and fittings that must be used. This standard system is more prone to leak and has more opportunity for dangerous situations to arise during accidents or as the result of mechanical damage.
a Detailed Description of the Invention:
to This invention provides a system to manage the high-pressure cylinders. A
typical vehicle has 11 one master and any number of slave cylinders, each equipped with a valve.
The master valve 12 (mounted on the master cylinder) include pressure and temperature sensors, a high-pressure 13 solenoid and a pressure regulator. The sensors communicate the cylinder conditions to the 14 filling station during refueling, so that a maximum fill could be achieved.
The sensors also allow integral electronics to accumulate fatigue information and to permanently take the 16 cylinder out of service once the safety limit point was reached. The "out of service" state 17 would be achieved by permanently disabling the internal high-pressure solenoid (e.g. solenoid 18 not externally accessible). The regulator preferably receives gas from all the cylinders and 19 reduces the output to the desired low pressure (e.g. in the 30-150 psig range). Thus, only a low-pressure line is required to be routed from the master cylinder to the engine compartment.
21 The regulator is preferably contained within the neck of the cylinder and acquires some amount 22 of heat from the massive cylinder (typically 150" lbs.). Thus, the amount of heat required from 23 engine coolant is reduced. The regulator preferably includes a means to control fuel 24 temperature, further reducing the heat extracted from the engine's coolant.
26 Preferably, each slave cylinder has a slave valve. Both the slave valves and the master valve 27 have high-pressure solenoids, PRD's (pressure relief devices), and bleed valves. In both cases, 28 fill gas passes through the solenoid, which acts as a back check valve. The solenoids direct the 29 fill gas radially against the walls for maximum filling. If electrically energized, the solenoid 3o allows the gas in the cylinder to flow to the common inletloutlet line.
1 Optionally, the master valve could be equipped with a'/4 turn master shut-off valve (required 2 by some jurisdictions and some vehicle manufacturers). Also, optionally, each slave valve 3 could have its own pressure sensor and fatigue cycle counter system.
Further, if desired each valve could have a multi-turn manual valve for isolating each cylinder from the common inlet/outlet line.
7 This system provides the following benefits.
s o Faster filling due to benefits of radial inlet geometry 9 o Faster filling by communicating pressure and temperature to filling station o Reduced heat extraction from engine coolant due to:
11 - heat taken from cylinder neck 12 - more efficient heat exchanger design 13 - use of a thermostat 14 o Potential to reduce cylinder design weight (since cylinder come out of service at o A known safety limit point).
16 o Potential to reduce frequency of cylinder inspections or extend inspection interval 17 a Reduced cost by fewer high pressure joints, and less high pressure tubing 1s o Enhanced crashworthiness due to regulator, solenoid, and pressure sensors being 19 inside the cylinder neck.
21 Figure 1 depicts a preferred embodiment of the system. The system shown has 1 master 22 cylinder 20 and 2 slave cylinders 21. The cylinders are equipped with a master valve 40, and 23 slave valves 30 and 31 (which are identical). The high pressure filling receptacle 10 is 24 connected by high pressure tubing 11 to slave valve 30. During filling, some of the gas would 2s pass into the first cylinder through valve 30. The remainder would pass on to valve 31 by high 26 pressure tube 12. During filling, some of the gas would pas on to valve 40 through high 27 pressure tube 13. Valves 30, 31, and 40 all have internal high pressure solenoids. During 28 filling the solenoids act as check valves, blowing open to allow filling to occur. All solenoids 29 preferably have radial holes, directing the filling "jets" against the cylinder wall. After filling, the solenoids close, keeping the gas inside the individual cylinders. If the solenoids were 31 energized, the gas from each cylinder would be allowed to escape and would enter the high 1 pressure common rail formed by lines 12 and 13. The high pressure rail is connected inside 2 valve 40 to the systems pressure regulator. If included, an optional '/4 turn valve 41 could block 3 the flow of fuel from the common rail to the pressure regulator. The output of the pressure
s 6 Life: Natural gas powered vehicles store the fuel in high-pressure cylinders at nominal 7 pressures ranging from 3000-3600 psig. As the cylinders store an enormous amount of energy, s they are potentially explosive. To minimize the chance of explosions, regulations required that 9 cylinders be taken out of service long before they should pose any burst risk. For example, to regulations might require a cylinder to be designed for 20,000 fill-empty cycles (e.g. fatigue 11 cycles), and that it be taken out of service at 14,000 cycles, when it might really only see 7,300 12 fill-empty cycles (e.g. once per day for 20 years=7,300). Thus, cylinders are over designed.
14 Filling: Most cylinder valves are restrictive to flow during filling, which can extend filling 15 times. Further, most valves direct the filling flow along the centerline of the cylinder, which is 16 a non-ideal approach to filling. Maximum filling has been found to occur with radial gas inlets, 17 with the "jets" directed against the cylinder wall. As the cylinder is filled the gas gets hot;
18 "artificially" raising the pressure and preventing a complete fill. That is, once the gas cools 19 back down to the ambient temperature, the pressure drops accordingly. Thus, a typical fill only 2o uses 85-90% of the cylinder's capacity.
22 Pressure Regulation: Since the pressure in the cylinder decreases as the fuel is consumed, a 23 regulator is needed to provide a nearly constant pressure to the fuel injection system.
24 Depending on the fuel injection system used, such pressures may vary from 30-150 prig. Such 25 regulators tend to be large and tend to provide relatively poor pressure control.
27 Regulator Heating: As commercial natural gas contains water, the pressure regulators must be 28 heated to control the potential formation of hydrates (which can block the flow of fuel). This 29 heating requirement detracts from the vehicle's heater and defroster performance, and thus 3o would ideally be minimized. Most natural gas regulators have no thermal regulation system 31 and are poor at exchanging heat between the engine's coolant and the fuel.
2 System Complexity: Most systems place the regulator in or near the engine compartment. This 3 increases the length of expensive high-pressure stainless steel line and fittings that must be used. This standard system is more prone to leak and has more opportunity for dangerous situations to arise during accidents or as the result of mechanical damage.
a Detailed Description of the Invention:
to This invention provides a system to manage the high-pressure cylinders. A
typical vehicle has 11 one master and any number of slave cylinders, each equipped with a valve.
The master valve 12 (mounted on the master cylinder) include pressure and temperature sensors, a high-pressure 13 solenoid and a pressure regulator. The sensors communicate the cylinder conditions to the 14 filling station during refueling, so that a maximum fill could be achieved.
The sensors also allow integral electronics to accumulate fatigue information and to permanently take the 16 cylinder out of service once the safety limit point was reached. The "out of service" state 17 would be achieved by permanently disabling the internal high-pressure solenoid (e.g. solenoid 18 not externally accessible). The regulator preferably receives gas from all the cylinders and 19 reduces the output to the desired low pressure (e.g. in the 30-150 psig range). Thus, only a low-pressure line is required to be routed from the master cylinder to the engine compartment.
21 The regulator is preferably contained within the neck of the cylinder and acquires some amount 22 of heat from the massive cylinder (typically 150" lbs.). Thus, the amount of heat required from 23 engine coolant is reduced. The regulator preferably includes a means to control fuel 24 temperature, further reducing the heat extracted from the engine's coolant.
26 Preferably, each slave cylinder has a slave valve. Both the slave valves and the master valve 27 have high-pressure solenoids, PRD's (pressure relief devices), and bleed valves. In both cases, 28 fill gas passes through the solenoid, which acts as a back check valve. The solenoids direct the 29 fill gas radially against the walls for maximum filling. If electrically energized, the solenoid 3o allows the gas in the cylinder to flow to the common inletloutlet line.
1 Optionally, the master valve could be equipped with a'/4 turn master shut-off valve (required 2 by some jurisdictions and some vehicle manufacturers). Also, optionally, each slave valve 3 could have its own pressure sensor and fatigue cycle counter system.
Further, if desired each valve could have a multi-turn manual valve for isolating each cylinder from the common inlet/outlet line.
7 This system provides the following benefits.
s o Faster filling due to benefits of radial inlet geometry 9 o Faster filling by communicating pressure and temperature to filling station o Reduced heat extraction from engine coolant due to:
11 - heat taken from cylinder neck 12 - more efficient heat exchanger design 13 - use of a thermostat 14 o Potential to reduce cylinder design weight (since cylinder come out of service at o A known safety limit point).
16 o Potential to reduce frequency of cylinder inspections or extend inspection interval 17 a Reduced cost by fewer high pressure joints, and less high pressure tubing 1s o Enhanced crashworthiness due to regulator, solenoid, and pressure sensors being 19 inside the cylinder neck.
21 Figure 1 depicts a preferred embodiment of the system. The system shown has 1 master 22 cylinder 20 and 2 slave cylinders 21. The cylinders are equipped with a master valve 40, and 23 slave valves 30 and 31 (which are identical). The high pressure filling receptacle 10 is 24 connected by high pressure tubing 11 to slave valve 30. During filling, some of the gas would 2s pass into the first cylinder through valve 30. The remainder would pass on to valve 31 by high 26 pressure tube 12. During filling, some of the gas would pas on to valve 40 through high 27 pressure tube 13. Valves 30, 31, and 40 all have internal high pressure solenoids. During 28 filling the solenoids act as check valves, blowing open to allow filling to occur. All solenoids 29 preferably have radial holes, directing the filling "jets" against the cylinder wall. After filling, the solenoids close, keeping the gas inside the individual cylinders. If the solenoids were 31 energized, the gas from each cylinder would be allowed to escape and would enter the high 1 pressure common rail formed by lines 12 and 13. The high pressure rail is connected inside 2 valve 40 to the systems pressure regulator. If included, an optional '/4 turn valve 41 could block 3 the flow of fuel from the common rail to the pressure regulator. The output of the pressure
4 regulator would pass via low pressure line 60 the engine's fueling system.
The electrical connections from each of the 3 valves would be brought to a common connection point 70.
6 Preferably, each of the valves has a PRD. The PRD's outputs are connected to a common rail '7 via lines 51 and 52, such that and gas vented entered the rail. The output of the rail could be s plumbed away to a preferred discharge point via line 50.
l0 Figure 2 depicts and alternative embodiment of the system. In this case, the addition of multi-11 turn manual valves35, 36, and 37 on the outlet of each cylinder has augmented the system of 12 Figure 1. If the valve is closed, the cylinder is isolated from the common rail. Thus, for 13 example, valve 37 could be closed, preventing any gas form being withdrawn from the master 14 cylinder, even if its solenoid were energized. Note that in that case, the 2 slave cylinders could still pressurize the regulator, allowing vehicle to operate. Some jurisdictions and some vehicle 16 manufacturers require the use of a manual valve on each cylinder. (NOTE: If the fatigue cycle 1 ~ counting feature were not being used, solenoids would not be required in the slave cylinders).
1s 19 Figure 3 is a block diagram of a preferred embodiment of valve 40. The body 140 of valve 40 2o contains all of the salient parts. Body 140 is threaded into the neck of master cylinder 20. A
21 high pressure inlet port 141 receives gas form the high pressure common rail. Port 141 22 connects to passage 142, which delivers the common rail gas both the regulator 143 and the 23 outlet of solenoid 144. If the optional '/4 turn valve 146 is used, it is in series between the 24 common rail point and the regulator (as shown). During filling, the solenoid "blows open"
allowing the fill gas to pass from 142 into the radial lines 145 and on into the cylinder. During 26 withdrawal, when the solenoid is energized, gas in the cylinder passes through holes 145, 2'7 though solenoid 144, into line 142 and on to the regulator 143. Another passage 147 connects 2s the gas in the cylinder to, through lines 148 and 149, to the bled valve 150 and the PRD (151).
29 Note, if the solenoid fails, or if the fatigue limit is reached and the solenoid is disabled, the 3o bleed valve allows the gas in the cylinder to be slowly removed. The PRD is a one time device 31 that operates in the case of a fire, relieving the gas in the cylinder before it can burst. The 1 outlet of the PRD is connected via line 153 to the vent gas common rail..
The Output of 2 regulator 143 is protected by PRV 152 (pressure relief device). The outlet of PRV 152 is also 3 connected via line 153 to the vent gas common rail port. A temperature sensor 155 is extended 4 into the cylinder a prescribed distance, so as to provide temperature data during filling. That sensor can also be used to calculate fuel gauge information. A pressure sensor 154 is 6 connected to the cylinder pressure by 147. The pressure sensor 154 is used to communicate cylinder pressure during refueling, and to provide peak cylinder information for the fatigue life 8 calculations.
1o Figure 4 depicts an alternative embodiment of the master valve shown in Figure 3. The Figure 11 4 version differs only by the relocation of the inlet port 141 a such that the '/< turn valve only 12 operates on the gas from the master cylinder. This version has been requested by one vehicle 13 manufacturer, but is not generally preferred.
Figure 5 depicts the master valve with the addition of a multi-turn manual valve 160. If manual 16 valve 160 is closed, the master cylinder is isolated from the high pressure common rail and the 17 regulator. However, in this version, the inlet port routing 141 b brings the common rail to the 18 inlet of the solenoid. In this version, the solenoid is a master solenoid for the entire system.
19 Note also that the master cylinder does not fill through the solenoid, and thus it has no back 2o check valve feature with this version. This arrangement would typically be used in systems 21 where the slave cylinders do not have solenoids.
23 Figure 6 depicts an enhanced version of the master valve shown in Figure 3, where a manual 24 valve 160 has been added. This version is more typical, with solenoid acting only on the gas from the master cylinder, and thus also serving as a back check valve.
2'7 Figure 7 depicts the simplest embodiment of the slave valve 30 (and 31 ).
The internals of 28 valve 30 are contained in body 130, which is installed in the neck of slave cylinder 21. Two 29 inlet/outlet ports 131 a, 131 c, are connected by a through drilling 131 b.
AN intersecting drilling 132 connects the high pressure common rail drilling 131b to the outlet of solenoid 144 31 (identical to the solenoid in master valve 40). The inlet of the solenoid is connected to radial
The electrical connections from each of the 3 valves would be brought to a common connection point 70.
6 Preferably, each of the valves has a PRD. The PRD's outputs are connected to a common rail '7 via lines 51 and 52, such that and gas vented entered the rail. The output of the rail could be s plumbed away to a preferred discharge point via line 50.
l0 Figure 2 depicts and alternative embodiment of the system. In this case, the addition of multi-11 turn manual valves35, 36, and 37 on the outlet of each cylinder has augmented the system of 12 Figure 1. If the valve is closed, the cylinder is isolated from the common rail. Thus, for 13 example, valve 37 could be closed, preventing any gas form being withdrawn from the master 14 cylinder, even if its solenoid were energized. Note that in that case, the 2 slave cylinders could still pressurize the regulator, allowing vehicle to operate. Some jurisdictions and some vehicle 16 manufacturers require the use of a manual valve on each cylinder. (NOTE: If the fatigue cycle 1 ~ counting feature were not being used, solenoids would not be required in the slave cylinders).
1s 19 Figure 3 is a block diagram of a preferred embodiment of valve 40. The body 140 of valve 40 2o contains all of the salient parts. Body 140 is threaded into the neck of master cylinder 20. A
21 high pressure inlet port 141 receives gas form the high pressure common rail. Port 141 22 connects to passage 142, which delivers the common rail gas both the regulator 143 and the 23 outlet of solenoid 144. If the optional '/4 turn valve 146 is used, it is in series between the 24 common rail point and the regulator (as shown). During filling, the solenoid "blows open"
allowing the fill gas to pass from 142 into the radial lines 145 and on into the cylinder. During 26 withdrawal, when the solenoid is energized, gas in the cylinder passes through holes 145, 2'7 though solenoid 144, into line 142 and on to the regulator 143. Another passage 147 connects 2s the gas in the cylinder to, through lines 148 and 149, to the bled valve 150 and the PRD (151).
29 Note, if the solenoid fails, or if the fatigue limit is reached and the solenoid is disabled, the 3o bleed valve allows the gas in the cylinder to be slowly removed. The PRD is a one time device 31 that operates in the case of a fire, relieving the gas in the cylinder before it can burst. The 1 outlet of the PRD is connected via line 153 to the vent gas common rail..
The Output of 2 regulator 143 is protected by PRV 152 (pressure relief device). The outlet of PRV 152 is also 3 connected via line 153 to the vent gas common rail port. A temperature sensor 155 is extended 4 into the cylinder a prescribed distance, so as to provide temperature data during filling. That sensor can also be used to calculate fuel gauge information. A pressure sensor 154 is 6 connected to the cylinder pressure by 147. The pressure sensor 154 is used to communicate cylinder pressure during refueling, and to provide peak cylinder information for the fatigue life 8 calculations.
1o Figure 4 depicts an alternative embodiment of the master valve shown in Figure 3. The Figure 11 4 version differs only by the relocation of the inlet port 141 a such that the '/< turn valve only 12 operates on the gas from the master cylinder. This version has been requested by one vehicle 13 manufacturer, but is not generally preferred.
Figure 5 depicts the master valve with the addition of a multi-turn manual valve 160. If manual 16 valve 160 is closed, the master cylinder is isolated from the high pressure common rail and the 17 regulator. However, in this version, the inlet port routing 141 b brings the common rail to the 18 inlet of the solenoid. In this version, the solenoid is a master solenoid for the entire system.
19 Note also that the master cylinder does not fill through the solenoid, and thus it has no back 2o check valve feature with this version. This arrangement would typically be used in systems 21 where the slave cylinders do not have solenoids.
23 Figure 6 depicts an enhanced version of the master valve shown in Figure 3, where a manual 24 valve 160 has been added. This version is more typical, with solenoid acting only on the gas from the master cylinder, and thus also serving as a back check valve.
2'7 Figure 7 depicts the simplest embodiment of the slave valve 30 (and 31 ).
The internals of 28 valve 30 are contained in body 130, which is installed in the neck of slave cylinder 21. Two 29 inlet/outlet ports 131 a, 131 c, are connected by a through drilling 131 b.
AN intersecting drilling 132 connects the high pressure common rail drilling 131b to the outlet of solenoid 144 31 (identical to the solenoid in master valve 40). The inlet of the solenoid is connected to radial
5 1 drillings 133, which communicate with the gas in the cylinder. Another drilling 134 connects 2 the gas in the cylinder to the optional pressure sensor 154 (if used), and to the bleed valve 150 3 and the PRD 151 via passages 135 and 136. The outlet of the PRD is connected by passage 137 to a cross drilling 138, which connects to the two vent ports 139a, 139b.
6 Figure 8 depicts the slave valve from Figure 7, with added enhancement of a manual valve 160 '7 inserted between the high pressure common rail and the solenoid.
9 It will be appreciated that the above description relates to the preferred embodiment by way of 1o example only. Many variations on the invention will be obvious to those knowledgeable in the 11 field, and such obvious variations are within the scope of the invention as described and 12 claimed, whether or not expressly described.
9 It will be appreciated that the above description relates to the preferred embodiment by way of 1o example only. Many variations on the invention will be obvious to those knowledgeable in the 11 field, and such obvious variations are within the scope of the invention as described and 12 claimed, whether or not expressly described.
Claims
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2280641 CA2280641A1 (en) | 1999-08-24 | 1999-08-24 | Cylinder management system |
| AU66784/00A AU6678400A (en) | 1999-08-24 | 2000-08-24 | Cylinder management system |
| CA002389207A CA2389207A1 (en) | 1999-08-24 | 2000-08-24 | Cylinder management system |
| PCT/CA2000/000979 WO2001014771A1 (en) | 1999-08-24 | 2000-08-24 | Cylinder management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2280641 CA2280641A1 (en) | 1999-08-24 | 1999-08-24 | Cylinder management system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2280641A1 true CA2280641A1 (en) | 2001-02-24 |
Family
ID=4164016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2280641 Abandoned CA2280641A1 (en) | 1999-08-24 | 1999-08-24 | Cylinder management system |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU6678400A (en) |
| CA (1) | CA2280641A1 (en) |
| WO (1) | WO2001014771A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1600674A1 (en) * | 2004-05-26 | 2005-11-30 | Luxembourg Patent Company S.A. | Valve for gas cylinder |
| US7868775B2 (en) * | 2005-12-23 | 2011-01-11 | Neel Sirosh | Safety warning and shutdown device and method for hydrogen storage containers |
| DE102006016554A1 (en) * | 2006-04-07 | 2007-10-11 | L'Air Liquide, S.A. a Directoire et Conseil de Surveillance pour l'Etude et l'Exploitation des Procédés Georges Claude | Method for filling at least one compressed gas container with at least one gas, intermediate piece for connecting to an opening of a compressed gas container and compressed gas cylinder fitting |
| DE102017208537A1 (en) * | 2017-05-19 | 2018-11-22 | Bayerische Motoren Werke Aktiengesellschaft | Pressure vessel with datalogger |
| DE202018101670U1 (en) * | 2018-03-26 | 2019-07-02 | Frauenthal Automotive Service Gmbh | Monitoring system for a gas pressure vessel |
| CN109282983B (en) * | 2018-12-06 | 2023-10-10 | 福建省锅炉压力容器检验研究院 | System for testing heat insulation performance of low-temperature heat insulation gas cylinder |
| EP3677770B1 (en) | 2019-01-02 | 2022-05-25 | Carrier Corporation | A trucking vehicle having a transport refrigeration unit |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4527600A (en) * | 1982-05-05 | 1985-07-09 | Rockwell International Corporation | Compressed natural gas dispensing system |
| US5522428A (en) * | 1994-08-29 | 1996-06-04 | Duvall; Paul F. | Natural gas vehicle tank life sensor and control |
-
1999
- 1999-08-24 CA CA 2280641 patent/CA2280641A1/en not_active Abandoned
-
2000
- 2000-08-24 WO PCT/CA2000/000979 patent/WO2001014771A1/en active Application Filing
- 2000-08-24 AU AU66784/00A patent/AU6678400A/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| AU6678400A (en) | 2001-03-19 |
| WO2001014771A1 (en) | 2001-03-01 |
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Legal Events
| Date | Code | Title | Description |
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| FZDE | Dead |