CA2639298A1 - Oxygen liquid hydrogen under pressure - Google Patents
Oxygen liquid hydrogen under pressure Download PDFInfo
- Publication number
- CA2639298A1 CA2639298A1 CA002639298A CA2639298A CA2639298A1 CA 2639298 A1 CA2639298 A1 CA 2639298A1 CA 002639298 A CA002639298 A CA 002639298A CA 2639298 A CA2639298 A CA 2639298A CA 2639298 A1 CA2639298 A1 CA 2639298A1
- Authority
- CA
- Canada
- Prior art keywords
- hydrogen
- oxygen
- under pressure
- liquid hydrogen
- temperature
- 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.)
- Withdrawn
Links
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/01—Pure fluids
- F17C2221/011—Oxygen
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/01—Pure fluids
- F17C2221/012—Hydrogen
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
- F17C2223/0146—Two-phase
- F17C2223/0153—Liquefied gas, e.g. LPG, GPL
- F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
- F17C2223/033—Small pressure, e.g. for liquefied gas
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0165—Applications for fluid transport or storage on the road
- F17C2270/0184—Fuel cells
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/32—Hydrogen storage
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
Landscapes
- Life Sciences & Earth Sciences (AREA)
- Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Fuel Cell (AREA)
Description
i t T CA 02639298 2008-09-03 OXYGENE LIQUIDE HYDROGENE SOUS PRESSION
Jusqu'à maintenant il y avait quatre obstacles majeurs à l'utilisation des piles à
combustibles utilisant l'hydrogène comme source d'énergie. Premièrement l'espace qu'occupent les réservoirs d'hydrogènes à cause de la faible densité
par mètre cube de celle-ci à temperature ambiante, l'approvisionnement en hydrogène, le coût par kW, et la puissance des piles à combustibles.
Dans le but d'emmagasiner plus d'énergie par mètre cube, d'obtenir un meilleur rendement de l'hydrogène, d'obtenir plus de puissance à partir des piles à
combustibie et même pour les usages ou nous avons besoin de plus de puissance d'accélération ce système pourrait servir pour alimenter un moteur à
explosion où tout autres système à combustion tel une turbine.
Lorsque nous regardons la nouvelle BMW 7-série qui fonctionne à l'hydrogène liquide dans le but d'alimenter un moteur à explosion conventionnel. Malgré la perte de rendement du au choix d'un moteur à explosion, le choix de ce procédé
permet d'obtenir une voiture sportive avec une capacité d'accélération incomparable pour une voiture à hydrogène. Pour réussir à stocker suffisamment de carburant l'hydrogène doit être cryogénisé donc conservé à une température de 20 k et il est nécessaire de laisser l'hydrogène s'évaporer à l'intérieur du réservoir pour conserver cette température et il est presque impossible de créer un système de réfrigération adéquat pour un véhicule automobile. Le problème est que cette température est très près du zéro absolue donc très difficile à
obtenir et impossible à conserver à long terme même en utilisant les techniques les plus avant-gardiste d'isolation thermique.
Si nous choisissons plutôt de garder l'oxygène à l'état liquide à des températures plus élevé entre 90k et 130k il serait possible de profiter d'une plus grande inertie thermique puisqu'il faut environs sept foie plus d'énergie pour évaporer une mote d'oxygène qu'une mole d'hydrogène et que malgré le peut de différence ~
r ~ CA 02639298 2008-09-03 apparente de température entre 100k et 20k il est beaucoup plus facile d'obtenir une température stable à cette température. II est intéressant de constater en regardant sur un diagramme PS de l'hydrogène qu'à 100k et à 20Mpa nous obtenons une densité de plus de 37kg/m3 et en regardant le diagramme de l'oxygène qu'a 90k et 0.1 MPa nous obtenons de l'oxygène liquide avec une marge de sécurité de 65 degré avant d'atteindre la température critique et que le nombre de kJ/mole pour changer de phase liquide à gazeux est de 6,6 fois plus élevé que celle de l'hydrogène. En s'évaporant l'oxygène pourrait servir à
refroidir l'oxygène et l'hydrogène. A ces températures il serait encore difficile de créer un système de refroidissement pouvant garder la température stable à
l'intérieur des deux réservoirs mais beaucoup plus facile que de maintenir une température de 20k.
Ce système pourrait alimenter une pile à combustible qui offre le meilleur rendement, un moteur à explosion ou une turbine. L'avantage d'alimenter en oxygène pure ces trois systèmes est que ceux-ci produise plus de puissance par kg tout en laissant s'échapper aucune pollution à la sortie. II est possible par la suite d'utiliser l'énergie thermique résiduelle pour pré réchauffer l'hydrogène pour produire de l'énergie mécanique à l'aide d'une turbine par la suite. Dans le cas d'une pile à combustible il sera nécessaire de faire bruler les gaz résiduels et d'utiliser cette source de chaleur pour augmenter d'avantage la température de l'hydrogène avant de l'acheminer vers la turbine. Ce qui permettrait d'augmenter le rendement total de l'utilisation de l'hydrogéne plus de kj/kg.
Puisqu'il est possible d'obtenir plus de puissance avec un mélange sous pression d'oxygène pure et d'hydrogène avec une pile à combustible de même grosseur et méme avec un moteur ou une turbine d'une mëme grosseur, il serait facile d'obtenir des système plus performant autant au niveau de la puissance par kg mais aussi plus de puissance par dollars investit.
_i f CA 02639298 2008-09-03 Puisque nous avons une marge de sécurité assez grande au niveau de l'oxygène avant que l'oxygène n'atteigne la température critique. Dans le but d'obtenir un meilleur rendement il serait facile et préférable de laisser la température monter au fur et à mesure que le réservoir se vide afin d'obtenir une pression à la l'intérieur et à la sortie des réservoirs constant. i t T CA 02639298 2008-09-03 OXYGEN HYDROGEN LIQUID UNDER PRESSURE
Until now there were four major obstacles to the use of batteries fuels using hydrogen as a source of energy. First the space occupied by hydrogen reservoirs because of the low density by cubic meter of it at room temperature, the supply of hydrogen, cost per kW, and the power of fuel cells.
In order to store more energy per cubic meter, to get better hydrogen yield, to get more power from the batteries to combustibie and even for uses where we need more than acceleration power this system could be used to power a motor to explosion where any other combustion system such as a turbine.
When we look at the new BMW 7-series that runs on hydrogen liquid for the purpose of supplying a conventional combustion engine. Despite the loss of efficiency of the choice of an internal combustion engine, the choice of this process allows to get a sports car with an acceleration capability incomparable for a hydrogen car. To successfully store enough of fuel the hydrogen must be cryogenized so kept at a temperature 20 k and it is necessary to let the hydrogen evaporate inside of tank to keep this temperature and it's almost impossible to create a refrigeration system suitable for a motor vehicle. The problem is that this temperature is very close to absolute zero so very difficult to obtain and impossible to conserve in the long run even using the techniques the most avant-garde thermal insulation.
If we choose instead to keep the oxygen in the liquid state at temperatures higher between 90k and 130k it would be possible to enjoy a greater inertia thermal, since it takes about seven liver more energy to evaporate mote of oxygen that a mole of hydrogen and that despite the difference can ~
r ~ CA 02639298 2008-09-03 apparent temperature between 100k and 20k it is much easier get a stable temperature at this temperature. It is interesting to note in looking on a hydrogen PS diagram than at 100k and at 20Mpa we obtain a density of more than 37kg / m3 and looking at the diagram of the oxygen that has 90k and 0.1 MPa we get liquid oxygen with a safety margin of 65 degrees before reaching the critical temperature and that the number of kJ / mole to change from liquid to gaseous phase is 6.6 times more high than that of hydrogen. By evaporating the oxygen could be used to cool the oxygen and hydrogen. At these temperatures it would still be hard to create a cooling system that can keep the temperature stable at inside the two tanks but a lot easier than maintaining a temperature of 20k.
This system could power a fuel cell that offers the best efficiency, an internal combustion engine or a turbine. The advantage of feeding pure oxygen these three systems is that these produce more power by kg while leaving no pollution at the exit. It is possible over there then use the residual heat energy to preheat hydrogen for produce mechanical energy using a turbine later. In the case of a fuel cell it will be necessary to burn the residual gas and to use this heat source to further increase the temperature of hydrogen before transporting it to the turbine. Which would allow increase the total efficiency of the use of hydrogen over kj / kg.
Since it is possible to get more power with a mix under pure oxygen and hydrogen pressure with a similar fuel cell size and same with a motor or a turbine of the same size, it would be easy to get more powerful system as much at the power level per kg but also more power per dollar invests.
_i f CA 02639298 2008-09-03 Since we have a fairly large safety margin at the level of oxygen before the oxygen reaches the critical temperature. In order to to get a better return it would be easy and preferable to leave the temperature rise as the tank empties to obtain a pressure in and out of tanks constant.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA002639298A CA2639298A1 (en) | 2007-09-28 | 2008-09-03 | Oxygen liquid hydrogen under pressure |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA002609018A CA2609018A1 (en) | 2007-09-28 | 2007-09-28 | Systeme permettant de mieux exploiter la geothermie haute temperature |
CA2607248 | 2007-10-23 | ||
CA2619604 | 2008-01-22 | ||
CA2619374 | 2008-01-24 | ||
CA002635646A CA2635646A1 (en) | 2008-06-26 | 2008-06-26 | Exploitation of seabed thermal energy |
CA002639298A CA2639298A1 (en) | 2007-09-28 | 2008-09-03 | Oxygen liquid hydrogen under pressure |
Publications (1)
Publication Number | Publication Date |
---|---|
CA2639298A1 true CA2639298A1 (en) | 2009-03-28 |
Family
ID=40475150
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CA002639298A Withdrawn CA2639298A1 (en) | 2007-09-28 | 2008-09-03 | Oxygen liquid hydrogen under pressure |
Country Status (1)
Country | Link |
---|---|
CA (1) | CA2639298A1 (en) |
-
2008
- 2008-09-03 CA CA002639298A patent/CA2639298A1/en not_active Withdrawn
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AZWI | Withdrawn application |