JP2005069325A - In-vehicle hydrogen filling tank and its cooling method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-vehicle hydrogen filling tank with a relatively simple structure by which the manufacturing costs can be reduced, the weight reduction can be promoted, and hydrogen can be filled at high speed, and its cooling method. <P>SOLUTION: The in-vehicle hydrogen filling tank 1 has a tank body 10 for filling hydrogen inside and a valve part 2 for connecting the tank body 10 to a connection unit of a hydrogen supplying station for supplying hydrogen to be filled in the tank body 10. The tank body 10 is composed of a metallic liner part 11 arranged inside and a fiber reinforced resin layer 13 covering the outer periphery of the liner part 11. A cooling medium passage 15 for circulating a cooling medium is formed between the fiber reinforced resin layer 13 and the liner part 11. A cooling medium inlet 151 and a cooling medium outlet 153 for opening the cooling medium passage 15 to the outside are provided to the fiber reinforced resin layer 13. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an on-vehicle hydrogen filling tank mounted on a vehicle such as a fuel cell vehicle or a hydrogen engine vehicle that travels using hydrogen as fuel.

  As vehicles that respond to environmental problems in recent years, automobiles using hydrogen as fuel, specifically, fuel cell automobiles, hydrogen engine automobiles, and the like are being actively developed. In order to promote the widespread use of such hydrogen-fueled vehicles, it is essential to establish a technology for rapidly filling hydrogen into an in-vehicle hydrogen filling tank mounted on the vehicle.

Examples of techniques proposed so far include the following.
For example, Patent Documents 1 and 2 relate to filling of a hydrogen storage alloy MH tank, in which, in addition to a hydrogen supply path, two passages through which a heat medium passes are provided, and the MH tank is provided by the heat medium. A method for facilitating heat transfer between supply stations is shown. This method aims to partially cancel the heat generated by MH occlusion and the heat absorbed by the release through a supply pipe.

  Patent Document 3 relates to filling of a high-pressure tank, in which a hydrogen filling rate adjusting mechanism corresponding to the tank pressure is shown. It is shown that when the tank internal pressure is low, the flow is supplied at a low flow rate, and the flow rate increases as the tank internal pressure increases.

  Patent Document 4 relates to filling of a high-pressure tank, and there is disclosed a method of smoothly filling and discharging a tank by controlling the temperature of a sub-container installed in the high-pressure tank. In addition, when filling at high speed, cooling water is supplied to the sub-container, and if there is a need for hydrogen filling due to a drop in tank pressure, cooling water is automatically supplied to the sub-container. ing.

  Patent Document 5 relates to filling of a high-pressure tank, which shows a tank that includes heat exchange fins inside and receives heat from hydrogen filled inside. Moreover, it has been shown that heat radiating fins are provided outside the tank and heat exchange with the external environment is promoted by thermally joining the internal heat exchange fins.

However, each of the above conventional techniques is basically aimed at achieving high-speed filling of a high-pressure MH tank or a high-pressure cylinder, but has the following problems.
That is, in Patent Documents 1, 2, 4, and 5, in order to achieve heat exchange between the vehicle-side tank and the supply-side tank, a heat exchanger configuration with a relatively complicated structure is required in the vehicle-side tank. To do. For this reason, the above-mentioned conventional hydrogen-filled tank for vehicle use has problems such as a complicated structure, difficulty in weight reduction, and an increase in manufacturing cost.
In Patent Document 3, the hydrogen filling rate is adjusted with reference to the internal pressure and temperature map, and since hydrogen filling is performed gently, high-speed filling cannot be achieved.
JP 2000-128502 A JP 2001-324095 A JP 2001-355595 A JP 2002-89793 A JP 2002-181295 A

  The present invention has been made in view of such conventional problems, and has a relatively simple structure, can reduce manufacturing costs, promote weight reduction, and is capable of high-speed hydrogen filling. And a cooling method thereof.

A first aspect of the present invention is a vehicle-mounted apparatus having a tank body for filling hydrogen therein, and a valve portion for connecting the tank body to a connection unit of a hydrogen supply station that supplies hydrogen to be filled in the tank body. In the hydrogen filling tank,
The tank body is composed of a metal liner portion disposed on the inside, and a fiber reinforced resin layer covering the outer periphery of the liner portion,
Between the fiber reinforced resin layer and the liner part, a refrigerant passage for circulating a refrigerant is formed,
The fiber reinforced resin layer is provided with an in-vehicle hydrogen filling tank provided with a refrigerant inlet and a refrigerant outlet for opening the refrigerant passage to the outside (Claim 1).

In the on-vehicle hydrogen-filled tank of the present invention, as described above, a refrigerant passage for circulating a refrigerant is formed between the fiber reinforced resin layer and the liner portion, and the fiber reinforced resin layer includes A refrigerant inlet and a refrigerant outlet for opening the refrigerant passage to the outside are provided.
Therefore, when filling the on-vehicle hydrogen storage tank with hydrogen, the refrigerant can be introduced from the refrigerant inlet and rapidly circulated through the refrigerant passage while rapidly introducing hydrogen into the tank body. Thereby, the heat generated in the tank main body during the hydrogen filling moves to the refrigerant in the refrigerant passage through the metal liner portion. And the said refrigerant | coolant which received the heat from the said tank main body can be guide | induced outside from the said refrigerant | coolant exit. Therefore, the temperature rise in the tank body during hydrogen filling can be suppressed and the hydrogen filling rate can be increased.

  That is, the hydrogen introduced into the tank body generates heat due to changes in pressure and volume, but the heat in the tank body is released to the refrigerant by circulating the refrigerant through the refrigerant passage in parallel with the filling. can do. Therefore, even if the tank body is charged quickly with hydrogen, the temperature rise can be suppressed, and rapid filling becomes possible.

In the on-vehicle hydrogen storage tank, as described above, heat can be released by circulating the refrigerant through the refrigerant passage. Therefore, a conventional heat exchanger with a complicated structure is specially installed in the tank body. There is no need.
Therefore, the on-vehicle hydrogen filling tank of the present invention has a relatively simple structure, can reduce the manufacturing cost, promote the weight reduction, and can perform high-speed hydrogen filling.

The second invention has a tank main body for filling hydrogen therein, and a valve portion for connecting the tank main body to a connection unit of a hydrogen supply station for supplying hydrogen to be filled in the tank main body, The tank body includes a metal liner portion disposed on the inside and a fiber reinforced resin layer covering the outer periphery of the liner portion, and a coolant is circulated between the fiber reinforced resin layer and the liner portion. The fiber reinforced resin layer is provided with a refrigerant inlet and a refrigerant outlet for opening the refrigerant passage to the outside, and the valve portion is a hydrogen to be charged in the tank body. In-vehicle water having independently a filling path that is a passage for passing hydrogen and a discharge path that is a passage for passing hydrogen discharged to the hydrogen recovery section provided in the hydrogen supply station A method of cooling a filling tank,
The valve unit is connected to the connection unit of the hydrogen supply station, and hydrogen is fed into the tank body through the filling path of the valve unit, and hydrogen in the tank body is fed through the discharge path. A hydrogen filling step for discharging to the hydrogen supply station;
Cooling the vehicle-mounted hydrogen filling tank, characterized by comprising a refrigerant circulation step for circulating the refrigerant through the refrigerant passage when the temperature or internal pressure of the tank body during the hydrogen filling step becomes higher than a predetermined value. In the method (claim 14).

The cooling method for an on-vehicle hydrogen filling tank according to the present invention includes the hydrogen filling step and the refrigerant circulation step.
In the hydrogen filling step, as described above, hydrogen is fed into the tank body through the filling path of the valve unit, and hydrogen in the tank body is sent to the hydrogen supply station through the discharge path. discharge. For this reason, when the vehicle hydrogen storage tank is filled with hydrogen, hydrogen is rapidly introduced into the tank body through the filling path, and a part of the hydrogen is introduced from the tank body through the discharge path. Can be released to the hydrogen supply station. Thereby, rapid heat generation associated with hydrogen filling can be suppressed, and the hydrogen filling rate can be increased.

  That is, as described above, the hydrogen introduced into the tank body through the filling path generates heat due to changes in pressure and volume, but in parallel with this filling, part of the hydrogen is tanked through the discharge path. By releasing from the main body, the released hydrogen becomes a heat medium, and heat generated by the heat generated during the filling can be released from the tank main body.

In the refrigerant circulation step, as described above, when the temperature or internal pressure of the tank main body during the hydrogen filling step becomes higher than a predetermined value, the refrigerant is circulated through the refrigerant passage.
Therefore, the heat generated in the tank body at the time of hydrogen filling can be transferred to the refrigerant in the refrigerant passage through the metal liner, and the refrigerant that has received heat from the tank body is , And can be led out from the refrigerant outlet. Therefore, the temperature rise in the tank body during hydrogen filling can be suppressed and the hydrogen filling rate can be increased.

  Thus, according to the cooling method of the present invention, even if the filling rate of hydrogen into the tank body is increased, the temperature rise can be sufficiently suppressed. Therefore, it is possible to quickly fill the in-vehicle hydrogen storage tank with hydrogen.

Further, the method of releasing heat using the hydrogen itself in the hydrogen filling step as a heat medium can be realized by providing the discharge path independently of the filling path in the valve unit and performing the hydrogen filling step. In the cooling method of the present invention, as described above, heat can be released through the discharge path, and heat can be released by introducing the refrigerant into the refrigerant passage. However, there is no need to install a complicated heat exchanger in the tank body.
Therefore, in the cooling method of the present invention, the above-described on-vehicle hydrogen storage tank that has a relatively simple structure, can reduce manufacturing costs, and can promote weight reduction can be used, and high-speed filling with hydrogen is possible. .

In the first invention (invention 1), for example, when the liner passage covers the liner portion with the fiber reinforced resin layer, the refrigerant passage provides a gap between the liner portion and the fiber reinforced resin layer. Can be formed.
Moreover, the said refrigerant | coolant inlet_port | entrance and the said refrigerant | coolant outlet can be formed by providing the opening part which the said refrigerant path opens in at least one part of the said fiber reinforcement layer.

The refrigerant can be introduced from the refrigerant inlet into the refrigerant passage and led out from the refrigerant outlet.
A check valve may be formed at the refrigerant inlet and the refrigerant outlet. Thereby, the backflow of a refrigerant | coolant can be prevented.

A plurality of grooves are formed on the outer peripheral surface of the liner portion, and it is preferable that the refrigerant passage is formed by covering the grooves with the fiber reinforced resin layer.
In this case, the refrigerant passage can be easily formed between the liner portion and the fiber reinforced resin layer. In this case, since the contact area (heat transfer area) between the refrigerant passing through the refrigerant passage and the surface of the liner portion increases, heat transfer from the tank body to the refrigerant is efficiently performed. Can do.

Further, an intermediate liner portion made of a metal cylindrical body is disposed on the outer peripheral surface of the liner portion, and a plurality of groove portions are formed on the outer peripheral surface or the inner peripheral surface of the intermediate liner portion, It is preferable that the coolant passage is formed by covering the groove with the fiber reinforced resin layer or the liner.
In this case, the refrigerant passage can be easily formed between the liner portion and the fiber reinforced resin layer.

  The liner portion and the intermediate liner portion are made of a metal such as aluminum, and are generally manufactured by deep drawing or extrusion molding. At this time, since the grooves can be formed at the same time, the refrigerant passage can be configured without sacrificing productivity.

Moreover, it is preferable that the said liner part and the said intermediate liner part are joined and integrated by brazing, welding, or press-contacting (Claim 4).
In this case, the heat transfer performance between the liner portion and the intermediate liner portion is improved, and heat transfer from the liner portion to the refrigerant can be performed efficiently. As a result, the effect of removing heat generated by high-speed hydrogen filling can be improved, and hydrogen can be filled more rapidly.

The tank body has a substantially cylindrical shape and is provided with the valve portion at one axial end thereof, and the refrigerant inlet for introducing the refrigerant is provided with the valve portion in the tank body. Preferably, the refrigerant outlet that is disposed at the other end opposite to the one end and from which the refrigerant is led out is disposed in the vicinity of the one end.
In this case, since the refrigerant can be circulated over almost the entire outer peripheral surface of the liner portion, the tank body can be efficiently cooled. Therefore, the heat removal effect associated with high-speed filling can be improved.

Preferably, the refrigerant inlet is provided at a substantially central portion at the other end portion, and the refrigerant passage is provided so as to extend radially from the refrigerant inlet.
In this case, the refrigerant introduced into the refrigerant passage from the refrigerant inlet spreads radially from the other end and flows so as to wrap around almost the entire outer peripheral surface of the liner portion. Therefore, in this case, the tank body can be cooled more efficiently. Therefore, the heat removal effect associated with high-speed filling can be further improved.

  The tank body has a substantially cylindrical shape and is provided with the valve portion at one end in the axial direction thereof, and a filling path for passing hydrogen to be filled into the tank body through the valve portion. An inlet pipe extending the passage of the charging path is connected to the filling path, and the opening of the inlet pipe is the one end where the valve part is disposed in the tank body. It is preferable that it is disposed in the vicinity of the other end opposite to the tank and is opened toward the tangential direction of the arc centered on the central axis of the tank body.

  In this case, the hydrogen charged in the tank main body is charged from the other end side of the tank main body and flows while spirally turning along the inner wall surface of the tank main body. Therefore, the hydrogen generated by the rapid filling is easily transported to the inner wall surface of the tank main body, so that the heat transport efficiency to the refrigerant in the refrigerant passage can be improved through the inner wall of the tank main body.

Next, the valve unit is a filling path that is a passage for passing hydrogen to be filled into the tank body, and a discharge that is a passage for passing hydrogen discharged to a hydrogen recovery unit provided in the hydrogen supply station. It is preferable to have each of the paths independently (claim 8).
In this case, the on-vehicle hydrogen filling tank is connected to the hydrogen supply station and performs hydrogen filling via the filling path, while supplying hydrogen to the hydrogen recovery unit of the hydrogen supply station via the discharge path. Can be released. The hydrogen recovery unit here is not limited to a tank-shaped unit that simply recovers and stores hydrogen, but a circulation path for further cooling the released hydrogen and filling it again into the in-vehicle hydrogen filling tank from the release path. It can also be configured.

  Moreover, it is preferable to comprise the valve part provided with the said filling path | pass and discharge | release path | route as one component from a viewpoint of sealing performance and pressure | voltage resistance. In addition, the part provided with the filling path and the part provided with the discharge bath may be provided separately, and these may be arranged apart from each other, or these may be combined and arranged as one valve part. Also good.

In addition, the number of filling paths is preferably one because of its simple structure, but a plurality of filling paths can be provided. Similarly, the number of the discharge paths is preferably one because of its simple structure, but a plurality of discharge paths may be provided.
In addition, the valve portion can be provided with a supply path through which hydrogen supplied to a hydrogen consuming device provided in the vehicle, such as a fuel cell or a hydrogen engine, is passed. This supply path may be provided alone, or may be branched from the middle of the discharge path or filling path.

  The filling path and the discharge path are respectively provided with a check valve for a filling path and a check valve for the discharge path, which are check valves that close the communication state of the passage by the internal pressure in the tank body. In addition, it is preferable that the discharge path check valve is configured to open and close in conjunction with the opening and closing operation of the filling path check valve.

  The check valve is urged to close the passage by the internal pressure in the tank body as described above. Therefore, the check valves disposed in the filling path and the discharge path are kept closed unless pressure is applied to these paths from the outside, so that the hydrogen in the tank body is inadvertently leaked to the outside. Can be prevented. On the other hand, when high-pressure hydrogen is supplied from the hydrogen supply station to the filling path, the filling path check valve opens to open the passage by the pressure of the hydrogen. This facilitates the filling of the tank body with hydrogen from the hydrogen supply station.

  Here, as described above, the discharge path check valve is configured to open and close in conjunction with the filling path check valve. Therefore, when the check valve for filling path is opened so that the communication state of the filling path is released, the check valve for discharge path is also opened so as to open the communication state in conjunction with it. Therefore, in conjunction with the rapid filling of hydrogen from the filling path, the release of hydrogen from the discharge path can be easily realized, and the above-described heat can be released using hydrogen as a heat medium.

Further, the opening degree of the check valve for the filling path and the opening degree of the check valve for the discharge path can be changed in conjunction with each other. Therefore, the adjustment of the discharge rate according to the filling rate can be easily set by the design of the check valve that is performed in advance.
Moreover, various structures can be adopted as a structure in which the check valve for the filling pass and the check valve for the discharge pass can be interlocked, including the embodiments described later.

  The filling path and the discharge path are respectively provided with a check valve for a filling path and a check valve for the discharge path, which are check valves that close the communication state of the passage by the internal pressure in the tank body. The release path check valve is preferably configured to be opened and closed by a hydrogen release actuator of the connection unit when connected to the connection unit of the hydrogen supply station ( Claim 10).

  In this case, the opening degree of the check valve provided in the discharge path can be accurately adjusted by providing a hydrogen release actuator on the hydrogen supply station side and adjusting the operation amount thereof. Therefore, it is possible to finely set the amount of hydrogen released through the discharge path during hydrogen filling. It is also possible to positively shift the opening / closing timing of the charging pass check valve and the opening / closing timing of the discharge pass check valve as necessary. The hydrogen release actuator has, for example, a structure having a contact portion that is advanced and retracted by a known actuator such as a gas cylinder, and the contact portion is brought into contact with the check valve to press it. It can be.

  The tank main body has a substantially cylindrical shape and is provided with the valve portion at one end in the axial direction thereof. The introduction pipe that extends the passage of the filling path is provided in the filling path of the valve portion. It is preferable that the opening of the introduction pipe is disposed in the vicinity of the other end opposite to the one end where the valve portion is disposed in the tank body.

  In this case, the hydrogen filled in the tank main body is discharged from the opening portion of the introduction pipe separated from the valve portion having the discharge path. Therefore, since the hydrogen moves along the inner wall surface of the tank body until the hydrogen is released from the discharge path, the transfer of heat from the inner wall surface to the tank body can be promoted, and the refrigerant passage Heat transport to the refrigerant can be performed efficiently.

Moreover, it is preferable that the opening of the introduction pipe is opened toward a tangential direction of an arc centered on the central axis of the tank body.
In this case, the hydrogen discharged from the opening of the introduction pipe flows while spirally turning along the inner wall surface of the tank body. Thereby, the heat transfer from hydrogen to the tank body as described above can be further enhanced.

  Next, the on-vehicle hydrogen storage tank detects a connection sensor that detects the completion of mounting of the connection unit of the hydrogen supply station on the valve unit, a liner temperature sensor that detects a temperature of the liner unit, and a temperature of the refrigerant. It is preferable to have at least one of the refrigerant temperature sensors to be used (claim 13).

  In this case, based on the detection signal of each sensor, for example, a control signal is sent from a controller provided outside the on-vehicle hydrogen filling tank to control the driving of the refrigerant circulation pump for supplying the refrigerant. By controlling the driving of the cooling fan of the radiator provided outside the on-vehicle hydrogen filling tank, cooling according to the hydrogen filling state is possible. Therefore, hydrogen can be charged at high speed and efficiently.

The refrigerant is configured to be flow-controlled by a refrigerant circulation pump provided outside the on-vehicle hydrogen storage tank, and a controller that controls the refrigerant circulation pump receives a detection signal from the sensor, and Preferably, the refrigerant circulation pump is controlled based on the detection signal (claim 14).
That is, based on the detection signal from the sensor, the controller controls the refrigerant circulation pump to introduce the refrigerant. Therefore, in this case, the on-vehicle hydrogen filling tank can be cooled more efficiently.

Next, the cooling method of the second invention (invention 15) includes the hydrogen filling step and the refrigerant circulation step.
In the refrigerant circulation step, it is preferable that the refrigerant circulation amount is changed in accordance with a change in temperature or internal pressure of the tank body.
In this case, the on-vehicle hydrogen filling tank can be efficiently cooled.

(Example 1)
Next, an in-vehicle hydrogen filling tank according to an embodiment of the present invention will be described with reference to FIGS.
As shown in FIGS. 1 and 2, the on-vehicle hydrogen filling tank 1 of this example includes a tank main body 10 for filling hydrogen therein, and a hydrogen supply station connection unit for supplying hydrogen to be filled in the tank main body 10. 80 has a valve portion 2 for connecting the tank main body 10.

  The tank body 10 includes a metal liner portion 11 disposed inside and a fiber reinforced resin layer 13 covering the outer periphery of the liner portion 11. A refrigerant passage 15 through which a refrigerant flows is formed between the fiber reinforced resin layer 13 and the liner portion 11. The fiber reinforced resin layer 13 has a refrigerant inlet 151 and a refrigerant that open the refrigerant passage 15 to the outside. An outlet 153 is provided.

Hereinafter, the in-vehicle hydrogen filling tank 1 of this example will be described in detail.
The on-vehicle hydrogen filling tank 1 of this example includes an aluminum-made substantially cylindrical liner portion 11 and a fiber reinforced resin layer 13 covering the outer periphery of the liner portion 11. A plurality of groove portions 110 are formed on the side surface of the liner portion 11, and the refrigerant passage 15 is provided between the liner portion 11 and the fiber reinforced resin layer 13 by covering the liner portion 11 with the fiber reinforced resin layer 13. Is formed.

  The tank body 10 has a substantially cylindrical shape, and is provided with a valve portion 2 at one end in the axial direction thereof. The valve unit 2 is provided with a filling path 21 for passing hydrogen to be filled into the tank body 10. The filling path 21 is provided with a filling path check valve 31 that is a check valve that closes the communication state of the passage by the internal pressure in the tank body.

In addition, an introduction pipe 7 that extends the passage of the filling path 21 is connected to the filling path 21. The opening 70 of the introduction pipe 7 is disposed in the vicinity of the other end 18 facing the one end 17 where the valve unit 2 is disposed in the tank body 10 and is centered on the central axis of the tank body 18. It is opened toward the tangential direction of the arc. The introduction pipe 7 includes a first pipe portion 71 that extends straight from the inner end of the filling path 21 of the valve portion 2 toward the other end portion 18, and a first pipe portion 71 that extends in the radial direction perpendicular to the axial direction from the tip end. 2 pipe parts 72 and the projecting end part 73 which has the opening part 70 opened toward the tangential direction of the circular arc centering on a center axis line from the front-end | tip.
The valve unit 2 is provided with a supply path 23 connected to a hydrogen consuming device (for example, a fuel cell, a hydrogen engine, etc.) inside the vehicle.

  The refrigerant inlet 151 for introducing the refrigerant is disposed at the other end 18 facing the one end 17 where the valve section 2 of the tank body 10 is disposed, and the refrigerant outlet 153 for deriving the refrigerant is at one end. It is disposed in the vicinity of the portion 17. A ring-shaped refrigerant passage 15 is formed at the refrigerant inlet 151 and the refrigerant outlet 153, and the refrigerant introduced from the refrigerant inlet 151 is individually separated by the groove 110 through the ring-shaped refrigerant passage 15. The refrigerant is collected in the ring-shaped refrigerant passage 15 near the refrigerant outlet 153 through the refrigerant passages 15 and led out to the outside from the refrigerant outlet 153.

Next, the effect of the vehicle-mounted hydrogen filling tank 1 of this example having the above structure will be described.
In the in-vehicle hydrogen filling tank 1 of this example, a refrigerant passage 15 for circulating a refrigerant is formed between the fiber reinforced resin layer 13 and the liner portion 11, and the refrigerant passage 15 is provided in the fiber reinforced resin layer 13. Is provided with a refrigerant inlet 151 and a refrigerant outlet 153 that open to the outside.

  Therefore, when charging the hydrogen storage tank 1 for in-vehicle use, it is possible to introduce the refrigerant from the refrigerant inlet 151 and circulate the refrigerant through the refrigerant passage 15 while rapidly introducing hydrogen into the tank body 10. it can. Therefore, the heat generated in the tank body 10 at the time of hydrogen filling can be transferred to the refrigerant in the refrigerant passage 15 through the aluminum liner portion 11. And the refrigerant | coolant which received the heat from the tank main body 10 can be made to lead outside from the refrigerant | coolant exit 153. FIG. Therefore, the temperature rise in the tank body 10 can be suppressed and the hydrogen filling rate can be increased.

  That is, the hydrogen introduced into the tank body 10 generates heat due to changes in pressure and volume, but in parallel with this filling, the refrigerant flows through the refrigerant passage 15 to release the heat in the tank body 10 to the refrigerant. can do. Therefore, even if the tank body 10 is charged quickly with hydrogen, the temperature rise can be suppressed and rapid filling can be achieved.

In the on-vehicle hydrogen storage tank 1 of the present example, heat can be released by circulating the refrigerant through the refrigerant passage 15 as described above. Therefore, a conventional heat exchanger having a complicated structure is provided in the tank body 10. No special installation is required.
Therefore, the on-vehicle hydrogen filling tank 1 of this example has a relatively simple structure, can reduce the manufacturing cost and promote weight reduction, and can perform high-speed hydrogen filling.

Moreover, in the vehicle-mounted hydrogen storage tank 1 of this example, a plurality of groove portions 110 are formed on the outer peripheral surface of the liner portion 11 as described above.
Therefore, by covering the liner portion 11 with the fiber reinforced resin layer 13, the refrigerant passage 15 can be easily formed between them. Further, when the refrigerant is introduced into the refrigerant passage 15, the contact area between the refrigerant and the surface of the liner portion 11 increases, so that heat can be efficiently transported from the tank body 10 to the refrigerant.

The refrigerant inlet 151 for introducing the refrigerant is disposed at the other end 18, and the refrigerant outlet 153 for extracting the refrigerant is disposed in the vicinity of the one end 17.
Therefore, the refrigerant can be circulated over almost the entire outer peripheral surface of the liner portion 11, and the tank body 10 can be efficiently cooled.

The valve section 2 is provided with the filling path 21, and the filling path check valve is disposed in the filling path. Therefore, it is possible to prevent hydrogen from flowing backward from the tank body 10 when filling with hydrogen.
Further, the introduction pipe 7 is connected to the filling path 21, and the opening 70 of the introduction pipe 7 is disposed in the vicinity of the other end 18 and is centered on the central axis of the tank body 10. It is opened toward the tangential direction of the arc.
Therefore, as shown in FIG. 3, the hydrogen filled in the tank body 10 is filled from the other end 18 side of the tank body 10, and swirls spirally along the inner wall surface of the aluminum liner portion 11. While flowing. Therefore, the hydrogen generated by the rapid filling easily transfers heat to the inner wall surface of the liner portion 11, so that the heat transfer efficiency to the refrigerant through the inner wall of the liner portion 11 can be improved.

(Example 2)
The on-vehicle hydrogen filling tank 1 of this example is an example in which an intermediate liner portion 12 is further provided between the liner portion 11 and the fiber reinforced resin layer 13 as shown in FIGS. 4 and 5. That is, as shown in FIGS. 4 and 5, the in-vehicle hydrogen filling tank 1 of the present example is configured by arranging an intermediate liner portion 12 made of a metal cylindrical body on the outer peripheral surface of the liner portion 11. A plurality of groove portions 120 are formed on the inner peripheral surface of the intermediate liner portion 12, the groove portions 120 are covered with the liner portion 11, and the refrigerant passage 15 is formed by brazing the intermediate liner portion 12 and the liner portion 11. It is.
Other configurations are the same as those of the first embodiment.

In the on-vehicle hydrogen filling tank 1 of this example, the intermediate liner portion 12 is formed as described above.
Therefore, the refrigerant passage 15 can be easily formed between the liner portion 11 and the fiber reinforced resin layer 13.

The liner portion 11 and the intermediate liner portion 12 are brazed.
Therefore, heat transfer performance is improved and heat transport from the liner portion 11 to the refrigerant can be performed efficiently. Therefore, the exothermic removal effect accompanying high-speed hydrogen filling can be improved.

(Example 3)
The on-vehicle hydrogen filling tank of this example is an example in which the position of the refrigerant inlet in Example 2 is changed and the refrigerant passage extends radially from the refrigerant inlet as shown in FIGS.
That is, as shown in FIGS. 6 and 7, in the on-vehicle hydrogen filling tank 1 of this example, the refrigerant inlet 151 is provided at the substantially central portion of the other end portion 18.
In addition, the in-vehicle hydrogen filling tank 1 of the present example has an aluminum intermediate liner portion 12 arranged on the outer peripheral surface of the liner portion 11, and the inner peripheral surface of the intermediate liner portion 12 is the same as in the second embodiment. A plurality of grooves 120 are formed (see FIGS. 4 and 5). In particular, in this example, the intermediate liner 12 is made of a cylindrical body having a bottom surface 125. As shown in FIG. 7, in this example, grooves 120 are also formed on the bottom surface 125 radially from the center. The groove portion 120 is covered with the liner portion 11 to form the refrigerant passage 15. Each refrigerant passage 15 on the bottom surface 125 of the intermediate liner 12 is connected to each refrigerant passage 15 on the side surface of the intermediate liner 12.
Other configurations are the same as those of the second embodiment.

  In this example, since it is configured as described above, the refrigerant introduced from the refrigerant inlet 151 passes through each refrigerant passage 15 formed in the bottom surface 125 of the intermediate liner 12 as shown in FIGS. Then, it flows radially and continues to the refrigerant passage 15 on the side surface of the intermediate liner 12. Since the refrigerant outlet 15 is formed in a ring shape at the refrigerant outlet 153 as in the first embodiment, the refrigerant is collected and led out from the refrigerant outlet 153.

  As described above, in this example, the refrigerant introduced into the refrigerant passage 15 from the refrigerant inlet 151 spreads radially from the other end portion 18 and spreads so as to wrap around almost the entire outer peripheral surface of the liner portion 11. Therefore, the tank body 10 can be cooled more efficiently. Therefore, the heat removal effect associated with high-speed filling is further improved.

Example 4
The on-vehicle hydrogen filling tank of this example is an example having a filling path 21 and a discharge path 22 in the valve portion 2 in the first embodiment as shown in FIGS.
As shown in FIG. 8, the on-vehicle hydrogen filling tank 1 of this example is connected to a tank body 10 for filling hydrogen therein and a hydrogen supply station (FIG. 11) for supplying hydrogen to be filled in the tank body 10. A valve unit 2 for connecting the tank body 10 to the unit 80 is provided.

In this example, as shown in FIGS. 8 and 9, the valve unit 2 includes a filling path 21 that is a passage for passing hydrogen to be filled into the tank body 10, and a hydrogen recovery unit 82 provided in the hydrogen supply station. Each has a discharge path 22 which is a passage for passing hydrogen to be discharged. Others are the same as in the first embodiment.
This will be described in detail below.

  As shown in FIG. 8, the tank body 10 of this example has a substantially cylindrical shape and is provided with the valve portion 2 at one end portion in the axial direction thereof. As the tank body 10, a structure in which the outer peripheral surface of the aluminum liner portion 11 is covered with the fiber reinforced resin 13 as in the first embodiment.

  As shown in FIGS. 9 and 10, the valve portion 2 of this example has one filling path 21 and one discharge path 22 independently in parallel. A supply path 23 connected to a hydrogen consuming device (for example, a fuel cell, a hydrogen engine, etc.) inside the vehicle is branched in the middle of the discharge path 22.

  The filling path 21 and the discharge path 22 are provided with a check valve 31 for the filling path and a check valve 32 for the discharge path, which are check valves that close the communication state of the passage by the internal pressure in the tank body 10, respectively. Has been. The discharge path check valve 32 is configured to open and close in conjunction with the opening and closing operation of the filling path check valve 31.

  The check valves 31 and 32 are biased in the closing direction by springs 315 and 325, and the shaft portions 311 and 321 are integrally connected by a connecting member 319. Therefore, as shown in FIG. 11, when the check valve 31 for the filling path is retracted against the internal pressure and the biasing force of the spring 315, the check valve 32 for the discharge path is interlocked with the internal pressure and the spring. It is configured to retreat against the 325 biasing force. Further, an elastic member 28 for enhancing the sealing performance while holding the connecting member 319 from both sides and maintaining the movable property at the arrangement portion of the connecting member 319 between the filling path 21 and the discharge path 22. Is arranged.

  The connection unit 80 of the hydrogen supply station connected to the valve unit 2 can take various configurations. For example, in this example, as shown in FIG. 11 and FIG. 12, a supply passage 81 having a check valve 811 and a discharge passage 82 having a check valve 821 are provided. It can be configured to pass through the exchanger 89. A pump 826 is provided in the discharge path 82 so that hydrogen released from the tank body 10 via the discharge path 22 is cooled in the heat exchanger 89 and then merged into the supply path 81. That is, in this example, this discharge path 82 is configured as a circulation path, which is used as a hydrogen recovery section.

  Further, the check valves 811 and 821 in the connection unit 80 of the hydrogen supply station are configured to open by a biasing force having a lower pressure than the check valves 31 and 32 in the valve unit 2. Thereby, when the connection unit 80 is connected to the valve part 2, a smooth hydrogen flow can be realized. Further, on the upstream side of the check valve 821, when the connection unit 80 and the valve portion 2 are connected, a discharge path 83 and a suction pump for discharging unnecessary air or the like confined in the boundary portion thereof 831 is provided, and the suction pump 831 is operated for a certain period before the start of hydrogen filling.

Next, the effect of the vehicle-mounted hydrogen filling tank 1 of this example having the above structure will be described.
The on-vehicle hydrogen filling tank 1 of this example has the filling path 21 and the discharge path 22 independently as described above. The check valves 31 and 32 provided in these passages are configured to open and close in conjunction with each other as described above. Therefore, as shown in FIG. 11, when the vehicle-mounted hydrogen storage tank 1 is filled with hydrogen, the hydrogen is rapidly introduced into the tank body 10 via the filling path 21, while the tank is provided via the discharge path 22. Part of the hydrogen can be released from the body 10 to the hydrogen supply station.

  Therefore, the hydrogen introduced into the tank body 10 through the filling path 21 generates heat due to changes in pressure and volume, but the hydrogen released through the discharge path 22 along with this filling serves as a heat medium. The heat generated during the filling can be released from the tank body 10. Therefore, even if the tank body 10 is charged quickly with hydrogen, the temperature rise can be suppressed and rapid filling can be achieved.

Further, in this example, the hydrogen released through the discharge path 22 is cooled by the heat exchanger 89 in the hydrogen supply station and can be filled again into the tank body 10, thereby consuming hydrogen wastefully. Nor.
And as above-mentioned, the vehicle-mounted hydrogen filling tank 1 of this example is equipped with the valve | bulb part 2 which has the discharge path 22 provided independently of the filling path | pass 21 and implements the said outstanding heat release method. Can be used, and there is no need for a particularly complicated structure.
Therefore, the on-vehicle hydrogen filling tank 1 of this example has a relatively simple structure, can reduce the manufacturing cost and promote weight reduction, and can perform high-speed hydrogen filling.

  Further, as shown in FIG. 8, the vehicle-mounted hydrogen filling tank 1 of this example has a refrigerant passage 15 between the liner portion 11 and the fiber reinforced resin layer 13 as in the first embodiment. Therefore, in the on-vehicle hydrogen-filled tank 1 of this example, the tank body 10 can be cooled by cooling the hydrogen as a heat medium and circulating the refrigerant through the refrigerant passage 15 as described above.

Next, an example of the cooling method for the on-vehicle hydrogen filling tank of this example will be described.
In the cooling method of this example, a hydrogen filling step and a refrigerant circulation step are performed.
In the hydrogen filling step, as shown in FIG. 11, the valve unit 2 is connected to the connection unit 80 of the hydrogen supply station, and hydrogen is fed into the tank body 10 through the filling path 21 of the valve unit 2. At the same time, the hydrogen in the tank body 10 is discharged to the hydrogen supply station via the discharge path 22.

  In the refrigerant circulation step, as shown in FIG. 8, the refrigerant is circulated through the refrigerant passage 15 when the temperature or the internal pressure of the tank body 10 during the hydrogen filling step becomes higher than a predetermined value.

  That is, as shown in FIG. 11, in the hydrogen filling step, when the vehicle-mounted hydrogen storage tank 1 is filled with hydrogen, hydrogen is rapidly introduced into the tank body 10 via the filling path 21, A part of hydrogen can be discharged from the tank body 10 to the hydrogen supply station via the discharge path 22. Thereby, rapid heat generation associated with hydrogen filling can be suppressed, and the hydrogen filling rate can be increased.

Further, as shown in FIG. 8, in the refrigerant circulation step, as described above, when the temperature or the internal pressure of the tank body 10 becomes higher than a predetermined value, the refrigerant is circulated from the refrigerant passage 151 into the refrigerant passage 15. Let
Therefore, the heat generated in the tank body at the time of hydrogen filling can be transferred to the refrigerant in the refrigerant passage 15 via the metal liner portion 11. The refrigerant that has received heat from inside the tank body can be led out from the refrigerant outlet 153. Therefore, the temperature rise in the tank body can be suppressed and the hydrogen filling rate can be increased.

  In the refrigerant circulation step, the refrigerant circulation amount can be changed in accordance with the change in the temperature of the tank body or the internal pressure.

(Example 5)
The in-vehicle hydrogen filling tank 1 of this example is an example in which the structure of the valve unit 2 in the fourth embodiment is changed as shown in FIGS. That is, as shown in FIG. 13, the charging path 21 and the discharging path 22 include a charging path check valve 33 and a discharging path check valve that are check valves that close the communication state of the passage by the internal pressure in the tank body 10. The valves 34 are arranged so that they can be opened and closed independently, and the check valves 33 and 34 are urged in the closing direction by springs 335 and 345, respectively, as shown in FIG. Does not have.

Further, in this example, when the discharge path check valve 34 is connected to the connection unit 80 of the hydrogen supply station, it can be opened and closed by a hydrogen release actuator 88 of the connection unit 80.
As shown in FIG. 15, the hydrogen releasing actuator 88 is provided with a piston portion 881 that can protrude and retract from a cylinder body 880. The amount of protrusion of the piston portion 881 is configured to be controlled by introducing and deriving a driving gas (not shown). Other configurations of the connection unit 80 are the same as those in the fourth embodiment.
The configuration of the tank body 10 of the on-vehicle hydrogen filling tank of this example is the same as that of the first embodiment.

  When the vehicle-mounted hydrogen filling tank 1 of this example is filled with hydrogen, as shown in FIG. 13, after connecting the valve unit 2 and the connection unit 80, as shown in FIG. By pumping hydrogen from 81, the check valves 811 and 33 in these passages are opened and communicated by the pressure of hydrogen, and filling of the tank body 10 with hydrogen is started.

  Immediately thereafter, as shown in FIG. 15, the hydrogen release actuator 88 is driven to cause the piston portion 881 to protrude. Then, the passage of the discharge path 22 is opened by bringing the piston portion 881 into contact with the check valve 34 in the discharge path 22 and moving it backward. Thereby, hydrogen as a heat medium having heat in the tank main body 10 is discharged from the tank main body 10, and this pushes the check valve 821 of the connection unit 80 to open and guides it to the hydrogen recovery section including the circulation path.

Thereby, similarly to Example 4, the temperature rise at the time of rapid filling can be suppressed by heat release mediated by the released hydrogen.
Further, in this example, the opening / closing operation of the discharge path check valve 34 in the discharge path 22 can be controlled by the hydrogen release actuator 88 of the connection unit 80, so that, for example, the temperature of the tank body 10 is measured. It is also possible to make fine adjustments such as adjusting the opening of the check valve 34 according to the measurement result while performing the above, and a more appropriate hydrogen filling method can be realized.

(Example 6)
In this example, as shown in FIG. 16, a sensor is provided in the on-vehicle hydrogen filling tank 1 of the first embodiment, and a refrigerant circulation pump 52 and a controller for controlling the refrigerant circulation pump 52 outside the on-vehicle hydrogen filling tank 1. 51 is an example in which the refrigerant circulation pump 52 is controlled based on a detection signal from the sensor.
In this example, a connection sensor 61 for detecting the completion of mounting of the connection unit 80 of the hydrogen supply station 9 is provided in the valve portion 2 of the on-vehicle hydrogen filling tank 1 as a sensor.

That is, in this example, as shown in FIG. 16, the connection sensor 61 is provided in the valve portion 2 of the on-vehicle hydrogen filling tank 1. In addition, a controller 51 that detects a signal from the connection sensor 61 and controls a refrigerant circulation pump 52 that supplies hydrogen to the on-vehicle hydrogen filling tank 1 is provided outside the on-vehicle hydrogen filling tank 1.
Moreover, the vehicle-mounted hydrogen filling tank 1 of this example has the refrigerant path 15 which distribute | circulates a refrigerant | coolant between the liner part 11 and the fiber reinforced resin layer 13 similarly to Example 1, and a fiber reinforced resin layer 13 is provided with a refrigerant inlet 151 and a refrigerant outlet 153 that open the refrigerant passage 15 to the outside.

  A radiator 53 for cooling the refrigerant led out of the tank from the refrigerant outlet 153 is provided outside the in-vehicle hydrogen filling tank 1. The radiator 53 is connected between the refrigerant outlet 153 of the in-vehicle hydrogen filling tank 1 and the refrigerant circulation pump 52.

  In this example, when the connection unit 80 of the hydrogen supply station 9 is attached to the valve unit 2 of the on-vehicle hydrogen filling tank 1, the connection sensor 61 installed in the valve unit 2 detects this, A detection signal is sent to the controller 51. Based on the detection signal from the connection sensor 61, the controller 51 starts supplying hydrogen into the tank body 10, and sends a control signal to the refrigerant circulation pump 52 to operate the refrigerant circulation pump 52, so that the refrigerant enters the refrigerant inlet 151 is introduced into the refrigerant passage 15. The refrigerant introduced into the refrigerant passage 15 receives heat from the tank body 10 via the liner portion and is led out from the refrigerant outlet 153 as in the first embodiment.

  The refrigerant led out from the refrigerant outlet 153 is sent to the radiator 53 to be cooled. The cooled refrigerant is sent again to the refrigerant circulation pump 52 and is sent from the refrigerant circulation pump 52 to the refrigerant inlet 151. Thus, the refrigerant led out of the tank from the refrigerant outlet 513 is repeatedly cooled by being cooled by the radiator 53.

  When the connection unit 80 is removed from the valve unit 2, the detection signal from the connection sensor 61 to the controller 51 is not sent, and the controller 51 stops the operation of the refrigerant circulation pump 52. Therefore, in this example, the refrigerant is supplied to the refrigerant passage 15 only when the connection unit 80 is connected to the valve unit 2 and the refrigerant is supplied. Therefore, the on-vehicle hydrogen filling tank 1 can be efficiently cooled, and as a result, hydrogen can be charged at high speed.

(Example 7)
In this example, as shown in FIG. 17, in addition to the connection sensor 61 of the sixth embodiment, a liner temperature sensor 63 that detects the temperature of the liner portion 11 is provided.
That is, as shown in the figure, the on-vehicle hydrogen filling tank 1 of this example is provided with a connection sensor 61 in the valve portion 2 and a liner temperature sensor 63 in the liner portion 11. Others are the same as in Example 6.

  In this example, the connection unit 80 of the hydrogen supply station 9 is attached to the valve unit 2 of the on-vehicle hydrogen filling tank 1, and is installed in the valve unit 2 when hydrogen is supplied into the tank body 10. The connection sensor 61 detects this and makes the refrigerant circulation pump 52 drivable.

  The liner temperature sensor 63 monitors the temperature of the liner portion 11, and sends a detection signal to the controller 51 when the temperature of the liner portion 11 rises above a certain value (for example, 50 ° C. or higher). The controller 51 that has received the detection signal from the liner temperature sensor 63 sends a control signal to the refrigerant circulation pump 52 and starts supplying the refrigerant to the refrigerant inlet 151.

The liner temperature sensor 63 also sends a detection signal to the controller 51 when the temperature of the liner portion 11 rises at a high speed of, for example, 1 ° C./second to increase the amount of refrigerant supplied from the refrigerant circulation pump 52. You can also. Further, the liner temperature sensor 63 sends a detection signal to the controller 51 even when the temperature of the liner portion 11 falls below a certain value, and reduces the amount of refrigerant supplied from the refrigerant circulation pump 52 to the refrigerant inlet 151. Alternatively, the supply of refrigerant can be controlled to stop.
Others are the same as in Example 6.

  Thus, in this example, the supply or supply amount of the refrigerant to the in-vehicle hydrogen filling tank 1 is controlled by providing the liner temperature sensor 63 together with the connection sensor 61 in the in-vehicle hydrogen filling tank 1. Therefore, the vehicle-mounted hydrogen filling tank 1 can be cooled more efficiently. Therefore, the on-vehicle hydrogen filling tank of this example can be filled with hydrogen at high speed.

(Example 8)
In this example, as shown in FIG. 18, in addition to the connection sensor of the sixth embodiment, a refrigerant temperature sensor 65 for detecting the temperature of the refrigerant is provided.
That is, as shown in the figure, in the on-vehicle hydrogen filling tank 1 of this example, the valve unit 2 is provided with the connection sensor 61 and the refrigerant outlet 153 is provided with a refrigerant temperature sensor 65. Others are the same as in the fifth embodiment.

  In this example, as shown in FIG. 18, when the connection unit 80 of the hydrogen supply station 9 is attached to the valve portion 2 of the on-vehicle hydrogen filling tank 1, and hydrogen is supplied into the tank body 10, the embodiment 6, the connection sensor 61 installed in the valve unit 2 detects this, and the controller 51 sends a control signal to the refrigerant circulation pump 52 so that the refrigerant is introduced from the refrigerant inlet 151. Similarly to the fifth embodiment, the refrigerant introduced into the refrigerant passage 15 receives heat from the tank body 10 via the liner portion 11, is led out from the refrigerant outlet 153, is cooled by the radiator 53, and is again refrigerant. It is sent from the circulation pump 52 to the refrigerant inlet 151.

At this time, at the refrigerant outlet 153, the refrigerant temperature sensor 65 detects the temperature of the refrigerant derived from the refrigerant outlet 153. The refrigerant temperature sensor 65 sends a detection signal to the controller when the temperature of the refrigerant rises above a certain value or falls below a certain value. The controller sends a detection signal to the refrigerant circulation pump based on the detection signal from the refrigerant sensor. A control signal can be sent to control the amount of refrigerant supplied.
Others are the same as in Example 6.

  Thus, in this example, the supply or supply amount of the refrigerant to the vehicle-mounted hydrogen filling tank 1 is controlled by providing the refrigerant temperature sensor 65 together with the connection sensor 61 in the vehicle-mounted hydrogen filling tank 1. Therefore, the vehicle-mounted hydrogen filling tank 1 can be cooled more efficiently. Therefore, the on-vehicle hydrogen filling tank 1 of this example can be filled with hydrogen at high speed.

Example 9
In this example, as shown in FIG. 19, in addition to the connection sensor 61 of the sixth embodiment, a liner temperature sensor 63 of the seventh embodiment and a refrigerant temperature sensor 65 of the eighth embodiment are provided.
That is, as shown in the figure, in the on-vehicle hydrogen filling tank 1 of this example, the connection sensor 61 is provided in the valve portion 2, the liner temperature sensor 63 is provided in the liner portion 11, and the refrigerant temperature is provided in the refrigerant outlet 153. A sensor 65 is provided. Others are the same as in the fifth embodiment.

  In this example, as shown in FIG. 19, when the connecting unit 80 of the hydrogen supply station 9 is mounted on the valve unit 2 of the on-vehicle hydrogen filling tank 1, and hydrogen is supplied into the tank, Similarly, when the connection sensor 61 installed in the valve unit 2 detects this and makes the refrigerant circulation pump 52 drivable, and when the temperature of the liner unit 11 rises above a certain value, the liner temperature sensor 63. Sends a detection signal to the controller 51. The controller 51 that has received the detection signal from the liner temperature sensor 63 sends a control signal to the refrigerant circulation pump 52 and starts supplying the refrigerant to the refrigerant inlet 151.

The liner temperature sensor 63 monitors the temperature of the liner part 11 and sends a detection signal to the controller 51 when the temperature of the liner part 11 rises above a certain value or falls below a certain value. .
On the other hand, the refrigerant temperature sensor 65 monitors the temperature of the refrigerant led out from the refrigerant outlet 153, and sends a detection signal to the controller 51 when the temperature becomes equal to or higher than a certain value.
In this way, the controller 51 can receive the detection signals from the liner temperature sensor 63 and the refrigerant temperature sensor 65, and send a control signal to the refrigerant circulation pump 52 based on the detection signals to control the supply amount of the refrigerant.

  Thus, in this example, the connection sensor 61, the liner temperature sensor 63, and the refrigerant temperature sensor 65 are provided in the vehicle-mounted hydrogen filling tank 1, whereby the supply or supply amount of the refrigerant to the vehicle-mounted hydrogen filling tank 1 is increased. I have control. Therefore, the vehicle-mounted hydrogen filling tank 1 can be cooled more efficiently. Therefore, the on-vehicle hydrogen filling tank 1 of this example can be filled with hydrogen at high speed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. FIG. 2 is a cross-sectional view taken along line AA in FIG. 1. FIG. 3 is an explanatory diagram showing a hydrogen flow state at the time of hydrogen filling in Example 1. FIG. 6 is an explanatory diagram showing the configuration of an in-vehicle hydrogen filling tank having an intermediate liner in Example 2. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 4. FIG. 9 is an explanatory diagram illustrating a configuration of an on-vehicle hydrogen filling tank in which a refrigerant inlet is provided at a substantially central portion at the other end portion and a refrigerant passage is provided so as to extend radially from the refrigerant inlet in the third embodiment. CC sectional view taken on the line of FIG. Explanatory drawing which shows the structure of the vehicle-mounted hydrogen filling tank which provided the filling path | pass and the discharge path in the valve part in Example 4. FIG. Explanatory drawing which shows the valve | bulb part of the state which is not hydrogen-filled in Example 4. FIG. FIG. 10 is a sectional view taken along line D-D in FIG. 9. Explanatory drawing which shows the valve | bulb part of the state currently filled with hydrogen in Example 4. FIG. Explanatory drawing which shows the path | route structure of the connection unit of the hydrogen supply station connected to the vehicle-mounted hydrogen filling tank in Example 4. FIG. Explanatory drawing which shows the valve | bulb part of the state which is not hydrogen-filled in Example 5. FIG. Explanatory drawing which shows the valve | bulb part in the state filled with hydrogen in Example 5. FIG. Explanatory drawing which shows the valve | bulb part of the state which is discharging | emitting hydrogen in Example 5, filling hydrogen. Explanatory drawing which shows the path | route of the detection signal and control signal from a sensor in Example 6 to a controller and a controller to a refrigerant | coolant circulation pump. Explanatory drawing which shows the path | route of the detection signal and control signal from a sensor in Example 7 to a controller and a controller to a refrigerant | coolant circulation pump. Explanatory drawing which shows the path | route of the detection signal and control signal from a sensor in Example 8 to a controller and a controller to a refrigerant | coolant circulation pump. Explanatory drawing which shows the path | route of the detection signal and control signal from a sensor to a controller and a controller to a refrigerant | coolant circulation pump in Example 9. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle-mounted hydrogen filling tank 10 Tank main body 11 Liner part 12 Intermediate liner part 13 Fiber reinforced resin layer 15 Refrigerant passage 151 Refrigerant inlet 153 Refrigerant outlet 2 Valve part 21 Filling path 22 Release path 31, 33 Filling path check valve 32, 34 Check valve for discharge path 7 Introducing pipe 70 Opening 80 Connection unit 81 Supply path 82 Release path (hydrogen recovery section)
9 Hydrogen supply station

Claims (16)

In-vehicle hydrogen filling tank having a tank body for filling hydrogen inside and a valve unit for connecting the tank body to a connection unit of a hydrogen supply station for supplying hydrogen to be filled in the tank body,
The tank body is composed of a metal liner portion disposed on the inside, and a fiber reinforced resin layer covering the outer periphery of the liner portion,
Between the fiber reinforced resin layer and the liner part, a refrigerant passage for circulating a refrigerant is formed,
An in-vehicle hydrogen filling tank, wherein the fiber reinforced resin layer is provided with a refrigerant inlet and a refrigerant outlet for opening the refrigerant passage to the outside.   2. The in-vehicle use according to claim 1, wherein a plurality of grooves are formed on an outer peripheral surface of the liner portion, and the refrigerant passage is formed by covering the grooves with the fiber reinforced resin layer. Hydrogen filled tank.   In Claim 1, the intermediate liner part which consists of metal cylindrical bodies is arrange | positioned in the outer peripheral surface of the said liner part, and several groove part is formed in the outer peripheral surface or inner peripheral surface of this intermediate liner part. A vehicle-mounted hydrogen filling tank, wherein the groove is covered with the fiber reinforced resin layer or the liner portion to form the refrigerant passage. 4. The on-vehicle hydrogen filling tank according to claim 3, wherein the liner part and the intermediate liner part are joined and integrated by brazing, welding, or pressure welding.   In any one of Claims 1-4, while the said tank main body is exhibiting the substantially cylindrical shape, the said refrigerant | coolant inlet which introduce | transduces the said refrigerant | coolant which comprises the said valve part in the one end part of the axial direction, The tank main body is disposed at the other end opposite to the one end where the valve portion is disposed, and the refrigerant outlet for leading out the refrigerant is disposed near the one end. In-vehicle hydrogen filling tank.   6. The on-vehicle hydrogen filling tank according to claim 5, wherein the refrigerant inlet is provided at a substantially central portion at the other end portion, and the refrigerant passage is provided so as to extend radially from the refrigerant inlet. .   The tank body according to any one of claims 1 to 6, wherein the tank body has a substantially cylindrical shape and is provided with the valve portion at one end in an axial direction thereof. A filling path for passing hydrogen to be filled is provided, and an introduction pipe extending the passage of the filling path is connected to the filling path, and an opening of the introduction pipe is formed in the tank body. It is arranged in the vicinity of the other end opposite to the one end where the valve portion is disposed, and is opened toward a tangential direction of an arc centered on the central axis of the tank body. An on-vehicle hydrogen filling tank.   7. The valve unit according to claim 1, wherein the valve section discharges to a filling path that is a passage for passing hydrogen to be filled into the tank body and a hydrogen recovery section provided in the hydrogen supply station. An in-vehicle hydrogen filling tank having a discharge path as a passage for passing hydrogen independently.   9. The filling path and the discharge path are respectively provided with a check valve for a filling path and a check valve for a discharge path that are check valves that close the communication state of the passage by the internal pressure in the tank body. An on-vehicle hydrogen filling tank, wherein the check valve for the discharge path is configured to open and close in conjunction with the opening and closing operation of the check valve for the filling path. .   9. The filling path and the discharge path are respectively provided with a check valve for a filling path and a check valve for a discharge path that are check valves that close the communication state of the passage by the internal pressure in the tank body. The discharge path check valve is configured to be opened and closed by a hydrogen discharge actuator of the connection unit when connected to the connection unit of the hydrogen supply station. An in-vehicle hydrogen-filled tank.   In any one of Claims 8-9, the said tank main body is exhibiting the substantially cylindrical shape, and has provided the said valve part in the one end part of the axial direction, In the said filling path of this valve part, An introduction pipe that extends the passage of the filling path is connected, and the opening of the introduction pipe is disposed in the vicinity of the other end portion of the tank body that faces the one end portion where the valve portion is disposed. An on-vehicle hydrogen-filled tank characterized by that.   12. The in-vehicle hydrogen filling tank according to claim 11, wherein the opening portion of the introduction pipe is opened toward a tangential direction of an arc centering on a central axis of the tank body.   13. The on-vehicle hydrogen storage tank according to claim 1, wherein the on-vehicle hydrogen storage tank is a connection sensor that detects completion of mounting of the connection unit of the hydrogen supply station on the valve portion, and a liner that detects the temperature of the liner portion. An on-vehicle hydrogen filling tank comprising at least one of a temperature sensor and a refrigerant temperature sensor for detecting the temperature of the refrigerant.   In Claim 13, the refrigerant is configured to be flow-controlled by a refrigerant circulation pump provided outside the on-vehicle hydrogen storage tank, and a controller that controls the refrigerant circulation pump receives a detection signal from the sensor. An on-vehicle hydrogen filling tank configured to receive and control the refrigerant circulation pump based on the detection signal. A tank main body for filling hydrogen inside, and a valve unit for connecting the tank main body to a connection unit of a hydrogen supply station for supplying hydrogen to fill the tank main body, And a fiber reinforced resin layer covering the outer periphery of the liner portion, and a refrigerant passage for circulating a refrigerant is formed between the fiber reinforced resin layer and the liner portion. The fiber reinforced resin layer is provided with a refrigerant inlet and a refrigerant outlet for opening the refrigerant passage to the outside, and the valve portion is a passage for passing hydrogen to be charged into the tank body. A vehicle-mounted hydrogen filling tank having a certain filling path and a discharge path which is a passage for passing hydrogen discharged to a hydrogen recovery section provided in the hydrogen supply station, independently There is provided a method of retirement,
The valve unit is connected to the connection unit of the hydrogen supply station, and hydrogen is fed into the tank body through the filling path of the valve unit, and hydrogen in the tank body is fed through the discharge path. A hydrogen filling step for discharging to the hydrogen supply station;
And a refrigerant circulation step for circulating the refrigerant through the refrigerant passage when the temperature or the internal pressure of the tank main body during the hydrogen filling step becomes higher than a predetermined value. Method.   16. The cooling method for an on-vehicle hydrogen-filled tank according to claim 15, wherein in the refrigerant circulation step, the refrigerant circulation amount is changed in accordance with a change in temperature or internal pressure of the tank body.

Images