JPH0363670B2 - - Google Patents

Description

[Detailed description of the invention]

TECHNICAL FIELD This invention relates to vehicles and other devices refueled with natural gas or other gas fuels stored under low pressure. More particularly, the present invention relates to a vehicle or device as described above having a fuel storage device that uses a high surface area adsorbent, as well as a device for refueling such a vehicle, the refueling device being hermetically sealed. A gas compression device is used to compress gas fuel to a predetermined pressure. (Prior Art and its Problems) For many years, the question of whether conventional fuels such as gasoline or diesel fuel can be used in internal combustion engine vehicles, the operating costs and fuel efficiency of such vehicles, and whether the vehicle There is increasing concern about the harmful effects of emissions on the environment. Such interest has emphasized the need to develop alternatives to such traditional vehicle fuels. One of the problem areas highlighted in this way is
There is a need to develop vehicles that are fueled by natural gas or other methane-type gas fuels, whether as a single fuel or as one of the fuels used in a dual system. As a result, vehicles using such fuels have been produced and are estimated to be currently in use both domestically and internationally. For example, in Italy alone there are 275,000 natural gas-powered vehicles currently in use. actual,
Natural gas has been available in Italy for at least 40 years.
It continues to be used as a power fuel. Natural gas is also used to power vehicles in several other countries, including France, New Zealand, Canada, Iran, Austria, the Netherlands, and the United Kingdom. It is estimated that nearly 20,000 vehicle fleets in the United States currently use natural gas. One of the first efforts to use natural gas as a vehicle fuel was made by Southern California Gas Co.
This is illustrated by the conversion of nearly 1,000 vehicles to compressed natural gas (CNG) refueling systems in 1969 and 1970. Today, dual fuel conversion systems that allow conventional vehicles to run on either gasoline or natural gas are available commercially by several domestic and international companies. While it is not known that conversion kits that allow conventional vehicles to run solely on natural gas are generally available commercially, the Ford Motor Company recently produced a promotional vehicle of this type.
The vehicle is based on the Ford LN7 two-seater vehicle and incorporates a lightweight storage cylinder used for self-contained natural gas storage. A more detailed discussion of the development and use of natural gas as a power fuel for transportation vehicles can be found in the following publications, which are hereby incorporated by reference: In other words, the American Gas Association's Operations Division report, "Compressed Natural Gas (CNG): Utility Vehicle Vehicle Body Fuel - Pros and Cons," published in February 1982, and the energy division (COE/CE/
50179-1) published in February 1982. In order to provide such gas refueling vehicles with a reasonable inter-refueling range, it has previously been necessary to store onboard gas fuel at very high pressures, generally in the range of approximately 13.9 to 20.7 MPa (2000 to 3000 psig) per square inch. It was hot. Without this high-pressure storage inside the vehicle, the practical storage capacity of such a vehicle is approximately 3.7
Limited due to space and weight factors for energy equivalent to ~19 liters (1-5 gallons) of conventional gasoline. Therefore, by compressing gas fuel to such a high pressure, the on-board storage capacity of such vehicles could be increased for the first time. One of the disadvantages of the compressed gas fuel system mentioned above is that
The disadvantage is that they require complex and relatively expensive replenishment equipment to compress the fuel to such high pressures. In the case of such refueling devices, it has been found that the possibility of refueling the vehicle from the user's home natural gas supply system has to be eliminated as commercially impractical on an individual owner basis. Moreover, such high pressure equipment is often perceived by the general public to be more dangerous than low pressure equipment. For example, the general public is already accustomed to refrigeration pressures in domestic refrigeration equipment in the region of approximately 1380 kPa (2000 psig) and does not consider such pressures to be problematic. Another disadvantage of in-vehicle high pressure natural gas storage systems is that heavy walled containers typically must be used, thereby increasing the cost and weight of the system. Furthermore, if it is discharged from the cylinder while driving the car,
The reduction in pressure within the cylinder results in significant condensation in the cylinder and its associated piping. Another alternative to the fuel storage and vehicle problems described above is to store the fuel at generally atmospheric or near atmospheric pressure so that a sufficient amount of fuel can be delivered onto the vehicle and provide a reasonable refueling range. There was a way to store fuel in a liquid state at a similar pressure inside the car. However, such liquefied gas storage methods also require complex and relatively expensive cryogenic equipment in the vehicle interior and at the refueling station to establish and maintain the low gas temperatures required. If so, it would not be advantageous. For non-vehicle gaseous fuel storage systems, such as those used for fixed installations, it has been shown that the use of high surface area adsorbents can significantly increase storage capacity at relatively low pressures. has been discovered. Such adsorbents typically include zeolites, activated carbon and silica gel. for example,
Spangler U.S. Patent No. 1, issued July 12, 1955.
No. 2712730 discloses a method and apparatus for storing various (liquefied) hydrocarbon gases using adsorbents to increase the storage capacity of stationary systems. For vehicle applications, the use of high surface area materials to adsorb natural gas was proposed at least as early as early August 1971 in a report titled ``Natural Gas Storage with Zeolites.'' suggested as a possible means to increase Ronald A. Manson and Robert. This report, written by A. Cliftonjiunia, is published by the U.S. Domestic Division, Bureau of Mines (Technology Development Report 38) and is incorporated herein by reference. A preliminary analysis of this idea is presented in the above-mentioned report titled ``Evaluation of Methane-Related Fuels for Motor Vehicles''.
It is also listed in Section 3. The calculations used in this analysis suggest that a natural gas storage system using adsorption methods would have approximately twice the weight of a conventional high pressure natural gas storage system. The extent of research efforts directed toward developing sorbent fuel storage systems for vehicles is illustrated, for example, by the recent efforts of Ford Corporation. Two sets of papers entitled ``Methane adsorption method using activated carbon and zeolites'' by Mr. K. Hotuto and ``Low-pressure methane storage system for vehicles - Preliminary idea evaluation'' by Mr. J. Braslow et al. were presented at the 4th International Conference on Alternative Energy Sources. conference, both of which are incorporated by reference herein. The above paper discusses research experiments conducted to determine the effect of heat from methane adsorption on carbon volume and the limits of methane storage by adsorption methods. In a recent paper by Ford, they say that for storing methane in vehicles, "the preferred method is to store the gaseous fuel at high pressures, such as 17 MPa (2500 psig) or higher, without the use of adsorbents." It is important to draw conclusions. However, it also states that ``it is difficult to imagine storing methane in a vehicle at temperatures below approximately 17 MPa unless very good adsorbents are used.'' This paper was presented at the Society of Automotive Engineers Conference in Detroit, Michigan, February 1983, entitled "Adsorbent-Containing Storage Methods."
Therefore, despite significant and extensive research and development efforts in the area of gas-fueled powered vehicles, the application of adsorbent storage technology to on-vehicle storage and their refueling systems for natural gas fuel storage or So far, no replenishment equipment has appeared. In fact, the compressed natural gas and liquefied natural gas systems described above have generally been considered as the only two systems available for natural gas powered vehicles. This has led to the need for hydrocarbon gas-fueled vehicles that can provide affordable on-board fuel storage at relatively low pressures, and practical solutions that allow users to refuel such vehicles from domestic natural gas supply systems. A need has arisen for inexpensive replenishment equipment. One of the primary objectives of the present invention is to use an adsorbent to reduce the pressure in which gaseous hydrocarbon fuels are stored in a vehicle that can be manufactured relatively inexpensively in a compact, modular form and that can be easily installed in the user's home. It is an object of the present invention to provide such a refueling device for a vehicle that can be attached and connected to a natural gas or other gas fuel supply device. Another primary object of the present invention is to provide a vehicle and refueling system that can be conveniently, safely, and relatively inexpensively operated and used by consumers. Such a vehicle is also disclosed in a patent application entitled "Gaseous Hydrocarbon Fuel Storage System and Vehicle Engine System," and such a refueling apparatus is also disclosed in a patent application entitled "Gaseous Refueling System." It is as it is. Both of the above applications, which are incorporated herein by reference, are filed as patent applications to the same assignee and on the same date. Another object of the present invention is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system in which the gaseous hydrocarbon fuel is adsorbed and filtered before being delivered to a storage device within a vehicle. It is. A related purpose is to equip a vehicle with an adsorption filter that performs a self-cleaning action while the vehicle is in operation. It is a further object of the present invention to provide a low pressure gaseous hydrocarbon fuel storage system and engine system that allows self-sufficiency of gaseous hydrocarbon fuel within a vehicle using multiple storage containers. It is a further object of the present invention to provide a gaseous hydrocarbon low pressure storage system and engine system that can be used in both single and dual fuel supply systems. It is another object of the present invention to provide a gaseous hydrocarbon fuel storage system and engine system that is replenishable from a fixed source of high pressure, or preferably low pressure, gaseous hydrocarbon fuel. A more specific objective is to provide a natural gas storage system and engine system for a vehicle that is economical, operates at less than 3450 kPa (500 psig), and at the same time provides an affordable driving range for the vehicle. SUMMARY OF THE INVENTION To achieve the above objects, the present invention provides a low-pressure hydrocarbon gas fuel on-vehicle storage system and engine system, which consists essentially of the following: namely, means for storing self-contained hydrocarbon gas fuel onboard the vehicle, a prime mover, means for transporting the hydrocarbon gas fuel back and forth from the onboard storage system, and hydrocarbon gas delivered from the onboard storage means to the prime mover. It is a means for controlling fuel pressure. The on-board storage means may include one or more containers or cylinders containing a predetermined adsorbent and capable of storing a predetermined quantity of hydrocarbon gaseous fuel at low pressure. A prime mover, such as an internal combustion engine, includes a device for combining a hydrocarbon gas fuel with air to create the mechanical energy needed to move the vehicle. Conveyance for conveying hydrocarbon gas fuel from a stationary refueling device to on-vehicle storage means and at the same time conveying hydrocarbon gas fuel from on-vehicle storage means to a gas-air combination means of a prime mover during vehicle operation. The means are attached. In a preferred embodiment, the maximum pressure at which the hydrocarbon gas fuel is stored in the on-board storage means is approximately
Desirably in the range of 689-2760kPa (100-400psig). One of the important advantages of the invention is the use of an on-board suction filter interposed within the conveying means between the storage means and the prime mover. When the vehicle's fuel storage system is filled, this filter adsorptively removes certain components from the hydrocarbon gas fuel, after which the hydrocarbon gas fuel is conveyed to the storage means. Subsequently, when the prime mover is started and the hydrocarbon gas fuel is conveyed from the storage means to the prime mover and is to be consumed there, the filter transfers the removed predetermined components to the hydrocarbon gas fuel being conveyed to the prime mover. Detachably reintroduced into the flow. Therefore, an on-board adsorption filter not only prevents certain undesirable fuel components or contaminants from being introduced into the storage means, but also acts as a self-cleaning or regenerating filter during operation of the vehicle. . Another important aspect of the invention relates to the use of multiple containers or cylinders to store hydrocarbon gas fuels. In particular, manifold means are provided for distributing hydrocarbon gas fuel received from a stationary fuel source into each of the plurality of containers and for collecting hydrocarbon gas fuel stored in the one or more containers. , to transport this fuel to the prime mover or engine. The manifold means also serves to equalize the pressure, and a pressure relief valve is provided to ensure that the pressure within the vessel does not exceed a predetermined pressure, and to filter the flow of hydrocarbon gas fuel toward the vessel. , the pressure within the container can be sensed and the flow of fuel back and forth between storage containers can be selectively controlled. The storage container is also enclosed in one or more compartments separated from the passenger compartment of the vehicle;
It can ventilate the outside air of the car. At the same time, according to the invention, a device for supplying fuel to a vehicle or other gaseous fuel consuming device, such as a vehicle, lawnmower, snow blower, etc., is mounted in fluid communication with a gaseous fuel supply source. and generally comprises means for compressing the fuel to increase its pressure to a predetermined value, cooling means for reducing the temperature of the compressed gaseous fuel, and discharge means removably connected to the gaseous fuel consuming device. are doing. The gas fuel supply system simultaneously includes an adsorbent filter for substantially removing impurities and certain fuel components from the fuel and for removing from the compressor means any oil that may have been in a vapor state, a certain amount of previously compressed gas fuel. adsorbent storage means (optional) for adsorptive storage of the compressed gaseous fuel, and the compressed gaseous fuel is stored in the adsorptive storage means or compressor means by bypassing the storage means if the storage means is configured. Preferably, an automatic control device is provided to allow the fuel to be supplied from either side via the exhaust means to the fuel consuming device. In an embodiment, the pressure of the compressed gas fuel supplied to a vehicle or other fuel consuming device is approximately 689 to
Preferably, it is in the range of 2760 kPa (100-400 psig). Further, the compression means preferably comprises one or more hermetically sealed gas compressors to compress the gaseous fuel to such a pressure;
The compressor is preferably of the type of gas compressor commonly found in refrigeration equipment. Further objects, advantages, and features of the invention will become apparent from the following description and claims, taken in conjunction with the accompanying drawings. Figures 1 to 19 are for easy understanding.
1 shows an embodiment of a gas fuel output vehicle and related refueling device according to the present invention. Those skilled in the art will readily appreciate that the principles of the present invention are equally applicable to gas-fueled vehicles and refueling systems other than the specific embodiments shown in the drawings. DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, a refueling module or device 10 is enclosed by a housing 12 having louvered portions 14 through which air can be circulated and a control panel 16 formed thereon. It is desirable that the A flexible outlet conduit 20 with a suitable connector 22 at its free end is removably connected to a vehicle or other gaseous fuel consuming device for discharging gaseous fuel thereto. Although the control panel 16 is located on the housing 12 in the example refueling device, the present invention
First of all, it should be noted that it is also assumed that the remote control panel is installed at a location remote from the refueling module, such as in the user's home. As discussed in more detail below, the refueling module 10 is configured to be housed in a small, unobtrusive, modular package for convenient home refueling of gas-fueled vehicles and other equipment. It is desirable that the design be designed to operate on a common domestic electrical supply system (e.g., 110-230 volt system) to provide an easy-to-operate system. However, those skilled in the art will readily understand that the principles of the invention are equally applicable to larger types of refueling systems that are commercially installed and capable of refueling, for example, a large number of vehicles at the same time. I think it will be done. 2 and 3 illustrate an example refueling module 10 in both perspective and schematic views. The refueling module 10 defines an inlet 28 that is coupled and mounted to a gaseous fuel supply system 30 by conventional connector arrangements of a type well known to those skilled in the art. Preferably, the gas fuel supply system 30 comprises a natural gas supply system such as that commonly found in many residential and commercial facilities. While the refueling module 10 is not in use for an extended period,
Stopping the module, maintaining the module,
It is desirable to have a pair of manual shutoff valves 32 to isolate the module from the supply system 30 for repair. Gaseous fuel from supply system 30 typically includes, for example,
At 1.72 kPa (1/4 psig), electric solenoid valve 34,
It flows through the desiccant filter device 36 and check valve 38 into the suction side 40 of the first stage gas compressor 42 . A variety of desiccant filters may be used to remove water vapor and other moisture from the incoming gaseous fuel; however, desiccant filters may include adsorbents such as activated carbon, zeolite materials, silica gel-type materials, and various clays. It is desirable to do so. The first stage gas compressor 42 increases the pressure of the gas fuel to a predetermined pressure level by compressing the gas fuel. In the actually constructed prototype embodiment of the present invention, the predetermined gas pressure on the discharge side 44 of the first stage gas compressor 42 is approximately 34 to 414 kPa.
(5 to 60 psig). The exact pressure in a particular embodiment of the invention will depend, of course, on the pressure within the discharge piping 44, as well as design factors as readily understood by those skilled in the art, as well as the further compression of the gaseous fuel. This may vary depending on various operational and design factors, such as whether an additional compressor is configured within the replenishment module. From the discharge side 44 of the first stage gas compressor 42, the gaseous fuel flows through a gas cooler 50 in the form of a cooling coil into which ambient air is forced by a cooling fan 52. In the case of the actually constructed prototype replenishment module 10, the maximum temperature of the gas fuel entering the gas cooler 50 is approximately 116°C (240°C).
The gas fuel temperature on the outlet side of the gas cooler 50 was approximately equal to ambient temperature. Although the gas cooler 50 is depicted in the drawings as comprising the cooling coil described above, those skilled in the art will appreciate that the temperature of the compressed gas fuel from the discharge side 44 of the first stage gas compressor 42 is It will be readily appreciated that other types of heat exchangers and cooling means could alternatively be used to reduce the . Compressed gas fuel is
From the gas cooler 50 to the lubricant filter and separator 5
6. through an interstage accumulator or pulsation chamber 58 and a check valve 60 into the suction side 62 of a second stage gas compressor 64 where it is further compressed and further increases its pressure to another predetermined pressure level. let Lubricant filter and separator 56 may comprise any number of well-known filter-type devices adapted to remove lubricating oil or bodies from the gas flow passing therethrough. The lubricant filter and separator 56 serves to return compressor lubricant to the suction side 40 of the first stage gas compressor 42 in a manner described in detail below. Pulsating chamber 58
is an accumulator type vessel that serves to dampen any gas pressure surging or pulsation from the first stage compressor 42. It has been unexpectedly discovered that hermetically sealed gas compressors of the type commonly used in refrigeration systems are ideally installed for use as the first and second stage compressors mentioned above. Such compressors are inexpensive, durable, and readily available as stock items. Those skilled in the art will, of course, recognize that other compressors can be used instead. The second stage gas compressor 64 further compresses the previously compressed gas fuel to approximately 2070 to 2415 kPa (300 to 350 psig).
to a pressure in the range of approximately 2070 to 2415 kPa (300 to 350 psig). It goes without saying that the exact discharge pressure from the second stage gas compressor 64 depends on the pressure within the discharge piping 66. It will be readily apparent to those skilled in the art that in place of the two compressors 42, 64, either a two-stage compressor or simply a single-stage compressor can be employed to compress the gaseous fuel to a predetermined pressure. You can understand it. In such case,
Preferably, the single two-stage compressor is provided with suitable inlets and outlets to connect the gas cooler 50 between stages. Alternatively, if only a single single stage compressor was used, the gas cooler 50 would be connected to the discharge side of such compressor. From the discharge side 66 of the second stage gas compressor 64, the compressed gas fuel flows back through the gas cooler 50 where it rises again from a maximum temperature of approximately 116°C (24°C) to approximately ambient temperature at the gas cooler outlet. Preferably, it is cooled. The cooled compressed gaseous fuel will then flow through a second lubricant filter and separator 68, where the second lubricant filter and separator 68
8 is generally similar to the lubricant filter and separator 56 previously described and is identical in returning compressor lubricant to the suction side 62 of the second stage gas compressor 64, as described in more detail below. perform the functions of Since at ambient temperature most gaseous fuels may contain vaporized but entrained lubricant or moisture, an optional moisture removal means can be configured downstream of the lubricant filter and separator 68. It goes without saying that the configuration of such a moisture removal means may be selected if necessary or deemed necessary. Two alternative embodiments of optional moisture removal means are shown in FIGS. 5A and 5B and will be described in detail below. The previously cooled and compressed gaseous fuel then preferably flows through check valve 70 and into one or more adsorbent filters 72 . Adsorbent filter 72 preferably comprises a compartment containing an adsorbent, such as zeolite, activated carbon, silica gel, or various clays. The sorbent filter 72 removes residual compressor lubricants and other materials, such as H ₂ S, and at the same time removes so-called "heavy" components of the oil, which may have been in vapor form with the gaseous fuel, from the compression means. It works to remove.
Generally, such heavy components include chloropane and other components that are heavier than methane. The purpose of removing such heavy components is to remove gaseous fuel components for use in car engines and other fuel consuming devices when they are stored adsorptively in storage tanks on the vehicle body (or on other gaseous fuel consuming devices). The aim is to maximize the capacity of the storage tank. Compressed gas fuel flows from the sorbent filter 72 through a check valve 76 and then into an inlet 78 for one or more optional sorbent storage vessels 82 or into a replenishment module exhaust line 86. flow inward. The fuel flow path relies on the operation of a control system (described below) that automatically opens and closes various solenoid valves in response to various gas pressure conditions throughout the system. Adsorbent storage container 82 is optional, but
Note that it is desirable to use An even less expensive refueling system can be provided in accordance with the present invention in which the adsorbent storage vessels (and their associated controls and equipment) are eliminated altogether and the storage tank is constructed without adsorbent therein. If the outlet conduit 20 is disconnected from a vehicle or other gaseous fuel consuming device and the gas pressure within the sorbent storage vessel 82 falls below a predetermined pressure level, compressed gaseous fuel will flow through the inlet 78 and the motorized solenoid valve 80. flow, refilling the sorbent storage vessel 82. Such refilling of the storage vessel 82 may occur even if the outlet conduit 20 is still connected to the vehicle storage system 100 and the pressure within the vehicle storage vessel or tank is approximately at or above the desired pressure level.
2415 kPa (300-350 psig), which also occurs. Conversely, when the pressure in the vehicle's storage tank falls below the desired pressure level, the control system (described below) causes compressed gas fuel to flow through the electric solenoid valve 90 and into the manual drain valve 96. Discharge valve 9
6 can be located within the outlet conduit 20 or integrated within the connector device 22. Check valve 1
01 within the vehicle's storage system 100 to prevent gas fuel from returning to the gas refueling system. After the breather pipe 88 is installed downstream of the solenoid valve 90 and the refueling operation is completed, the connector 2
It is desirable to discharge compressed gaseous fuel from outlet conduit 20 when 2 is removed from a vehicle or other gaseous fuel consuming device. As discussed in more detail below, a preferred control system automatically opens the electric solenoid valve 94 to release such expelled compressed gas fuel into a storage chamber or container 98. Once the pressure within the outlet conduit 20 has fallen to a sufficiently low level, the solenoid valve 94 closes, isolating the storage chamber 98 between the solenoid valve and the check valve 48. When the gas compressor is activated later, the storage compartment 9
The gaseous fuel in 8 flows into the suction side 40 of the first stage gas compressor 42 via the check valve 48 . The automatic vent system for the outlet conduit 20 described above is optional, but is preferably configured within the refueling module system to relieve pressure within the outlet conduit 20 thereby facilitating removal of the connector 22.
However, manual vent valve 96 is a three-way manually operated valve that also allows an operator to manually vent outlet conduit 20 directly to atmosphere or other gas collection or treatment means to facilitate removal of connector 22. Please note that it is desirable that The refueling module 10 also includes a check valve 38.
upstream of the gas pressure relief valve 37, which opens in response to unacceptably high gas pressure levels and relieves such pressure by venting the gas to the atmosphere through the atmospheric vent 25. This is desirable. Similarly, a pressure relief valve 53 is provided on the discharge side 44 of the first stage gas compressor 42 and a pressure relief valve 73 is provided at the outlet of the adsorbent filter 72. The pressure relief valves 53, 73 open in response to undesirably high gas pressure and direct gaseous fuel to the respective breather line 5.
5, 75 and the air hole 25 to release the pressure exerted by discharging gaseous fuel. A lubricant filter and separator 56 on the discharge side of the first stage gas compressor 42 collects compressor lubricant from the compressed gas fuel and transfers it to the first stage gas via a collection pipe 57 and an electric solenoid valve 61. It is installed to return to the suction side 40 of the compressor 42. Similarly, a lubricant filter and separator 68 is installed to collect the compressor lubricants and return them to the suction side 62 of the second stage gas compressor 64 via a collection line 69 and a solenoid valve 71. Ru. Due to the well-known difficulty of starting a gas compressor without first balancing the pressures between the suction and discharge sides of the gas compressor, the control system described below may cause the gas compressors 42, 64 to When each is stopped, the solenoid valves 61 and 71 are opened so that the pressures can be balanced between the discharge side and the suction side of these gas compressors. but,
When the gas compressors 42, 64 are activated and operated, the control system closes each solenoid valve 61, 71, thereby allowing normal compressed gas flow through the system 10. Opening of the solenoid valves 61, 71 thus allows fluid communication between the suction and discharge sides of their respective gas compressors, thereby reducing the compressor pressure by balancing the gas pressure across the compressor. When the engine is activated again, it can be restarted immediately. Furthermore,
Gas flow between the suction and discharge sides of each compressor via their respective collection lines 57, 69 simultaneously provides sufficient starting force and pressure to separate the collected lubricant. Vessels 56, 68
from there to the respective suction sides 40, 62 of the respective gas compressors 42, 64. This activation force simply refers to the gas pressure and force flowing from the lubricant separator 56, 68 to the respective suction side 40, 64 to balance the pressure after each compressor 42, 64 is shut down. This force forces the captured lubricant back from the separators 56, 68 to the respective suction sides 40, 62. Adsorbent storage vessel 82 of FIG. 4 contains adsorbent 83 that is contacted by gaseous fuel flowing through inlet 85. Adsorbent storage vessel 82 of FIG. As used herein, the terms "adsorbent" and "adsorption" refer to adsorption or absorption, or both. Adsorption storage container 82
Preferably, the inlet 85 incorporates an inlet filter 87, which may be a screen mesh type filter, a fiber type filter, or a filter that substantially prevents particles and other impurities from being introduced into the adsorbent 83. It may also be advantageous to include other filter means known to those skilled in the art as deemed appropriate. Adsorbent 83 may be comprised of any number of adsorbents, such as activated carbon, zeolite compounds, silica gel, and other types of clays. Such adsorbents may be in the form of pellets, spheres, particles, or any other suitable form, but the surface area of the adsorbent is optimized to limit the amount of gaseous fuel adsorbed or absorbed (or both) by it. It has to be something that maximizes it. The present invention also contemplates the use of a liquid absorbent, such as a liquid coating on the absorbent. Adsorbent filter 72 contains a similar adsorbent and, unless filter 72 has separate inlets and outlets, adsorbent storage vessel 82
It has a structure and shape somewhat similar to that of the tank shown in FIG. In the prototype of the refueling module 10 actually constructed, activated carbon is used as an adsorbent, and the adsorbent filter 72
Although generally considered to be the preferred adsorbent for adsorbent storage vessel 82, other adsorbents may be used in their place. Examples of such adsorbents are listed below.

【table】

TABLE As mentioned above, most gaseous fuels can contain vaporized or other entrained lubricants or liquid materials, even at ambient temperatures. Therefore, optional moisture removal means can be constructed downstream of the lubricant filter and separator 68 if found necessary or desirable. One of such moisture removal means is No. 5A.
As shown schematically in the figure. Moisture removal system 110 is connected to a conventional refrigeration system 114 and includes a heat exchanger mounted to cool the gaseous fuel so that evaporated or entrained lubricants or other liquids are precipitated from the gaseous fuel stream. It is normal to do so. Heat exchanger 112 defines a gas inlet 116 and a gas outlet 118 between which refrigerant from refrigeration system 114 is conveyed. The refrigerant and gaseous fuel from the refrigeration system 114 are isolated from each other in a shell-and-tube heat exchanger 112 (or other suitable heat transfer device). As the gaseous fuel cools, lubricants and other liquids are precipitated and transported from the heat exchanger 112 via a drain pipe 120 and a check valve 122 before being circulated to the suction side of one of the gas compressors. , otherwise transported to suitable processing means. Another moisture removal means is as shown schematically in Figure 5B. Moisture removal system 13
0 typically constitutes a swirl tube arrangement 132 with a gas inlet 134 and a gas outlet 136. Devices such as vortex tubes 132 are well known to those skilled in the art and provide a vortex or otherwise generally swirling flow path to the gaseous fuel flowing therebetween to cool the fuel and separate lubricants and other entrained fluids. It is to be worn in such a way that the An example of such a vortex tube separator is the so-called "vortex tube," manufactured and sold by Cincinnati Votech, Inc. of Ohio. Optionally, one of the moisture removal systems 110 or 130, or other suitable moisture removal device, may be configured within the refueling module 10.
Reducing the degree of contamination of the sorbent filter 72 may be desirable or necessary to extend the useful life of the sorbent material therein. The operation of refueling module 10 is best illustrated in the schematic flow diagram of FIG. Gas fuel refueling module 10 to vehicle storage system 100
The outlet conduit 20 is connected to the vehicle's storage system via the connector device 22, the manual drain valve 96 is opened, and the refueling module is activated (described below).The refueling module 10 is activated. Then, solenoid valves 80 and 90 open, and solenoid valve 94 closes. The pressurized gaseous fuel in the adsorbent storage vessel 82 is then routed through the outlet conduit 20 to the vehicle storage system 100.
is discharged to. At the same time, a timer device (described below) is started and activated for a predetermined period of time. At the end of this time, storage container 82 and vehicle storage system 1
00 becomes almost equal, solenoid valve 8
0 is closed, the compressors 42 and 64 are started, the cooling fan 52 is started, the solenoid valve 34 is opened, and the solenoid valves 61, 71, and 94 are closed. Compressors 42, 64 and cooling fan 52 continue to operate until the pressure within vehicle storage system 100 is increased to a predetermined pressure level. When a predetermined pressure level is reached in the vehicle's storage system, pressure switch 92 is activated.
causes solenoid valve 90 to close and solenoid valve 80 to open, thereby allowing storage vessel 82 to be refilled and pressurized to its predetermined pressure level. Once the storage container 82 is filled to its predetermined level, the control system prioritizes the operation of the refueling module such that the vehicle's storage system 100 first receives gas fuel from the storage container and then from the gas compressors 42,64. Please note that it is desirable. If the storage container 82 is not pressurized in this way when the refueling module is connected to the vehicle's storage system, the gaseous fuel will bypass the storage container and first supply the vehicle's storage system and then the storage container. will have to be refilled. When the desired pressure is achieved within the storage vessel, pressure switch 84 closes solenoid valves 34, 80, causing compressors 42, 64 and cooling fan 52 to cease operation. At the same time, pressure switch 8
4 opens the solenoid valves 61 and 71 to balance the gas fuel pressures on the suction side and discharge side of their respective gas compressors. As mentioned above, the compressed gas fuel flows from the discharge side to the suction side of the first stage gas compressor 42 and simultaneously carries the collected compressor lubricant in the lubricant filter and separator 56 to the first stage via the collection arrangement 57. Force into the suction side 40 of the gas compressor. Similarly, when the solenoid valve 71 opens, the collected compressor lubricant is transferred from the lubricant filter and separator 68 to the recovery line 69 to the second stage gas compressor 6.
4 into the suction side 62 of 4. When the refueling system is shut down, pressure switch 92 opens solenoid valve 94 and discharges gaseous fuel from outlet conduit 20 into storage chamber 98, thereby allowing the outlet conduit to be easily removed. Pressure switch 74 can be configured as an option and can be set at a slightly higher pressure level than that of pressure switches 92,84. Thus, pressure switch 74 acts as part of a safety shut-off system that automatically shuts down the entire refueling module system in the event that an unacceptably high gas pressure level occurs within it. be able to. As a further safety feature, the pressure check valves 37, 53, 73 can be set to a pressure slightly higher than that of the optional pressure check valve 73 (if configured). If the pressure continues to increase even after the system is stopped, it can automatically release the pressure in the system. FIG. 6 shows the electrical control system installed to cause the refueling module to function as described above. Those skilled in the art will readily appreciate that other control systems, whether electrical or otherwise, may be used instead. To begin operation of refueling module 10, on/off breaker switch 154 is turned on. When the on/off switch 154 is turned on, the red indicator lamp R will illuminate to indicate that the gas compressor is inactive, and the green indicator lamp G will illuminate to ensure that the adsorbent reservoir 82 is filled to its predetermined level. It is desirable to show that the pressure has been increased to In order to discharge gaseous fuel from the refueling module 10 into the vehicle storage system 100, the outlet conduit 20 is connected to the vehicle storage system via the connector 22, the manual drain valve 96 is opened, and the vehicle fill switch 1 is opened.
56 is turned on and kept on by the operator until the indicator lamp G is shut off. When vehicle fill switch 156 is turned off, relay R1 is energized, causing solenoid valves 90, 80 to open by closing contacts R1a; R1b and opening contact R1c, closing solenoid valve 94, and starting timer T1.
start. The compressed gaseous fuel within the adsorbent storage vessel 82 is thus discharged into the vehicle storage system 100 via the outlet conduit 20. When the pressure in the adsorbent storage container 82 decreases, the pressure switch 8 is first activated.
4 turns on the indicator lamp G, energizes the relay R2, and its contacts R2a, R2
b, Close R2c. At this time, the vehicle fill switch 156 is released to its off position because both contacts R1a and R2a are closed. After the predetermined time set by timer T1, the pressures in storage container 82 and vehicle storage system 100 become approximately equal, timer T1 closes its contact T1a, and T
Opening 1b energizes compressor relay C and closes solenoid valve 80 to isolate storage vessel 82. Relay C closes its contacts Ca and Cb,
Cooling fan 52 and compressors 42, 64 are started. At the same time, amber indicator lamp A lights up to indicate that the compressor and fan are operating, and relay R5 is energized. The energized relay R5 is the contact R5
a, thus shutting off the indicator lamp R. Compressors 42, 64 continue to operate until the pressure in the vehicle's storage system is increased to a predetermined pressure level and solenoid valve 90 is closed by turning off pressure switch 92. When pressure switch 92 is turned off, it simultaneously energizes relay R4, thereby closing contacts R4a and R4b and opening R4c. Once storage tank 82 is refilled to its predetermined pressure, pressure switch 84 is turned off again, deenergizing relay R2 and illuminating indicator lamp G. When relay R2 is deenergized, contacts R2a and R
2b opens to deenergize relay R1;
Open contact R2b. When relay R1 is deenergized, contacts R1a and R1b open, restoring the system,
Deactivate timer T1 and close solenoid valve 80. As a result, contacts T1a open simultaneously, deenergizing relay C (thus deactivating the compressor and cooling fan) and opening the normally open solenoid valves 61, 71, causing pressure across the compressor. balance and force the compressor lubricant back to its suction side. Simultaneously, solenoid valve 94 opens and discharges gaseous fuel from outlet conduit 20 into storage chamber 98 . Note that if for any reason power is cut off during a refueling operation, the vehicle fill switch 156 must be pressed again to resume refueling. Similarly, if for any reason the system becomes over pressurized, an optional pressure switch 73 will automatically shut down the system as described above. In some cases, the refueling operation may occur before the pressure within the vehicle's storage system 100 reaches a predetermined pressure that turns off the pressure switch 92 and prevents the storage tank 82 from being refilled. It may be suspended or terminated. An example of such a case is if the user needs the vehicle before the refueling operation is complete. In such a case, upon completion of the replenishment operation, the control system will refill storage tanks 82 other than those described above. To refill the storage container, operation of the refueling module is activated by turning on the above-mentioned on/off breaker switch 154, turning on the indicator light R.
, and energizes relay R2 by turning on pressure switch 84. As a result, contacts R2a, R2
b, R2c will be closed. Contacts R3a, R3 are activated by pressing optional storage tank fill switch 160 to energize relay R3.
c, close R3d and open contact R3b. This releases option switch 160 to its off position, opens solenoid valve 80, and starts the compressor and cooling fan via relay C and its contacts Ca. At the same time, contact Cb closes and relay R
5 is energized to open contact R5a, lamp A is turned on and lamp R is cut off. The compressor and cooling fan then operate until the pressure in storage tank 82 reaches its predetermined level and the system switches to pressure switch 84.
will open and continue to operate until automatically shut off by other procedures as described above. Note that if power were to be interrupted during refilling of storage tank 82, the compressor and fan would be deactivated, thus causing solenoid valve 80 to close. To resume operation, the option switch 160 must be pressed again. Note that switch 160 is optional, but if configured, it operates as described above. Finally, it should also be noted that a shutdown switch 170 is also provided to allow an operator to manually shut down the system if it is desired or necessary to do so. FIG. 7 is a perspective view of the entire low pressure hydrocarbon gas fuel storage system and engine system 210 according to the present invention. The engine system 210 shows an example of the actual configuration of the present invention, and FIG. 17 shows the various components of the engine system 210 together with a car 212 (shown in silhouette) used to demonstrate the principles of the present invention. This shows the physical layout. In the actual configuration example, car 212 is a 1983 Ford "EXP" model passenger car. However, the present invention is not limited to the embodiment shown in FIG. 7, but is equally applicable to other hydrocarbon gas fuel storage systems and engine systems, as will become clear from the following description. I hope you understand that. FIG. 8 shows a schematic diagram of the engine system 210. Since some of the components of engine system 210 are best depicted in FIG. 8, FIGS. 7 and 8 will be used together to explain the overall structure and operation of the engine system. do. The engine system 210 contains four sets of cylinders 214 that are used to store the vehicle's 212 self-sufficient amount of hydrocarbon gas fuel. Although it is desirable to use natural gas as the hydrocarbon gas fuel, other hydrocarbon gas fuels such as propane, methane, butane may also be used. Each set of cylinders 214 is enclosed and mounted within a compartment separate from the heavy cargo compartment of vehicle 212. Thus, the engine system 210 has compartments containing nine cylinders, compartment 218 containing five cylinders, compartment 220 containing six cylinders, and compartment 220 containing six cylinders.
It is provided with a compartment 222 that accommodates several cylinders. These compartments are shown in silhouette in FIG. The compartment 222 contains cylinders 22 used throughout the remainder of the storage system.
Note also that it contains two cylinders 224 smaller than four. Therefore, the storage system portion of engine system 210 includes a total of 23 cylinders for storing natural gas or other hydrocarbon gas fuel. These 23 storage cylinders are
Approximately 0.23 cubic meters (8.1 cubic feet) in total
It has a storage capacity of . The cylinders 214, 224 of the embodiment shown in FIGS. 7 and 8 are conventional fire extinguisher type cylinders. cylinder 21
The specific number and shape of 4,224 corresponds to the space available within car 212 and originally
It was chosen so that no significant changes had to be made to the structure of car 212 other than removing the gas tank fitted to car 212. It should be understood that the principles of the invention are not limited in any way to the specific number and shape of cylinders shown in FIGS. 7 and 8. In fact, the 23 cylinders mentioned above could be replaced by a single storage container. Accordingly, it should be understood that a variety of suitable storage container types, shapes, and dimensions may be used in accordance with the present invention. The only essential requirement for such storage vessels is that they can be pressurized to the maximum pressure point at which the storage system operates. The engine system 210 also contains a fuel port 226 located at a location used to supply the vehicle with regular gasoline on the vehicle body. The fuel port 226 is connected to the quick-acting connector body 228 and check valve 2.
30 and a pressure gauge 232. A quick acting connector body 228 is sealingly connected to the aforementioned connector 22 and is used to provide a fluid communication link to a fixed source of hydrocarbon gas fuel from which the cylinders 214, 224 are charged with this fuel. be done. The above-mentioned refueling device supplies gas fuel from approximately 689~
It is installed to compress or pressurize to a range of 2760kPa (100-400psig). This replenishment device therefore represents a fixed source of low pressure hydrocarbon gas fuel. One of the advantages of the present invention is that the vehicle's storage system can be filled from either a low pressure stationary fuel source or a high pressure fuel source.
In the embodiments shown in Figures 7 and 8, hydrocarbon gas fuel can be delivered to the vehicle storage system at pressures up to 20.7 MPa (3000 psig);
It is preferable to supply it at a pressure of ~350 psig). A fixed source of such high pressure hydrocarbon gas fuel can also be obtained, for example, by a filling station used in fleet operations. The check valve 230 is connected from the refueling system 10 to the storage cylinders 214, 22 via the quick-acting connector body 228.
4 and at the same time prevent hydrocarbon gas fuel from flowing from the storage cylinder through the connector body. As with the quick-acting connector body 228, the check valve 230
can be constructed from conventional commercially available equipment suitable for the operations described above. For example, one embodiment of the check valve 230 according to the present invention is B-8CPA2- available from Nupro, Willoughby, Ohio.
Consists of a 350 type check valve. The pressure gauge 232 is connected to the storage cylinders 214, 224.
used to visually display the pressure within.
As one skilled in the art will appreciate, the pressure gauge 232 is
This is particularly useful if the storage system is filled with hydrocarbon gas fuel and the pressure reading indicates the amount of gas stored. The fuel port 226 described above is used to convey hydrocarbon gas fuel from the refueling system to the storage cylinders 214, 224 and to convey the fuel stored within these cylinders to the prime mover of the vehicle 212. It constitutes part of the means. In the embodiments shown in FIGS. 7 and 8, the prime mover typically comprises an internal combustion engine 234. However, if the prime mover is provided with means for combining a hydrocarbon gas fuel with air and creating therefrom the mechanical energy necessary to move the vehicle 212, the principles of the present invention may be applied to a particular type of prime mover. It should be understood that this is not limited to. In the embodiment shown in FIGS. 7 and 8, this coupling means consists of a carburetor 236 and a turbocharger 238. The vaporizer 236 is specifically designed to work with hydrocarbon gas fuels such as natural gas. In one form of the invention, the vaporizer 2
36 is available from Imco Cabling Co., Cerritos, Calif.
It is the CA100-8 type. Furthermore, the turbocharger 238 of this configuration example is an RHB5 type turbocharger available from Warner Ishi, Inc. of Decatur, Illinois. As will be understood by those skilled in the art, turbocharger 238 is used to increase the pressure of air entering the engine.
Therefore, it has additional horsepower. Since engine system 210 is intended to operate exclusively on hydrocarbon gas fuel rather than gasoline, certain advantageous modifications have been made to engine 234 in the actual configuration of FIG. There is. These changes, in conjunction with the use of natural gas as a fuel for engine 234, were designed to optimize the performance of engine 234. First, the compression ratio for this standard equipment engine in car 212 has been increased from 8:1 to 13.6:1 to take advantage of the relatively high octane rating of natural gas. As will be understood by those skilled in the art, each increment in compression ratio provides a 3% improvement in thermodynamic efficiency for each increment in compression ratio. This increase in compression ratio could be obtained by installing longer pistons in the engine and milling the engine head appropriately to reduce the volume available in the engine cylinders. It should also be noted that the engine's ignition timing was appropriately advanced to account for the difference in combustion speed between gasoline and natural gas. car 2
By converting 12 to natural gas powered vehicles,
It should also be noted that it is now possible to remove contact transducers and other standard pollution control equipment from the vehicle. This equipment was removed because natural gas is a significantly cleaner fuel than gasoline (i.e.
This is due to the fact that there are fewer unpleasant emissions). Hydrocarbon gas fuel storage cylinders 214, 22
4 and from these cylinders to the carburetor 236 of the engine 234, a high pressure conduit 240 connects to the fuel port 226.
is provided to receive hydrocarbon gas supplied to the High pressure conduit 240 is preferably manufactured from stainless steel and capable of withstanding pressures up to 3000 psig. A high pressure regulator 242 is mounted within the compartment 222 and a high pressure conduit 240 for limiting the maximum pressure at which hydrocarbon gas fuel is stored within the cylinders 214, 224.
connected to. In particular, the high pressure regulator 242
20.7MPa (3000psig) to maximum pressure 2070kPa
(300psig). Therefore, the hydrocarbon gas fuel is in the cylinders 214, 224.
The maximum pressure stored within is approximately 2070kPa
(300 psig). In the actual implementation of the invention shown in FIGS. 7 and 8, high pressure regulator 242 comprises a model 1301G high pressure regulator available from Fisher Controls, Inc. of Marshalltown, Iowa. However, as with all of the various components of engine system 210, the principles of the present invention are not limited to the particular high pressure regulator used in the actual configuration of FIGS. 7 and 8. do not have. Thus, it should be understood that other pressure control devices may be used to provide a suitable maximum pressure range in a suitable application. For example, the maximum pressure at which hydrocarbon gas fuel can be stored is approximately 689 to 2760 kPa.
(100 to 400 psig) is desirable, but
Higher or lower maximum pressure ranges can be used as well. However, one of the primary advantages of the present invention is that the engine system 210 can store a reasonable amount of hydrocarbon gas fuel at relatively low pressures, i.e., approximately 3450 kPa (500 psig) or less. I would like you to understand that. In fact, for a pressure limit of 2070 kPa (300 psig), the range of practical configurations according to the present invention was approximately
It was shown to be 161-177 kilometers (100-110 miles). One of the key components of the delivery means is the manifold body 244 used to distribute hydrocarbon gas fuel contained from a stationary fuel source to each of the cylinders 214, 224. The manifold body 244 is also used to collect hydrocarbon gas fuel stored within the cylinders 214 , 224 and convey this fuel to the carburetor 236 of the engine 234 . Manifold body 244 is connected to high pressure regulator 242 via low pressure conduit 246. Note that as a result of low pressure operation, it is desirable that conduit 246 as well as the remaining conduits within engine system 210 be made of copper. However, it will be appreciated that other suitable materials may be used to construct these conduits, such as coated aluminum or braided steel hose. Manifold body 244 constitutes manifold block 248, best shown in FIG. The manifold block 248 is made of aluminum and has an inlet port 250 for receiving hydrocarbon gas fuel from a stationary fuel source and conveying the hydrocarbon gas stored in the cylinders 214, 224 to the carburetor 236 of the engine 234. Preferably, the outlet port 252 is configured for A plurality of bolts 254 are provided to attach manifold block 248 to outlet 212. Manifold block 2
48 also directs hydrocarbon gas to each compartment 216-
A bidirectional port for transport to 222 is also configured. Thus, for example, manifold block 248 defines a bidirectional port 256 for transporting hydrocarbon gas back and forth from cylinder 214 contained within compartment 218. Manifold body 244 also defines a filter material 258 connected to each of the bi-directional ports of manifold block 248 for filtering the flow of hydrocarbon gaseous fuel toward each compartment 216, 222. In the actual construction example shown in FIG. 7, each of these filter materials 258 is comprised of a TF series filter manufactured by NewPro. However, any other filtering means known to those skilled in the art may prevent particles and other impurities from entering the cylinder 21.
It should be understood that it is suitable and can be used to significantly prevent the risk of introduction into the 4,224 system. Thus, for example, fiber-type filters, screen mesh filters, and filters of sintered construction may also be suitable for use. In addition, the manifold block 248 and the compartment 21
A three-way valve 260 is inserted between 8-222. These three directions 260 are arranged independently so that the hydrocarbon gas fuel flows into each compartment 216-22.
It is used to control the flow back and forth between the two. Thus, for example, a three-way valve 260 interposed between the compartment 218 and the manifold block 248 may be manually closed to allow hydrocarbon gas fuel to enter the cylinder 214 contained within the compartment.
This prevents the flow of water back and forth. In the actual configuration of FIG. 7, these three-way valves 260 are also used so that gas samples can be obtained from each of the compartments 216-222. Manifold body 244 also includes cylinders 214,2
It also includes a pressure relief valve 262 that is used to ensure that the pressure within 24 does not exceed a predetermined pressure limit. This predetermined pressure limit value is, for example, 25~
It is desirable to exceed the maximum pressure range of the storage system by a predetermined amount, such as 150 psig. In the actual configuration example shown in FIG. 7, the pressure relief valve 262 has a pressure of 2930 kPa.
(425 psig). The manifold body 244 also includes a transducer 264 for sensing the pressure within the cylinders 214, 224.
It also consists of The transducer 264 can be any suitable pressure transducer, such as a Qulite type IPTE-1000 pressure transducer. Pressure transducer 26
4 generates an electrical output signal to a digital display 266 located within the passenger compartment of the vehicle 212 and used to visually display the pressure sensed by the transducer. It should be appreciated that the digital display 266 thus serves as a fuel gauge for the driver of the vehicle 212. Note also that pressure gauge 232, discussed above, is also connected to manifold block 248 via conduit 268. Finally, the manifold body 244 also defines a manual valve 270 for controlling the flow of hydrocarbon gas fuel from the outlet port 252 of the manifold block 248 to the carburetor 236 of the engine 234. Thus, the valve 270 can be used to remove the cylinder 21 during maintenance of the engine system 210, etc., for example.
4,224 to the engine 234 is provided. In the actual configuration example shown in FIG.
0 consists of a NewPro B8P6T series valve. Engine system 210 also provides a means for controlling the flow of hydrocarbon gas fuel from the storage system to carburetor 236 of engine 234. This control means typically consists of a pair of regulators 272-274 and a switch 276. The regulators 272 and 274 are the carburetor 2
36 is used to reduce the pressure of the hydrocarbon gas conveyed to 36. In the actual configuration example shown in FIG.
It consists of a Fisher 620 series regulator that lowers the pressure to 689 kPa (100 psig), and regulator 2.
74 consists of an Impco PEV type regulator that reduces pressure from 689 kPa (100 psig) to near atmospheric pressure. Switch 276 is used to selectively enable the flow of hydrocarbon gas fuel from the storage system to carburetor 234 and is mounted in response to ignition switch closing or engine 234 activity. In the actual configuration shown in FIG. 7, switch 276 is comprised of an Impco VFF-30 series fuel lock filter. Furthermore,
As with all other engine system components, the principles of the present invention with respect to switch 276 are not limited to the actual configuration of FIG. 7; other suitable components may equally be used. I hope you understand the point. Next, the storage cylinder 21 of FIGS. 9 and 10
I will now describe the structure of 4,224. Each storage cylinder has an inlet-outlet port 27 for transporting hydrocarbon gas fuel back and forth between the cylinders.
8. Importantly, each cylinder 214, 224 contains a predetermined adsorbent 280 to reduce the pressure when the hydrocarbon gas fuel is stored within the cylinder. As used herein, the term "adsorbent" or "adsorbent" refers to "adsorbent" or "absorbent" or both. The adsorbent, such as those mentioned above with respect to the refueling device, can be comprised of any number of adsorbents or molecular sieves, such as activated carbon, zeolite compounds, silica gel or various clays. Such adsorbents may take the form of pellets, spheres, particles, or other suitable forms, in which case the surface area of the adsorbent is optimized to maximize the amount of gaseous fuel adsorbed onto its surface. The present invention also contemplates the use of a liquid adsorbent, such as a liquid coating on the adsorbent. In the actual configuration example shown in Figure 7, Columbia class
Although 9LXC activated carbon pellets have been used as the adsorbent and are generally considered the preferred adsorbent, other adsorbents can be used instead. Examples of such adsorbents are listed in the discussion of refueling devices above. Note that it has been found advantageous to first activate the carbon adsorbent 280 and then use the storage system of the engine system 210. In particular, the adsorbent is first applied to the cylinder 21 to the maximum extent possible.
4,224 and each cylinder is evacuated. Each cylinder is then placed in an oven or otherwise heated and then heated again. The preferred adsorbents described above in connection with the refueling module are activated in a similar manner. Each cylinder 214 , 224 has two filters 2 used to retain the adsorbent 280 within the cylinder 214 , 224 and to substantially prevent the risk of introducing particles or other impurities into the adsorbent 280 .
82,284. In the actual configuration example shown in FIG.
is a stainless steel mesh strainer material obtained from Newpro's TF series filters. Each of these mesh strainers is connected to the cylinder's steel cap 2 by means of a push-fit relationship.
It was installed on 82. Furthermore, the cylinder 214,
Each 224 also includes a valve 288 to selectively permit flow of hydrocarbon gas fuel back and forth between each of these cylinders and to maintain vacuum conditions during adsorbent activation. Such a filter is also preferably configured within the filter 72 and storage vessel 82 described above. This time, regarding Figures 12 and 13, compartment room 2
General structure of 16-222 and cylinder 214,2
24 inside these compartments will be explained. Figure 12 shows compartments 216-2.
22 all show the first cradle used to secure the cylinder to the compartment. Figure 13 shows the first
4 shows a second pedestal 292 used to secure the upper row cylinder to the lower row cylinder in the compartment 216 as shown in FIG. The first pedestal 290 typically consists of two racks 294, 296 aligned substantially parallel and connected by a pair of brackets 298, 300. The racks 294, 296 are each configured with a plurality of arcuate flange portions 302 that conform to the shape of the cylinder.
A conventional clamping ring 304 is then used to secure each end of the cylinder to its respective rack 294, 296 by securing the clamping ring 304 around the cylinder and flange portion 302. The cradle 292 is comprised of a pair of independent rack members 306 that are shaped to be inserted between the upper and lower cylinders in the compartment 216. Each rack 306 is comprised of a plurality of alternating facing arcuate flange portions 308.
Flange portion 308 on one side of rack material 306
are used to attach the rack to the lower row cylinder in compartment 216 via conventional fastening, while the flange portion 308 on the other side of the rack connects the upper row cylinder to the lower row cylinder in this compartment. used for fixing. FIG. 14 shows a cut away perspective view of the fully assembled compartment 216. First, the pedestal 290 is inserted into the compartment 290 by conventional means well known to those skilled in the art.
Note that it can be fixed at 16. Further, compartment 216 may be constructed of any suitable material for housing cylinder 214. In the actual configuration shown in FIG. 7, compartment 216 is typically constructed from aluminum.
A gasket is inserted between the head and the side wall of the compartment 216 as a gas seal. car 212
To facilitate the removal of condensation that forms on the cylinder 214 during operation, the compartment is provided with a vent pipe 310 mounted to allow ventilation to the outside atmosphere of the vehicle. Similar vent pipes are also provided in other compartments 218-22.
It can also be provided for each of 2. A second embodiment of the hydrocarbon gas fuel storage system and engine system 312 is shown in FIGS. 15-19. One important difference between engine systems 312 and 210 is that engine system 312 includes only a single storage tank 314, such as a conventional propane tank. While in many applications it is advantageous to have one or two storage vessels, the advantage of having a series of storage vessels is that the heat transfer characteristics of the storage system are It should also be noted that the case is generally better. Because heat is generated during the adsorption process,
This heat will generally be more easily removed from a series of smaller containers than from a single large container. However, it will be appreciated that suitable heat exchange means can be added to the construction of a single container, such as storage tank 314, if desired. As in the case of cylinders 214, 224, storage vessel 314 contains a suitable adsorbent 315 to reduce the pressure when hydrocarbon gas fuel is stored.
Fill it with. The storage container 314 includes a filter body 316 as best shown with respect to FIG.
It also has The filter body 316 constitutes an aluminum block 318 that is fixed to the storage container 314 via a plurality of bolts 320. A conventional microscopic filter 322 is secured to the block 318 via bolts 324. Block 318 also includes eight circumferentially disposed passageways 326 that provide fluid communication links between filter 322 and conduit means used to transport hydrocarbon gaseous fuel to and from storage vessel 314. It is configured. These passages 326 are designated as 17-1 in FIG.
17, which is a cross-sectional view of filter body 316 taken along line 7. Filter 322 is comprised of a plurality of adjacent copper plates or disks 328. A perspective view of one of these copper plates 228 is shown in FIG. These copper plates 328 each define a total of eight circumferentially arranged apertures 330 and one slot 332 extending radially outwardly from these apertures and providing an outlet for a filter having a size of 80 microns. are doing. As will be understood by those skilled in the art, the copper plates 328 are each aligned such that the apertures 330 form a vertical passageway along the length of the filter 322. Filter body 316 simultaneously comprises a gas-permeable, fibrous filter made of a suitable polyester material (desirably, but not necessarily). This fibrous filter material 334 is inserted between the filter 322 and the adsorbent 315. As shown in both FIGS. 15 and 16, storage vessel 314 also includes a relief valve 336 and a manual shutoff valve 338. Relief valve 336 serves to prevent the pressure within storage vessel 314 from exceeding the maximum pressure at which engine system 312 is intended to operate. The engine system 312 also defines a fuel port 340 which normally consists of a quick acting connector body 342, a check valve 344 and a pressure gauge 346. Interposed between the fuel port 340 and the storage vessel 314 is an adsorption filter 348, which forms an integral part of the invention. A cross-sectional view of the adsorption filter is shown in FIG. Adsorption filter 348
consists of a vessel 350 containing a predetermined adsorbent 352 for filtering the flow of hydrocarbon gaseous fuel to a storage vessel 314. The container 350 is
It may be of any shape or construction capable of withstanding the maximum pressures under which engine system 312 is intended to operate. However, it is generally desirable that the dimensions of filter container 350 be related to the dimensions of storage container 314. In particular, it has been found to be advantageous to provide a filter capacity of at least 0.147 cubic meters (0.0052 cubic feet) for each 0.028 cubic meters (1 cubic foot) of storage capacity. Adsorbent 35
Regarding 2, this adsorbent preferably consists of activated carbon. In this respect, the adsorbent 352 built in the adsorbent filter 348 and the storage container 3
Both adsorbents 315 contained within 14 may be comprised of activated carbon. The suction filter 348 has filter material 3 at each end thereof.
54 and a gas permeable fibrous filter 356. The construction of these two filter materials may be similar to the corresponding filter materials shown in FIG. 9 or FIG. 16, or any other suitable filter construction. The adsorption filter 348 is in communication with the conveying means of the engine system 312 since the hydrocarbon gas fuel supplied by the stationary fuel supply must first pass through the adsorption filter and then be stored in the storage vessel 314. Please be careful. Similarly, before the stored hydrocarbon gas fuel can be conveyed to the carburetor 358 of the engine system 312, it must again pass through the adsorption filter 348. During filling of the storage container 314, the adsorption filter 348 removes certain components of the hydrocarbon gas fuel, including any odorants previously introduced into the gas fuel, before the hydrocarbon gas fuel is conveyed to the storage cylinder 314. removed adsorbively and/or absorptively. These predetermined components include, for example, oil, steam and so-called "heavy" components of fuel. Generally, such heavy components include propene and other components that are heavier than methane. The purpose of removing such heavy components is to maximize the capacity of storage vessel 314 to adsorbively store lighter hydrocarbons, such as methane. It is also important to note that adsorption filter 348 serves to prevent undesirable fuel components from accumulating within storage vessel 314 over time. Filter body 316 is simply a mechanical filter for removing unwanted materials from the fuel. When the engines of engine system 312 are activated and are able to consume the hydrocarbon gas fuel stored in storage cylinder 314, adsorption filter 348 removes the removed components, including odorants.
From storage cylinder 314 to engine carburetor 358
It serves to desorb and reintroduce into the hydrocarbon gas fuel stream leading to the fuel stream. Therefore, the adsorption filter 348
It should be appreciated that the system is self-cleaning during each storage system fill and drain cycle, and also reintroduces the odorant into the gas fuel when the gas fuel is within the engine compartment. Adsorption filter 384 may be included in suitable applications to assist in desorbing undesirable components from adsorbent 352 contained within filter 348.
Means may also be provided for increasing the temperature of the. Preferably, this heating means is associated with the engine of engine system 312 so that heat generated by engine operation is utilized by the heating means. One suitable heating means formation is a conduit 360 wrapped around an adsorption filter 348 as shown in FIG. This conduit can be connected, for example, to either an engine cooling system or an engine exhaust system, allowing at least a portion of the waste heat generated by the engine to be utilized. Furthermore, in some applications it may be advantageous to simply place the adsorption filter relatively close to the engine so as to take advantage of the engine's heat dissipation. Another important difference between engine system 210 of FIG. 7 and engine system of FIG. 15 is that engine system 312 is mounted to act as a dual fuel system. This dual fuel operation is controlled by a pair of solenoid valves 362,364. Solenoid valve 362 is connected to storage container 314
is used to control the flow of hydrocarbon gas fuel from the air/fuel mixer 366 to the air/fuel mixer 366 operably associated with the carburetor 358 . However, the solenoid valve 364 is connected to a suitable gasoline tank (not shown).
is used to control the flow of gasoline from the engine to the engine's carburetor 358. Two-stage regulator 36
8 is the solenoid valve 362 and the air/fuel mixer 36
Please also note that there is a difference between 6 and 6. This regulator 368 adjusts the hydrocarbon gas pressure to approximately 2070kPa.
(300 psig) to near atmospheric pressure. The solenoid valves 362, 364 are actuated in response to one or more switches contained within the passenger compartment of the vehicle that are used to determine which fuel source is provided to the engine. I can do it. Therefore, if the driver of the car desires to supply gasoline to the engine, the solenoid valve 364 opens and the solenoid valve 3
It should be understood that 62 must be closed. Similarly, if the operator desires to supply hydrocarbon gas fuel to the engine, solenoid valve 312 must open and solenoid valve 364 must close. It should also be noted that in the case of such dual fuel engine systems, it is difficult to obtain an engine whose performance is optimal for both types of fuel. However, there are devices on the market that can automatically adjust the ignition timing of an engine depending on the type of fuel supplied to the engine in response to a switch. The foregoing discussion discloses and describes embodiments of the invention. From this discussion, a person skilled in the art would understand that
It will be readily understood that various changes and modifications can be made thereto without departing from the spirit and scope of the invention as defined in the claims.

[Brief explanation of drawings]

FIG. 1 is a perspective overall view of an example of a gas refueling device according to the present invention, FIG. 2 is an enlarged perspective view of the gas refueling device of FIG. 1, showing its housing in silhouette and revealing its internal components; The figure is a schematic flow diagram of the replenishment device shown in FIG. 1, and FIG. 4 shows the inside of one of the fuel storage containers or filter containers of the replenishment device shown in FIG. 1, with a part of the container wall cut away. Figure 5A is a schematic diagram of an optional refrigeration system configured in the system for removing moisture from gaseous fuel, and Figure 5B is a schematic diagram of yet another optional moisture removal system comprised of a vortex type refrigeration system. A schematic diagram, FIG. 6 is a schematic diagram of an electrical control system preferred for the replenishment device of FIG. 1, and FIG. 7 is a low-pressure hydrocarbon gas fuel storage system and engine system used in cars and other vehicles according to the present invention. Perspective overall view of
Figure 8 is a schematic diagram of the low pressure hydrocarbon gas fuel storage system and engine system shown in Figure 7, Figure 9 is an exploded view of one of the hydrocarbon gas fuel storage cylinders shown in Figure 7, and Figure 10. is a cross-sectional view of the cylinder in Fig. 8 taken along the line 10-10, and Fig. 11 is a cross-sectional view of the cylinder in Fig. 7.
FIG. 12 is a perspective view of a portion of the low pressure hydrocarbon gas fuel storage system and engine system illustrating the manifold means according to the invention; FIG. ,
FIG. 13 is a perspective view of the second pedestal used to install the storage cylinder inside the vehicle, FIG. 14 is a cutaway perspective view of the double-row chamber according to the invention, and FIG. 15 is a second low-pressure carbonization according to the invention. A schematic diagram of a hydrogen gas fuel storage system and an engine system. FIG. 16 is a cross-sectional view of a part of the storage system of FIG. 15, especially showing the filter arranged in series with the storage tank.
18 is a perspective view of one of the filter discs of FIG. 16, and FIG. 19 is a sectional view of the suction filter of FIG. 15 taken along the line -17. 10... Refueling module, 14... Louver, 16... Control panel, 12... Housing,
22... Connector, 20... Outlet conduit, 30...
Gas fuel supply system, 28... Inlet, 32... Manual cutoff valve, 34... Solenoid valve, 36... Desiccant filter, 38... Check valve, 42... First stage gas compressor, 44... Discharge piping, 50... Gas cooler, 56... Separator, 58... Pulsation chamber, 64...
Second stage gas compressor, 66...Discharge side, 62...Suction side, 64...Second stage gas compressor, 72...Adsorbent filter, 82...Storage container, 98...Storage room, 96... ...manual discharge valve, 73 ...pressure relief valve,
85...Inlet, 87...Inlet filter, 83...
Adsorbent, 57, 69... Recovery piping, 222... Separate chamber, 214, 224... Cylinder, 244...
Manifold body, 248... Manifold block,
264...Transducer.

Claims (1)

[Scope of Claims] 1. A gas fuel supply system comprising a gas fuel consumption device and a gas fuel supply device for supplying gas fuel to the gas fuel consumption device, the gas fuel supply system comprising: an inlet means configured to be coupled in fluid communication with a fuel source; and an inlet means for compressing and increasing the pressure of the gaseous fuel that enters the gaseous fuel from the gaseous fuel source through the inlet means. a compression means; a cooling means for lowering the temperature of the compressed gas fuel; and a storage means mounted on the gas fuel supply device, the storage means adsorbing a first predetermined amount of the compressed gas fuel. the storage means having a sufficient amount of sorbent to adsorb and store the compressed gas fuel after being cooled by the cooling means on the sorbent; and the gas fuel supply device. a discharge means removably connected to the gas fuel consumer for selectively supplying the compressed gas fuel to the gas fuel consumer; , said discharge means adapted to be supplied to said gaseous fuel consumption device from said storage means of said gaseous fuel supply device or from said compression means by bypassing said storage means; for storing a second predetermined amount of the compressed gas fuel supplied from the fuel supply device through the discharge means to the gas fuel consumption device;
a storage means onboard the gaseous fuel consumer, the storage means having a sorbent sufficient to adsorb the second predetermined amount of the compressed gaseous fuel; Fuel supply system. 2. The system of claim 1, wherein the pressure of the compressed gas fuel supplied to the fuel consuming device is below approximately 3450 kPa (500 psig). 3 The maximum pressure of the compressed gas fuel supplied to the fuel consumption device is approximately 689 to 2760 kPa (100 to
400 psig). 4. System according to claim 1, characterized in that the compression means comprises at least one hermetically sealed gas compressor. 5. The system of claim 1, wherein the compression means comprises at least one hermetically sealed refrigerant-type gas compressor. 6. The discharge means is for supplying the compressed gas fuel from the storage means of the supply device to the consuming device only when the gas fuel pressure in the storage means of the supply device is approximately at or above a predetermined pressure level. further comprising control means, characterized in that the storage means of the supply device is bypassed to supply the gas fuel from the compression means to the consumer device when the gas fuel pressure therein falls below the predetermined pressure level. A system according to claim 1. 7. the control means is mounted such that the gas fuel pressure in the storage means falls below the predetermined pressure level, causing the compression means to supply the compressed gas fuel to the storage means of the supply device, and the discharge means 7. The system of claim 6, wherein the system is uncoupled from the consuming device. 8. The control means causes the compression means to supply the compressed fuel to the storage means of the supply device when the gas fuel pressure in the storage means of the supply device falls below the predetermined pressure level; Claim 7, characterized in that the evacuation means is mounted to be connected to the consuming device when the gaseous fuel is at or above approximately a second predetermined pressure level. system. 9. After obtaining substantially all the materials from the gaseous fuel sorbently, except for certain predetermined components of the gaseous fuel,
Claims further characterized in that sorbent filter means are further arranged on the supply device so that the gaseous fuel is supplied to the consumption device or stored by storage means of the supply device. The system according to paragraph 1. 10. Claim further comprising means for removing moisture from the gaseous fuel before it is supplied to the consumer or stored by storage means of the supplying device. The system according to scope 1. 11. The system of claim 10, wherein said moisture removal means constitutes desiccant filter means between said inlet means and said compression means. 12. The method according to claim 11, wherein the moisture removal means further constitutes moisture separation means between the cooling means and both the storage means and the discharge means of the supply device. system. 13. said evacuation means comprises a fluid conduit removably connected to said consumer and fitted for supplying said compressed gaseous fuel thereto, and wherein said gaseous fuel pressure within said consumer is approximately at or above a predetermined pressure level; and control means for stopping the supply of fuel when the compressed gas is turned, and for discharging the compressed gas fuel from the fluid conduit after stopping the supply of fuel. The system described in Section. 14. means for ceasing activity of the compression means after the gaseous fuel pressure in the storage means of the supply device reaches approximately or exceeds a predetermined pressure level;
2. The system of claim 1, further comprising means for equalizing gas fuel pressure between the intake and exhaust sides of the compression means after the compression means is deactivated. 15. The system of claim 1 further comprising accumulator means in fluid communication with the discharge side of the compression means for damping surging in the compressed gas fuel pressure. 16, further comprising sorbent filter means on the dispensing device for sorbently filtering the compressed gaseous fuel before the gaseous fuel is stored by the storage means of the dispensing device. A system according to claim 1. 17. Sorptive filter means are further arranged on the consumer device for sorbently filtering the compressed gaseous fuel before it is stored by the storage means of the consumer device. A system according to claim 1. 18. The system of claim 17, wherein the sorbent filter means of the consuming device sorbently removes at least a portion of a predetermined component of the compressed gaseous fuel. 19 The consumer comprises a prime mover, coupling means for combining the gaseous fuel with air to produce mechanical energy from the prime mover, and conveying the gaseous fuel from storage means of the consumer to the coupling means of the prime mover. 19. A system according to claim 18, characterized in that it is comprised of a conveying means for carrying out. 20 sorbent filter means of said consuming device are associated with said conveying means such that the flow of said gaseous fuel from said consuming device storage means to said coupling means of said prime mover simultaneously passes through said consuming device sorbent filter means; 20. System according to claim 19, characterized in that the system also passes through. 21 sorbent filter means of said consumer device desorbingly reintroduces at least a portion of said predetermined component removed into said gaseous fuel flow from said consumer device storage means to said coupling means of said prime mover; 21. The system according to claim 20, characterized in that: 22. A system comprising a hydrocarbon gas fueled vehicle and a refueling device for said vehicle, comprising: an inlet means on said refueling device mounted in fluid communication with a gaseous fuel supply; hermetically sealed compression means on said refueling device for compressing and raising its pressure to a predetermined maximum pressure level; air cooling means on said refueling device for reducing the temperature of said compressed gaseous fuel; sorbent filter means on said refueling device for sorbently removing at least a portion of certain components of gaseous fuel; evacuation means on said refueling device for supplying said compressed gas fuel to said vehicle, comprising a fluid conduit for selectively refueling said inlet means; on-board storage means for storing a predetermined amount of said compressed gaseous fuel on said vehicle, comprising an adhesive; and for combining said gaseous fuel with air to create the mechanical energy necessary to move said vehicle. said on-vehicle prime mover comprising means for conveying said gaseous fuel from said fuel inlet means to said on-board storage means and for conveying said gaseous fuel from said on-board storage means to said coupling means of said prime mover; and on-vehicle sorbent filter means coupled to the conveying means for sorbently filtering the flow of the gaseous fuel to the on-board storage means. 23 The maximum pressure at which the gaseous fuel is stored in the vehicle storage means is approximately 3450 kPa (500 psig).
Claim 22, characterized in that
The system described in Section. 24 When the gas fuel is stored in the vehicle storage means, the maximum pressure is approximately 689 to 2760 kPa (100 kPa).
24. The system of claim 23, wherein the system is in the range of 400 psig). 25. Claim 25, characterized in that said vehicle sorbent filter means sorbently removes at least a portion of a predetermined component of said gaseous fuel before said gaseous fuel is conveyed to said vehicle storage means. The system according to paragraph 24. 26 said sorbent means is coupled to said transport means;
26. The system of claim 25, wherein the flow of gaseous fuel from the storage means to the coupling means of the prime mover also passes through sorbent filter means. 27. Claims characterized in that sorbent filter means desorbively reintroduce at least a portion of said predetermined component removed from said storage means to said coupling means of said prime mover into the flow of gaseous fuel. The system according to paragraph 26. 28. Claim characterized in that said vehicle constitutes means for raising the temperature of said sorbent filter means when said gaseous fuel is conveyed from said storage means to said coupling means of said prime mover. Second
The system described in Section 7. 29. The system according to claim 28, wherein the temperature raising means is connected to the prime mover, and the heat generated by driving the prime mover is at least partially utilized by the temperature raising means. . 30. The system of claim 24, wherein the sorbent in the storage means and the sorbent in the sorbent filter means both comprise activated carbon. 31. The system of claim 25, wherein the predetermined components include water, steam, oil, propane and butane. 32 further configuring at least one storage container on the refueling device, the storage container of the refueling device having a sorbent therein for sorbing the second predetermined amount of the compressed gaseous fuel; 23. The system of claim 22, wherein the system is worn for storage. 33. The system of claim 32, wherein the sorbent in the refueling device storage container is comprised of activated carbon. 34 first supplying the gaseous fuel from a storage container of the refueling device to the container if the initial internal pressure is approximately at or above a second predetermined pressure level; said compressed gas fuel mounted to bypass a storage container of said refueling device so as to supply said compressed gas fuel from said compression means to said vehicle when said compressed gas fuel is below a third predetermined pressure level; Claim 32 further comprising control means for the refueling device for supplying either the means or the storage container of the refueling device.
The system described in Section. 35 said control means directs said compressed gas fuel to a storage container of said sample supply device after said fluid conduit is removed from said vehicle or after gas fuel pressure in said container has increased to approximately a fourth predetermined pressure level; and further adapted to stop the operation of the compressor after the gaseous fuel pressure within the storage container of the refueling device has risen to approximately a second predetermined pressure level. 35. The system of claim 34. 36 The compression means is composed of a first stage compression means for initially increasing the pressure of the gas fuel, and a second stage compression means for further increasing the pressure of the pressurized gas fuel from the first compression means. and the air cooling means comprises an interstage heat exchanger fitted to raise the temperature of the pressurized gaseous fuel from the first stage compression means before it is further pressurized within the second stage compression means. 23. The system according to claim 22, characterized in that: 37. The system of claim 36, wherein the first and second stage compression means each comprise a hermetically sealed refrigerant type gas compressor. 38. Claim No. 38, wherein said compressor means comprises a hermetically sealed two-stage compressor, said second stage compressor being mounted in fluid communication with an interstage intermediate heat exchanger. The system according to paragraph 36. 39. The system of claim 22 further comprising moisture separation means between the air cooling means and the adsorbent filter means of the refueling device. 40. The system of claim 39, wherein the moisture removal means comprises refrigeration means for further cooling the compressed gaseous fuel below ambient temperature and separating moisture. 41. The system of claim 39, wherein the moisture removal means comprises a vortex tube device. 42 lubricant filter means on the discharge side of said hermetically sealed compressor means for substantially confining and collecting lubricant of the compressor means from said compressed gaseous fuel; and said lubricant filter means on the suction side of said compressor means. and fluid conduit means for maintaining said valve means in its closed position when said compressor means is activated and for opening said valve means when said compressor means is inactive to allow said compressed gas fuel to flow into said compressed gas fuel. control means for flowing from said discharge side of said compressor means to said suction side, substantially equalizing the pressure therebetween, and forcing said collected lubricant back to said suction side of said compressor means; 23. The system according to claim 22, characterized in that: 43. A combination of natural gas-using vehicles and other equipment that uses natural gas and a natural gas refueling unit to refuel vehicles or other equipment, an inlet on said unit fitted for connection to a natural gas supply system; Compress the natural gas to reduce its pressure to approximately
at least one hermetically sealed gas compressor on said unit with its suction connection to said inlet for raising the pressure to a predetermined maximum pressure level of less than 400 psig; the interior thereof being in fluid communication with the discharge side of said compressor; at least one heat exchanger coil on said unit that is operatively connected and conveys said compressed natural gas therebetween; an adsorbent filter compartment on said unit having an adsorbent for adsorbing at least a portion of the heavy components from said compressed natural gas; at least one adsorbent storage vessel on said unit for reducing the pressure at which gas is stored and for adsorptively storing said compressed natural gas from said adsorbent filter at approximately a first predetermined pressure level; outlet means on said unit defining a fluid outlet conduit selectively and removably connected to a fuel inlet on said vehicle for selectively supplying said compressed natural gas to said vehicle; and natural gas within said unit. the vehicle is first refueled from the storage container if the pressure is approximately at or above the second predetermined pressure level; and if the natural gas pressure in the storage container is below the second predetermined pressure level; the storage container is bypassed to refuel the vehicle from the compressor; and the natural gas pressure within the vehicle is reduced after or instead of the fluid outlet conduit being disconnected from the fuel inlet of the vehicle. control means on said unit adapted to cause said storage vessel to be refilled with said compressed natural gas after reaching a third predetermined pressure level; and an adsorbent contained therein for said natural gas to be stored. at least one adsorbent storage vessel on the vehicle for sorbently storing the natural gas reserves to reduce the pressure of the vehicle; and combining the natural gas fuel with air to power the vehicle. an internal combustion engine on said vehicle, comprising carburetor means for producing the mechanical energy required for said vehicle; and for conveying said natural gas from said fuel inlet to said vehicle storage means and from said vehicle storage means to said engine. on-vehicle means for conveying said natural gas to said vaporizer means of said combination. 44. The combination of claim 43, wherein said natural gas is stored in said vehicle and unit storage vessel at a pressure level below approximately 2760 kPa (400 psig). 45. a first means for removing moisture from said natural gas from said inlet prior to said natural gas entering said compressor; and prior to said compressed natural gas entering said adsorbent filter chamber on said vehicle; and a second means for removing moisture from the compressed natural gas. 46. The combination of claim 45, wherein the first moisture removal means constitutes a desiccant filter device having an adsorbent therein for adsorbing moisture from the natural gas. 47. Said second moisture removal means comprises refrigeration means for cooling said compressed natural gas below ambient temperature and separating moisture therefrom, and evacuation means for removing said separated moisture from said refrigeration means. 46. The combination according to claim 45, characterized in that the combination comprises: 48 Claim 4, characterized in that the second moisture removal means is constituted by a vortex tube device.
The combination described in Section 5. 49 said unit comprises at least one filter means provided on the discharge side of said hermetically sealed compressor for substantially confining and collecting compressor lubricant from said compressed natural gas; The fluid return conduit has a solenoid valve built therein, and the control means closes the solenoid valve when the compressor is operated, and the control means closes the solenoid valve when the compressor is operated. The solenoid valve opens when the machine is stopped, and the open solenoid valve allows compressed natural gas to flow from the discharge side, substantially equalizing the pressure therebetween, and the collected compressor lubricant. 44. The combination according to claim 43, wherein the compressor is forcibly driven to the suction side of the compressor. 50. At least one of said lubricant filter means is disposed substantially adjacent said heat exchanger coil and below its lowest level so that compressor lubricant is discharged therefrom and within said lubricant filter means. 50. The combination according to claim 49, characterized in that it is collected in: 51 said vehicle simultaneously constitutes an adsorbent filter chamber having therein an adsorbent fitted for adsorbing heavy components from said compressed natural gas, said adsorbent filter chamber leading to said vehicle storage container for said natural gas; Claim 43, characterized in that it is in communication with said conveying means for flowing adsorptive filtration.
Combinations listed in section. 52. The combination of claim 51, wherein the vehicle filter chamber removes at least a portion of heavy components from the natural gas. 53. Claim 52, characterized in that said vehicle filter chamber also communicates with said conveying means, such that the flow of said natural gas from said vehicle storage means to said vaporization means also passes through said vehicle filter chamber. Combinations listed. 54. Claim 53, characterized in that said vehicle filter chamber desorbs and reintroduces at least a portion of the heavy components removed into the natural gas flow from said vehicle storage vessel to said vaporizing means. Combinations listed. 55. A method of operating a natural gas powered system for a vehicle having a natural gas consuming engine and of operating a refueling system for said vehicle, comprising the steps of: and conveying the natural gas to the refueling device, compressing the natural gas in the refueling device to increase its pressure, and cooling the compressed natural gas in the refueling device to reduce its temperature. , storing a predetermined amount of the compressed natural gas in the refueling device, discharging the compressed natural gas to a fuel inlet on the vehicle for consumption therein, and conveying the natural gas from the fuel inlet through a filter. to remove at least a part of a predetermined component of the natural gas, store a predetermined amount of the filtered natural gas in the vehicle, and send the stored natural gas back through the filter to remove at least a part of the predetermined components of the natural gas. A method as described above, characterized in that it consists of the step of: desorbingly reintroducing at least a portion of the removed predetermined component into the flow leading to the engine. 56. The method of claim 56, further comprising the step of filtering the natural gas by passing it through an adsorbent before it is discharged into the fuel inlet on the vehicle. Range 55th
The method described in section. 57. The method according to claim 57, wherein both of the storage methods include a step of adsorbing the natural gas with an adsorbent. 58 The natural gas is inside the vehicle at a pressure of approximately 2760kPa.
58. The method of claim 57, wherein the method is stored at a pressure below (400 psig). 59. The method of claim 58, comprising the steps of conveying the stored natural gas through the filter and concomitantly heating the filter. 60. The method of claim 59, including the step of using at least a portion of the heat generated by the engine to heat the filter. 61. Claim 60, characterized in that the natural gas is stored and filtered both on the vehicle and on the refueling device by adsorbively storing and filtering the natural gas on activated carbon. The method described in. 62. A system comprising a gaseous fuel consumer and a gaseous fuel storage system housed in a compartment, and means for conveying said gaseous fuel from an inlet means to said storage system and from said gas storage system to said gaseous fuel consumer. , adsorbent filter means disposed within said compartment communicate with said conveying means such that the flow of gaseous fuel from said inlet to said storage system passes through said adsorbent filter means and removes from said gaseous fuel. At least a portion of the odorant is adsorbed and the flow of the gaseous fuel from the storage system to the device is simultaneously passed through the adsorption filter means to remove at least a portion of the odorant within the gaseous fuel. A system as described above, characterized in that the gaseous fuel is significantly odorized while being conveyed into the compartment by desorbing reintroduction into the compartment. 63. A method of operating a gas fuel system and a gas fuel supply system having a gas fuel consumer housed in a compartment, the method comprising: transferring the gas fuel to the storage via an adsorption filter disposed substantially within the compartment. system, first adsorbingly removes at least a portion of the odorant from the gaseous fuel as it is conveyed through the filter, and then conveyed from the storage system again through the filter to the gaseous fuel consumer. and desorbingly reintroducing at least a portion of the odorant into the gaseous fuel as it is conveyed back through the filter.