JPH0518260A - Heat-exchange device in hydrogen engine system - Google Patents
Heat-exchange device in hydrogen engine systemInfo
- Publication number
- JPH0518260A JPH0518260A JP3168492A JP16849291A JPH0518260A JP H0518260 A JPH0518260 A JP H0518260A JP 3168492 A JP3168492 A JP 3168492A JP 16849291 A JP16849291 A JP 16849291A JP H0518260 A JPH0518260 A JP H0518260A
- Authority
- JP
- Japan
- Prior art keywords
- cooling water
- engine
- tank
- water circulation
- pump
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/14—Thermal energy storage
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/32—Hydrogen storage
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E70/00—Other energy conversion or management systems reducing GHG emissions
- Y02E70/30—Systems combining energy storage with energy generation of non-fossil origin
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はエンジン冷却水を用いて
水素吸蔵合金収容容器内の水素吸蔵合金を加熱して水素
を放出させ、放出された水素をエンジンに供給する水素
エンジンシステムの熱交換装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to heat exchange in a hydrogen engine system in which engine cooling water is used to heat a hydrogen storage alloy in a hydrogen storage alloy container to release hydrogen and supply the released hydrogen to an engine. It relates to the device.
【０００２】[0002]
【従来の技術】この種の水素エンジンシステムの熱交換
装置として、図４に示すようにエンジン３１と水素吸蔵
合金収容容器（以下、ＭＨタンクという）３２とをエン
ジン冷却水の循環路３３で連結し、エンジン３１に内蔵
されたウォータポンプ３４の作用によりエンジン冷却水
を循環路３３内で循環させ、エンジン３１を冷却して高
温となった冷却水をＭＨタンク３２へ圧送してＭＨタン
ク３２内の水素吸蔵合金を加熱して水素ガスを放出さ
せ、放出された水素ガスをガス管路３５によりエンジン
３１へ供給するようにしたものが提案されている（特開
平２−８６９２２号公報）。2. Description of the Related Art As a heat exchange device for a hydrogen engine system of this type, as shown in FIG. 4, an engine 31 and a hydrogen storage alloy container (hereinafter referred to as an MH tank) 32 are connected by a circulation passage 33 for engine cooling water. Then, the engine cooling water is circulated in the circulation path 33 by the action of the water pump 34 incorporated in the engine 31, and the engine 31 is cooled to a high temperature by pumping the cooling water to the MH tank 32 so that the MH tank 32 is cooled. The above hydrogen storage alloy is heated to release hydrogen gas, and the released hydrogen gas is supplied to the engine 31 through the gas pipe 35 (Japanese Patent Laid-Open No. 2-86922).
【０００３】又、特開平２−３７１５９号公報には図５
に示すように、エンジン冷却水をラジエータ３６へ導く
管路３７から管路３８を分岐するとともに、管路３８に
ＭＨタンク循環水ポンプ３９を設け、エンジン冷却水の
一部を排ガス熱交換器４０へ導き、排ガス熱交換器４０
で加熱されたエンジン冷却水をＭＨタンク３２へ導き、
ＭＨタンク３２で水素吸蔵合金の加熱に使用された後の
エンジン冷却水をエンジン３１へ戻す構成のものが提案
されている。この装置はＭＨタンク３２へ供給されるエ
ンジン冷却水の温度が所定の一定温度Ｔとなるように、
排ガス熱交換器４０への排ガス量を排ガス調節弁４１で
調節するとともに、ＭＨタンク３２内の発生水素圧力が
設定値となるように調節弁４２によりＭＨタンク３２内
を流れるエンジン冷却水量を調節するようになってい
る。Further, Japanese Patent Laid-Open No. 2-37159 discloses a configuration shown in FIG.
As shown in FIG. 3, the pipe 38 is branched from the pipe 37 that guides the engine cooling water to the radiator 36, the MH tank circulating water pump 39 is provided in the pipe 38, and part of the engine cooling water is exhausted by the exhaust gas heat exchanger 40. To exhaust gas heat exchanger 40
Guide the engine cooling water heated by to the MH tank 32,
A configuration has been proposed in which the engine cooling water after being used for heating the hydrogen storage alloy in the MH tank 32 is returned to the engine 31. This device keeps the temperature of the engine cooling water supplied to the MH tank 32 at a predetermined constant temperature T,
The amount of exhaust gas to the exhaust gas heat exchanger 40 is adjusted by the exhaust gas control valve 41, and the amount of engine cooling water flowing in the MH tank 32 is adjusted by the control valve 42 so that the generated hydrogen pressure in the MH tank 32 becomes a set value. It is like this.
【０００４】[0004]
【発明が解決しようとする課題】エンジン冷却水をＭＨ
タンク３２内の水素吸蔵合金の加熱に使用する場合、熱
交換効率を高めるためＭＨタンク３２内の管路はたんな
る直管ではなく、螺旋状に形成されたり途中に多数のフ
ィンが設けられているため大きな圧力損失が生じる。従
って、ＭＨタンク３２へエンジン冷却水を循環供給する
ためには吐出圧の大きなポンプが必要となる。ところ
が、エンジン３１に内蔵されたウォータポンプ３４の吐
出圧はエンジンの低回転数域では低いため、特開平２−
８６９２２号公報に開示された装置ではＭＨタンク３２
に流れるエンジン冷却水量、すなわち水素吸蔵合金を加
熱するための熱量が不足しがちになるという問題があ
る。[Problems to be Solved by the Invention]
When used for heating the hydrogen storage alloy in the tank 32, in order to improve the heat exchange efficiency, the pipe line in the MH tank 32 is not a straight pipe but is formed in a spiral shape or a large number of fins are provided on the way. Therefore, a large pressure loss occurs. Therefore, a pump having a large discharge pressure is required to circulate and supply the engine cooling water to the MH tank 32. However, since the discharge pressure of the water pump 34 built in the engine 31 is low in the low engine speed range, the method disclosed in Japanese Patent Laid-Open No.
In the device disclosed in Japanese Patent No. 86922, the MH tank 32
There is a problem in that the amount of engine cooling water flowing through, that is, the amount of heat for heating the hydrogen storage alloy tends to be insufficient.
【０００５】又、特開平２−３７１５９号公報の装置で
はエンジン冷却水をラジエータ３６に供給するウォータ
ポンプ３４と別に、エンジン冷却水をＭＨタンク３２へ
供給するためのＭＨタンク循環水ポンプ３９が設けられ
ているため、ＭＨタンク３２に流れるエンジン冷却水量
が不足しがちになることはない。しかし、この装置では
ＭＨタンク循環水ポンプ３９とＭＨタンク３２との間に
排ガス熱交換器４０が設けられているため、排ガス熱交
換器４０にＭＨタンク循環水ポンプ３９の大きな吐出圧
がかかり、耐圧の大きなものを使用しなければならない
という問題がある。又、ＭＨタンク３２へ供給されるエ
ンジン冷却水量が少なく、バイパス弁４３を通る量が多
い場合はＭＨタンク循環水ポンプ３９の大きな吐出圧が
エンジン３１に伝えられ、エンジン３１に過剰な圧力が
かかる虞があるという問題もある。Further, in the apparatus disclosed in Japanese Patent Laid-Open No. 2-37159, an MH tank circulating water pump 39 for supplying the engine cooling water to the MH tank 32 is provided in addition to the water pump 34 for supplying the engine cooling water to the radiator 36. Therefore, the amount of engine cooling water flowing in the MH tank 32 does not tend to become insufficient. However, since the exhaust gas heat exchanger 40 is provided between the MH tank circulating water pump 39 and the MH tank 32 in this device, a large discharge pressure of the MH tank circulating water pump 39 is applied to the exhaust gas heat exchanger 40, There is a problem that it is necessary to use a high withstand voltage. When the amount of engine cooling water supplied to the MH tank 32 is small and the amount of water passing through the bypass valve 43 is large, a large discharge pressure of the MH tank circulating water pump 39 is transmitted to the engine 31 and an excessive pressure is applied to the engine 31. There is also the problem of fear.
【０００６】本発明は前記の問題点に鑑みてなされたも
のであって、その目的は水素吸蔵合金収容容器（ＭＨタ
ンク）で必要な量のエンジン冷却水を確実に供給するた
め、エンジン内蔵のウォータポンプとは別のポンプを設
けた場合に、冷却水循環経路内に配置される各構成部品
に過剰な耐圧性能を備える必要がなく、エンジンに過剰
な圧力がかかる虞のない水素エンジンシステムの熱交換
装置を提供することにある。The present invention has been made in view of the above problems, and its purpose is to reliably supply a required amount of engine cooling water in a hydrogen storage alloy container (MH tank). When a pump other than the water pump is provided, it is not necessary to provide each component arranged in the cooling water circulation path with excessive pressure resistance performance, and the heat of the hydrogen engine system that does not cause excessive pressure to the engine It is to provide a switching device.
【０００７】[0007]
【課題を解決するための手段】前記の目的を達成するた
め本発明においては、エンジン冷却水を用いて水素吸蔵
合金収容容器内の水素吸蔵合金を加熱して水素を放出さ
せ、放出された水素をエンジンに供給する水素エンジン
システムにおいて、水素吸蔵合金収容容器とエンジンと
を連結する冷却水循環経路内にエンジン内蔵のウォータ
ポンプとは別の冷却水循環ポンプを配置し、前記冷却水
循環経路内に配置される各構成部品のなかで最も耐圧性
能の低い部品を前記冷却水循環ポンプの吸入側に配置
し、圧力損失の最も大きな部品を前記冷却水循環ポンプ
の吐出側に配置し、かつ冷却水循環ポンプから吐出され
たエンジン冷却水がエンジンを通過せずに冷却水循環ポ
ンプへ戻ることを可能とするバイパス経路を設けた。To achieve the above object, in the present invention, engine cooling water is used to heat a hydrogen storage alloy in a hydrogen storage alloy container to release hydrogen, and the released hydrogen is discharged. In the hydrogen engine system for supplying the engine to the engine, a cooling water circulation pump different from the water pump built into the engine is arranged in the cooling water circulation passage connecting the hydrogen storage alloy container and the engine, and the cooling water circulation passage is arranged in the cooling water circulation passage. The component with the lowest pressure resistance among the components described above is arranged on the suction side of the cooling water circulation pump, and the component with the largest pressure loss is arranged on the discharge side of the cooling water circulation pump, and is discharged from the cooling water circulation pump. A bypass route was provided to allow the engine cooling water to return to the cooling water circulation pump without passing through the engine.
【０００８】[0008]
【作用】この装置においては、エンジンに内蔵されたウ
ォータポンプとは別の冷却水循環ポンプによりエンジン
冷却水が水素吸蔵合金収容容器（ＭＨタンク）に供給さ
れ、エンジンの回転数に係わりなくＭＨタンクで必要な
量のエンジン冷却水が確実に供給される。冷却水循環ポ
ンプの吐出圧力は大きいが、冷却水循環経路の冷却水循
環ポンプの吐出口側に圧力損失の最も大きな部品例えば
ＭＨタンクが配置されるため、当該部品を通過した後の
エンジン冷却水の圧力は大きく低下する。従って、その
他の部品にかかる圧力が小さくなり、耐圧性能を高くし
なくても十分耐えられる。又、最も耐圧性能の低い部品
は冷却水循環ポンプの吸入側に配置されるため、冷却水
循環ポンプから吐出されたエンジン冷却水が当該部品と
対応する位置に到達した時点では圧力が最も低下した状
態になる。又、冷却水循環ポンプから吐出されたエンジ
ン冷却水の一部がエンジンを通過せずにバイパス経路を
通って冷却水循環ポンプへ戻るため、エンジンに過剰な
圧力がかかる虞がない。In this device, the engine cooling water is supplied to the hydrogen storage alloy container (MH tank) by the cooling water circulation pump other than the water pump built in the engine, and the engine cooling water is stored in the MH tank regardless of the engine speed. Ensuring that the required amount of engine cooling water is supplied. Although the discharge pressure of the cooling water circulation pump is high, the component with the largest pressure loss, such as the MH tank, is arranged on the discharge port side of the cooling water circulation pump in the cooling water circulation path. Greatly reduced. Therefore, the pressure applied to the other parts is reduced, and the pressure resistance can be sufficiently endured without increasing the pressure resistance. Also, since the component with the lowest pressure resistance is located on the suction side of the cooling water circulation pump, when the engine cooling water discharged from the cooling water circulation pump reaches the position corresponding to the relevant component, the pressure is in the lowest state. Become. Further, since a part of the engine cooling water discharged from the cooling water circulation pump returns to the cooling water circulation pump through the bypass path without passing through the engine, there is no risk of excessive pressure being applied to the engine.
【０００９】[0009]
（実施例１）以下、本発明を具体化した第１実施例を図
１及び図２に従って説明する。図１に示すようにエンジ
ン１とＭＨタンク（水素吸蔵合金収容容器）２とはエン
ジン冷却水循環経路を構成する主管路３により連結され
ている。主管路３にはＭＨタンク２の上流側にエンジン
１に内蔵されたウォータポンプ４とは別に冷却水循環ポ
ンプ５が配置され、ＭＨタンク２とエンジン１との間に
リザーブタンク６を備えたラジエータ７が配置されてい
る。ラジエータ７の入口側には電磁開閉弁８が設けられ
ている。主管路３にはＭＨタンク２へのエンジン冷却水
の流量を調節するため、開度調節可能な電磁弁９を有す
る管路１０がＭＨタンク２と並列に接続されている。
又、ラジエータ７へのエンジン冷却水の流量を調節する
ため、主管路３には前記電磁開閉弁８より上流側で分岐
された管路１１がラジエータ７と並列に接続され、該管
路１１に開度調節可能な電磁弁１２が設けられている。
又、主管路３のラジエータ７とエンジン１との中間部及
びエンジン１と冷却水循環ポンプ５との中間部を連結す
るバイパス管路１３が設けられ、冷却水循環ポンプ５か
ら吐出されたエンジン冷却水がエンジン１を通過せずに
冷却水循環ポンプ５へ戻ることが可能となっている。(Embodiment 1) A first embodiment of the present invention will be described below with reference to FIGS. As shown in FIG. 1, the engine 1 and the MH tank (hydrogen storage alloy storage container) 2 are connected by a main pipe 3 which constitutes an engine cooling water circulation path. In the main pipeline 3, a cooling water circulation pump 5 is arranged on the upstream side of the MH tank 2 separately from the water pump 4 built in the engine 1, and a radiator 7 having a reserve tank 6 between the MH tank 2 and the engine 1. Are arranged. An electromagnetic opening / closing valve 8 is provided on the inlet side of the radiator 7. To the main pipeline 3, a pipeline 10 having an electromagnetic valve 9 whose opening degree can be adjusted is connected in parallel with the MH tank 2 in order to regulate the flow rate of engine cooling water to the MH tank 2.
Further, in order to adjust the flow rate of the engine cooling water to the radiator 7, a pipe line 11 that is branched upstream from the electromagnetic opening / closing valve 8 is connected to the main pipe line 3 in parallel with the radiator 7, and to the pipe line 11. A solenoid valve 12 whose opening can be adjusted is provided.
Further, a bypass pipe line 13 that connects an intermediate portion between the radiator 7 and the engine 1 of the main pipe line 3 and an intermediate portion between the engine 1 and the cooling water circulation pump 5 is provided, and engine cooling water discharged from the cooling water circulation pump 5 is provided. It is possible to return to the cooling water circulation pump 5 without passing through the engine 1.
【００１０】前記電磁開閉弁８及び電磁弁９，１２はコ
ントローラ１４からの指示により駆動される。コントロ
ーラ１４にはＭＨタンク２に設けた圧力センサ（図示せ
ず）からの検知信号が入力され、コントローラ１４はＭ
Ｈタンク２での発生水素圧力が設定された値になるよう
に電磁弁９の開度を制御してＭＨタンク２へのエンジン
冷却水の流量を調節するようになっている。The solenoid opening / closing valve 8 and the solenoid valves 9 and 12 are driven by an instruction from the controller 14. A detection signal from a pressure sensor (not shown) provided in the MH tank 2 is input to the controller 14, and the controller 14 controls the M
The flow rate of the engine cooling water to the MH tank 2 is adjusted by controlling the opening of the solenoid valve 9 so that the hydrogen pressure generated in the H tank 2 becomes a set value.
【００１１】前記エンジン冷却水循環経路内に配置され
た各構成部品の圧力損失（エンジン回転数３０００ｒｐ
ｍ、冷却水量２４ｌ／min のとき）、耐圧性能は次表の
通りである。Pressure loss of each component arranged in the engine cooling water circulation path (engine speed 3000 rpm)
m, when the cooling water amount is 24 l / min), and the pressure resistance performance is as shown in the following table.
【００１２】[0012]
【表１】 [Table 1]
【００１３】すなわち、エンジン冷却水循環経路内に配
置された各構成部品は、最も耐圧性能の低い部品である
エンジン１が冷却水循環ポンプ５の吸入側に配置され、
圧力損失の最も大きな部品であるＭＨタンク２が冷却水
循環ポンプ５の吐出側に配置されている。又、各構成部
品は耐圧性能及び圧力損失の高いものほど冷却水循環ポ
ンプ５の吐出口に近い側に配置されている。That is, among the constituent parts arranged in the engine cooling water circulation path, the engine 1 having the lowest pressure resistance is arranged on the suction side of the cooling water circulation pump 5.
The MH tank 2, which has the largest pressure loss, is arranged on the discharge side of the cooling water circulation pump 5. Further, each component is arranged closer to the discharge port of the cooling water circulation pump 5 as the pressure resistance and pressure loss are higher.
【００１４】次に前記のように構成された装置の作用を
説明する。エンジン１の駆動とともにウォータポンプ４
及び冷却水循環ポンプ５も同時に駆動され、エンジン１
の冷却に使用されて高温となったエンジン冷却水がエン
ジン１から主管路３へ送り出される。エンジン冷却水の
一部は冷却水循環ポンプ５の作用により昇圧されてＭＨ
タンク２へ送られ、ＭＨタンク２内の水素吸蔵合金を加
熱する。これにより水素吸蔵合金が水素を放出し、放出
された水素ガスが図示しないガス管路を介してエンジン
１に供給され、エンジン１の燃料として使用される。Ｍ
Ｈタンク２内の水素吸蔵合金の加熱に使用されたエンジ
ン冷却水はＭＨタンク２から排出された時点ではエンジ
ン１の冷却に有効な温度まで冷却されている。ＭＨタン
ク２から排出されたエンジン冷却水はラジエータ７ある
いは管路１１を通過した後、エンジン１あるいはバイパ
ス管路１３へ導かれる。Next, the operation of the apparatus constructed as described above will be described. Water pump 4 with driving engine 1
The cooling water circulation pump 5 is also driven at the same time, and the engine 1
The engine cooling water, which has been heated to a high temperature and is sent from the engine 1 to the main pipeline 3. A part of the engine cooling water is pressurized by the action of the cooling water circulation pump 5 and MH
It is sent to the tank 2 and heats the hydrogen storage alloy in the MH tank 2. As a result, the hydrogen storage alloy releases hydrogen, and the released hydrogen gas is supplied to the engine 1 via a gas pipeline (not shown) and used as fuel for the engine 1. M
The engine cooling water used for heating the hydrogen storage alloy in the H tank 2 is cooled to a temperature effective for cooling the engine 1 when it is discharged from the MH tank 2. The engine cooling water discharged from the MH tank 2 passes through the radiator 7 or the pipeline 11, and then is guided to the engine 1 or the bypass pipeline 13.
【００１５】バイパス管路１３が存在するため、エンジ
ン冷却水の流れとしては図１に矢印Ａで示す冷却水循環
ポンプ５の作用によるものと、矢印Ｂで示すウォータポ
ンプ４の作用によるものとの２系統の流れが存在する。
ＭＨタンク２及びラジエータ７は矢印Ａの流れのなかに
あるため、電磁開閉弁８及び電磁弁９，１２の開度が一
定であればウォータポンプ４の流量変動に影響されずに
その流量が一定に維持される。又、エンジン１の冷却に
使用されるエンジン冷却水は矢印Ｂの流れに沿ったもの
だけであるが、バイパス管路１３内で矢印Ａの流れと矢
印Ｂの流れとが混合されるため、矢印Ａの流れのエンジ
ン冷却水の温度が上昇した後ＭＨタンク２に送られる。
従って、エンジン１からエンジン冷却水に伝達された熱
は確実にＭＨタンクに供給される。Due to the presence of the bypass pipe line 13, the engine cooling water flows by the action of the cooling water circulation pump 5 shown by the arrow A in FIG. 1 and by the action of the water pump 4 shown by the arrow B. There is a systematic flow.
Since the MH tank 2 and the radiator 7 are in the flow of the arrow A, if the opening amounts of the electromagnetic opening / closing valve 8 and the electromagnetic valves 9 and 12 are constant, the flow rate is constant without being affected by the flow rate fluctuation of the water pump 4. Maintained at. Further, although the engine cooling water used for cooling the engine 1 is only along the flow of the arrow B, the flow of the arrow A and the flow of the arrow B are mixed in the bypass pipe line 13, so that the arrow After the temperature of the engine cooling water of the flow of A rises, it is sent to the MH tank 2.
Therefore, the heat transferred from the engine 1 to the engine cooling water is surely supplied to the MH tank.
【００１６】ＭＨタンク２に供給されるエンジン冷却水
の量は電磁弁９の開度により決まり、電磁弁９の開度は
コントローラ１４により制御される。そして、ＭＨタン
ク２内の圧力が設定圧より高くなると電磁弁９の開度が
大きくなり、ＭＨタンク２を流れるエンジン冷却水の量
が少なくなる。この場合冷却水循環ポンプ５から吐出さ
れた高圧のエンジン冷却水の多くが圧力損失の小さな電
磁弁９を通って下流側へ流れるため、バイパス管路１３
がない場合には高い圧力のエンジン冷却水がエンジン１
へ供給されてエンジン１に過剰な圧力がかかることにな
るが、バイパス管路１３が存在するため、高い圧力のエ
ンジン冷却水はバイパス管路１３を通過して冷却水循環
ポンプ５へ戻るのでエンジン１に過剰な圧力がかかるこ
とはない。The amount of engine cooling water supplied to the MH tank 2 is determined by the opening of the solenoid valve 9, and the opening of the solenoid valve 9 is controlled by the controller 14. When the pressure in the MH tank 2 becomes higher than the set pressure, the opening degree of the solenoid valve 9 becomes large, and the amount of engine cooling water flowing in the MH tank 2 becomes small. In this case, most of the high-pressure engine cooling water discharged from the cooling water circulation pump 5 flows to the downstream side through the electromagnetic valve 9 having a small pressure loss, so that the bypass pipe line 13 is provided.
If there is no high pressure engine cooling water
Is supplied to the engine 1 and excessive pressure is applied to the engine 1. However, since the bypass pipe line 13 exists, the high-pressure engine cooling water passes through the bypass pipe line 13 and returns to the cooling water circulation pump 5. There is no excessive pressure on.
【００１７】又、電磁弁９，１２が完全に閉じられて主
管路３とバイパス管路１３のみをエンジン冷却水が通過
する状態の場合でも、冷却水循環ポンプ５から吐出され
た高圧のエンジン冷却水は圧力損失の大きなＭＨタンク
２をまず通過することにより圧力が低下し、その後に圧
力損失及び耐圧性能の低いラジエータ７及びエンジン１
を通過するため、ラジエータ７及びエンジン１に加わる
圧力は耐圧性能未満となり破損の虞がない。例えば、冷
却水量２４ｌ／min のとき、各部に加わる圧力は図２に
示すようになる。Even when the solenoid valves 9 and 12 are completely closed and the engine cooling water passes through only the main pipeline 3 and the bypass pipeline 13, the high-pressure engine cooling water discharged from the cooling water circulation pump 5 is discharged. Is first passed through the MH tank 2 having a large pressure loss, so that the pressure drops, and then the radiator 7 and the engine 1 having a low pressure loss and a low pressure resistance performance.
Therefore, the pressure applied to the radiator 7 and the engine 1 is less than the pressure resistance and there is no risk of damage. For example, when the amount of cooling water is 24 l / min, the pressure applied to each part is as shown in FIG.
【００１８】（実施例２）次に第２実施例を図３に従っ
て説明する。この実施例ではエンジン１の冷却に使用さ
れた後のエンジン冷却水を排ガス熱交換器でさらに加熱
した後、ＭＨタンク２へ供給する構成とした点が前記実
施例と異なっている。すなわち、主管路３のエンジン１
の出口側とバイパス回路１３との間に排ガス熱交換器１
５が配置されている。排ガス熱交換器１５には排ガス管
路１６から分岐された補助管路１７が接続され、３方弁
１８の切換により排ガスが排ガス熱交換器１５に供給可
能となっている。(Second Embodiment) Next, a second embodiment will be described with reference to FIG. This embodiment is different from the previous embodiment in that the engine cooling water after being used for cooling the engine 1 is further heated by the exhaust gas heat exchanger and then supplied to the MH tank 2. That is, the engine 1 of the main pipeline 3
Between the outlet side of the exhaust gas and the bypass circuit 13, the exhaust gas heat exchanger 1
5 are arranged. An auxiliary pipe 17 branched from the exhaust gas pipe 16 is connected to the exhaust gas heat exchanger 15, and exhaust gas can be supplied to the exhaust gas heat exchanger 15 by switching the three-way valve 18.
【００１９】通常の使用であればＭＨタンク２内の水素
吸蔵合金を加熱するのに十分な熱量が、エンジン１の冷
却に使用されたエンジン冷却水から得られる。しかし、
エンジンの使用条件が変わり、多量の水素が必要な場合
はエンジン１の冷却時に得られる熱量だけでは不十分と
なる場合が考えられる。この実施例の装置では、通常の
使用条件では３方弁１８は排ガスが排ガス熱交換器１５
を経ずに排出され、装置は前記実施例と同様に作用す
る。一方、多量の水素が必要な使用条件では３方弁１８
は排ガスが排ガス熱交換器１５を経て排出される位置に
切換えられる。この状態ではエンジン１で加熱されたエ
ンジン冷却水が排ガス熱交換器１５を通過する際にさら
に加熱され、ＭＨタンク２へ供給される。従って、ＭＨ
タンク２へ供給されるエンジン冷却水の量が同じであっ
ても、ＭＨタンク２に供給される熱量が多くなり多量の
水素が発生する。Under normal use, a sufficient amount of heat to heat the hydrogen storage alloy in the MH tank 2 can be obtained from the engine cooling water used for cooling the engine 1. But,
When the engine usage conditions change and a large amount of hydrogen is required, it is possible that the amount of heat obtained when the engine 1 is cooled may be insufficient. In the apparatus of this embodiment, under normal use conditions, the exhaust gas from the three-way valve 18 is exhaust gas heat exchanger 15
And the device operates as in the previous embodiment. On the other hand, under operating conditions that require a large amount of hydrogen, the three-way valve 18
Is switched to a position where the exhaust gas is discharged via the exhaust gas heat exchanger 15. In this state, the engine cooling water heated by the engine 1 is further heated when passing through the exhaust gas heat exchanger 15, and is supplied to the MH tank 2. Therefore, MH
Even if the amount of engine cooling water supplied to the tank 2 is the same, the amount of heat supplied to the MH tank 2 increases and a large amount of hydrogen is generated.
【００２０】排ガス熱交換器１５の圧力損失及び耐圧性
能はラジエータ７と同程度であり、排ガス熱交換器１５
を設けてもウォータポンプ４に大きな負荷が加わること
はない。The pressure loss and pressure resistance of the exhaust gas heat exchanger 15 are comparable to those of the radiator 7, and the exhaust gas heat exchanger 15
Even if the water pump 4 is provided, a large load is not applied to the water pump 4.
【００２１】なお、本発明は前記実施例に限定されるも
のではなく、例えば、排ガス熱交換器１５をバイパス管
路１３と冷却水循環ポンプ５の吸入口との間に配置した
り、ＭＨタンク２を複数個並列に設けたり、電磁開閉弁
８を省略したりしてもよい。The present invention is not limited to the above embodiment, and for example, the exhaust gas heat exchanger 15 is arranged between the bypass pipe 13 and the suction port of the cooling water circulation pump 5, or the MH tank 2 is used. A plurality of valves may be provided in parallel, or the electromagnetic opening / closing valve 8 may be omitted.
【００２２】[0022]
【発明の効果】以上詳述したように本発明によれば、Ｍ
Ｈタンクで必要な量のエンジン冷却水を確実に供給する
ため、エンジン内蔵のウォータポンプとは別のポンプを
設けても、冷却水循環経路内に配置される各構成部品に
過剰な耐圧性能を備える必要がなく、又、エンジンに過
剰な圧力がかかる虞もない。As described above in detail, according to the present invention, M
In order to reliably supply the required amount of engine cooling water in the H tank, even if a pump other than the water pump with built-in engine is provided, each component arranged in the cooling water circulation path has excessive pressure resistance performance. There is no need, and there is no risk of excessive pressure on the engine.
【図１】第１実施例の回路図である。FIG. 1 is a circuit diagram of a first embodiment.
【図２】エンジン冷却水循環経路に配置された各部品に
加わる圧力を示す図である。FIG. 2 is a diagram showing pressure applied to each component arranged in an engine cooling water circulation path.
【図３】第２実施例の回路図である。FIG. 3 is a circuit diagram of a second embodiment.
【図４】従来例の回路図である。FIG. 4 is a circuit diagram of a conventional example.
【図５】別の従来例の回路図である。FIG. 5 is a circuit diagram of another conventional example.
１…エンジン、２…ＭＨタンク（水素吸蔵合金収容容
器）、３…エンジン冷却水循環経路を構成する主管路、
４…ウォータポンプ、５…冷却水循環ポンプ、７…ラジ
エータ、１３…バイパス回路。DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... MH tank (hydrogen storage alloy container), 3 ... Main pipeline which comprises engine cooling water circulation path,
4 ... Water pump, 5 ... Cooling water circulation pump, 7 ... Radiator, 13 ... Bypass circuit.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 鈴木 啓之 福岡県北九州市八幡東区枝光１丁目１番１ 号 新日本製鐵株式会社第３技術研究所内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroyuki Suzuki 1-1-1, Edamitsu, Yawatahigashi, Kitakyushu, Kitakyushu, Fukuoka Inside Nippon Steel Co., Ltd.
Claims (1)
容容器内の水素吸蔵合金を加熱して水素を放出させ、放
出された水素をエンジンに供給する水素エンジンシステ
ムにおいて、水素吸蔵合金収容容器とエンジンとを連結
する冷却水循環経路内にエンジン内蔵のウォータポンプ
とは別の冷却水循環ポンプを配置し、前記冷却水循環経
路内に配置される各構成部品のなかで最も耐圧性能の低
い部品を前記冷却水循環ポンプの吸入側に配置し、圧力
損失の最も大きな部品を前記冷却水循環ポンプの吐出側
に配置し、かつ冷却水循環ポンプから吐出されたエンジ
ン冷却水がエンジンを通過せずに冷却水循環ポンプへ戻
ることを可能とするバイパス経路を設けた水素エンジン
システムの熱交換装置。Claim: What is claimed is: 1. A hydrogen engine system for heating hydrogen storage alloy in a hydrogen storage alloy container using engine cooling water to release hydrogen, and supplying the released hydrogen to an engine. A cooling water circulation pump, which is different from the water pump built into the engine, is placed in the cooling water circulation path that connects the hydrogen storage alloy container and the engine, and has the highest pressure resistance performance among the components arranged in the cooling water circulation path. Of the cooling water circulation pump is arranged on the suction side of the cooling water circulation pump, the component with the largest pressure loss is arranged on the discharge side of the cooling water circulation pump, and the engine cooling water discharged from the cooling water circulation pump does not pass through the engine. A heat exchange device for a hydrogen engine system, which has a bypass path that enables the return to the cooling water circulation pump.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3168492A JP2915630B2 (en) | 1991-07-09 | 1991-07-09 | Heat exchange device for hydrogen engine system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3168492A JP2915630B2 (en) | 1991-07-09 | 1991-07-09 | Heat exchange device for hydrogen engine system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0518260A true JPH0518260A (en) | 1993-01-26 |
| JP2915630B2 JP2915630B2 (en) | 1999-07-05 |
Family
ID=15869094
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3168492A Expired - Lifetime JP2915630B2 (en) | 1991-07-09 | 1991-07-09 | Heat exchange device for hydrogen engine system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2915630B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5462021A (en) * | 1992-03-12 | 1995-10-31 | Mazda Motor Corporation | Hydrogen gas supply systems for hydrogen engine and method of supplying hydrogen gas to the hydrogen gas supply system |
-
1991
- 1991-07-09 JP JP3168492A patent/JP2915630B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5462021A (en) * | 1992-03-12 | 1995-10-31 | Mazda Motor Corporation | Hydrogen gas supply systems for hydrogen engine and method of supplying hydrogen gas to the hydrogen gas supply system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2915630B2 (en) | 1999-07-05 |
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