JPH10267195A - Lightweight pressure vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lightweight pressure vessel which does not cause corrosion even in the case that an aluminum liner is wrapped by a carbon fiber reinforced resin for reinforcement. SOLUTION: A pressure vessel is reinforced by winding FRP around an aluminum liner 4. The FRP is a carbon fiber reinforced resin 11. The carbon fiber and the aluminum liner 4 are insulated by, for instance, a glass fiber reinforced resin 10 at least one winding end 11a of the carbon fiber reinforced resin 11.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lightweight pressure vessel, and more particularly to a lightweight pressure vessel most suitable for mounting on a vehicle or carrying it.

[0002]

2. Description of the Related Art In general, pressure vessels such as LP gas and natural gas filled fuel gas containers and oxygen cylinder containers which are mounted on vehicles or are carried around for home use are transported manually. In recent years, there has been an increasing demand for lighter weight due to the use of such devices and the need to reduce the weight of the vehicle itself.

In order to reduce the weight of the pressure vessel, a gas shield liner made of aluminum or titanium, which is lighter than steel, is provided inside, instead of a conventional steel vessel, and a fiber reinforced resin (hereinafter referred to as FRP) is provided outside. A lightweight pressure vessel called a composite vessel reinforced by wrapping the same has been developed and used. Recently, attempts have been made to reduce the weight by using a resin liner having a lower specific gravity in place of the metal liner.

[0004] However, the resin liner is still unreliable in the airtightness of the pressure vessel itself and the connection between the metal liner, which is the gas outlet and the gas inlet and the inlet, and the resin liner. Further, the impact resistance during use and handling of the pressure vessel is not sufficient. In addition, the titanium liner is expensive and metal itself, so the price of the container is high,
Hard to say general. Therefore, aluminum liners are mainly used as lightweight pressure vessels as this kind of composite vessel.

As a lightweight pressure vessel of this aluminum liner, for example, FRP made of glass fiber and epoxy resin is used.
Using filament winding molding method (FW molding)
It is known that an aluminum alloy liner is wound and reinforced with a hoop wrap or the like.

This will be described more specifically with reference to the drawings. The aluminum liner pressure vessel reinforced by winding the FRP (hereinafter simply referred to as a pressure vessel) is shown in FIG. It is manufactured by winding FRP. That is, FIG. 4A shows a liner 1a having a body portion 4 and head portions 5 and 6 having a uniform thickness, and bases 2 and 3 serving as gas outflow and inflow ports, and FIG. The liner 1b is shown in which the thickness of a few parts is made thicker than the body part and reinforced. These liners are integrally formed and manufactured without welding, for example, from pipes or the like. In addition, there is a liner having a seam formed by bending an aluminum plate into a cylindrical shape and welding it in the longitudinal direction to form a body, and welding a hemispherical end plate to both open ends of the body to seal the body. In FIG. 3, the hoop wrap 7 and the liner shown in FIG. 3A (the same as the liner of FIG. 4) are shown in FIG.
Is a helical wrap 8, and FIG. 3 (d) is a full wrap 9 combining a hoop wrap 7 and a helical wrap 8.
Each shows how to wind RP.

Here, the liner 1a having a body 4 and heads 5 and 6 having a uniform thickness in FIG.
From the viewpoint (necessity) of reinforcing the entire liner including the head with FRP, the helical wrap of FIG. 3C or the full wrap combining the hoop wrap and the helical wrap of FIG. 3D is applied. Also, for the liner 1b in which the thickness of the heads 5, 6 in FIG.
From the viewpoint of reinforcing only the liner body, the hoop wrap of FIG. 3B is applied.

On the other hand, the reinforcing fibers of the FRP for reinforcing the liner are roughly classified into glass fibers and carbon fibers. Glass fibers are classified into types such as E glass, S glass, and T glass according to properties such as tensile strength and Young's modulus.
It has a strength of up to 50 N / mm ^2, the Young's modulus of up 74~86kN / mm ^2. The carbon fibers may, medium strength, high strength, high elastic modulus, ultra-high modulus, are divided into types, such as high strength and high modulus of elasticity, and strength of up ^{1900~7060N / mm 2, 294 ~700kN /} mm 2
It has a Young's modulus up to

For example, a composite pressure vessel in which an FRP made of glass fiber and an epoxy resin is wound around an aluminum alloy liner with a hoop wrap by the FW molding method is compared with a container having a capacity of 47 liters (l). 7k compared to 21kg for a steel pressure vessel and 11kg for an aluminum pressure vessel
g and a pressure test pressure of 31 kg / cm ² . Therefore, the weight of the aluminum composite type pressure vessel can be reduced to about 1/3 of the steel pressure vessel and about 2/3 of the aluminum pressure vessel.

[0010]

However, in recent years, even with this aluminum composite type pressure vessel, the demand for lighter and more compact vessels has become increasingly severe. In addition to making the liner made thinner, it is necessary to further reinforce the FRP to ensure the strength of the container. In this case, according to the characteristics of the FRP reinforced fiber described above, the use of the FRP reinforced with the carbon fiber as compared to the FRP reinforced with the glass fiber has higher strength (pressure resistance and impact resistance) as a pressure vessel. Is obtained. Therefore, in order to enhance the reinforcement of FRP, it is necessary to use FRP reinforced with glass fiber (hereinafter referred to as GFRP).
It is conceivable that the amount of FRP reinforced with carbon fibers (hereinafter referred to as CFRP) is increased.

However, when CFRP is adopted,
If the aluminum liner and the carbon fiber in the CFRP come into contact with each other, there is no problem unless it is in a corrosive environment, but in a corrosive environment where water etc. exists, the aluminum liner that contacts the carbon fiber corrodes violently. A new problem arises. Aluminum itself is a metal with good corrosion resistance, which is originally resistant to corrosion in a general corrosive environment such as a humid atmosphere.
This is a major reason aluminum has gained its reliability as a pressure vessel liner. Nevertheless, when aluminum and carbon come into contact, even in a general corrosive environment such as the above-mentioned humid atmosphere, aluminum forms a negative battery and carbon forms a positive battery, causing contact corrosion, galvanic corrosion, electrolytic corrosion, Corrosion, variously referred to as galvanic corrosion, etc., occurs violently.

Although this corrosion significantly lowers the reliability of the aluminum liner, no effective and reliable countermeasures have been proposed for this corrosion. For this reason,
A lightweight pressure vessel reinforced by wrapping CFRP in an aluminum liner has not been commercialized until now, and exclusively GF
Reinforcement by RP was performed. Therefore, GFRP
Because of its own reinforcement limit, there is a limit in reducing the weight and increasing the strength of the aluminum liner pressure vessel, and this greatly restricts the expansion of applications of the aluminum liner pressure vessel.

Accordingly, an object of the present invention is to overcome the problems of the prior art and to provide a lightweight pressure vessel which does not cause corrosion even when CFRP is wrapped and strengthened on an aluminum liner.

[0014]

The gist of the present invention for achieving this object is to provide a fiber reinforced resin (F) around the aluminum liner.
RP) and reinforced liner
The FRP is made of carbon fiber reinforced resin (CFRP), and the carbon fiber and the aluminum liner are insulated at least at the winding end portion of the CFRP wound around the aluminum liner.

In the present invention, the helical wrap, hoop wrap, full wrap and the like shown in FIG.

However, CF wound around the outer periphery of the aluminum liner
At least at the winding end of the RP, the carbon fiber and the aluminum liner are insulated so that the carbon fiber and the aluminum liner do not come into direct contact. As a means for this, a glass fiber reinforced resin (GFRP) is preliminarily provided on the outer peripheral portion of the aluminum liner, which is the end portion of the helical wrap, hoop wrap, and full wrap when the CFRP is wound.
Is preferably wound. This is the same even in the case of a helical wrap wrap in which the winding method is double or more.

It is also preferable that the outer periphery of the aluminum liner is coated with an insulating layer selected from paints and resins in advance to replace the GFRP or in combination with the GFRP to insulate the carbon fiber and the aluminum liner. It is an aspect.

As described above, in order to prevent the corrosion of the aluminum liner, the CFRP wrapped around the aluminum liner is used.
It is necessary to insulate the carbon fiber and the aluminum liner at least at the winding end. But not necessarily
It is not necessary to insulate the carbon fiber and the aluminum liner over the entire contact area between the wound CFRP and the outer periphery of the aluminum liner. This is because the CFRP itself is wound and covered with a sufficient width and thickness around the center of the body of the aluminum liner, so the outside atmosphere is protected by CFRP, which itself is a strong shield. This is because they are blocked. Therefore, even if the outer peripheral surface of the aluminum liner is CF
This is because even if the carbon fiber of the RP is in contact, there is little possibility that water or the like enters this part and the contact portion between the carbon fiber and the aluminum liner becomes a corrosive atmosphere, and the aluminum liner is hardly corroded. . Of course, depending on the use mode and use environment, the carbon fiber and the aluminum liner may be insulated in the entire contact portion between the wound CFRP and the outer peripheral portion of the aluminum liner in view of safety.

On the other hand, on the contrary, at the base portion of the aluminum liner in the helical wrap or near the end of the aluminum liner body in the hoop wrap, C
The winding end of the FRP is inevitably present. At the winding end of the CFRP, since the covering of the aluminum liner with the FRP or the shielding from the outside air is not complete, water or the like may be generated when the pressure vessel is manufactured or used. It is easy to enter and become corrosive atmosphere. This is the same even when the product is applied from the top of the FRP winding (to the outermost surface) (usually applied). Even if the coating is made of a corrosion-resistant paint, it is still a thin film. In particular, depending on handling and use conditions, the coating film is easily peeled or damaged due to scratches or impacts.
It is difficult to guarantee the coating of the aluminum liner at the end of the RP or the shielding of the outside air. Therefore, in the present invention, in order to prevent the contact corrosion, it is necessary to insulate the carbon fiber and the aluminum liner at least at the winding end of the CFRP wound around the aluminum liner.

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In the present invention, as means for insulating carbon fiber and aluminum liner, basically,
As described above, the outer periphery of the aluminum liner corresponding to the winding end of the CFRP is pre-wound with glass fiber, or is coated in advance with an insulating layer selected from paint, resin, and the like. A more specific embodiment will be described below in accordance with how to wrap the FRP.

First, in the case of the helical wrap, in order to further increase the strength of the pressure vessel or to maintain the strength by reducing the thickness of the aluminum liner, the amount of glass fiber used is reduced and the amount of carbon fiber is increased. It has been adopted that the wrap layer itself is doubled. When the helical wrap layer itself is doubled, as shown in FIG. 1A, the FRP of the lower layer (first layer) of the body 4 of the aluminum liner 1a is GFR.
P10, and the upper (second layer) FRP is CFRP11. At this time, for the base 2 of the liner 1a, 2
The winding width of the CFRP11 of the first layer is set to GFRP10 of the first layer.
In this case, the end portion 11a of the CFRP 11 and the aluminum liner 4 can be insulated so as not to be in direct contact with each other even at the base portion 2. The other base 3 (FIG. 2) existing in the aluminum liner is also insulated, though not shown.

In order to further improve the strength of the pressure vessel,
When only the CFRP is used for winding instead of the GFRP, the end of the CFRP and the aluminum liner come into direct contact at the base. Therefore, in order to prevent this, as shown in FIG. 1B, the GFRP 10 is wound around a portion of the base 2 where the CFRP end comes into contact, and the CFRP end 11a and the aluminum liner 4 are insulated.

Next, in the case of hoop wrap, FIG.
As shown in (a), the FRP of the lower layer (first layer) of the body 4 of the aluminum liner 1b is GFRP10, and the upper layer (second layer) is CFRP11. At this time, the second layer CFRP
If the winding width of 11 is made smaller than the winding width of GFRP 10 of the first layer by L, it is possible to insulate not only the end 11 a of CFRP 11 but also the entire area from being in direct contact with the aluminum liner 4.

As another mode of the hoop wrap, as shown in FIG. 2B, GFRP10 is wound around both ends of the body 4 of the aluminum liner 1b, and then CFRP
The winding width of 11 is smaller than the winding width of GFRP10 by L and the winding is performed. By doing so, the aluminum liner 1b
Even if the central part of the body 4 is in direct contact with the CFRP 11, at least the end 11a of the CFRP 11 and the aluminum liner 4
Can be insulated so as not to come into direct contact with the torso.

In the present invention, GFRP and CFRP
The double winding does not mean only a double winding of literally GFRP and one layer of CFRP. The term “double winding” as used in the present invention means that a different type of FRP is double-wound as a whole, such as winding multiple layers of GFRP and CFRP, or alternately winding GFRP and CFRP one by one. Including. The manner of winding is appropriately selected in accordance with the relationship between strength (degree of reinforcement) and weight determined by specifications and applications. The same applies to the case where the lower layer FRP is a helical wrap, the upper layer FRP is a hoop wrap, the helical wrap is further double-wrapped, and the hoop wrap is double-wrapped.

In the method of manufacturing an aluminum liner of the present invention, similarly to the method of the prior art, the aluminum liner is integrally formed without a seam without welding from a pipe or the like, or an aluminum plate is bent into a cylindrical shape. And welded in the longitudinal direction to make the trunk, and welded hemispherical end plates to both open ends of the trunk,
It is manufactured by molding into a shape having a seam.

Further, GFRP and CF on aluminum liner
As a method of winding the RP, a conventional FRP molding method such as the FW molding method is employed. That is, G impregnated with resin
After the F or CF roving is wound around the liner so as to have a predetermined thickness while applying a constant tension, the resin (epoxy resin or the like) is cured as necessary. If necessary, a pressure test pressure of 1
A compressive residual stress is applied to the aluminum liner by applying a hydrostatic pressure of 0.05 to 110%.

In place of the GFRP10 of the aluminum liner body shown in FIG. 2B and the GFRP10 of the base shown in FIG. 1B, or before winding these GFRPs,
Use an electrically insulating coating layer of paint, resin, rubber, etc. on the surface part corresponding to the end of the aluminum liner body or the end of the base where the CFRP is wound, or on the entire surface of the aluminum liner. It may be formed to a thickness or hardness so as not to be destroyed by an impact or the like inside, and the CFRP may be wound thereon by helical wrap, hoop wrap, or full wrap. In this case, in order for the insulating layer to exhibit the insulation required for the present invention, it is necessary to select the type and thickness of the insulating coating layer so that the electric resistance is 10 ⁶ ohms or more. If the electric resistance of the insulating coating layer is lower than this, the insulation required for the present invention cannot be exhibited.

The insulating coating layer is preferably an organic coating layer of an insulating paint, resin, rubber, or the like from the viewpoint of adhesion to an aluminum liner, and the resin is preferably polyester, polypropylene, polyurethane, polyethylene, polystyrene, or the like.
General resins such as polyolefins, polyamides, and phenols, and general coatings such as urethane, phenol, acryl, and epoxy can be used as coatings, and one or two or more types can be selected from these. Use in combination. Of course, you may use combining insulating paint, resin, and rubber. In addition, among resins or resin paints, GFR
Using the same resin as that used for P and CFRP has the advantage of improving the adhesion. A base treatment (coating) of these resins or resin paints to a thickness such that the electric resistance is 10 ⁶ ohms or more, directly or to improve the adhesiveness of an adhesive or the like.
To cover the aluminum liner surface to form an insulating layer.

[0030]

【Example】

[Embodiment 1] A specific embodiment of the present invention will be described below. A JIS A6061 aluminum alloy liner (length: 835.2 mm, inner diameter: 300 mm, thickness: 5.6 mm, weight: 12.4 kg, capacity: 50 liters) having the shape shown in FIG. FRP composed of fiber and epoxy resin and / or FRP composed of carbon fiber and epoxy resin
Was wrapped around the outer periphery of an aluminum liner by the FW molding method to produce a lightweight pressure vessel with a working pressure of 200 kg / cm ² . FRP winding method is full wrap (container),
The first layer was a helical wrap of CFRP to GFRP, and the second layer was a hoop wrap of CFRP.

More specifically, the helical wrap is GFR
Three types of pressure vessels are manufactured: Example 1 of the present invention in which only P is used, Example 2 of the present invention in which the helical wrap is composed of an upper layer of CFRP and GFRP in the lower layer, and Example 3 of the present invention in which the helical wrap is only of CFRP. did. In addition, as shown in FIG. 1 (a), the present invention examples 1 and 2 make the winding width of the helical wrap GFRP wider by L than the winding width of the CFRP, so that the hoop wrap C
The FRP end and the aluminum liner were insulated. In addition, as shown in FIG. 1 (b), the present invention example 3
By previously winding GFRP around the outer periphery of the base,
The CFRP end and the aluminum liner were insulated.

When the working pressure of the container was set to 200 kg / cm ² , the amount of glass fiber and the amount of carbon fiber required for the required pressure container strength were measured. In addition, 30
The results of the pressure test at 0 kg / cm ² were obtained. The results of observation of the corrosion state of the outer periphery of the aluminum liner when the pressure vessel was left in a humid atmosphere (60 days in an air atmosphere of 90% humidity and a temperature of 35 ° C.) were combined. The results are shown in Table 1. In addition, since the amount of GFRP for insulation wound around the base part of the present invention example 3 was small, the weight itself was ignored.

For comparison, an FRP made of glass fiber and epoxy resin was used for the first layer.
A conventional pressure vessel in which the layer is wound around a hoop wrap and a double liner made of an aluminum alloy was manufactured, and the same tests as those of the example were performed. The results are shown in Table 1 as a conventional example.
Shown in

As is clear from Table 1, Examples 1 and 2 of the present invention,
In No. 3, the results of the pressure resistance test were all good, and the amount of FRP fibers having the same pressure vessel strength was smaller than that of the conventional aluminum pressure vessel reinforced only with GFRP, and the pressure vessel could be reduced in weight. In addition, the present invention example in which the amount of carbon fibers is increased has been made lighter (Example 1 <2 of the present invention).
<3) There is no problem of corrosion (electric corrosion) due to the use of carbon fibers, and the corrosion resistance is good. Therefore,
In other words, in the example of the present invention, it can be seen that the strength and weight of the pressure vessel can be further increased without causing the problem of corrosion due to carbon fibers.

Example 2 Next, a JIS A6061 aluminum alloy liner (length 864 mm, inner diameter 300 mm, thickness 5.6 mm, weight 15.5 kg, capacity 50 liters, liner head thickness shown in FIG. 4B) Thickness is increased to 20 mm) and Table 2
Under the conditions shown in (1), F made of carbon fiber and epoxy resin
A lightweight pressure vessel with a working pressure of 200 kg / cm ² , in which RP was wrapped around the aluminum liner by the FW molding method and reinforced, was manufactured. The method of winding the FRP is a double hoop wrap (container), the first layer is GFRP, and the second layer is CF.
The carbon fiber and the aluminum liner were insulated by GFRP as RP. As shown in FIG. 2 (a), the carbon fiber and the aluminum liner were insulated from each other with the CFRP width of the second layer being smaller than the GFRP width of the first layer, and this was designated as Example 4 of the present invention. Further, as shown in FIG. 2 (b), GFRP is wound around both ends of the body 4 of the aluminum liner 1b, and then CF
Inventive Example 5 was obtained by winding RP to insulate the end of the carbon fiber from the aluminum liner. In addition, the present invention example 5
The thickness of the insulating GFRP wound around the aluminum liner was 2 mm and the width was 20 mm, but this thickness itself is not described in Table 2.

When these containers were used in the same manner as in Example 1, when the working pressure of the containers was set to 200 kg / cm ² , the amount of carbon or glass fiber required to provide the necessary pressure container strength and the containers were set to 300 kg / cm ^2. Table 2 also shows the results of observation of the corrosion state of the outer periphery of the aluminum liner when the pressure vessel was left under a humid atmosphere under the same conditions as in Example 1 as a result of the pressure test.

For comparison, a conventional type pressure vessel in which FRP composed of glass fiber and epoxy resin was wound twice on an aluminum alloy liner by hoop wrap was manufactured. Each test was performed, and the results are shown in Table 2 as Conventional Example 2.

As is clear from Table 2, the results of the withstand pressure tests of all of Examples 4 and 5 of the present invention are good, and that of the conventional GFR
The amount of FRP fiber having the same pressure vessel strength is smaller than that of an aluminum pressure vessel reinforced only with P, and the pressure vessel can be reduced in weight. Further, there is no problem of corrosion (electrolytic corrosion) due to the use of carbon fibers, and the corrosion resistance is good. Therefore, in other words, in the example of the present invention, it can be seen that higher strength and lighter weight can be achieved without causing the problem of corrosion due to carbon fibers.

Example 3 Further, a liner made of JIS A6061 aluminum alloy having a shape shown in FIG. 4B (length: 864 mm, inner diameter: 300 mm, thickness: 5.6 mm, weight: 15.5 kg, capacity: 50 liter, thickness of liner head) Was increased to 20 mm) and Table 3
Under the conditions shown in (1), F made of carbon fiber and epoxy resin
A lightweight pressure vessel with a working pressure of 200 kg / cm ² , in which RP was wrapped around the aluminum liner by the FW molding method and reinforced, was manufactured. The FRP should be wound in a single hoop wrap (container) with an electrical resistance of at least 10 ⁶ ohms.
The urethane resin paint insulating layer was provided with 50 μm (Invention Example 6), and the polyester resin heat-shrinkable film insulating layer was provided with 60 μm (Invention Example 7) to insulate the carbon fibers from the aluminum liner. The results of these containers were pressure test with 300 kg / cm ^2, when the working pressure of the vessel was set to 200 kg / cm ^2, a carbon fiber weight of the pressure vessel strength required for this,
Further, Table 3 shows the results of observation of the corrosion state of the outer peripheral portion of the aluminum liner when the pressure vessel was left under a humid atmosphere under the same conditions as in Example 1.

For comparison, as in Example 2, the conditions for the aluminum alloy liner were the same, and FRP composed of glass fiber and epoxy resin was wound around the aluminum alloy liner by hoop wrap. A conventional type pressure vessel was manufactured (conventional example 2). For further comparison, the conditions of the aluminum alloy liner and the winding condition of the CFRP were the same as those of Invention Examples 6 and 7, and the electrical resistance was 10 ^{6 in} advance.
A pressure vessel (Comparative Example 1) provided with a zinc-containing resin paint layer having a thickness of less than ohm and having a thickness of 50 μm was manufactured. The same tests as in the examples of these containers were performed, and the results are also shown in Table 3.

As is clear from Table 3, Examples 6 and 7 of the present invention.
Is a conventional example 2 in which all were strengthened only by the conventional GFRP.
Thus, the amount of FRP fibers having the same pressure vessel strength can be reduced, and the pressure vessel can be reduced in weight. Further, there is no problem of corrosion (electrolytic corrosion) due to the use of carbon fibers, and the corrosion resistance is good. On the other hand, the zinc-containing resin paint layer having an electric resistance of less than 10 ⁶ ohms is corroded in Comparative Example 1.

[0042]

[Table 1]

[0043]

[Table 2]

[0044]

[Table 3]

[0045]

As described above, according to the lightweight pressure vessel of the present invention, even if CFRP is wrapped around an aluminum liner and reinforced, a lightweight pressure vessel which does not cause corrosion can be provided. Lighter and higher strength of the liner-made pressure vessel can be achieved, and the application can be expanded.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating an embodiment of the present invention, in which an FRP is wound around an aluminum liner base.

FIG. 2 is a cross-sectional view showing another embodiment of the present invention, in which an FRP is wound around an aluminum liner body.

FIG. 3 is an explanatory view showing a general mode of winding an FRP around an aluminum liner.

FIG. 4 is a cross-sectional view showing a structure of an aluminum liner.

[Explanation of symbols]

1; aluminum liner 2, 3; base 4; aluminum liner body 5, 6; aluminum liner head 7; hoop wrap 8; helical wrap 9; full wrap 10;
P11; CFRP

Claims (8)

[Claims] 1. A pressure vessel in which a fiber reinforced resin is wound around an aluminum liner to reinforce the liner, wherein the fiber reinforced resin is a carbon fiber reinforced resin, and at least a winding end of the carbon fiber reinforced resin wound around the aluminum liner is provided. A lightweight pressure vessel characterized in that carbon fiber and an aluminum liner are insulated in a part. 2. The lightweight pressure vessel according to claim 1, wherein, when the carbon fiber reinforced resin is wound around the aluminum liner, a glass fiber reinforced resin is wound around the aluminum liner in advance to insulate the carbon fiber and the aluminum liner. . 3. The winding width of the carbon fiber reinforced resin around the aluminum liner is smaller than the winding width of the glass fiber reinforced resin around the aluminum liner.
A lightweight pressure vessel according to claim 1. 4. When the carbon fiber reinforced resin is wound around the aluminum liner, an insulating coating layer having an electric resistance of 10 ⁶ ohm or more is provided in advance on the aluminum liner to insulate the carbon fiber and the aluminum liner. Items 1 to 3
The lightweight pressure vessel according to any one of the above items. 5. The method according to claim 1, wherein the carbon fiber reinforced resin is wound around a full wrap, the lower layer is wound as a helical wrap, and the upper layer is wound as a hoop wrap.
A lightweight pressure vessel according to the item. 6. The helical wrap is double wound,
The lightweight pressure vessel according to claim 5, wherein the lower layer is made of glass fiber reinforced resin, and the upper layer is made of carbon fiber reinforced resin. 7. The lightweight pressure vessel according to claim 1, wherein the carbon fiber reinforced resin is wound around a hoop wrap. 8. The lightweight pressure vessel according to claim 1, wherein the lightweight pressure vessel is used for mounting on a vehicle or portable.