JPS61258961A - Hydrocarbon gas fuel storage system and engine system for car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

TECHNICAL FIELD This invention relates to vehicles or other devices powered by natural gas or other gaseous fuels stored under low pressure.

More particularly, the present invention relates to a vehicle or device equipped with a fuel storage device using a sorbent (adsorbent and/or absorbent).

(Prior Art and its Problems) For many years, the feasibility of using conventional fuels (such as gasoline or diesel fuel) in internal combustion engine vehicles, operating costs, fuel efficiency of vehicles and the impact of vehicle emissions on the outside world has increased. There has been increasing concern about the harmful effects.

Such concerns have emphasized the need to develop alternative fuels to replace such traditional vehicle fuels.

One such area of emphasis is: the issue of developing vehicles that are refueled with natural gas or other methane-type gaseous fuels, whether as a single fuel or as one of the fuels in a dual fuel system. was there.

As a result, vehicles using such fuels have been produced and are currently in use both domestically and internationally.

For example, it is estimated that 275,000 natural gas powered vehicles are currently in use in Italy alone.

In fact, natural gas has been used continuously as a power fuel in Italy for at least 40 years.

Natural gas is also used as a vehicle power fuel in several foreign countries, including France, New Zealand, Canada, Iran, Australia, the Netherlands, and the United Kingdom. It is estimated that approximately 2Q00 vehicles in the United States currently use natural gas.

One of the first efforts to use natural gas as a vehicle fuel was when Southern California Gas Co. installed nearly 1,000 cars on compressed natural gas (compressed natural gas) between 1969 and 1970.
This is reflected in the conversion to the CNGI supply system. Dual fuel conversion systems, which allow conventional cars to run on gasoline or natural gas, are already commercially available for use by several domestic and foreign companies.

Conversion kits that allow conventional cars to run exclusively on natural gas are generally not known to be commercially available, but Fort 9 recently produced a promotional vehicle of this type.

The vehicle is based on the Ford LN7 two-seater vehicle and includes a "light storage cylinder" used to store self-contained natural gas.

A more detailed discussion of the development and use of natural gas as a power fuel for vehicles can be found in the following documents, which are hereby incorporated by reference.

Namely, by the American Gas Association, Division of Operations, published in February 1982 [Compressed Natural Gas (CNGI; Fuel for Utility Vehicles - Proθ and Con5J and Space Companies, Department of Ciene Energy (DOE/CE/so 179-1)
This is the document titled "Evaluation of Methane Fuels for Automobiles" published in February 1982.

In order to give such gaseous fueled vehicles a reasonable refueling range, it was previously common to use around 2000 psi.
It was necessary to store gaseous fuel in the vehicle at very high pressures in the range of 3,000,981 g to 3,000,981 g.

Without storage on-vehicle at high pressure in this manner, the actual storage capacity of such vehicles must be limited due to the ratio of space and weight to the energy equivalent of approximately 1 to 5 gallons of conventional gasoline. That's because there wasn't.

Thus, only by compressing gaseous fuel to such high pressures could the on-board fuel storage capacity of such vehicles be increased to the point where one reasonable refueling stroke range could be achieved.

One of the disadvantages of the compressed gas fuel system mentioned above is that it
Compressing the fuel to such high pressures required complex, expensive, and time-consuming refueling equipment.

It is known that with such refueling devices, refueling the vehicle from the user's home natural gas supply system is commercially impractical on an individual budget scale.

Another disadvantage of high pressure in-vehicle natural gas storage systems is that they typically require the use of heavy structural walls, which increases the cost and weight of the system.

Furthermore, as the cylinder is evacuated during vehicle operation, the pressure within the cylinder is significantly reduced, which can result in significant condensation in the associated piping.

An alternative to the fuel storage and vehicle travel problems described above is to store in-vehicle fuel in liquid form, typically at or near atmospheric pressure, so that sufficient fuel can be carried inside the vehicle and is affordable. The aim was to provide a range of refueling strokes.

However, such liquefied gas storage methods are also disadvantageous given that they must be provided with complex and expensive cryogenic equipment both on-board the vehicle and at the refueling station to establish and maintain the required low gas temperatures. It cannot be something.

For stationary applications other than vehicles, it has been discovered that in gaseous fuel storage methods, the use of high surface area adsorbents can significantly increase storage capacity at relatively low pressures.

Such adsorbents typically include zeolites, activated carbon, and silica gel.

For example, Spangler U.S. Pat. No. 2,712,730, issued July 12, 1955, discloses a method and apparatus for various (liquefied) hydrocarbon gases using adsorbents to increase the storage capacity of stationary systems. are doing.

For automotive applications, the use of high surface area materials to adsorb natural gas has been around since at least 1971.
“Natural gas storage method using zeolite” published in early August 2018
A possible method for increasing onboard gas storage capacity was published in a report titled (Technology Progress Report 38), which is attached hereto by reference. .

A preliminary analysis of this idea is also presented in Section 2, 2.3 of the report entitled "Evaluation of Automotive Methane Fuels" mentioned above.

The calculations used in this analysis indicate 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 the research efforts devoted to developing sorbent fuel storage systems for automobiles is illustrated by recent efforts by the Fort Corporation. Two papers entitled ``Adsorption of methane by activated carbon and zeolite'' by Mr. K. Otto and ``Low-pressure methane storage system for vehicles - Preliminary concept evaluation'' by Mr. J. Plaslow were published in December 1981 in Miami Beach, Florida. Presented at the 4th International Conference on Alternative Energy Sources.

All of the above is a guide attached to this specification.

These papers discuss research experiments conducted to determine the effect of heat from methane adsorption on carbon capacity and the limitations of adsorption-based methane storage.

Importantly, a very recent paper from Fort 9 suggests that the preferred method of storing methane in vehicles is to use gaseous fuel.
For example, 17 MPa (2500 ps) without using a sorbent.
It was concluded that "it is important to store the product at a high pressure higher than ig)".

In fact, ``if very good sorbents are not used;
It is difficult to imagine storing methane inside a vehicle at temperatures below 7 MPa.

This paper, written by Mr. Amos Dalovoi and entitled ``Sorptive Storage Systems for Natural Gas Vehicles,'' was presented at the Society of Automotive Engineers conference in Detroit, Michigan, in February 1983. , which is attached to this specification as a reference material.

Therefore, despite extensive research and development efforts in the area of gaseous fuels, there is still a lack of natural gas fuel storage and No replenishment equipment has appeared.

In fact, the compressed natural gas and liquefied natural gas systems mentioned above are generally considered to be the only two possible systems for natural gas usage.

Thus, hydrocarbon gas-fueled vehicles have the potential to store affordable amounts of fuel at relatively low pressures within the vehicle, and the practicality of allowing users to refuel such vehicles from the domestic natural gas supply system. This created the need for an inexpensive refueling system.

One of the principal objects of the present invention is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system for a vehicle that uses sorption methods to reduce the pressure at which the gaseous hydrocarbon fuel is stored. .

Another objective is to absorb gaseous hydrocarbon fuels by sorption method.
) To provide a low pressure gaseous hydrocarbon fuel storage system and engine system that filters and then transports the fuel to storage means within the vehicle.

Related objects also include providing a groove filter that is self-cleaning during operation of the vehicle.

A further object is to provide a low-pressure gaseous hydrocarbon fuel storage system and engine system that can use a plurality of storage containers so that gaseous hydrocarbon fuel can be stored in a vehicle. can give.

It is an additional object of the present invention to provide a low pressure gaseous hydrocarbon fuel storage system and engine system that can be used in both leather-fuel supply systems and dual fuel supply systems.

However, another object is to provide a low pressure gaseous hydrocarbon fuel storage system and engine system that can be charged from either a fixed source of low pressure or high pressure gaseous hydrocarbon fuel.

A more specific object of the invention is to provide an economical and
It is an object of the present invention to provide a natural gas storage system and an engine system for a vehicle that operates at sub-psig pressures and at the same time provides a reasonable drive range.

(Summary of the Invention) In order to achieve the above objects, the present invention provides a gaseous hydrocarbon self-storage means, a prime mover, a means for reciprocating gaseous hydrocarbon fuel from the self-storage means, and a self-storage means. The present invention provides a gaseous hydrocarbon fuel low pressure storage system and engine system that generally comprises means for controlling the flow of gaseous hydrocarbons from the engine to the prime mover. The self-contained means, which may include one or more containers or cylinders, contain a predetermined sorbent to reduce the pressure when a predetermined amount of gaseous hydrocarbon fuel is stored.

A prime mover, such as an internal combustion engine, includes a device for combining a gaseous hydrocarbon fuel with air and extracting therefrom the mechanical energy necessary to move the vehicle.

The conveying device conveys the gaseous hydrocarbon fuel from a fixed source of gaseous hydrocarbon fuel to the storage device, and at four times conveys the gaseous hydrocarbon fuel from the storage means to the coupling device of the prime mover during operation of the vehicle. be worn to do so.

In a preferred embodiment, the maximum pressure at which the gaseous hydrocarbon fuel is stored in the storage device is approximately 1100p.
A range of 81 to 400 psig is desirable.

One of the important advantages of the invention is the use of a sorption filter interposed within the conveying device between the storage means and the prime mover. When the vehicle's fuel storage system is loaded, this filter sorbently removes certain components from the gaseous hydrocarbons, which are then conveyed to the storage device.

When the prime mover is subsequently started and gaseous hydrocarbons are transported from the storage device to the prime mover where they are consumed, the filter
The removed predetermined components are reintroduced into the stream of gaseous hydrocarbons being conveyed to the prime mover and desorbed.

The adsorption filter is therefore not only a means of preventing certain undesirable fuel components or contaminants from being introduced into the storage device, but also acts as a self-cleaning or regeneration filter during operation of the vehicle.

Another important aspect according to the present invention becomes apparent in connection with the use of multiple containers or cylinders to store gaseous hydrocarbons.

In particular, a manifold is provided for distributing gaseous hydrocarbons received from a fixed source to each of a plurality of vessels, collecting the gaseous hydrocarbons stored in one or more vessels and applying the fuel to the prime mover. Or transport it to engineering/jin.

The manifold simultaneously acts to equalize pressure and ensure that the pressure within the vessel does not exceed a predetermined pressure, filters the flow of gaseous hydrocarbons toward the vessel, senses the pressure within the vessel, and transports the storage vessel back and forth. The flow of fuel can be selectively controlled.

The storage container can be enclosed within one or more compartments that are simultaneously separate from the passenger compartment of the vehicle and vented to the outside air of the vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Additional objects, advantages, and features of the present invention will become apparent from the following description and claims, taken in conjunction with the accompanying drawings.

FIG. 1 shows a general perspective view of a gaseous hydrocarbon fuel low pressure storage system and engine system 210 in accordance with the present invention.

Engine system 210 represents an actual configuration of the present invention. FIG. 1 shows the physical arrangement of various components of an engine system 210 along with an actual vehicle 212 (shown in silhouette) that was used to demonstrate the principles of the invention.

According to the manner in which it was actually constructed, the car 212 was constructed in 1983.
It is a Ford EXP' model car.

However, the principles of the invention are not limited to the embodiment shown in FIG. 1, but are equally applicable to other gaseous hydrocarbon storage system and engine system examples, as will become apparent from the following discussion. We should keep in mind that it is possible.

FIG. 2 shows a schematic diagram of an engine system 210.

Since some of the components of engine system 210 are best shown in FIG. 2, FIGS. 1 and 2 will be used together to explain the overall structure and operation of the engine system.

Engine system 210 includes cylinders 214 that are used to store reserves of gaseous hydrocarbon fuel for vehicle 212.
It has four built-in sets.

While natural gas is used for the gaseous hydrocarbon fuel, other gaseous hydrocarbon fuels such as propane, methane, butane may also be used.

Each set of cylinders 14 is enclosed and mounted in a compartment separate from the passenger compartment of the vehicle 212.

Thus, the engine system 210 has a compartment 216 that stores nine cylinders, a compartment 218 that stores five cylinders, a compartment 220 that stores six cylinders, and a compartment that stores three cylinders. This means that the chamber 222 is provided.

The compartments described above are as shown in silhouette in Figure 2.

Note also that compartment 222 contains two smaller cylinders 224 than cylinders 214 used throughout the rest of the storage system.

Therefore, the storage system portion of the engine system 210 is 2 in total.
It will contain three cylinders and will store natural gas or other gaseous hydrocarbon fuel. These 23 storage cylinders have a total gas storage capacity of approximately 8.1 cubic feet.

In the embodiment shown in FIGS. 1 and 2, cylinder 214
．． 224 is a conventional fire extinguisher type cylinder.

The number and shape of cylinders 214, 224 are chosen to match the available space within vehicle 212 and are
No significant changes are made to the structure of car 212 other than removing the gas tank that was installed on it.

It should be noted that the principles of the invention are not limited in any way to the specific number and shape of cylinders shown in FIGS. 1 and 2.

In fact, even 23 cylinders could be replaced by a square storage container in appropriate applications.

Accordingly, it should be understood that any suitable type, shape, or size of storage container may be used in accordance with the present invention.

The only essential requirements for such storage containers are:
The point is that they can be compressed at the maximum pressure limit when the storage system is activated.

Engine system 210 also includes a fuel port 226 located at an in-vehicle location typically used to supply gasoline to a vehicle. - The fuel boat 226 is composed of a quick-acting connector body 226, a check valve 230, and a pressure gauge 232.

The fast acting connector body 228 is used to provide fluid communication to a fixed source of gaseous hydrocarbons to fill or fill the cylinders 214,224 with fuel.

Such a stationary source of gaseous hydrocarbon fuel is described in a joint application entitled ``Gaseous Refueling System'' of the present application and the same applicant, which is assigned to the assignee of the present invention.

This joint application discloses a stationary source for supplying fuel to a gaseous fuel consuming device, such as a vehicle 212.

This refueling device supplies gaseous fuel at approximately 1oo~400ps.
It is attached to compress or pressurize up to the ig range.

This replenishment device therefore represents a low pressure, fixed source of gaseous hydrocarbon fuel.

Such refueling systems and model vehicles herein are referred to as "Gaseous Hydrocarbons for Vehicles and Related Refueling Systems" filed on the same date as the present application and assigned to the same assignee as the present invention. As the name suggests, it is also disclosed in a joint application titled "Fuel Storage System and Engine System."

Both of these applications are incorporated herein by reference.

One of the advantages of the present invention is that the storage system can be filled from either a fixed low pressure fuel source or a high pressure fuel source.

In the case of the particular embodiment illustrated in FIGS. 1 and 2, 3
Gaseous hydrocarbon fuel can be delivered to the storage system at pressures up to 1,000 psi.

Such a fixed source of high pressure gaseous hydrocarbon fuel can be supplied, for example, by refueling stations used in automated military forces.

A check valve 230 allows gaseous hydrocarbon fuel to be transferred from a fixed fuel source to a storage cylinder 214 via a fast-acting connector body 228.
, 224 and is used to prevent gaseous hydrocarbon fuel from flowing back out from the storage cylinder through the connector body.

As in the case of the quick-acting connector body 228, the check valve 2
30 may be constructed from conventional commercially available equipment suitable for the operation described above.

For example, the check valve 230 in one example according to the present invention includes:
B-8C by NewPro, Willoughby, Ohio
A PA2-350 type check valve is used.

Pressure gauge 232 is used to visually indicate the pressure within storage cylinders 214, 224.

As will be appreciated by those skilled in the art, pressure gauge 232 is particularly useful when the storage system is filled with gaseous hydrocarbon fuel since the pressure sump will indicate the amount of gas stored. Will.

The fuel ports 226 described above convey gaseous hydrocarbon fuel from a stationary fuel source to the storage cylinders 214, 224;
These cylinders constitute part of the conveying means of the present invention used to convey the fuel stored in the cylinders to the prime mover of the vehicle 212.

In the embodiments shown in FIGS. 1 and 2, this prime mover is typically constituted by an internal combustion engine 234.

However, the principles of the present invention apply to a particular type of prime mover, so long as the prime mover is equipped with means for mixing gaseous hydrocarbon fuel with air and producing therefrom the mechanical energy necessary to move the vehicle 212. Please note that this is not limited to.

In the embodiment shown in FIGS. 1 and 2, the mixing means j
It is composed of a carburetor 236 and a turbo charger 2;38.

The vaporizer 236 is designed to be operated with a gaseous hydrocarbon fuel, such as natural gas, and is rated "C".

In one example of the invention, vaporizer 236 is located in California;
It is a model CA100-8 vaporizer by Impco Vaporizer of Cerritos.

Further, in this actually constructed embodiment of the invention, turbofiller 238 is a RHBS type turbofiller manufactured by Warner-Ishi, Inc. of Decatoua, Illinois.

As will be appreciated by those skilled in the art, turbocharger 238 is used to increase the pressure of intake air into the engine to further increase horsepower.

Because engine system 210 is designed to operate exclusively on gaseous hydrocarbons rather than gasoline, certain advantageous modifications are made to engine 234 in the actual configuration of FIG.

These changes, in conjunction with the use of natural gas as the fuel for engine 234, are designed to optimize engine 234 performance.

First, the compression ratio for this standard equipment engine of car 212 is 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, the equal addition of the compression ratio increases the thermodynamic efficiency by 3, respectively, depending on the rate of increase in the compression ratio.
% improvement is common.

This increase in compression ratio was accomplished by installing longer pistons in the engine, cutting the machine/engine heads appropriately, and reducing the volume within the engine cylinders.

It should also be noted that the ignition timing was appropriately advanced to account for the difference in fuel speed between gasoline and natural gas.

It should also be noted that converting vehicle 212 to a natural gas powered vehicle allows the catalytic converter and other standard pollution control equipment to be removed from the vehicle.

The removal of this equipment was in recognition of the fact that natural gas is a much cleaner fuel (i.e., produces fewer harmful emissions) than gasoline.

Gaseous hydrocarbon fuel is stored in cylinder 214. ．． 224 and from these cylinders to the carburetor 23 of the engine 234.
Returning to the device for conveying the fuel to 6,
High pressure piping 240 is provided for containing gaseous hydrocarbon fuel supplied to fuel z-t 226 .

The high pressure pipe 240 is made of stainless steel and has a diameter of 3000
It is desirable to be able to withstand pressures up to psi.

A high pressure regulator 242 is installed in the chamber 222 and connected to the high pressure piping 240, so that the gaseous hydrocarbon fuel is supplied to the cylinder 21.
4.Limit the maximum pressure that can be stored within 224 degrees.

In particular, high pressure regulator 242 serves to reduce the pressure from a pressure of 3000 psi to a maximum pressure of 3001) Big.

Therefore, the maximum pressure at which gaseous hydrocarbon fuel can be stored in cylinders 214, 224 is approximately 300
psig.

In the actually constructed embodiment of the invention shown in FIGS. 1 and 2, high pressure regulator 242 comprises a model 1301G high pressure regulator manufactured by Fisher Controls, Inc. of Marshall City, Iowa.

However, as with all of the various components of engine system 210, the principles of the present invention are limited to the particular high pressure regulator used in the manner actually constructed according to FIGS. Well then, C.

It should therefore be noted that other pressure regulating devices may be used to provide suitable maximum pressure limits in appropriate applications.

For example, the maximum pressure at which gaseous hydrocarbon fuels are stored is preferably in the range of approximately 100 to 400 psig, although higher or lower maximum pressure limits may be used as well. .

However, one of the main advantages of the present invention is that the engine system 210 is at relatively low pressure, i.e., approximately 500
It should be understood that reasonable quantities of gaseous hydrocarbons can be stored at pressures below psig.

In fact, for a pressure limit of 300 pslg, the range of embodiments of the invention as actually constructed is approximately 100-110 miles per hour in tests where vehicle 210 was driven at a constant speed of 45 miles per hour. It was shown that there is.

One of the important components of the conveying system is a manifold body 24 used to distribute the gaseous hydrocarbon fuel contained in each cylinder 214, 224 from a fixed fuel source.
There are 4.

The manifold 9 224 is also used to collect and convey the gaseous hydrocarbon fuel stored in the cylinders 214 and 224 to the carburetor 236 of the engine 234.

Manifold triple 244 is connected to high pressure regulator 242 via low pressure piping 246 . For low pressure operation, the pipe 246, like other pipes in the engine system 210,
Please note that it is preferable to use copper as the material.

However, it will be appreciated that other suitable materials, such as coated aluminum or braided steel hose, may be used in constructing these lines.

9 manifolds 2 as best shown in Figure 5.
44 constitutes a manifold block 248.

The manifold 9 block 248 is preferably made of aluminum and defines an inlet/outlet hole 250 for receiving gaseous hydrocarbon fuel from a fixed source, and an outlet hole 252 for receiving gaseous hydrocarbon fuel from a fixed source. The gaseous hydrocarbon fuel stored in the engine 224 is transferred to the carburetor 23 of the engine 234.
It is preferable to transport it to 6.

A plurality of bolts 254 are provided to attach the manifold block 248 to the vehicle body 212.

Manifold block 248 similarly defines bidirectional holes to convey gaseous hydrocarbon fuel between each chamber 216-222.

Thus, for example, manifold block 248 defines bi-directional holes 256 to convey gaseous hydrocarbon fuel between cylinders 214 contained within chamber 218.

-q = hole l-'' body 244 c. At F1, the filter material 258 is connected to each of the two-way holes of the manifold 9 block 248 and filters the flow of gaseous hydrocarbon fuel to each chamber 216-222. ing.

According to the actual construction of FIG. 1, each of these filters #258 is comprised of a TF series Kneup filter.

However, particles and other impurities may be present in the cylinder 214.
It should be noted that other Wilks known to those skilled in the art may be used as appropriate to substantially prevent introduction into H.224.

It is therefore also suitable to use, for example, fibrous filters, mesh filters or filters of sintered construction.

At the same time, manifold 9 block 248 and compartment 218-2
A three-way valve 260 is disposed between 22 and 22 . These three-way valves are used to individually control the flow of gaseous hydrocarbon fuel between each of the compartments 216-222.

For example, a three-way valve 260 located between compartment 218 and manifold block 248 may be manually closed to prevent any flow of gaseous hydrocarbon fuel between cylinders 214 contained within this compartment. I can do it.

According to the actual construction of FIG. 1, these three-way valves 260 can also be used to allow gas samples to be obtained from each chamber 216-222.

The nine manifolds 244 also include storage 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 range.

This predetermined pressure range defines the maximum pressure range of the storage system.
Desirably, it is exceeded by a predetermined amount, e.g., 25-150 psig.

In the actual example shown in Figure 1, the pressure relief valve 262 has a pressure of 425 ps.
It is installed so that it opens when pressure is applied.

The manifold unit 244 also constitutes a transducer 264 for sensing the pressure within the cylinders 214,224.

The transducer 264 is a Q-lite type engineering PTE.
Any suitable pressure quadrant juicer may be used, such as a -1000 pressure quadrant juicer.

The pressure quadrature transducer 264 outputs an electrical signal to a digital display 266 located within the passenger compartment of the vehicle body that is used to visually display the pressure sensed by the transducer. Therefore,
It will be appreciated that the digital display 266 serves as a fuel gauge for the driver of the vehicle 2.

It should also be noted that the pressure gauge 232 described above is also coupled to the manifold block 248 via piping 268.

Finally, the manifold 9 body 244 also constitutes a manual valve 270 for controlling the flow from the outlet hole 252 of the gaseous stratified water accumulation fuel manifold block 248 to the carburetor 236 of the engine 234.

Therefore, the manual valve 270, for example,
Gaseous hydrocarbon fuel is supplied to the cylinder 21 for maintenance of zero etc.
4.224 to the engine 234.

In the actual configuration example shown in FIG. 1, the manual valve 270 is constituted by a valve manufactured by New Pro B8P6T series.

Engine system 210 also includes equipment for controlling the flow of gaseous hydrocarbon fuel from the storage system to carburetor 236 of engine 234 .

The control system typically consists of a pair of regulators 272-274 and a switch 276.

Regulators 272 , 274 are used to reduce the pressure of gaseous hydrocarbon fuel delivered to vaporizer 236 .

In the actual configuration of FIG. 1, regulator 272 adjusts the pressure to 3
00 psig to 100 psig, and regulator 274 is an Impco PET type regulator that reduces the pressure from 100 psig to approximately atmospheric pressure.

Switch 276 is used to selectively enable flow of gaseous hydrocarbon fuel from the storage system toward carburetor 234 and is used to selectively enable ignition switch closing and engine 23
It is mounted in such a way that it responds to the start of 4.

In the actual configuration of FIG. 1, switch 276 is comprised of an Impco series VFF-30 fuel lock filter.

Furthermore, with respect to switch 276, as well as other components of the engine system, the principles of the present invention are not limited to the particular configuration of FIG. 1; other suitable components may equally be used. Please understand that it is available.

This time, according to Figures 3 and 4, the storage cylinder 214
．． A specific configuration of H.224 will be explained.

Each storage cylinder includes an inlet hole and an outlet hole 278 for conveying gaseous hydrocarbon fuel between the cylinders.

Importantly, each of the storage cylinders 214, 224 includes a sorbent 280 to reduce the pressure when the gaseous hydrocarbon fuel is stored within the cylinder.

"Sorptive agent" or "sorbent" referred to herein
The term ``adsorbent'' or ``absorbent'' or both may be used.

The absorbent can be comprised of any of a range of adsorbents and molecular sieves, such as activated carbon, zeolite compounds, various clays, or silica gels. Such adsorbents may take the form of pellets, spheres, or other suitable forms, and the surface area of the adsorbent is compromised to optimize the amount of gaseous fuel adsorbed onto its surface. .

The present invention also contemplates the use of a liquid absorbent, such as a liquid coating on the absorbent.

In the actual construction example shown in Figure 1, Columbia grade 9LXC activated carbon is used as the sorbent 280, and although it is generally considered the preferred sorbent, other sorbents may be used in its place. You may.

Examples of such sorbents are listed below.

Activated carbon Carbon Company BPL4xtO
・Metshu coal base “ “
PCB4X10 Metshu Coconut Penis America Nino Norit Co., Ltd. Sorbo Frit B4-'L/t WestVaco Chemical Co., Ltd. New Bouqui S-A Light Cochemical Division Coro/Hiff Grade 9LXc Powdered Low Ash Coal "American Norit Frit RE-3"
(Synthesis) Union Carbide Co., Ltd. Metal Alumino Silicate Division Metal Aluminosilicate BX8
Metal alumino silicate 5A1/,
＃klet "(") "Metal Alumino Silicate BX Yasha" (Natural) Anaco/Damineral Co., Ltd. 5050L
“(Natural) Double Eagle Petroleum Clinoptilolite Mining Company Before using the storage system of the engine system 210, sorbent 2
Note that it has been discovered that it is advantageous to activate 80.

In particular, the sorbent is first packed into the cylinders 214, 224 to the maximum extent possible, after which each cylinder is evacuated to negative pressure.

The progeny cylinder is then placed in an oven or heated and then evacuated again.

Each cylinder 214 , 224 is used to not only ensure that the sorbent 280 is retained within the cylinders 214 , 224 , but also to substantially prevent particles and other impurities from being introduced into the sorbent 280 . 2 filters 2
Built-in 82,284.

In the actual configuration of FIG. 1, filter 282 is a gas permeable fibrous polyester disk and filter 284 is a stainless steel mesh strainer material obtained from Nupro's TF series filters.

Each of these mesh strainer members was secured to the cylinder's steel cap 282 by a force fit relationship.

In addition, cylinders 214, 224 each selectively allow movement of hydrocarbon gas fuel to flow back and forth between each of these cylinders, and valves 288 are provided to maintain vacuum conditions while activating the sorbent. It also has

This time, according to Figures 6, 7 and 8, compartment 2
16-222 and the structure for mounting cylinders 214, 224 within these compartments.

Figure 6 shows the compartment 2 in order to secure the cylinder to the compartment.
The first cradle used in all 1B-222s is shown.

FIG. 7 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 pedestal 290 is aligned substantially parallel to the pair of bracket members 2
98.300) are connected two rack members 294,
Usually, it consists of 296.

The rack members 294,296 each define a plurality of arcuate flange portions 302 that conform to the shape of the cylinder and are mounted to receive the cylinder in a mating manner.

Thereafter, conventional clamping uses rings 304 to secure each end of the cylinder to each rack member 294,296 by tightening the rings 304 around the cylinder and flange portions 302.

The pedestal 292 is composed of a pair of independent rack members 306 that are shaped to be inserted between the upper row cylinder and the lower row cylinder in the compartment 216.

Each rack member 306 defines a plurality of alternating opposing arcuate 7-lung portions 308. The seven-ring section 308 on one side of the rack material 306 is used to attach the rack material to the lower row cylinder in the compartment 216 via conventional fastening rings, while the other side of the rack material A flange portion 308 is used to secure the upper row cylinder to the lower row cylinder within this compartment.

FIG. 8 shows a cutaway perspective view of compartment 216 fully assembled.

First, compartment 2 is removed by conventional means well known to those skilled in the art.
Please note that the pedestal 2t→0 can be fixed to 16.

Additionally, compartment 216 may be constructed of any suitable material for housing cylinder 214.

In the actual configuration shown in FIG. 1, the compartment 216 was constructed of aluminum.

A gasket was inserted between the head and side walls of compartment 216 to seal the gas.

To facilitate the removal of condensation that forms on the cylinder 214 during operation of the vehicle, the compartment 216 is equipped with a vent pipe 310 mounted so that it can be connected to the outside air of the vehicle.

Similar vent pipes are provided in each of the other compartments 218-222.

A second embodiment of the hydrocarbon gas fuel storage system and engine system 312 is shown in FIGS. 9-13.

Figure 9 shows a schematic diagram of this engineering system.

One important difference between engine systems 312 and 210 is that engine system 312 includes only one storage vessel, such as a conventional propane tank.

Although it is advantageous in many applications to have only one or two storage vessels, one advantage of having a series of storage vessels is that the heat transfer characteristics of the storage system generally It should also be noted that this means that it is better when used.

Since heat is generated during the sorption process, this heat is usually dissipated much more easily from a series of small containers than from a large container.

However, it will be appreciated that suitable heat exchangers can be added to the structure of a single vessel, such as storage vessel 314, if desired.

As in the case of cylinders 214, 224, storage container 3
14 is filled with a suitable sorbent 315 to reduce the pressure in which the hydrocarbon gas fuel is stored.

Storage vessel 314 also includes a filter body 316 as best depicted in FIG.

Filter body 316 constitutes an aluminum block 318 that is secured to storage container 314 via bolts 320 .

A conventional 80 micron filter 322 is attached to the bolt 324.
is fixed to block 318 via.

Block 318 also includes eight circumferentially arranged passageways 318 that provide fluid communication links between filter 322 and the conduits used to transport hydrocarbon gaseous fuel to and from storage vessel 314. is also formed. These passageways 326 are best illustrated in FIG. 11, which is a cross-sectional view of filter body 316 taken along line 1.1--11 of FIG.

Filter 322 is comprised of a plurality of adjacently placed copper plates or disks 328.

A perspective view of one of these copper plates 228 is shown in FIG.

Each of these copper plates 328 has a total of eight circumferentially arranged apertures 330 and outward direction -\ from these apertures.
It defines a single slot extending radially and providing an outlet for the filter having a size of 80 microns.

As will be understood by those skilled in the art, the copper plates 328 are each aligned such that the apertures 330 form vertical passages along the length of the filter 322. Filter body 316 also. A gas permeable fibrous filter is also constructed of a suitable polyester material (preferably, but not necessarily).

A fibrous filter 334 is sandwiched between the filter 322 and the sorbents 3 and 5.

As can be seen in both FIGS. 9 and 10, 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 under which engine system 312 is intended to operate.

The engine system 312 also generally includes a quick-acting connector body 34
2. It has a built-in fuel yg-), 340, which is composed of a check valve 344 and a pressure gauge 346.

Interposed between the fuel port 340 and the storage vessel 314 is a sorption filter 348, which is an essential part of the present invention.

FIG. 13 depicts a cross-sectional view of the sorption filter.

The sorption filter 348 is a storage container 3 for hydrocarbon gas fuel.
14 is comprised of a vessel 350 containing a sorbent agent 352. Container 350 may be of any shape or construction capable of withstanding the maximum pressures under which engine system 312 is intended to operate.

However, the dimensions of filter container 350 are
It is generally desirable to have a relationship of 14 dimensions.

In particular - at least 0 for the storage capacity of the cubic feed;
．． It has been found advantageous to provide a filter capacity of 0.052 cubic feet.

Regarding the sorbent 352, the sorbent is preferably comprised of activated carbon.

In this regard, the sorbent 3 contained within the sorption filter 348
52 and the sorbent 315 contained within storage vessel 314 can both be constructed from activated carbon.

The sorption filter 348 includes a filter material 354 and a gas permeable fibrous filter material 356 at each end thereof.

These two filter materials may be similar in construction to either their corresponding filter materials shown in FIG. 3 or FIG. 10 or any other suitable filter structure.

The sorption filter 348 is associated with the delivery means of the engine system 312 because the hydrocarbon gas fuel provided by the stationary fuel source must first pass through the sorption filter before being stored in the storage vessel 314. Please be careful.

Similarly, the stored hydrocarbon gas fuel
This fuel must again pass through the sorption filter 348 before it can be delivered to the twelve vaporizers 358.

During filling of storage container 314, sorption filter 348
Before the hydrocarbon gas fuel is conveyed to the storage cylinder 314, certain components of the hydrocarbon gas, as well as any odorants previously introduced into the fuel, are desorbably and/or absorptively removed. These predetermined components include, for example, oil, steam, and so-called "heavy" components of fuel, which generally include propane and other main components that are heavier than methane.

The purpose of removing such heavy components is to sorbently store lighter hydrocarbons, such as methane, to maximize the capacity of storage vessel 314.

The sorption filter 348 also increases storage capacity rj over time.
It also serves to prevent undesirable fuel components from accumulating within the r314.

The engine of the engine system 312 is activated and the storage container 31
When the hydrocarbon gas stored in the storage cylinder 31 can be consumed, the sorption filter 348
4 to the engine's carburetor 358 to desorb and reintroduce the removed components and odorants into the hydrocarbon gas fuel flow from the engine to the engine's carburetor 358. It should therefore be appreciated that the sorption filter 348 is self-cleaning between each cycle of filling and draining the storage system.

Means for increasing the temperature of the sorption filter 348 may be provided in suitable applications to assist in desorbing undesirable components from the sorbent 352 contained within the filter 348.

It is preferable that the second heating means communicates with the engine of the engine system 312 so that the heat generated by the operation of the engine is utilized by the heating means.

One form of suitable heating means is a conduit 360 wrapped around an adsorption filter 348 as shown in FIG.

The conduit can, for example, be connected to either an engine cooling system or an engine exhaust system to utilize at least a portion of the waste heat generated by the engine.

Additionally, in some applications it may be advantageous to place the sorption filter relatively close to the engine to take advantage of the heat radiated by the engine.

Another important difference between engine systems 210, 312 of FIGS. 1 and 9 is that engine system 312 is mounted to act as a dual fuel system.

This dual fuel operation uses a pair of solenoid valves 362°364
controlled by Solenoid 9 valve 362 drains air/water from storage vessel 314 operatively associated with vaporizer 358 .
It is used to control the flow of hydrocarbon gas fuel to fuel mixer 366.

However, solenoid valve 364 is used to control flow from a suitable gasoline tank (not shown) to the engine's carburetor 358. Note also that a two-stage regulator 368 is interposed between the solenoid valve 362 and the air/fuel mixer 366.

This regulator 368 adjusts the pressure of the hydrocarbon gas to approximately 300
Used to reduce pressure from psig to near atmospheric.

Solenoid 9 valves 362, 364 operate in response to one or more switches located within the passenger compartment of the vehicle that are used to determine which stationary fuel supply is provided to the engine. be able to.

Therefore, it should be understood that if the driver of the vehicle believes that gasoline has been applied to the engine, solenoid 9 valve 364 must open and solenoid 1 valve 362 must close.

Similarly, if the driver wishes to supply hydrocarbon gas to the engine, solenoid 9 valve 362 must open and solenoid valve 364 must close.

It should also be noted that in the case of such dual fuel engine systems, it may be 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 the engine depending on the amount of fuel being supplied to the engine in response to a switch.

The foregoing discussion discloses and describes embodiments of the invention.

Those skilled in the art should readily understand that various changes and modifications can be made to this discussion without departing from the spirit and scope of the invention as defined in the claims.

[Brief explanation of the drawing]

FIG. 1 is a perspective overall view of the low pressure hydrocarbon fuel storage system and engine system according to the present invention. Figure 2 is a schematic diagram of the low-pressure hydrocarbon gas fuel storage system and engine system in Figure 1, Figure 3 is an exploded view of one of the hydrocarbon gas fuel storage cylinders in Figure 1, and Figure 4 is the line 3-3. FIG. 5 is a perspective view of a portion of the low pressure hydrocarbon gas fuel storage system and engine system of FIG. Figure 6 is a perspective view of the first cradle used to mount the storage cylinder inside the car, and Figure 7 is a perspective view of the second cradle used to mount the storage cylinder inside the car. 8 is a cutaway perspective view of the double row chamber according to the present invention; FIG. 9 is a schematic diagram of the second low-pressure hydrocarbon gas fuel storage system and engine system according to the present invention; FIG. 10 is the storage of FIG. Figure 11 is a cross-sectional view of a part of the system, particularly illustrating the filter in series with the storage tank; Figure 11 is a cross-sectional view of the filter body of Figure 10 taken along line 11-11; Figure 12 is a cross-sectional view of the filter body of Figure 10; FIG. 10 is a perspective view of one of the filter disks shown in FIG. 10; FIG. 13 is a sectional view of the adsorption filter shown in FIG. 9; 210...Engine system 212...Car 218°220.222...Divided chamber 214,224...Cylinder 226...Fuel, )''-) 226...
Connector body 230...Check valve 232...Pressure gauge 244...Manifold body 246...Low pressure piping
248... Manifold 1 block 218-222.
...Separate room 260...Three-way valve 272-274.
...Regulator 314...Storage container 364...Solenoid valve (5 people in addition) Procedural amendment (method) 1. Indication of the case Application No. 1, 1939, Enn'n (3, Relation to the case of the person making the amendment) The applicant's address is also a phantom.
Force〉IX〇nee 4, Agent 5, Date of amendment order Showa (September 30, 0 (shipment date) 6, Subject of amendment +-'s+r Procedural amendment February 1, 1985 Patent in 1985 Application No. 93541 2, Title of Invention Hydrocarbon gas fuel storage system and engine system for vehicles 6
, Relationship to the case of the person making the amendment Patent applicant Address Name Michigan Consolidated Gas Company 4, Agent 5, [Claims] column of the specification to be amended □ 6. Amendment As per the attached sheet (attached sheet) 1. In a low-pressure hydrocarbon gas fuel engine system for a vehicle, a specified sorbent is built-in to reduce the pressure when a specified amount of hydrocarbon gas fuel is stored, and the a prime mover comprising means for storing self-sufficiency, means for combining a hydrocarbon gas fuel with air and producing therefrom the mechanical energy necessary to move the vehicle; a fixed supply of said hydrocarbon gas fuel; means for conveying the hydrocarbon gaseous fuel from the storage means to the coupling means of the prime mover; and means for conveying the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover. The engine system comprises said conveying means and associated means for controlling the flow of gaseous fuel. 2. The hydrocarbon gas fuel vehicle of claim 1, wherein the maximum pressure at which the hydrocarbon gas fuel is stored in the storage means is less than approximately 500 psig. 3. The maximum pressure at which the hydrocarbon gas fuel is stored within the storage means is approximately 100 psig to 400 psi.
The hydrocarbon gas fuel type according to claim 2, characterized in that the fuel is within the range of g. 4. The hydrocarbon gas fuel type according to claim 3, wherein the storage means is comprised of a plurality of containers that can be pressurized. 5. The storage means is comprised of a filter associated with each of the containers and a valve associated with each container for selectively permitting flow of hydrocarbon gas fuel to and from the containers. The hydrocarbon gas fuel type according to claim 4, characterized in that: 6. The hydrocarbon gas fuel type according to claim 5, wherein each container is a lightweight cylinder, and each of the filters is fixed inside the cylinder to a cap of the cylinder. 6. The use of a hydrocarbon gas fuel according to claim 6, wherein said storage means further comprises a gas permeable material interposed between each filter and said sorbent. Type. 8. The hydrocarbon gas fuel type according to claim 7, wherein each of the gas permeable materials is a fibrous polyester material. 9. The hydrocarbon gas fuel type according to claim 4, wherein the plurality of containers are housed within at least one enclosed compartment. 10. Claim 9, characterized in that each of said containers is a lightweight cylinder, and said compartment constitutes a pedestal means for fixing said cylinder to said compartment. A type that uses hydrocarbon gas fuel. 11. The cylinders are stacked in two rows in the compartment, and the pedestal means connects a first set of cylinders for fixing the lower row of cylinders to the compartment and an upper row of the cylinders to the compartment. 11. The hydrocarbon gas fuel type according to claim 10, further comprising a second set of pedestals for fixing to the bottom row. 12. The plurality of cylinders is composed of at least two cylinders, and at least one of the cylinders is housed in the first compartment, and at least one of the cylinders is housed in the second compartment. A type using hydrocarbon gas fuel according to claim 10. 13. The plurality of cylinders is composed of at least four cylinders, and at least two of the cylinders are housed in the first compartment, and at least two of the cylinders are housed in the second compartment. The hydrocarbon gas fuel type according to claim 12, characterized in that: 14. The hydrocarbon gas fuel type according to claim 9, wherein the compartment is vented to the outside air of the vehicle. 15, the conveying means distributes the hydrocarbon gas fuel received from the stationary fuel source to each of the plurality of containers, and collects the hydrocarbon gas fuel stored in each of the plurality of containers; The hydrocarbon gas fuel stored in a plurality of cylinders is transferred to the prime mover. A hydrocarbon gas fuel type according to claim 4. 16. Claim 1, characterized in that the plurality of containers constitute at least first and second container sets, and each set of containers respectively constitutes at least two containers.
The hydrocarbon gas fuel type described in item 5. (1) an inlet boat for the manifold means to receive the hydrocarbon gas fuel from the stationary fuel source; and a second boat for transporting the hydrocarbon gas fuel to and from the vessel. a directional boat and a second bidirectional boat for reciprocating the hydrocarbon gas fuel between the second set of containers and the hydrocarbon gas stored in the first and second sets of containers; 17. Hydrocarbon gas fueled type according to claim 16, characterized in that it constitutes an outlet boat for conveying fuel to the coupling means of the prime mover. 18. The use of hydrocarbon gas fuel according to claim 17, wherein the manifold means further comprises relief valve means for preventing the pressure within the container from exceeding a predetermined pressure. Type. 19. 18. Hydrocarbon gas fueled type according to claim 17, characterized in that said manifold means also constitute transducer means for sensing the pressure within said vessel. 20, said manifold means for independently controlling the flow of said hydrocarbon gaseous fuel reciprocating between said first and second sets of vessels and from said outlet boat to said coupling means of said prime mover; 18. The hydrocarbon gas fuel type according to claim 17, further comprising a second valve means for controlling the flow of the hydrocarbon gas fuel. 21. Claim 17, wherein said manifold means comprises filter material means for filtering the flow of said hydrocarbon gaseous fuel to said first and second sets of containers. Hydrocarbon gas fueled vehicles as described in . 22. The use of hydrocarbon gas fuel according to claim 3, wherein the conveyance means constitutes a relief valve to prevent the pressure within the storage means from exceeding a predetermined pressure. Type. 23. The hydrocarbon gas fuel type according to claim 22, wherein the predetermined pressure exceeds the maximum pressure range by a predetermined value. 24. Hydrocarbon gas fuel type according to claim 3, characterized in that the conveyance means constitutes a transducer for sensing the pressure within the storage means. 25. Claim 24, characterized in that said engine system is located in a passenger compartment of a vehicle and constitutes display means for visually displaying the pressure sensed by said transducer means. The type that uses hydrocarbon gas fuel as described in . 26, the conveyance means comprising a fuel boat for receiving the hydrocarbon gas from a stationary gaseous fuel supply, the fuel boat means comprising connector means for providing a fluid link to the stationary fuel supply; a check valve, the check means permitting flow of the hydrocarbon gas fuel from the stationary source through the connector means to the storage means, and wherein the hydrocarbon gas fuel is connected to the storage means; 4. A hydrocarbon gas fueled type according to claim 3, characterized in that it prevents flow from flowing through said connector means. 27. The hydrocarbon gas fueled type according to claim 6, wherein the fuel boat further comprises means for visually indicating the pressure within the storage means. 28. The conveying means further comprises high pressure regulator means interposed between the fuel boat means and the storage means for defining the maximum pressure at which the hydrocarbon gas fuel is stored in the storage means. The hydrocarbon gas fuel type according to claim 26, characterized in that: 29. The type using hydrocarbon gas fuel according to claim 3, wherein the sorbent is composed of activated carbon. 30. The control means is interposed between the storage means and the coupling means of the prime mover and constitutes regulating means for reducing the pressure of the hydrocarbon gas fuel conveyed to the coupling means. The hydrocarbon gas fuel type according to claim 3, characterized in that: 31. characterized in that said control means simultaneously constitute means for selectively enabling flow of said hydrocarbon gaseous fuel from said storage means to said coupling means of said prime mover;
32. In a low-pressure hydrocarbon gas fuel engine system for a vehicle, a predetermined pressure is used to reduce the pressure when a given amount of the hydrocarbon gas fuel is stored. a sorbent containing a sorbent and comprising means for storing a self-sufficient quantity of hydrocarbon gas fuel and means for combining the hydrocarbon gas fuel with air and thereby producing mechanical energy for moving the vehicle. a prime mover; and means for conveying the hydrocarbon gas fuel from a fixed source of the hydrocarbon gas fuel to the storage means and conveying the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover; and means in communication with the conveyance means for sorbently filtering the flow of the hydrocarbon gas fuel to the storage means, and means for coupling the prime mover from the storage means in communication with the conveyance means. and means for controlling the flow of said hydrocarbon gas fuel to. 33. A patent characterized in that the maximum pressure at which said hydrocarbon gas is stored is less than approximately 500 psig. 32. A vehicle using hydrocarbon gas fuel according to claim 32. 34. Claim 34, wherein the pressure at which the hydrocarbon gas fuel is stored in the storage means is in the range of approximately 100 to 400 psig. 34. A vehicle using hydrocarbon gas fuel according to clause 33. 35. wherein the filter means filters at least a portion of the predetermined amount of the hydrocarbon gas fuel before the hydrocarbon gas fuel is conveyed to the storage means. 35. A hydrocarbon gas fueled vehicle according to claim 34, characterized in that the filter means is in communication with the conveying means and the coupling means of the prime mover from the storage means. A vehicle using hydrocarbon gas fuel according to claim 35, characterized in that the flow of the hydrocarbon gas fuel to the filter means also passes through the filter means. 37. The filter means: Claim 36, characterized in that said predetermined component removed from said storage means to said coupling means of said prime mover is at least partially desorbingly reintroduced into said hydrocarbon gaseous fuel stream. 38. The engine system comprises means for increasing the temperature of the filter means when the hydrocarbon gas fuel is conveyed from the storage means to the coupling means of the prime mover. 39. The vehicle using hydrocarbon gas fuel according to claim 37. 39. The temperature increasing means communicates with the prime mover, and the heat generated by driving the prime mover increases the temperature. 39. A vehicle using hydrocarbon gas fuel according to claim 38, characterized in that it is at least partially utilized by means. 40. Claim 3, characterized in that the filter means is constituted by a container containing a predetermined sorbent.
A vehicle using hydrocarbon gas fuel as described in item 4. 41. Claim No. 41, characterized in that both the predetermined sorbent contained in the storage means and the predetermined sorbent contained in the container of the filter means are made of activated carbon. The vehicle using hydrocarbon gas fuel according to item 40. 42. The hydrocarbon gas fuel vehicle according to claim 35, wherein the predetermined components include hydrocarbons heavier than water vapor, oil, propane, butane, and methane. 43. In a low-pressure natural gas engine system for a vehicle, a means for storing a self-sufficient amount of natural gas containing a predetermined sorbent in order to reduce the pressure when a predetermined amount of natural gas is consumed, and the natural gas fuel an internal combustion engine comprising a vaporizer means for combining the natural gas with air and thereby producing mechanical energy for moving the vehicle; conveying the natural gas from a fixed source of natural gas to the storage means; means for conveying gas from the storage means to the vaporization means of the engine; and means associated with the conveyance means for controlling the flow of the natural gas from the storage means to the vaporization means of the engine. The above-mentioned engine system is characterized in that it is comprised of: 446. The natural gas vehicle of claim 44, wherein the maximum pressure at which the natural gas is stored in the storage means is in the range of approximately 100 to 400 psig. 45. The natural gas-using vehicle according to claim 44, wherein the engine constitutes turbo charging means for increasing the pressure of air entering the engine. 46. A method for driving a natural gas engine system for a vehicle comprising means for storing a self-sufficient amount of natural gas and an engine capable of consuming said natural gas comprises the following steps: from a fixed source of said natural gas. conveying natural gas to the engine system, conveying the natural gas received from the stationary source through a filter for adsorptive removal of at least a portion of a predetermined component of the natural gas; conveying natural gas to the storage means for storage therein, starting an engine and causing the stored natural gas to be supplied to the engine, and the predetermined component removed from the storage means to the natural gas stream. conveying the stored natural gas through the filter for desorption reintroduction of at least a portion of the engine; and conveying the natural gas from the filter to the engine. Method. 47. The method of claim 46, comprising the step of conveying the stored natural gas through the filter and the concomitant step of heating the filter. 48. The method of claim 47, further comprising the step of heating the filter using at least a portion of the heat generated by the engine. 49. A method according to claim 46, characterized in that the natural gas is stored adsorptively within the storage means. 50° The method according to claim 49, characterized in that the storage means and the filter contain activated carbon.

Claims (1)

[Claims] 1. In a low-pressure hydrocarbon gas fuel engine system for a vehicle, a predetermined sorbent is built-in to reduce the pressure when a predetermined amount of hydrocarbon gas fuel is stored, and the self-sufficiency amount of hydrocarbon gas is increased. a prime mover comprising means for storing a hydrocarbon gas fuel with air and producing therefrom the mechanical energy necessary to move the vehicle; means for transporting the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover; and means for transporting the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover. said engine system comprising said conveying means and associated means for controlling the flow of said engine. 2. The vehicle using hydrocarbon gas fuel according to claim 1, wherein the maximum pressure at which the hydrocarbon gas fuel is stored in the storage means is less than approximately 500 psig. 3. The maximum pressure at which the hydrocarbon gas fuel is stored in the storage means is approximately 100 psig to 400 psig.
A vehicle using hydrocarbon gas fuel according to claim 2, characterized in that the vehicle is within the range of: 4. The vehicle using hydrocarbon gas fuel according to claim 3, wherein the storage means is comprised of a plurality of containers that can be pressurized. 5. The storage means also comprises a filter associated with each of the containers and a valve associated with each container for selectively permitting flow of hydrocarbon gas fuel to and from the containers. A vehicle using hydrocarbon gas fuel according to claim 4. 6. The hydrocarbon gas fuel vehicle according to claim 5, wherein each container is a lightweight cylinder, and each of the filters is fixed inside the cylinder to a cap of the cylinder. 7. The hydrocarbon gas fuel vehicle according to claim 6, wherein the storage means further comprises a gas permeable material inserted between each filter and the sorbent. . 8. The vehicle using hydrocarbon gas fuel according to claim 7, wherein each of the gas permeable materials is a fibrous polyester material. 9. Claim 4, characterized in that the plurality of containers are contained within at least one enclosed compartment.
Vehicles using hydrocarbon gas fuel as described in Section 1. 10. The container according to claim 9, wherein each of the containers is a lightweight cylinder, and the compartment constitutes a pedestal means for fixing the cylinder to the compartment. Vehicles that use hydrocarbon gas fuel. 11. The cylinders are stacked in two rows in the compartment, and the pedestal means connects a first set of cylinders for fixing the lower row of cylinders to the compartment and an upper row of the cylinders to the compartment. 11. The hydrocarbon gas fuel vehicle according to claim 10, further comprising a second set of pedestals for fixing to the bottom row. 12. The plurality of cylinders is composed of at least two cylinders, and at least one of the cylinders is housed in the first compartment, and at least one of the cylinders is housed in the second compartment. A vehicle using hydrocarbon gas fuel according to claim 10. 13. The plurality of cylinders is composed of at least four cylinders, and at least two of the cylinders are housed in the first compartment, and at least two of the cylinders are housed in the second compartment. 13. A vehicle using hydrocarbon gas fuel according to claim 12. 14. The hydrocarbon gas fuel vehicle according to claim 9, wherein the compartment is vented to the outside air of the vehicle. 15, the conveying means distributes the hydrocarbon gas fuel received from the stationary fuel source to each of the plurality of containers, and collects the hydrocarbon gas fuel stored in each of the plurality of containers; A hydrocarbon according to claim 4, characterized in that it comprises manifold means for conveying the hydrocarbon gaseous fuel stored in a plurality of cylinders to the coupling means of the prime mover. Vehicles that use gas fuel. 16. Claim 15, wherein the plurality of containers constitute at least first and second container sets, and each set of containers constitutes at least two containers.
Vehicles using hydrocarbon gas fuel as described in Section 1. 17. an inlet port for the manifold means to receive the hydrocarbon gas fuel from the stationary fuel source; and a second bidirectional port for reciprocating the hydrocarbon gas fuel between the first set of containers. a second two-way port for reciprocating the hydrocarbon gas fuel between the second set of containers and the hydrocarbon gas fuel stored within the first and second sets of containers; 17. A hydrocarbon gas-fueled vehicle as claimed in claim 16, further comprising an outlet port for conveying the gas to the coupling means of the prime mover. 18. The vehicle using hydrocarbon gas fuel according to claim 17, wherein the manifold means further constitutes a relief valve means for preventing the pressure within the container from exceeding a predetermined pressure. . 19. A hydrocarbon gas fueled vehicle according to claim 17, characterized in that said manifold means also constitute transducer means for sensing the pressure within said container. 20, said manifold means for independently controlling the flow of said hydrocarbon gaseous fuel reciprocating between said first and second sets of vessels, and said outlet port to said coupling means of said prime mover; 18. A vehicle using hydrocarbon gas fuel according to claim 17, further comprising a second valve means for controlling the flow of the hydrocarbon gas fuel. 21. Claim 17, wherein said manifold means comprises filter material means for filtering the flow of said hydrocarbon gaseous fuel to said first and second sets of containers. Hydrocarbon gas fueled vehicle as described. 22. The vehicle using hydrocarbon gas fuel according to claim 3, wherein the conveyance means constitutes a relief valve to prevent the pressure within the storage means from exceeding a predetermined pressure. . 23. The hydrocarbon gas fuel vehicle according to claim 22, wherein the predetermined pressure exceeds the maximum pressure range by a predetermined value. 24. A hydrocarbon gas fuel vehicle according to claim 3, characterized in that the conveyance means constitutes a transducer for sensing the pressure within the storage means. 25. Claim 25, characterized in that said engine system is located in a passenger compartment of a vehicle and constitutes display means for visually displaying the pressure sensed by said transducer means. A vehicle using hydrocarbon gas fuel according to item 24. 26, the conveyance means defining a fuel port for receiving the hydrocarbon gas from a stationary gaseous fuel source, the fuel port means comprising a connector means for providing a fluid link to the stationary fuel source; a check valve, the check means permitting flow of the hydrocarbon gas fuel from the stationary source through the connector means to the storage means, and wherein the hydrocarbon gas fuel is connected to the storage means; 4. A hydrocarbon gas fueled vehicle as claimed in claim 3, characterized in that it prevents flow from flowing through said connector means. 27. The hydrocarbon gas fueled vehicle of claim 6, wherein said fuel port further constitutes means for visually indicating the pressure within said storage means. 28. The conveying means further includes high pressure regulator means interposed between the fuel port means and the storage means for defining the maximum pressure at which the hydrocarbon gas fuel is stored within the storage means. A hydrocarbon gas fuel vehicle according to claim 26, characterized in that the vehicle comprises: 29. The vehicle using hydrocarbon gas fuel according to claim 3, wherein the sorbent is composed of activated carbon. 30. The control means is interposed between the storage means and the coupling means of the prime mover and constitutes regulating means for reducing the pressure of the hydrocarbon gas fuel conveyed to the coupling means. A vehicle using hydrocarbon gas fuel according to claim 3, characterized in that: 31. A hydrocarbon gas fuel, characterized in that said control means simultaneously constitute means for selectively enabling flow of said hydrocarbon gas fuel from said storage means to said coupling means of said prime mover. Car used. 32. In a low-pressure hydrocarbon gas fuel engine system for a vehicle, it contains a predetermined sorbent to reduce the pressure when a given amount of the hydrocarbon gas fuel is stored, and stores a self-sufficient amount of the hydrocarbon gas fuel. a prime mover comprising means for combining the hydrocarbon gas fuel with air and thereby creating mechanical energy for moving the vehicle; and a storage means for the hydrocarbon gas fuel from a fixed source. means for conveying the hydrocarbon gas fuel to and conveying the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover; and a means for conveying the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover; means for sorption-filtering a flow of hydrogen gas fuel; and means in communication with the conveying means for controlling the flow of the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover. The above engine system consists of. 33. The hydrocarbon gas fueled vehicle of claim 32, wherein the maximum pressure at which the hydrocarbon gas is stored is less than approximately 500 psig. 34. The hydrocarbon gas fuel vehicle of claim 33, wherein the pressure at which the hydrocarbon gas fuel is stored in the storage means is in the range of approximately 100 to 400 psig. 35. Claim 34, characterized in that the filter means sorbently removes at least a portion of the quantity of the hydrocarbon gas fuel before the hydrocarbon gas fuel is conveyed to the storage means. Vehicles using hydrocarbon gas fuel as described in Section 1. 36, wherein the filter means is in communication with the conveying means, such that the flow of the hydrocarbon gas fuel from the storage means to the coupling means of the prime mover simultaneously passes through the filter means. A vehicle using hydrocarbon gas fuel according to claim 35. 37, wherein said filter means desorbs and reintroduces said predetermined component removed, at least in part, into said hydrocarbon gaseous fuel flow from said storage means to said coupling means of said prime mover. A vehicle using hydrocarbon gas fuel according to claim 36. 38. characterized in that the engine system constitutes means for raising the temperature of the filter means when the hydrocarbon gas fuel is transferred from the storage means to the coupling means of the prime mover A vehicle using hydrocarbon gas fuel according to claim 37. 39. The temperature increasing means communicates with the prime mover, and the heat generated by driving the prime mover is at least partially utilized by the temperature increasing means, claim 38. Vehicles using hydrocarbon gas fuel as described. 40. Claim 34, characterized in that the filter means is constituted by a container containing a predetermined sorbent.
Vehicles using hydrocarbon gas fuel as described in Section 1. 41. Claim 40, characterized in that the predetermined sorbent contained within the storage means and the predetermined sorbent contained within the container of the filter means are both made of activated carbon. Vehicles using hydrocarbon gas fuel as described in Section 1. 42. The hydrocarbon gas fuel vehicle according to claim 35, wherein the predetermined components include hydrocarbons heavier than water vapor, oil, propane, butane, and methane. 43. In a low-pressure natural gas engine system for a vehicle, a means for storing a self-sufficient amount of natural gas by incorporating a predetermined sorbent in order to reduce the pressure when a predetermined amount of natural gas is stored, and the natural gas fuel an internal combustion engine comprising a vaporizer means for combining with air and thereby producing mechanical energy for moving the vehicle, conveying the natural gas from a fixed source of natural gas to the storage means; means for conveying gas from the storage means to the vaporization means of the engine; and means associated with the conveyance means for controlling the flow of the natural gas from the storage means to the vaporization means of the engine. The above-mentioned engine system is characterized in that it is comprised of: 44. The natural gas vehicle of claim 44, wherein the maximum pressure at which the natural gas is stored in the storage means is in the range of approximately 100 to 400 psig. 45. The natural gas-using vehicle according to claim 44, wherein the engine constitutes turbo charging means for increasing the pressure of air entering the engine. 46. A method for driving a natural gas engine system for a vehicle comprising means for storing a self-sufficient amount of natural gas and an engine capable of consuming said natural gas comprises the following steps: from a fixed source of said natural gas. conveying natural gas to the engine system, conveying the natural gas received from the stationary source through a filter for adsorptive removal of at least a portion of a predetermined component of the natural gas; conveying natural gas to the storage means for storage therein;
starting the engine and supplying the stored natural gas to the engine through the filter for desorbingly reintroducing at least a portion of the predetermined component removed from the storage means into the natural gas stream; The method for driving an engine system as described above, comprising the steps of: transporting the stored natural gas through the filter, and transporting the natural gas from the filter to the engine. 47. The method of claim 46, comprising the step of conveying the stored natural gas through the filter and the concomitant step of heating the filter. 48. The method of claim 47 further comprising the step of heating the filter using at least a portion of the heat generated by the engine. 49. A method according to claim 46, characterized in that the natural gas is stored adsorptively within the storage means. 50. The method of claim 49, wherein the storage means and the filter contain activated carbon.