RU2485637C2 - Pressurised cartridges of fuel elements - Google Patents

Abstract

FIELD: heating.

SUBSTANCE: fuel supply system comprises a compressed air chamber and a liquid fuel chamber. The compressed gas chamber and liquid fuel chamber are connected with a pressure controller. The pressure controller may receive high pressure at the inlet from the compressed gas pressure and provide to a large extent permanent lower pressure at the outlet towards the liquid fuel chamber. Pressure in the compressed gas chamber may be reduced with time, but pressure pushing out liquid fuel from the liquid fuel chamber remains to a large extent at one level.

EFFECT: increased extent of fuel flow speed monitoring and permanent pressure maintenance at fuel by means of a pressure source.

17 cl, 42 dwg, 2 tbl

Description

FIELD OF TECHNICAL APPLICATION

[0001] This invention generally relates to fuel cartridges for fuel cells, and in particular, to cartridges for fuel cells under pressure.

BACKGROUND

[0002] Fuel cells are devices that directly convert the chemical energy of interacting substances, i.e. fuel and oxidizer into direct current electrical energy. For an increasing number of practical applications, fuel cells are more efficient than traditional methods of generating electricity, such as burning fossil fuels, as well as portable power sources such as lithium-ion batteries.

[0003] In general, fuel cell technology includes many different fuel cells, such as alkaline fuel cells, polymer electrolyte fuel cells, phosphate fuel cells, molten carbonate fuel cells, solid fuel cells and enzyme fuel cells. The most important fuel cells today can be divided into several general classes: (i) fuel cells using compressed hydrogen (H ₂ ) as fuel; (ii) fuel cells with a proton exchange membrane (POM) or polymer electrolyte, using alcohols, for example methanol (CH ₃ OH), metal hydrides, for example sodium borohydride (NaBH ₄ ), hydrocarbons and other fuels that are converted to hydrogen fuel; (iii) proton exchange membrane fuel cells that directly consume non-hydrogen fuel, or direct oxidation fuel cells; (iv) solid fuel cells (TETOs), which directly convert hydrocarbon fuel to electricity at high temperature.

[0004] The chemical reactions that generate electrical energy are different for each type of fuel cell. The electrochemical reactions at each electrode and the general reaction for a direct oxidized methanol fuel cell (MTEPO) are described as follows. Anode half reaction:

cathode half reaction:

general reaction in a fuel cell:

[0005] Due to the transfer of hydrogen ions (H ⁺ ) through the proton exchange membrane from the anode to the cathode, and also due to the inability of free electrons (e ^- ) to penetrate the proton exchange membrane, the electrons flow through the external circuit, thus generating an electric current in the external chains. An external circuit can be used to power household electronic devices such as, but not limited to, mobile or cell phones, calculators, personal electronic secretaries, laptop computers, and electric tools.

[0006] The direct oxidized methanol fuel cell is discussed in US Pat. Nos. 4,390,603 and 4,828,941, the description of which is incorporated herein by reference in its entirety. Typically, proton exchange membrane made of a polymer, e.g., Nafion ^® DuPont manufacture, which is a polymer based on perfluorinated sulphonic acids and has a thickness in the range of 0.05-0.50 mm, or from other suitable materials. The anode, as a rule, is made of carbon paper with a Teflon coating as a substrate with a thin layer of catalyst deposited on it, for example, platinum-ruthenium. The cathode, as a rule, is a gas diffusion electrode in which platinum particles are attached to one of the sides of the membrane.

[0007] In a metal hydride-based chemical fuel cell, sodium borohydride is converted, which reacts as follows:

,

,

half reaction on the anode:

cathode half reaction:

[0008] Catalysts including platinum and ruthenium, as well as other metals, are suitable for this reaction. Hydrogen fuel obtained by converting sodium borohydride reacts with an oxidizing agent, such as O ₂ , in the fuel cell, generating electricity (or electron flux) and water as a by-product. In addition, another by-product, sodium borate (NaBO ₂ ), is formed during the conversion process. The sodium borohydride fuel cell is set forth in US Pat. No. 4,261,956, the description of which is hereby incorporated by reference in its entirety.

[0009] One of the most important features of the use of fuel cells is the transportation of liquid fuel from the fuel tank to the fuel cell, for example, supplying methanol to a methanol fuel cell with direct oxidation, or supplying a liquid fuel reagent to the reaction chamber, for example, supplying water and additives for reaction with metal hydride. Known methods for transporting liquid fuel / reagents include capillary distribution of moisture or capillary action, the supply of pressurized liquid fuel / reagents. One of the difficulties associated with these methods includes providing control over the flow rate of the capillary distribution of the fuel and maintaining a constant pressure on the fuel through a pressure source.

[0010] Thus, in the art there remains an urgent need for improved methods of transporting liquid fuel / reagent.

SUMMARY OF THE INVENTION

[0011] The present invention contemplates a fuel source with a pressure source that pushes liquid fuel or liquid fuel reagent (hereinafter referred to the same as "liquid fuel") into a fuel cell or reaction chamber, where hydrolysis occurs with the participation of a liquid fuel reagent to produce hydrogen . Initially, the pressure source is under high pressure, and the pressure may decrease over the expected life. On the other hand, the pressure forcing liquid fuel can, to a large extent, be maintained at a constant level.

[0012] In one embodiment, the fuel source includes a compressed gas chamber and a liquid fuel chamber. Compressed gas and liquid fuel chambers are connected by a pressure regulator. The pressure regulator is able to receive high pressure at the inlet from the compressed gas chamber and to provide, to a large extent, a constant reduced outlet pressure in the liquid fuel chamber. The pressure in the compressed gas chamber may decrease over time, however, the pressure pushing the liquid fuel out of the liquid fuel chamber remains substantially constant. Thus, a fuel cell or reaction chamber receives liquid fuel at a predictable or acceptable pressure.

BRIEF DESCRIPTION OF GRAPHIC MATERIALS

[0013] In the accompanying graphic materials, which are part of the description of the invention and should be read in conjunction with it, similar reference numbers are used to indicate like details in different views.

[0014] Figure 1 is a General front view of a fuel source according to the present invention, which shows the components of a fuel cell or device powered by a fuel cell;

[0015] FIG. 2 is a front view of the fuel source of FIG. 1 without components of a third-party device, but with connecting tubes adapted to open the valves of the fuel source;

[0016] FIG. 3 is an exploded perspective view of the fuel source of FIG. 2;

[0017] FIG. 4 is a cross-sectional and partial exploded view of the fuel source of FIG. 2;

[0018] FIG. 5 is an enlarged partial view of the fuel source shown in FIG. 4, showing a valve connecting a pressurized fuel source chamber to a pressure regulator;

[0019] FIG. 6 is an enlarged partial view of the fuel source shown in FIG. 4, showing a valve connecting a fuel source to a fuel cell or device powered by a fuel cell;

[0020] Fig.7, 8 is an alternative embodiment of the valves depicted in Fig.5, 6.

[0021] Fig. 9A is a cross section of a suitable pressure regulator; figv is an exploded view of a suitable pressure regulator;

[0022] FIG. 10A is a cross section of another suitable pressure regulator; figv is an exploded view of another suitable pressure regulator;

[0023] FIG. 11A is a cross section of another suitable pressure regulator; 11B is an exploded view of another suitable pressure regulator;

[0024] Fig. 12A is a cross section of another suitable pressure regulator; 12B is an exploded view of another suitable pressure regulator; figs - cross section of another variant of the pressure regulator depicted in figa, 12B;

[0025] FIG. 13 is an exploded perspective view of a pressurized fuel source in accordance with the present invention;

[0026] FIG. 14 is a cross-sectional view of the fuel source shown in FIG. 4 with a fuel level indicator; figa is a front view of a fuel gauge;

[0027] FIGS. 15A-15C are cross-sections of another exemplary valve in accordance with the present invention, showing a sequence of opening from a closed position (FIG. 15A) to intermediate closed and open (FIGS. 15B-15C); fig.15D - exploded view of the valve;

[0028] Figs. 16A-16C are cross-sections of another exemplary valve in accordance with the present invention, showing the sequence of its opening from the closed position (Fig. 16A) to the intermediate closed and open (Fig. 16B-16C) positions; Fig.16D is an exploded perspective view of the valve;

[0029] FIGS. 17A-17C are cross-sections of another exemplary valve in accordance with the present invention, showing the sequence of its opening from the closed position (FIG. 17A) to the intermediate closed and open (FIGS. 17B-17C) positions; Fig.17D is an exploded perspective view of the valve;

[0030] FIG. 18A is a cross-sectional view of a component of an exemplary valve of the present invention; FIG. 18B is an exploded perspective view of a valve component; FIG.

[0031] FIG. 19A is a cross section of another exemplary valve component according to the present invention; FIG. 19B is an exploded perspective view of a valve component; FIG.

[0032] FIGS. 20A-20C are cross-sections of another exemplary valve showing the sequence of its opening; Fig. 20D is an exploded perspective view of a valve;

[0033] FIG. 21A is an exploded cross-sectional view of another illustrative valve; 21B is an exploded perspective view of a valve.

DESCRIPTION OF THE INVENTION

[0034] As shown in the accompanying drawings and described in detail below, the present invention relates to a fuel source that stores fuel for a fuel cell, for example, methanol and water, a water / methanol mixture, a water / methanol mixture with different concentrations, pure methanol and / or melite clathrates described in US Pat. Nos. 5,364,977 and 6,512,005 B2, the description of which is hereby incorporated by reference in its entirety. Methanol and other alcohols are used in many fuel cells, such as, for example, direct oxidized methanol cells, enzyme fuel cells and conversion-based fuel cells. The fuel source may also contain other types of fuel: ethanol or alcohols, metal hydrides (for example, sodium borohydride), other chemicals that can be converted to hydrogen, as well as substances that can improve the performance or efficiency of fuel cells. Potassium also includes an electrolyte based on potassium hydroxide (KOH), which is used in metal or alkaline fuel cells and can also be stored in fuel sources.

In metal fuel cells, the fuel is in the form of liquid suspended zinc particles immersed in a KOH electrolyte reaction solution, the anodes in the cavities of the cell of the fuel cell are solid anodes formed by zinc particles. The KOM electrolytic solution is disclosed in US Published Patent Application No. 2003/0077493, entitled "Method for Using a Fuel Cell System Made to Power One or More Loads", published April 24, 2003, the description of which is hereby incorporated by reference in its entirety. may also be a mixture of methanol, hydrogen peroxide and sulfuric acid, which flows through a catalyst formed on silicon wafers, causing a reaction in the fuel cell. the fuel may be a composition or mixture of methanol, sodium borohydride, an electrolyte and other compounds, for example, as described in US Pat. Nos. 6,548,877, 6,562,497 and 6,758,871, the disclosures of which are incorporated herein by reference. Moreover, the fuel may be formulated partially dissolved, partially suspended in a solvent, which are described in US patent No. 6773470, as well as compositions that include both liquid and solid fuels, which are described in published patent application US No. 2002/0076602. Suitable fuels for these purposes are also disclosed in the co-pending US patent application No. 60/689,572 of the same applicant, entitled "Fuel for hydrogen-generating cartridges," filed June 13, 2005. The descriptions of these documents by this reference are fully incorporated into this description.

[0035] The fuel may also be a metal hydride, for example sodium borohydride (NaBH ₄ ), and an activator described above, for example water. The composition of the fuel may include hydrocarbon fuel, which includes, but is not limited to, butane, kerosene, alcohol, and natural gas, as set forth in US Published Patent Application No. 2003/0096150, entitled “Fuel Cell Containing a Liquid Interface,” published 22 May 2003, a description of which is hereby incorporated by reference in its entirety. Also, fuel cells may contain oxidizing agents that react with the fuel. Thus, the present invention is not limited to the types of fuels, activators, electrolytes, solutions of oxidizing agents, as well as liquids or solids contained in the fuel source or by any other methods used in the fuel cell system. As used herein, the term “fuel” includes fuel of any kind capable of reacting in a fuel cell or fuel source and including, but not limited to, any suitable fuel from the above, electrolyte and oxidant solutions, gases, liquids, solids and / or chemicals containing additives and catalysts, as well as mixtures thereof.

[0036] The term "fuel source" as used throughout this specification includes, but is not limited to, disposable cartridges, refillable / refillable cartridges, containers, refillable cartridges inserted into electronic devices, removable cartridges, refillable cartridges located outside electronic devices, fuel containers, fueling containers tanks, other containers in which fuel is stored, and pipes connected to fuel tanks and containers. Although a spray can is described below with reference to exemplary embodiments of the present invention, it should be noted that these embodiments are applicable to other fuel sources and that the present invention is not limited to any particular type of fuel sources.

[0037] The fuel source of the present invention can also be used to store fuel not used in fuel cells. These applications may include, but are not limited to, storing hydrocarbons and hydrogen fuels for gas turbine micromotors based on silicon wafers, discussed in the article “Here Come the Microengines” published in The Industrial Physicist (Dec 2001 / Jan. 2002) on pages 20-25. As used in this application, the term “fuel cell” may also include micromotors. Other applications may include the storage of traditional fuels for internal combustion engines, hydrocarbons, such as butane, for pocket lighters and home lighting, as well as liquefied propane.

[0038] Figs. 1-4 show a fuel source 10. The fuel source 10 may be of any convenient shape, including but not limited to the depicted shape. The fuel source 10 includes an outer casing 12, a cap 14, a first valve 16 and a second valve 18. The cap 14 is fitted to the outer casing and sealed with an o-ring 13. Sealing can also be achieved by adhesives or ultrasonic welding. The first valve 16 is sized and calibrated so that it mates with the pressure regulator 20. The second valve 18 is sized and calibrated so that it mates with the valve of the device 22. In one embodiment, the fuel source 10 is disposable and, most preferably recyclable. More specifically, the outer case 12 is recoverable and reusable, and the inner shell 28 and / or cover 14 are disposable. The pressure regulator 20 and valve of the device 22 are preferably reusable and are connected to the fuel cell or device powered by the fuel cell, or are components thereof, to reduce cost.

[0039] FIGS. 3-5 show in detail the internal components of a fuel source 10, which comprises a compressed gas chamber 24 and a liquid fuel chamber 26, where liquid fuel is contained within the shell 28. As shown above, liquid fuel may be a fuel directly consumed by a fuel cell, for example, methanol or ethanol. Liquid fuel may also be a liquid reagent that participates in hydrolysis in the reaction chamber, forming hydrogen, which feeds the fuel cell. Such a substance may be, for example, water or other activators that react with a metal hydride to form hydrogen fuel.

[0040] The first valve 16 allows compressed gas to exit the chamber 24 of the compressed or pressurized gas of the fuel source 10 and enter the pressure regulator 20, and then transfer the gas under reduced pressure back to the fuel source 10 and to the liquid fuel chamber 26 to apply pressure to the sheath 28. The first valve 16 includes a valve body 30 fitted to the side walls of the compressed gas chamber 24 and sealed with an o-ring 32. The inner middle post 34 is fixed to the valve body 30, for example, by a fixed fit (i.e., there is practically no relative movement between the inner central strut 34 and the valve body 30). Between the shaft of the inner central strut 34 and the valve body 30, a duct 36 is defined. In one example, the shaft has a cylindrical shape, and part of it is sawn off to form a flat surface. An internal duct 36 is formed between the flat surface and the valve body 30, as best seen in FIGS. 3 and 5. Between the head of the inner central strut 34 and the upper part of the valve body 30, an internal elastomeric seal 38 is provided to seal the internal duct 36. In addition, the first valve 16 comprises an outer central strut 40, which is annularly arranged around the inner central strut 34, leaving space between them, as shown in the figures. The outer middle strut 40 is also firmly attached to the valve body 30, for example by means of a fixed fit. Thus, there is practically no relative movement between the outer central strut 40 and the valve body 30. Around the outer side of the outer central strut 40, an external duct 42 is defined, allowing gas under reduced pressure to return back to the fuel source 10 from the pressure regulator 20. Inside the fuel source 10, the external duct 42, as best seen in FIG. 5, is redirected to the liquid fuel chamber 26. An external elastomeric seal 44 located under the head of the outer central strut 40 and cap 46, the presence of which is optional, provides sealing of the external duct 42. The cap 46 may not be included, but the housing valve performance 30 extends upward all the way into the outer elastomeric seal 44, or elastomeric seal 44 can be held down until it stops in the valve housing 30.

[0041] Despite the fact that the inner duct 36, as shown in the figures, is located inside the outer duct 42, both of these channels can be located in the reverse order or next to each other.

[0042] The first valve 16 shown in FIGS. 3 and 5 is closed or sealed. To open the first valve 16, the tube 48 is pushed into the first valve 16. The tube 48 includes an inner tube 50 and an outer tube 52. To maintain constant relative positions, the tubes can be connected to each other, for example, by knitting needles or jumpers (not shown). The inner tube 50 is sized and calibrated to fit the space 54 between the inner central strut 34 and the outer center strut 40. The inner tube 50 is sized and calibrated to fit the space 56 between the outer central strut 40 and the cap 14. The inner tube 50 compresses the inner elastomeric the seal 38, opening the duct 36. The outer tube 52 compresses the outer elastomeric seal 44, opening the duct 42. In order to apply pressure to the liquid fuel, the compressed gas leaves the source chnika fuel 10 through duct 36 and the gas under reduced pressure is returned to the fuel source 10 through the duct 42.

[0043] In a rationalizing aspect of the present invention, the first valve 16 is not replaceable since it includes central struts 34, 40. In particular, the valve 16 only opens after inserting a tube 48 having an appropriate diameter into the annular space around the central struts 34, 40 and compression of elastomeric seals 38, 44. The design of the central struts 34, 40 prevents the valve from opening with foreign objects of larger or smaller diameters: pens, pencils, paper clips, fingers, etc. The central struts 34, 40 can be attached to the valve body 30 in various ways: snap fittings, glue, ultrasonic welding, etc., so that the relative movements between the columns and the valve body are limited. Advantageously, the central struts 34, 40 are installed before or during the filling operation. Therefore, the flow of fuel into the can will occur not only faster, but also in less cramped conditions than in other designs.

[0044] The second valve 18 is similar to the first valve 16 except that its construction only allows liquid fuel to exit the fuel source 10. The second valve 18 includes a valve body 58 and a central strut 60, which is substantially similar to the above described inner central strut 34 of the first valve 18. The elastomeric seal 62 seals the second valve 18 and the duct 64 defined between the inner strut 60 and the valve body 58. The sheath 28 is hermetically connected to the valve body 58. The tube 66 is sized and calibrated ana to enter space 68 in second valve 18, compressing the elastomeric seal 62 to open the valve 18, allowing the liquid fuel injected from the compressed gas flow 42 leaving the fuel supply 10.

[0045] Tubes 48 or 66 may optionally have non-standard sizes. In other words, their sizes may differ from the sizes of products typically found in homes and offices, which makes it difficult to inadvertently compress the sealing elements 38, 44 or 62. Alternatively, tubes 48 or 66 may have a transverse different from round or polygonal (regular or irregular) section. Accordingly, the central struts 34, 40 or 60 for placing the tubes in them must have a shape that matches the shape of the tubes.

[0046] In the alternative embodiment of the invention shown in FIGS. 7, 8, the elastomeric seals 38, 44, and 62 are replaced by O-rings 38 ′, 44 ′, and 62 ′. The central struts 34 'and 40' are modified to provide angular bearing surfaces for sealing by O-rings. The central strut 60 'in this embodiment of the invention comprises an outer ring 61' providing a gap 68 'for the entry of the tube 66 and the opening of the second valve 18.

[0047] As shown in FIGS. 5-8 and others, the upper surface of the valves 16 and 18 directed towards the tubes 48 and 66 may also be called a mating surface.

[0048] The high pressure in the chamber of the compressed gas 24 necessary to expel the liquid fuel during the expected life of the fuel source 10 is determined by the equation of state of an ideal gas:

,

,

where for the liquid fuel chamber 26:

P is the pressure required to pump liquid fuel outward from the shell 28 / fuel chamber 26 through a second valve 18, which in one example has a relative value of "x" psi (psi _g ) or an absolute value (14.7 + x) psi (psi _a ), where x is the pressure required to push out; the initial pressure in the fuel chamber 26 should be 14.7 psi _a or 0 psi _g , the final pressure should be (14.7 + x) psi _a or x psi _g ;

V is the volume of the chamber of liquid fuel 26;

T is the temperature (absolute) of the liquid fuel chamber 26, which, as a rule, is equal to the temperature of the surrounding air.

For compressed gas chamber 24:

P is the initial pressure to be determined; the final pressure for chamber 24 should be x psi _g or (14.7 + x) psi _a ;

V is the volume of the compressed gas chamber 24; and

T - as a rule, ambient temperature.

Since both temperatures should be the same, they can be excluded from the equation:

For example, if the liquid fuel chamber 26, having a volume of 50 cm ³ , requires 2 psi _g or 16.7 psi _a to push the fuel through the second valve, and the volume of the compressed gas chamber 24 is 5 cm ³ , then the initial pressure in the compressed gas chamber 24 is calculated as follows:

Similarly, if the volume of the compressed gas chamber 24 is 10 cm ³ , then its initial internal pressure should be 26.7 psi _a or 12 psi _g .

[0049] When such a high internal pressure is directly supplied to the liquid fuel chamber 26, the shell 28 will experience a sharp pressure surge and the liquid fuel will exit the fuel source 10 at a relatively high speed, which may be undesirable. In addition, as liquid fuel is transported from the fuel source 10, the pressure in the liquid fuel chamber 26 will continuously decrease over time, and the liquid fuel will exit the fuel source 10 at a constantly decreasing rate. Thus, a fuel cell or a reaction chamber receiving liquid fuel is forced to adapt to a change in the liquid fuel supply rate.

[0050] The problem of changing the feed rate of liquid fuel is solved by inserting between the compressed gas chamber 24 and the liquid fuel chamber 26 a pressure regulator, shown schematically in FIG. 1 under the symbol 20. Pressure regulator 20 receives a wide range of inlet pressures, for example, 2 -200 psi _g , and maintains the outlet pressure at a constant level, for example, 2 psi _g . In figure 3, 4, the compressed gas chamber 24 is located inside the fuel source 10, however, the compressed gas chamber 24 can also be located in the fuel cell or device, which is powered by the fuel cell, or in a separate canister.

[0051] Table 1 shows the results of an experimental simulation of the fuel source 10 shown in FIGS. 1-8, in which a pressure regulator 20 is inserted between the compressed gas chamber 24 and the liquid fuel chamber 26. The experimental simulation was carried out as follows. In the compressed gas chamber 24, in the form of a modified syringe with a volume of 3.2 cm ³ , through the tube, where the flow was regulated by a ball valve, was created air pressure from an external source of 80 pounds per square inch. A tube was also used to direct the flow of gas from the gas chamber 24 to the pressure regulator 20. To measure the inlet pressure, a pressure sensor was used in the range of 0-100 psi, located between the gas chamber 24 and the pressure regulator 20.

[0052] The pressure regulator 20 was used to create, to a large extent, a constant reduced outlet pressure that pushes the liquid fuel, i.e. deionized water from the liquid fuel chamber 26, having the form of a modified syringe with a volume of 35 cm ³ . A modified T-fitting connects the pressure regulator 20 and the liquid fuel chamber 26. After making the fluid connection, the pressure regulator 20 and the liquid fuel chamber were placed on a Mettler Toledo XS204 analytical balance, which weighed the liquid fuel, i.e. deionized water. The liquid fuel exited the liquid fuel chamber 26 through a tube supplying liquid fuel to the fuel collecting beaker, said tube having at its end a filter with a pore diameter of 45 μm (Millex-HPF HV filter, component No. SLHVM25NS, commercially available from Millipore Corporation, Billerika, Massachusetts, USA) and a nozzle diameter of 0.0025 inches (component IBLP-2E-SS, commercially available from O'Keffe Controls Co., Trumbull, Connecticut, USA). A pressure sensor in the range of 0-30 feet per square inch, located between the liquid fuel chamber 26 and the fuel collecting cup, measures a fuel pressure, which, as is understood by any person skilled in the art, is equivalent to an outlet pressure.

[0053] At the beginning of the experimental simulation, the controlled outlet pressure displaced the air from the pipelines and was set at 1.6 psi. The ball valve was then closed, shutting off the supply of air at a pressure of 80 psi from the compressed air chamber 24. During the pilot simulation, the inlet pressure, outlet pressure, and fuel weight (i.e., the weight of water in the modified syringe of the liquid fuel chamber 26) were measured. ) Measurements were taken at intervals of 0.5 s for 215 minutes (12902.5 s). However, for greater clarity, Table 1 shows the measurement results only at separate time intervals: 0 s (the liquid fuel chamber 26 does not contain fuel, and the analytical balance is set to zero), 0.5 s (the liquid fuel chamber is filled with deionized water), 55 s (pressure in the chamber of compressed gas 24 is 80 psi), every 300 s and 12902.5 s (there are no more fuel in the chamber of liquid fuel 26). In the period between setting the analytical balance to zero and the beginning of the simulation, when the tubes are under load, a fuel weight value of +1.2256 was established. Small negative values of the balance at the end of the simulation reflect the methodological error inherent in the analytical balance.

[0054] The results show that the pressure regulator 20 is able to receive high (about 80 psi) inlet pressure from the compressed gas chamber 24 and provide, to a large extent, a constant reduced (in the range of 1.6-0.3 psi square inch) outlet pressure for expelling liquid from the liquid fuel chamber 26, initially filled with approximately 30 g of deionized water. The pressure in the compressed air chamber 24 may decrease over time in the range of 80-12 pounds per square inch, however, the pressure ejecting the liquid fuel from the liquid fuel chamber 26 is almost constant in the range of 1.6-0.3 psi inch. One skilled in the art will understand that relatively small changes in the outlet pressure are within acceptable limits, which allows the fuel cell or reaction chamber to receive liquid fuel at a predictable pressure that is acceptable for the operation of the fuel cell or reaction chamber. As liquid fuel leaves the liquid fuel chamber 26 at a relatively constant flow rate, its weight decreases from about 30 g to about 0 g.

[0055] As used herein, the term “substantially constant” means that pressure fluctuations, if any, do not exceed ± 2.0 psi, preferably do not exceed ± 1.5 psi, most preferably not exceed ± 1.0 psi. As used herein, the terms “low pressure” and “reduced pressure” mean a pressure that does not exceed or equal to 5.0 psi, preferably 3.0 psi, most preferably 2.0 psi.

Table 1 Elapsed time, s Inlet Pressure, psi Outlet Pressure, psi Fuel weight g 0 0.324175 0 0 0.5 0.289389 0 33.6665 55 09/09/705 0.70702 31.8907 300 78.52603 1.541651 30.0016 600 73.49667 1.435592 27.8025 900 68.84618 1.33488 25.7307 1200 64.65367 1.268036 23.7769 1500 60.56975 1.174454 21.8294 1800 56.79189 1.09335 19.969 2100 53.28629 1.038092 18.2135 2400 49.8493 0.977542 16.5611 2700 46.58507 0.902915 01/15/14 3000 43.66301 0.837617 13.5383 3300 07/07/182 0.769987 12.1614 3600 38.48951 0.717515 10.8839 3900 35.91159 0.709353 9.7736 4200 33.7916 0.630062 8.6903 4500 31.95622 0.659213 7.8636 4800 30.44131 0.570594 6.9695 5100 29.04059 0.606741 6.3769 5400 27.68515 0.599745 5.7748 5700 26.6008 0.603243 5.2231 6000 25.51645 0.596247 4.71 6300 24.51224 0.574092 4.2295 6600 23.49696 0.556601 3.7757 6900 22.69704 0.536778 3.3506 7200 21.86636 0.534446 2.9862 7500 06/21/644 0.518122 2.6122 7800 20.35882 0.505295 2.2651 8100 19.65097 0.492469 1.9388 8400 18.97366 0.450491 1.5701 8700 18.35792 0.394521 1.1778 9000 17.64982 0.35954 0.8205 9300 17.06487 0.337385 0.4974 9600 16.38756 0.308234 0.235 9900 15.74104 0.296574 0.0919 10200 15.31002 0.318729 0.0525 10500 14.88671 0.35371 -0.0001 10800 14.54078 0.434167 -0.0128 11100 10/14/837 0.441163 -0.0094 11400 13.76244 0.45399 -0.0062 11700 13.44534 0.502963 -0.0049 12000 13.18589 0.57176 -0.0032 12300 12.92644 0.600911 -0.0028 12600 12.69583 0.610239 -0.0011 12900 12.55169 0.635892 0.0003 12902.5 12.46521 0.632394 0

[0056] The following are graphs of inlet pressure, outlet pressure, and fuel source weight versus elapsed time:

[0057] Another simulation of the fuel source 10 was carried out without pressure regulator 20, where a known external source of compressed gas under a pressure of 2 psi _{g was} used to push fuel from the shell 28 through valve 18. The simulation was carried out in order to find out whether the pressure at the outlet of the fuel source 10 is practically constant, the pressure drop necessary to compress the sleeve 28 and push the fuel through valve 18 is achievable, and the flow rate is substantially constant. The outlet pressure was measured downstream of valve 18. The results are shown below in table 2.

[0058] Below are graphs of the dependence of flow rate, outlet pressure and the amount of remaining fuel on elapsed time.

[0059] The following graph below, which shows only the outlet pressure and flow rate depending on elapsed time, illustrates in more explicit form the substantially constant flow rate and pressure at the outlet of the fuel source of the invention over a significant part of the term operation of a fuel source. It should be noted that the pressure differential required to compress the shell 28 and push the fuel through the valve 18 is within acceptable limits.

[0060] Any type of gas may be contained in the compressed gas chamber 24, which includes, but is not limited to, air, nitrogen, carbon dioxide, inert gases, etc. The present invention is not limited to the type of compressed gas. The compressed gas chamber 24 may also contain liquefied hydrocarbon, similar to the hydrocarbons used in lighters. The advantage of using liquefied hydrocarbon is that its small volume can be converted into a significantly larger volume of high-pressure gas, which thus significantly reduces the volume of the compressed gas chamber 24. Suitable hydrocarbons for this purpose include, but are not limited to, butane, isopropane , diesel fuel and gasoline. You can also use methanol and other alcohols in the form of liquids or gels. Gases and other substances suitable for use in the compressed gas chamber 24 are disclosed in the co-pending published application for US patent No. 2007/0077470 A1 of the same applicant, filed October 5, 2005 and having serial number 11/243767, as well as jointly considered U.S. Patent Application Publication No. 2007/0077463 A1 of the same applicant, filed October 5, 2005 and with serial number 11/244218. Descriptions of these documents by this reference are fully incorporated into the present description.

[0061] Various suitable pressure regulators 20 are described in the co-pending published application for US patent No. 2006/0174952 A1 of the same applicant, which was filed January 6, 2006 and has serial number 11/327580. The description from application No. 2006/0174952 A1 by this reference is fully included in the present description.

[0062] On figa, 9B shows the first pressure regulator 126, which is shown in figa, 4B application No. 2006/0174952 A1. To simplify the comparison, the same conventions are used here as in the application No. 2006/0174952 A1. The pressure regulator 126 includes a pressure-sensitive membrane 140. However, in this embodiment, the membrane 140 is sandwiched between two body members, a valve body 146 and a valve cover 148, and also includes an opening 149 formed at its center (Fig. 9B). In addition, a cavity 129 is formed at the boundary between the valve body 146 and the valve cover 148, allowing movement or bending of the membrane 140 under the influence of the pressure difference between the pressure at the inlet to the channel 143, the pressure at the exit of the channel 145 and the reference pressure P _ref . The internal configuration of the valve body 146 determines the direction of flow through the control valve 126. Namely: the channels 143 and 145 are formed in the valve body 146, the channel 143 is under pressure at the inlet and, when the first valve 16 is open, is in fluid communication with the compressed gas chamber 24. and the channel 145 is under pressure at the outlet and, when the first valve 16 is open, is in fluid communication with the liquid fuel chamber 26. In addition, a ventilation channel 141 is formed in the valve cover 148. Thus, the membrane 140 is under the influence of the reference pressure, which can be both atmospheric and any other reference pressure. Alternatively, the membrane is spring-loaded to a reference pressure.

[0063] The valve body channel 143 is configured to slide the valve stem 142. The channel of the valve body 143 is configured to taper at or near the joint of the valve body 146 and the valve cover 148 to form a shoulder 137. Valve stem 142 preferably, it is an integral element comprising a thin stem portion 138 and a cap 131. This configuration allows the thin stem portion 138 to pass through a narrow portion of the channel of the valve body 143, and the cap 131 abuts against the shoulder 137. Essentially, like a hat the heel 131 and the shoulder 137 include sealing surfaces that block the flow through the valve 126 in the shoulder 137 when the cap 131 is seated on it. In addition, the valve stem 142 inside the hole 149 in the membrane 140 is protected by a safety sleeve 147, thereby forming sealing and securely connecting the membrane 140 to the valve stem 142. Therefore, when the membrane 140 moves, the valve stem 142 also moves so that the cap 131 sits and rises from the shoulder 137, thereby opening and closing the valve 126.

[0064] When the pressure regulator 126 is connected to the first valve 16, which is discussed above, a relatively high pressure from the compressed gas chamber 24 is transmitted to the inlet 143. The pressure at the outlet of the pressure regulator at the outlet 145 is transmitted through the first valve 16 to the duct 42, creating increased pressure in the liquid fuel chamber 26. When the pressure in the liquid fuel chamber 26 does not exceed the pressure required to push the liquid fuel outward from the fuel source 10, the pressure regulator 26 is in an open configuration (FIG. .9A), in which the membrane is not bent, and the cap 131 of the valve stem 142 is not seated on the shoulder 137. In fact, the compressed gas flows through the pressure regulator 126 into the liquid fuel chamber 26. When the pressure in the liquid fuel chamber 26 reaches an “x” value psi, as discussed above, the membrane 140 is deformed towards the valve cover 148 to such an extent that the valve stem cap 131 abuts against shoulder 137, sealing pressure regulator 126. The larger the amount of liquid fuel transported outward from the liquid fuel chamber 26, the smaller the volume of the sheath 28 becomes, thereby reducing the pressure inside the liquid fuel chamber 26. Lowering the pressure causes the membrane 140 to move away from the valve cover 148, moving the valve stem 142 to the open position and allowing additional compressed gas to enter the liquid fuel chamber 26, thus starting the next cycle.

[0065] The outlet pressure P _o , at which the pressure regulator 126 opens or closes, can be set by selecting the length of the valve stem or the gap in which the cap 131 moves between the open and closed positions, the flexibility or stiffness of the membrane 140 and / or by selecting R _et . The stem 138 is sized and calibrated so that it is movable relative to the safety sleeve 147 to select the length of the rod 138. The longer the rod 138 has the length between the safety sleeve 147 and the cap 131, the greater the pressure required to close the valve 126. Preferably, the outlet pressure to a large extent, constantly or maintained within acceptable limits, and the reference pressure P _et is selected or selected in such a way as to provide the required outlet pressure. In other words, P _{et is} set so that when the inlet pressure exceeds a predetermined value, the membrane 140 is closed, minimizing high or fluctuating pressure at the outlet of the channel 145.

[0066] FIGS. 10A, 10B show another embodiment of the pressure regulator 226, which is disclosed in Application No. 2006/0174952 A1 in FIGS. 4C, 4D. The pressure regulator 226 is similar to the pressure regulator 126, the discussion of which is given above, since the valve body 248 is attached to the cap of the valve 247. An inlet 246 is formed in the cap of the valve 247 connected to the compressed gas chamber 24, while the outlet of the pressure regulator 245, connected to the liquid fuel chamber 26, is formed in the valve body 248. An opening 251 is formed in the lower part of the valve head 247. Preferably, the hole 251 has a slight offset relative to the longitudinal axis of the pressure regulator 226.

[0067] A deformable cylinder with a tip 250 is clamped and held between a valve head 247 and a valve body 248. A cylinder with a tip 250 includes an upper end 256, a lower end 287, and an opening or channel 201 formed in the cylinder. A cylinder with a tip 250 is made of any of a deformable elastomeric material known in the art: rubber, urethane or silicone. The principle of operation of the cylinder with a tip 250 is similar to the principle of the membrane.

[0068] The upper end 259 is located close to the valve head 247. When no fluid flows through the pressure regulator 226, the upper end 259 fits snugly to the lower surface of the valve head 247. The edges of the upper end 259 are fixed in such a way that even if the remaining part of the upper end 259 is subjected to bending, the edges remain motionless and sealed.

[0069] The lower end 287 is located adjacent to the valve body 248. A cavity 202 is formed in the valve body 248, which is located directly below the lower end 287 and allows the lower end 287 to freely bend. The lower end 287 preferably has a diameter different from the diameter of the upper end 259, which is explained in more detail below.

[0070] A plate 253 made of sufficiently rigid material surrounds the cylinder with a tip 250. The plate 253 defines an opening 241 connecting the second cavity 203 formed on the circumference between the cylinder tip 250 and the plate 253 with a reference pressure P _et . Part 205 of the second cavity 203 is configured to be partially directed up and down with respect to the lower end 287.

[0071] To adjust the pressure, the incoming gas (or liquid) enters the pressure regulator 226 through the inlet 243 and passes into the hole 251. The hole 251 may be a circular channel or ring defined on the cap 247. The upper end 259 seals the hole 251 until then, until the pressure exerted by the incoming gas or liquid from the inlet 243 reaches a threshold value deforming the upper end 259. When the gas deforms the upper end 259, deformation is transmitted through the body of the cylinder 250 and the lower end 287 is also deformed iruetsya. Upon deformation of the upper end 259, the gas is able to pass through the hole 251, a cylinder with a tip 250 and exit the adjustable outlet 245.

[0072] Since the force is the result of multiplying the applied pressure by the area to which the pressure is applied, the forces acting on the cylinder with a tip 250 can be summarized as follows:

If the output force exceeds the input force and the reference force, the pressure regulator 226 closes. If the output force is less than the input force and the reference force, the valve 226 opens. Since in this embodiment, the outlet force must balance the inlet force and the reference force, the area of the lower end 287 should preferably, as noted above, exceed the area of the upper end 259. Then the outlet force can be greater without increasing the outlet pressure. By varying the area of the ends 259 and 287 and part 205, it is possible to control the balance of forces acting on the cylinder with a tip 250, and to determine the pressure drop necessary to open and close the valve 226.

[0073] Since the reference pressure P _et exerts pressure on the lower end 287, this additional pressure can lower the threshold pressure for starting the flow, i.e. the reference pressure P _et is relatively high to assist the gas in deforming the cylinder with the tip 250. To further adjust the pressure of the gas leaving the outlet 245, higher or lower values of the reference pressure P _et can be set.

[0074] Another embodiment of the pressure regulator 426 is shown in FIGS. 11A, 11B, which correspond to FIGS. 6A, 6B in application No. 2006/0174952 A1. The pressure regulator 426 is similar to the pressure regulator 226, the discussion of which is given above, except that the valve 426 contains a movable piston 450 instead of a deformable cylinder with a tip 250. The valve 426 contains a valve body 448 attached to the valve head 447. On the valve head 447 is formed an inlet 443 connected to the compressed gas chamber 24, and an adjustable pressure outlet 445 is formed on the valve body 448 connected to the liquid fuel chamber 26. An opening 451 is formed at the bottom of the cap of the valve 447. The hole 451 is preferably slightly offset from the longitudinal axis of the pressure regulator 426. The hole 451 may include a set of holes formed in the shape of a ring so that the inlet pressure is evenly distributed across the movable piston 450.

[0075] A movable piston 450 is movably disposed between the valve head 447 and the valve body 448. The movable piston 450 includes an upper portion 459 having a first diameter, a lower part 487 having a second diameter that preferably exceeds the diameter of the upper part 459 and extends through it has a hole 401. The movable piston 450 is made of any hard material known at this level of technology: plastic, elastomer, aluminum, a combination of elastomer and hard material, etc.

[0076] A gap 402 is formed in the valve body 448, allowing the piston 450 to move between the cap 447 and the body 448. A second cavity 403 is formed between the movable piston 450 and the valve body 448. The cavity 403 is connected to a reference pressure P _et . Part 405 of the cavity 403 is located opposite the lower end 487, which allows you to apply a reference force to the piston 450.

[0077] The upper portion 459 is located adjacent to the cap of the valve 447, so that when the output force exceeds the input force and the reference force, as discussed above, the upper portion 459 is pressed against the bottom surface of the cap of the valve 447, closing the valve 426 (Fig. 11A ) When the force at the outlet is less than the force at the inlet and the reference force, the piston 450 is pushed towards the housing 448, allowing fluids such as hydrogen to flow from the inlet 443 through the hole (s) 451 and the hole 401 to the outlet 445. And again, as discussed above with respect to the valve 226, to control the opening and closing of the valve 426, it is possible to vary the surface areas of the ends 459 and 487, as well as the gap 405.

[0078] FIGS. 12A, 12B illustrate yet another pressure regulator. 12A-C are previously disclosed in co-pending application for US patent No. 60/887918 of the same applicant, filed February 2, 2007, the description of which by this reference is fully incorporated into the present description. To simplify the references, the first digits of the legend numbers used in the application No. 60/887918, when used here, are changed to avoid coincidence with the reference numbers used above.

[0079] FIGS. 12A, 12B show an illustrative pressure regulator 564. The regulator 564 includes an inlet body 566, an outlet body 568, and a poppet 570 located between them. A piston 572 is movably disposed within the poppet 570. A first diaphragm 574 is sandwiched between the body the inlet 566 and the plate 570. A second membrane 576 is sandwiched between the body of the outlet openings 568 and the plate 570. The body of the inlet 566 defines an inlet channel 578 connected to the compressed gas chamber 24. The body of the outlet 568 defines an outlet channel 580, connected the first liquid fuel from chamber 26. The interior of tray 570 in which the piston 572 may be exposed to a reference pressure, which as atmospheric pressure can act. Under the first membrane 574, directly below the inlet channel 578, a ball 582 may be placed to help seal the inlet channel. As shown, the first membrane 574 is exposed to inlet pressure. The second membrane 576 is exposed to outlet pressure.

[0080] Since the force is the result of multiplying the applied pressure by the area to which this pressure is applied, the forces acting on the piston 572 can be summarized as follows. The forces acting on the inlet membrane:

The forces acting on the output membrane:

Since the force acting on the upper surface is equal to the force acting on the lower surface, the force acting on the piston is the same in both equations. Solving both equations for the force acting on the piston, and equating:

The equation can be rewritten:

For the case when the relative reference pressure is zero (1 atm):

[0081] In the case where the relative reference pressure is not equal to zero, both sides of the piston are under the influence of the reference pressure, depending on the ratio of their areas. During the operation of the regulator, the area of the inlet changes. Before the pressure at the outlet increases so as to seal the inlet, the area of the inlet is equal to the area of the upper surface of the piston. After increasing the outlet pressure to a value at which the inlet is sealed, the inlet area is reduced to a small amount. This feature helps to reduce piston vibrations with small pressure drops at the outlet.

[0082] When the outlet force is less than the inlet force, the inlet pressure presses the first membrane downward, opening the duct from the inlet channel 578 to the inner circular channel 584 connected to the upper side channel 586, which is connected to the outer circular channel 588 and connecting channel 590 connected to the lower side channel 592 and the output channel 580. The output channel 580 predominantly expands into 594, allowing the gas to expand before exiting, losing some excess pressure. The output channel 580 is also expanded so that the regulator 564 can be connected to the other (s) component of the fuel cell system. Side channels 586 and 592 are sealed with a ball (figa).

[0083] FIG. 12C shows another embodiment of a pressure regulator 564, the principle of operation of which is similar to the embodiment depicted in FIGS. 12A, 12B. Regulator 564 (FIG. 12C) may also include an outlet diaphragm / gasket 577 and an end cap 594 attached to the bottom of the outlet opening housing 568. The end cap 596 may include a channel communicating a reference pressure to the piston 572 and a wider output channel 580 for the outlet gas, further increasing the pressure drop before exiting. The membrane / gasket 577 can be replaced with a sealing ring.

[0084] According to other features of the present invention, the fuel source 610 does not provide for a pressure regulator (FIG. 13). Such a fuel source also includes an external housing 12 with a cover 14 and an inner shell 28. A valve 18 is provided for supplying liquid fuel from the shell 28 to the reaction chamber where hydrogen is generated and to the fuel cell or device that is powered by the fuel cell. Pressure 18 is applied to the inner shell 28 by means of a spring clip 612. For uniform pressure distribution over the inner shell 28, rigid plates 614 are provided on each side of the inner shell 28.

[0085] To measure the amount of fuel remaining in the fuel source, a fuel gauge 700 is provided (FIGS. 14, 14A). The fuel gauge 700 includes a thread 702 and an indicator panel 704. The thread 702 is attached at one end to the bottom or side surface of the inner shell 28. As fuel is supplied from the shell 28, it is compressed (shown as 28 'in FIG. 14). A compressible sheath pulls the thread 702 inward. As the yarn 702 is retracted, its opposite end moves along the indicator panel 704, indicating the amount of fuel remaining. Calibration may be required to accurately mark the display panel 704, and marks on the display panel 704 (e.g., E, 1/4, 1/2, 3/4, F) may be located at unequal distances from each other.

[0086] In the event that the inner shell 28 is overfilled with gas due to the evaporation of the fuel contained within the inner shell 28, the overflowed inner shell will not push the yarn 702 outward due to its flexibility. Therefore, the indications of the display panel 700 will not change when the shell overflows. Thus, the advantages of the display panel include simplicity, accuracy and reproducibility.

[0087] Returning to the types of valves 16, 18 that may be used in other alternative embodiments of the invention (FIGS. 15A-C, FIGS. 16A-C), the first valve 16 or the second valve 18 may include a sealing element 870 (for example, o-ring, sealing surface, washer, molded elastomeric part, elastomeric ball, etc.) located next to the inlet of any of the valves. For example, the sealing member 870 (FIGS. 15A-C, FIGS. 16A-C) may be a sealing ring located in grooves defined within the housing 858 of the second valve 18. A seal is provided between the valve housing 858, the sealing member 870 and the middle strut 860 A cavity 868 is provided between the valve body 858 and the central strut 860. In this embodiment, the tube 866 is sized and calibrated to exceed the size of the central strut 860, and when the tube 866 is inserted into the cavity 868, it pushes tional ring 870 outward, releasing the duct 864 between the tube 866 and the central post 860 (15B, 15C). Further pushing the tube 866 (FIG. 15C) provides a stable position of the tube 866 inside the valve body 858. When the tube 866 is first inserted into the cavity 868 (FIG. 15B), an intercomponent seal is formed between the tube 866 and the valve body 868 (optional). 15D shows an exploded view of valve 18 and tube 866.

[0088] The embodiments of FIGS. 16A-D are similar to the embodiments of FIGS. 15A-D, with the difference that in addition to the seal provided by the O-ring 870, a second seal is provided by an elastomeric seal 862 and the central strut 870. Here, when the tube 866 pushes the sealing ring 870 to the side, the valve 18 remains sealed (FIG. 16B) until the tube 866 compresses the elastomeric seal 862 (FIG. 16C), establishing a duct 864. N 16D is an exploded view of conjugate tube 866 and the valve 18.

[0089] Although the sequence for valve 18 is shown in FIGS. 15A-C, FIGS. 16A-C, it is also possible to use a comparable sequence for forming an inter-component seal between tube 48 and valve 16 and, accordingly, opening the internal seals in valve 16 .

[0090] The closing sequence of both valve 16 and valve 18 is similar to the reverse process of opening them. First, manually or automatically using any of the extraction mechanisms known at the prior art, the canister 10 is removed from the device, and all compressed seals (for example, elastomeric seals 38, 44, 62, 862, o-rings 38 ', 44' or 62 ' or the sealing element 870) release the energy stored in them and return to their original positions. Advantageously, in one particular embodiment of the invention, the compressed seal itself may act as the extraction mechanism. Accordingly, there is no need for any external spring force to remove the canister 10, which saves space in the can 10. After removing the canister and returning the elastomeric seals to their original positions, the central strut once again comes into contact with the elastomer seals, blocking the ducts to the fuel canister.

[0091] FIGS. 17A-D show yet another embodiment of the invention. As shown, connection valve 872 includes two valve components 874, 876. One valve component is coupled to either a fuel source or another device (eg, a fuel cell, refueling device, or any other device suitable for use in a fuel cell system) and the second component of the valve is coupled to any other fuel source or other device. The first component of valve 874 is preferably mated to the device, and the second component of valve 876 is preferably mated to a fuel source. On figa-C is a sequence showing the connection of the first component of the valve 874 and the second component of the valve 876, as well as the opening of the internal seals in them. On fig.17D shows an exploded view of the connecting valve 872.

[0092] The first component of valve 874 includes a housing with an upper portion 877a and a lower portion 877b. The upper part 877a encloses a hose 878, which is connected to the o-ring 880 to ensure flow. The o-ring 880 forms an internal seal with a central strut 881, which is shown to be integral with the upper part of the housing 877a. The inner tube 882, which contains a pair of diametrically opposed through holes 884, is designed to selectively compress the o-ring 880. The dimensions and calibration of the inner tube 882 correspond to the dimensions and calibration of the outer tube 886. The tubes 882, 886 are sized and calibrated so that there remains between them cavity that is part of the duct. Both the inner 882 and the outer 886 tubes are located in the lower part 876b and can be connected to each other using knitting needles or jumpers (not shown) to maintain their constant relative positions. When the o-ring 880 is not compressed, it adjoins the central strut 881, sealing the valve component 874. When the ring is compressed, a duct is installed through the valve component 874 through the hose 878 through the compressed sealing ring 880, the hollow end of the tube 882, hole (s) 884 and the cavity between the inner tube 882 and the outer tube 880.

[0093] The second component of valve 876 also contains several elements, including a housing 888 with an upper portion 888a and a lower portion 888b. Advantageously, the central strut 890 is firmly attached to the lower portion 888b and comprises angular base surfaces which, together with the sealing ring 892, form an internal seal. The lower portion 888b also includes a hose 894, which is fluidly coupled to an o-ring 892. The outer tube of the valve component 874 is also larger than the central strut 890, which allows fluid to flow between them.

[0094] A first valve component 874 and a second valve component 876 may be connected to each other by bolts 896 in channels 898. In addition, an o-ring (not shown) may be provided between the first component of the valve 874 and the second component of the valve 876 to facilitate inter-component sealing between the two components of the valve.

[0095] The first component of valve 874 is shown in FIG. 17A as not connected to the second component of valve 876. To connect the fuel source to the fuel cell and to transport fuel from the fuel source to the fuel cell, the outer tube 886 of the first component of the valve 874 is inserted into the cavity 900 around the central strut 890 of the second component of the valve 876 (FIG. 17B) until the sealing ring 892 is reached. In FIG. 17C, the internal seals in the first component of the valve 874 and the second component of the valve 876 are open to establish a duct 901. Inside the seal in the first component of valve 874 opens when the central strut 890 abuts the inner tube 882, which in turn compresses the o-ring 880. The inner seal in the second component of the valve 876 opens when the outer tube 886 of the first component of the valve 874 compresses the o-ring 892. In the second component of the valve 876, a duct is established from the hose 894 around the compressed sealing ring 892 and through the cavity between the central strut 890 and the outer tube 886 of the first component of the valve 874. Flow 9 01 (FIG. 17C) is a combination of ducts in the first component of valve 874 and the second component of valve 876. Fuel can flow through duct 901 both in the direction from hose 878 to hose 894, and vice versa.

[0096] When the duct 901 is established, the first component of the valve 874 can open simultaneously with the second component of the valve 876, or both of these components can be synchronized so that after establishing a connection between them, they open in series. It is not hard to guess for specialists in this field of technology, in some cases, for example, in order to make sure that the device is ready to receive fuel or gas before the fuel contained in the can 10 is inlet, it may be preferable to open the duct to the device before opening the duct to the can 10. Successive opening can be achieved by simply selecting the lengths of the inner tube 882, the outer tube 886, or the central strut 890. For example, if the first component of valve 874 is on the device, you can shorten the outer tube 886 or extend the inner tube 882 or the central strut 890. In this case, the central strut 890 moves the inner tube 882 before the outer tube 886 contacts the sealing ring 892. Alternatively, if the second component of valve 876 is connected to the device, the outer tube 886 can be lengthened so that it presses on the o-ring 892 before the inner tube 882 contacts the central strut 890. Any of these structures or combinations may cause one of the components valve elements will have a longer stroke to open its duct than the other valve component, i.e. one valve component will have a longer opening sequence than the other valve component.

[0097] FIGS. 18A, B show another version of the first component of the pump 874 ', where the central strut 881 is attached to the housing 877a by interference fit and the lower part of the housing 877b is integrated with the outer tube 886. Small movements of the inner tube 882 are allowed upward and downward relative to the bottom of the housing 877b / outer tube 886 for compressing or expanding the o-ring 880. The principle of operation of this component of valve 874 'is similar to the principle of operation of the first component of valve 874 shown in Figs.

[0098] FIG. 19A, B shows yet another embodiment of the first component of the valve 874 ″, where the central strut 881 is elongated up and down and secured to the first part of the housing 877a by interference fit. The inner tube and outer tube 886 are replaced by a single tube 882/886, which is movable to compress the o-ring 880, providing a seal with a central strut 890, as described above. The tube 882/886 extends beyond the central rack 881, forming a gap between them. The retaining ring 905 has a structure that holds the tube 882/886 inside the valve component 874 ″, creating an obstacle to the outer ring 103 of the tube 882/886. When the sealing ring 886 is compressed, a duct is installed from the tube 878 around the small stem of the central strut 881 and the compressed sealing ring 880 into the cavity between the tube 882/886 and the central strut 881. When connected to the second valve component 876 (Fig. 17A-D), the tube 882 / 886 compresses the sealing ring 892 of the second component of the valve 876, as well as the sealing ring 880 of the first component of the valve 874, either simultaneously or sequentially, as described above.

[0099] FIG. 20A-D showed yet another embodiment of valve 18. In this embodiment, the central strut 860 is integral with valve body 858, however, can be manufactured separately and attached to valve body 858, as discussed above and below. in relation to figa, B. In this case, the sealing element 862 is a non-flat washer, or a lip washer providing a lip seal with a Central rack 860. As best seen in figa, the lip washer 862 is held between the valve body 858 and the stopper m washer 907. The sealing portion 862 is oriented inwards and, as shown, is pressed into the central post 860, providing a seal. In this embodiment, a cavity 868 is provided between the stopper 907 and the central strut 860, which is sized and calibrated to fit the tube 866 therein. In addition, a gap is provided between the tube 866 and the central strut 860 to allow fuel to flow through it. The tube 866 (FIG. 20B) is inserted into the valve component 18 through the cavity 868 until the lip washer 862 is reached and exited (FIG. 20C). As soon as the tube 866, as shown, is pushed through the lip washer 862, a duct 864 is installed.

[0100] FIG. 21A shows an embodiment of the valve component of FIGS. 20A-D. Both of these valve components are similar to each other except that the washer 862 is a flat washer and the central strut is separate from the valve body 858. In addition, the valve body 858 includes a cut-out channel 909 formed therein, which is part of the duct 864.

[0101] Other embodiments of the present invention will become apparent to those skilled in the art from consideration of the present description and the practical application of the present invention, which are disclosed herein. For example, instead of the inner shell 28, the liquid fuel chamber 26 may include a liquid fuel compartment and a gas compartment fluidly coupled to provide flow to a pressure regulator outlet and separated by a movable sealed piston. Of course, together with the movable piston, the inner shell can also be used. Alternatively, instead of the casing and the movable piston, the liquid fuel chamber 26 may comprise a flexible tube with a load at one end connected to the valve 18 at the other end. The weighted end of the flexible tube must be in contact with the liquid fuel for any orientation of the fuel source 10, and the compressed gas in contact with the liquid fuel at the liquid-gas interface provides the pressure necessary to squeeze the liquid fuel through the flexible tube to the valve 18. Weighted flexible fuel tubes are described in published US patent No. 2006/0191199, the description of which is hereby incorporated by reference in its entirety. If the orientation of the fuel source does not change, the weighted flexible tube can be replaced by a fixed siphon tube.

[0102] Furthermore, the compressed gas chamber 24 may be located outside the fuel source 10. For example, a compartment may be provided in the device / fuel cell for accommodating the compressed gas canister, which, when the canister is inserted into the compartment, punctures the gas canister. Moreover, the compressed gas chamber 24 or the can of compressed gas can be sealed with a foil or other gas-tight membrane, which can be separated before the first use, which increases the shelf life of the fuel source 10 or the compressed gas chamber 24.

[0103] The first and second valves 16, 18 can be replaced with duck-nose valves, spherical spring valves, or valves disclosed in co-pending published patent applications US No. 2005/0022883 and No. 2006/0196562, published international applications No. 2006 / 050261 and No. 2006/088450, as well as US patent No. 7059582 of the same applicant. The fuel source 10 or device / fuel cell may also include valves that shut off the flow of fuel if the flow rate, pressure or temperature of the fuel is too high, as, for example, disclosed in co-pending published US patent application No. 2006/0071088 by the same applicant . Descriptions from all of the above documents are incorporated herein by reference in their entirety.

[0104] In addition, the outer casing 12 may further include a check valve or an exhaust valve capable of releasing gas from the outer casing 12 to the atmosphere or other areas when a predetermined pressure level in the outer casing 12 is reached.

[0105] It is intended that the present description and examples be considered purely illustrative within the true scope and spirit of the invention, limited by the following claims and their equivalents. Other embodiments of the present invention will become apparent to those skilled in the art upon consideration of the present description and the practical applications of the present invention, which are disclosed herein. In addition, the details and features of one of the embodiments of the invention can be used in other variants of its implementation.

Claims (17)

1. A fuel supply system including a compressed gas chamber, a first valve comprising a first duct and a second duct, each channel having a sealing element, and a liquid fuel chamber, where a pressure regulator connects the compressed gas chamber to the liquid fuel chamber, and a regulator the pressure is able to take pressure at the inlet from the compressed gas chamber and provide pressure at the outlet to the liquid fuel chamber to push liquid fuel out of the liquid fuel chamber, where the inlet pressure is higher than the outlet pressure, while the gas of the compressed gas chamber is transmitted through the first duct of the first valve in the pressure regulator, and is transmitted back through the second duct of the first valve in the liquid fuel chamber. 2. The fuel supply system according to claim 1, characterized in that the pressure in the compressed gas chamber decreases over time. 3. The fuel supply system according to claim 1, characterized in that the liquid fuel includes a fuel that is consumed directly by the fuel cell, or a liquid fuel reagent that enters into a hydrolysis reaction with a metal hydride to form hydrogen. 4. The fuel supply system according to claim 1, characterized in that the compressed gas chamber and the liquid fuel chamber are connected to each other or combined with each other as a whole. 5. The fuel supply system according to claim 1, characterized in that the compressed gas chamber is contained in the can separately from the liquid fuel chamber. 6. The fuel supply system according to claim 1, characterized in that the first valve includes an inner central pillar and a concentrically located outer central pillar. 7. The fuel supply system according to claim 1, characterized in that the second valve connects the liquid fuel chamber to the fuel cell or reaction chamber in which the liquid fuel is hydrolyzed. 8. The fuel supply system according to claim 1, characterized in that it further includes a fuel level indicator. 9. The fuel supply system of claim 8, characterized in that the fuel level indicator includes a string that is connected to the fuel shell located inside the fuel chamber. 10. The fuel supply system of claim 8, wherein the second valve includes a first and second valve component, where:
- the first component of the valve includes a valve body, at least one sealing element and a central column attached to the valve body so that the central column is substantially stationary relative to the valve body;
- the sealing element is located separately from the mating surface of the first component of the valve, and a cavity is formed on the mating surface around the central rack;
- the cavity is sized and calibrated so as to accommodate a hollow tube from the second component of the valve;
- when the hollow tube is pushed into the first component of the valve, it moves the sealing element from the sealing position, establishing a duct through both components of the valve. 11. The fuel supply system according to claim 1, characterized in that the outlet pressure does not exceed or equal to 5 pounds per square inch. 12. The fuel supply system according to claim 1, characterized in that the outlet pressure does not exceed or equal to 3 pounds per square inch. 13. The fuel supply system according to claim 1, characterized in that the outlet pressure does not exceed or equal to 2 pounds per square inch. 14. The fuel supply system according to claim 1, characterized in that the outlet pressure has a deviation that does not exceed ± 2.0 psi. 15. The fuel supply system according to claim 1, characterized in that the outlet pressure has a deviation that does not exceed ± 1.5 psi. 16. The fuel supply system according to claim 1, characterized in that the outlet pressure has a deviation that does not exceed ± 1.0 psi. 17. The fuel supply system according to claim 1, characterized in that the outlet pressure is substantially constant.

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