TWI573761B - 車輛氫氣除碳方法 - Google Patents

車輛氫氣除碳方法 Download PDF

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TWI573761B
TWI573761B TW104144408A TW104144408A TWI573761B TW I573761 B TWI573761 B TW I573761B TW 104144408 A TW104144408 A TW 104144408A TW 104144408 A TW104144408 A TW 104144408A TW I573761 B TWI573761 B TW I573761B
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vehicle
hydrogen
recombiner
tube
carbon
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TW201722847A (zh
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蔡宇洲
宋廉永
張榮桂
陳力之
王建凱
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中興電工機械股份有限公司
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Priority to TW104144408A priority Critical patent/TWI573761B/zh
Priority to CN201610284438.6A priority patent/CN106930833A/zh
Priority to US15/186,367 priority patent/US20170191412A1/en
Priority to EP16179691.7A priority patent/EP3187460A1/en
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Description

車輛氫氣除碳方法
本發明係有關於一種車輛氫氣除碳方法，特別係有關於一種採用重組器之車輛氫氣除碳方法。
目前市面上所販售之氫氣除碳機皆屬電解水產氫的方式，但由於電解水產氫最大的技術障礙在於其產氫量小且耗能大，故往往較難以取得足夠完整進行除碳之氫氣量，亦因此無法應用於大排氣量的車輛。
習知的重組器所產生的氣體雖具有氫氣，但其比例過低，相反的，習知的重組器產生的氣體除了氫氣之外，尚包含大量的含碳氣體，含碳氣體非但無法提供除碳功能，反而會增加積碳，因此在習知概念中，重組器無法應用於車輛除碳技術之中。
本發明係為了欲解決習知技術之問題而提供之一種車輛氫氣除碳方法，包括下述步驟。首先，提供一重組器。接著，以該重組器提供一高純度氫氣。再，以該高純度氫氣對一車輛進行氫氣除碳。
在一實施例中，該車輛氫氣除碳方法更包括下述步驟。先將該高純度氫氣連接該車輛之引擎進氣端。再，將該車輛引擎發動。接著，依據該車輛的排氣量，選擇對應之一氫 氣供應量以進行一除碳過程。
在一實施例中，該車輛氫氣除碳方法更包括下述步驟：在一預定時間之後終止該除碳過程。
在一實施例中，該車輛氫氣除碳方法更包括下述步驟：在該除碳過程中，以一尾氣監測系統監控該車輛所排放之廢氣，若該尾氣監測系統判定該車輛已達一預定除碳效果，則停止該除碳過程。
相較於習知之電解水產氫技術，本發明之重組器不僅產氫純度高，其產氫量更可達80 SLPM以上(一般電解水氫氣除碳機之產氫量僅約20 SLPM)，因此，此技術可應用於排氣量較大的汽、柴油車。此外，本發明之重組器更具有省電、產氫快速、產氫量高等優點。本發明之重組器於運轉實僅需耗能約100W左右，較為省電。此外，重組器在3分鐘內即可達至所需產氫量。
S11、S12、S13、S14、S15、S16、S17、S18、S21、S22、S23‧‧‧步驟
205‧‧‧副產品流
209‧‧‧空氣入口
212‧‧‧甲醇型重組器
213‧‧‧混合區域
214‧‧‧出口
221‧‧‧導管
223‧‧‧降壓閥
230‧‧‧蒸發繞管
231‧‧‧出口
250‧‧‧燃燒繞管
250a‧‧‧端
252‧‧‧外金屬管
253、253a、253b‧‧‧端板
255、255a、255b‧‧‧墊片
254‧‧‧薄鈀合金膜管
262‧‧‧重組區域
302‧‧‧燃燒催化劑
303‧‧‧氫氣流
304、304a、304b‧‧‧端帽
第1A圖係顯示本發明第一實施例之車輛氫氣除碳方法。
第1B圖係顯示本發明第一實施例之車輛氫氣除碳方法的進一步步驟。
第2圖係顯示本發明第二實施例之車輛氫氣除碳方法。
第3圖係顯示本發明實施例之重組器。
參照第1A圖，其係顯示本發明第一實施例之車輛氫氣除碳方法，包括下述步驟。首先，提供一重組器(S11)。接 著，以該重組器提供一高純度氫氣(S12)。再，以該高純度氫氣對一車輛進行氫氣除碳(S13)。
在一實施例中，本發明採用甲醇型重組器，該重組器包括一鈀膜純化模組，由於甲醇型重組器具有鈀膜純化模組，因此可將反應器模組所產出之富氫氣體進一步純化為氫氣純度大於99.95%，一氧化碳濃度小於1ppm之高純度氫氣。因此，本發明實現了以甲醇型重組器應用於車輛除碳之可能。然，上述揭露並未限制本發明，本發明之重組器亦可以為天然氣、液化石油氣、柴油等重組器。
相較於習知之電解水產氫技術，本發明之重組器不僅產氫純度高，其產氫量更可達80 SLPM以上(一般電解水氫氣除碳機之產氫量僅約20 SLPM)，因此，此技術可應用於排氣量較大的汽、柴油車。此外，本發明之重組器更具有省電、產氫快速、產氫量高等優點。本發明之重組器於運轉實僅需耗能約100W左右，較為省電。此外，重組器在3分鐘內即可達至所需產氫量。
另，習知之電解水產氫技術皆直接輸出至最大產氫量，但由於重組器的產氫量較大，因此可依不同排氣量之車輛輸出所需之氫氣量，達至系統效率提升及節省燃料的目的。因此，參照第1B圖，在一實施例中，該車輛氫氣除碳方法更包括下述步驟。先將該高純度氫氣連接該車輛之引擎進氣端(S14)。再，將該車輛引擎發動(S15)。接著，依據該車輛的排氣量，選擇對應之一氫氣供應量以進行一除碳過程(S16)。
參照第1B圖，在一實施例中，該車輛氫氣除碳方 法更包括下述步驟：在一預定時間之後終止該除碳過程(S17)。
參照第1B圖，在一實施例中，該車輛氫氣除碳方法更包括下述步驟：在該除碳過程中，以一尾氣監測系統監控該車輛所排放之廢氣，若該尾氣監測系統判定該車輛已達一預定除碳效果，則停止該除碳過程(S18)。
參照第2圖，在另一實施例中，本發明亦提供一種車輛氫氣除碳方法，包括下述步驟。首先提供一甲醇型重組器，該甲醇型重組器包括一多孔性純化模組(S21)。接著，以該甲醇型重組器提供一高純度氫氣(S22)。再，以該高純度氫氣對一車輛進行氫氣除碳(S23)。相似於前述實施例，應用本發明實施例之車輛氫氣除碳方法，由於甲醇型重組器具有多孔性純化模組，因此可將反應器模組所產出之富氫氣體進一步純化為氫氣純度大於99.95%，一氧化碳濃度小於1ppm之高純度氫氣。因此，本發明實現了以甲醇型重組器應用於車輛除碳之可能。在此實施例中，亦可依據該車輛的排氣量，選擇對應之氫氣供應量以進行除碳過程；亦可以尾氣監測系統監控該車輛所排放之廢氣，若該尾氣監測系統判定該車輛已達預定除碳效果，則停止該除碳過程。
參照第3圖，其係顯示本發明一實施例之甲醇型重組器212，包括一外金屬管252，其端部被端板253，分別為253a及253b以及墊片255，分別255a以及255b為所密封。落拴257固定端板253於管252的肩部，分別為252a以及252b於管252。一氫氣純化模組設於其中，一般集中於管252並包括薄鈀合金膜管254，由端帽304a及304b所密封。替代地，膜管254可以包括 除鈀合金以外，亦可包括其他氫選擇性和氫可滲透材料，包括多孔碳，多孔陶瓷，以及金屬塗覆的多孔碳和多孔性陶瓷和多孔金屬。如可以理解的，管254和帽304可以某種方式(未示出)支撐於管252之中。端帽304b連通於出口214經由板253b以及產出的氫氣流303混合從出口214。拋光催化劑床，較佳為甲烷化催化劑，位於膜管254的滲透側(未示出)。
入口230穿過牆253a，並耦合於一蒸發繞管230。繞管230的出口231直接饋入重組區域262，被定義於管252內，但外於管254。並位於其中且分佈穿過該重組區域262為一燃燒繞管250。在一個特定的實施例中，繞管250螺旋環繞薄膜管254並大致延伸穿過整個區域262。燃燒催化劑302設於於中且沿繞管250的長度方向或於繞管250之中於或接近端250a。繞管250之每一端250a接收一燃料堆疊，燃燒發生於繞管250作為該燃料堆疊沿繞管250行進並遭遇其中的燃燒催化劑302。由於繞管250均勻延伸穿過重組區域262，且因為繞管250提供相當的表面區域，快速且良好的分佈的熱傳從燃燒過程發生繞管250內至周圍的重組區域262。
重組區域262耦合經由牆253b於其出口220至導管221。導管221傳遞副產品流205例如，氫氣重組的副產品包括預定不穿過膜管254的氫氣，至該燃燒過程。導管221傳遞副產品流205至一降壓閥223。副產品流205接著繼續，於低壓力下，進入進氣歧管207歧管207包括空氣入口209，例如，耦合到一個鼓風機或排出的空氣從燃料電池的陰極組件，和空氣通路211傳送燃燒空氣到混合區域213處或附近的入口250的燃燒繞 管250。由副產物流205所提供的燃燒燃料堆疊，與進來的燃料空氣於混合區域213混合，並進入繞管250之端250a。燃燒催化劑302於繞管250中點燃該燃料流205，而熱有效且快速的以均勻的方式傳遞並整個重組區域262。
本發明實施例之車輛氫氣除碳方法的效果與習知技術的差異比較如下表1。
由以上表1可發現，本發明實施例之車輛氫氣除碳方法的除碳效果較佳，且較省電。
在一實施例中，本發明之車輛氫氣除碳方法更包括使用一發動機熄火感測器(Engine Flameout Sensor)以及一燃料低液位感測器(Fuel Level Sensor)。本系統設計有發動機熄 火感測器(Engine Flameout Sensor)，係使用差壓開關(Differential Pressure Switch)，將其中一端壓力偵測端以治具固定在汽車排氣管，另一端則偵測大氣壓力，當汽車引擎熄火時，則此差壓開關會將訊號送至氫氣除碳機，並命令氫氣除碳機進入緊急停止(Emergency Stop)程序，立即將重組器斷電並將產氫端所有閥件關閉，以避免氫氣持續進入引擎室。此外，本氫氣除碳機設計有燃料低液位感測器(Fuel Level Sensor)，如原料(甲醇水)低於設定的警示液位，則會在進行完此次除碳作業後出現警示框，直至燃料填補高於警示液位後方能繼續進行下一次除碳作業。在習知技術中，發動機熄火感測器(Engine Flameout Sensor)皆係以量測汽車電瓶電壓的方式進行，但此一方式會依車輛發動機及電瓶的壽命及效能不同而常造成誤判的現象發生。而，在本實施例中，只要汽車發動即會有排氣，差壓器即可快速回饋汽車引擎的狀態至氫氣除碳機，可大幅提升除碳過程的安全性。
在一實施例中，由於使用者端的電力供應可能會產生電壓不穩或甚至暫停供電的問題，故在本系統中有針對此一使用情境整合加入UPS系統，使本氫氣除碳機不僅可克服使用環境電壓度穩定的情形，更可在電網停止供電時，使用UPS中儲存的電力使系統正常的、安全的進入關機程序。
在一實施例中，鈀膜純化模組可以為鈀膜堆疊方式所組成。
雖然本發明已以具體之較佳實施例揭露如上，然其並非用以限定本發明，任何熟習此項技術者，在不脫離本發 明之精神和範圍內，仍可作些許的更動與潤飾，因此本發明之保護範圍當視後附之申請專利範圍所界定者為準。
S11、S12、S13‧‧‧步驟

Claims (7)

  1. 一種車輛氫氣除碳方法，包括：提供一重組器；以該重組器提供一高純度氫氣；以及以該高純度氫氣對一車輛進行氫氣除碳，其中，該重組器為一甲醇型重組器，該重組器包括：一鈀膜純化模組，包括一鈀合金膜管；一繞管，螺旋環繞該鈀合金膜管；一燃燒催化劑，注入於該繞管之中；一金屬管，其中，該鈀合金膜管、該繞管以及該燃燒催化劑均設於該金屬管之中，一氫氣流於該鈀合金膜管中產生，並從該鈀合金膜管的端部流出。
  2. 如申請專利範圍第1項所述之車輛氫氣除碳方法，其更包括：將該高純度氫氣連接該車輛之引擎進氣端；將該車輛引擎發動；以及依據該車輛的排氣量，選擇對應之一氫氣供應量以進行一除碳過程。
  3. 如申請專利範圍第2項所述之車輛氫氣除碳方法，其更包括：在一預定時間之後終止該除碳過程。
  4. 如申請專利範圍第3項所述之車輛氫氣除碳方法，其更包括：在該除碳過程中，以一尾氣監測系統監控該車輛所排放 之廢氣，若該尾氣監測系統判定該車輛已達一預定除碳效果，則停止該除碳過程。
  5. 如申請專利範圍第1項所述之車輛氫氣除碳方法，其更包括：以一發動機熄火感測器(Engine Flameout Sensor)以及一燃料低液位感測器對除碳過程進行監測。
  6. 一種車輛氫氣除碳方法，包括：提供一重組器；以該重組器提供一高純度氫氣；以及以該高純度氫氣對一車輛進行氫氣除碳，其中，該重組器為一甲醇型重組器，該重組器包括一鈀膜純化模組，該鈀膜純化模組包括一鈀膜堆疊。
  7. 一種車輛氫氣除碳方法，包括：提供一重組器；以該重組器提供一高純度氫氣；以及以該高純度氫氣對一車輛進行氫氣除碳，其中，該重組器為一甲醇型重組器，該重組器包括：一多孔性純化模組，包括一多孔氫選擇性膜管；一繞管，螺旋環繞該多孔氫選擇性膜管；一燃燒催化劑，注入於該繞管之中；一金屬管，其中，該多孔氫選擇性膜管、該繞管以及該燃燒催化劑均設於該金屬管之中，一氫氣流於該多孔氫選擇性膜管中產生，並從該多孔氫選擇性膜管的端部流出。
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