WO2014149930A1 - Système et procédé améliorés pour remplir un réservoir - Google Patents

Système et procédé améliorés pour remplir un réservoir Download PDF

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WO2014149930A1
WO2014149930A1 PCT/US2014/021562 US2014021562W WO2014149930A1 WO 2014149930 A1 WO2014149930 A1 WO 2014149930A1 US 2014021562 W US2014021562 W US 2014021562W WO 2014149930 A1 WO2014149930 A1 WO 2014149930A1
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Prior art keywords
tank
fill
temperature
hydrogen
initial
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PCT/US2014/021562
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English (en)
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Steven Mathison
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Honda Motor Co., Ltd.
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Priority claimed from US13/843,537 external-priority patent/US9212783B2/en
Application filed by Honda Motor Co., Ltd. filed Critical Honda Motor Co., Ltd.
Publication of WO2014149930A1 publication Critical patent/WO2014149930A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C5/00—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures
    • F17C5/06—Methods or apparatus for filling containers with liquefied, solidified, or compressed gases under pressures for filling with compressed gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/056—Small (<1 m3)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2201/00—Vessel construction, in particular geometry, arrangement or size
    • F17C2201/05—Size
    • F17C2201/058—Size portable (<30 l)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2221/00—Handled fluid, in particular type of fluid
    • F17C2221/01—Pure fluids
    • F17C2221/012—Hydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
    • F17C2223/0107—Single phase
    • F17C2223/0123—Single phase gaseous, e.g. CNG, GNC
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
    • F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
    • F17C2223/036—Very high pressure (>80 bar)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2227/00—Transfer of fluids, i.e. method or means for transferring the fluid; Heat exchange with the fluid
    • F17C2227/03—Heat exchange with the fluid
    • F17C2227/0337—Heat exchange with the fluid by cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/03—Control means
    • F17C2250/032—Control means using computers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/043—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0439—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
    • F17C2250/04—Indicating or measuring of parameters as input values
    • F17C2250/0404—Parameters indicated or measured
    • F17C2250/0443—Flow or movement of content
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/02—Improving properties related to fluid or fluid transfer
    • F17C2260/022—Avoiding overfilling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/02—Improving properties related to fluid or fluid transfer
    • F17C2260/023—Avoiding overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/02—Improving properties related to fluid or fluid transfer
    • F17C2260/025—Reducing transfer time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2260/00—Purposes of gas storage and gas handling
    • F17C2260/02—Improving properties related to fluid or fluid transfer
    • F17C2260/026—Improving properties related to fluid or fluid transfer by calculation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/06—Fluid distribution
    • F17C2265/065—Fluid distribution for refueling vehicle fuel tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0165—Applications for fluid transport or storage on the road
    • F17C2270/0168—Applications for fluid transport or storage on the road by vehicles
    • F17C2270/0178—Cars
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2270/00—Applications
    • F17C2270/01—Applications for fluid transport or storage
    • F17C2270/0165—Applications for fluid transport or storage on the road
    • F17C2270/0184—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/32—Hydrogen storage

Definitions

  • compressed hydrogen tanks are to be conducted in a manner that prevents the tank from overheating (temperatures exceeding 85°C) during refueling and/or from overfilling the tank to a point at which the pressure could exceed 125% of normal working pressure (NWP) at any time. Because of the number of unknown parameters
  • SOC end of fill density
  • An additional limitation of the refilling procedures defined by SAE TIR J2601 is the lack of any method or procedure for a hydrogen tank filling station to compensate or adjust for situations in which its actual operating conditions fall outside of the allowed tolerances. For example, if the pre-cooling temperature is above the design set point as the result of multiple consecutive refills, the lookup tables defined in SAE TIR J2601 cannot be used. Efforts to avoid this out of specification condition can lead to an overdesigned hydrogen tank filling station (excessive cooling for ensuring that the pre-cooling target temperature is maintained), thereby driving up station cost.
  • the improved MC Method as detailed infra provides a new tank filling model based on the total heat capacity of the hydrogen fueling system and an advanced algorithm based on that model for improving the performance of hydrogen filling stations under a broad range of operating conditions and, in particular, includes additional consideration of heat transfer to the hydrogen from downstream components.
  • This modified algorithm as applied stepwise in the MC Method, can be used to enhance fueling performance relative to that available under SAE TIR J2601 by utilizing additional thermodynamic information about the tank and filling systems.
  • the MC Method may be applied to virtually any combination of tank system Normal Working Pressure (NWP) and any compressed hydrogen tank system.
  • NWP Normal Working Pressure
  • the additional consideration of heat transfer to the hydrogen can permit fueling operations under conditions outside of current SAE TIR J2601 tables, thereby tending to improve both fill speed and fill quality (SOC%), while reducing the costs incurred by the hydrogen stations in effecting such operations.
  • FIG. 1 illustrates the modeling of a hydrogen storage tank during refueling as an open system with an unsteady flow control volume model.
  • the control volume is defined as the boundary between the gas and the liner with heat being transferred through the boundary of the control volume and into the liner of the tank.
  • FIG. 2 illustrates a temperature v. time curve for a hydrogen tank refueling procedure, reflecting use of the adiabatic temperature in calculating the heat transfer with the heat transferred from the hydrogen being described by Equation [5] infra.
  • FIG. 3 illustrates a constant heat flux model showing temperature distribution dependent on time with adiabatic boundary condition with a conservative assumption of no heat transfer from the outside of the tank so that the actual final temperature in the tank is expected to be slightly lower than the value calculated in light of this assumption.
  • FIG. 4 illustrates a temperature distribution of a section of a composite tank immediately after a vehicle refueling.
  • FIG. 5 illustrates a simplified representation of a hydrogen tank having an imaginary characteristic volume of combined mass and specific heat capacity MC, with adiabatic external boundary.
  • FIG. 6 illustrates a typical vehicle fill in 3 minutes with a Type 3 tank that produces an end-of-fill MC value of 62 that then tends to increase as the tank cools.
  • This trend of MC v. time is characteristic for a given tank system, and can be used in predicting the temperature result of longer vehicle fueling times.
  • FIG. 7 illustrates MC v. fill time for a "default" SAE TIR J2601 - 70MPa Type 4 tank. This graph is derived from the Type B (7-10kg) 70MPa station tables of SAE TIR J2601 .
  • FIG. 8 illustrates a potential Test Matrix for tank characterization
  • FIGS. 9A and 9B illustrate MC v. UadiabatiJUjnit for 3 minute fills and 30 second approximations of a Type 3 tank from which the coefficients A and C can be determined.
  • FIG. 10 illustrates AMC v. time for fill times having a duration of more than 3 minutes from which the coefficients g, k, and j can be determined for describing the behavior of MC for fill times in excess of 3 minutes.
  • FIG. 1 1 illustrates a comparison of the hydrogen station operating envelopes to the existing refueling standards, showing several gaps in the coverage of existing or anticipated operating regimes.
  • FIG. 12 illustrates information required for fully utilizing the MC Method for determining a fueling protocol under a given set of conditions.
  • FIG. 13 illustrates the MC Method first step - determining the fueling time based on a higher than ambient temperature, i.e., hot soak (HS), condition in which ⁇ ⁇ can be represented by T H sinit for convenience.
  • HS hot soak
  • FIG. 14 illustrates the MC Method second step - determining the pressure target based on using a colder than ambient, i.e., cold soak (CS), condition in which 7 curb /f can be represented by T C sinit for convenience.
  • CS cold soak
  • FIG. 15 illustrates the MC Method third step, using the pressure target from the second step in determining the expected result and, if in excess of the target pressure, reducing the target density and recalculating in an iterative manner to match the pressure target at the final temperature.
  • FIG. 16 illustrates the results obtained from a 35MPa Type 3 Tank Fill under a 35°C ambient with 5°C Pre-cooled Hydrogen and 5MPa Start Pressure.
  • r ffna/ target is 69.2°C, bounded by Hot Soak at 74.3°C and Cold Soak at 62.3°C.
  • FIG. 17 illustrates Result of 50MPa Type 4 Tank Fill from 30°C Ambient with -15°C Pre-cooled Hydrogen and 2MPa Start Pressure.
  • Tf ina i target is 86.7°C, bounded by Hot Soak at 89.0°C and Cold Soak at 83.0°C. Note that the target pre- cooling temperature was -20°C, which verified the difficulty in practice of keeping a specified pre-cooling temperature.
  • FIG. 18 illustrates 70MPa Type 4 Tank Test from 25°C Ambient at 17MPa Start Pressure with -7.5°C Pre-cooling.
  • T fma ⁇ target is 76.6°C, bounded by Hot Soak at 81 .0°C and Cold Soak at 70.0°C.
  • FIGS. 19A and 19B illustrate Calculation of the Constants of the MC Equation (Equation [13]) for the Type 3 Tank and show that the data generated during verification filling under different conditions compliments the data that was used to generate the constants originally.
  • the model is robust to different conditions.
  • FIG. 20 illustrates Error between Tf ina i as calculated by the MC Method and the actual measured final temperature at the end of the fill.
  • FIGS. 21 A and 21 B illustrate Sensitivity Analysis of Type 3 and Type 4 Tanks, respectively, to Input Errors Using the MC Method.
  • FIG. 22 illustrates a comparison of fueling methods showing the impact of adding the MC Method to existing fueling protocols.
  • FIG. 23 illustrates a relationship between nozzle temperature deviation from pre-cooling temperature, flow rate, pre-cooling temperature, and ambient temperature measured during fill testing. This relationship is, of course, dependent on the specific implementation of components for a given fueling station or test stand.
  • FIG. 24 illustrates equations of a curve fit to the NIST Hydrogen Property Database for hydrogen gas utilized for determining internal energy (given temperature and pressure), enthalpy (given temperature and pressure), temperature (given internal energy and pressure), and density (given temperature and pressure) of hydrogen gas.
  • FIG. 25 illustrates a fueling system 2500 in which additional components are arranged between the point 2508 at which the temperature and pressure of the hydrogen leaving the dispenser body is measured and the point at which the hydrogen enters the tank 2512.
  • the goal of the methods and systems detailed in this disclosure is to provide an improved hydrogen filling model and system utilizing an appropriate algorithm that can be utilized in any gas tank filling operation for improving the accuracy in predicting the end-of-fill temperature and pressure conditions for a range of hydrogen tanks across a wide range of operating conditions.
  • Implementation of the methods and systems detailed below during hydrogen tank refueling events can improve the efficiency, accuracy and/or safety of the refueling operation by reducing the chance of overfilling and/or overheating a hydrogen tank.
  • full-communication fueling can be used to provide the tank parametric data to the hydrogen tank filling station
  • full-communications fueling adds more cost and complexity to both the station and the vehicle and tends to raise additional concerns, particularly with regard to the use of in-tank sensors. Accordingly, there remains a need for a method for providing sufficiently accurate predictions regarding the temperature and/or pressure of the hydrogen in the tank over the course of a refueling operation without requiring full-communication protocols and hardware.
  • control volume is defined as the boundary between the gas and the tank liner with heat being transferred through the boundary of the control volume and into the liner of the tank.
  • the total heat transfer in and out of the system, Q is reflected in Equations [1 ] and [2].
  • m 2 mass of the fluid in the control volume at thefinal state(kg)
  • the enthalpy can be determined by measuring the temperature and pressure of the hydrogen in the flow stream, preferably at a point close to or at the tank inlet, with the mass flow into the tank being measured or calculated from initial and final conditions. In some instances, however, the temperature and pressure of the hydrogen in the flow stream can be measured well upstream of the tank inlet as illustrated in FIG. 25. To estimate the final temperature of the gas during or after a refueling procedure, the actual heat transfer, Q, from the gas into the tank wall needs to be estimated.
  • Equation [2] only gives information for the internal energy state of the tank
  • a tool such as the National Institute of Standards and Technology (NIST) Thermophysical Property Database, is used to look up the temperature from the internal energy properties of the target gas, e.g., hydrogen.
  • NIST National Institute of Standards and Technology
  • Thermophysical Property Database is used to look up the temperature from the internal energy properties of the target gas, e.g., hydrogen.
  • a curve fit to the NIST data used here for internal energy is illustrated in FIG. 2.
  • the difference between the adiabatic internal energy and the measured internal energy is the quantity of heat that is transferred from the control volume, and can be determined from test data.
  • u adiabatic adiabatic internal energy - if there was no heat transferred from the sy stem(kJ kg)
  • FIG. 2 illustrates a Temperature v. Time curve for a hydrogen tank refueling procedure in which the adiabatic temperature, T adiaba ti C , is used in calculating the heat transfer.
  • the heat transferred from the hydrogen can be described by
  • Equation [5] provides a tool for analyzing actual test data to determine the amount of heat that has been transferred from the hydrogen gas out of the control volume, or into the structure of the tank.
  • the adiabatic internal energy is based only on initial conditions of the tank (initial mass of hydrogen and initial temperature) and the conditions of the hydrogen delivered from the station (enthalpy and fill mass). There is no dimension of time in the adiabatic condition, and so it is an appropriate reference for results for all time periods. If a reliable method to predict the heat transfer can be found, then it should be possible to directly calculate the final state of the hydrogen in the tank.
  • thermocouple Relative to the bulk temperature, if the thermocouple is measuring a temperature that is warmer or cooler than the average bulk temperature, the calculated values can obviously be less accurate. Although it is customary to assume that temperature measurements taken at or near the centerline of the tank can represent the average (bulk) gas temperature, the magnitude of the error(s) associated with this assumption are unknown in practice. Data taken during the development of the MC formula fueling control method and system disclosed in U.S. Patent Application
  • C d i SP enser is the heat capacity (Joules/K) of the component(s) associated with the dispenser
  • T ga s(initiai) is the initial gas temperature (before any H 2 flow has occurred) measured at point 2508
  • C ve h>cie is the heat capacity of the component(s) associated with the vehicle
  • T gas is the gas temperature measured at the same point during the filling operation.
  • Q CO nnnector represents the heat added to the gas during fueling by the components that comprise the fluidic connection between the dispenser 2506 and the tank 2512. This adjustment alters the Uadiabatic equation accordingly:
  • Qconnector can be calculated continuously or periodically during the fill operation based on measured gas temperature T gas as the gas leaves the dispenser body. It is anticipated that T gas can vary during the fill operation and that the heat adjustment Qconnector can vary accordingly over the course of the fill operation.
  • the use of the Qconnector adjustment represents a conservative approach in that it assumes that all of the components arranged between the dispenser body and the tank can achieve Tg as during the course of the fill operation when, in fact, they can tend to be warmer than the gas throughout the relatively brief duration of the fill operation that can be achieved with the improved MC Method.
  • the construction and configuration of the relevant components is such that heat transfer from the ambient to the H 2 through the components can be minimal and, consequently, can be ignored for the purposes of these calculations.
  • This modified MC Method does, however, automatically adjust for the current condition of the fueling station. For example, if the fueling station had recently completed another fill operation, then T gaS (initiai) may be significantly colder than T amb i ent . This condition tends to result in a substantially linear response between a station with a hot condition and a station cold condition.
  • the lookup tables provided in J2601 are not, however, constructed in such a way as to adjust for such a situation as they are drawn only to hot or cold conditions and do not provide sufficient guidance for intervening, and possibly more common, conditions.
  • the method utilizes a combined mass and specific heat capacitance model, as shown in FIG. 5, which illustrates a simplified section of a tank wall having an imaginary
  • characteristic volume defined by its mass (M) and specific heat capacity (C) and an adiabatic external boundary.
  • the temperature of the characteristic volume can be the same as the temperature of the gas, for example, hydrogen.
  • This section of the tank wall, the characteristic volume, can have a combined mass and specific heat capacity, MC (kJ/K). Note that the characteristic volume and the associated MC are mathematical constructions only. Given knowledge of a tank design and the materials used in the tank construction, it is possible to provide a reasonable estimation of the MC value. In the method disclosed herein, however, there is no need to calculate the exact mass and specific heat capacity of the tank because the characteristic volume simply acts as a heat sink, allowing its characteristics to be used in predicting the thermal behavior of the tank system.
  • the temperature of the characteristic volume is set to be equal to the temperature of the hydrogen in the tank at the end of the vehicle fill.
  • the characteristic volume has both high thermal conductivity and high convective heat transfer coefficient.
  • QEnvimnment 0, meaning that no heat is transferred out of the characteristic volume during the fueling (adiabatic boundary).
  • the heat transfer equation is solved for the target or preferred end-of-fill condition of, for example, a fill time of 2 or 3 minutes, plus some adjustment for longer fill times as deemed necessary.
  • a target fill time of 3 minutes has been used, but the method can be easily utilized for longer or shorter fill times.
  • MC can then be determined directly from test data for a particular refueling procedure by using Equation [10], which is the ratio of the heat transferred from the hydrogen to the temperature change of the characteristic volume.
  • an MC Once an MC is known for a given set of initial conditions, it can be used for directly calculating the final temperature of refueling event.
  • Equation [12] can then be used to calculate the expected final temperature of a hydrogen tank refueling just as a fill has started.
  • the MC parameter and m cv (the end-of-fill mass in the control volume) are transmitted to the station.
  • the MC parameter and m cv are transmitted by RFID, through the SAE TIR J2799 IRDA interface, or via an identification number that corresponds to entries in a database that is readily accessible to the hydrogen tank filling station.
  • the hydrogen tank filling station can calculate T ad iabatic from m cv and parameters including 1 ) the initial pressure of the tank receiving the hydrogen ⁇ e.g.
  • the vehicle's tank 1) the initial temperature of the tank receiving the hydrogen (assuming ambient conditions plus some differences due to the possibility of a hot or cold tank as discussed in SAE TIR J2601 ) and 3) the enthalpy of the delivered hydrogen, which is a function of the expected average temperature and pressure of the delivered hydrogen (further description is given in the Appendix provided in FIG. 24).
  • MC Method make it particularly useful for gas delivery systems.
  • a particular dispenser, connector(s) and tank configuration can have a characteristic curve of MC v. fill time from which adjustments can be made to compensate for a range of initial conditions.
  • Utilizing the MC model avoids the need to address all of the intricacies of the temperature distribution within the connecting components and the wall of the tank, especially over a time scale associated with typical hydrogen tank refueling procedures, e.g., two to three minutes or more.
  • MC is not a direct physical constant such as the mass and the specific heat capacity of the connector component(s), tank and liner material but is, instead, a composite value, similar to an overall heat transfer coefficient, that encompasses heat transferred to or from tank valve assemblies and piping as well as heat transferred to the hydrogen comprising the initial gas volume inside the tank being filled.
  • Systems with slower heat transfer characteristics (convection or conduction) tend to result in lower values of MC (such as Type 4 tanks) while systems with faster heat transfer characteristics (convection or conduction) tend to result in higher values of MC (such as Type 3 tanks).
  • MC is a function of a number of different parameters including, for example, time, fill conditions, tank materials, tank configuration, etc., for a given tank, fill time and set of fill conditions, MC can be constant. The trend in the MC value over both time and under different fill conditions can be predicted and, in turn, utilized for adjusting the hydrogen tank filling procedures to improve efficiency while maintaining desired safety margins.
  • Equation [13] As shown below: or, in an alternative non-limiting example, Equation [13]', as shown below: where C, A, g, k and j are constants derived from characterization testing
  • At is the difference in time between the normally defined end-of-fill time ⁇ e.g., 3 minutes) and the end-of-fill time that achieves the desired final temperature.
  • C is a constant that represents a minimum heat capacity of, for example, a 2- or 3-minute fill
  • A is a constant representing an adjustment to the MC corresponding to the initial fill conditions and pre-cooling amount and constants g, k, and j are, if necessary, utilized within the MC Method to allow for adjustments to the resulting MC by extending the fill time beyond 2 or 3 minutes, so that finai can be optimized around a desired temperature.
  • the improved MC Method is not intended to, and does not attempt to, perfectly describe the corresponding physics but is intended as an analytical engineering tool for predicting, with sufficient accuracy, the temperature outcome of a particular filling procedure by approximating the equivalent heat mass of the system.
  • a hydrogen tank filling station can directly calculate the expected end-of-fill temperature ⁇ T fina i) using Equation [12].
  • Equation [10] Using Equation [10], a series of fill tests were conducted with the MC v. time curve being plotted for each fill, as shown in FIG. 6. All of the tank fills follow a similar pattern of MC v. Fill Time as shown in FIG. 7. The resulting curve corresponds to the tank characteristic(s) for a given tank under a given set of conditions.
  • the MC for each end-of-fill at 3 minutes was plotted against the adiabatic internal energy divided by the initial internal energy, as shown in FIG. 9A. The slope and intercept of the linear best fit line give the coefficient A and the constant C respectively.
  • Atime that is (MC (t- i80s) - MC ( i 8 os) ) v. (t-180s) is then plotted as shown in FIG. 10, and a best fit model used to determine the coefficients g, k and j. These coefficients can then be used to describe how much heat is absorbed by the tank in the time beyond the typical fill time and are particularly useful under conditions in which the ambient temperature is too warm and/or the pre-cooling temperature is too warm to achieve an end-of-fill temperature of less than 85°C with a refueling time of 3 minutes or less.
  • a fueling protocol should provide safe, high state of charge (SOC) fills, for a broad range of ambient conditions and initial fill conditions. Comparing the current fueling standards with the actual operating ranges of existing hydrogen stations, as illustrated in FIG. 1 1 , it is clear that the current refueling standards do not satisfy a broad range of station fuel delivery operating conditions. Further, should a vehicle manufacturer or modifier introduce a tank designed to operate at another pressure of, for example, 50MPa, the fueling standard(s) would have to be rewritten to accommodate this modification.
  • SOC state of charge
  • the relevant MC parameters must be communicated to or determined by the station in some manner.
  • This data collection could be achieved in a number of ways.
  • one or more of RFID, an IRDA interface as defined in SAE J2799 or other protocol such as the proposed Hydrogen Vehicle Authorization System (HVAS) can be used for confirming that a vehicle is authorized to fuel (OEM vehicle or a conversion that meets safety requirements).
  • HVAS Hydrogen Vehicle Authorization System
  • FIG. 12 shows both the vehicle side and station side information that may be used to fuel a vehicle based on the improved MC Method.
  • the station can have access to both the vehicle side information through vehicle communication and station side information through direct measurement.
  • the station uses this parametric data in conjunction with the improved MC Method, for calculating an appropriate solution for filling the particular vehicle.
  • the fueling process can include two discrete steps. In the first step, parametric data is used to determine an appropriate fueling fill rate, i.e., one that does not overheat the gas in the tank. During the second step, the fueling fill rate is used to determine a target end-of-fill pressure that can keep the system pressure within the target pressure ranges. In order to determine the appropriate fueling rate, the filling station takes into consideration both the capabilities of the vehicle's tank system and the station's capabilities for delivering fuel under the current conditions.
  • Typical limits currently utilized in refueling operations are 85°C and 125% of the NWP for average gas temperature and pressure, respectively.
  • the station makes an assumption about the average gas temperature inside the tank, based on measuring the ambient air temperature and optionally adding a margin for a hot soak condition ⁇ e.g., the vehicle has been parked in an environment that is hotter than ambient, such as a hot garage or parking lot).
  • the station also determines the approximate initial SOC of the vehicle, using the temperature assumption and by dispensing a small amount of fuel to the tank to equilibrate the hose pressure to the tank pressure.
  • the station can estimate how much hydrogen (mass) must be delivered to the vehicle to achieve the desired SOC and, utilizing an estimate of its pre- cooling capability, the station can calculate the average enthalpy that can be delivered to the vehicle's tank system during the fill operation. Working from this information, the station can then determine how quickly to fill the vehicle while maintaining the requisite safety margin.
  • the primary MC parameter is based on a target fueling time with additional parameters being used to account for the initial SOC and/or fueling times that exceed the target fueling time.
  • the station analyses an initial fill protocol to determine if the fill can be successfully completed, i.e., end-of-fill temperature within specification. If it is determined that the initial fill protocol cannot be successfully completed, an iterative process is initiated to determine an appropriate fueling time. For example, if the fueling operation can be conducted in the target time without exceeding any temperature limits, the station can initiate fueling.
  • the projected fueling time can be increased by some increment ⁇ e.g., 0.1 , 1 , 5, 10 seconds, etc.) and the new MC value can be calculated. This iterative process can continue until an acceptable fueling time solution is identified. This process is shown in FIG. 13 using a 10-second increment as an example.
  • the output of this Step 1 is the TfinaifHot soak Bound) and the fueling or fill time.
  • the appropriate fueling time can be continuously or repeatedly calculated throughout the fill procedure based on the actual enthalpy delivered to the vehicle. Accordingly, even though the fueling time calculated at the beginning of the fill should be a good approximation, the fueling time (or rate of pressure rise during the fill) can be adjusted as necessary to take into account the actual fill conditions if they vary across the fill cycle.
  • the dispenser For the dispenser to make the assumption that the upper bound of gas temperature inside the tank is ambient T plus a AT hot soak, it must know that the vehicle has not been recently refueled. If this information is unknown, then a more conservative assumption should be utilized, e.g., determining the fueling speed based on an empty or nearly empty tank. By using this more conservative assumption, even if the vehicle had been recently refueled, the calculated fueling speed does not overheat the tank.
  • the recent fueling history of the vehicle can be determined, a less conservative fueling speed can be utilized, potentially shortening the fueling time considerably.
  • a less conservative fueling speed can be utilized, potentially shortening the fueling time considerably.
  • approaches that can be utilized for determining the recent fueling history of the vehicle.
  • a non-limiting example is for the HVAS RFID tag to be time stamped each time the vehicle is fueled. The dispenser can then read this time stamp each time the vehicle is fueled and determine whether to use a conservative fueling speed if the time stamp indicates a recent refueling, or a less conservative fueling speed based on the actual starting pressure in the tank if the time stamp indicates refueling has not occurred recently.
  • the next step of the improved MC Method is to determine when, or at what pressure, to stop the fill operation.
  • the process used by the station in this second step is similar to that used in the first step except that the station assumes the gas temperature inside the tank at the beginning of the fill is below the ambient temperature, i.e., a cold soak condition, which includes the possibility that the tank has been soaked in an air conditioned garage, or that the ambient temperature is rising and the internal gas temperature lags the ambient There is also the factor of driving that may be considered in which the gas temperature inside the tank has been reduced as a result of the decrease in pressure as the hydrogen was consumed.
  • the improved MC Method can be used to estimate the average temperature of the MC and hydrogen gas during defueling using Equation [16]
  • madd ma ss exiting the hydrogen tank in time t
  • h exit average enthalpyof the hydrogen exiting the tank
  • minitcoid mass i n tne tan k J ust before refueling
  • T ColdSoak assumed temperature of the vehicle tank before defueling
  • the appropriate AT Co id parameter, and the defueling mass flow rate m can typically be determined by the OEM and can be provided as part of the vehicle side information transferred through HVAS or otherwise made available to the filling station.
  • the station can calculate how much mass must be added to the tank to reach the target density of 100% SOC. If the station has an accurate flow meter, it can simply integrate the mass flow during the fill and stop when the target mass has been achieved, however, the application of a flowmeter in this capacity might have its own challenges.
  • a second option is to calculate a pressure target utilizing the same set of equations as in Step 1 . Tfinai can be calculated based on the fueling time of Step 1 , and then the Ptarget value can be calculated based on the pressure that, in conjunction with T finai , provides a 100% SOC target density.
  • the initial temperature can be measured directly by the station. Because this initial temperature is a settled
  • Tm is simply the measured initial temperature and the hot soak and cold soak assumptions detailed above need not be considered.
  • Step 1 and Step 2 unnecessary - the station does not need to calculate an expected result as the fill protocol is fully defined by Step 1 and Step 2.
  • the expected T rtnai can be calculated. Because the Pressure Target calculated in Step 2 is usually lower than the Pressure Target that was assumed in Step 1 , the resulting fill can tend to exhibit a slightly lower SOC% which, in turn, indicates that the gas density target needs to be reduced to match the Pressure Target at a higher T fina/ than was calculated in Step 2. Because a change in additional mass of hydrogen added affects the T ad i abat ic, for greater precision it is necessary to complete the outlined calculations in order to determine the expected 7&, a / and SOC% target.
  • the utility and flexibility of the MC Method provides many opportunities for customization and refinement to encompass, for example, fueling times of less than 3 minutes for tanks that start filling at high SOC.
  • the expected final temperature T fina i was calculated for fills conducted at 35MPa, 50MPa and 70MPa.
  • HS Hot Soak
  • CS Cold Soak
  • 7 ffna/ , 7 /n i Annbient Temp was used in the algorithm illustrated in FIG. 15.
  • the Hot Soak Bound should be set at 85°C, however, because the test was predicated on a 3-minute fill target, the Hot Soak Bound is less than 85°C.
  • the MC Method algorithm can be further refined to improve performance for fill times of less than 3 minutes.
  • the MC Method yields very accurate results for Type 3 and Type 4 tanks, typically falling within a range consistent with that expected from variations in thermocouple placement and/or time lag errors.
  • the MC Method Model error is the difference between T ffna / as calculated by the MC Method, and the actual final temperature result measured at the end of the fill procedure.
  • the actual pre- cooling temperature of the station was used as the input to the enthalpy calculation rather than the pre-cooler set point, for the reasons described supra.
  • Known or suspected sources of error include, for example: • errors of the calculation in average enthalpy used,
  • the "Definition Error" as shown in FIG. 20 removes the error in calculating enthalpy, calculating mass, and calculating MC coefficients by using the test data to determine the actual heat transfer, the actual average enthalpy of the fill, and the actual MC value, and using those to calculate Tf in ai- This removes substantially all of the errors and approximations attributable to the calculations of the MC Method itself, leaving only the measurement errors as the source of error.
  • the MC Method was relatively resistant to input errors with Type 3 tanks being more sensitive to variations in the initial temperature measurements while Type 4 tanks are more sensitive to variations in the temperature measurement of the flow stream at the station.
  • 10K errors in the initial temperature measurement leads to 6K errors in T ffna / for both Type 3 and Type 4 tanks.
  • 10K errors in the hydrogen temperature measurement at the station (used for the average enthalpy approximation) lead to T fma ⁇ error of 6K for Type 3 tanks and 8K for Type 4 tanks.
  • 10% errors in the calculated MC coefficients lead to errors of around 3K (and 3K represents approximately a 1 % error in the density of hydrogen).
  • the fueling process is better adapted to the tank that is being fueled, thus tending to provide reduced fueling time and increased SOC within the bounds of the uncertainties of the initial conditions of the tank and the measurements at the station.
  • the fueling process is also better adapted to the station's real time capabilities, thereby increasing operational flexibility and avoiding the rigid, preset, tightly bounded temperature requirements corresponding to the various station types as defined in SAE TIR J2601 .
  • the improved MC Method allows the filling process to self-adjust to the current fueling capabilities of the station, thereby providing the potential for simpler, more flexible and less costly hydrogen filling stations.
  • the flexibility of the improved MC Method allows a hydrogen filling station to be "tuned" to the current operating environment which, in turn, may allow for increased pre-cooling temperatures while still maintaining generally acceptable fueling times under most conditions.
  • the ability to run at higher pre-cooling temperatures can improve station efficiency, lower costs and maintain customer satisfaction.
  • Fueling processes incorporating the improved MC Method as detailed supra could eliminate the need for the look-up tables currently utilized for noncommunication fueling in accord with SAE TIR J2601 , resulting in the same benefits as outlined above.
  • the non-communication fueling operations could include calculations of the MC Parameters of the boundary condition tanks utilized in building the noncommunication look-up tables.
  • the resulting range of fueling rates and pressure targets would be expected to be substantially the same, if not identical, to those defined in the look-up tables.
  • the improved MC Method fueling process can also be utilized with full communication fueling, resulting in a number of benefits.
  • SAE TIR J2601 currently defines two types of communication fueling including 1 ) a Default method in which fueling rates are the same as the non-communication fueling rates defined in the lookup tables and 2) an Alt Method in which a more aggressive fueling rate can be utilized in those instances in which a vehicle Temperature Signal can be utilized in a feedback loop to regulate the fueling rate in order to suppress or avoid an overheat condition.
  • the fueling rate is determined at the beginning of the fill, just as described above, and is also checked during the fill based on the actual enthalpy of hydrogen delivered during the fill. With communications fueling, the initial and transient conditions can be more tightly defined, giving even better results.
  • the improved MC Method allows an additional cross check on the Temperature Signal received from the vehicle. Because the station can calculate the expected temperature from the MC parameters and delivered enthalpy, it can cross reference this with the temperature signal from the vehicle. The
  • temperature signal at the beginning of the fill procedure is generally constant so by using the actual measured initial temperature and the characteristic MC parameters, the vehicle fueling protocol can be fully defined, and higher quality fill results can be achieved (as reflected in both SOC and fill time).
  • An aspect of using the improved MC Method is the accurate prediction of the mass average enthalpy that can be delivered to the tank during a refueling
  • AP S tationinit 5 MPa if the initial tank pressure was 2MPa, 2MPa if the initial tank pressure was 17 MPa, and 1 MPa at higher initial pressures.
  • APstationFinai was assumed to be 1 MPa in all cases. Therefore, the algorithm may be modified to reflect, more accurately, the conditions and performance of a particular station. In an illustrative example, the station builder or operator may modify the algorithm to more accurately reflect the conditions and performance of the station.
  • each station builder or operator may determine this relationship(s) for the range of expected operating conditions and parameters in order to select an appropriate pre-cooling level that can typically provide customer friendly refueling times.
  • This flexibility is one of the benefits of the improved MC Method - it allows the station to calculate the appropriate fill time for a particular pre-cooling temperature based on the conditions of that fill and the capabilities of the tank itself.
  • This parametric data can include, for example:
  • Tank Volume (or the station can calculate it with a pressure pulse)
  • the station can use the improved MC Method to conduct the fill by utilizing default Constants of the MC
  • Padiabatic can be assumed to be the MAWP with only a very small error, since internal energy has a very weak relationship with pressure.
  • Step 3 (if necessary)- Calculate the Expected Result
  • a hydrogen station can maintain a database of MC parameters that have been communicated to the station, and use the lowest performing MC parameter, tank volume, and lowest initial SOC% historically observed, to set the pre-cooling
  • the improved MC Method was developed and has been described with an emphasis on filling vehicle hydrogen tanks at hydrogen filling stations, modification of the MC Method to improve its performance in connection with fueling hydrogen busses or fueling systems with cryogenic gasses or liquids is certainly contemplated.
  • the basic MC Method could readily be adapted for use in conjunction with compressed natural gas vehicle fueling, or fast filling of vessels involving any industrial gas and/or for calculating the resulting temperature of any process in which a pressurized gas is injected into a pressure vessel.
  • the applicability of the improved MC Method and the associated constants reflecting the thermodynamic properties and behavior for other processes can be determined by applying a similar test matrix as set out above in connection with compressed hydrogen tank refueling for automobiles.

Abstract

L'invention concerne un procédé analytique amélioré pour les stations de remplissage d'hydrogène afin de calculer directement et précisément la température de fin de remplissage dans un réservoir d'hydrogène lequel, à son tour, permet des améliorations de la quantité de remplissage tout en permettant de réduire le temps de remplissage. Les calculs font intervenir un calcul d'une valeur de capacité thermique composite MC à partir d'un ensemble de paramètres thermodynamiques obtenus à la fois du système de réservoir recevant le gaz et de la station fournissant le gaz. Ces paramètres thermodynamiques sont utilisés dans une série d'équations analytiques afin de définir un processus en plusieurs étapes au moyen duquel des temps de remplissage cibles, des températures finales et des pressions finales peuvent être déterminés. Les paramètres peuvent être communiqués à la station directement à partir du véhicule ou peuvent être récupérés d'une base de données accessible par la station. Comme le procédé est basé sur des mesures directes de conditions thermodynamiques actuelles et d'un comportement thermodynamique quantifié, on peut obtenir des résultats de remplissage de réservoir nettement améliorés.
PCT/US2014/021562 2013-03-15 2014-03-07 Système et procédé améliorés pour remplir un réservoir WO2014149930A1 (fr)

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CN116522812A (zh) * 2023-04-19 2023-08-01 上海勘测设计研究院有限公司 压缩空气储能的温度-压力场耦合分析方法、系统及终端

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