US20130195680A1 - Electrically driven hydrogen pressure booster for a hydrogen driven vehicle - Google Patents
Electrically driven hydrogen pressure booster for a hydrogen driven vehicle Download PDFInfo
- Publication number
- US20130195680A1 US20130195680A1 US13/358,549 US201213358549A US2013195680A1 US 20130195680 A1 US20130195680 A1 US 20130195680A1 US 201213358549 A US201213358549 A US 201213358549A US 2013195680 A1 US2013195680 A1 US 2013195680A1
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- US
- United States
- Prior art keywords
- gas
- booster
- pressure
- hydrogen
- driven
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 239000001257 hydrogen Substances 0.000 title claims abstract description 28
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 28
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 24
- 239000007789 gas Substances 0.000 claims abstract description 55
- 238000000034 method Methods 0.000 claims description 12
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 claims description 3
- 229910052802 copper Inorganic materials 0.000 claims description 3
- 239000010949 copper Substances 0.000 claims description 3
- 239000000463 material Substances 0.000 claims description 3
- 230000000712 assembly Effects 0.000 claims 2
- 238000000429 assembly Methods 0.000 claims 2
- 239000000446 fuel Substances 0.000 description 6
- 150000002431 hydrogen Chemical class 0.000 description 5
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 239000011156 metal matrix composite Substances 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 238000005219 brazing Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001351 cycling effect Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000037361 pathway Effects 0.000 description 1
- 238000009877 rendering Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
- F04B35/04—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being electric
Definitions
- the present invention relates to electric motors, and more particularly to gas boosters for electric motors.
- Electrically driven automotive vehicles can rely on batteries as well as fuel cells to provide electrical power.
- a typical fuel cell utilizes compressed hydrogen gas to generate, from the reactions of hydrogen and oxygen, to electricity used to power the electric motor of the vehicle.
- Previous attempts to provide fuel cells capable of generating sufficient power for such vehicles have been unsuccessful for a number of reasons, including the properties of the hydrogen utilized by the fuel cell.
- Hydrogen is a “small” gas and is challenging to capture and seal. Hydrogen is also prone to excessive heat buildup, thereby rendering components and systems intended to harness and manipulate the hydrogen inefficient or inoperable. In order to effectively generate power for an electric vehicle, the hydrogen needs to have a high gas compression ratio. The compression leads to elevated hydrogen temperatures that, combined with a high gas flow rate, pose sufficient sealing challenges.
- an electrically driven hydrogen pressure booster for a hydrogen driven vehicle includes an inlet for receiving a gas. Also included is a plurality of chambers for compressing the gas, wherein each of the plurality of chambers includes a piston operably coupled to, and driven by, a crankshaft, wherein the crankshaft is driven by an electric motor. Further included is a pipe for transferring the gas between at least two of the plurality of chambers. Yet further included is an outlet for expelling the gas.
- a method of compressing a gas used in a hydrogen driven vehicle having a crankshaft of a booster device coupled to an electric motor includes receiving the gas at an inlet of the booster device at a first pressure. Further included is compressing the gas to a second pressure that is higher than the first pressure in a first piston assembly having a piston driven by the crankshaft. Yet further included is expelling the gas at an outlet of the booster device at an outlet pressure higher than the first pressure.
- FIG. 1 is a top perspective view of a hydrogen booster used with a fuel cell in a hydrogen driven vehicle
- FIG. 2 is a top perspective, phantom view of the booster
- FIG. 3 is a top plan view of a plurality of chambers of the booster operably coupled to a crankshaft;
- FIG. 4 is a top cross-sectional view of the booster
- FIG. 5 is an elevational view of a low pressure side of the booster.
- FIG. 6 is an elevational view of a high pressure side of the booster.
- a booster is illustrated generally as 10 and may be used to compress hydrogen used by a fuel cell in a hydrogen driven vehicle (not illustrated) to provide power to an assembly requiring power.
- the booster 10 functions to compress a gas, such as hydrogen, to a desired pressure suitable for powering and increasing the efficiency of the automotive vehicle.
- the booster 10 includes an outer casing 12 that houses components of the booster 10 and may be in the form of a “clamshell” type housing having a top portion 14 and a bottom portion 16 that may be operably coupled to one another via a plurality of mechanical fasteners 18 , such as screws, bolts or the like, or alternatively by welding or brazing the top portion 14 and bottom portion 16 together.
- a “clamshell” type housing having a top portion 14 and a bottom portion 16 that may be operably coupled to one another via a plurality of mechanical fasteners 18 , such as screws, bolts or the like, or alternatively by welding or brazing the top portion 14 and bottom portion 16 together.
- the interior of the booster 10 includes a plurality of chambers for sequentially compressing the gas taken in through an inlet 20 ( FIG. 4 ).
- the booster 10 is shown as having four chambers 22 , 24 , 26 , and 28 , but it is contemplated that more or fewer chambers may be employed to sequentially compress the gas. Irrespective of the number of chambers, and for the purposes of the description, the booster 10 includes a first chamber 22 , a second chamber 24 , a third chamber 26 and a fourth chamber 28 .
- Each chamber 22 , 24 , 26 , and 28 is defined by a piston 30 disposed within a piston sleeve 32 .
- Each piston 30 is operably connected to a crankshaft 34 which is driven by the aforementioned electric motor.
- Each chamber 22 , 24 , 26 and 28 is of a distinct diameter and functions to compress the gas to distinct pressures as the gas exits each respective chamber.
- the diameters of the respective chambers typically will decrease from the first chamber 22 to the fourth chamber 28 .
- the distinct pressures achieved by the chambers typically increase as the gas is transferred from the first chamber 22 to the fourth chamber 28 .
- experimental results have shown that a volume of gas may enter the inlet 20 ( FIG.
- the booster 10 may be modified to provide several other pressure ranges that may be achieved in one or more of the chambers, based on the desired application of use.
- Each chamber 22 , 24 , 26 and 28 includes at least one seal 36 and bearing 38 between the piston 30 and the respective piston sleeve 32 in order to facilitate efficient cycling of the piston 30 within the piston sleeve 32 during operation.
- each piston 30 is operably coupled to, and driven by, the crankshaft 34 which extends through the booster 10 and is substantially enclosed within the outer casing 12 ( FIG. 2 ).
- the crankshaft 34 typically extends to an exterior portion of the outer casing 12 as well, and associated components are attached thereto.
- a metal matrix composite (MMC) bearing 40 and adapter 42 Proximate at least one, but typically two, of the surfaces of the outer casing 12 , and coupled to the crankshaft 34 , is a metal matrix composite (MMC) bearing 40 and adapter 42 .
- the electric motor is capable of driving the crankshaft 34 at various controllable rotational speeds.
- One illustrative example uses a 110v electric motor to rotate the crankshaft 34 at approximately 120-150 RPM, and more specifically 135 RPM. It is contemplated that the electric motor used to drive the crankshaft 34 , and hence the booster 10 , is also employed to drive the wheels of the automotive vehicle.
- such an arrangement further enhances the overall efficiency of the system, based on the ability to harness power during regenerative braking of the automotive vehicle. Harnessing power during regenerative braking provides the ability to facilitate driving of the booster 10 , while drawing less on the electric motor for this function.
- a flywheel 44 may be configured to operably couple to the crankshaft 34 , such that stored energy may be delivered to the crankshaft 34 for periods of time that the driving electric motor is off or running at a lower energy delivering condition.
- the booster 10 in the four chamber embodiment illustrated and described, may be characterized as having a low pressure side 60 ( FIG. 5 ) and a high pressure side 70 ( FIG. 6 ).
- the low pressure side 60 includes the first chamber 22 and the second chamber 24 , and as can be seen from the illustration, includes pistons 30 of distinct diameters that function to compress the gas to distinct pressures.
- numerous diameters may be employed to achieve the intended performance of the booster 10 , one such embodiment includes a diameter of approximately 1.4 inches (in.) to 1.6 in. (3.5 cm. to 4.1 cm.) for the piston 30 of the first chamber 22 , with a diameter of approximately 0.75 inches (in.) to 0.85 in. (1.9 cm.
- the piston 30 of the second chamber 24 includes a diameter of approximately 0.5 inches (in.) to 0.6 in. (1.3 cm. to 1.5 cm.) for the piston 30 of the third chamber 26 and a diameter of approximately 0.25 inches (in.) to 0.35 in. (0.6 cm. to 0.9 cm.) for the fourth chamber 28 .
- Each chamber is properly sealed, as are all pathways in which the gas travels.
- a hydrogen electrolizer cycles filtered water stored in the vehicle (estimated at about 1 liter per “full tank”) and the gas, such as hydrogen, from the atmosphere.
- the gas, such as hydrogen enters the inlet 20 that is typically located in close proximity to the first chamber 22 at a relatively low pressure, such as 100-125 psi.
- the gas is then transferred to the first chamber 22 and compressed to a higher pressure by the piston 30 as crankshaft 34 is rotated by the electric motor, such as the aforementioned 110v electric motor.
- the gas then exits the first chamber 22 at a pressure greater than that of which it had at entry to the first chamber 22 and enters the second chamber 24 .
- the second chamber 24 further compresses the gas to a pressure greater than that of which it had at entry to the second chamber 24 .
- transfer of the gas between the second chamber 24 and the third chamber 26 may be facilitated by the use of a tube or pipe 50 .
- a tube or pipe 50 may be employed throughout the booster 10 to facilitate effective transfer of the gas from inlet 20 to the first chamber 22 , second chamber 24 , third chamber 26 and fourth chamber 28 , or may be formed of a plurality of pipes to effectuate the gas transfer.
- the pipe 50 may be formed of various materials, with copper being a suitable example of such a material.
- the gas then is transferred to the third chamber 26 , whereupon it is compressed to yet a greater pressure.
- the operation is carried on by transfer of the gas to the fourth chamber 28 , where the gas is then compressed to a final pressure. After the final compression, the gas is then expelled out an outlet 46 that is typically located proximate the fourth chamber 28 .
- the highly compressed gas is pressurized to approximately 8,000-12,000 psi, and more typically approximately 10,000 psi. Compression to a pressure this great of a gas such as hydrogen, for example, is extremely useful for successfully and efficiently powering an automotive vehicle.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
Abstract
Description
- The present invention relates to electric motors, and more particularly to gas boosters for electric motors.
- Electrically driven automotive vehicles can rely on batteries as well as fuel cells to provide electrical power. A typical fuel cell utilizes compressed hydrogen gas to generate, from the reactions of hydrogen and oxygen, to electricity used to power the electric motor of the vehicle. Previous attempts to provide fuel cells capable of generating sufficient power for such vehicles have been unsuccessful for a number of reasons, including the properties of the hydrogen utilized by the fuel cell.
- Hydrogen is a “small” gas and is challenging to capture and seal. Hydrogen is also prone to excessive heat buildup, thereby rendering components and systems intended to harness and manipulate the hydrogen inefficient or inoperable. In order to effectively generate power for an electric vehicle, the hydrogen needs to have a high gas compression ratio. The compression leads to elevated hydrogen temperatures that, combined with a high gas flow rate, pose sufficient sealing challenges.
- According to one embodiment, an electrically driven hydrogen pressure booster for a hydrogen driven vehicle includes an inlet for receiving a gas. Also included is a plurality of chambers for compressing the gas, wherein each of the plurality of chambers includes a piston operably coupled to, and driven by, a crankshaft, wherein the crankshaft is driven by an electric motor. Further included is a pipe for transferring the gas between at least two of the plurality of chambers. Yet further included is an outlet for expelling the gas.
- According to another embodiment, provided is a method of compressing a gas used in a hydrogen driven vehicle having a crankshaft of a booster device coupled to an electric motor. The method includes receiving the gas at an inlet of the booster device at a first pressure. Further included is compressing the gas to a second pressure that is higher than the first pressure in a first piston assembly having a piston driven by the crankshaft. Yet further included is expelling the gas at an outlet of the booster device at an outlet pressure higher than the first pressure.
- The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:
-
FIG. 1 is a top perspective view of a hydrogen booster used with a fuel cell in a hydrogen driven vehicle; -
FIG. 2 is a top perspective, phantom view of the booster; -
FIG. 3 is a top plan view of a plurality of chambers of the booster operably coupled to a crankshaft; -
FIG. 4 is a top cross-sectional view of the booster; -
FIG. 5 is an elevational view of a low pressure side of the booster; and -
FIG. 6 is an elevational view of a high pressure side of the booster. - Referring to
FIGS. 1 and 2 , a booster is illustrated generally as 10 and may be used to compress hydrogen used by a fuel cell in a hydrogen driven vehicle (not illustrated) to provide power to an assembly requiring power. Thebooster 10 functions to compress a gas, such as hydrogen, to a desired pressure suitable for powering and increasing the efficiency of the automotive vehicle. - The
booster 10 includes anouter casing 12 that houses components of thebooster 10 and may be in the form of a “clamshell” type housing having atop portion 14 and abottom portion 16 that may be operably coupled to one another via a plurality ofmechanical fasteners 18, such as screws, bolts or the like, or alternatively by welding or brazing thetop portion 14 andbottom portion 16 together. - Referring now to
FIG. 3 , the interior of thebooster 10 includes a plurality of chambers for sequentially compressing the gas taken in through an inlet 20 (FIG. 4 ). In the illustrated embodiment, thebooster 10 is shown as having fourchambers booster 10 includes afirst chamber 22, asecond chamber 24, athird chamber 26 and afourth chamber 28. Eachchamber piston 30 disposed within apiston sleeve 32. Eachpiston 30 is operably connected to acrankshaft 34 which is driven by the aforementioned electric motor. Eachchamber first chamber 22 to thefourth chamber 28. The distinct pressures achieved by the chambers typically increase as the gas is transferred from thefirst chamber 22 to thefourth chamber 28. For example, experimental results have shown that a volume of gas may enter the inlet 20 (FIG. 4 ) of thefirst chamber 22 at a pressure of approximately 100-125 psi, exit thefirst chamber 22 at approximately 400-500 psi, exit thesecond chamber 24 at approximately 1,400-1,600 psi, exit thethird chamber 26 at approximately 3,000-4,500 psi, and exit thefourth chamber 28 at approximately 8,000-12,000 psi. The pressure ranges cited above are merely illustrative and it is envisioned that thebooster 10 may be modified to provide several other pressure ranges that may be achieved in one or more of the chambers, based on the desired application of use. - Each
chamber seal 36 and bearing 38 between thepiston 30 and therespective piston sleeve 32 in order to facilitate efficient cycling of thepiston 30 within thepiston sleeve 32 during operation. As previously described, eachpiston 30 is operably coupled to, and driven by, thecrankshaft 34 which extends through thebooster 10 and is substantially enclosed within the outer casing 12 (FIG. 2 ). Thecrankshaft 34 typically extends to an exterior portion of theouter casing 12 as well, and associated components are attached thereto. - Referring now to
FIG. 4 , extending to an exterior portion of theouter casing 12 allows an operable connection to the electric motor. Proximate at least one, but typically two, of the surfaces of theouter casing 12, and coupled to thecrankshaft 34, is a metal matrix composite (MMC) bearing 40 andadapter 42. The electric motor is capable of driving thecrankshaft 34 at various controllable rotational speeds. One illustrative example uses a 110v electric motor to rotate thecrankshaft 34 at approximately 120-150 RPM, and more specifically 135 RPM. It is contemplated that the electric motor used to drive thecrankshaft 34, and hence thebooster 10, is also employed to drive the wheels of the automotive vehicle. In the contemplated embodiment, such an arrangement further enhances the overall efficiency of the system, based on the ability to harness power during regenerative braking of the automotive vehicle. Harnessing power during regenerative braking provides the ability to facilitate driving of thebooster 10, while drawing less on the electric motor for this function. Additionally, aflywheel 44 may be configured to operably couple to thecrankshaft 34, such that stored energy may be delivered to thecrankshaft 34 for periods of time that the driving electric motor is off or running at a lower energy delivering condition. Although some of the elements of thebooster 10 are illustrated and described as being disposed at exterior portions of theouter casing 12, it is conceivable that some or all of these components may reside, wholly or partially, within theouter casing 12. - Referring to
FIGS. 5 and 6 , thebooster 10, in the four chamber embodiment illustrated and described, may be characterized as having a low pressure side 60 (FIG. 5 ) and a high pressure side 70 (FIG. 6 ). Thelow pressure side 60 includes thefirst chamber 22 and thesecond chamber 24, and as can be seen from the illustration, includespistons 30 of distinct diameters that function to compress the gas to distinct pressures. Although numerous diameters may be employed to achieve the intended performance of thebooster 10, one such embodiment includes a diameter of approximately 1.4 inches (in.) to 1.6 in. (3.5 cm. to 4.1 cm.) for thepiston 30 of thefirst chamber 22, with a diameter of approximately 0.75 inches (in.) to 0.85 in. (1.9 cm. to 2.2 cm.) for thepiston 30 of thesecond chamber 24. Turning to thehigh pressure side 70 that includes thethird chamber 26 and thefourth chamber 28, which produce compressed gas having a higher pressure than that of the low pressure side chambers, one embodiment includes a diameter of approximately 0.5 inches (in.) to 0.6 in. (1.3 cm. to 1.5 cm.) for thepiston 30 of thethird chamber 26 and a diameter of approximately 0.25 inches (in.) to 0.35 in. (0.6 cm. to 0.9 cm.) for thefourth chamber 28. Each chamber is properly sealed, as are all pathways in which the gas travels. - In operation, a hydrogen electrolizer cycles filtered water stored in the vehicle (estimated at about 1 liter per “full tank”) and the gas, such as hydrogen, from the atmosphere. The gas, such as hydrogen, enters the
inlet 20 that is typically located in close proximity to thefirst chamber 22 at a relatively low pressure, such as 100-125 psi. The gas is then transferred to thefirst chamber 22 and compressed to a higher pressure by thepiston 30 ascrankshaft 34 is rotated by the electric motor, such as the aforementioned 110v electric motor. The gas then exits thefirst chamber 22 at a pressure greater than that of which it had at entry to thefirst chamber 22 and enters thesecond chamber 24. Similarly, thesecond chamber 24 further compresses the gas to a pressure greater than that of which it had at entry to thesecond chamber 24. As illustrated, transfer of the gas between thesecond chamber 24 and thethird chamber 26 may be facilitated by the use of a tube orpipe 50. Furthermore, such a tube orpipe 50 may be employed throughout thebooster 10 to facilitate effective transfer of the gas frominlet 20 to thefirst chamber 22,second chamber 24,third chamber 26 andfourth chamber 28, or may be formed of a plurality of pipes to effectuate the gas transfer. Thepipe 50 may be formed of various materials, with copper being a suitable example of such a material. - Continuing on through the operation, the gas then is transferred to the
third chamber 26, whereupon it is compressed to yet a greater pressure. The operation is carried on by transfer of the gas to thefourth chamber 28, where the gas is then compressed to a final pressure. After the final compression, the gas is then expelled out anoutlet 46 that is typically located proximate thefourth chamber 28. Upon expulsion through theoutlet 46, the highly compressed gas is pressurized to approximately 8,000-12,000 psi, and more typically approximately 10,000 psi. Compression to a pressure this great of a gas such as hydrogen, for example, is extremely useful for successfully and efficiently powering an automotive vehicle. - While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it is to be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.
Claims (20)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US13/358,549 US20130195680A1 (en) | 2012-01-26 | 2012-01-26 | Electrically driven hydrogen pressure booster for a hydrogen driven vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US13/358,549 US20130195680A1 (en) | 2012-01-26 | 2012-01-26 | Electrically driven hydrogen pressure booster for a hydrogen driven vehicle |
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US20130195680A1 true US20130195680A1 (en) | 2013-08-01 |
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US13/358,549 Abandoned US20130195680A1 (en) | 2012-01-26 | 2012-01-26 | Electrically driven hydrogen pressure booster for a hydrogen driven vehicle |
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Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4615259A (en) * | 1984-04-21 | 1986-10-07 | Showa Precision Machinery Co., Ltd. | Reciprocating gas compressor |
US6688854B2 (en) * | 1999-09-14 | 2004-02-10 | Sanyo Electric Co., Ltd. | Compression apparatus |
WO2009151017A1 (en) * | 2008-06-10 | 2009-12-17 | トヨタ自動車株式会社 | Fuel cell system |
US7637334B2 (en) * | 2003-08-08 | 2009-12-29 | Toyota Jidosha Kabushiki Kaisha | Fuel cell vehicle |
-
2012
- 2012-01-26 US US13/358,549 patent/US20130195680A1/en not_active Abandoned
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4615259A (en) * | 1984-04-21 | 1986-10-07 | Showa Precision Machinery Co., Ltd. | Reciprocating gas compressor |
US6688854B2 (en) * | 1999-09-14 | 2004-02-10 | Sanyo Electric Co., Ltd. | Compression apparatus |
US7637334B2 (en) * | 2003-08-08 | 2009-12-29 | Toyota Jidosha Kabushiki Kaisha | Fuel cell vehicle |
WO2009151017A1 (en) * | 2008-06-10 | 2009-12-17 | トヨタ自動車株式会社 | Fuel cell system |
US20110076584A1 (en) * | 2008-06-10 | 2011-03-31 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system |
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