WO2006080551A1 - 燃料タンクシステム - Google Patents
燃料タンクシステム Download PDFInfo
- Publication number
- WO2006080551A1 WO2006080551A1 PCT/JP2006/301706 JP2006301706W WO2006080551A1 WO 2006080551 A1 WO2006080551 A1 WO 2006080551A1 JP 2006301706 W JP2006301706 W JP 2006301706W WO 2006080551 A1 WO2006080551 A1 WO 2006080551A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel
- fuel tank
- valve
- filling
- pressure
- Prior art date
Links
Classifications
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M16/00—Structural combinations of different types of electrochemical generators
- H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
- H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
- H01M8/04208—Cartridges, cryogenic media or cryogenic reservoirs
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- 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
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
- F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
- F17C2205/0323—Valves
-
- 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
- F17C2265/066—Fluid distribution for feeding engines for propulsion
-
- 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
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- 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
- Y02E60/10—Energy storage using batteries
-
- 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
- Y02E60/50—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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86928—Sequentially progressive opening or closing of plural valves
Definitions
- the present invention relates to a fuel tank system that fills and uses fuel gas.
- the fuel gas is once filled in the fuel tank and then gradually supplied to the fuel consuming device according to the load.
- Patent Document 1 Utility Model Registration No. 30 09 4 4 8
- the filling port and the fuel tank communicate with each other through a filling pipe, and two check valves are provided in the filling pipe. According to this, it was possible to prevent the check valve closing operability from becoming insensitive to the differential pressure generated when an overflow occurred.
- Patent Document 1 Utility Model Registration No. 3 0 9 0 4 4 8 (FIG. 1, paragraph 0 0 0 6) Disclosure of Invention
- the present invention provides a fuel tank system that can suppress fuel stagnation between check valves.
- the purpose is to provide a program.
- Another object of the present invention is to provide a fuel tank system that can effectively use the fuel gas retained in the fuel filling passage.
- Another object of the present invention is to provide a fuel tank system capable of correctly detecting a valve malfunction.
- the present invention provides a fuel tank system comprising a fuel filling passage for supplying fuel from a filling port to a fuel tank, wherein the fuel filling passage is provided with at least two check valves in series, The valve opening pressure of the check valve provided on the fuel tank side is set smaller than the valve opening pressure of the check valve provided on the filling port side.
- the check valve provided on the downstream side opens at a lower pressure than the check valve provided on the upstream side (filling port side).
- the upstream check valve is closed first, and the fuel gas remaining between the check valves is closed. It is discharged to the downstream fuel filling passage via the downstream check valve. For this reason, it can suppress that fuel gas stagnates between check valves.
- the fuel gas is a gas generated by the vaporization of the liquid fuel, while the “fuel” supplied to the fuel tank.
- the fuel gas is said gaseous fuel.
- This type of liquid fuel includes liquid hydrogen or liquefied natural gas.
- This type of gaseous fuel includes hydrogen gas or natural gas.
- valve opening pressure of the check valve means the minimum operating pressure or cracking pressure of the check valve.
- the at least two check valves may be two check valves near the filling port, or may be two check valves near the fuel tank.
- the fuel tank system of the present invention further includes a fuel consuming device that consumes fuel, a fuel supply path that connects the fuel consuming device and the fuel filling path, and a fuel And a first shut-off valve provided in the supply path.
- the first shut-off valve is opened based on the internal pressure of the fuel filling path.
- the first shut-off valve may be not only one valve means but also a plurality of valves.
- the fuel supply path is connected to the downstream side of the fuel filling path with respect to at least two check valves. By doing so, the fuel gas discharged from between the check valves can be reliably guided to the fuel supply path.
- the first shut-off valve is opened based on an internal pressure between at least two check valves among the internal pressures of the fuel filling passage.
- the first shut-off valve may be opened based on the internal pressure of the fuel filling passage on the downstream side of at least two check valves.
- the fuel tank system when the fuel is a liquid fuel and the fuel tank is a liquid fuel tank that stores liquid fuel, the fuel tank system further vaporizes from the liquid fuel in the liquid fuel tank.
- the fuel supply path has a supply path that communicates the gaseous fuel tank and the fuel consuming device, and the fuel consuming device may consume gaseous fuel.
- the filling path communicates between the liquid fuel tank and the plurality of gaseous fuel tanks, and the supply path communicates between the plurality of gaseous fuel tanks and the fuel consuming device.
- the accumulation of gaseous fuel between the check valves is suppressed.
- a large amount of gaseous fuel can be stored.
- the first shut-off valve is closed based on the pressure in the supply path.
- the first shut-off valve may be closed based on the pressure of the fuel supply passage or the opening time of the first shut-off valve. Once fuel gas is supplied from the first shut-off valve to the fuel supply path, the pressure in the fuel supply path changes. Also, since the volume of the fuel filling path is usually limited, the supply time of the staying fuel gas is relatively short. In this regard, according to the present invention, the first shut-off valve is appropriately closed based on the pressure change in the fuel supply path and the fuel gas supply time.
- the fuel tank system according to the present invention is provided on the fuel tank side when the second shutoff valve at the fuel tank inlet of the fuel filling passage and the decompression of the fuel filling passage is completed by opening and closing the first shutoff valve.
- a control unit that determines a failure of the second cutoff valve based on an internal pressure between the check valve and the second cutoff valve. If the second shut-off valve is defective, the fuel gas in the fuel tank may leak and flow backward, changing the internal pressure of the fuel filling path. By monitoring this internal pressure value, it is possible to detect a failure of the second shut-off valve.
- the fuel tank system of the present invention is configured so that, when the decompression of the fuel filling passage is completed by opening and closing the first shut-off valve, the fuel filling passage of the fuel filling passage is based on the internal pressure between adjacent or successive check valves.
- the fuel tank system of the present invention can take various preferable modes as follows.
- the at least two check valves include at least one check valve attached to the fuel tank and at least one check valve provided at a position away from the fuel tank. And one check valve. Since at least one check valve is provided attached to the fuel tank, even if the fuel flows back from the fuel tank, the backflow can be prevented or suppressed in the vicinity of the fuel tank.
- the “position removed from the fuel tank” means that the fuel tank is not attached to the fuel tank, for example, a position on the fuel filling path from the filling port.
- At least one check valve attached to the fuel tank is incorporated in a valve assembly connected to the fuel tank base.
- the handling of the check valve can be improved.
- the fuel is a gaseous fuel.
- gaseous fuel is stored in the fuel tank, and gaseous fuel flows in the fuel filling path.
- the fuel tank system includes: a fuel cell that consumes gaseous fuel; and a supply path that communicates the fuel cell and the fuel tank. Therefore, the fuel tank system can be applied to the fuel cell system.
- FIG. 1 is a block diagram of a fuel cell system according to an embodiment equipped with a fuel tank system according to the first embodiment of the present invention.
- FIG. 2 is a flowchart for explaining the fuel tank residual gas utilization processing according to the first embodiment of the present invention.
- FIG. 3 is a block diagram of a fuel cell system according to an embodiment equipped with a fuel tank system according to a second embodiment of the present invention.
- FIG. 4 is a cross-sectional view schematically showing a part of the fuel tank according to the second embodiment of the present invention.
- FIG. 1 is a system block diagram of a fuel cell system to which the fuel tank system of the present invention is applied.
- the fuel cell system 200 is mounted on a moving body such as an automobile, and includes a plurality of filling tanks 11 to 13 as filling means for filling boil-off gas generated from liquid hydrogen as fuel gas.
- the volume of the filling tanks 11 to 13 can be changed according to the amount of the ball off gas.
- the present fuel cell system 200 has a hydrogen gas supply system 1 for supplying hydrogen gas as a fuel gas to the fuel cell stack 100 and an air supply for supplying air as an oxidizing gas.
- System 2 a cooling system 3 for cooling the fuel cell stack 100, a power system 4 for charging / discharging the power generated by the fuel cell stack 100, and a control unit 50 for controlling the entire system. Yes.
- the hydrogen gas supply system 1 is configured around a fuel tank 10 and filling tanks 11 to 13 so as to be able to fill and supply boil-off gas generated from liquid hydrogen as fuel gas.
- the hydrogen gas supply system 1 fills the fuel tank 10 as the liquid fuel tank with liquid hydrogen as the liquid fuel, and supplies the fuel gas (boil-off gas) as the gaseous fuel vaporized from the liquid hydrogen in the fuel tank 10.
- Fill tank 1 1 to 1 3 The hydrogen gas supply system 1 supplies the fuel gas in the filling tanks 11 to 13 to the fuel cell stack 100.
- the fuel gas in the filling tanks 1 1 to 1 3 is stored at a high pressure (for example, 35 MPa), and is gradually reduced by a regulating valve or the like, which will be described later. 1 0 0.
- the fuel tank 10 has a vacuum double structure, and can store liquid hydrogen with a very low boiling point (about 20 K). It also has a pressure-resistant structure that can store the boil-off gas generated from this liquid hydrogen up to a certain high pressure.
- the fuel tank 10 is provided with a relief valve for lowering the internal pressure when the internal pressure becomes considerably high.
- the fuel tank 10 is provided with a level gauge LG for checking the amount of liquid fuel remaining in the liquid phase so that it can be read from the control unit 50, and measures the liquid level position of the liquid fuel. This makes it possible for the control unit 50 to grasp the amount of liquid fuel present as a liquid.
- Each of the filling tanks 11 to 13 has a similar structure, and is configured to be able to fill the boil-off gas from the fuel tank 10 to a certain high pressure. These filling tanks 11 to 13 are also provided with relief valves that lower the internal pressure when the internal pressure reaches a predetermined value or more. The structure of the filling tanks 11 to 13 and the arrangement of the valves will be described later with reference to FIG.
- a fuel filling path 16 is laid from the liquid fuel filling port FI to the fuel tank 10, and a filling pipe 17 is laid from the fuel tank 10 to the inlet side of the filling tanks 1 1 to 1 3 in a structure communicating with each other. ing.
- the outlet side of the filling tanks 11 to 13 is laid with a structure in which first fuel supply passages 18 for supplying the boiler off gas from each tank in common are communicated with each other.
- 1 8 is connected to the second fuel supply path 1 9 (main pipe).
- the fuel filling path 16 is a communication path from the liquid fuel filling port FI to the fuel tank 10 and is used when liquid fuel is filled.
- a check valve RV1, RV2, a manual valve H1, and a shut-off valve L1 are installed in the fuel filling path 16 in order from the liquid fuel filling port FI.
- the liquid fuel filling port FI is filled with liquid hydrogen at a liquid fuel stand, etc.
- a connector (not shown) is also provided so that the supply nozzle of the filler can be connected and communication is possible between the liquid hydrogen filling machine and the control unit 50 of the fuel cell system 20.
- the check valves R V 1 and R V 2 are related to the present invention and have a double structure connected in series. With a check valve, it is possible to prevent liquid hydrogen from flowing backward even if a valve failure such as a seal failure occurs in any of the valves. In addition, the amount of fuel gas staying between the check valves R V 1 and R V 2 can be reduced as much as possible by setting the valve opening pressure described later.
- the pressure sensors p 1 and p 2 are provided to measure the pressure in each section of the fuel filling path 16 divided by the check valves R V 1 and R V 2.
- the manual valve H 1 is a service valve that is manually opened and closed during adjustment and service during manufacture, and is opened at a predetermined opening during normal use.
- the shut-off valve L 1 is composed of an electromagnetic valve that can be opened and closed by the control unit 50, and is controlled to open when liquid fuel is supplied.
- a pressure sensor p 3 for measuring the tank internal pressure, that is, the pressure of the boil-off gas generated by vaporization of liquid hydrogen, and a temperature sensor t for measuring the internal temperature of the boil-off gas 1 is provided.
- the filling pipe 17 (filling path) communicates the fuel tank 10 with each of the filling tanks 11 to 13, and a manual valve H 2 is provided near the outlet of the fuel tank 10.
- check valves RV 3 to RV 5 and manual valves H 3 to H 5 corresponding to each filling tank are provided on the filling tank inlet side after branching to each filling tank 11 to 13 respectively. .
- the check valves RV 3 to RV 5 are configured to automatically open when a predetermined valve opening pressure is reached.
- the manual valves H3 to H5 are service valves that are manually opened and closed during adjustment during service, and are kept open at a predetermined opening during normal use.
- Pressure sensors p4 to p6 for measuring the lu-off gas pressure and temperature sensors t2 to t4 for measuring the internal temperature of each tank are provided.
- the first fuel supply path 18 is for connecting the filling tanks 11 to 13 to the second fuel supply path 19.
- the branch pipes corresponding to the respective filling tanks 1 1 to 1 3 in the first fuel supply path 1 8 include regulating valves R 1 to R 3, manual valves H 6 to H 8, and shut-off valves G 1 to G 3 are associated with each other.
- Regulating valves R1 to R3 regulate the supply pressure from each filling tank 11 to 13 to the first fuel supply path 18 and output boil-off gas at a predetermined differential pressure.
- the manual valves H6 to H8 are service valves that are manually opened and closed during adjustment and service during manufacture, and are kept open at a predetermined opening during normal use.
- Part 1 8a of the first fuel supply channel 1 8 is provided with a shutoff valve L2, and one end of part 1 8a is connected to the downstream side of the two shutoff valves RV1 and RV2.
- A is connected to the fuel filling path 16. That is, the fuel filling path 16 and the first fuel supply path 18 can be bypassed via the cutoff valve L 2 (first cutoff valve). This is because the boil-off gas remaining in the fuel filling path 16 is quickly supplied to the first fuel supply path 18 via the shut-off valve L 2 and consumed by the fuel cell stack 100.
- the shut-off valve L 2 is composed of, for example, an electromagnetic valve, and is controlled to be opened and closed by the control unit 50.
- the “fuel supply path” described in the claims is used in a broad sense, and is a fuel cell that is supplied and consumed from a fuel tank 10 filled with fuel.
- the flow path up to the stack 100 is referred to as a filling pipe 17, a first fuel supply path 18, a part 18 a thereof, and a second fuel supply path 19.
- the “fuel supply path” described in the claims is a “supply” consisting of the first fuel supply path 18 and the second fuel supply path 19 except for part 18a. ”, A“ connecting path ”composed of a part 1 8 a of the first fuel supply path 1 8, and a filling pipe 1 7.
- the “supply path” connects or communicates the filling tanks 11 to 13 which are gaseous fuel tanks and the fuel cell stack 100.
- the “connection path” connects or communicates the “supply path” and the fuel filling path 16.
- the “fuel supply path” described in the claims corresponds to the supply path, the connection path, and the filling pipe 17 in the present embodiment.
- the pressure regulating valves R 4 and R 5 are configured to regulate and output the boil-off gas from the first fuel supply path 18.
- the pressure regulating valves R 4 and R 5 are doubled diaphragms in order to cope with poor sealing.
- Each of the pressure regulating valves R 4 and R 5 is provided with a relief valve in the vicinity thereof for reducing the pressure when the pressure in the pipe exceeds a predetermined level.
- the shut-off valve L 3 is configured to open and close in response to the start and stop of power generation, and to control whether boil-off gas is supplied on the second fuel supply path 19.
- the pressure sensor p 10 is provided so as to be able to measure the internal pressure in the first fuel supply path 18, and the pressure sensor p 11 is provided so as to be able to measure the internal pressure between the pressure regulating valves R 4 and R 5.
- p 1 2 is provided so that the internal pressure of the fuel cell stack 100 can be measured, and the pressure sensor p 13 is provided so that the inlet pressure of the hydrogen pump 15 can be measured.
- the fuel cell stack 100 has a stack structure in which a plurality of power generation structures called single cells are stacked. Each unit cell uses a power generator called MEA (Membrane Electrode Assembly) to flow hydrogen gas (boil-off gas), air, and cooling water. It has a structure sandwiched by a pair of separators provided with a path.
- MEA consists of a polymer electrolyte membrane sandwiched between two electrodes, an anode and a force sword.
- the anode has an anode catalyst layer provided on the porous support layer
- the cathode has a cathode catalyst layer provided on the porous support layer.
- the boil-off gas supplied to the anode of the fuel cell stack 100 is supplied to each single cell via the hold, flows through the fuel gas flow path of the separator, and causes an electrochemical reaction at the anode of the MEA. ing.
- the boil-off gas (hydrogen off-gas) discharged from the fuel cell stack 100 is supplied to the gas-liquid separator 14.
- the gas-liquid separator 14 is configured to remove moisture and other impurities generated by the electrochemical reaction of the fuel cell stack 10 0 0 during normal operation from the hydrogen gas and discharge them to the outside through the shutoff valve L 4 It has been done.
- the hydrogen pump 15 constitutes a circulation path by forcibly circulating the hydrogen off-gas and returning it to the second fuel supply path 19.
- the purge shut-off valve L5 is opened at the time of purge, but is shut off during normal operation and judgment of gas leakage in the pipe.
- the hydrogen off gas purged from the purge shutoff valve L 5 is processed in an exhaust system including a diluter 2 5.
- the air supply system 2 includes an air cleaner 21, a compressor 2 2, a humidifier 23, a gas-liquid separator 24, a diluter 25, and a silencer 26.
- the air cleaner 2 1 purifies outside air and introduces it into the fuel system.
- the compressor 22 changes the amount of air supplied and the air pressure by compressing the introduced air according to the control of the control unit 50.
- the air supplied to the cathode of the fuel cell stack 100 is supplied to each single cell via the manifold, flows through the air flow path of the separator, and is electrochemically operated in the MEA power sword. Causes a reaction.
- Humidifier 2 3 exchanges air off gas and moisture to the compressed air to add appropriate humidity.
- the air supplied to the fuel cell stack 1 0 0 It is supplied to each single cell via the hold, flows through the air flow path of the separator, and causes an electrochemical reaction in the MEA force sword. Excess water is removed from the air off-gas discharged from the fuel cell stack 100 in the gas-liquid separator 24.
- the diluter 25 is configured to mix and dilute the hydrogen off-gas supplied from the purge shut-off valve L 5 with air off-gas, and to equalize it to a concentration at which no oxidation reaction can occur.
- the silencer 26 is configured to be able to discharge with a reduced noise level of the mixed exhaust gas.
- the cooling system 3 includes a radiator 3 1, a fan 3 2, a cooling pump 3 3, a cooling device 3 4, and rotary valves C 1 to C 4.
- the radiator 31 includes a number of pipes, and the diverted coolant is forcibly air-cooled by the fan 32.
- the cooling pump 33 is configured to circulate and supply the coolant into the fuel cell stack 100.
- the coolant that has entered the fuel cell stack 100 is supplied to each single cell via the manifold, flows through the coolant flow path of the separator, and takes heat generated by power generation.
- the cooling device 3 4 includes a capacitor and the like, has a cooling performance that exceeds that of air cooling, and can reduce the temperature of the coolant.
- the cooling system 3 can select any one of the cooling paths 3 5 to 3 7 by switching the rotary valve C 1 or C 2.
- the cooling path 35 is a path for supplying coolant to the cooling pump 33 without air cooling by the radiator 31, and the cooling path 36 is a path for forced air cooling by the radiator 31.
- the cooling path 37 is a circulation path for cooling the filling tanks 11 to 13 of the present invention.
- the rotary valve c 1 switches between the cooling path 3 7 force and the cooling path 3 5 ⁇ 3 6 for the filling tanks 1 1 to 1 3, and the rotary valve C 2 starts from the filling tanks 1 1 to 1 3
- the circulating coolant is switched between the cooling path 3 5 without air cooling or the cooling path 3 6 for cooling with air.
- rotary valves C3 and C4 are provided in the cooling path 37.
- Rotary One valve C 3 is configured to select whether or not to supply coolant to the filling tank 1 1
- the rotary valve C 4 is configured to select whether or not to supply coolant to the filling tank 1 2.
- Cooling path 37 is piped to cool the vicinity of the ball-off gas input / output port (check valve RV 3 to RV 5 and pressure regulating valve R: close to! To 3) in each filling tank 11 to 13 The pressure can be reduced by controlling the temperature of the boil-off gas.
- the rotary valves c 1 and C 2 are controlled so that the coolant circulates in the cooling path 35 when starting up. This is to prevent the cooling liquid from flowing into the radiator 31 and the filling tanks 11 to 13 at the time of start-up, thereby preventing the destruction by the thermal shock caused by the supply of the cooling liquid having a large temperature difference.
- the electric power system 4 includes a DC-DC converter 40, a battery 41, a traction inverter 4 2, a traction motor 4 3, an auxiliary inverter 4 4, a high voltage auxiliary machine 4 5 and the like.
- the fuel cell stack 100 is formed by connecting single cells in series, and a predetermined high voltage (for example, about 500 V) is generated between the anode A and the force sword C.
- DC—DC converter 40 is a battery having a terminal voltage different from the output voltage of fuel cell stack 10 0 0) 4 Bidirectional voltage conversion is performed between battery 1 and battery 4 as an auxiliary power source for fuel cell stack 100 1 can be used, or the battery 41 can be charged with surplus power from the fuel cell stack 100.
- the DC-DC converter 40 can set the terminal voltage corresponding to the control of the control unit 50.
- the battery 41 has battery cells stacked so that a constant high voltage is used as a terminal voltage, and it is possible to charge surplus power or supply auxiliary power under the control of a battery computer (not shown).
- the Traction Inverter 42 converts the direct current into a three-phase alternating current and supplies it to the Traction Motor 43.
- the traction motor 43 is, for example, a three-phase motor, and is a main power source of an automobile on which the fuel cell system 200 is mounted.
- Auxiliary inverter 4 4 This is a direct current to alternating current conversion means for driving the high pressure auxiliary machine 45.
- the high-pressure auxiliary machine 45 is various motors necessary for the operation of the fuel cell system 200, such as the compressor 22, the hydrogen pump 15, the fan 32, and the cooling pump 33.
- the control unit 50 includes a RAM, a ROM, an interface circuit, etc. as a general-purpose converter.
- the control unit 50 sequentially executes software programs stored in the built-in ROM, etc., so that the entire fuel cell system 20 0 including the hydrogen gas supply system 1, the air supply system 2, the cooling system 3, and the power system 4 It is possible to control.
- the valve opening pressure Po2 of the check valve RV 2 provided on the fuel tank 10 side is increased to the filling port FI side. It is characterized by being set smaller than the valve opening pressure Pol of the check valve RV 1 provided (Pol> Po2). With this setting, the check valve RV 2 provided on the downstream side (fuel tank 10 side) has a lower pressure than the check valve RV 1 provided on the upstream side (fill port FI side). To open the valve.
- the control unit 50 measures the pressure p 1 between the check valves RV 1 and RV 2 and the pressure p 2 of the fuel filling path 16 between the check valve RV 2 and the shutoff valve L 1 (S 1)
- the pressure p 1 between the stop valve RV 1 and RV2 is equal to or higher than the specified pressure P j 1 or the pressure p 2 between the check valve RV2 and the shutoff valve L 1 is It is determined whether the pressure is equal to or higher than a predetermined pressure P j 2 (S 2).
- the control unit 50 uses the shutoff valve L 2 for communicating with the first fuel supply path 18.
- shut-off valve L 3 that controls the flow of the second fuel supply path 19 is opened (S 3).
- the fuel gas that has accumulated between the check valves RV 1 _RV 2 and discharged from the check valve RV 2 having a low valve opening pressure to the fuel filling passage 16 further flows into the shutoff valves L 2 and L 3.
- the fuel cell stack 100 is supplied.
- the shutoff valve L 2 corresponds to the “first shutoff valve” recited in the claims.
- shutoff valve L2 is based on the changes in pressure pi and p2, the internal pressure of first fuel supply passage 18 and second fuel supply passage 19 and the opening time of shutoff valve L3. Is judged. That is, when the pressure p 1 between the check valves RV 1 and RV2 is less than the predetermined pressure P j 3 or the pressure p 2 between the check valve RV 2 and the shutoff valve L 1 is less than the predetermined pressure pj 4 Therefore, it is determined that the pressure in the fuel filling path 16 has been sufficiently lowered, and the remaining fuel gas has been supplied to the fuel cell stack 100.
- the internal pressures p 1 1, p 12 and pi 3 in the first fuel supply path 18 and the second fuel supply path 19 are equal to or greater than one of the predetermined values P jll, P jl 2 and P jl 3.
- the internal pressure of the first fuel supply path 18 and the second fuel supply path 19 increases, indicating that the remaining fuel gas is supplied to the fuel cell stack 100.
- the valve opening time of the shutoff valve L 2 is equal to or longer than the predetermined time t 1, a sufficient time for the remaining fuel gas to be discharged from the fuel filling passage 16 having a relatively small capacity. It can be judged that it has passed. Therefore, when either of these is met (S4: YES), the control unit 50 opens the shutoff valve L2 (S5).
- shutoff valve L2 or the shutoff valve L1 Since the process of supplying the remaining fuel gas to the fuel cell stack 100 has already been completed, in such a case, it is considered that the shutoff valve L2 or the shutoff valve L1 has a seal failure. If the pressure is P j 5 or more (S8: YES), turn on the warning lamp etc. indicating the seal failure of shutoff valve L2 or shutoff valve L1 (S9).
- the shutoff valve L 1 corresponds to the “second shutoff valve” described in the claims.
- the pressure p 1 between the check valves RV 1 and RV 2 should be maintained at the valve opening pressure set to the check valve RV2 when these check valves are operating normally. It is. If the pressure p1 becomes smaller than the opening pressure of the check valve RV2, there is a possibility that the air pressure is approaching the external pressure due to the poor seal of the upstream check valve RV1. Therefore, if the pressure p 1 is less than the predetermined pressure P j 7 which is lower than the valve opening pressure set for the check valve RV 2 (S 12: YES), the upstream check valve RV 1 is judged as a seal failure, a warning is given indicating that a malfunction has occurred in the check valve RV 1, and a stop sequence of the fuel cell system 200 is executed if necessary (S13).
- the check valve RV 2 provided on the downstream side opens at a lower pressure than the check valve RV 1 provided on the upstream side.
- the fuel gas can be effectively used by suppressing the retention of fuel gas.
- the shutoff valve L 2 (L 3) is opened when the internal pressure of the fuel filling path 16 rises, so that the fuel gas staying in the fuel filling path 16 is the first
- the fuel is supplied to the fuel cell stack 100 as a fuel consuming device via the fuel supply path 18 and the second fuel supply path 19 and can be effectively consumed.
- the closing of the shutoff valve L2 is controlled based on the pressure change in the first fuel supply passage 18 and the second fuel supply passage 19 and the opening time of the shutoff valve L2. Therefore, the temporary communication state between the fuel filling path 16 and the first fuel supply path 18 can be canceled for the time being regardless of whether or not a valve failure occurs.
- the internal pressure between the check valve R V 2 and the shutoff valve L 1 at the inlet of the fuel tank 10 is monitored. If the shutoff valve L 1 (L 2) is defective, the fuel gas in the fuel tank 10 leaks and flows backward to change the internal pressure of the fuel filling passage 16. According to the present invention, since it is configured to monitor the value of the internal pressure, it is possible to correctly detect the failure of the shutoff valve L1.
- the internal pressure between the continuous check valves RV1 and RV2 is monitored.
- the check valve RV 2 is shut off below the valve opening pressure if the staying fuel gas is discharged, but if the check valve RV 2 is defective, the check valve RV 2 will also be released after the staying fuel gas is released.
- the internal pressure between RV 1 and RV 2 increases. Based on the internal pressure between the check valve R V I and R V 2, it is possible to detect a failure of the check valve R V 2 on the downstream side. (Modification)
- the present invention is not limited to the above-described embodiment, and can be variously modified and applied.
- liquid hydrogen is described as an example of the liquid fuel to be handled.
- the present invention can be similarly applied as long as it includes gas-phase fuel. Noh.
- the liquid fuel may be liquefied natural gas.
- the two check valves R V 1 and R V 2 provided in the fuel-electric charging path 16 have been described, of course, two or more check valves may be provided. If three or more check valves are provided, the opening pressure of each check valve should be set so that it decreases in order from the upstream side (filling port FI side) to the downstream side (fuel tank 10 side).
- the two check valves may be provided in the fuel filling path 16 as in the present embodiment, or may be provided in the vicinity of the fuel tank 10 (for example, a tank base). It may be provided on either side.
- the number of fuel tanks 10 is not limited to one and may be plural.
- a fuel cell system 200 to which the fuel tank system according to the second embodiment of the present invention is applied will be described focusing on the differences from the first embodiment.
- liquid hydrogen is not used, but hydrogen gas is directly filled into the fuel tank 110 to 130 (corresponding to the filling tank of the first embodiment) from the outside, and this filling is performed.
- the hydrogen gas is supplied to the fuel cell stack 200.
- the same parts, devices or systems as those in the first embodiment will be denoted by the same reference numerals as those in the first embodiment, and detailed description thereof will be omitted as appropriate.
- FIG. 3 is a system block diagram of the fuel cell system 200 according to the second embodiment.
- the fuel cell system 200 is mounted on a moving body such as an automobile, for example, and includes a fuel cell stack 100, a hydrogen gas supply system 1, an air supply system 2, a cooling system 3, a power system 4, and a control. Part 50 is provided.
- the hydrogen gas supply system 1 includes a plurality of fuel tanks 110 to 130 as gas fuel tanks that are filled with fuel gas supplied from the outside through the filling port FI.
- the fuel tanks 1 1 0 to 1 3 0 all have a similar structure. Although it has the same structure as the filling tanks 11 to 13 of the embodiment, the arrangement of the valves is different as will be described later.
- the fuel filling path 16 communicates with each other from the fuel filling port FI to the inlet side of the fuel tanks 110 to 130, and is used when fuel gas is filled.
- Fuel tank 1 10 to 1 30 The outlet side of the fuel tank 1 is laid with a structure in which a first fuel supply path 18 for supplying fuel gas from each tank in common is communicated with each other, and the first fuel supply path 1 8 is connected to the second fuel supply path 19 (main pipe).
- the fuel filling port FI has a structure capable of connecting the supply nozzle of the hydrogen gas filling machine with a fuel gas stand or the like.
- check valves RV 1 and RV 2 are provided in order from the fuel filling port F I at positions away from the fuel tanks 110 to 1 30.
- the check valves RV 1 and RV2 are related to the present invention and have a double structure connected in series.
- the check valves RV 1 and RV2 allow the flow of fuel gas from the fuel filling port F I to the fuel tank 110 to 130, and prevent this back flow.
- the amount of fuel gas remaining between the check valves R V 1 and R V 2 can be minimized by setting the valve opening pressure described later.
- the pressure sensors p 1 and p 2 are provided for measuring the pressure in each section of the fuel filling path 16 defined by the check valves RV 1 and RV2.
- the fuel filling path 1 6 has check valves RV 3 to RV5 corresponding to the fuel tanks 1 to 1-30 on the fuel tank inlet side after branching for the fuel tanks 1 to 1 to 30, and manually. Valves H3 to H5 are provided respectively. Check valve RV3 ⁇ RV
- the control valves R 1 to R 3, manual valves H 6 to H 8, and shut-off valves G 1 to G 3 correspond to the branch pipes corresponding to the fuel tanks 1 10 to 1 30, respectively. It is attached.
- the regulating valves R1 to R3 depressurize the fuel gas.
- the shut-off valves G 1 to G 3 are composed of, for example, solenoid valves, and are controlled to be opened and closed by the control unit 50.
- the fuel tank 110 includes a container main body 3 10 including a liner 301 and an outer shell 302, and a base 320 attached to one end of the container main body 2 in the longitudinal direction.
- the container body 310 is configured to be capable of storing high-pressure fuel gas, for example, 35 MPa or 70 MPa hydrogen gas. If the fuel gas is compressed natural gas (CNG gas), the container body 310 stores, for example, 2 OMPa of CNG gas.
- the container body 310 is formed by insert-molding a base 320 at the center of its hemispherical end wall.
- a female thread 322 is formed on the inner peripheral surface of the opening of the base 320, and a valve assembly 340 is screwed and connected thereto.
- the valve assembly 340 is a module in which piping elements such as valves and fittings, various gas sensors, and the like are integrated into the housing 350 in addition to the gas passage.
- the valve assembly 10 is provided so as to extend inside and outside the fuel tank 110.
- a male screw that is screwed into the female screw 322 is formed on the outer peripheral surface of the neck portion of the housing 350.
- the housing 350 and the base 320 are hermetically sealed by a plurality of seal members (not shown).
- a part of the flow path 16 c of the fuel filling path 16, a part of the first fuel supply path 18, a flow path 18 c, and a relief path 351 are formed inside the housing 350. It is.
- the flow path 16 c communicates the inside of the container body 3 10 and the fuel filling port FI via the external pipe 16 d of the fuel filling path 16.
- the check valve RV3, the manual valve H3, and the pressure sensor P4 are provided in the flow path 16c.
- a plurality of check valves RV 3 are provided in the flow path 16 c, and a plurality of check valves are provided in the fuel tank 1 10. You can attach it.
- the flow path 18 c communicates the inside of the container main body 3 10 and the second fuel supply path 19 through the external pipe 18 d of the first fuel supply path 18.
- the flow path 18 c is provided with the shut-off valve Gl, the manual valve H6, and the adjusting valve R1.
- the relief flow path 351 is provided with a relief valve 360 that lowers the internal pressure when the internal pressure of the fuel tank 110 reaches a predetermined value or more.
- the arrangement (upstream / downstream) of the shutoff valve G1 and the regulating valve R1 may be reversed.
- the configuration after the second fuel supply path 19 is the same as that of the first embodiment.
- the gas-liquid separator 14 and the shut-off valve L 4 pass through the pressure regulating valves R 4 and R 5, the shut-off valve L 3, and the flow path in the fuel cell stack 100.
- a hydrogen pump 15 and a purge shutoff valve L5 are provided.
- the fuel gas in the fuel tanks 1 10 to 1 30 is depressurized stepwise by the pressure regulating valves R 1, R 4, and R 5 and supplied to the fuel cell stack 100 at a pressure state of approximately IMpa. Further, pressure sensors p 11 to P 13 are provided in the second fuel supply path 19.
- the air supply system 2 includes an air cleaner 21, a compressor 22, a humidifier 23, a gas-liquid separator 24, a diluter 25, and a silencer 26.
- the cooling system 3 includes a radiator 3 1, a fan 32, a cooling pump 33, and a rotary valve C 2.
- the cooling system 2 may include a cooling device 34, cooling paths 35 to 37, and rotary valves C1, C3, and C4.
- the electric power system 4 includes a DC-DC converter 40, a battery 41, a traction inverter 42, a traction motor 43, an auxiliary inverter 44, a high voltage auxiliary machine 45, and the like.
- the control unit 50 includes a RAM, a ROM, an interface circuit, and the like as a general-purpose converter.
- the control unit 50 mainly executes hydrogen software by sequentially executing software programs stored in the built-in ROM or the like.
- the entire fuel cell system 200 including the supply system 1, the air supply system 2, the cooling system 3, and the power system 4 can be controlled.
- the valve opening pressure Po2 of the check valve RV2 provided on the fuel tank 1 10 to 130 side is the filling port FI. It is characterized by being set smaller than the valve opening pressure Pol of the check valve RV1 provided on the side (Pol> Po2). With this setting, the downstream check valve RV 2 opens at a lower pressure than the upstream check valve RV 1.
- the upstream check valve RV 1 is closed first, and the fuel gas remaining between the check valves R VI and RV 2 is removed. It is discharged to the downstream fuel filling passage 16 via the non-closed downstream check valve RV 2. For this reason, it is possible to suppress the fuel gas from staying between the check valves RV 1 and RV2.
- valve opening pressures Po3 to Po5 of the check valves RV3 to RV 5 are as follows:
- the valve opening pressure of 2 is set smaller than Po2.
- the multiple fuel filling passages 16 are provided. Since the number of check valves are sequentially closed from the upstream side, the fuel gas can be prevented from staying between the check valves and the fuel gas can be used effectively. Industrial applicability
- the present invention described above is applicable not only to vehicles such as vehicles, ships, and aircraft equipped with the fuel cell system 200, but also to the fuel cell system 200 placed in a closed space such as a building or a house. I can do it. In other words, any system that can be used while refilling with fuel gas can be used.
- the fuel cell system 200 has been described as an example of a system to which the fuel tank system is applied.
- the fuel tank system may include another fuel consuming device different from the fuel cell stack 100.
- the other fuel consuming device may be a hydrogen engine (internal combustion engine) that consumes hydrogen gas vaporized by liquid hydrogen, or a natural gas engine that consumes natural gas vaporized by liquefied natural gas. May be.
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- Chemical Kinetics & Catalysis (AREA)
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Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112006000247T DE112006000247B4 (de) | 2005-01-26 | 2006-01-26 | Brennstofftank-System |
US11/794,293 US20080110514A1 (en) | 2005-01-26 | 2006-01-26 | Fuel Tank System |
JP2007500658A JP4716046B2 (ja) | 2005-01-26 | 2006-01-26 | 燃料タンクシステム |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2005-017821 | 2005-01-26 | ||
JP2005017821 | 2005-01-26 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006080551A1 true WO2006080551A1 (ja) | 2006-08-03 |
Family
ID=36740563
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2006/301706 WO2006080551A1 (ja) | 2005-01-26 | 2006-01-26 | 燃料タンクシステム |
Country Status (6)
Country | Link |
---|---|
US (1) | US20080110514A1 (ja) |
JP (1) | JP4716046B2 (ja) |
KR (1) | KR100900037B1 (ja) |
CN (1) | CN100526702C (ja) |
DE (1) | DE112006000247B4 (ja) |
WO (1) | WO2006080551A1 (ja) |
Cited By (4)
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US7897287B2 (en) * | 2006-10-26 | 2011-03-01 | Toyota Jidosha Kabushiki Kaisha | Fuel cell vehicle including reaction-off gas discharge system |
US8844662B2 (en) | 2009-07-21 | 2014-09-30 | Toyota Jidosha Kabushiki Kaisha | Fuel system and vehicle |
RU2540031C2 (ru) * | 2009-06-30 | 2015-01-27 | Дженерал Электрик Компани | Компонент системы газификации |
JP2019145526A (ja) * | 2019-05-23 | 2019-08-29 | トヨタ自動車株式会社 | 燃料ガス貯蔵供給システム |
Families Citing this family (14)
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DE102008031343A1 (de) * | 2008-07-02 | 2010-01-07 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Überwachen eines Boil-Off-Ventils eines Kryotanks eines Kraftfahrzeugs |
DE102009046836B4 (de) * | 2009-11-18 | 2024-05-23 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Hochdrucktankvorrichtung insbesondere eines Kraftfahrzeugs |
CA2812257A1 (en) * | 2010-09-30 | 2012-04-05 | General Electric Company | Aircraft fuel cell system |
JP5427158B2 (ja) * | 2010-10-19 | 2014-02-26 | 川崎重工業株式会社 | 燃料ガス供給充填システム |
US8950195B2 (en) * | 2010-12-18 | 2015-02-10 | The Boeing Company | Continuous flow thermodynamic pump |
JP5785835B2 (ja) * | 2011-09-16 | 2015-09-30 | 川崎重工業株式会社 | 燃料タンク用バルブ |
EP2600453A1 (de) * | 2011-12-01 | 2013-06-05 | Siemens Aktiengesellschaft | Brennstoffzellenblock |
US20140130938A1 (en) * | 2012-11-15 | 2014-05-15 | Michael J. Luparello | Natural gas home fast fill refueling station |
CN104373811A (zh) * | 2013-08-14 | 2015-02-25 | 上海聚鼎半导体设备有限公司 | 同性气体的输送*** |
US10072342B2 (en) * | 2013-08-28 | 2018-09-11 | Nuvera Fuel Cells, LLC | Integrated electrochemical compressor and cascade storage method and system |
US10960757B2 (en) | 2016-05-30 | 2021-03-30 | Carrier Corporation | Single point filling for an independent refrigeration unit driven by a separate engine |
DE102020209203A1 (de) | 2020-07-22 | 2022-01-27 | Robert Bosch Gesellschaft mit beschränkter Haftung | Gasversorgungssystem und Verfahren zum Bereitstellen eines Gases |
DE102022209693A1 (de) | 2022-09-15 | 2024-03-21 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren und System zum Detektieren einer Fehlfunktion in einem Brennstoffzellensystem |
DE102022211332A1 (de) | 2022-10-26 | 2024-05-02 | Stellantis Auto Sas | Fluidspeichersystem für ein Brennstoffzellensystem sowie Verfahren zum Betreiben eines derartigen Fluidspeichersystems |
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- 2006-01-26 DE DE112006000247T patent/DE112006000247B4/de not_active Expired - Fee Related
- 2006-01-26 WO PCT/JP2006/301706 patent/WO2006080551A1/ja active Application Filing
- 2006-01-26 KR KR1020077017154A patent/KR100900037B1/ko not_active IP Right Cessation
- 2006-01-26 CN CNB2006800018117A patent/CN100526702C/zh not_active Expired - Fee Related
- 2006-01-26 JP JP2007500658A patent/JP4716046B2/ja not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
DE112006000247B4 (de) | 2010-09-02 |
KR100900037B1 (ko) | 2009-06-01 |
CN101099064A (zh) | 2008-01-02 |
DE112006000247T5 (de) | 2008-03-13 |
KR20070091363A (ko) | 2007-09-10 |
CN100526702C (zh) | 2009-08-12 |
JP4716046B2 (ja) | 2011-07-06 |
JPWO2006080551A1 (ja) | 2008-06-26 |
US20080110514A1 (en) | 2008-05-15 |
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