EP4093630A1 - Véhicule utilitaire ayant un dispositif de pile à combustible - Google Patents

Véhicule utilitaire ayant un dispositif de pile à combustible

Info

Publication number
EP4093630A1
EP4093630A1 EP21701270.7A EP21701270A EP4093630A1 EP 4093630 A1 EP4093630 A1 EP 4093630A1 EP 21701270 A EP21701270 A EP 21701270A EP 4093630 A1 EP4093630 A1 EP 4093630A1
Authority
EP
European Patent Office
Prior art keywords
fuel cell
commercial vehicle
electrical energy
cell device
trailer
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.)
Pending
Application number
EP21701270.7A
Other languages
German (de)
English (en)
Inventor
Roman Haas
Norbert Burger
Jochen Butscher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP4093630A1 publication Critical patent/EP4093630A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/006—Supplying electric power to auxiliary equipment of vehicles to power outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/71—Arrangement of fuel cells within vehicles specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/28—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a utility vehicle, preferably a truck, with a fuel cell device.
  • DE 10 2016 224 484 A1 discloses an electric vehicle with a traction battery and a range extender.
  • the range extender is designed in such a way that waste heat from the range extender contributes to the heating of the vehicle interior and / or the traction battery.
  • the range extender can include fuel cells.
  • a fuel cell vehicle in which the fuel cell stack is used as a range extender, so to increase the range of the vehicle that can be achieved with the battery or traction battery in the electric Fährbe. It is described that the waste heat from a fuel cell can be used in winter to heat the interior of the vehicle. The heat is also available to control the temperature of the traction battery in the vehicle.
  • the known prior art is primarily dedicated to the integration of a fuel cell in a passenger vehicle. Integration into a commercial vehicle, such as B. a truck with a body or trailer, however, can have alternative or additional requirements.
  • Battery-powered commercial vehicles only use electrical energy storage devices to store the necessary drive energy. As a result, however, they are influenced by the long charging times during operation or forced to standstill for longer. If the commercial vehicle is now expanded to include a body or trailer that requires electrical energy, the energy available for propulsion is significantly reduced. In conventional vehicles, the additional energy supply can be implemented by means of a mechanical power take-off.
  • the invention is based on the object of creating an alternative and / or improved technology for a utility vehicle with a fuel cell device.
  • One aspect of the present disclosure relates to a (e.g. battery-electric or hybrid) utility vehicle, preferably a truck.
  • the utility vehicle has a (z. B. detachable or exchangeable) body or a trailer (z. B. semitrailer or semitrailer) with (at least) one (z. B. electrical and / or thermal) consumer.
  • the commercial vehicle has a fuel cell device which is designed to be switched on as a range extender of the commercial vehicle and / or to supply the consumer with electrical energy and / or waste heat (e.g. through needs-based switching or continuous operation).
  • the fuel cell device can thus preferably be used both as a range extender and as a type of multifunctional power take-off of the utility vehicle, with which a consumer of the body or trailer can be supplied with heat and / or electrical energy.
  • This enables, for example, the elimination of a mechanical power take-off on the drive train of the commercial vehicle.
  • a separate energy supply unit e.g. diesel unit
  • the fuel cell device is designed to be operated when the utility vehicle is parked (for example separately or independently). Even with z. B. longer downtimes, e.g. B. Parking due to legally prescribed rest periods for the driver, the consumer of the body or the trailer can be supplied with waste heat and / or electrical energy. Here, in turn, the traction batteries are not discharged and thus the electric range of the commercial vehicle is not impaired. It is possible that the operation of the consumer is necessary when parking the commercial vehicle or is even only possible at all when parking the commercial vehicle.
  • the fuel cell device is designed to charge a traction battery of the utility vehicle with electrical energy and / or to regulate the temperature with heat.
  • the temperature control can make it possible to dispense with separate high-voltage heaters for the traction battery, which saves costs, weight and installation space.
  • the traction battery of the commercial vehicle can be charged with electrical energy in order to increase the electrical range of the commercial vehicle.
  • the fuel cell device is designed to supply a driver's cab heater and / or at least one auxiliary unit (e.g. pump, compressor, motor, actuator) of the utility vehicle with waste heat and / or electrical energy.
  • the fuel cell device is designed to control the temperature of the traction battery with waste heat when the utility vehicle is parked, to supply the driver's cab heating with waste heat, to supply the consumer with waste heat and / or to supply the auxiliary unit with waste heat.
  • the traction battery can be charged with electrical energy
  • the consumer can be supplied with electrical energy
  • the cab heater can be supplied with electrical energy and / or the auxiliary unit can be supplied with electrical energy.
  • the traction battery can be charged and / or the consumer can be supplied with electrical energy and, at the same time, the driver's cab can be heated with the waste heat.
  • the fuel cell device is designed to control the temperature of the traction battery with waste heat when driving the commercial vehicle, to supply the cab heating with waste heat, to supply the consumer with waste heat and / or to supply the auxiliary unit with waste heat and at the same time the traction battery with electrical To load energy, to supply the consumer with electrical energy, to supply the cab heating with electrical energy and / or to supply the auxiliary unit with electrical energy.
  • the fuel cell device can thus also be used advantageously while the utility vehicle is being driven.
  • the utility vehicle has a control unit that is designed to activate, deactivate and / or operate the fuel cell device (e.g. for the electrical and / or thermal supply of the consumer, the traction battery, the cab heater and / or the at least one auxiliary unit), preferably automatically, to control.
  • the control can be on a planned route of the commercial vehicle, a planned (e.g. legally prescribed) driving time, rest time and / or break time of a driver of the commercial vehicle, preferably provided by a (e.g. digital) tachograph, a current and / or planned loading of the commercial vehicle, preferably the body or trailer, and / or a current and / or forecast climate (e.g.
  • control unit can preferably refer to electronics (e.g. with microprocessors and data storage) and / or mechanical control which, depending on the training, can take on control tasks and / or regulation tasks. Even if the term “control” is used here, it can also expediently include “control” or “control with feedback”.
  • the utility vehicle also has a body / trailer interface which can be supplied with electrical energy and / or waste heat from the fuel cell device and to which the consumer is connected.
  • the body / trailer interface can be provided by the commercial vehicle manufacturer especially for the body manufacturer or trailer manufacturer who can use the body / trailer interface as a power take-off to supply the consumer of the body or trailer.
  • the body / trailer interface is a standardized interface to which a large number of different bodies or trailers for the utility vehicle can be connected, preferably detachably.
  • the consumer is detachably connected to the body / trailer interface, preferably plugged in and / or screwed on.
  • the body / trailer interface is arranged in an area (e.g., rear wall) of a driver's cab of the utility vehicle, preferably at the rear.
  • a connection to the body or trailer can be made easier.
  • the body / trailer interface has an electrical interface for supplying the consumer with electrical energy.
  • the body / trailer interface has a fluid interface for supplying the consumer with waste heat, the fluid interface preferably being in fluid connection and / or in thermal coupling with cooling of the fuel cell device.
  • the utility vehicle also has a lead frame, the fuel cell device being arranged within the lead frame, preferably directly below a driver's cab of the utility vehicle. This preferably results in a protected arrangement of the fuel cell device between the two longitudinal members of the lead frame.
  • the fuel cell device has a fuel cell stack and a fuel tank, the fuel tank being arranged within the lead frame and / or behind the fuel cell stack with regard to a forward direction of travel of the commercial vehicle. This preferably also results in a protected arrangement of the fuel tank between the two longitudinal members of the lead frame.
  • the utility vehicle has several traction batteries.
  • the fuel cell device can have essentially the same dimensions and / of the connection points as each of the multiple traction batteries, so that the fuel cell device and the multiple traction batteries can be arranged interchangeably.
  • a number and / or an arrangement of the fuel cell device (s) and the traction battery can thus be adapted in a simple manner.
  • the fuel cell device is designed as a preassembled and / or independently testable module that has a cooling fluid interface, an electrical interface (e.g. high-voltage connection) and / or a control interface.
  • the functionality of the fuel cell device can thus be checked via the interfaces before it is installed on the utility vehicle, and installation can be carried out quickly and easily.
  • the fuel cell device is designed as a reversible fuel cell device for producing hydrogen during recuperation when braking the commercial vehicle, preferably during a switchable continuous braking mode of the commercial vehicle. This makes it possible, for example, to dispense with additional cooled braking resistors during continuous braking.
  • the fuel cell device has a polymer electrolyte fuel cell (PEMFC - polymer electrolyte fuel cell), a direct methanol fuel cell (DMFC - direct methanol fuel cell) and / or a reformer methanol fuel cell (RMFC - reforming methanol fule cell).
  • PEMFC polymer electrolyte fuel cell
  • DMFC direct methanol fuel cell
  • RMFC reformer methanol fuel cell
  • the structure is supported on a frame (z. B. ladder frame) of the utility vehicle and / or is arranged behind a driver's cab of the utility vehicle.
  • the structure is a tank structure (e.g. milk tank structure, fuel tank structure, concrete mixer structure), an emergency vehicle structure (e.g. fire brigade structure, military structure, police structure, technical aid structure), a cleaning structure (e.g. flushing vehicle structure , Suction vehicle body), a loading body (e.g. rear loading body, side loading body), a cooling body or a heating body.
  • the trailer has a tank, a loading area, a loading space, a cooling unit, a heating unit and / or a pump.
  • the trailer is a semi-trailer.
  • the utility vehicle is a trailer truck or an articulated truck.
  • the consumer has an electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) and / or a heat exchanger.
  • an electrically driven machine e.g. electric motor, pump, compressor, working cylinder, actuator
  • the consumer has an electrical energy store.
  • the electrical energy store can preferably be charged by the fuel cell device, preferably when the trailer or semitrailer is coupled to the rest of the utility vehicle. This advantageously makes it possible for electrical energy to be available in the trailer or body when it is decoupled from the rest of the utility vehicle and for an electrically driven machine of the trailer or body to be supplied with electrical energy from the electrical energy store of the trailer or body.
  • a decoupled refrigerated superstructure or refrigerated trailer can maintain electrically driven cooling in the decoupled state.
  • the trailer has an electrically drivable axle (for example rigid or steerable) which can be operated with electrical energy from the electrical energy storage device of the consumer.
  • the electrically drivable axle can be operated with electrical energy from the electrical energy store in the uncoupled state of the trailer from a tractor of the utility vehicle. It is also possible for the electrically drivable axle to charge the electrical energy store during ferry operation through recuperation.
  • the trailer can thus be driven independently of the tractor, for example. In a depot to move, z. B. completely self-sufficient or coupled to a driverless transport vehicle for steering.
  • the consumer also has a heat exchanger for controlling the temperature of the electrical energy store.
  • the consumer also has an electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) that can be operated with electrical energy from the electrical energy store of the consumer, preferably when the trailer is disconnected or Structure of the utility vehicle.
  • an electrically driven machine e.g. electric motor, pump, compressor, working cylinder, actuator
  • the electrical energy store can be charged externally (from the commercial vehicle) by means of an electrical charging connection, the electrical charging connection preferably being arranged on the commercial vehicle separately from the trailer or body (e.g. on a tractor, a driver's cab and / or a vehicle frame of the commercial vehicle).
  • the electrical charging connection preferably being arranged on the commercial vehicle separately from the trailer or body (e.g. on a tractor, a driver's cab and / or a vehicle frame of the commercial vehicle).
  • the trailer or body it is also possible for the trailer or body to have its own electrical charging connection (e.g. with an on-board charger) for external charging of the electrical energy store.
  • FIG. 1 shows a schematic side view of an exemplary utility vehicle with a fuel cell device and a structure
  • FIG. 2 shows a schematic view of an exemplary frame of a utility vehicle with a fuel cell device
  • FIG. 3 shows a schematic side view of an exemplary utility vehicle with a fuel cell device and a trailer.
  • FIG. 1 shows a utility vehicle 10.
  • the utility vehicle 10 is preferably designed as a truck.
  • the utility vehicle 10 has a fuel cell device 12 and a control unit 14.
  • the fuel cell device 12 is designed to consist of a fuel, e.g. B. hydrogen or methanol to generate electrical energy. In operation, the fuel cell device 12 also produces waste heat.
  • a fuel e.g. B. hydrogen or methanol
  • the fuel cell device 12 can, for example, have a polymer electrolyte fuel cell (PEMFC - polymer electrolyte fuel cell), a direct methanol fuel cell (DMFC - direct methanol fuel cell) and / or a reformer methanol fuel cell (RMFC - reforming methanol fule cell).
  • PEMFC polymer electrolyte fuel cell
  • DMFC direct methanol fuel cell
  • RMFC - reformer methanol fuel cell a reformer methanol fuel cell
  • the fuel cell device 12 can on the one hand provide electrical energy. On the other hand, the fuel cell device 12 can make available waste heat which arises when generating the electrical energy and which can also be used. To use the waste heat from the fuel cell device 12, a fluid connection and / or a thermal coupling to the cooling circuit of the fuel cell device 12 can be provided, for example.
  • the fuel cell device 12 can be used in a variety of ways, as explained below with reference to examples which can be combined with one another and which - if desired - can also be used individually.
  • the fuel cell device 12 can be used as a range extender of the commercial vehicle 10.
  • the fuel cell device 12 can be switched on as a range extender, if desired.
  • the connection can be controlled by the control unit 14.
  • the fuel cell device 12 can, for example, charge at least one traction battery 16 of the utility vehicle 10 with electrical energy. In this way, an electrical range of the commercial vehicle 10 can be increased.
  • the fuel cell device 12 can be used to control the temperature of the traction battery 16.
  • the traction battery 16 is supplied with waste heat from the fuel cell device 12.
  • a temperature control circuit of the traction battery 16 can be coupled to a cooling circuit of the fuel cell device 12, e.g. B. by means of Winnipegübertra ger.
  • the fuel cell device 12 can supply at least one auxiliary unit 18 of the utility vehicle 10 with electrical energy and / or waste heat.
  • the at least one auxiliary unit 18 can, for example, have a driver's cab heater of the commercial vehicle 10, which can be supplied with electrical energy and / or with waste heat.
  • the driver's cab heater can use the waste heat from the fuel cell device 12 to heat a driver's cab 26 of the utility vehicle 10.
  • the cab heater can have an electrical heating unit that can be supplied with electrical energy from the fuel cell device 12 in order to heat the cab 26.
  • the auxiliary unit 18 can, however, also have other devices such as a pump, a motor, a compressor, an actuator, a heat exchanger and / or a socket, etc.
  • the fuel cell device 12 can supply at least one consumer 20 of a body 22 of the utility vehicle 10 with electrical energy and / or waste heat.
  • the fuel cell device 12 can preferably provide the energy required to operate the structure 22 or the consumer 20 by hydrolysis. The electrical range of the commercial vehicle 10 is therefore not influenced.
  • the fuel cell device 12 can also be used as a thermal power take-off.
  • the waste heat from the fuel cell device 12 can, for example, supply a heating system of the structure 22 with heat.
  • the structure 22 is supported on a ladder frame 24 of the commercial vehicle 10.
  • the structure 22 is arranged behind the driver's cab 26 of the commercial vehicle 10 with respect to a forward direction of travel of the commercial vehicle 10.
  • the body 22 can be manufactured by a so-called body builder or body manufacturer.
  • the body 22 is placed on the lead frame 24 by the specialized body manufacturer.
  • the structure 22 can be a tank structure (e.g. milk tank structure, fuel tank structure, concrete mixer structure), a deployment vehicle structure (e.g. fire service structure, military structure, police structure, technical aid structure), a cleaning structure (e.g. flushing vehicle structure, suction vehicle structure ), a loading structure (e.g.
  • the structure 22 can have at least one electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) and / or a heat exchanger as the at least one consumer 20.
  • electrically driven machine e.g. electric motor, pump, compressor, working cylinder, actuator
  • the consumer 20 of the body 22 can be ruled out to a body (s) / trailer interface 28, 30 of the utility vehicle 10 for the supply of waste heat and / or electrical energy. ok
  • the interface 28, 30 can be standardized in order to enable the connection of a large number of different structures.
  • the interface 28, 30 can have an electrical interface 28 and / or a fluid interface 30. Electrical energy can be transmitted from the fuel cell device 12 to the consumer 20 via the electrical interface 28. A fluid heated directly or indirectly by the fuel cell device 12 can be transmitted to the consumer 20 via the fluid interface 30.
  • the fluid can originate, for example, directly from a cooling circuit of the fuel cell device 12 or be coupled to the cooling circuit of the fuel cell device 12 via a heat exchanger.
  • the consumer 20 can be detachably connected to the interface 28, 30, e.g. B. by means of a screw connection and / or a plug connection.
  • the electrical interface 28 can, for example, be a plug-socket interface.
  • the fluid interface 30 can be, for example, a pipe flange interface.
  • the interface 28, 30 can preferably be arranged in the area of the driver's cab 26 of the utility vehicle 10.
  • the interface 28, 30 can be arranged in a rear region of the cab 26, e.g. B. on a rear wall of the driver's cab 26.
  • the fuel cell device 12 it is possible for the fuel cell device 12 to be operated when the utility vehicle 10 is parked, the drive device (e.g. electric drive unit (s), internal combustion engine, etc.) of the utility vehicle 10 being deactivated.
  • the drive device e.g. electric drive unit (s), internal combustion engine, etc.
  • the consumer 20, the auxiliary unit 18 and / or the traction battery 16 can thus be supplied with electrical energy and / or waste heat from the fuel cell device 12 when the utility vehicle 10 is parked, depending on the requirement.
  • the traction battery 16 can be charged with electrical energy from the fuel cell device 12.
  • the electrical range of the commercial vehicle 10 can thus be increased without the traction battery 16 having to be charged externally.
  • the auxiliary unit 18, the consumer 20 and / or the traction battery 16 can be supplied with the resulting waste heat from the fuel cell device 12.
  • the consumer 20 can be supplied with electrical energy.
  • the traction battery 16, the auxiliary unit 18 and / or the consumer 20 can in turn be supplied with the waste heat from the fuel cell device 12.
  • the fuel cell device 12 can be operated accordingly by the control unit 14 depending on the instantaneous requirement. It is also possible for the fuel cell device 12 to be operated while the utility vehicle 10 is being driven, e.g. B. as described above.
  • the operation of the fuel cell device 12 can be controlled accordingly by the control unit 14.
  • the control unit 14 can activate and deactivate the fuel cell device 12 as desired. It is possible that the control unit 14 z. B. a circuit to and shutdown of the fuel cell device 12 controls automatically to generate electrical energy and waste heat as desired.
  • the overall efficiency of the utility vehicle 10 can thus be increased.
  • the connection can be dependent on different parameters which can be combined with one another and which can only be used individually if desired.
  • the connection can be dependent on a planned route of the commercial vehicle 10.
  • Information on the upcoming route can be, for. B. be provided by a navigation system of the utility vehicle.
  • the information can have charging station positions, tank station positions, route lengths, inclines, inclines, traffic data and / or traffic rules, etc. If the electrical range of the traction battery 16 is not or no longer sufficient for the planned route, or if there are insufficient charging options, the fuel cell device 12 can be activated in the background as a range extender. If, on the other hand, the electric range is sufficient and the commercial vehicle 10 can then be charged, for example, it is not necessary to be connected as a range extender.
  • connection can be dependent on a planned (z. B. legally prescribed) driving time, rest time and / or break time of the driver of the commercial vehicle 10. Information about these times can be provided by a digital tachograph (tachograph) of the utility vehicle 10. Using the information, the control unit 14 can estimate when the utility vehicle 10 will make a stop and how long this stop will last at least. During the stop, for example, it may be necessary to supply the consumer 20 or the auxiliary unit 18 with waste heat and / or electrical energy from the fuel cell device 12 without the electrical range of the utility vehicle being impaired, i.e. the traction battery 16 being discharged.
  • control unit 14 determines that the activation of the fuel cell device 12 z. B. to extend the range only takes place when the utility vehicle 10 is parked, and waste heat from the fuel cell device 12 can be used, for example, to heat the driver's cab 26 and / or to control the temperature of the traction battery (s) 16, z. B. in winter.
  • waste heat from the fuel cell device 12 can be used, for example, to heat the driver's cab 26 and / or to control the temperature of the traction battery (s) 16, z. B. in winter.
  • an outside thermometer of the commercial vehicle 10 or a received temperature forecast can be used to recognize that it will be necessary to heat the driver's cab 26 when the vehicle is at a standstill.
  • the control unit 14 can recognize the imminent parking, for example, from information relating to the current or planned driving time, rest time and / or break time and / or depending on the planned route (e.g. planned stopovers for loading, unloading, etc.).
  • the connection can be dependent on a current and / or planned loading of the utility vehicle 10, preferably the body 22 (for example up to 40 t or empty).
  • a changing energy consumption for driving the commercial vehicle 10 and / or a changing energy consumption of the consumer 20 e.g. only cooling necessary when loaded
  • Information regarding the planned loading of the utility vehicle 10 can be, for. B. entered via a user interface of the utility vehicle 10 and / or received by means of a communication interface of the utility vehicle 10, z. B. from a control center.
  • Information regarding a current load of the utility vehicle 10 can be, for. B. detected by load sensors, estimated by an acceleration-based mass estimator, input via a user interface and / or received by means of a communication interface.
  • connection can be dependent on a current and / or forecast climate (transnational) on a planned route of the commercial vehicle 10.
  • a current and / or forecast climate national
  • an energy consumption of the cab heater and / or of the consumer 20 can be taken into account or forecast, e.g. B. depending on an outside temperature along the planned route.
  • the fuel cell device 12 is preferably designed as a preassembled and independently testable module.
  • the module can, for example, have a cooling fluid interface, an electrical interface (for example high-voltage connection) and / or a control interface.
  • the module can be checked for functionality outside of the utility vehicle 10 before it is installed on the utility vehicle 10 via the interfaces.
  • the assembly on the commercial vehicle 10 can be done quickly and easily thanks to the modular design. In addition to the attachment, only the interfaces need to be connected to the appropriate lines on the commercial vehicle.
  • the module can e.g. B. also have a fuel tank.
  • the fuel cell device 12 is designed as a reversible fuel cell device for producing hydrogen during recuperation when braking the commercial vehicle 10, preferably during a switchable continuous braking mode of the commercial vehicle 10.
  • a continuous braking mode of the commercial vehicle 10 can be activated manually or automatically when the commercial vehicle 10 is a z. B. longer slope be driving.
  • the reversible fuel cell device is designed to generate hydrogen from excess electricity (electrolysis). Since when braking in commercial vehicles very high braking power, z. B. downhill, the fuel cell device 12 can be used to recuperate the excess electrical energy in the form of hydrogen. This means that, for example, cooled braking resistors can be dispensed with.
  • FIG. 2 shows an exemplary integration of the fuel cell device 12 into a utility vehicle 10.
  • the fuel cell device 12 can preferably be arranged below the driver's cab 26.
  • the fuel cell device 12 can be arranged in a protected manner between two longitudinal members of the conductor frame 24.
  • the fuel cell device 12 may include a fuel cell stack 12A and a fuel tank 12B.
  • the fuel tank 12B has a tank neck 32, via which the fuel tank 12B can be filled with fuel externally.
  • the fuel tank 12B can be arranged within the lead frame 24 behind the fuel cell stack 12A with respect to the forward direction of travel of the utility vehicle 10.
  • the fuel tank 12B may be a pressure tank, e.g. B. for storing z. B. 5-10 kg of hydrogen at 350 bar or more (e.g. up to 700 bar).
  • the fuel cell stack 12A can, for example, have an output of approximately 60 kW.
  • the fuel tank 12B can be connected to the fuel cell stack 12A via at least one line. If the fuel cell device 12 is designed as a reversible fuel cell device 12, a compressor (not shown) can additionally be included. The compressor can compress the hydrogen generated by the fuel cell device 12 and convey it to the fuel tank 12B. Cooling of the fuel cell device 12 can be connected to a cooling / heating circuit 34 which can have a cooler 36. The cooler 36 can be arranged on the front of the utility vehicle 10 for cooling by means of the airflow. The cooling circuit 34 and / or the cooler 36 can preferably be taken over from a conventional truck with an internal combustion engine without significant modifications (so-called “carry-over parts”).
  • the utility vehicle 10 can have multiple traction batteries 16, e.g. B. in the form of high-voltage batteries, each with its own battery management system.
  • the traction batteries 16 can be arranged, for example, on the outer sides of the lead frame 24 and / or between the longitudinal members of the lead frame 24.
  • the traction batteries 16 can each have a capacity of 100 kWh, for example.
  • the traction batteries 16 can be lithium ion batteries, for example.
  • the fuel cell device 12 (with or without fuel tank 12B) preferably has essentially the same dimensions and / of the connection points as each of the multiple traction batteries 16.
  • the fuel cell device 12 and the multiple traction batteries 16 can thus be arranged interchangeably. Depending on customer requirements, a different number of traction batteries 16 and fuel cell devices 12 can thus be built ver. With a number of traction batteries 16 and fuel cell devices 12 matched to the respective purpose of the utility vehicle 10, a vehicle weight that is as low as possible can be achieved, which is not increased by unnecessary traction batteries, etc. As a result of the interchangeability, a number and operating configuration of the fuel cell device (s) 12 can also be freely selected by the customer.
  • a subsequent adaptation by a body builder is desired, which energy is required (e.g. cooling body), this can be taken into account in the vehicle design in order to obtain the desired vehicle range.
  • Places can also be left free, e.g. B. right frame side of the lead frame 24 free for milk collectors.
  • the ratio of hydrogen storage (fuel tank 12B) to electrical storage (traction battery 16) can be optimally adjusted depending on the application.
  • the commercial vehicle 10 can furthermore have an electrical charging connection 38 for external charging of the traction batteries 16, a high-voltage distributor 40, an inverter 42 and an electrical drive train 44.
  • the electric drive train 44 can, for example, a central electric drive unit, a transmission, a cardan shaft, etc. aufwei sen. It is also possible that there are several electric drive units, e.g. B. as Wheel hub motors or as motors close to the wheel.
  • the fuel cell device 12 is used in a commercial vehicle with an internal combustion engine, for. B. as a range extender to supply the consumer 20 and / or the Ne benaggregate 18.
  • the energy density of a lithium-ion battery can be 1-2kWh / kg.
  • Compressed gaseous hydrogen (approx. 350 bar), on the other hand, has an energy density of ⁇ 30kWh / kg. According to this, 7-8 kg of hydrogen or approx. 2001 hydrogen are sufficient to carry twice the energy of a lithium-ion battery with 100 kWh.
  • the traction batteries 16 can be charged while driving. This increases the range of the commercial vehicle 10 considerably.
  • a commercial vehicle needs approx. 100-130 kWh per 100 km.
  • a lithium-ion battery with 100 kWh of energy (until the next charge in 4 hours) realistically enables a range of approx. 80 km.
  • the traction batteries 16 can be charged externally with 200 kWh within 1 hour.
  • the fuel cell stack 12A weighs approx. 250 kg.
  • the fuel tank 12B weighs about 150 kg.
  • the package weight can be reduced by up to 250 kg compared to a purely battery-electric utility vehicle, although the range is increased.
  • the utility vehicle 10 it is possible for the utility vehicle 10 to have a trailer 46 with a consumer 20, as shown in FIG. 3.
  • the interface 28, 30 would consequently be a trailer interface. All of the features described herein with regard to the structure 22 with the consumer 20 can also be implemented in the commercial vehicle 10 with the trailer 46 and the consumer 20.
  • the trailer 46 can be, for example, a semitrailer or semi-trailer, as is shown in FIG.
  • the trailer 46 can, for example, also be a trailer of a trailer truck.
  • an electrical energy store By means of the electrical energy store, for example, an electrically drivable axle of the trailer 46 can be supplied with electrical energy, e.g. B. when the trailer 46 is uncoupled from a tractor of the commercial vehicle 10.
  • the electrical energy storage device By means of the electrical energy storage device, other electrically driven machines of the trailer 46 (or the body 22) can alternatively or additionally be supplied with electrical energy, preferably also in the uncoupled state of the trailer 46 or body 22 from the utility vehicle 10.
  • the electrical energy storage device can The temperature is controlled by a heat exchanger, which is supplied with waste heat from the fuel cell device 12, for example.
  • the electrical energy store can also be charged externally by means of the electrical charging connection 38.
  • the electrical energy store can also be charged by recuperation of the electrically drivable axle of the trailer 46.
  • the invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection.
  • the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to.
  • the individual features of independent claim 1 are disclosed independently of one another.
  • the features of the subclaims are also independent of all the features of independent claim 1 and, for example, independent of the Merkma len with regard to the presence and / or the configuration of the body or trailer and / or the fuel cell device of independent claim 1 disclosed. All range information disclosed herein is to be understood in such a way that all values falling within the respective range are disclosed individually, e.g. B. also as each preferred narrower outer limits of the respective area.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un véhicule utilitaire (10), de préférence un camion, comprenant une structure (22) ou une remorque (46) ayant un consommateur (20) et un dispositif de pile à combustible (12). Le dispositif de pile à combustible (12) est conçu pour pouvoir être relié en tant que prolongateur d'autonomie du véhicule utilitaire (10) et pour alimenter le consommateur (20) en énergie électrique et/ou en chaleur résiduelle.
EP21701270.7A 2020-01-20 2021-01-19 Véhicule utilitaire ayant un dispositif de pile à combustible Pending EP4093630A1 (fr)

Applications Claiming Priority (2)

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DE102020000314.1A DE102020000314A1 (de) 2020-01-20 2020-01-20 Nutzfahrzeug mit Brennstoffzelleneinrichtung
PCT/EP2021/050985 WO2021148367A1 (fr) 2020-01-20 2021-01-19 Véhicule utilitaire ayant un dispositif de pile à combustible

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EP (1) EP4093630A1 (fr)
DE (1) DE102020000314A1 (fr)
WO (1) WO2021148367A1 (fr)

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