DE102016221783A1 - supply vehicle - Google Patents

Abstract

The invention relates to a supply vehicle, in particular designed as a road vehicle, comprising a pressure vessel for a fuel, preferably hydrogen, operable with the fuel from the pressure vessel power generation unit for generating electrical energy, and a tank device for refueling another vehicle with the fuel gas from the pressure vessel and / or a charging device for charging the further vehicle with electrical energy from the power generation unit.

Description

The present invention relates to a supply vehicle for refueling and electrically charging another vehicle.

Stationary devices, for example filling stations, are known from the prior art in which vehicles can be fueled with a fuel, such as hydrogen or natural gas. Furthermore, there are stationary devices for charging an electrical energy storage device of a vehicle. However, these previously known solutions require relatively complex infrastructures: The filling stations or loading points must be built in sufficient numbers and the fuel must be transported to the gas stations.

It is a preferred object of the technology disclosed herein to reduce or eliminate at least one disadvantage of a previously known solution or to suggest an alternative solution. In particular, it is an object of the technology disclosed herein to provide a mobile solution for refueling and / or charging a vehicle. Other preferred objects may result from the beneficial effects of the technology disclosed herein. The object (s) is / are solved by the subject matter of the independent claims. The dependent claims are preferred embodiments.

The task is solved by a supply vehicle. In particular, the supply vehicle is a road vehicle, for example the size of a lorry. The supply vehicle includes a pressure vessel for receiving fuel. The fuel is gaseous under ambient conditions (20 ° C and 1 bar). In particular, the fuel is hydrogen or carbonaceous gas, such as natural gas. In addition, the supply vehicle includes a power generation unit. The power generating unit is configured to convert the fuel from the pressure vessel and thereby generate electrical energy or electricity. Accordingly, the power generation unit is fluidly connected to the pressure vessel. The supply of the power generation unit with the fuel from the pressure vessel can, depending on the configuration and operating condition, also be done indirectly by the fuel from the pressure vessel (cryogenic pressure vessel) is first transferred to another pressure vessel (non-cryogenic pressure vessel). The fuel from the further pressure vessel then supplies the power generation unit.

The supply vehicle comprises a tank device and / or a charging device. It is particularly preferred that the supply vehicle comprises both the tank device and the loading device. The refueling device is for refueling, e.g. formed by overflow, another vehicle with the fuel from the pressure vessel. When using more than two pressure vessels, these are fluidly interconnected, so that the total amount of stored fuel is available to both the power generation unit and the tank device. The charging device is designed to charge another vehicle with electrical energy from the power generation unit. The electrical energy from the power generation unit can also be temporarily stored in a preferred electrical energy storage of the supply vehicle, wherein the other vehicle is charged via the charging device with electrical energy from the electrical energy storage.

The supply vehicle presented here can be used mobile. It is also envisaged to position the supply vehicle as a function of a determined traffic volume at certain points in the road traffic, for example at parking lots or gas stations. The supply vehicle uses the fuel stored in the pressure vessel both for refueling vehicles directly and for generating electrical energy and thus for charging vehicles.

It is preferably provided that the power generation unit comprises at least one fuel cell. In the fuel cell, the conversion of the fuel and thus the generation of electrical energy. Alternatively or additionally, the power generation unit may also include a heat engine, for example an internal combustion engine or a turbine. In the heat engine, the fuel is burned out of the pressure vessel. About a generator connected to the heat engine, the electrical energy is generated.

In the particularly preferred variant, the generation of the electrical energy takes place with the at least one fuel cell. In particular, a fuel cell stack is provided as part of a fuel cell system in the power generation unit. Thus, the one disclosed here also relates to a fuel cell system with at least one fuel cell. In its simplest form, a fuel cell is an electrochemical energy converter that converts fuel and oxidant into reaction products, producing electricity and heat. The fuel cell includes an anode and a cathode separated by an ion-selective or ion-permeable separator. The fuel cell system comprises Preferably, in addition to the at least one fuel cell peripheral system components (BOP components), which can be used in the operation of the at least one fuel cell. In particular, a plurality of fuel cells are combined to form a fuel cell stack.

Furthermore, the supply vehicle preferably comprises a drive device. The drive device is designed for the drive or propulsion of the supply vehicle. For this purpose, provision is made in particular for the drive device to be supplied with the electrical energy from the power generation unit. With the electrical energy at least one electric motor is driven. The electric motor drives the wheels of the vehicle. It can also be integrated electric motors in the hubs.

When using the power heating machine, the generated mechanical energy can be used directly to drive the wheels.

The fuel stored in the pressure vessel is thus used not only for refueling a vehicle, but also for operating the drive device.

The charging device of the supply vehicle preferably comprises a corresponding cable which is connected to the power generation unit. At the end of the cable is preferably a plug, which is generally referred to herein as a discharge port. On the vehicle to be loaded is a receiving port which can be connected to the discharge port.

The tanker of the supply vehicle preferably comprises a corresponding hose connected to the pressure vessel. At the end of the hose is a corresponding discharge port. At the vehicle to be refueled is a receiving port which can be connected to the discharge port. In this configuration, the intake port on the vehicle may also be referred to as a fuel filler neck.

Furthermore, the supply vehicle preferably comprises an automatically movable extension device. By means of the extension device, the discharge connection can be automatically moved to the receiving connection of the vehicle and plugged. The same extension device can be used for the tank device and for the loading device, or two different extension devices are provided, one for the tank device and one for the loading device.

Furthermore, the supply vehicle preferably comprises a control unit. The control unit is designed for fully autonomous driving of the supply vehicle. The controller may accordingly direct, accelerate and decelerate the service vehicle. "Fully autonomous" in the context of existing technology is understood to mean that the vehicle travels without the intervention of a driver, in particular without a driver located in the supply vehicle.

This fully autonomous driving of the supply vehicle has the consequence that for the unneeded driver of the supply vehicle no space or space must be kept in the vehicle. In particular, therefore, in the context of the technology disclosed here, the at least one pressure vessel is preferably configured spherical. This ball shape of the pressure vessel is in terms of the required space in any way optimal for use in a supply vehicle, as it is particularly competing for the space for drivers and passengers. However, the spherical shape offers decisive advantages over the conventional cylindrical shape of pressure vessels: Both the production of the spherical pressure vessel and corresponding wall thicknesses, in particular of the inner container, can be made simpler and less expensive than in the cylindrical shape. Furthermore, the spherical pressure vessel is the least surface to volume ratio, so that the heat input, especially in cryogenic pressure vessels, can be minimized.

The supply vehicle preferably comprises a detection unit, in particular arranged on the spherical pressure vessel. The detection unit is preferably located at the highest point of the spherical pressure vessel, so that the detection unit as good as possible visual contact with the environment of the supply vehicle is possible.

The detection unit preferably comprises at least one environment sensor. This environment sensor is designed to detect the environment of the vehicle and to send corresponding data to the control unit. The environment sensor is in particular a camera, a thermal imaging camera, a laser, a radar or another sensor. Furthermore, it is preferably provided that the detection unit comprises a reception device for satellite navigation and / or terrestrial navigation.

The supply vehicle preferably does not include a seat for the unneeded driver of the supply vehicle. Through this waiver of the driver's seat, the spherical pressure vessel can be made as large as possible to increase the reach of the supply vehicle and the energy content of the pressure vessel. The space advantage also cheaper and technically easier (with significantly lower probability of failure) insulation for the cryogenic pressure vessel can be used. Particularly preferably, it is provided that the supply vehicle is designed as a commercial vehicle and thereby has no seats, neither for the driver nor for other people.

Since the seat is preferably omitted for the driver, it is possible to arrange the spherical pressure vessel very far in front in the supply vehicle. Accordingly, a distance from the foremost point of the spherical pressure vessel to the front end of the supply vehicle is preferably defined. This distance is preferably at most 1.5 m, particularly preferably at most 1 m.

Preferably, the spherical pressure vessel, when viewed from above (in vertical projection), is at least partially disposed in front of the second axis of the supply vehicle. The axes are counted from front to back, so that the foremost axis of the supply vehicle is referred to as the first axis. In other words, it can also be described that in this preferred embodiment, the pressure vessel is arranged between the two front axles of the supply vehicle and / or via at least one of the two front axles. If the supply vehicle only has two axles, these are the "two front axles". This special arrangement of the spherical pressure vessel is possible because the supply vehicle runs fully autonomous and no seats for persons are provided in front of the spherical pressure vessel.

The spherical pressure vessel preferably comprises a spherical inner container. This inner container is used to hold the fuel. The spherical inner container is surrounded by a hollow-spherical insulation. This embodiment is in particular a cryogenic pressure vessel. In the embodiment and arrangement of the pressure vessel described here, in particular with regard to the outer diameter and the position in the supply vehicle, the entire pressure vessel including the insulation is always to be considered.

Alternatively, the pressure vessel may also be designed as a non-cryogenic pressure vessel.

At the supply vehicle, a gauge is defined. If the gauges of the individual axles differ, the gauge of the first axle is decisive. It is preferably provided that the outer diameter of the spherical pressure vessel is at least 50%, preferably at least 80%, particularly preferably at least 95%, of the track width. Due to these proportions, a sufficiently large pressure vessel is provided which allows a very long range of the supply vehicle and entrainment of useful energy for refueling or charging the other vehicle

Furthermore, an axial distance of the front two axes (first axis and second axis) is defined on the supply vehicle. The outer diameter of the spherical pressure vessel is preferably at least 50% of this axial distance.

In a preferred embodiment, it is provided that the, preferably spherical, pressure vessel is a cryogenic pressure vessel (= CcH2). Particularly preferably, the supply vehicle comprises at least one non-cryogenic pressure vessel (= CGH2) in addition to this cryogenic pressure vessel.

The non-cryogenic pressure vessel (also referred to as high-pressure gas vessel) is designed to be substantially at ambient temperatures of fuel (eg, hydrogen) at a nominal operating pressure (also called Nominal Working Pressure or NWP) greater than about 350 bar (= over-pressure versus atmospheric pressure). Furthermore, it is preferable to store above about 500 bar and more preferably above about 700 bar.

The cryogenic pressure vessel may store fuel in the liquid or supercritical state. A supercritical state of aggregation is a thermodynamic state of a substance which has a higher temperature and a higher pressure than the critical point. The critical point denotes the thermodynamic state in which the densities of gas and liquid of the substance coincide, that is, it is single-phase. While one end of the vapor pressure curve in a pT diagram is marked by the triple point, the critical point represents the other end. For hydrogen, the critical point is 33.18 K and 13.0 bar. A cryogenic pressure vessel is particularly suitable for storing the fuel at temperatures significantly below the operating temperature (meaning the temperature range of the vehicle environment in which the vehicle is to be operated) of the motor vehicle, for example at least 50 Kelvin, preferably at least 100 Kelvin or At least 150 Kelvin below the operating temperature of the motor vehicle (usually about - 40 ℃ to about + 85 ° C). The fuel may be, for example, hydrogen, which is stored at temperatures of about 34 K to 360 K in the cryogenic pressure vessel. The cryogenic pressure vessel may in particular comprise an inner container which is designed for a nominal operating pressure (also called nominal working pressure or NWP) of about 350 barü (= overpressure relative to the atmospheric pressure), preferably of about 500 barü, and more preferably of about 700 barü or more. The fuel is stored in the inner container. The outer container preferably closes off the pressure vessel to the outside. Preferably, the cryogenic pressure vessel comprises a vacuum with an absolute pressure in the range of 10-9 mbar to 10-1 mbar, further preferably from 10-7 mbar to 10-3 mbar and particularly preferably from about 10-5 mbar that at least partially between the inner container and the outer container in an evacuated (intermediate) space or vacuum V is arranged. Storage at temperatures (just) above the critical point has the advantage over storage at temperatures below the critical point that the storage medium is present in a single phase. For example, there is no interface between liquid and gaseous.

1. (i) Bei der Betankung kann der kryogene Druckbehälter mit idealerweise einer Betankung von Umgebungstemperatur auf seine kryogene Endtemperatur gebracht werden, indem der kryogene Brennstoff zunächst den kryogenen Druckbehälter abkühlt. Der sich dabei erwärmende Brennstoff kann in den nicht kryogenen Druckbehälter überströmen, dabei kühlt sich der kryogene Druckbehälter weiter ab und es kann eine zweite kryogene Befüllung unmittelbar danach beginnen. Nur wenn der kryogene Druckbehälter von seiner kryogenen Endtemperatur auf Umgebungstemperatur gefahren wird, kann der komplette Inhalt entnommen werden. Bei nur einer Betankung erreicht der kryogene Druckbehälter idealerweise wieder seine kryogene Endtemperatur.
2. (ii) Findet bei einem kryogen betankten Druckbehälter über längere Zeit keine Entnahme statt, erwärmt dieser sich. Der Druck im Druckbehälter steigt an. Wird ein Grenzdruck erreicht, muss der Brennstoff in die Umgebung entlassen werden (Blow Off). Normalerweise wird der Brennstoff bei diesem Vorgang in einem BMS katalytisch umgesetzt. Wenn der nicht kryogene Druckbehälter nicht komplett befüllt ist, kann der Blow Off in diesem Druckbehälter gespeichert werden. BMS steht für ein sogenanntes Blow-Off Management-System bzw. Boil-Off-Management-System. BMS-Systeme als solche sind bekannt und beispielsweise im Regelentwurf TRANS/WP.29/GRPE/2003/14 vom 7. März 2003 angeführt. Ein BMS kann einen katalytischen Konverter bzw. Katalysator aufweisen, der Brennstoff (beispielsweise Wasserstoff) mit dem Sauerstoff aus der Umgebungsluft umsetzt (im Fall von Wasserstoff ist das Reaktionsprodukt Wasser). Der Brennstoff wird hier also abgelassen, indem er an einem katalytischen Konverter konvertiert wird.

The two pressure vessels are preferably fluid-connected, so that the non-cryogenic pressure vessel can be filled with fuel from the cryogenic, preferably spherical, pressure vessel. The use of the non-cryogenic pressure vessel allows for optimal use of the cryogenic pressure vessel: the non-cryogenic vessel provides two advantages.

1. (i) During refueling, the cryogenic pressure vessel may be brought to its final cryogenic temperature ideally with a refueling from ambient temperature by first cooling the cryogenic fuel to the cryogenic pressure vessel. The thereby heating fuel can flow into the non-cryogenic pressure vessel, while the cryogenic pressure vessel further cools down and it can start a second cryogenic filling immediately thereafter. Only when the cryogenic pressure vessel is moved from its cryogenic final temperature to ambient temperature, the entire contents can be removed. With only one refueling, the cryogenic pressure vessel ideally reaches its cryogenic final temperature again.
2. (ii) If there is no withdrawal for a long time with a cryogenic-filled pressure vessel, it heats up. The pressure in the pressure vessel increases. If a limit pressure is reached, the fuel must be released into the environment (blow-off). Normally, the fuel is catalytically converted in this process in a BMS. If the non-cryogenic pressure vessel is not completely filled, the blow-off can be stored in this pressure vessel. BMS stands for a so-called blow-off management system or boil-off management system. As such, BMS systems are known and are listed, for example, in draft rule TRANS / WP.29 / GRPE / 2003/14 of March 7, 2003. A BMS may include a catalytic converter or catalyst that converts fuel (eg, hydrogen) with oxygen from the ambient air (in the case of hydrogen, the reaction product is water). The fuel is thus discharged here by being converted to a catalytic converter.

Ideally, the non-cryogenic pressure vessel may receive at least the complete blow-off mass (the mass difference at 100% SOC of the cryogenic pressure vessel at minimum cryogenic temperature and ambient temperature). Furthermore, the non-cryogenic pressure vessel can absorb so much fuel that the kroygene pressure vessel can be brought in the ambient temperature state with a refueling to its final cryogenic temperature. Preferably, a non-cryogenic pressure vessel of the type I, II, III and particularly preferably IV is used here. Furthermore, a cryogenic pressure vessel of the type III is preferably used. The non-cryogenic pressure vessel can also be positioned in the form of a ring tank at the lower end around the spherical pressure vessel. Alternatively, at the lower end of the spherical pressure vessel, cylindrical non-cryogenic containers may also be used, for example. be positioned left, right, up, down, front and / or rear of the spherical pressure vessel in the direction of travel and / or transverse to the direction of travel.

The refueling of the other vehicle by means of the refueling device can optionally take place from the cryogenic or non-cryogenic pressure vessel.

The technology disclosed herein also relates to a method for controlling the supply vehicle: In the method, first of all the pick-up connection of a vehicle for refueling or charging the vehicle is detected by means of a sensor of the supply vehicle. Thereupon, the tank device or charging device is automatically guided to the receiving connection. It is preferably provided that the tank device and the charging device of the supply vehicle each have a corresponding discharge connection. With a preferred deployment device, the required delivery port can be moved to the vehicle. In the next step, the tank device or charging device, ie the respective discharge connection, will be connected to the receiving connection of the vehicle. This is followed by refueling the vehicle with the fuel from the pressure vessel of the supply vehicle or charging the vehicle with the power from the power generation unit of the supply vehicle.

Alternatively, a charge or refueling of the vehicle via the underbody of the vehicle can take place.

Refueling or charging can be carried out in stationary operation. Here, the supply vehicle is, for example, at a gas station or in a parking lot and the vehicle is driving fully autonomous or controlled by a human to the supply vehicle.

However, it is also preferable that the refueling or charging of the vehicle is performed while both the vehicle and the supply travel are traveling. For this purpose, at least the supply vehicle is fully autonomously controlled and approaches the moving vehicle. In a particularly preferred embodiment, it is provided that the vehicle to be refueled or to be charged is also controlled fully autonomously, at least when carrying out the described method. In particular, during the implementation of the method described, the supply vehicle assumes control of the further vehicle, or vice versa. It is also envisaged that during the implementation of the described method, a superordinate arithmetic unit, which is wirelessly connected to the supply vehicle and the other vehicle, takes over the control of both vehicles. Furthermore, it is preferably provided that the two vehicles communicate by cable via the connected receiving and discharge ports. The vehicles then automatically control themselves again separately as soon as the connection is interrupted. This is preferably a second redundant communication path for wireless communication. This significantly reduces the probability of failure of the communication.

First, the need for an energy intake for the vehicle, in particular automated or caused by a user, can be determined and transmitted directly or via a higher-level arithmetic unit to the supply vehicle. Thereupon, the supply vehicle drives fully autonomously to the vehicle. Alternatively, an optimum meeting point for the vehicle to be refueled can be determined. For this purpose, travel distance, remaining range, capacity of the supply vehicle and the distribution of supply vehicles can be optimized.

Preferably, both in steady state operation and in carrying out the method while the supply vehicle and the vehicle are moving, the supply vehicle preferably scans the vehicle with the sensor. Thereby, a position of the pick-up terminal on the vehicle is detected, and the discharge terminal can be automatically moved to the pick-up terminal.

• 1 eine schematische Seitenansicht des offenbarten Versorgungsfahrzeugs beim Laden eines weiteren Fahrzeugs, und
• 2 eine schematische Vorderansicht des offenbarten Versorgungsfahrzeug.

The technology disclosed herein will now be explained with reference to the figures. Show it:

• 1 a schematic side view of the disclosed supply vehicle when loading another vehicle, and
• 2 a schematic front view of the disclosed supply vehicle.

The figures show in schematically simplified representation of a supply vehicle 1 and another vehicle 50 , 1 shows a side view. 2 shows the supply vehicle 1 from the front.

The figures show a longitudinal axis 15 , a transverse axis 16 and a vertical axis 17 of the supply vehicle 1 , The individual axes 15 . 16 . 17 are perpendicular to each other. The longitudinal axis 15 is parallel to the direction of travel of the supply vehicle 1 arranged. In 1 is a vehicle front 7 characterized. 2 shows the top view of this vehicle front 7 ,

The supply vehicle 1 comprises a spherical pressure vessel 2 for fuel, especially hydrogen. The spherical pressure vessel 2 includes a spherical inner container 201 , The inner container 201 is surrounded by a hollow spherical insulation 202 , The entire pressure vessel 2 has an outer diameter 203 on.

Furthermore, the vehicle comprises a power generation unit 20 , preferably with at least one fuel cell. The power generation unit 20 is by means of the fuel from the pressure vessel 2 operated.

Furthermore, the supply vehicle includes 1 a drive device 3 , The drive device 3 serves to move the supply vehicle 1 , The drive device 3 In particular, it comprises at least one electric motor with electrical energy from the power generation unit 20 is supplied.

The supply vehicle 1 further comprises a charging device 30 with a cable 31 , The cable 31 is to the power generation unit 20 connected. At the end of the cable 31 there is a discharge connection 33 , The vehicle shown 50 has an electrical energy storage, which has a receiving connection 51 can be loaded.

The supply vehicle 1 includes an extension device 32 , By means of this withdrawable 32 can the delivery port 33 automatically with the recording connection 51 get connected.

Refueling of another vehicle involves the supply vehicle 1 a tank device 40 , The tank device 40 In particular, it includes a hose to the pressure vessel 2 connected. At the end of the hose is also a discharge port for refueling a corresponding vehicle. When the pressure in the pressure vessel 2 or 4 due to refueling or self-consumption drops, a compressor should the necessary tank pressure for the vehicle 50 provide.

For this purpose, the compressor can especially the fuel from the pressure tank 2 compress and the pressure tank 4 provide. From the pressure tank 4 then the refueling can be done by overflow. This is a well-known process from the filling station technology.

In the spherical pressure vessel 2 it is a cryogenic pressure vessel. The supply vehicle 1 further comprises at least one non-cryogenic further pressure vessel 4 on. The further pressure vessel 4 located in particular under or next to the pressure vessel 2 , It is preferably provided that the further pressure vessel 4 is designed annular or arcuate, and thus in the lower region of the spherical pressure vessel 2 can be arranged in a space-saving and optimized way.

The supply vehicle 1 is designed for fully autonomous driving. Accordingly, no seat is provided for an unnecessary driver. In particular, there are no seats for any passengers.

For the fully-autonomous driving includes the vehicle 1 a control unit 5 , The control unit 5 can the vehicle 1 Steer, accelerate, decelerate, park and especially the vehicle 50 Follow and refuel it while driving or loading. Preferably, the controller controls 5 also the refueling and the electrical loading.

At the highest point of the spherical pressure vessel 2 sits a registration unit 6 , In the registration unit 6 At least one environment sensor is arranged. This environment sensor detects the environment of the supply vehicle 1 and sends corresponding data to the controller 5 , This high position at the highest point of the spherical pressure vessel 2 is also ideal for a receiver of satellite navigation or terrestrial navigation.

The 1 and 2 show wheels 8th of the supply vehicle 1 on a first axis 9 and a second axis 10 , The supply vehicle 1 can also do more than the two axes shown 9 . 10 and chains include. The first axis 9 is the foremost axis of the supply vehicle 1 , Seen from the front follows the first axis 9 the second armpit 0.

When viewed from above is the spherical pressure vessel 2 preferably in front of the second axis 10 , In this case, the pressure vessel 2 also partly over the second axis 10 are located.

The figures also show a gauge 11 , an axial distance 12 as well as the distance 13 from the front end of the supply vehicle 1 to the foremost point of the spherical pressure vessel 2 , The advantageous size ratios of the outer diameter 203 to these sizes have already been defined in the introductory part.

The control and especially the steering angle of the wheels 8th of the supply vehicle 1 can be done separately for each wheel. In this way, the supply vehicle can 1 with the loading ( 30 ) and tank device ( 40 ) turn on the spot and thus without any spatial movement vehicles to all sides of the supply vehicle 1 serve.

The foregoing description of the present invention is for illustrative purposes only, and not for the purpose of limiting the invention. Various changes and modifications are possible within the scope of the invention without departing from the scope of the invention and its equivalents.

LIST OF REFERENCE NUMBERS

1

supply vehicle

2

spherical pressure vessel

201

spherical inner container

202

hollow spherical insulation

203

Outer diameter / outer tank

3

driving device

4

additional pressure vessel

5

Control unit for fully autonomous driving, refueling and electric charging

6

acquisition unit

7

Vehicle front

8th

bikes

9

first axis

10

second axis

11

gauge

12

Wheelbase

13

distance

15

longitudinal axis

16

transverse axis

17

vertical axis

20

power generation unit

30

loader

31

electric wire

32

withdrawable

33

discharge port

40

tank system

50

vehicle

51

receiving port

Claims (11)

Supply vehicle (1), in particular designed as a road vehicle, comprising A pressure vessel (2) for a fuel, preferably hydrogen or carbon-containing gas, • a power generating unit (20) operable with the fuel from the pressure vessel (2) to generate electrical energy, and • A tank device (40) for refueling a further vehicle (50) with the fuel from the pressure vessel (2) and / or a charging device (30) for charging the further vehicle (50) with electrical energy from the power generation unit (20). Supply vehicle after Claim 1 wherein the power generation unit (20) comprises at least one fuel cell. Supply vehicle according to one of the preceding claims comprising at least one electrical energy storage for temporarily storing the electrical energy from the power generation unit (20). Supply vehicle according to one of the preceding claims comprising a drive device (3) for moving the supply vehicle (1), wherein the drive unit (3) with the electrical energy from the power generation unit (20) is operable. Supply vehicle according to one of the preceding claims comprising a control device (5), designed for fully autonomous driving of the supply vehicle (1) and / or electrical charging and / or refueling of the vehicle (50). Supply vehicle after Claim 5 comprising a detection unit (6), wherein the detection unit (6) comprises at least one environment sensor that sends data about the environment of the supply vehicle (1) to the control unit (5) for fully autonomous driving. Supply vehicle according to one of the preceding claims, wherein the pressure vessel is a cryogenic pressure vessel (2). Supply vehicle according to one of the preceding claims, wherein the pressure vessel is a non-cryogenic pressure vessel (4). Supply vehicle according to one of the preceding claims, comprising a cryogenic pressure vessel (2) and a non-cryogenic pressure vessel (4), wherein refueling by means of the tank device optionally from the cryogenic pressure vessel (2) and the non-cryogenic pressure vessel (4). Method for controlling the supply vehicle (1) according to one of the preceding claims, comprising the following steps: Detecting a receiving connection (51) for refueling or charging a further vehicle (50) by means of at least one sensor of the supply vehicle (1), Automatically guiding the tank device (40) or loading device (30) to the receiving port (51), • Connecting the tank device (40) or charging device (30) with the receiving port (51), and • Refueling or charging the vehicle (50). Method according to Claim 10 wherein the vehicle (50) is traveling during refueling and loading, and the supply vehicle (1) fully autonomously approaches the vehicle (50), and wherein the complete process is performed while the supply vehicle (1) and the vehicle (50 ) drive.

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