DE102017210720A1 - Pressure vessel with deformation element and motor vehicle - Google Patents

Abstract

The technology disclosed herein relates to a pressure vessel 100 for storing fuel for a motor vehicle having at least one deformation element 200, 200 '. The deformation element 200, 200 'is located on an outer surface of a curved end P ₁ , P _{2 of} the pressure vessel 100 directly or indirectly and / or is at the curved end P ₁ , P ₂ attached. The deformation element 200, 200 'surrounds an end piece 170 of the pressure vessel 100, wherein the deformation element 200, 200' is arranged to deform in the event of a collision of the motor vehicle with an object in the direction of the pressure vessel longitudinal axis AA.

Description

The technology disclosed herein relates to a pressure vessel for storing fuel in a motor vehicle. Pressure vessels as such are known in the art. They comprise a substantially cylindrical central part and two curved ends. They are usually attached to the largest extent with straps or at the ends of the body. Furthermore, it is known from the prior art that at the ends of foam padding are provided, which serve as a fall protection before mounting the pressure vessel. The clamping bands in the cylindrical area reduce the maximum possible storage volume of the pressure vessel or worsen the utilization of the installation space. Furthermore, load-bearing pressure vessel systems are known from the prior art. Such a pressure vessel system is disclosed, for example, in the German patent application with the application number DE 10 2016 209812 , Furthermore, it is known from the prior art to provide accident protection measures. For example, the German patent application discloses with the application number DE 10 2016 217757 such protective measures.

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 a preferred object of the technology disclosed here to provide a pressure vessel system which is optimized in terms of storage volume, space requirement, costs and / or crash behavior. 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 claim 1. The dependent claims are preferred embodiments.

The technology disclosed herein relates to a pressure vessel for a motor vehicle (eg passenger cars, motorcycles, commercial vehicles). The pressure vessel serves to store gaseous fuel under ambient conditions. The pressure vessel can be used for example in a motor vehicle which is operated with compressed ("compressed natural gas" = CNG) or liquefied (LNG) natural gas or with hydrogen. The pressure vessel may be, for example, a cryogenic pressure vessel (= CcH2) or a high-pressure gas vessel (= CGH2). High pressure gas containers are configured to store fuel substantially at ambient temperatures at a nominal operating pressure (also called nominal working pressure or NWP) of about 350 bar (= overpressure versus atmospheric pressure), more preferably about 700 barg or more. A cryogenic pressure vessel is suitable to store the fuel at the aforementioned operating pressures even at temperatures well below the operating temperature of the motor vehicle. The pressure vessel may include a liner. The liner forms the hollow body in which the fuel is stored. The pressure vessel expediently comprises at least one fiber-reinforced layer. The fiber-reinforced layer may surround a liner at least partially, preferably completely. The fiber reinforced layer is often referred to as a laminate or armor. Hereinafter, the term "fiber-reinforced layer" is usually used. Fiber-reinforced plastics (also abbreviated to FVK or FKV) are usually used as the fiber-reinforced layer, for example carbon fiber reinforced plastics (CFRP) and / or glass fiber reinforced plastics (GRP). The fiber-reinforced layer suitably comprises reinforcing fibers embedded in a plastic matrix. In particular, matrix material, type and proportion of reinforcing fibers and their orientation can be varied so that the desired mechanical and / or chemical properties are established. Preferably, continuous fibers are used as reinforcing fibers, which can be applied by winding and / or braiding. The fiber-reinforced layer usually has several layers. The pressure vessel, in particular the liner and / or the fiber-reinforced layer, have a cylindrical or substantially cylindrical middle part M whose sides are concealed by curved ends P ₁ , P ₂ or caps. The middle part and the two ends form the storage volume I of the pressure vessel. At one or both ends, a pressure vessel opening and / or at least one end piece may be provided. The tail is usually provided in a pressure vessel opening of the pressure vessel. Normally, the end piece is screwed into the pressure vessel opening provided at one end of the pressure vessel, in particular in a boss made of metal. Such an end piece is then designed as an outlet unit and usually also includes a Tankabsperrventil. This outlet unit is usually fluidly connected to fuel lines. Suitably, the tail and / or the pressure vessel opening are provided coaxially to the pressure vessel longitudinal axis. The tail may for example be an on-tank valve. In the on-tank valve is usually a Tankabsperrventil (= TAV, en .: shut-off valve) integrated. The Tankabsperrventil is the valve whose inlet pressure (substantially) corresponds to the tank pressure. The tank shut-off valve is in particular a controllable or controllable and in particular normally closed valve. The on-tank valve is the valve unit mounted directly at one end of the pressure vessel and directly fluidly connected to the interior of the pressure vessel. In Commission Regulation (EU) No 406/2010 of 26 As regards the implementation of Regulation (EC) No 79/2009 of the European Parliament and of the Council on the type-approval of hydrogen-powered motor vehicles, such a tank shut-off valve is also referred to as the first valve.

The pressure vessel comprises at least one deformation element. The deformation element abuts directly or indirectly on an outer surface of the curved end of the pressure vessel. Alternatively or additionally, the deformation element may be attached to the end. For example, the deformation element can be fixed by gluing, screwing, lamination, etc.

The deformation element is a shock absorbing element that is designed so that it constantly or temporarily changes outline and / or dimension in a collision of the motor vehicle with another body. In particular, the deformation element is adapted to at least partially absorb the impact energy from the collision of the motor vehicle by plastic deformation. For this purpose, the impact energy is transformed into deformation work. The deformation element is set up to deform in the event of a collision of the motor vehicle with an object in the direction of the pressure vessel longitudinal axis, the impact energy being at least partially absorbed by this deformation. The deformation behavior (for example, deformation direction and compliance) of the deformation element is expediently selected so that the impact energy of the collision is not or only partially transferred to the pressure vessel. In addition, the deformation element is suitably designed so stiff that forces and moments occurring during normal operation of the motor vehicle can be transmitted without plastic deformation. Particularly preferably, the pressure vessel may be provided load-bearing in the vehicle body. The specific embodiment of the deformation element depends on the type and size of the motor vehicle and the pressure vessel and can be determined by appropriate computer simulations.

The deformation element may be, for example, an extruded profile or a hollow profile. Advantageously, the deformation element may comprise a honeycomb structure, a truss structure, or another support structure (e.g., formed by ribs and / or beads). In one embodiment, the deformation element may have a concertina-like structure, which is preferably compressed when a force is applied along the deformation element. Alternatively or additionally, a solid material with a corresponding plastic and / or elastic behavior can be used, for example a plastic. In particular, the deformation element can be produced in an original shape, in particular from a foamed and / or injection-molded deformation material.

In the deformation element, at least one fitting or fitting for body connection can be provided, which establishes a connection between the pressure vessel and the vehicle body or the protective cap disclosed here. The insert may be enclosed by the material from which the deformation element is made ausformenden. The insert itself, which is enclosed by the material during the original manufacturing, may be made of a different material than the deformation material. Suitably, the material of the insert is stiffer than the material of the deformation element. For example, the deformation element made of plastic and the insert can be made of a metal material. The insert may for example be a bolt or a fitting with internal thread.

The deformation element surrounds at least one end piece at least partially, preferably completely. Preferably, the deformation element may be annular. Particularly preferably, the deformation element is integrally formed. In particular, the deformation element in the axial direction in comparison to the end piece may be formed protruding. The deformation element can be designed such that it does not project beyond the middle part M in the radial direction. For example, the maximum outer diameter of the deformation element may be less than or equal to / as the maximum outer diameter in the middle part M.

The deformation element may be designed such that the deformation element rests on at least 20% or at least 40% or at least 60% or at least 80% of the outer surface of the curved end.

The deformation element may, for example, be adhesively secured to the outer surface of the end, for example by gluing. Alternatively or additionally, the deformation element can be connected non-positively

The technology disclosed herein further includes at least one protective cap. The protective cap is expediently designed and arranged such that in a first state of the motor vehicle, the protective cap protects the at least one end piece, in particular its part protruding from the end, from mechanical deformation, in particular during a collision of the motor vehicle with an object. The protective cap is accordingly dimensionally stable. Suitably, the protective cap can be made more stable than the vehicle body adjacent to the protective cap and / or more stable than the pressure vessel. For protection of the tail, the protruding from the pressure vessel part of the tail in the first state of the motor vehicle at least partially, preferably completely, be accommodated in the inner region of the protective cap. In the first state, the protective cap preferably lies at least partially with its outer edge at one end on the outer surface of the pressure vessel wall. Any forces and moments that act on the protective cap during the collision can thus be transferred to the pressure vessel wall without damaging the end piece.

According to the technology disclosed here, it can be provided that in a second state of the motor vehicle less is absorbed by the end piece in the push cap than in the first state. In particular, it can be provided that the edge of the protective cap in the second state (further) is spaced from the outer surface of the pressure vessel wall than in the first state. Particularly preferably, the protective cap is arranged at least partially, preferably completely inside the at least one guide element or connecting tube disclosed here, in particular in the first and / or second state.

The first state is the state after the collision of the motor vehicle with an object (= after the accident). The second state is a state before the collision of the motor vehicle with an object (= before the accident).

The aspect of the protective cap disclosed herein is functionally independent of the type of energy absorption disclosed herein and the body attachment disclosed herein. Consequently, a generally claimed object could also comprise only the following features: motor vehicle or pressure vessel, comprising a protective cap, wherein the protective cap is designed and arranged such that the protective cap protects at least one end piece from mechanical deformation in a first state of the motor vehicle; the tail being provided in a pressure vessel opening; wherein in the protective cap in a second state of the motor vehicle less is absorbed by the end piece in the protective cap than in the first state, and wherein a first state, a state after a collision of the motor vehicle with an object and a second state, a state before a collision of the motor vehicle an object, wherein the pressure vessel suspension may preferably be an energy absorbing suspension.

According to the technology disclosed herein, it may be provided that the protective cap is transferred from the second state to the first state by deforming the deformation element. In other words, therefore, the deformation element is deformable such that by deformation of the deformation element during the collision, the protective cap moves in the axial direction to the outer surface of the curved end, and thus can be conveniently transferred from the second state to the first state.

The deformation element and the protective cap can be designed in such a way that, in the event of a collision of the motor vehicle with an object, I do not deform the protective cap or only after the deformation element. In other words, therefore, the impact energy is first absorbed by deformation of the deformation element before the cap itself deforms. Advantageously, thus, the tail and the pressure vessel wall adjacent to protect the tail from mechanical stress.

Particularly preferably, the at least one deformation element between the protective cap and the outer surface of the curved end of the pressure vessel is provided. For this purpose, centering means may advantageously be provided in the deformation element and / or the protective cap, for example a groove in which a projection engages. Furthermore, protective cap and deformation element can be attached to one another in a force-locking, positive-locking and / or material-locking manner.

Particularly preferably, the technology disclosed here may comprise at least one guide element. The deformation element and / or the protective cap can be surrounded by the at least one guide element, which guides the elements moving towards each other during the deformation. In particular, the guide element can guide the relative movement of protective cap, deformation element and / or arched end to one another. Preferably, for the guide element on the outer surface of the protective cap, of the deformation element and / or of the fiber-reinforced layer here. In one embodiment, guide elements can be formed by struts anchored in the fiber-reinforced layer.

Preferably, the guide element is a connecting tube. Preferably, in each case a connecting tube is provided at each end of the pressure vessel. Preferably, the connecting tube at least partially comprises at least one fiber-reinforced layer, which may be constructed as the fiber-reinforced layer disclosed here, which surrounds the liner at least partially. Preferably, the at least one connecting tube, preferably in each case one connecting tube at each of the two ends of the pressure vessel, is formed integrally with the fiber-reinforced layer, which is the liner in the middle region surrounds. The fiber-reinforced layer of the connecting tube may comprise in at least one layer at least in some areas reinforcing fibers, preferably continuous fibers, which are arranged in the circumferential direction as seen in cross section through the connecting tube and thus perpendicular to the pressure vessel longitudinal axis (= circumferential positions). Particularly preferably, the connecting tube is produced by one of the methods described in the German patent applications with the application numbers which are based on the Applicant DE 10 2016 201 477 and DE 10 2017 200199 ,

The pressure vessel (in particular the deformation element, the protective cap, the guide element, the liner and / or the fiber-reinforced layer) may be designed to transmit forces and / or moments that are greater in magnitude, e.g. at least by a factor of 2.5, 4, 8, 10, 20 or 100, as the forces and / or moments resulting from the heavy or inert mass of the pressure vessel and the fuel contained therein during operation (eg weight, lateral acceleration, etc .). Thus, it is advantageous to introduce forces at a first end of the pressure vessel from the body into the pressure vessel and to discharge it back into the body at the second end of the pressure vessel. The pressure vessel may thus be designed as a load-bearing pressure vessel or as a stiffening element of the body. So it can thus stiffen the vehicle body.

Preferably, a connecting pipe is provided at each end of the pressure vessel, which serves as a guide element at the same time.

The deformation element and / or the protective cap may comprise a tension band receiver. The tensioning band receiver is preferably a recess provided in the outer surface. Such a supply of the tension band has the advantage that it requires no additional space in the end of the pressure vessel. The fastening by means of strap advantageously ensures that the pressure vessel can still be rotated about its longitudinal axis during installation in the motor vehicle. This is advantageous because the screwed end piece is not always inserted in the same position sealing in the pressure vessel. By rotation about the longitudinal axis, the inaccurate positioning of the tail relative to any leads of the motor vehicle can be compensated before the strap is finally locked.

The technology disclosed here concerns, as it were, a motor vehicle with the components disclosed here, in particular with at least one pressure vessel, with at least one protective cap and / or with at least one deformation element.

In other words, the technology disclosed herein relates to a pressure vessel that is wrapped in manufacturing processes that are familiar to those skilled in the art. An energy absorber or deformation element (e.g., honeycomb, foam, polystyrene, CFRP crushing structure) is adhered to the dome. The outer diameter of this energy absorber is equal to or smaller than the tank outer diameter. A notch can be taken into account in this energy absorber in order to use a space-neutral fastening concept using straps can. Fasteners such as bolts, internal threaded fittings could also be embedded in the energy absorber. The energy absorber can be designed so that it can carry the loads of the pressure vessel in the motor vehicle. Alternatively, a ring or connecting ring attached to the energy absorber (glued or screwed), which ensures the interface with the vehicle.

An additional concept would be that the energy absorber is attached to the motor vehicle. In the event of a crash, he leans on exactly the cathedral.

The energy absorber can better protect the sensitive dome area with its valves and line connections. It can also serve as fall protection for assembly and logistics of the pressure vessel. The energy absorber absorbs a portion of the energy of an accident and protects the pressure vessel against contacts with sharp edges of the vehicle environment. The energy absorber can offer a space-neutral fastening concept of the pressure tank and use the "dead" space in the area of the cathedral. The technology disclosed here can improve the utilization of the space and thus allow larger quantities of pressure vessels. In particular, by a connection in the mostly unused space between imaginary cylindrical surface and tapered tank bottom, the diameter can be increased when a strap fastening is replaced on the cylinder. Further advantageous may be a separate design of the pressure vessel and the energy absorber. The structure (or layer structure) of the pressure vessel is essentially unchanged, which can simplify the certification, development, and purchasing processes.

The technology disclosed here will now be described with reference to the schematic 1 explained. The pressure vessel 100 includes a liner 110 containing the fuel storage volume I formed. The liner 110 is surrounded by a fiber reinforced layer 120 , The pressure vessel 100 is divided into a middle part M and two arched ends P ₁ . P ₂ , At the first The End P ₁ Here is the tail 170 intended. Similarly, at the other (second) end could P ₂ be provided such an end piece or another end piece. The tail 170 Here is an on-tank valve that is in a boss 160 is screwed. The tail 170 and the boss 160 are made of metal here. The fiber reinforced layer 120 is surrounded by another fiber reinforced layer 130 , The other fiber-reinforced layer 130 may be the same as the fiber reinforced layer 120 , Preferably, the further fiber-reinforced layer 130 be prepared in the same manufacturing step as the fiber-reinforced layer 120 , The other fiber-reinforced layer 130 go over here in the connecting pipes 132 at both ends P ₁ . P ₂ of the pressure vessel 100 are provided. The connecting pipes 132 are thus also designed as a fiber-reinforced layer. The connecting pipes 132 Surround here the deformation elements 200 . 200 ' , The deformation elements 200 . 200 ' be here from the connecting pipes 132 guided. The connecting pipes 132 So serve as guide elements. But this does not have to be this way. Likewise, the connecting pipes could 132 be omitted. With an end face are the deformation elements 200 . 200 ' on the outer surface of the pressure vessel (here: the fiber-reinforced layer 120 ) at. At the opposite other end of deformation element 200 here is an end face or an edge of the protective cap 150 at. Also the outer peripheral surface of the protective cap 150 is here from the connecting pipe 132 at least partially surrounded. Thus, so be protective cap 150 and deformation element 200 guided in their axial movement. At the opposite end of the protective cap 150 here are fasteners 154 provided by means of which the protective cap 150 at body attachment points 400 the body is attached. In the deformation element 200 ' at the second end P ₂ is not a protective cap 150 intended. At the deformation element 200 ' are also fasteners 204 . 206 intended. The connecting elements 204 . 206 Here are inserts that are made of a different material, the deformation element 200 ' itself. The inserts 204 . 206 are made of metal. Against the deformation element 200 ' made of plastic. However, other materials could be provided as well. As it could, at the second end P ₂ a protective cap 150 be provided. It is also conceivable that at the first end P1 no protective cap 150 is provided. The protective cap shown here 150 is a separate component. It is also conceivable that the protective cap 150 is firmly integrated into the bodywork. For fastening the protective cap 150 to the vehicle body and / or attachment of the deformation element 200 . 200 ' Any type of non-positive, cohesive, or positive connection can be provided. In the embodiment shown here have the protective cap 150 , the deformation element 200 . 200 ' and the pressure vessel 100 a substantially round cross section. But this does not have to be this way. Furthermore, neither the protective cap 150 nor the deformation element 200 formed in the radial direction in comparison to the outer surface of the pressure vessel is not protruding.

If there is now a collision with another object, so is the body connection points 400 the impact energy to the protective cap 150 or to the deformation element 200 ' passed. The impact energy causes the deformation elements 200 . 200 ' deform plastically. In particular, the deformation elements 200 . 200 ' here in the axial direction A - A bruised, so that at the first end P ₁ the protective cap 150 and the outer surface of the first end P ₁ to move towards each other. Through this relative movement of protective cap 150 and outer surface pushes the cap 150 on the tail 170 , The tail 170 is protected against further damage. Unless the deformation element 200 . 200 ' can not fully absorb the impact energy, the impact energy will be above the adjacent edge of the protective cap 150 delivered to the pressure vessel wall without the tail 170 is mechanically loaded.

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.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102016209812 [0001]
• DE 102016217757 [0001]
• DE 102016201477 [0019]
• DE 102017200199 [0019]

Claims (12)

Pressure vessel (100) for storing fuel for a motor vehicle with at least one deformation element (200, 200 '); the deformation element (200, 200 ') bears directly or indirectly against an outer surface of a curved end (P ₁ , P ₂ ) of the pressure vessel (100) and / or is secured to the curved end (P ₁ , P ₂ ); wherein the deformation element (200, 200 ') surrounds an end piece (170) of the pressure vessel (100); and wherein the deformation element (200, 200 ') is adapted to deform in the event of a collision of the motor vehicle with an object in the direction of the pressure vessel longitudinal axis (AA). Pressure vessel after Claim 1 wherein the deformation element (200, 200 ') rests on at least 20% or at least 40% or at least 60% or at least 80% of the outer surface of the end (P ₁ , P ₂ ). Pressure vessel after Claim 1 or 2 wherein the deformation element (200, 200 ') and / or the protective cap (150) comprises a tension band receiver. Pressure vessel according to one of the preceding claims, wherein the clamping band receiving a recess provided in the outer surface is. Pressure vessel according to one of the preceding claims, wherein the deformation element (200, 200 ') is a deformation element produced by deformation (200, 200'), preferably of a particular foamed and / or injection molded deformation material. Pressure vessel according to one of the preceding claims, wherein in the deformation element (200, 200 ') at least one insert part (204, 206) is provided for body connection, which is enclosed by the material, and which is made of a different material than the deformation material. Motor vehicle or pressure vessel (100) according to any one of the preceding claims, further comprising a protective cap (150), wherein the protective cap (150) is formed and arranged such that the protective cap (150) in a first state of the motor vehicle at least one end piece (170). protects against mechanical deformation. Motor vehicle or pressure vessel (100) according to Claim 7 , wherein in the protective cap (150) in a second state of the motor vehicle less of the end piece (170) is received in the protective cap (150) than in the first state. Motor vehicle or pressure vessel (100) according to Claim 7 or 8th wherein the protective cap is transferred from the second state to the first state by deforming the deformation element (200, 200 '). Motor vehicle or pressure vessel (100) according to one of the preceding Claims 7 - 9 , wherein the deformation element (200, 200 ') and the protective cap (150) are designed such that in the event of a collision of the motor vehicle with an object, the protective cap (150) does not deform or only after the deformation element (200, 200'). Motor vehicle or pressure vessel according to one of the previous Claims 7 - 10 wherein the deformation element (200, 200 ') is provided between the protective cap (150) and the outer surface of the domed end (P ₁ , P ₂ ). Motor vehicle or pressure vessel according to one of the previous Claims 7 - 11 in that the deformation element (200, 200 ') and / or the protective cap (150) is / are surrounded by at least one guide element (130, 132) which guides the elements moving towards each other during the deformation.

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