DE102022111918A1 - Hydrogen-powered commercial vehicle - Google Patents

Abstract

The invention relates to a commercial vehicle (1) with a hydrogen drive (9), in particular a hydrogen fuel cell drive, with a hydrogen tank (11), which is set up to store pressurized hydrogen, and a hydrogen flow path (13), which connects the hydrogen tank (11) and connects the hydrogen drive (9) in a fluid-conducting manner. It is proposed that the hydrogen flow path (13) is assigned a valve arrangement (15) which is accessible from outside the commercial vehicle (1) and is designed to be switched from a blocking position to a drain position (A), and thereby release the hydrogen -To separate the flow path (13) from the environment in the blocked position and to open it towards the environment in the drain position in order to drain the stored hydrogen, the valve arrangement (15) being operatively connected to an emergency drain control device (17) which is set up for this purpose is to switch the valve arrangement (15) from the blocking position to the drain position.

Description

The invention relates to a commercial vehicle with a hydrogen drive, in particular a hydrogen fuel cell drive, with a hydrogen tank, which is set up to store pressurized hydrogen, and a hydrogen flow path, which connects the hydrogen tank and the hydrogen drive in a fluid-conducting manner.

Commercial vehicles of the above type are known. Hydrogen propulsion is becoming increasingly important as an alternative to combustion engines using fossil fuels. Basically, with the hydrogen drive, the diesel fuel that was predominantly used in conventional commercial vehicles in the past will be replaced by hydrogen as an energy source. Both diesel fuel and hydrogen are hazardous substances that pose a certain potential risk in the event of accidents involving commercial vehicles.

In the event of an accident, it is sometimes necessary to pump out the fuel for recovery work on a commercial vehicle that has been involved in an accident. As long as there was no source of fire, this was generally not a problem for emergency services in conventional motor vehicles because the tank is not pressurized and is easily accessible from the outside. Unless a fire has already broken out or there is an acute risk of fire, the risk was generally easy for emergency services to control.

Hydrogen, on the other hand, is highly flammable and also has a high filling pressure in the hydrogen tank. The storage pressures in hydrogen tanks at the time of the invention are generally in the range of up to 700 bar for commercial vehicles, and sometimes even higher for private cars. In the case of commercial vehicles that have been involved in an accident, it is therefore an additional risk factor that the hydrogen tanks can be mechanically damaged - even without it being obvious - and, in the event of a burst, release hydrogen into the environment in an uncontrolled manner. Even in cases where the hydrogen tanks have predetermined failure points, the uncontrolled escape of hydrogen can pose an additional danger.

Although there are known overpressure safety devices that can remove the hydrogen from the container when critical system pressures are exceeded, these only trigger in the event of overpressure and not automatically in the event of mechanical damage to the tank, which does not per se lead to an increase in pressure.

Also in view of the fact that in order to recover a commercial vehicle that has been involved in an accident, the emergency services often have to intervene mechanically on the commercial vehicle, for example with cutting devices, lifting equipment and the like, there was therefore a desire to reduce the risk potential represented by the hydrogen tanks in the event of an accident.

The invention was therefore based on the object of mitigating as much as possible the disadvantages described above in a commercial vehicle of the type described above. In particular, the invention was based on the object of specifying a commercial vehicle of the type described at the outset, which can be recovered in the event of an accident with a lower safety risk for the emergency services.

The invention solves the problem on which it is based by proposing a commercial vehicle in which the hydrogen flow path is assigned a valve arrangement that is accessible from outside the commercial vehicle and is set up to be switched from a blocking position to a drain position, and thereby the hydrogen To separate the flow path from the environment in the blocking position and to open it in the discharge position towards the environment in order to discharge the stored hydrogen, the valve arrangement being operatively connected to an emergency discharge control device which is designed to move the valve arrangement from the blocking position to the discharge position to switch.

The invention follows the approach that in order to release the hydrogen from the hydrogen tank in a controlled manner, it is not absolutely necessary to gain direct access to the hydrogen tank, which might be difficult in the case of a commercial vehicle that has been involved in an accident. Because the valve arrangement does not necessarily have to be located directly on the hydrogen tank, but is arranged at a basically arbitrary location along the flow path between the hydrogen tank and the hydrogen drive and is connected to the hydrogen tank in a fluid-conducting manner, the valve arrangement can be connected from outside the vehicle in the event of an accident Identify a place that can be reached with a statistically high degree of probability, preferably with a defined orientation of the valve arrangement, in which the hydrogen can then be safely drained from the hydrogen tank.

The invention further follows the approach that the triggering for the release of the hydrogen can be carried out by the emergency release control device, which also does not have to be arranged on the hydrogen tank itself, and preferably is not, but is arranged at a distance from the hydrogen tank. In principle, the arrangement can be anywhere, as long as it is included the valve arrangement is operatively connected for its control.

The invention is advantageously further developed in that the emergency lowering control device has a fuse which is operatively connected to the control device and is designed to prevent switching of the valve arrangement in a safety state and to allow switching of the valve arrangement in a release state. A fuse in addition to the emergency release control device reduces the risk of unintentional switching or unauthorized release of the hydrogen from the hydrogen tank.

In preferred embodiments, the security can be, for example, a mechanical security, comprising, for example, one or more security pins or seals. However, the security can also be designed electronically or by computer program technology and integrated into the emergency lowering control device in hardware or software and, for example, require the entry of a verification code or a digitally readable key medium.

In a further preferred embodiment, the hydrogen flow path is assigned a shut-off valve which is arranged between the hydrogen tank and the hydrogen drive. The shut-off valve can be switched from a blocking position to an open position, preferably switched back and forth between the two positions, and is designed to separate the hydrogen flow path from the hydrogen drive in the blocked position and to open it towards the hydrogen drive in the open position. The emergency dump control device is located upstream of the shutoff valve in the hydrogen flow path.

The shut-off valve, also referred to as HSV (hydrogen shut-off valve), is preferably connected to a control device in a signal-conducting manner, the control device preferably having the fuel cell control or being designed as one in the event that the hydrogen drive is a hydrogen fuel cell drive. The shut-off valve is designed to interrupt and release the anode-side hydrogen supply to the fuel cell. The arrangement of the emergency drain control device upstream of the shut-off valve enables the hydrogen to be drained from the hydrogen tank regardless of the switching state of the shut-off valve.

If the vehicle has a fuel cell system with a fuel cell control, the emergency lowering control device is preferably connected to the fuel cell control in a signal-conducting manner or is integrated into the fuel cell control in hardware or software.

If control devices such as the fuel cell control, the emergency lowering control device, or the brake control are discussed in connection with the invention, this is to be understood as meaning that the respective control devices or control devices have the processors, data memories and data connection lines necessary to carry out their respective control tasks . Control devices for carrying out various control tasks are well known.

By connecting the emergency release control device to the fuel cell control, it is possible to use the fuel cell control to instruct the emergency release of hydrogen from the hydrogen tank, for example manually or via an electronic vehicle control of the commercial vehicle.

In preferred embodiments, the valve arrangement has one or more explosion-proof valves. The explosion-proof valves are preferably made of a material that is not prone to sparking, such as brass or a brass alloy. Alternatively or additionally, the valve arrangement is set up to be controlled mechanically, pneumatically or electrically with a voltage of 12 volts or less. In the case of a pneumatic control, a control line with external supply is particularly preferably provided.

In a further preferred embodiment, the emergency lowering control device has a remote control that is set up to control the valve arrangement remotely. Preferably, the remote control is set up to control the valve arrangement from outside a predetermined minimum distance around the hydrogen tank. The predetermined minimum distance is preferably in a range of 50 m or more, particularly preferably in a range between 50 m and 250 m. In this distance range, an adequate view of the immediate danger area around the commercial vehicle is usually still guaranteed, but at the same time the distance for the personnel operating the remote control, for example emergency services or the driving staff of the commercial vehicle, is sufficiently high to be protected from unexpected incidents when the hydrogen is released.

The fuse is preferably set up to directly or indirectly detect the distance between the hydrogen tank and the remote control and to switch the valve arrangement by means of the remote control as long as the detected distance is below the range for the predetermined minimum distance, and only released when the predetermined minimum distance around the hydrogen tank has been exceeded. For this purpose, the fuse can, for example, have one or more signal receivers for electromagnetic waves and is preferably set up to determine, at least roughly, the distance to the signal source based on the determined reception strength.

The signal source is preferably arranged on the commercial vehicle in the area of the hydrogen tank and can be set up, for example, to emit radio signals. Alternatively or additionally, the distance determination can also take place via local or global position signals in a generally known manner. Since a centimeter-accurate position resolution is not necessary, the accuracies that can be achieved with conventional positioning systems are sufficient for this. The remote control and/or the vehicle preferably have a position data transmitter, for example a GPS transmitter. The vehicle preferably has this via its fleet management system and/or its satellite navigation system. Alternatively, the valve arrangement is provided with such a transmitter. The position data of the remote control on the one hand and of the vehicle or the valve arrangement on the other hand can be compared using a data processing program, which can be integrated into the remote control, so that triggering using the remote control is only possible when the position data is at a sufficient distance between the operator and the vehicle or allow the valve arrangement to close.

In a further preferred embodiment, the remote control is a radio remote control, which is preferably connected to the emergency lowering control device in a signal-conducting manner. As described above, the emergency lowering control device is either assigned directly to the valve arrangement or to another control device. The radio remote control is preferably set up to communicate with the emergency lowering control device via a data transmission protocol, for example via a WLAN, WAN, Bluetooth, or other suitable transmission protocol. Alternatively or additionally, the signal strength of the wireless connection can be monitored and switching of the remote control can only be made possible when the signal strength reaches or falls below a threshold value that is representative of the required minimum distance between the remote control and the vehicle.

If the emergency lowering control device is, for example, integrated into the fuel cell control or is controlled by the fuel cell control, the radio remote control is preferably connected to that fuel cell control in a signal-conducting manner.

In a further preferred embodiment, the security has data encryption for the signal connection between the remote control and the emergency lowering control device, the security being set up to check the signal connection for authenticity and to only change from the security state to the release state if authentication is successful. To check the connection between the remote control and the emergency lowering control device, known cryptographic methods can be used, for example asymmetrical key exchange, in order to prevent unauthorized access to the emergency lowering control device and at the same time minimize the risk of unwanted false triggering by an authorized user.

In a further preferred embodiment, the valve arrangement has a fluid connection, in particular a hose coupling, for connecting a drain line, the drain line having a predetermined length. Preferably, the predetermined length is equal to or greater than the predetermined minimum distance around the hydrogen tank.

The commercial vehicle preferably carries the drain line, for example on a line reel. The discharge line makes it possible to specifically specify the location at which the hydrogen is released into the environment and the direction in which the hydrogen then flows out, regardless of the position of the (potentially accident) commercial vehicle. The hydrogen can therefore be released in a targeted manner as far away as possible from other danger areas. In a further preferred embodiment, the fuse is operatively connected to the fluid connection and is set up to only change from the safety state to the release state when the drain line is coupled to the connection. For this purpose, the fuse preferably has a contact switch which is designed to detect the coupling state of the connection.

In a further preferred embodiment, the commercial vehicle is a tractor, that is, a towing vehicle for a commercial vehicle combination, and has a saddle plate, with the valve arrangement being arranged in the area of the fifth wheel plate, for example below the fifth wheel plate.

The “area of the saddle plate” is understood to mean the close area around the saddle plate; the close area is preferably located within a radius of 1.5 m around the saddle plate. Arranging the valve arrangement near the saddle plate is advantageous because the saddle plate is the part of the tractor that is usually the most robust mechanically due to the high forces that have to be absorbed. The risk of mechanical damage to the valve arrangement is reduced in this way because the mechanically stable structure of the saddle plate and the structure around it also protects the valve arrangement from deformation in the event of an accident.

In a further preferred embodiment, in which the commercial vehicle has a driver's cab, the valve arrangement is horizontal relative to the driver's cab - i.e. H. arranged offset in the horizontal direction. In particular, the valve arrangement is arranged further towards the rear of the vehicle relative to the driver's cab, and is particularly preferably aligned towards the rear of the vehicle. In this way, the valve arrangement can still be reached reliably even with a commercial vehicle lying on its side, regardless of which side the commercial vehicle ends up on in an accident.

The invention has been described above with reference to a singular valve arrangement. According to the invention, the commercial vehicle can of course also have a plurality of valve arrangements which, for example, are arranged to be externally accessible on several sides of the commercial vehicle, so that access to one of the valve arrangements is guaranteed regardless of the position of the vehicle after an accident.

In a further preferred embodiment, the commercial vehicle has a vehicle safety system that is set up to detect a vehicle accident, the safety device being set up to change from the safety state to the release state when the vehicle safety system has detected an accident and sends a representative signal to the emergency lowering system. control device has transmitted. Vehicle safety systems for accident detection are known, for example EP 3 862 237 A1 , which is included here by reference.

In a further preferred embodiment of the invention, in which the emergency lowering control device is operatively connected to a remote control, the remote control is wired and connected to the valve arrangement or the emergency lowering control device by means of a cable line, the cable line preferably having a length that is equal to or greater is the predetermined minimum distance around the hydrogen tank.

The remote control preferably has a voltage source for controlling the emergency lowering control device in order to be able to switch the valve arrangement even if the emergency lowering control device, if it has its own power supply, can no longer draw power from the commercial vehicle. In the simplest case, the remote control can have a switch, and the voltage provided by the voltage source represents the control voltage or the control signal for switching the valve arrangement.

In a preferred embodiment, the drain line and the cable line for connecting the remote control to the valve arrangement can be developed as an integrated component, so that the drain line has the cable line for connecting the remote control to the valve arrangement. The cable line can, for example, be integrated into the line wall or laid along the drain line.

The valve arrangement, which has already been described above in various preferred embodiments, can have a single controllable valve or several controllable valves.

In particular, in preferred embodiments, the valve arrangement has at least one electrically controllable (first) valve, preferably a multi-way valve, particularly preferably a 2/2-way valve arranged in a branch line or a 3/2-way valve arranged directly in the supply line to the shut-off valve and arranged upstream of the shut-off valve. 2-way valve.

Alternatively or additionally, the valve arrangement preferably has at least one pneumatically controllable (second) valve, preferably a multi-way valve, particularly preferably a 2/2-way valve arranged in a branch line or a 3/2-way valve arranged directly in the supply line to the shut-off valve.

If pneumatically controllable valves are used, the commercial vehicle preferably has a pneumatic pilot control line, which is particularly preferably connected to a pneumatic brake system of the commercial vehicle. The pneumatically controllable valve is operatively connected to the pneumatic pilot control line, with the brake system preferably being set up to control the pneumatic valve arrangement to assume the release position. If the valve arrangement is to be controlled using a remote control in such an embodiment, the remote control is preferably connected to the brake system in a signal-conducting manner.

In further preferred embodiments, the valve arrangement has a mixed configuration of pneumatically controllable and electrically controllable valves. This enables redundant actuation of the emergency lowering control device and thus further increases the safety of the system.

In a further preferred embodiment, in which the valve arrangement has a pneumatic pilot control line, the pilot control line preferably has a compressed air connection for connecting the control pressure line to an external compressed air supply. This makes it possible to switch the valve arrangement even if the compressed air supply to the commercial vehicle is defective or is depressurized. Control via an external compressed air connection is particularly advantageous because in the event of an accident, emergency services on site usually always carry a compressed air supply with them, preferably a compressed air supply installed in the emergency vehicle, or a portable compressed air supply, such as a compressed air bottle.

In a further preferred embodiment, the hydrogen tank is assigned a pressure limiter in the hydrogen flow path, preferably directly on the hydrogen tank, and the valve arrangement is arranged downstream of the pressure limiter, preferably at a distance from the pressure limiter.

• 1 hat eine schematische Darstellung eines Nutzfahrzeugs gemäß einem bevorzugten Ausführungsbeispiel,
• 2 eine erste Detailzeichnung für das Nutzfahrzeug gemäß 1, und
• 3 eine weitere Detailzeichnung für das Nutzfahrzeug gemäß 1.

The invention is described in more detail below with reference to the attached figures using a preferred exemplary embodiment. Show here:

• 1 has a schematic representation of a commercial vehicle according to a preferred embodiment,
• 2 a first detailed drawing for the commercial vehicle 1 , and
• 3 another detailed drawing for the commercial vehicle according to 1 .

In 1 a commercial vehicle 1 is shown, which is shown here as a tractor. The commercial vehicle 1 has a chassis 5 with a driver's cab 3 arranged thereon. In a rear area 8 of the commercial vehicle 1, a fifth wheel plate 7 is arranged for reversibly detachable coupling to a trailer.

A hydrogen drive 9 is arranged in a front area 10 of the commercial vehicle 1, in which the driver's cab 3 is also arranged. In the exemplary representation according to 1 The hydrogen drive 9 is integrated in the vehicle chassis 5, but depending on the vehicle structure it could also be arranged higher up, at the level of the driver's cab 3. The commercial vehicle 1 also has a hydrogen tank 11, which is set up to store pressurized hydrogen and is fluidly connected to the hydrogen drive 9 by means of a hydrogen flow path 13.

A valve arrangement 15, which is accessible from outside the commercial vehicle 1, is operatively connected to the hydrogen flow path 13. The valve arrangement 15 is set up to be switched from a blocking position S into a drain position A, and preferably back again, the valve arrangement 15 being set up to close the hydrogen flow path 13 in its blocking position S, i.e. from an environment U to be kept separate, and to be opened in the discharge position A towards the environment U, so that the hydrogen stored in the hydrogen tank 11 can be drained into the environment U. The valve arrangement 15 is arranged in an area 16 below the fifth wheel plate 7 in the chassis 5 of the commercial vehicle 1. The area 16 below the saddle plate 7 is mechanically particularly stable due to the coupling with trailers for the commercial vehicle 1 and therefore offers optimal protection in the event of an accident, so that the valve arrangement 15 can still trigger even if the commercial vehicle 1 has an accident.

For remote actuation of the valve arrangement 15, the valve arrangement 15 is operatively connected to an emergency lowering control device 17. The emergency lowering control device 17 is set up to switch the valve arrangement 15 from the blocking position S to the lowering position A, and preferably also from the lowering position A to the blocking position S.

In the exemplary representation according to 1 the emergency lowering control device 17 has a remote control 19. The remote control 19 is set up to control the valve arrangement 15 and makes it possible to control the valve arrangement 15 from outside a predetermined minimum distance D _min around the hydrogen tank 11.

The emergency lowering control device 17 also has a fuse 21, which is operatively connected to the emergency lowering control device. The fuse 21 is set up to prevent activation of the valve arrangement 15 in a safety state Z, depending on a distance D of the emergency lowering control device 17 from the hydrogen tank 11, and to allow the valve arrangement 15 to be switched in a release state F. The remote control 19 can, for example, be set up to determine the remote control's own position by means of communication with a satellite navigation system 100, and additionally to determine the position of the commercial vehicle 1, for example the commercial vehicle 1 has a correspondingly designed communication device 23. Using the two positions of the remote control 19 on the one hand and the commercial vehicle 1 or hydrogen tank 11 on the other hand, the fuse 21 can preferably determine whether the distance D is equal to or greater than the required minimum distance D _min and, if so, switch from the security state Z to the release state F.

Alternatively or in addition to the use of a satellite navigation system 100, direct communication between the communication device 23 and the remote control 19 is preferably provided, for example by sending radio signals from the communication device 23 into the environment U, and by receiving the radio signals through the remote control 19, the remote control 19 is further preferably set up to determine the distance D to the hydrogen tank 11 from the signal strength, which correlates with the distance to the communication device 23.

In a simple embodiment of the commercial vehicle 1, it can be provided that the hydrogen leaves the hydrogen flow path 13 directly at the valve arrangement 15 into the environment U. In a preferred development, however, a drain line 25 is operatively connected to the valve arrangement 15 and is designed to initially lead the hydrogen discharged from the hydrogen flow path 13 away from the commercial vehicle 1 in the drain position of the valve arrangement 15, and only then, preferably also once the predetermined minimum distance has been reached D _min , to be released into the environment U.

The remote control 19 and the drain line 25 can be designed as separate objects and operated independently of one another. However, they can also be structurally combined. For example, the emergency lowering control device 21 and/or the remote control 19 can be installed as a switching element on the drain line 25, and the signal transmission can communicate in the direction of the valve arrangement 15 via a data or power cable laid together with the drain line 25.

2 shows a flow diagram with details on the fluid technology and signaling implementation of the invention. A shut-off valve 27 is arranged in the hydrogen flow path 13 between the hydrogen tank 11 and the hydrogen drive 9, which can be controlled, preferably electrically, and can be switched back and forth between a blocking position S and an open position O. The shut-off valve 27 is designed to separate the hydrogen flow path 13 from the hydrogen drive 9 in the blocking position S and to open it towards the hydrogen drive 9 in the open position O. Such valves are also known as HS valves (Hydrogen Shutoff Valve).

How out 2 further results, the valve arrangement 15 is arranged at a junction 28 downstream of the hydrogen tank 11 and upstream of the shut-off valve 27.

The valve arrangement 15 has a first valve 35, which is designed as a multi-way valve, in particular a 2/2-way valve, and can be controlled electrically. The first valve 35 is designed as an NC valve (normally closed) and is designed to be electrically switched to its open position O depending on a control command from the emergency lowering control device 17. The first valve 35 is arranged in a first branch line 37. The first branch line 37 runs from the hydrogen tank 11 to the drain line 25. At the interface to the drain line 25, a fluid connection 39 is arranged in the valve arrangement 15, which preferably has a hose coupling or the like, and by means of which the drain line 25 is connected to the valve arrangement 15 in a fluid-conducting manner. A non-return element 41 is preferably assigned to the fluid connection 39, which is designed to be displaced into an open position O when the drain line is connected in order to release hydrogen into the drain line 25 when the valve arrangement 15 is activated accordingly.

Parallel to the first branch line 37, the valve arrangement 15 preferably has a second branch line 43, which runs parallel to the first branch line 37 from the hydrogen tank 11 to the drain line 25. A second valve 45 is assigned to the second branch line 43. The second valve 45 is preferably designed as a multi-way valve, in particular as a 2/2-way valve, with pneumatic control. The control connection 47 of the second valve 45 is connected to a pneumatic pressure supply 50 by means of a pilot control line 49. The pneumatic pressure supply 50 preferably has a compressed air connection 52 for connecting an external compressed air supply 51, such as a compressed air supply for emergency services. Using this compressed air connection 52, it is possible at any time to switch the valve arrangement 15 pneumatically from externally, even if an electrical control using the first valve 35 is no longer ready for operation. In other words, the exclusively pneumatic control enables switching even in emergencies, regardless of the remote control 19.

Further preferably, the compressed air supply 50 has one assigned to the commercial vehicle 1 Compressed air reservoir 53, which is, for example, a compressed air reservoir of a brake system 55 of the commercial vehicle 1. The compressed air reservoir 53 is connected to the valve arrangement 15 in a fluid-conducting manner directly or indirectly by means of a second compressed air connection 57.

The valve arrangement 15 further preferably has a third valve 59. The third valve 59 is preferably designed as a multi-way valve, in particular as a 2/2-way valve. The third valve 59 is designed as a normally closed (NC) valve and is set up to be controlled by the emergency lowering control device 17 by means of a control command.

The valve arrangement 15 preferably has a select-high valve 61, which is designed to selectively close one of the two compressed air connections 52, 57 and release the other.

The hydrogen tank 11 is also preferably secured by means of a pressure limiter 63. The branch 28 to the valve arrangement 15 is arranged downstream of the pressure limiter 63.

How out 2 Furthermore, different communication paths are possible and preferred, with which the valve arrangement 15 can be controlled starting from the emergency lowering control device 17. The commercial vehicle 1 preferably has a transmitting/receiving device 65, which optionally also takes the form of the in 1 communication device 23 shown may be present. The transmitting/receiving device 65 is set up to receive control commands from the emergency lowering control device 17 and to forward these to the valves 35, 59 of the valve arrangement 15. As an alternative to direct control of the valve arrangement 15 by the emergency lowering control device 17 using the transmitting/receiving device 65, it is also conceivable to integrate the control into existing control devices of the commercial vehicle 1, and with the emergency lowering control device 17 only those control devices for transmission appropriate control commands. The hydrogen drive 9 has a fuel cell system 31 with a fuel cell control 33, which is preferably set up to control the shut-off valve 27 for opening or closing, and/or which is particularly preferably set up to control the valve arrangement 15, for example by means of the transmitting/receiving device 65. to open or close the valves 35 and/or 59.

Alternatively or additionally, the emergency lowering control device 17 is connected in a signal-conducting manner to a brake control device 67, the brake control device 67 being set up, preferably by means of the transmitting/receiving device 65, to control the valve arrangement 15, and therein in particular the third valve 59, for controlling the second valve 45 to head for.

As an alternative to the embodiment shown here, the emergency lowering control device 17 could also be integrated into one of the two control devices, i.e. in the fuel cell control 33 or in the brake control device 67.

2 shows a further optional preferred embodiment with regard to the security aspect: In the area of the fluid connection 39 towards the drain line 25, a contact switch 69 is preferably arranged, which is set up to monitor the connection state between the drain line 25 and the fluid connection 39. The contact switch 39 represents its own fuse and/or is connected to the fuse 21 in a signal-conducting manner, in particular wirelessly. The fuse 21 is therefore preferably set up to release the transition from its security state Z to the release state F only when the drain line 25 is coupled to the fluid connection 39 and this has been detected by means of the contact switch 69.

In 3 A possible installation of the branch lines within the valve arrangement 15 is illustrated. The valve arrangement points according to 3 the connection 57 (cf. 2 ), which can be designed, for example, as a bayonet connection 73, for a pneumatic control pressure line 71 of the brake system 55. By means of the control pressure line 71, the valve arrangement 15 can be connected directly or indirectly to the brake system 55 in order to realize pneumatic control of the valve arrangement 15. The third valve 59 is preferably arranged adjacent to this bayonet connection 73. Furthermore, the valve arrangement 15 has the connection 52 (cf. 2 ), which can be designed, for example, as a bayonet connection 75, for connecting the external compressed air supply 51 (see 2 ) on.

The two compressed air connections run together in the common control pressure line 49, in which a pneumatic servomotor 77 is arranged and which is connected to the second valve 45 to control it. The second valve 45 is located in the second branch line 43, which is arranged parallel to the first branch line 37 and in which the first valve 35 is arranged.

The two branch lines 37, 43 open into the fluid connection 39, which can also be designed as a bayonet connection, for example, and from from which an indirect or direct connection to the drain line can then be established.

REFERENCE SYMBOL LIST (PART OF DESCRIPTION)

1

Commercial vehicle

3

Driver's cab

5

chassis

7

saddle plate

8th

Rear area

9

Hydrogen propulsion

10

Front area

11

Hydrogen tank

13

Hydrogen flow path

15

Valve arrangement

16

Area below fifth wheel plate, commercial vehicle

17

Emergency lowering control device

19

remote control

21

Backup

23

Communication device

25

Drain line

27

Shut-off valve, hydrogen flow path

28

junction

31

Fuel cell system

33

Fuel cell control

35

first valve, valve arrangement

37

first branch line

39

Fluid connection

41

Non-return element

43

second branch

45

second valve, valve arrangement

47

Control connection

49

Pilot line

50

pneumatic pressure supply

51

external compressed air supply

52

Compressed air connection for connecting an external compressed air source

53

Compressed air storage, pneumatic pressure supply

55

Braking system

57

second compressed air connection

59

third valve

61

Select high valve

63

Pressure limiter

65

Transmitting/receiving device

67

Brake control unit

69

Contact switch

71

Control pressure line

73

Bayonet connection to the brake system (compressed air connection 57)

75

Bayonet connection for external compressed air source (compressed air connection 52)

77

Servomotor

100

Satellite navigation system

A

Release position

D

Distance

Dmin

Minimum distance

F

Release state

O

open position

S

Blocking position

U

Vicinity

Z

Backup state

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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

• EP 3862237 A1 [0031]

Claims (15)

Commercial vehicle (1) with hydrogen drive (9) with - a hydrogen tank (11), which is set up to store pressurized hydrogen, and - a hydrogen flow path (13), which fluidly connects the hydrogen tank (11) and the hydrogen drive (9), characterized in that the hydrogen flow path (13) is assigned a valve arrangement (15) which is accessible from outside the commercial vehicle (1) and is designed to be switched from a blocking position (S) to a drain position (A), and thereby to separate the hydrogen flow path (13) from an environment (U) in the blocking position (S) and to open it in the direction of the environment (U) in the drain position (A) in order to drain the stored hydrogen, the valve arrangement (15) is operatively connected to an emergency lowering control device (17), which is set up to switch the valve arrangement (15) from the blocking position (S) to the lowering position (A). Commercial vehicle (1). Claim 1 , wherein the emergency lowering control device (17) has a fuse (21) which is operatively connected to the emergency lowering control device (17) and is designed to prevent the valve arrangement (15) from switching in a fuse state (Z), and in one Release state (F) to allow the valve arrangement (15) to be switched. Commercial vehicle (1). Claim 1 or 2 , wherein the hydrogen flow path (13) is assigned a shut-off valve (27), which is arranged between the hydrogen tank (11) and the hydrogen drive (9), can be switched from a blocking position (S) to an open position (O) and is designed to do so to separate the hydrogen flow path (13) from the hydrogen drive (9) in the blocking position (S) and to open it towards the hydrogen drive (9) in the open position (O), and the emergency drain control device (17) is located upstream of the shut-off valve ( 27) is arranged in the hydrogen flow path (13). Commercial vehicle (1) according to one of the preceding claims, wherein the commercial vehicle (1) has a fuel cell system (31) with a fuel cell control (33), and the emergency lowering control device (17) is connected to the fuel cell control (33) in a signal-conducting manner or is integrated into it . Commercial vehicle (1) according to one of the preceding claims, wherein the emergency lowering control device (17) has a remote control (19) which is set up to control the valve arrangement (15), preferably from outside a predetermined minimum distance (D _min ) around the hydrogen tank (11) around. Commercial vehicle (1). Claim 5 , wherein the remote control (19) is a radio remote control, which is preferably connected to the emergency lowering control device (17) in a signal-conducting manner. Commercial vehicle (1) according to one of the preceding claims, wherein the valve arrangement (15) has a fluid connection (39) for connecting a drain line (25), the drain line (25) having a predetermined length, which is preferably equal to or greater than a predetermined minimum distance ( D _min ) around the hydrogen tank (11). Commercial vehicle (1). Claim 7 , wherein the fuse (21) is operatively connected to the fluid connection (39) and is set up to only change from the security state (Z) to the release state (F) when the drain line (25) is coupled to the fluid connection (39). Commercial vehicle (1) according to one of the preceding claims, wherein the commercial vehicle (1) has a saddle plate (7), and the valve arrangement (15) is arranged in a region (16) of the saddle plate (7), for example below the saddle plate (7). is. Commercial vehicle (1) according to one of the preceding claims, wherein the commercial vehicle (1) has a driver's cab (3), and the valve arrangement (15) is arranged horizontally offset relative to the driver's cab (3). Commercial vehicle (1) according to one of the preceding claims, wherein the valve arrangement (15) has an electrically controllable valve (35), which is preferably a multi-way valve, particularly preferably a 2/2-way valve arranged in a branch line (37). Commercial vehicle (1) according to one of the preceding claims, wherein the valve arrangement (15) has a pneumatically controllable valve (45), which is preferably a multi-way valve, particularly preferably a 2/2-way valve arranged in a branch line (43). Commercial vehicle (1). Claim 12 , wherein the commercial vehicle (1) has a pneumatic pilot control line (49), preferably a pneumatic brake system (55), wherein the pneumatically controllable valve (45) is operatively connected to the pilot control line (49), and further preferably the brake system (55) to it is set up, to control the pneumatic valve arrangement (15) to assume the release position (A). Commercial vehicle (1). Claim 13 , wherein the valve arrangement (15) has a compressed air connection (52) for connecting the pilot control line (49) to an external compressed air supply (51). Commercial vehicle (1) according to one of the preceding claims, wherein the hydrogen tank (11) is assigned a pressure limiter (63) in the hydrogen flow path (13), and wherein the valve arrangement (15) is arranged downstream of the pressure limiter (63).

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