EP3732072A1 - Moyen de locomotion, procédé servant à démarrer un moyen de locomotion, utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire - Google Patents

Moyen de locomotion, procédé servant à démarrer un moyen de locomotion, utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire

Info

Publication number
EP3732072A1
EP3732072A1 EP18836480.6A EP18836480A EP3732072A1 EP 3732072 A1 EP3732072 A1 EP 3732072A1 EP 18836480 A EP18836480 A EP 18836480A EP 3732072 A1 EP3732072 A1 EP 3732072A1
Authority
EP
European Patent Office
Prior art keywords
energy source
fuel cell
primary
electrical
secondary energy
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18836480.6A
Other languages
German (de)
English (en)
Inventor
Martin Esser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP3732072A1 publication Critical patent/EP3732072A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • H01M8/04373—Temperature; Ambient temperature of auxiliary devices, e.g. reformers, compressors, burners
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04701—Temperature
    • H01M8/04738—Temperature of auxiliary devices, e.g. reformer, compressor, burner
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • Means of locomotion method of starting a means of locomotion
  • the present invention relates to a means of locomotion, in particular a vehicle or aircraft, a method for starting the means of locomotion and the use of a low-temperature fuel cell as a secondary energy source for a means of transportation.
  • Vehicles with electric drive or fuel cell drive are well known from the prior art. It is also known from the prior art to combine conventional internal combustion engines with an electric car. The electric cars without such internal combustion engines are particularly suitable for urban transport, since harmful exhaust gases are largely avoided.
  • a disadvantage of conventional electric cars is that the main battery of the drive often has to be operated at a low temperature. This lowers the efficiency of the main battery. At temperatures of less than 5 ° C, the reaction rate and the conductivity of the electrolyte and thus also the mobility of the charge carriers decreases markedly. This has a negative effect on the charging current and the current delivered. The range at low outdoor temperatures can therefore be greatly reduced.
  • a vehicle that has a range of 160 km at 20 ° C can easily have a range of only 80 km at -20 ° C. Even at o ° C, the range often drops by 30 to 40% compared to a temperature of 20 ° C.
  • the main battery ages faster if operated at suboptimal temperatures.
  • the life of the main battery is thus significantly reduced, especially in countries that often have temperatures below o ° C.
  • Another disadvantage is that energy sources necessary for locomotion can often be loaded or exhausted by systems that are not required for locomotion. For example, a light which has been accidentally started may completely discharge a drive battery intended for locomotion
  • the object of the present invention is to overcome the disadvantages of the prior art and to extend the range and life of a means of transportation, in particular electric cars. Another object is to reduce the risk of accidental discharge of a required for locomotion of the main battery of the drive, for example by a heater, or completely avoided.
  • a means of locomotion in particular driving or aircraft, comprising an electric drive motor, at least one heating and / or cooling system, in particular at least a first and / or second heating system, a primary energy source and a secondary energy source, wherein the primary energy source includes or represents a rechargeable traction battery and the secondary energy source comprises or represents a fuel cell, in particular a fuel cell and a car battery, wherein the primary energy source is adapted and adapted to supply the electric drive motor with electrical energy, wherein the secondary energy source, in particular the fuel cell, provides electrical and thermal energy, wherein the secondary energy source, in particular the fuel cell and / or the car battery, is designed and set up, the at least one heating and / or cooling system, in particular in a first state, with electrical and / or thermal energy to supply, preferably wherein the primary power source is designed and arranged to provide the electric drive motor with sufficient electrical energy to drive this.
  • the operating time of the primary energy source can be reduced at an unfavorably low temperature.
  • heating the primary energy source by means of energy of the secondary energy source, in particular thermal energy of the fuel cell.
  • the primary energy source is only started from a minimum temperature or the time until an optimum temperature for operation of the primary energy source is reached is shortened
  • a heating and / or cooling system in particular at least one auxiliary heater and / or at least one Air conditioning, for the purpose of heating or cooling of at least one passenger and / or the driver, in particular in the passenger compartment, supplied by the secondary energy source, in particular from the fuel cell and / or car battery, with energy.
  • the fuel cell of the secondary energy source is meant.
  • the secondary energy source in addition to the said fuel cell comprises a car battery, in particular for starting the fuel cell.
  • the secondary power source may include at least one housing. In some embodiments, however, it may also be provided that the secondary energy source represents the fuel cell and does not include a car battery, in particular wherein the fuel cell is started by the drive battery.
  • an alternator of the means of locomotion and / or by an external power source which is not part of the means of locomotion, but especially not of the primary Power Source
  • the external power source may be a charging cable connected to a gas station or garage outlet.
  • the secondary energy source additionally has an alternator.
  • the optical system converts mechanical energy into electrical energy, for example mechanical energy of a deceleration of the means of transportation.
  • a radio a windshield wiper system, a heated windscreen, a heated rear window, an air system, a heater, air conditioning, outdoor lighting, interior lighting and / or a cigarette lighter with the alternator with energy.
  • the Uchtmaschme is designed and set up to charge the car battery.
  • the fuel cell contributes in this case in addition to charging the car battery, especially if the Uchtmaschme does not provide enough energy for a full charge. With the Uchtmaschme the range can be increased again.
  • an alternator can be advantageous.
  • the car battery is designed and set up to be loaded only by the fuel cell during locomotion of the means of locomotion.
  • the primary energy source is designed and set up to operate the electric drive motor alone, ie energy of the secondary energy source.
  • Source is not necessary.
  • Thermal and / or electrical energy of the secondary energy source, in particular the fuel cell and / or car battery, can therefore be used for secondary systems of locomotion vibration.
  • the secondary systems include a radio, a windshield wiper system, a heated windscreen, a heated rear window, a Lüfrungssystem, a heater, air conditioning, outdoor lighting, interior lighting and / or a cigarette lighter.
  • Secondary systems in the sense of the present invention are preferably systems which do not belong to the drive motor and / or are dispensable for locomotion and control of the vehicle.
  • all power consumers which do not serve to propel the vehicle, in particular not provide the drive with energy, are supplied with energy by the secondary energy source. If a driver or at least one passenger accidentally starts the light or auxiliary heater during his absence, the secondary energy source, but not the primary energy source, is discharged. If the secondary energy source is out of fuel, the primary source of energy may still provide the primary purpose of the vehicle, ie, the locomotion of the vehicle. In this case, it is therefore preferred if the means of locomotion is designed and set up to move by means of the electric drive motor supplied with energy by the primary energy source, even if the secondary energy source is exhausted, ie if there is no fuel left and / or the car battery is discharged. This improves safety, particularly in isolated areas, since the means of locomotion does not remain a sole operation of the means of locomotion via the secondary energy source, however, is preferably not possible and / or provided.
  • An energy source within the meaning of the present invention also comprises or represents an energy store.
  • the primary energy source is a rechargeable drive battery.
  • the secondary energy source preferably stores energy predominantly in at least one tank for fuel, in particular a tank for hydrogen.
  • the hydrogen may be chemically or physically bound in the tank to a carrier, for example in a metal hydride reservoir.
  • a liquid hydrogen storage and / or compressed hydrogen storage can be provided.
  • the chemical or physical bonding to a support, in particular in the form of a solid styrene matrix has proven particularly suitable. Particularly preferred is the absorption and / or adsorption of hydrogen by or to the carrier.
  • Suitable carriers are, for example, carriers comprising metal hydride storage, organometallic frameworks (MOF), zeotites, activated carbon and / or carbon nanotubes. As a particularly suitable net metal hydride storage have proved.
  • the secondary energy source may also include a car battery for energy storage.
  • the tank is removable from the vehicle.
  • it is a tank that can be replaced, especially in the form of a replaceable fuel cartridge.
  • the carrier described above is preferably used.
  • the fuel cartridge is designed and set up to be changed without tools within a few minutes or a few seconds.
  • the primary energy source in particular the drive battery, in the maximally charged state has a first energy capacity of the electrical energy of more than 15 kWh, in particular at least 20 kWh, preferably from 30 to 150 kWh, and / or that the primary energy source , in particular the drive battery, a first maximum power and / or a first continuous power of at least 10 kW, in particular at least 30 kW, preferably at least 60 kW.
  • Said first energy capacity and first maximum power and first continuous power have proven to be particularly suitable for operating the electric drive motor.
  • the secondary energy source may in one embodiment comprise a car battery, in particular wherein the fuel cell of the secondary energy source is designed and arranged to charge the car battery.
  • a car battery according to the present invention is a storage for electrical energy, in particular a rechargeable memory.
  • the car battery is designed and configured to start the fuel cell and / or a radio, a windshield wiper system, a heated windscreen, a heated rear window, a ventilation system, a heater, air conditioning, exterior lighting, interior lighting and / or a cigarette lighter Provide energy.
  • the car battery is preferably an accumulator, in particular with a voltage of 1 to 120 V, in particular 2 to 50 V, preferably 4 to 30 V, and / or a capacity of 5 to 500 Ah, in particular 10 to 200 Ah, preferably 15 to 120 Ah.
  • the car battery preferably has a third energy capacity of 0.024 kWh to 6 kWh, in particular 0.1 kWh to 3 kWh, particularly preferably 0.3 kWh to 2 kWh.
  • the car battery is a lead-acid battery.
  • the car battery may preferably serve as a buffer for energy of the fuel cell to secondary systems of the means of transport, such as a heater, a radio, a windscreen wiper system, a heated windscreen, a heated rear window, an air system, lighting and / or air conditioning to operate.
  • secondary systems of the means of transport such as a heater, a radio, a windscreen wiper system, a heated windscreen, a heated rear window, an air system, lighting and / or air conditioning to operate.
  • the car battery according to the present invention is to be distinguished from the drive battery.
  • the latter is designed and set up to move the means of transportation and to provide the necessary drive motor with energy.
  • the car battery preferably has a smaller energy capacity, preferably at least ten times, in particular at least twenty times, smaller energy capacity than the drive battery.
  • the car battery has a third energy capacity, which is many times smaller than the first energy capacity of the primary energy source, in particular the drive battery.
  • the secondary energy source comprises a car battery
  • the fuel cell and the car battery are accommodated together in a housing of the secondary energy source and are preferably connected to one another by a power line.
  • the fuel cell and the car battery are spaced apart in the means of transportation housed and preferably connected to each other by a power line.
  • the power line and direct current-conducting contacts are conceivable.
  • the fuel cell of the secondary energy source in the maximum fuel-laden state has a second energy capacity for electrical energy of at most 30 kWh, in particular less than 15 kWh, preferably from 0.1 to 10 kWh, and / or the fuel cell of the secondary energy source has a second maximum power and / or a second continuous power of less than 5 kW, preferably less than 1 kW, in particular from 100 to 800 W.
  • Said energy capacity and second maximum power and second continuous power have proven to be particularly suitable to operate a heater, a radio, a windscreen wiper system, a heated front and rear window, a Uiftungssystem, lighting and / or air conditioning.
  • the second energy capacity is dependent on the maximum amount of fuel in the fuel tank and the efficiency of the Brennstöffumwandung in electrical energy.
  • a continuous power is a power that can be permanently supplied until the energy is exhausted, ie the traction battery has no energy or in the case of a fuel cell until the energy carrier, such as hydrogen, is exhausted.
  • a maximum power is the peak power, which provided for a limited time can be.
  • An electric drive motor according to the present invention is constructed and arranged "to drive the movement of the means of locomotion, for example, by causing the rotation of author veins or the rotation of aircraft propellers.
  • the primary energy source in the maximally charged state preferably has a first energy capacity of the electrical energy, which is many times greater than a second energy capacity of the secondary energy source and / or fuel cell in the maximally charged state, in particular the aforementioned first energy capacity and the aforementioned second one Energy Capacity
  • the primary energy source has a first maximum power and / or a first continuous power, which is many times greater than a second maximum power and / or a second continuous power of the secondary energy source, in particular the above-mentioned first and second maximum power or continuous power. It has been found that much lower power is more efficient for the systems that are connected to the secondary energy source, especially since less waste heat is generated while at the same time providing sufficient energy.
  • the secondary energy source supplies a first heating system of the primary energy source and / or a first heating system, which is in heat-conducting contact with the primary energy source, with electrical and / or thermal energy.
  • the primary energy source is heated, with the source of heat, i. the first heating system receives its thermal and / or electrical energy from the secondary energy source.
  • the primary energy source does not even need to be activated to allow heating.
  • the primary energy source is heated faster or at all to an optimum operating temperature, so that thanks to the improved efficiency of the primary energy source, an increased range is made possible.
  • This also protects the primary energy source, which increases the service life. It has been found that the additional consumption by the fuel cell and by the carrying of a separate secondary energy source, in particular fuel cell, can be compensated for by this improved efficiency, so that, surprisingly, an increase of the range takes place
  • the secondary energy source in particular the fuel cell
  • the secondary energy source is designed and arranged to heat the primary energy source, in particular with the first heating system, in particular wherein the thermal energy of the secondary energy source, in particular of the fuel cell, is transferred to the primary energy source.
  • the fuel cell of the secondary energy source generates thermal and electrical energy, the proportion of thermal energy being 20 to 60%, preferably 30 to 50%, especially 35 to 45%. In a conversion of electrical energy into thermal energy is usually lost energy.
  • thermal energy preferably comprises radiation energy, in particular IR radiation, and / or heat energy stored in the disordered movement of the atoms or molecules. It is preferably thermal energy which results from said disordered movement of the atoms or molecules , in particular their kinetic and potential energy.
  • Abskyzenzen is thermal energy of electrical energy, which can be transmitted by means of electricity or by means of power lines. The heat energy is usually approximately proportional to the temperature (in a phase transition, even the thermal energy of a body can change, without causing a change in temperature).
  • thermal energy is stored in the heat of the exhaust gas and transmitted with it.
  • the heating system in particular the first and / or second heating system, is operated with the exhaust gas of the fuel cell, in particular with exhaust gas containing or consisting of water vapor, preferably wherein the exhaust gas is passed through a fluid line from the fuel cell to the primary energy source.
  • a heating system is a super-founder of systems designed and arranged to effect heating or to effect heat transfer, with specific embodiments being the first and second heating systems described above.
  • they are systems which release at least 30%, in particular at least 50%, preferably at least 80%, of the supplied electrical or thermal energy in the form of heat.
  • the heating system in particular the first and / or second heating system, may be electrically operated heating coils. They may also be metal pipes and / or fluid lines which are in heat-conducting contact with the secondary energy source and conduct thermal energy away from it to a region to be heated, in particular to the primary energy source.
  • the waste heat of the secondary energy source in particular the fuel cell, is used to heat the first and / or second heating system, in particular wherein the first and / or the second heating system, a first electroless Represent heating system or second electroless heating system.
  • An electroless heating system is characterized by the fact that it can be operated without electricity.
  • the first and / or second heating system can switch between a first state and a second state.
  • the first heating system transmits or generates thermal energy to the drive battery and in the second state no or less, in particular by a multiple less thermal energy, transmits to the drive battery or generated at this is it is provided in the first state of the second heating system that this thennische energy to the interior and / or transmitted to the at least one passenger seat and in the second state no or many times less thermal energy transfers there or generated there In this way, a Overheating of the battery or too warm a passenger compartment can be prevented.
  • Embodiments of particularly effective first heating systems will be described below.
  • the first heating system comprises fluid lines for the passage of a fluid, in particular plastic pipes or metal pipes, for example the metal pipes mentioned below.
  • the fluid conduits are designed and configured to transfer thermal energy from the second to the primary energy source.
  • said fluid lines connect the primary and secondary energy sources.
  • a fluid circuit is conceivable, which circulates fluid between the primary energy source and the secondary energy source for the purpose of transmitting thermal energy in a fluid circuit.
  • it is provided in a first state that the fluid is circulated and in a second state that the fluid is not or only slowly circulated, in particular the first and second states described above.
  • the fluid is guided in the direction of the car battery, in particular guided along the car battery, so that it is heated and then derived, in particular from the means of locomotion and / or to the second heating system.
  • a fluid circuit is therefore not necessarily present in this further embodiment.
  • the said fluid can be the exhaust gas of the fuel cell, in particular heated water vapor which emerges from a hydrogen-oxygen fuel cell.
  • fluid lines, the exhaust gas of the fuel cell lead in the direction of the car battery, so that the car battery is heated by the exhaust gas.
  • the above-described fluid lines are part of a fluid line system, wherein the fluid line system in a first state fluid in the direction of the car battery, so that the car battery is heated by the exhaust gas, and in a second state fluid so leads that the car battery is not heated by the exhaust gas, for example, directly from the means of transportation and / or to the second heating system.
  • This is preferably the first state of the first heating system described above and the second state of the first heating system.
  • exhaust gas of the fuel cell is guided in the first state to the primary energy source and out directly in the second state directly or proportionally from the means of transport or directly or wholly to the second heating system and then directly from the means of locomotion, d. H. each time without being returned to the fuel cell.
  • the means of transportation comprises at least one temperature sensor.
  • the temperature sensor outputs a signal, in particular electrical, which is representative of a temperature of the primary energy source, in particular an internal or external temperature of the primary energy source.
  • the temperature sensor may include a measuring element, which allows conclusions about the temperature by an electrical resistance, a quartz crystal, an electrical voltage, a thermal image, a bimetallic curve or a change in a refractive index
  • the means of transportation comprises at least one control system, in particular a control computer, which controls a change between the above-described first and second state of the first heating system.
  • Said control system preferably comprises the above-described temperature sensor and is adapted and arranged to switch the first heating system from the first state to the second state when the temperature sensor signals that the primary energy source exceeds a certain first temperature or outputs a signal representative of exceeding the first temperature.
  • the control system is designed and configured to switch the first heating system from the second state to the first state when the temperature sensor signals that the primary energy source falls below a certain second temperature or outputs a signal which is representative of exceeding the certain second temperature.
  • the first and second temperature can identical, however, it has been shown that it has advantages when the second temperature is lower than the first temperature.
  • the first and / or second temperature a temperature at which the primary energy source has at least 80%, in particular at least 90%, a maximum efficiency, wherein the maximum efficiency occurs at an optimum temperature.
  • the first and / or second temperature preferably did not deviate more than 20%, in particular not more than 10%, from said optimum temperature.
  • the optimum temperature of the primary energy source can easily be determined by a person skilled in the art by determining the efficiency at different temperatures, the maximum efficiency occurring at the optimum temperature.
  • a fluid in the sense of the present invention may be a liquid or a gas or a mixture of liquid and gas. Particularly preferred is a mixture of gas and water in the form of water vapor, as it is usually discharged from a hydrogen-oxygen fuel cell.
  • the first heating system comprises metal elements, preferably heat-conducting metal tubes, in particular wherein the primary energy source and the fuel cell are in contact via said metal elements.
  • the metal elements may be switchable back and forth between a thermally conductive first state and a non-thermally reduced or thermally conductive second state, preferably the first and second states described above.
  • This also promotes the transfer of thermal energy from the secondary energy source, in particular fuel cell, to the primary energy source.
  • the primary and secondary energy source can now also better spaced order » because the heat-conductive contact is ensured by said heat-conducting elements.
  • the above heat-conducting elements are arranged at least partially completely or partially circumferentially around the primary energy source, so that at least two sides, preferably two opposite sides, are heated. This improved the transfer of thermal energy from the secondary to the primary energy source.
  • the primary energy source and the secondary energy source, in particular the fuel cell are arranged directly adjacent to one another in addition to or instead of the measures described above. This also improves the transmission of thermal energy, in particular, the length of pipes and fluid lines is shortened, so that the Wännemaschine is reduced
  • an insulating wall is provided, which is removable , in particular means of an automatic entry system, which is preferably temperature-controlled, in particular of the control system described above. It can also be provided that the insulating wall is not removable and one of the heat transfer systems described above is implemented, in particular fluid pipes.
  • thermal energy is particularly effectively transmitted from the secondary energy source to the primary energy source.
  • the primary energy source reaches an optimal operating temperature faster, which improves the efficiency and thus the range and the service life
  • the means of transportation comprises a passenger compartment and at least one passenger seat, in particular at least four passenger seats, preferably at least six passenger seats.
  • a second heating system in particular a parking heater
  • this second heating system in particular the stator heating
  • the driver or the at least one passenger for example during a waiting period in a traffic jam or in a parking lot, can heat the passenger compartment and / or the passenger seat without having to resort to the primary energy source.
  • the second heating system in particular the auxiliary heater, can also be controlled by a remote control.
  • the means of locomotion comprises a passenger compartment and at least one passenger seat, in particular at least four or six passenger seats, wherein the secondary energy source, in particular the fuel cell and / or car battery, supplies a cooling system, in particular an air conditioning system, with electrical energy is designed and set up to cool the passenger compartment and / or the at least one passenger seat.
  • a cooling system in particular an air conditioning system
  • electrical energy is designed and set up to cool the passenger compartment and / or the at least one passenger seat.
  • the fuel cell supplies a cooling system, in particular the cooling system described above, with thermal energy, in particular heat, which is used to cool down the passenger compartment.
  • the thermal energy is preferably used to heat a fluid, in particular gas.
  • the heated fluid then releases heat via a heat exchanger, in particular in a condenser, to the environment, so that a cooler fluid, in particular in the form of a liquid, is generated under high pressure.
  • a cooler fluid in particular in the form of a liquid
  • the cooled fluid serves as coolant, coolant in at least one cooling tube and cools the passenger compartment. In doing so, it heats up and preferably vaporizes upon said heating.
  • the compressed fluid, in particular gas is reheated as described above, so that the circuit is closed.
  • the thermal energy can be supplied to a stir motor which operates a propeller or a fluid pump of the cooling system
  • the means of transportation is an automobile, in particular an electric car.
  • This may preferably be a car, bus or truck, in particular a car or a minibus with up to nine seats.
  • the presented advantages of the means of transport according to the invention apply in particular to the vehicles mentioned above. Nevertheless, it is basically also conceivable to modify an electric aircraft accordingly in order to improve the range and service life.
  • a hydrogen-oxygen fuel cell As a particularly suitable fuel cell of the secondary energy source, a hydrogen-oxygen fuel cell has been found.
  • water is produced as exhaust gas, which is harmless to humans Also transmits water thanks to its high thermal conductivity especially good, with a Heating of the primary energy source by means of exhaust gas of the secondary energy source is surprisingly efficient, especially in city centers, this is significant.
  • the means of transport produces predominantly, in particular at least 95%, water as exhaust gas.
  • the fuel cell is an alkaline fuel cell, in particular with a Kaüumhydroxidanni as electrolyte, or a polymer electrolyte fuel cell with a solid polymer membrane or a phosphoric acid fuel cell with phosphoric acid as electrolyte, wherein the fuel in each case comprises hydrogen
  • the oxidizing agent is preferably atmospheric oxygen.
  • the said types of fuel cells can be made particularly compact and yet efficient and have proven to be particularly useful, especially since the drive motor is operated by the primary energy source and the secondary energy source, in particular fuel cell and / or car battery, for other devices, such as a radio , a windscreen wiper system, a heated windscreen, a heated rear window, a ventilation system, air conditioning, lighting, etc., is designed.
  • There are also known types of fuel cells which are designed only for a large weight and / or volume, which have been found to be less suitable.
  • the secondary energy source comprises as fuel cell a direct methanol fuel cell with methanol as fuel, preferably with a sulfonic acid polymer as membrane.
  • the above-mentioned fuel cell has also proved to be particularly effective for the construction of small fuel cells.
  • the secondary energy source as fuel cell comprises a low-temperature fuel cell, preferably a low-temperature fuel cell designed and set up for an operating temperature of 60 to 140 ° C, in particular 70 to 100 ° C.
  • a low-temperature fuel cell designed and set up for an operating temperature of 60 to 140 ° C, in particular 70 to 100 ° C.
  • the fuel cell in particular the low-temperature fuel cell, a casing and / or a housing made of plastic or comprising plastic.
  • Plastic is robust cost-effective and lightweight
  • the secondary energy source is designed and arranged to transmit electrical energy to the electric drive motor.
  • the primary power source To support the power supply of the electric drive motor by the primary power source.
  • a higher power for the drive can be provided for a short time, in particular for the acceleration of the means of locomotion.
  • the secondary energy source can transfer excess energy to the electric drive motor and / or to the primary energy source. This may be convenient to recharge the primary energy source.
  • the primary energy source and the fuel cell of the secondary energy source are arranged within a common housing. It has been shown that thermal energy in this way can be transferred particularly well from the secondary to the primary energy source.
  • the invention further relates to a method for starting a means of locomotion, in particular the means of transport described above, preferably for starting with an electric car, comprising an electric drive motor, at least one heating and / or Kuhlsystem, a primary energy source and a secondary energy source, wherein the primary energy source includes or represents a rechargeable traction battery and the secondary energy source comprises or represents a fuel cell, in particular a fuel cell and a car battery, wherein the primary energy source is adapted and adapted to supply the electric drive motor with electrical energy, wherein the secondary energy source, in particular the fuel cell, electrical and thermal energy, the method comprising the following steps, in particular in this order, a) generating thermal energy and / or electrical energy by means of the secondary E b) transfer of said thermal energy and / or electrical energy to the primary energy source while heating the primary energy source, in particular to an operating temperature and / or a starting temperature, c) generating electrical energy in the heated primary energy source ,
  • the primary energy source is raised to a higher operating temperature by thermal energy of the secondary energy source. which improves the efficiency. This increases both range and life.
  • a start temperature is a temperature at which the primary energy source has an average temperature and / or a section temperature of at least 30 ° C, preferably at least 40 °, in particular at least 50 ° C.
  • the average temperature is the average temperature of the entire primary energy source.
  • a section temperature is a temperature which at least partially comprises the primary energy source.
  • the operating temperature is the temperature at which the primary energy source is usually operated, preferably the temperature, in particular optimum temperature, at which the primary energy source has a maximum efficiency.
  • the secondary energy source is activated or activated when the vehicle is started before the primary energy source. This has the advantage that a primary energy source can be prevented by preheating the primary energy source. Even with a simultaneous start, there are advantages, since the time until the primary energy source is sufficiently warm for improved efficiency, in particular for optimum efficiency, is considerably shortened
  • a step ao) may be provided, which is as follows: ao) activating the fuel cell by means of energy of the car battery.
  • the secondary energy source in particular the fuel cell, is designed and set up to heat the primary energy source and, at the same time, to cool at least one area, in particular the passenger compartment, of the means of transportation.
  • This has the advantage that a part of the electrical energy for cooling and another part of the electrical energy or the thermal energy can be used for heating, both of which contribute to the relief or performance increase of the primary energy source
  • the invention also relates to the use of a low-temperature fuel cell, in particular as part of a secondary energy source, to increase the range of a means of locomotion, in particular the means of transport described above, in the form of an electric car with a Wegaufkdbaren drive battery, in particular as a primary energy source, preferably under heating the rechargeable Traction battery with the low-temperature fuel cell, in particular with thermal energy of low-temperature BrennstoffeeDe.
  • the present invention is based on the finding that a secondary energy source, which not only supports the primary energy source of an electric car by supplying electrical energy, but also supplies energy to a heating and / or cooling system, contributes to a surprisingly high degree to extending the range can. This is especially true when the secondary energy source is used to heat the primary energy source. It is particularly advantageous that thermal energy does not have to be generated electrically and can be used to improve the efficiency of the means of transport.
  • Figure l is a schematic representation of a means of transport according to the invention.
  • FIG. 1 shows a means of transportation 1, in particular a vehicle or aircraft, comprising an electric drive motor 2, at least one heating and / or cooling system 14, 15, 16, a primary energy source 3 and a secondary energy source 4, the primary energy source 3 being a rechargeable drive battery
  • the secondary power source 4 comprises a breaker cell and a car battery, the primary power source 3 being configured and arranged to supply electric power to the electric drive motor, the secondary power source 4 providing electrical and thermal energy, the secondary power source 4 the at least one heating and / or cooling system 14, 15, 16 supplied with electrical and / or thermal energy.
  • the secondary energy source 4 a first heating system 15 of the primary energy source 3 and a first heating system 15, which in heat-conducting contact with the primary energy Ettle 3 is supplied with electrical and / or thermal energy
  • the means of transport 1 comprises a passenger compartment 6 and a passenger seat 7, wherein the secondary energy source 4 supplies a second heating system 14 with electrical and / or thermal energy, which is designed and set up, to heat the passenger compartment 6 and / or the passenger seat 7.
  • the means of transportation 1 is a car and, as such, generically equipped with wheels 5, taillights 8 and a steering wheel 10.
  • the primary energy source 3 is connected to the electric drive motor 2 via a line 10 for the transmission of electrical energy.
  • the secondary energy source 4 is connected via a fluid line 11 for transmitting thermal and / or electrical energy to the first heating system 15, which heats the primary energy source. Not shown but conceivable is a power line which connects the secondary energy source 4 for transmitting electrical energy to the primary energy source 3
  • the secondary energy source 4 is connected via a line 13, in particular fluid or power line, for the transmission of thennischer and / or electrical energy the passenger seat 7 connected to heat it.
  • the secondary energy source 4 is connected via a line 12, in particular fluid or power line, for the transmission of thennischer and / or electrical energy to the second heating system 14 and the cooling system 16.
  • the second heating system 14 and the cooling system 16 may be housed in a temperature control system in the same housing.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • General Chemical & Material Sciences (AREA)
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  • Chemical Kinetics & Catalysis (AREA)
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  • Physics & Mathematics (AREA)
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Abstract

L'invention concerne un moyen de locomotion comprenant un moteur d'entraînement électrique, au moins un système de chauffage et/ou de refroidissement, une source d'énergie primaire, et une source d'énergie secondaire. La source d'énergie primaire comprend ou constitue une batterie d'entraînement rechargeable, et la source d'énergie secondaire comprend ou constitue une pile à combustible. La source d'énergie secondaire alimente le ou les systèmes de chauffage et/ou de refroidissement en une énergie électrique et/ou thermique. L'invention concerne en outre un procédé servant à démarrer un moyen de locomotion, et l'utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire afin d'augmenter l'autonomie d'une voiture électrique avec une batterie d'entraînement rechargeable, de préférence par réchauffement de la source d'énergie primaire.
EP18836480.6A 2017-12-28 2018-12-28 Moyen de locomotion, procédé servant à démarrer un moyen de locomotion, utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire Withdrawn EP3732072A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017131370.2A DE102017131370A1 (de) 2017-12-28 2017-12-28 Fortbewegungsmittel, Verfahren zum Starten eines Fortbewegungsmittels, Verwendung einer Niedertemperatur-Brennstoffzelle als sekundäre Energiequelle
PCT/EP2018/097083 WO2019129854A1 (fr) 2017-12-28 2018-12-28 Moyen de locomotion, procédé servant à démarrer un moyen de locomotion, utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire

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EP3732072A1 true EP3732072A1 (fr) 2020-11-04

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EP18836480.6A Withdrawn EP3732072A1 (fr) 2017-12-28 2018-12-28 Moyen de locomotion, procédé servant à démarrer un moyen de locomotion, utilisation d'une pile à combustible à basse température en tant que source d'énergie secondaire

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CN110395144A (zh) * 2019-08-06 2019-11-01 爱驰汽车有限公司 车载双源电池包的能源管理系统、方法、设备及存储介质

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SE505431C2 (sv) * 1989-08-31 1997-08-25 Rudolf Abelin Hybridfordon
DE102011076737A1 (de) * 2011-05-30 2012-12-06 Robert Bosch Gmbh Vorrichtung zur Bereitstellung elektrischer Energie
DE102014009772A1 (de) * 2014-07-01 2016-01-07 Daimler Ag Elektrofahrzeug mit einer Brennstoffzellenanlage

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