EP4093630A1

EP4093630A1 - Utility vehicle having fuel cell device

Info

Publication number: EP4093630A1
Application number: EP21701270.7A
Authority: EP
Inventors: Roman Haas; Norbert Burger; Jochen Butscher
Original assignee: MAN Truck and Bus SE
Current assignee: MAN Truck and Bus SE
Priority date: 2020-01-20
Filing date: 2021-01-19
Publication date: 2022-11-30
Also published as: DE102020000314A1; US20230075054A1; WO2021148367A1

Abstract

The invention relates to a utility vehicle (10), preferably a truck, comprising a structure (22) or trailer (46) having a consumer (20) and a fuel cell device (12). The fuel cell device (12) is designed to be connectable as a range extender of the utility vehicle (10) and to supply the consumer (20) with electrical power and/or waste heat.

Description

Commercial vehicle with fuel cell device Description

The invention relates to a utility vehicle, preferably a truck, with a fuel cell device.

DE 10 2016 224 484 A1 discloses an electric vehicle with a traction battery and a range extender. The range extender is designed in such a way that waste heat from the range extender contributes to the heating of the vehicle interior and / or the traction battery. The range extender can include fuel cells.

From DE 10 2015 011 274 A1, a fuel cell vehicle is known in which the fuel cell stack is used as a range extender, so to increase the range of the vehicle that can be achieved with the battery or traction battery in the electric Fährbe. It is described that the waste heat from a fuel cell can be used in winter to heat the interior of the vehicle. The heat is also available to control the temperature of the traction battery in the vehicle.

The known prior art is primarily dedicated to the integration of a fuel cell in a passenger vehicle. Integration into a commercial vehicle, such as B. a truck with a body or trailer, however, can have alternative or additional requirements.

Battery-powered commercial vehicles only use electrical energy storage devices to store the necessary drive energy. As a result, however, they are influenced by the long charging times during operation or forced to standstill for longer. If the commercial vehicle is now expanded to include a body or trailer that requires electrical energy, the energy available for propulsion is significantly reduced. In conventional vehicles, the additional energy supply can be implemented by means of a mechanical power take-off.

The invention is based on the object of creating an alternative and / or improved technology for a utility vehicle with a fuel cell device.

The object is achieved by the features of independent claim 1. Advantageous further developments are given in the dependent claims and the description. One aspect of the present disclosure relates to a (e.g. battery-electric or hybrid) utility vehicle, preferably a truck. The utility vehicle has a (z. B. detachable or exchangeable) body or a trailer (z. B. semitrailer or semitrailer) with (at least) one (z. B. electrical and / or thermal) consumer. The commercial vehicle has a fuel cell device which is designed to be switched on as a range extender of the commercial vehicle and / or to supply the consumer with electrical energy and / or waste heat (e.g. through needs-based switching or continuous operation).

The fuel cell device can thus preferably be used both as a range extender and as a type of multifunctional power take-off of the utility vehicle, with which a consumer of the body or trailer can be supplied with heat and / or electrical energy. This enables, for example, the elimination of a mechanical power take-off on the drive train of the commercial vehicle. There is also no need for a separate energy supply unit (e.g. diesel unit) on the body or trailer. It is also not necessary to discharge the traction batteries of the commercial vehicle and thus impair the electrical range of the commercial vehicle.

In one exemplary embodiment, the fuel cell device is designed to be operated when the utility vehicle is parked (for example separately or independently). Even with z. B. longer downtimes, e.g. B. Parking due to legally prescribed rest periods for the driver, the consumer of the body or the trailer can be supplied with waste heat and / or electrical energy. Here, in turn, the traction batteries are not discharged and thus the electric range of the commercial vehicle is not impaired. It is possible that the operation of the consumer is necessary when parking the commercial vehicle or is even only possible at all when parking the commercial vehicle.

In a further exemplary embodiment, the fuel cell device is designed to charge a traction battery of the utility vehicle with electrical energy and / or to regulate the temperature with heat. The temperature control can make it possible to dispense with separate high-voltage heaters for the traction battery, which saves costs, weight and installation space. The traction battery of the commercial vehicle can be charged with electrical energy in order to increase the electrical range of the commercial vehicle. In a further exemplary embodiment, the fuel cell device is designed to supply a driver's cab heater and / or at least one auxiliary unit (e.g. pump, compressor, motor, actuator) of the utility vehicle with waste heat and / or electrical energy.

In one embodiment, the fuel cell device is designed to control the temperature of the traction battery with waste heat when the utility vehicle is parked, to supply the driver's cab heating with waste heat, to supply the consumer with waste heat and / or to supply the auxiliary unit with waste heat. At the same time, the traction battery can be charged with electrical energy, the consumer can be supplied with electrical energy, the cab heater can be supplied with electrical energy and / or the auxiliary unit can be supplied with electrical energy. For example, when parking in winter, the traction battery can be charged and / or the consumer can be supplied with electrical energy and, at the same time, the driver's cab can be heated with the waste heat.

In a further embodiment, the fuel cell device is designed to control the temperature of the traction battery with waste heat when driving the commercial vehicle, to supply the cab heating with waste heat, to supply the consumer with waste heat and / or to supply the auxiliary unit with waste heat and at the same time the traction battery with electrical To load energy, to supply the consumer with electrical energy, to supply the cab heating with electrical energy and / or to supply the auxiliary unit with electrical energy. The fuel cell device can thus also be used advantageously while the utility vehicle is being driven.

In one embodiment, the utility vehicle has a control unit that is designed to activate, deactivate and / or operate the fuel cell device (e.g. for the electrical and / or thermal supply of the consumer, the traction battery, the cab heater and / or the at least one auxiliary unit), preferably automatically, to control. The control can be on a planned route of the commercial vehicle, a planned (e.g. legally prescribed) driving time, rest time and / or break time of a driver of the commercial vehicle, preferably provided by a (e.g. digital) tachograph, a current and / or planned loading of the commercial vehicle, preferably the body or trailer, and / or a current and / or forecast climate (e.g. ambient temperature), preferably on a planned route of the commercial vehicle. In this way, intelligent operation of the fuel cell device can preferably be implemented. The term “control unit” can preferably refer to electronics (e.g. with microprocessors and data storage) and / or mechanical control which, depending on the training, can take on control tasks and / or regulation tasks. Even if the term “control” is used here, it can also expediently include “control” or “control with feedback”.

In one embodiment variant, the utility vehicle also has a body / trailer interface which can be supplied with electrical energy and / or waste heat from the fuel cell device and to which the consumer is connected. The body / trailer interface can be provided by the commercial vehicle manufacturer especially for the body manufacturer or trailer manufacturer who can use the body / trailer interface as a power take-off to supply the consumer of the body or trailer.

In a further development, the body / trailer interface is a standardized interface to which a large number of different bodies or trailers for the utility vehicle can be connected, preferably detachably.

In one embodiment, the consumer is detachably connected to the body / trailer interface, preferably plugged in and / or screwed on.

In a further exemplary embodiment, the body / trailer interface is arranged in an area (e.g., rear wall) of a driver's cab of the utility vehicle, preferably at the rear. Thus, for example, a connection to the body or trailer can be made easier.

In a further exemplary embodiment, the body / trailer interface has an electrical interface for supplying the consumer with electrical energy.

In a further exemplary embodiment, the body / trailer interface has a fluid interface for supplying the consumer with waste heat, the fluid interface preferably being in fluid connection and / or in thermal coupling with cooling of the fuel cell device.

In one embodiment, the utility vehicle also has a lead frame, the fuel cell device being arranged within the lead frame, preferably directly below a driver's cab of the utility vehicle. This preferably results in a protected arrangement of the fuel cell device between the two longitudinal members of the lead frame. In one development, the fuel cell device has a fuel cell stack and a fuel tank, the fuel tank being arranged within the lead frame and / or behind the fuel cell stack with regard to a forward direction of travel of the commercial vehicle. This preferably also results in a protected arrangement of the fuel tank between the two longitudinal members of the lead frame.

In one embodiment, the utility vehicle has several traction batteries. Preferably, the fuel cell device can have essentially the same dimensions and / of the connection points as each of the multiple traction batteries, so that the fuel cell device and the multiple traction batteries can be arranged interchangeably. Depending on the customer requirement or intended use of the utility vehicle, a number and / or an arrangement of the fuel cell device (s) and the traction battery can thus be adapted in a simple manner.

In a further embodiment variant, the fuel cell device is designed as a preassembled and / or independently testable module that has a cooling fluid interface, an electrical interface (e.g. high-voltage connection) and / or a control interface. The functionality of the fuel cell device can thus be checked via the interfaces before it is installed on the utility vehicle, and installation can be carried out quickly and easily.

In one embodiment, the fuel cell device is designed as a reversible fuel cell device for producing hydrogen during recuperation when braking the commercial vehicle, preferably during a switchable continuous braking mode of the commercial vehicle. This makes it possible, for example, to dispense with additional cooled braking resistors during continuous braking.

In one embodiment, the fuel cell device has a polymer electrolyte fuel cell (PEMFC - polymer electrolyte fuel cell), a direct methanol fuel cell (DMFC - direct methanol fuel cell) and / or a reformer methanol fuel cell (RMFC - reforming methanol fule cell).

In one embodiment, the structure is supported on a frame (z. B. ladder frame) of the utility vehicle and / or is arranged behind a driver's cab of the utility vehicle. In a further embodiment, the structure is a tank structure (e.g. milk tank structure, fuel tank structure, concrete mixer structure), an emergency vehicle structure (e.g. fire brigade structure, military structure, police structure, technical aid structure), a cleaning structure (e.g. flushing vehicle structure , Suction vehicle body), a loading body (e.g. rear loading body, side loading body), a cooling body or a heating body.

In a further embodiment, the trailer has a tank, a loading area, a loading space, a cooling unit, a heating unit and / or a pump.

In a further embodiment, the trailer is a semi-trailer.

In a further embodiment, the utility vehicle is a trailer truck or an articulated truck.

In a further embodiment, the consumer has an electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) and / or a heat exchanger.

In one embodiment, the consumer has an electrical energy store. The electrical energy store can preferably be charged by the fuel cell device, preferably when the trailer or semitrailer is coupled to the rest of the utility vehicle. This advantageously makes it possible for electrical energy to be available in the trailer or body when it is decoupled from the rest of the utility vehicle and for an electrically driven machine of the trailer or body to be supplied with electrical energy from the electrical energy store of the trailer or body. For example, a decoupled refrigerated superstructure or refrigerated trailer can maintain electrically driven cooling in the decoupled state.

In a further exemplary embodiment, the trailer has an electrically drivable axle (for example rigid or steerable) which can be operated with electrical energy from the electrical energy storage device of the consumer. Preferably, the electrically drivable axle can be operated with electrical energy from the electrical energy store in the uncoupled state of the trailer from a tractor of the utility vehicle. It is also possible for the electrically drivable axle to charge the electrical energy store during ferry operation through recuperation. Advantageously, the trailer can thus be driven independently of the tractor, for example. In a depot to move, z. B. completely self-sufficient or coupled to a driverless transport vehicle for steering. In a further exemplary embodiment, the consumer also has a heat exchanger for controlling the temperature of the electrical energy store.

In a further exemplary embodiment, the consumer also has an electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) that can be operated with electrical energy from the electrical energy store of the consumer, preferably when the trailer is disconnected or Structure of the utility vehicle.

In a further exemplary embodiment, the electrical energy store can be charged externally (from the commercial vehicle) by means of an electrical charging connection, the electrical charging connection preferably being arranged on the commercial vehicle separately from the trailer or body (e.g. on a tractor, a driver's cab and / or a vehicle frame of the commercial vehicle). Advantageously, there is no need for an extra charging connection with a corresponding on-board charger on the trailer or semitrailer. In addition or as an alternative, it is also possible for the trailer or body to have its own electrical charging connection (e.g. with an on-board charger) for external charging of the electrical energy store.

The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

FIG. 1 shows a schematic side view of an exemplary utility vehicle with a fuel cell device and a structure;

FIG. 2 shows a schematic view of an exemplary frame of a utility vehicle with a fuel cell device; and

FIG. 3 shows a schematic side view of an exemplary utility vehicle with a fuel cell device and a trailer.

The embodiments shown in the figures match at least in part, so that similar or identical parts are provided with the same reference symbols and reference is made to the description of the other embodiments or figures for their explanation in order to avoid repetition.

FIG. 1 shows a utility vehicle 10. The utility vehicle 10 is preferably designed as a truck. The utility vehicle 10 has a fuel cell device 12 and a control unit 14.

The fuel cell device 12 is designed to consist of a fuel, e.g. B. hydrogen or methanol to generate electrical energy. In operation, the fuel cell device 12 also produces waste heat.

The fuel cell device 12 can, for example, have a polymer electrolyte fuel cell (PEMFC - polymer electrolyte fuel cell), a direct methanol fuel cell (DMFC - direct methanol fuel cell) and / or a reformer methanol fuel cell (RMFC - reforming methanol fule cell). Thus, for example, operation using reformed methanol can also be possible, so that operation using conventional biofuels is possible. This ensures worldwide fuel availability.

The fuel cell device 12 can on the one hand provide electrical energy. On the other hand, the fuel cell device 12 can make available waste heat which arises when generating the electrical energy and which can also be used. To use the waste heat from the fuel cell device 12, a fluid connection and / or a thermal coupling to the cooling circuit of the fuel cell device 12 can be provided, for example.

The fuel cell device 12 can be used in a variety of ways, as explained below with reference to examples which can be combined with one another and which - if desired - can also be used individually.

The fuel cell device 12 can be used as a range extender of the commercial vehicle 10. The fuel cell device 12 can be switched on as a range extender, if desired. The connection can be controlled by the control unit 14. The fuel cell device 12 can, for example, charge at least one traction battery 16 of the utility vehicle 10 with electrical energy. In this way, an electrical range of the commercial vehicle 10 can be increased.

The fuel cell device 12 can be used to control the temperature of the traction battery 16. The traction battery 16 is supplied with waste heat from the fuel cell device 12. For example, a temperature control circuit of the traction battery 16 can be coupled to a cooling circuit of the fuel cell device 12, e.g. B. by means of Wärmeübertra ger. The fuel cell device 12 can supply at least one auxiliary unit 18 of the utility vehicle 10 with electrical energy and / or waste heat. The at least one auxiliary unit 18 can, for example, have a driver's cab heater of the commercial vehicle 10, which can be supplied with electrical energy and / or with waste heat. The driver's cab heater can use the waste heat from the fuel cell device 12 to heat a driver's cab 26 of the utility vehicle 10. As an alternative or in addition, the cab heater can have an electrical heating unit that can be supplied with electrical energy from the fuel cell device 12 in order to heat the cab 26. The auxiliary unit 18 can, however, also have other devices such as a pump, a motor, a compressor, an actuator, a heat exchanger and / or a socket, etc.

The fuel cell device 12 can supply at least one consumer 20 of a body 22 of the utility vehicle 10 with electrical energy and / or waste heat. The fuel cell device 12 can preferably provide the energy required to operate the structure 22 or the consumer 20 by hydrolysis. The electrical range of the commercial vehicle 10 is therefore not influenced. The fuel cell device 12 can also be used as a thermal power take-off. The waste heat from the fuel cell device 12 can, for example, supply a heating system of the structure 22 with heat.

The structure 22 is supported on a ladder frame 24 of the commercial vehicle 10. The structure 22 is arranged behind the driver's cab 26 of the commercial vehicle 10 with respect to a forward direction of travel of the commercial vehicle 10. The body 22 can be manufactured by a so-called body builder or body manufacturer. Typically, after the production of the commercial vehicle 10 by the commercial vehicle manufacturer, the body 22 is placed on the lead frame 24 by the specialized body manufacturer. For example, the structure 22 can be a tank structure (e.g. milk tank structure, fuel tank structure, concrete mixer structure), a deployment vehicle structure (e.g. fire service structure, military structure, police structure, technical aid structure), a cleaning structure (e.g. flushing vehicle structure, suction vehicle structure ), a loading structure (e.g. rear loading structure, side loading structure), a cooling structure or a heating structure. The structure 22 can have at least one electrically driven machine (e.g. electric motor, pump, compressor, working cylinder, actuator) and / or a heat exchanger as the at least one consumer 20.

The consumer 20 of the body 22 can be ruled out to a body (s) / trailer interface 28, 30 of the utility vehicle 10 for the supply of waste heat and / or electrical energy. ok

The interface 28, 30 can be standardized in order to enable the connection of a large number of different structures. The interface 28, 30 can have an electrical interface 28 and / or a fluid interface 30. Electrical energy can be transmitted from the fuel cell device 12 to the consumer 20 via the electrical interface 28. A fluid heated directly or indirectly by the fuel cell device 12 can be transmitted to the consumer 20 via the fluid interface 30. The fluid can originate, for example, directly from a cooling circuit of the fuel cell device 12 or be coupled to the cooling circuit of the fuel cell device 12 via a heat exchanger. Preferably, the consumer 20 can be detachably connected to the interface 28, 30, e.g. B. by means of a screw connection and / or a plug connection. The electrical interface 28 can, for example, be a plug-socket interface. The fluid interface 30 can be, for example, a pipe flange interface.

The interface 28, 30 can preferably be arranged in the area of the driver's cab 26 of the utility vehicle 10. For example, the interface 28, 30 can be arranged in a rear region of the cab 26, e.g. B. on a rear wall of the driver's cab 26.

It is possible for the fuel cell device 12 to be operated when the utility vehicle 10 is parked, the drive device (e.g. electric drive unit (s), internal combustion engine, etc.) of the utility vehicle 10 being deactivated. The consumer 20, the auxiliary unit 18 and / or the traction battery 16 can thus be supplied with electrical energy and / or waste heat from the fuel cell device 12 when the utility vehicle 10 is parked, depending on the requirement.

For example, the traction battery 16 can be charged with electrical energy from the fuel cell device 12. The electrical range of the commercial vehicle 10 can thus be increased without the traction battery 16 having to be charged externally. The auxiliary unit 18, the consumer 20 and / or the traction battery 16 can be supplied with the resulting waste heat from the fuel cell device 12.

In another example, the consumer 20 can be supplied with electrical energy. The traction battery 16, the auxiliary unit 18 and / or the consumer 20 can in turn be supplied with the waste heat from the fuel cell device 12. The fuel cell device 12 can be operated accordingly by the control unit 14 depending on the instantaneous requirement. It is also possible for the fuel cell device 12 to be operated while the utility vehicle 10 is being driven, e.g. B. as described above.

The operation of the fuel cell device 12 can be controlled accordingly by the control unit 14. For example, the control unit 14 can activate and deactivate the fuel cell device 12 as desired. It is possible that the control unit 14 z. B. a circuit to and shutdown of the fuel cell device 12 controls automatically to generate electrical energy and waste heat as desired. The overall efficiency of the utility vehicle 10 can thus be increased. The connection can be dependent on different parameters which can be combined with one another and which can only be used individually if desired.

The connection can be dependent on a planned route of the commercial vehicle 10. Information on the upcoming route can be, for. B. be provided by a navigation system of the utility vehicle. The information can have charging station positions, tank station positions, route lengths, inclines, inclines, traffic data and / or traffic rules, etc. If the electrical range of the traction battery 16 is not or no longer sufficient for the planned route, or if there are insufficient charging options, the fuel cell device 12 can be activated in the background as a range extender. If, on the other hand, the electric range is sufficient and the commercial vehicle 10 can then be charged, for example, it is not necessary to be connected as a range extender.

The connection can be dependent on a planned (z. B. legally prescribed) driving time, rest time and / or break time of the driver of the commercial vehicle 10. Information about these times can be provided by a digital tachograph (tachograph) of the utility vehicle 10. Using the information, the control unit 14 can estimate when the utility vehicle 10 will make a stop and how long this stop will last at least. During the stop, for example, it may be necessary to supply the consumer 20 or the auxiliary unit 18 with waste heat and / or electrical energy from the fuel cell device 12 without the electrical range of the utility vehicle being impaired, i.e. the traction battery 16 being discharged.

It is, for example, also possible that the control unit 14 determines that the activation of the fuel cell device 12 z. B. to extend the range only takes place when the utility vehicle 10 is parked, and waste heat from the fuel cell device 12 can be used, for example, to heat the driver's cab 26 and / or to control the temperature of the traction battery (s) 16, z. B. in winter. For example, an outside thermometer of the commercial vehicle 10 or a received temperature forecast can be used to recognize that it will be necessary to heat the driver's cab 26 when the vehicle is at a standstill. The control unit 14 can recognize the imminent parking, for example, from information relating to the current or planned driving time, rest time and / or break time and / or depending on the planned route (e.g. planned stopovers for loading, unloading, etc.).

The connection can be dependent on a current and / or planned loading of the utility vehicle 10, preferably the body 22 (for example up to 40 t or empty). In this case, for example, a changing energy consumption for driving the commercial vehicle 10 and / or a changing energy consumption of the consumer 20 (e.g. only cooling necessary when loaded) can be taken into account or forecast. Information regarding the planned loading of the utility vehicle 10 can be, for. B. entered via a user interface of the utility vehicle 10 and / or received by means of a communication interface of the utility vehicle 10, z. B. from a control center. Information regarding a current load of the utility vehicle 10 can be, for. B. detected by load sensors, estimated by an acceleration-based mass estimator, input via a user interface and / or received by means of a communication interface.

The connection can be dependent on a current and / or forecast climate (transnational) on a planned route of the commercial vehicle 10. Here, for example, an energy consumption of the cab heater and / or of the consumer 20 can be taken into account or forecast, e.g. B. depending on an outside temperature along the planned route.

In contrast to passenger cars, commercial vehicles are operated continuously and in a predictable manner. This benefits the operation of the fuel cell device 12. The critical start-stop operating areas for a fuel cell as well as short-term operations can be reduced to the greatest possible extent in order to increase the service life of the fuel cell device 12.

The fuel cell device 12 is preferably designed as a preassembled and independently testable module. The module can, for example, have a cooling fluid interface, an electrical interface (for example high-voltage connection) and / or a control interface. The module can be checked for functionality outside of the utility vehicle 10 before it is installed on the utility vehicle 10 via the interfaces. The assembly on the commercial vehicle 10 can be done quickly and easily thanks to the modular design. In addition to the attachment, only the interfaces need to be connected to the appropriate lines on the commercial vehicle. The module can e.g. B. also have a fuel tank.

It is also possible that the fuel cell device 12 is designed as a reversible fuel cell device for producing hydrogen during recuperation when braking the commercial vehicle 10, preferably during a switchable continuous braking mode of the commercial vehicle 10. For example, a continuous braking mode of the commercial vehicle 10 can be activated manually or automatically when the commercial vehicle 10 is a z. B. longer slope be driving. The reversible fuel cell device is designed to generate hydrogen from excess electricity (electrolysis). Since when braking in commercial vehicles very high braking power, z. B. downhill, the fuel cell device 12 can be used to recuperate the excess electrical energy in the form of hydrogen. This means that, for example, cooled braking resistors can be dispensed with.

FIG. 2 shows an exemplary integration of the fuel cell device 12 into a utility vehicle 10.

The fuel cell device 12 can preferably be arranged below the driver's cab 26. The fuel cell device 12 can be arranged in a protected manner between two longitudinal members of the conductor frame 24.

The fuel cell device 12 may include a fuel cell stack 12A and a fuel tank 12B. The fuel tank 12B has a tank neck 32, via which the fuel tank 12B can be filled with fuel externally. The fuel tank 12B can be arranged within the lead frame 24 behind the fuel cell stack 12A with respect to the forward direction of travel of the utility vehicle 10.

The fuel tank 12B may be a pressure tank, e.g. B. for storing z. B. 5-10 kg of hydrogen at 350 bar or more (e.g. up to 700 bar). The fuel cell stack 12A can, for example, have an output of approximately 60 kW.

The fuel tank 12B can be connected to the fuel cell stack 12A via at least one line. If the fuel cell device 12 is designed as a reversible fuel cell device 12, a compressor (not shown) can additionally be included. The compressor can compress the hydrogen generated by the fuel cell device 12 and convey it to the fuel tank 12B. Cooling of the fuel cell device 12 can be connected to a cooling / heating circuit 34 which can have a cooler 36. The cooler 36 can be arranged on the front of the utility vehicle 10 for cooling by means of the airflow. The cooling circuit 34 and / or the cooler 36 can preferably be taken over from a conventional truck with an internal combustion engine without significant modifications (so-called “carry-over parts”).

The utility vehicle 10 can have multiple traction batteries 16, e.g. B. in the form of high-voltage batteries, each with its own battery management system. The traction batteries 16 can be arranged, for example, on the outer sides of the lead frame 24 and / or between the longitudinal members of the lead frame 24. The traction batteries 16 can each have a capacity of 100 kWh, for example. The traction batteries 16 can be lithium ion batteries, for example.

The fuel cell device 12 (with or without fuel tank 12B) preferably has essentially the same dimensions and / of the connection points as each of the multiple traction batteries 16. The fuel cell device 12 and the multiple traction batteries 16 can thus be arranged interchangeably. Depending on customer requirements, a different number of traction batteries 16 and fuel cell devices 12 can thus be built ver. With a number of traction batteries 16 and fuel cell devices 12 matched to the respective purpose of the utility vehicle 10, a vehicle weight that is as low as possible can be achieved, which is not increased by unnecessary traction batteries, etc. As a result of the interchangeability, a number and operating configuration of the fuel cell device (s) 12 can also be freely selected by the customer. If, for example, a subsequent adaptation by a body builder is desired, which energy is required (e.g. cooling body), this can be taken into account in the vehicle design in order to obtain the desired vehicle range. Places can also be left free, e.g. B. right frame side of the lead frame 24 free for milk collectors. The ratio of hydrogen storage (fuel tank 12B) to electrical storage (traction battery 16) can be optimally adjusted depending on the application.

The commercial vehicle 10 can furthermore have an electrical charging connection 38 for external charging of the traction batteries 16, a high-voltage distributor 40, an inverter 42 and an electrical drive train 44. As shown, the electric drive train 44 can, for example, a central electric drive unit, a transmission, a cardan shaft, etc. aufwei sen. It is also possible that there are several electric drive units, e.g. B. as Wheel hub motors or as motors close to the wheel. Incidentally, it is also possible that the fuel cell device 12 is used in a commercial vehicle with an internal combustion engine, for. B. as a range extender to supply the consumer 20 and / or the Ne benaggregate 18.

In the following, some calculation examples illustrate the applicability of the system described above.

The energy density of a lithium-ion battery can be 1-2kWh / kg. Compressed gaseous hydrogen (approx. 350 bar), on the other hand, has an energy density of ~ 30kWh / kg. According to this, 7-8 kg of hydrogen or approx. 2001 hydrogen are sufficient to carry twice the energy of a lithium-ion battery with 100 kWh.

By electrochemical conversion of the energy of the hydrogen in the fuel cell device 12, the traction batteries 16 can be charged while driving. This increases the range of the commercial vehicle 10 considerably. A commercial vehicle needs approx. 100-130 kWh per 100 km. As a result, a lithium-ion battery with 100 kWh of energy (until the next charge in 4 hours) realistically enables a range of approx. 80 km. With a fuel cell with an output of 60 kW, 240 kWh can be converted over a period of 4 hours. The range is increased by at least 200 km.

With a maximum electrical charging power of 200 kW, the traction batteries 16 can be charged externally with 200 kWh within 1 hour. To “refuel” the same amount of energy hydrogen, only 6-7kg of compressed hydrogen are necessary. This happens in a few minutes (<5 minutes). As a result, the driver is never forced to stand still for a long time.

The waste heat from the fuel cell device 12 can be used when the outside temperature is cold (e.g. also when the vehicle is at a standstill) in order to heat the battery and cab circuit. (P_therm = 15-20kW or p_td = 83%) This means that high-voltage heaters, for example, can be omitted, which saves energy, installation space and costs. Because the cooling circuit of the fuel cell can be combined with the high-voltage cooling circuit, the complexity can be reduced compared to a purely battery-electric vehicle. At warm temperatures, the cooling capacity (e.g. by means of a chiller or intercooler) of the compressed hydrogen can be used to lower the temperature in the cooling circuit. A lithium-ion battery with an energy content of 100 kWh weighs approx. 640 kg. This results in a capacity of less than 1 kWh per kg of the battery. The fuel cell stack 12A weighs approx. 250 kg. The fuel tank 12B weighs about 150 kg. As a result, the package weight can be reduced by up to 250 kg compared to a purely battery-electric utility vehicle, although the range is increased.

It is possible for the utility vehicle 10 to have a trailer 46 with a consumer 20, as shown in FIG. 3. The interface 28, 30 would consequently be a trailer interface. All of the features described herein with regard to the structure 22 with the consumer 20 can also be implemented in the commercial vehicle 10 with the trailer 46 and the consumer 20. The trailer 46 can be, for example, a semitrailer or semi-trailer, as is shown in FIG. The trailer 46 can, for example, also be a trailer of a trailer truck.

It is also possible for the consumer 20 to have an electrical energy store. By means of the electrical energy store, for example, an electrically drivable axle of the trailer 46 can be supplied with electrical energy, e.g. B. when the trailer 46 is uncoupled from a tractor of the commercial vehicle 10. By means of the electrical energy storage device, other electrically driven machines of the trailer 46 (or the body 22) can alternatively or additionally be supplied with electrical energy, preferably also in the uncoupled state of the trailer 46 or body 22 from the utility vehicle 10. The electrical energy storage device can The temperature is controlled by a heat exchanger, which is supplied with waste heat from the fuel cell device 12, for example. The electrical energy store can also be charged externally by means of the electrical charging connection 38. The electrical energy store can also be charged by recuperation of the electrically drivable axle of the trailer 46.

The invention is not restricted to the preferred exemplary embodiments described above. Rather, a large number of variants and modifications are possible which also make use of the inventive concept and therefore fall within the scope of protection. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to. In particular, the individual features of independent claim 1 are disclosed independently of one another. In addition, the features of the subclaims are also independent of all the features of independent claim 1 and, for example, independent of the Merkma len with regard to the presence and / or the configuration of the body or trailer and / or the fuel cell device of independent claim 1 disclosed. All range information disclosed herein is to be understood in such a way that all values falling within the respective range are disclosed individually, e.g. B. also as each preferred narrower outer limits of the respective area.

List of reference symbols

10 commercial vehicle

12 fuel cell device

12A fuel cell stack

12B fuel tank

14 control unit

16 traction battery

18 auxiliary unit

20 consumers

22 Structure

24 ladder frames

26 cab

28.30 body / trailer interface

32 filler neck

34 Cooling / heating circuit

36 cooler

38 Charging Port

40 high-voltage distributors

42 inverter

44 Electric powertrain

46 followers

Claims

1. A utility vehicle (10), preferably a truck, comprising: a body (22) or a trailer (46) with a consumer (20); and a fuel cell device (12) which is designed to: be connectable as a range extender of the commercial vehicle (10); and to supply the consumer (20) with electrical energy and / or waste heat.

2. Commercial vehicle (10) according to claim 1, wherein: the fuel cell device (12) is designed to be operated when parking the commercial vehicle (10).

3. Commercial vehicle (10) according to claim 1 or claim 2, wherein the fuel cell device (12) is designed to: a traction battery (16) of the commercial vehicle (10) to load with electrical energy and / or to control the temperature with waste heat; and / or to supply a driver's cab heater (18) of the utility vehicle (10) with waste heat and / or electrical energy; and / or to supply at least one auxiliary unit (18) of the utility vehicle (10) with waste heat and / o the electrical energy.

4. Commercial vehicle (10) according to claim 3, wherein the fuel cell device (12) is formed from when parking the commercial vehicle (10): to temper the traction battery (16) with waste heat, to supply the cab heater (18) with waste heat, the To supply consumers (20) with waste heat and / o to supply the auxiliary unit (18) with waste heat; and at the same time charging the traction battery (16) with electrical energy, supplying the consumer (20) with electrical energy, supplying the cab heater (18) with electrical energy and / or supplying the auxiliary unit (18) with electrical energy.

5. Commercial vehicle (10) according to claim 3 or claim 4, wherein the fuel cell device (12) is designed to while driving the commercial vehicle (10): to regulate the temperature of the traction battery (16) with waste heat, to supply the driver's cab heating (18) with waste heat, to supply the consumer (20) with waste heat and / or to supply the auxiliary unit (18) with waste heat; and at the same time charging the traction battery (16) with electrical energy, supplying the consumer (20) with electrical energy, supplying the cab heater (18) with electrical energy and / or supplying the auxiliary unit (18) with electrical energy.

6. Commercial vehicle (10) according to one of the preceding claims, further comprising: a control unit (14) which is designed to activate, deactivate and / or operate the fuel cell device (12), preferably automatically, based on : a planned route of the utility vehicle (10); and / or a planned driving time, rest time and / or break time of a driver of the

Utility vehicle (10), preferably provided by a tachograph; and / or a current and / or planned loading of the utility vehicle (10), preferably the body (22) or the trailer (46); and / or a current and / or forecast climate, preferably on a planned route of the utility vehicle (10).

7. Commercial vehicle (10) according to one of the preceding claims, further comprising: a body / trailer interface (28, 30) from the fuel cell device (12) can be supplied with electrical energy and / or waste heat and to which the Ver consumer (20) is connected.

8. Commercial vehicle (10) according to claim 7, wherein: the body / trailer interface (28, 30) is a standardized interface to which a plurality of different bodies or trailers for the commercial vehicle (10), preferably detachably, can be connected ; and / or the consumer (20) is detachably connected to the body / trailer interface (28, 30), preferably plugged in or screwed on; and / or the body / trailer interface (28, 30) is arranged in a, preferably rear, loading area of a driver's cab (26) of the commercial vehicle (10); and / or the body / trailer interface (28, 30) has an electrical interface (28) for supplying the consumer (20) with electrical energy; and or the body / trailer interface (28, 30) has a fluid interface (30) for providing the consumer (20) with waste heat, the fluid interface (30) in fluid connection and / or in thermal coupling with a cooling of the fuel cell device (12 ) is.

9. Commercial vehicle (10) according to one of the preceding claims, further comprising: a lead frame (24), wherein the fuel cell device (12) is arranged within the lead frame (24), preferably directly below a driver's cab (26) of the commercial vehicle (10).

10. Commercial vehicle (10) according to claim 9, wherein: the fuel cell device (12) has a fuel cell stack (12A) and a fuel tank (12B), the fuel tank (12B) within the ladder frame (24) and with respect to a forward direction of travel of the commercial vehicle ( 10) is arranged behind the fuel cell stack (12A).

11. Commercial vehicle (10) according to one of the preceding claims, further comprising: a plurality of traction batteries (16), wherein the fuel cell device (12) has substantially the same dimensions and / of the connection points as each of the plurality of traction batteries (16), so that the fuel cell device (12) and the multiple traction batteries (16) can be arranged interchangeably.

12. Commercial vehicle (10) according to one of the preceding claims, wherein: the fuel cell device (12) is designed as a preassembled and / or independently testable module which has a cooling fluid interface, an electrical interface and a control interface.

13. Commercial vehicle (10) according to one of the preceding claims, wherein: the fuel cell device (12) as a reversible fuel cell device for producing hydrogen during recuperation when braking the commercial vehicle (10), preferably during a switchable continuous braking mode of the commercial vehicle (10) is executed.

14. Commercial vehicle (10) according to one of the preceding claims, wherein: the fuel cell device (12) has a polymer electrolyte fuel cell, a direct methanol fuel cell and / or a reformer methanol fuel cell.

15. Commercial vehicle (10) according to one of the preceding claims, wherein: the structure (22) is supported on a frame (24) of the commercial vehicle (10) and / o which is arranged behind a driver's cab (26) of the commercial vehicle (10); and / or the structure (22) is a tank structure, an emergency vehicle structure, a cleaning structure, a loading structure, a cooling structure or a heating structure; and / or the trailer (46) has a tank, a loading area, a loading space, a cooling unit, a heating unit and / or a pump; and / or the trailer (46) is a semi-trailer; and / or the utility vehicle (10) is a trailer or an articulated lorry; and / or the consumer (20) has an electrically driven machine and / or a heat exchanger.

16. Commercial vehicle (10) according to one of the preceding claims, wherein: the consumer (20) has an electrical energy store.

17. Commercial vehicle (10) according to claim 16, wherein: the trailer (46) has an electrically drivable axle which can be operated with electrical energy from the electrical energy store of the consumer (20), preferably in the uncoupled state from a tractor of the commercial vehicle ( 10) and / or which charges the electrical energy storage device by recuperation during ferry operation; and / or the consumer (20) also has a heat exchanger for controlling the temperature of the electrical energy storage device; and / or the consumer (20) also has an electrically driven machine which can be driven with electrical energy from the electrical energy storage device of the consumer (20), preferably when the trailer (46) or body (22) is disconnected from the commercial vehicle ( 10); and / or the electrical energy store can be charged externally by means of an electrical charging connection (38), the electrical charging connection (38) preferably being arranged on the utility vehicle (10) separately from the trailer (46) or body (22).