WO2022241496A1

WO2022241496A1 - Motor vehicle

Info

Publication number: WO2022241496A1
Application number: PCT/AT2022/060172
Authority: WO
Inventors: Johannes Mayr; Mario Mitteregger
Original assignee: Avl List Gmbh
Priority date: 2021-05-18
Filing date: 2022-05-18
Publication date: 2022-11-24
Also published as: EP4341117A1; AT524865B1; AT524865A4

Abstract

The invention relates to a motor vehicle (1) comprising at least one container (4) which has a container wall (40) for an energy carrier, in particular a gaseous energy carrier, wherein a channel assembly (50) comprising multiple channels (51) is arranged in the region of at least one container wall (40) in order to receive a heat transfer medium. The aim of the invention is to ensure an effective protection of the container (4) against UV radiation and mechanical damage in a simple manner and to allow a thermal temperature control of the container (4). This is achieved in that the container wall (40) has a protective casing (5) at least in some sections and/or is surrounded by a protective casing (5), and a channel assembly (50) is integrated into the protective casing (5), preferably the channel assembly is molded into the protective casing.

Description

motor vehicle

The invention relates to a motor vehicle with at least one container having a container wall for an in particular gaseous energy carrier, with a channel arrangement having a plurality of channels for receiving a heat transfer medium being arranged in the region of at least one container wall. The invention also relates to a method for operating this motor vehicle.

US 2016/039279 A1 describes a fuel tank for a vehicle, with a pipe arrangement in an insulating sleeve being provided on an upper or lower tank wall of the fuel tank to cool the fuel. This is intended to reduce emissions from fuel vapors.

Containers for gaseous energy carriers, such as hydrogen, are often made of carbon fiber reinforced plastic and are potentially at risk from UV rays and mechanical damage, such as stone chips. Particularly in the case of hydrogen-powered trucks, container positions between the front and rear axles are often preferred, which have the lowest risk of destruction and damage in the event of an accident. However, the container walls are sometimes directly exposed to the sun's rays and are therefore at risk from UV rays. In addition, the containers are subject to thermal cycling due to the filling and dispensing of H2, which affects the service life of components.

In addition, the temperature of the energy carrier should be kept within a temperature window that is optimal for storage.

The object of the invention is to ensure effective protection of the loading container from UV rays and mechanical damage in a simple manner and at the same time to enable thermal conditioning of the container.

According to the invention, this is achieved in that the container wall has a protective jacket at least in sections and/or is surrounded by a protective jacket, with the channel arrangement being integrated into the protective jacket, preferably being formed therein.

In one embodiment of the invention it is provided that the container consists at least partially of carbon fiber reinforced plastic. Provision is preferably made for the container wall surrounded by the protective jacket to be formed at least partially by a preferably cylindrical jacket which is configured parallel to a longitudinal axis of the container.

In a particularly robust embodiment of the invention, it is provided that the protective casing consists of a flexible and resistant material, preferably synthetic rubber, in particular EPDM (ethylene-propylene-diene rubber).

Since the container can move in the fastening structure, a minimum distance from the surrounding components must generally be maintained in the case of known containers. This applies in particular to mechanical protective structures or UV protective structures. For vehicle-side fastening and/or protective structures, this previously meant that a larger installation space had to be made available in order to avoid direct contact between the container and the fastening and/or protective structures.

Due to the inventive integration of the protection on the container, this provision of the distance is omitted in many areas.

In one embodiment of the invention, it is provided that the protective jacket borders directly or indirectly on the outer surface of the container wall and is formed by a part that is separate from the container wall. If necessary, a heat transfer layer can be arranged between the protective jacket and the outer surface of the container wall, which layer enables better heat transfer between the container wall and the protective jacket.

In order to enable uniform thermal conditioning, it is advantageous if the channel arrangement has a multiplicity of channels arranged parallel to one another, with the channels preferably being formed essentially parallel to the longitudinal axis of the container.

Effective heat removal or supply is possible if the channel arrangement is flow-connected to a circuit for the heat transfer medium, the circuit having at least one pump and at least one heat exchanger having a primary side and a secondary side, the primary side of the heat exchanger being connected to the circuit . It is preferably provided that the secondary side of the heat exchanger is connected to the vehicle cooling system of the vehicle.

In one embodiment variant of the invention, it is provided that the temperature of the heat transfer medium can be regulated or controlled by a temperature control device. The temperature of the container can thus be controlled via the channel arrangement where - in the case of cooling the container - the heat transfer medium, preferably via a heat exchanger, is cooled by a heat sink and/or - in the case of heating of the container - the heat transfer medium, preferably via a heat exchanger, by a heat source is heated, preferably the heat sink and / or the heat source is formed by the vehicle cooling system.

A simple embodiment variant of the invention provides that the protective jacket is formed by a tube mat. Preferably, the protective jacket has an uneven outer surface, the uneven surface having elevations in the area of the channels and depressions in the area between adjacent channels.

According to a further embodiment of the invention, it is provided that the protective jacket has at least one heat-conducting profile, preferably made of aluminum or an aluminum alloy, with at least one channel of the channel arrangement being arranged in the heat-conducting profile. The heat-conducting profile offers protection against UV rays and mechanical damage and at the same time enables the container to be temperature-controlled.

In order to enable a high level of heat exchange with the environment, it is advantageous if at least one heat-conducting profile has cooling fins radially outside the channel in relation to the longitudinal axis of the container.

In a further embodiment of the invention, it is provided that the protective jacket has at least two heat-conducting profiles, with a filling segment preferably made of a flexible material being arranged between at least two adjacent heat-conducting profiles. Thanks to the filling segment, the protective jacket can be used flexibly for containers with different diameters.

The invention is explained in more detail below with reference to the non-limiting exemplary embodiments illustrated in the figures. It shows schematically:

1 shows a motor vehicle according to the invention in an embodiment variant according to the invention in a side view;

FIG. 2 shows a container of this motor vehicle in a first embodiment according to the invention, in a section along the line III-III in FIG. 1;

3 shows a container of this motor vehicle in a second embodiment according to the invention in a section analogous to FIG. 2;

Fig. 4 shows detail IV of this container; 5 and 6 the motor vehicle in a further side view,

Fig. 7 shows a circuit for the heat transfer medium including temperature control device of the motor vehicle. and

8 shows a temperature profile of a container filled with hydrogen.

1, 5 and 6 show a motor vehicle 1 designed, for example, as a fuel cell-operated electric truck, with a container 4 arranged between a front axle 2 and a rear axle 3 for a gaseous energy carrier, for example hydrogen. The hydrogen is used, for example, to feed at least one fuel cell (not shown) to provide electrical drive energy for the motor vehicle 1. The container 4 consists, for example, of carbon-fiber-reinforced plastic. The container 4 , which is cylindrical in shape in the exemplary embodiments, has a container wall 40 with a cylindrical jacket 41 and dome-shaped end regions 42 , 43 . Following the end portions 42, 43 of the container 4 are mechanical protection devices 44, 45 provided as impact protection. Reference numerals 46, 47 are shown in FIG. 3 as fastening devices for fastening the container 4 to the motor vehicle 1.

At least in the region of the cylindrical jacket 41, the container wall 40 is surrounded by a protective jacket 5, wherein a channel arrangement 50 is integrated into the protective jacket 5. The channel arrangement 50 has a number of parallel channels 51 which are integrated into the protective casing 5, for example formed therein. The channels 51 are arranged essentially parallel to the longitudinal axis 4a of the container 4

The shell 41 of the container 4 and the protective shell 5 are formed by separate parts. The protective jacket 5 is applied to the mounting structure of the motor vehicle 1 on the container 4 before assembly via the Befestigungsvorrich lines 46, 47, for example wrapped over the container 4.

In the embodiment variant shown in FIG. 2, the protective jacket 5 is formed by a tube mat and consists of a flexible and durable material such as EPDM (ethylene propylene diene rubber). The protective jacket 5 has an uneven outer surface, as can be seen from FIG. The uneven surface is formed with elevations 52 in the area of the channels 51 and depressions 53 in the area between adjacent channels 51 . The elevations 52 and depressions 53 increase the surface area and thus contribute to the temperature control of the container 4 . A heat transfer layer 6 is located between the jacket 41 of the container 4 and the protective jacket 5.

3 and 4 show a further embodiment variant in which the protective jacket 5 is made in several parts. The protective jacket 5 has a number of heat-conducting profiles 54 distributed over the circumference of the jacket 41 of the container 4 and made of a material with high thermal conductivity. for example, made of aluminum or an aluminum alloy, in which parallel to the longitudinal axis 4a of the container 4 oriented channels 51 are formed.

Arranged between two adjacent heat-conducting profiles 54 are flexible, expandable filling segments 55 made of durable, waterproof insulation layers, which are made of rubber or EPDM, for example. The filling segments 55 offer thermal insulation around the container 4 to the environment. The filler segments 55 are attached to the heat-conducting profiles 54, e.g. with adhesive 55a or other mechanical elements such as rivets or the like. The filling segments 55 are movably mounted in order to allow different sized radii. As a result, on the one hand, the same protection can be guaranteed for containers 4 of different diameters. On the other hand, the flexible filling segments 55 make it possible to compensate for the expansion and contraction movements of the container 4 during refueling and emptying processes, and still achieve good heat transfer through the metal heat-conducting profiles 54 .

Both the filling segments 55 and the heat-conducting profile 54 protect the jacket 41 of the container 4 from UV radiation 7a and from mechanical effects, such as stone chips 7b.

An expandable heat transfer layer 6 with high thermal conductivity is arranged between the jacket 41 of the container 4 and the heat conducting profiles 54 and the filling segments 55 . The heat transfer layer 6 conducts the heat between the heat conducting profiles 54 and the jacket 41 of the container 4. Because of their high thermal conductivity, graphene plates, for example, are particularly well suited as a material for the heat transfer layer 6. This enables an almost uniform distribution of heat, with only a few heat-conducting profiles 54 for the heat transfer and the channels 51 being necessary.

Each heat-conducting profile 54 has two contact points 56 radially inside the channel 51, which make it possible to attach the heat-conducting profile 54 to containers 4 with different radii. This allows for great modularity without changing the Shape and tool of the thermally conductive profile 54. The contact surface of the support points 56 can be enlarged with a thermally conductive paste, which is applied before assembly.

Each heat-conducting profile 54 has heat-conducting bridges 57 between an inner region 54i and an outer region 54a of the heat-conducting profile 54 on both sides of each channel 51 . The cross section of the thermally conductive bridges 57 is made as small as possible in order to keep the heat transfer between the inner area 54i and the outer area 54a as low as possible and thus to control the heat transfer to the heat transfer medium flowing through the channels 51 in a targeted manner. Since water-based liquids have low heat transfer conductivity, minimizing the thermal bridges 57 acts as a partial thermal insulation between the container 4 and the environment. This enables a lower temperature level to be stored in container 4, which can be used in peak demand situations.

Another way to increase the conductivity between the heat transfer layer 6 and the heat conducting profiles 54 is to apply an additional heat transfer layer 60, for example in the form of a cylinder segment located between the heat conducting profile 54 and the heat transfer layer 6. The additional heat transfer layer 60 enables a particularly high heat transfer performance and thus a selective execution of the channel arrangement and thus a saving in line length and pump output.

In relation to the longitudinal axis 4a of the container 4, cooling ribs 58 with elevations 52 and depressions 53 are arranged radially outside of the channels 51, which are formed into the heat-conducting profile 54, for example. The cooling fins 58 increase the total surface area to the environment and thus improve the heat transfer by convection.

The channels 51 can have a complex cross-sectional profile that deviates from the circular shape. In the exemplary embodiment, the channels 51 are flat, for example elliptical, with the extension in the radial direction--in relation to the longitudinal axis 4a of the container 4--is less than in the circumferential direction in order.

The system is not integrally connected to the container 4, but is first provided with the heat transfer layer 6, and then the connected heat-conducting profile 54 and filling segments 55 are attached.

The execution of the heat-conducting profile 54 with large contact surfaces to the environment, as well as to the jacket 41 of the container 4 allows temperature control the heat transfer medium, and to the same extent an insulation through the small cross-section thermally conductive bridges 57 and the heat transfer medium.

The protective jacket 5 permanently protects the container 4 from UV radiation indicated by the arrows 7a and stone chips 7b in FIGS. 1, 5 and 6 and contains a pipeline system 80 formed at least partially by the channels 51 within the same structure , Which is part of a circuit 8 for a heat transfer medium. The closed circuit 8 has at least one pump 81 for the coolant and at least one heat exchanger 82 .

The piping system 80 is filled with the heat transfer medium formed by a cooling liquid, which is circulated by the pump 81 . The heat exchanger 82 has a primary side 821 and a secondary side 822, the primary side 821 of the heat exchanger 82 being connected to the circuit 8 and the secondary side 822 of the heat exchanger 82 being connected to the vehicle cooling system 9 (FIG. 6, FIG. 7).

The temperature of the heat transfer medium can be regulated or controlled by means of a temperature control device 10 .

The thermal system of the tank 4 formed by the circuit 8 performs the following main functions:

• Provision of a lower temperature level for the vehicle cooling system 9 through the potentially lower temperature level of the container 4 due to the release of H2 while driving.

• Depending on the temperature level of the vehicle cooling system 9, the heat exchange can also be reversed, for example while filling the lens of the container 4. The temperature of the container 4 can be lowered by the vehicle cooling system 9, whereby the thermal stresses on the components of the container 4 are reduced can, which has an advantageous effect on their service life.

• Furthermore, the thermal system of the container 4 acts as a thermal cooling body around the container 4 due to the large surface, whereby the thermal cooling performance of the vehicle cooling system 9 can be supported.

FIG. 8 shows, for example, the profile of the container temperature T plotted over time t for various operating phases of the container 4, namely for one Filling phase A, a storage phase B and an emptying phase C of the container age 4. During the filling phase A there is a risk that a defined limit temperature T _G will be exceeded. In the emptying phase C, there can be a sharp drop in temperature.

The temperature of the heat transfer medium is controlled by the temperature control device 10 of the motor vehicle 1.

Depending on the condition and the operating phases of the container 4, the heat exchange can be reversed depending on the temperature level of the vehicle cooling system 9. In this case, for example during the filling phase A of the container 4, the container temperature T can be lowered by the temperature control device 10 and the overall load on the components of the container 4 can thus be reduced, which has an advantageous effect on the life cycles of the components. Furthermore, the thermal system and the temperature control device 10 can be used to pre-cool the container 4 in advance in order to prevent the defined upper temperature limit T _G from being reached or exceeded. An improved filling process can be realized with this functionality.

To monitor the temperature of the container 4, at least one temperature sensor 11 is provided, for example in the area of the channel arrangement 50, which is connected to the temperature control device 10. The circuit 8 and/or the vehicle cooling system 9 is controlled or regulated via flow control valves 83, 91 of the circuit 8 and/or the vehicle cooling system 9, which are connected to the temperature control device 19, and/or via the regulation of the speed of the pump 81 (Fig. 7).

The temperature of the container 4 can thus be controlled via the channel arrangement 50, with the heat transfer medium being cooled via the heat exchanger 82 by a heat sink if cooling of the container 4 is intended, and the heat transfer medium being cooled if the container 4 is to be heated the heat exchanger 82 is heated by a heat source. The heat sink and the heat source are equally formed by the vehicle cooling system 9, the temperature of which is adjusted depending on the requirement in an appro priate manner by thermal connection with heat generators - for example with fuel cells - or cooling devices - for example a vehicle cooler.

With the protective jacket 5 having the channel arrangement 50, it is thus possible to achieve a low temperature level when emptying the container 4 (for example in the case of high fuel cell performance with increased cooling requirements). enable by exploiting synergies between the thermal system of the container 4 and the vehicle cooling system 9; to provide effective protection against UV and stone chips; carry out a controlled thermal management, in particular when filling and emptying, of the container 4; to improve the cooling of the vehicle cooling system 9 through the high surface area of the protective jacket 5, which at constant ferry operation contributes to the cooling capacity of the vehicle and acts as a heat sink; In contrast to an additional cooler, the cooling capacity can be increased without negatively influencing the drag coefficient.

The thermal system of the container 4 supplements the conventional vehicle cooling system 9 and enables the capacity of the conventional vehicle cooling system 9 to be expanded. The cooling of the vehicle cooling system 9 can thus be supported, particularly during peak loads.

The invention is not limited to the transport of Fh and can also be used for the transport of other gases such as methane, etc.

Claims

PATENT CLAIMS

1. Motor vehicle (1) with at least one container (4) having a container wall (40) for an in particular gaseous energy carrier, wherein in the area of at least one container wall (40) there is a channel arrangement (50) with a plurality of channels (51) for receiving a heat transfer medium is arranged, characterized in that the container wall (40) has a protective casing (5) at least in sections and/or is surrounded by a protective casing (5), the channel arrangement (50) being integrated into the protective casing (5), preferably being moulded .

2. Motor vehicle (1) according to claim 1, characterized in that the container wall (40) surrounded by the protective casing (5) is at least partially protected by a preferably cylindrical casing (41) which is parallel to a longitudinal axis (4a) of the container (4). is formed.

3. Motor vehicle (1) according to claim 1 or 2, characterized in that the protective casing (5) consists at least partially of a flexible and resistant material, preferably synthetic rubber, in particular EPDM.

4. Motor vehicle (1) according to one of Claims 1 to 3, characterized in that the protective casing (5) directly or indirectly borders the outer surface of the container wall (40) and is formed by at least one part which is separate from the container wall (40).

5. Motor vehicle (1) according to one of Claims 1 to 4, characterized in that the channel arrangement (50) has a large number of channels (51) arranged parallel to one another, the channels (51) preferably being substantially parallel to the longitudinal axis (4a ) of the container (4) are formed.

6. Motor vehicle (1) according to one of claims 1 to 5, characterized in that the channel arrangement (50) is flow-connected to a circuit (8) for the heat transfer medium, the circuit (8) having at least one pump (81) and at least one heat exchanger (82) having a primary side (821) and a secondary side (822), the primary side (821) of the heat exchanger (82) being connected to the circuit (8).

7. Motor vehicle (1) according to claim 6, characterized in that the Se secondary side (822) of the heat exchanger (82) is connected to a vehicle cooling system (9) of the motor vehicle (1).

8. Motor vehicle (1) according to one of claims 1 to 7, characterized in that the temperature of the heat transfer medium can be regulated or controlled by a temperature control device (10).

9. Motor vehicle (1) according to one of claims 1 to 8, characterized in that the protective casing (5) has at least one heat-conducting profile (54), preferably made of aluminum or an aluminum alloy, with at least one channel in each heat-conducting profile (54). (51) of the channel arrangement (50) is arranged.

10. Motor vehicle (1) according to claim 9, characterized in that at least one heat-conducting profile (54) - in relation to the longitudinal axis (4a) of the container (4) - has cooling fins (58) radially outside of the channel (51).

11. Motor vehicle (1) according to claim 9 or 10, characterized in that the protective casing (5) has at least two heat-conducting profiles (54), with a filling segment (55) preferably consisting of a flexible material between at least two adjacent heat-conducting profiles (54). is arranged.

12. Motor vehicle (1) according to any one of claims 1 to 8, characterized in that the protective casing (5) is formed by a tube mat.

13. Motor vehicle (1) according to claim 12, characterized in that the protective casing (5) has an uneven outer surface, the un-even surface elevations (52) in the area of the channels (51) and depressions (53) in the area between adjacent Has channels (51).

14. Motor vehicle (1) according to any one of claims 1 to 13, characterized in that the container (4) consists at least partially of carbon fiber reinforced plastic system.

15. Motor vehicle (1) according to one of claims 1 to 14, characterized in that the heat transfer medium is formed by a cooling liquid.

16. A method for operating a motor vehicle (1) according to any one of claims 1 to 15, characterized in that the container (4) is temperature-controlled via the channel arrangement (50), wherein - if the container (4) is cooled - The heat transfer medium, preferably via the heat exchanger (82), is cooled by a heat sink and/or - if the container (4) is heated - the heat transfer medium, preferably via the heat exchanger (82), is heated by a heat source is, wherein preferably the heat sink and / or the heat source is formed by the vehicle cooling system (9).

17. The method according to claim 16, characterized in that the temperature of the heat transfer medium is regulated or controlled by a temperature control device (10).

2022 05 18FU