Pressure vessel, pressure vessel system and motor vehicle with fuel slats

Abstract

According to the invention, the technology disclosed herein relates to a pressure vessel (100) for storing fuel, a pressure vessel system and a motor vehicle. The pressure vessel (100) has a connection (130) for establishing a fluid connection between a fuel storage volume V of the pressure vessel (100) and an energy converter of a motor vehicle. The connection (130) leads at least partially out of the pressure vessel (100). An outer surface of the connection (130) has a sealing surface (132) and an arched fixing surface (134). The sealing surface (132) is designed to seal the fluid connection between the pressure vessel (100) and a fuel-guiding section (200) of the motor vehicle. The fixing surface (134) is provided to fix the pressure vessel (100) on at least one body connection element (300).

Description

Background Technology

[0001] Motor vehicles with pressure vessels are known from existing technology. Typically, each motor vehicle is equipped with up to three large pressure vessels. These pressure vessels are relatively poorly integrated into the vehicle due to their size. Furthermore, there are vehicle designs in which significantly more pressure vessels are integrated into the vehicle, where each individual pressure vessel is essentially constructed as a tube. Pressure vessel systems with multiple storage tubes can be better integrated into existing structural space. The disadvantage is that such pressure vessel systems are relatively complex and expensive because they must meet the same requirements as conventional pressure vessel systems in terms of operating range and component safety. Summary of the Invention

[0002] A preferred objective of the technology disclosed herein is to reduce or eliminate at least one drawback of known solutions or to propose an alternative solution. In particular, a preferred objective of the technology disclosed herein is to propose a relatively simple, low-cost, reliable, easy-to-use, and / or structurally optimized pressure vessel system. Other preferred objectives can be derived from the advantageous effects of the technology disclosed herein.

[0003] Therefore, the present invention proposes a pressure vessel for storing fuel.

[0004] —The pressure vessel is configured with a connector for forming a fluid connection between the fuel storage volume of the pressure vessel and the energy converter of the motor vehicle;

[0005] —The connector extends at least partially from the pressure vessel;

[0006] —The outer surface of the connector has a sealing surface and an arched fixing surface;

[0007] —The sealing surface is designed to seal the fluid connection between the pressure vessel and the section of the vehicle's pilot fuel.

[0008] —The fixing surface is configured to fix the pressure vessel to at least one vehicle body connecting element;

[0009] —The fixing surface and the sealing surface are laterally disposed on the portion of the connector extending from the pressure vessel; and

[0010] —The fixing surface and the sealing surface are arranged opposite each other on the ground;

[0011] —In the installation position of the pressure vessel, the sealing surface abuts against the section of the pilot fuel at the sealing surface contact point;

[0012] —In the installation position of the pressure vessel, the fixing surface contacts the vehicle body connecting element at the fixing surface contact point;

[0013] —Wherein, the angular deviation is the deviation between the actual installation position and the target installation position of the pressure vessel relative to the longitudinal axis of the pressure vessel;

[0014] —And the sealing surface and the fixing surface are arranged and constructed such that the entire sealing surface contact point caused by different angular deviations and the entire fixing surface contact point caused by different angular deviations each have an arched surface with at least one common rotation point.

[0015] The present invention also proposes a pressure vessel system for motor vehicles, comprising:

[0016] —At least one pressure vessel according to the present invention;

[0017] —At least one fuel-guiding section, said fuel-guiding section being fluidly connected to the pressure vessel; and

[0018] —At least one body connection element for securing the pressure vessel to the body of a motor vehicle;

[0019] The fuel-guiding section is used to fill the pressure vessel with fuel and / or to remove fuel from the pressure vessel.

[0020] The present invention also proposes a motor vehicle comprising a pressure vessel system according to the present invention, wherein the floor area of ​​the motor vehicle is divided into different floor mounting areas by at least one bracket, wherein a fuel slat is provided on or in each floor mounting area, and a pressure vessel arranged in the respective floor mounting area is connected to the fuel slat.

[0021] The technology disclosed herein relates to a pressure vessel system for motor vehicles (e.g., passenger cars, motorcycles, commercial vehicles). The pressure vessel system includes at least one pressure vessel for storing fuel. The pressure vessel system is used to store fuel in a gaseous state under ambient conditions. The pressure vessel system can be used, for example, in a motor vehicle that operates with compressed natural gas (also known as compressed natural gas or CNG), liquefied natural gas (also known as liquefied natural gas or LNG), or hydrogen. The pressure vessel system is fluidly connected to at least one energy converter designed to convert the chemical energy of the fuel into other forms of energy, such as a fuel cell or an internal combustion engine.

[0022] Furthermore, the technology disclosed herein relates to a pressure vessel. The pressure vessel may, for example, be a high-pressure gas vessel. The high-pressure gas vessel is configured to store fuel persistently at a nominal operating pressure (also called nominal working pressure or NWP) of at least 350 bar (= overpressure relative to atmospheric pressure) or at least 700 bar at ambient temperature. The pressure vessel may have a circular or elliptical cross-section. For example, multiple pressure vessels may be arranged with their longitudinal axes extending parallel to each other in the installation position. Each pressure vessel may have an aspect ratio between 5 and 200, preferably between 7 and 100, and particularly preferably between 9 and 50. The aspect ratio is the quotient of the total length of the individual pressure vessels in the numerator (e.g., the total length of the storage tube without fluid connecting elements) and the maximum outer diameter of the pressure vessels in the denominator. The individual pressure vessels may be arranged directly adjacent to each other, for example, with a distance of less than 20 cm, less than 15 cm, less than 10 cm, or less than 5 cm between them. Multiple pressure vessels may be mechanically connected to each other at one end or at both ends. Advantageously, it can also be specified that common body connection elements are provided at both ends for multiple pressure vessels, by means of which the pressure vessels can be secured in the vehicle. Such a system is particularly suitable for flat installation spaces, especially in the floor area below the vehicle interior space.

[0023] The pressure vessel includes a connector. This connector forms the pressure vessel opening of the pressure vessel. Typically, the connector is located at the end of the pressure vessel. The connector is preferably made of metal and is often referred to as a "boom". Advantageously, the connector is arranged coaxially with the longitudinal axis of the pressure vessel. The connector serves to establish a fluid connection between the fuel storage volume of the pressure vessel and the energy converter of the motor vehicle. A portion of the connector extends out of the pressure vessel. Another portion can be integrated into the vessel wall. However, it is also conceivable that the connector is mounted on the outside of the pressure vessel. For example, the connector may have a section extending into the vessel wall and surrounded by a fiber-reinforced layer. Such a fiber-reinforced layer is also referred to as an armierung and is typically applied by weaving and / or winding. Preferably, the connector includes an end face that generally extends substantially parallel to a plane oriented perpendicular to the longitudinal axis of the pressure vessel. The side face of the connector is located on the side of the end face.

[0024] In one design, a rupture safety valve can be installed either in the fuel storage volume or in the connection of the at least one pressure vessel. This rupture safety valve prevents fuel from flowing out of the pressure vessel in the event of a fault. Such a rupture safety valve prevents uncontrolled fuel release in the event of a rupture in the pipeline system downstream of the fuel supply equipment and can automatically reset when the fault is resolved.

[0025] The portion of the outer surface of the connector extending from the pressure vessel includes a sealing surface and an arched fixing surface. The outer surface of the portion of the connector extending from the pressure vessel has a sealing surface. This sealing surface can be configured as a frustoconical or funnel-shaped surface that gradually narrows towards the inside of the connector. This sealing surface is designed to seal the fluid connection between the pressure vessel and the section of the vehicle's pilot fuel supply in the installation position of the pressure vessel. For this purpose, the outer surface of the pilot fuel supply section can directly contact the sealing surface of the connector, or with a sealing element inserted. Preferably, the outer surface of the pilot fuel supply section is arched, and particularly preferably truncated spherical, and this outer surface at least partially contacts the sealing surface. Therefore, if the truncated spherical outer surface of the pilot fuel supply section intersects with the frustoconical sealing surface, a good sealing seat can be created. Furthermore, this allows for a simple method of orienting the pressure vessel.

[0026] Furthermore, the outer surface of the portion of the connector extending from the pressure vessel has an arched fixing surface. This fixing surface can be formed by a surface segment of a truncated sphere or a cylinder. The fixing surface is configured to directly or indirectly fix the pressure vessel to at least one vehicle body connecting element. The at least one vehicle body connecting element is used to directly or indirectly fix the pressure vessel to the vehicle body and can have any suitable shape. The connector or vehicle body connecting element is configured to transmit the forces and torques generated by the pressure vessel during vehicle operation to the vehicle body at the respective end where the connector is located. The vehicle body connecting element can have an arched, and preferably truncated spherical, inner surface, the arched portion of which forms the contact surface substantially corresponding to the arched portion of the outer surface of the fixing surface. Therefore, the largest possible contact surface can be achieved for reliably transmitting mechanical loads. The fixing surface and the sealing surface are suitably arranged laterally on the portion of the connector extending from the pressure vessel. The connector may suitably include an end face arranged in a plane extending substantially perpendicular to the longitudinal axis of the pressure vessel. The portion of the connector extending from the pressure vessel may further include a peripheral surface with a (lateral) outer surface, wherein a fixing surface and a sealing surface may be provided on these peripheral surfaces. In one design, the peripheral surface may suitably extend at right angles to the end face. The fixing surface and the sealing surface may be arranged opposite each other such that, in the installed position, the fixing surface and the sealing surface can be clamped relative to each other by the same at least one tensioning device (e.g., a bolt). The fuel guide section and the vehicle body connecting element may preferably clamp the extended portion of the connector to form a support portion. Thus, the connector, and especially the fixing surface, is used to support the pressure vessel in a motor vehicle. This support through the end of the pressure vessel is also referred to as a "neck mount".

[0027] The fuel system or the pressure vessel may be designed such that fuel can flow in or out at the end of the pressure vessel through fluid channels that extend laterally and, in particular, perpendicular to the longitudinal axis of the pressure vessel.

[0028] In the pressure vessel's installation position, the sealing surface may abut against the fuel-guiding section at the sealing surface contact point. In the pressure vessel's installation position, the fixing surface may contact the vehicle body connecting element at the fixing surface contact point. The angular deviation is the deviation of the actual installation position of the pressure vessel from the target installation position relative to the longitudinal axis of the pressure vessel. It is generally stipulated that the opening of the pressure vessel and the sealing surface surrounding the opening are always arranged in the same position during assembly. Due to unavoidable tolerances, deviations from the ideal position occur. This deviation can be described by angular deviation in terms of rotation about the longitudinal axis of the pressure vessel. In the pressure vessel disclosed herein or in the pressure vessel system disclosed herein, the sealing and fixing surfaces may be arranged and constructed such that, with different angular deviations A, (i) the sealing surface contact point and the fixing surface contact point are respectively constructed in different positions, and (ii) the entire sealing surface contact point caused by different angular deviations A and the entire fixing surface contact point caused by different angular deviations A each have an arched surface with at least one common point of rotation. Advantageously, even when the angular deviations A are different, a leak-free fluid connection can thus be established between the section and the pressure vessel. Furthermore, even with different angular deviations A, a relatively good press-fit structure can be achieved for supporting the pressure box via the sealing surface and the arched surface.

[0029] The fuel-guiding section is used for filling and / or removing fuel from the pressure vessel. Preferably, the pressure in the fuel-guiding section substantially corresponds to the internal pressure of the pressure vessel. The pressure vessels are typically connected in parallel. Multiple pressure vessels are fluidly connected to each other or to each other without interruption. "Without interruption" in this context means that there are no valves between the pressure vessels that would interrupt this fluid connection during trouble-free operation. Therefore, the fuel pressure in the different pressure vessels typically has substantially the same value.

[0030] If the pressure vessel system comprises multiple pressure vessels, at least one fuel-guiding section is preferably configured as a fuel slat. The fuel slat may also be referred to as a high-pressure fuel slat. The fuel slat is typically located upstream of a high-pressure pressure reducer. In principle, such a fuel slat can be designed similarly to a high-pressure injection slat in an internal combustion engine. Suitably, the fuel slat includes multiple slat interfaces for direct connection to the pressure vessels. Advantageously, each slat interface is directly disposed on the slat housing and / or has the same spacing from each other. The fuel slat can be constructed substantially with bending rigidity. In this context, "bending rigidity" means that the fuel slat overcomes bending rigidity, or that only functionally imperceptible and insignificant bending occurs when the fuel slat is used according to function. The at least one fuel slat and the at least one vehicle body connecting element can respectively clamp multiple pressure vessels. Therefore, a particularly simple, space-saving, and cost-effective pressure vessel system can be advantageously achieved, which can be easily, reliably, and quickly assembled.

[0031] According to the technology disclosed herein, at least one thermally activated pressure relief device can be directly connected to at least one fuel slat disclosed herein, without any other piping sections. Alternatively or additionally, a thermally activated pressure relief device can be provided on the at least one pressure vessel, and preferably on each of the pressure vessels, preferably at the distal end or proximal end of the section relating to the pilot fuel, or at both ends. The thermally activated pressure relief device (also known as a Thermal Pressure Relief Device (TPRD) or thermal safety device) is typically located adjacent to the pressure vessel. During heating (e.g., by flame), the fuel stored in the pressure vessel is discharged into the surrounding environment via the TPRD. Once the trigger temperature of the TPRD (i.e., thermal activation) is exceeded, the pressure relief device discharges the fuel. Furthermore, a trigger line can be provided. Such a system for thermal pressure relief is shown, for example, in German patent application publication number DE102015222252A1.

[0032] At least one valve unit can be directly connected to the fuel slats without any other piping sections, wherein the valve unit includes at least one valve that closes without current. Particularly preferably, multiple pressure vessels are fluidly connected to the valves uninterrupted during normal operation of the vehicle. The valve is one whose input pressure corresponds (substantially) to the pressure of the multiple pressure vessels. The valve is, in particular, a valve that can be controlled in an open-loop or closed-loop manner. In Commission Directive (EU) 406 / 2010 of 26 April 2010 for the implementation of European Parliament and Council Directive (EG) 79 / 2009 on type approval of motor vehicles operating on hydrogen, such a tank shut-off valve is also referred to as a first valve. Furthermore, the valve is used to interrupt the fluid connection between the individual pressure vessels and downstream components of the fuel supply equipment during normal operation, for example, if the vehicle is parked and / or if a fault has been detected and the fluid connection should be interrupted for safety reasons. Typically, no valve that closes without current is provided between the fuel storage volume of the pressure vessel and the slat interface.

[0033] Furthermore, the technology disclosed herein relates to a motor vehicle having the pressure vessel system or pressure vessel disclosed herein. The floor area of ​​the motor vehicle can be divided into different floor mounting areas by at least one bracket. Such a bracket can be provided to transfer the load introduced into the motor vehicle during a side collision to an opposing sill beam. A fuel slat can be provided in one or all of the floor mounting areas, and a pressure vessel arranged in the respective floor mounting area is connected to the fuel slat. In one design, it can be specified that each floor mounting area is equipped with a high-voltage battery or pressure vessel system according to customer expectations.

[0034] In other words, the technology disclosed herein relates to providing a rail for each tank module having at least three pressure vessels or tanks. The rail can be manufactured by forging and then machined. The connection of the pressure vessel flanges on the rail is achieved via a ball-cone connection. A ball can be provided in the rail and a cone can be provided in the flange. The rail and flange can be clamped together with screws, thereby generating the compressive force required for a tight seal. In an advantageous design, tolerance compensation can be achieved through three spherical surfaces (in the rail, in the flange, and in the retainer) having the same point of rotation (or center point). The retainer can be fixed to the bottom structure by rubber elements. This creates a fixed bearing on the connection side of the tank. A floating bearing can be provided on the other side. The tank system in the vehicle can consist of different numbers of tanks or modules. For each of these, cost-effective fixed bearings and valve elements with interfaces can be combined through clever combinations of variations. Attached Figure Description

[0035] The technology disclosed herein will now be explained with reference to the accompanying drawings. In the drawings:

[0036] Figure 1 A schematic cross-sectional view of a first design embodiment of the technology disclosed herein is shown;

[0037] Figure 2 Showing according to Figure 1 A schematic cross-sectional view of the design scheme with an angular deviation A;

[0038] Figure 3 A schematic cross-sectional view of a second design embodiment of the technology disclosed herein is shown;

[0039] Figure 4 A schematic cross-sectional view of one embodiment having multiple pressure vessels is shown;

[0040] Figure 5 A schematic cross-sectional view showing another embodiment having multiple pressure vessels is shown;

[0041] Figure 6 A schematic cross-sectional view showing another embodiment having multiple pressure vessels is shown;

[0042] Figure 7 A schematic cross-sectional view of the pressure vessel 100 together with the connector 130 is shown.

[0043] Figure 8 A schematic cross-sectional view of the fixing device 310 is shown;

[0044] Figure 9 A schematic detailed view of the fuel slats is shown;

[0045] Figure 10 shows along Figure 9 A schematic cross-sectional view of line AA;

[0046] Figure 11 A schematic detailed view of another fuel slat is shown;

[0047] Figure 12 A schematic view showing the floor area of ​​a motor vehicle according to another embodiment; and

[0048] Figure 13 A schematic view of the floor area of ​​a motor vehicle according to another embodiment is shown. Detailed Implementation

[0049] Figure 1A schematic cross-sectional view of a first design embodiment of the technology disclosed herein is shown. Only the interface 130 of the pressure vessel 100 is shown here. The pressure vessel 100 itself is simplified and omitted. It is also conceivable that multiple pressure vessels 100 constitute a pressure vessel system. Here, the connector 130 includes a fuel passage extending from the center of the connector 130 to a lateral edge of the connector 130 and opening into a frustoconical or funnel-shaped region. A sealing surface 132 of the connector 130 is provided in said region. A slat interface 210 is inserted into said funnel-shaped region. The frustospherical outer surface of the slat interface 210, together with the sealing surface 132, forms a sealing seat. These components are also used to orient the connector 130 during assembly.

[0050] The slat interface 210 establishes a fluid connection with a downstream component (e.g., a refueling connection device or energy converter) via a fuel-guiding section 200. The fuel-guiding section 200 is configured as a bent, rigid fuel slat. The fuel slat may, for example, have a rectangular cross-sectional profile. A substantially straight fuel collection channel is provided within it. The fuel slat is configured to withstand approximately the same pressure as the pressure vessel connected to it. The fixing surface 134 of the connector 130 is disposed opposite the sealing surface 132. The fixing surface 134 has an arch in its contact surface that is substantially the same as the inner surface 302 of the body connection element 300. The body connection element 300 is here an elongated support element, which is disposed substantially parallel to the fuel slat. The body connection element 300 may have any suitable cross-sectional profile. A recessed area forming the inner surface 302 is provided in the body connection element 300. In another design, the inner surface may also extend partially or completely from the body connection element 300. In a preferred design, the fuel strip and the body connecting element 300 have substantially the same length. In another design, the fuel strip and / or body connecting element 300 have a length of at least 30 cm, at least 60 cm, at least 90 cm, or at least 120 cm. The clamping devices 400 are expansion bolts, which clamp the fuel strip and the body connecting element 300 relative to each other.

[0051] Figure 2 Showing according to Figure 1 A schematic cross-sectional view of the design scheme with an angular deviation A. Identical structural components and functional parts are either not shown or only dotted in both figures. Differences or additions are described below, and other aspects are referenced to [reference needed]. Figure 1The following is a description of the actual installation position of the connector 130, which differs from the target installation position indicated by the dots. The angular deviation A indicates the degree of deviation from the longitudinal axis of the pressure vessel. Although the angular deviation A is relatively large, the technology disclosed herein still enables reliable fixation or clamping of the connector 130 via the vehicle body connecting element 300 and the fuel slats. Similarly, the technology disclosed herein advantageously ensures that the sealing surface 132 seals against the outer surface of the slat interface 210. This can be achieved through a special design and arrangement of the sealing surface 132 or the fixing surface 134. Figure 2 A circular trajectory is plotted by a dashed line, on which the possible sealing surface contact point P132 and the possible fixed surface contact point P134 lie. These circular trajectories indicate which contact points might occur for different angular deviations A, and for further illustration, points that can no longer be achieved due to unacceptably large angular deviations A are also plotted. It can be seen that the sealing surface contact point P132 and the fixed surface contact point P134 lie on circular and spherical segments sharing a common rotation point P. Therefore, particularly good tolerance compensation can be achieved between the fuel slats, the body connecting element 300, and the connector 130.

[0052] Figure 3 A schematic cross-sectional view of an alternative design for the connector 130 and fuel slats is shown. The differences from the previously discussed embodiments are described below.

[0053] Here, the slat interface 210 is not constructed as a protrusion, but rather as a recessed or retracted area, upon which the sealing surface 132 rests. The sealing surface 132 is no longer constructed as a conical surface, but rather as an arched outer surface. The arched portion of the slat interface 210 substantially corresponds to the arched portion of the sealing surface 132 in the contact area. In a preferred design, both surfaces are constructed in a spherical shape. The common rotation point P of the sealing surface 132 and the fixing surface 134 is here located in or directly adjacent to the longitudinal axis LL of the pressure vessel. The rotation point P is also suitably the rotation point of the inner surface of the vehicle body connecting element 300 and the slat interface 210.

[0054] Figure 4 Showing according to Figure 1A schematic cross-sectional view of an embodiment having multiple pressure vessels 100. Only the most important differences from the foregoing embodiments are described in detail below, and reference is made in other respects to the description of the other drawings. The pressure vessel 100 is here coaxially disposed in a plane in the floor area of ​​the vehicle. In the mounting position, a bottom plate 600 is located above the pressure vessel. A base plate 700 is disposed below the pressure vessel 100. In one design, the bottom plate 600 and the base plate may be components of a common housing of the pressure vessel system. In another design, no such separate housing is provided.

[0055] The fuel slat here includes three slat interfaces 210, through which three pressure vessels 100 are fluidly connected to each other without interruption. No other possible components, such as line rupture safety devices or thermally activated pressure relief valves, are shown. The sealing surface 132 of the connector 130 is oriented through the slat interfaces 210 and simultaneously pressed downwards. The body connecting element 300, particularly its inner surface 302, applies a reaction force, thereby holding the connector 130 in place. Fixing elements 710 extend from the base plate 700. These fixing elements 710 also serve to stabilize the base plate 700. On the side of the fuel slat 200, valve units 220 are directly fixed to the fuel slat. Valve units 220 are provided with current-free shut-off valves that prevent fuel supply to downstream components of the fuel supply system (e.g., components of the anode subsystem of a fuel cell system). Typically, a pressure reducer can be disposed adjacent to or within valve unit 220, reducing the pressure to a moderate range (typically between 5 and 50 bar). A drain line interface 202 is provided extending from valve unit 220, which can be connected, for example, to a drain line (not shown). A refueling line interface 204 is provided at the other end of the fuel spool, which can be connected to a refueling line. Instead of lines leading to other components, additional fuel spools or other elements can also be directly connected there.

[0056] Figure 5A schematic cross-sectional view of another embodiment is shown. Only the most important differences from the foregoing embodiment are described in detail below, and reference is made in other respects to the description of the other figures. The fuel slats, in addition to the slat interface 210 for pressure vessel 100 and the interface or pipe interfaces 202, 204 for valve unit 220, include another pressure relief interface 242 for connecting a thermally activated pressure relief device 240. In the event of a thermal event, pressure relief device 240 is triggered, and pressure relief occurs in all three pressure vessels 100. Preferably, a pipe burst safety device may be provided at the end of the fuel slats, particularly on or in the pipe interfaces 202, 204, and / or in valve unit 220, which prevents fluid connection between adjacent components of the vehicle's fuel supply system, which should (i) result in damage to pressure vessel 100 and / or fuel slats and / or (ii) should activate pressure relief device 240. In a preferred design, a heat-activated pressure relief device 240 is also provided at the end opposite to the connector 130. A bracket 500 is schematically shown here, dividing the mounting spaces of the various base plates. The left bracket extends downwards from the bottom plate 600 of the vehicle. To overcome this, the fuel line inlet 204 is oriented downwards. Therefore, the fuel line can be routed below the bracket 500. At the right edge, it is assumed that the bracket 500 extends upwards from the base plate 700. At the right edge, the fuel line can be routed across the bracket 500. The specific arrangement of the lines can be adapted accordingly to the installation situation.

[0057] Figure 6 A schematic cross-sectional view of another embodiment is shown. Only the most important differences from the foregoing embodiment are described in detail below, and reference is made in other respects to the description of the other figures. The fuel slat additionally includes another valve unit 230, which may be disposed at the other end of the fuel slat. A check valve may be provided in the valve unit, for example, to prevent fuel backflow into the upstream region of the refueling path. A thermally activated pressure relief device 240 (not shown) may also be provided on the unit.

[0058] Figure 7A schematic cross-sectional view of pressure vessel 100 together with connector 130 is shown. Pressure vessel 100 includes a liner 110 constituting a fuel storage volume V. The liner 110 may be, for example, a plastic liner 110, which is braided or wound with carbon fiber to form a fiber reinforcement layer 120. Connector 130 is provided here at the right end of pressure vessel 100. Connector 130 is constructed as a single piece and extends from the end of pressure vessel 100. Therefore, it is made as a single component and cannot be disassembled without damage. A spherical fixing surface 134 and an opposing frustoconical sealing surface 132 are provided here at the extended portion of connector 130. Fuel passages, which were constructed in connector 130 prior to the manufacture of pressure vessel 100, first extend axially from the interior of pressure vessel 100 and then extend radially in the extended portion, opening into the laterally provided sealing surface 132. The portion of connector 130 provided in the pressure vessel wall also extends radially. The portion extending in the radial direction is at least partially surrounded by the fiber reinforcement layer 120. Therefore, a particularly good liner-flanging connection can be achieved. Furthermore, the connection between the connector 130 and the fuel slats can be established relatively easily.

[0059] Figure 8 A schematic and enlarged cross-sectional view of a damping fixing device 310 for fixing the body connecting element 300 to the fixing element 710 of the base plate 700 is shown, as exemplified by its... Figures 4 to 6 As shown in the diagram. The damping mounting device 310 includes a rubber bearing 320, which at least dampens any possible impacts acting on the mounting element 710 during vehicle operation.

[0060] Figure 9 A schematic and enlarged cross-sectional view of a fuel slat is shown, as it may be arranged in one of the embodiments disclosed herein. The ends of the fuel slat have an enlarged cross-section compared to other areas, thus allowing components of the fuel supply system to be accommodated in these end sections. In the example shown, a pipe rupture safety device 250 is incorporated.

[0061] Alternatively or additionally, a check valve, pressure relief device 240, or fuel filter may be provided in the end section. A plug 260 is provided here coaxially with the fuel passage of the fuel slats. The plug 260 simplifies the assembly and disassembly of the housed components. Here, the fuel line interface 204 is integrally integrated. The fuel line 270 can be connected to the fuel line interface 204 by means of a locking nut 272. The interface can also be constructed differently. Figure 10 shows an alternative design along... Figure 9A schematic cross-sectional view of line AA. In this design, two connectors are provided at the end of the fuel slat. The first connector is a fuel line inlet 204, which is connected to the fuel line 270 via an adapter 280 and a locking nut 272. The adapter 280 may house components of the fuel supply system, preferably a line rupture safety device 250, and / or a fuel filter. Parallel to the fluid, a heat decompression device 240 may be provided at the end of the fuel slat.

[0062] Figure 11 A schematic and enlarged cross-sectional view of the fuel slats is shown, as they may be arranged in one of the embodiments disclosed herein. Unlike the design according to FIG10, the fuel line interface here does not extend at a right angle, but rather extends coaxially with the fuel passage of the fuel slats.

[0063] Figure 12 This is a top view of the floor area of ​​the motor vehicle. Brackets 500 divide the floor area into different floor mounting areas. These floor mounting areas are substantially the same size. Each bracket 500 extends from one side sill beam to another in the lateral direction of the vehicle and significantly contributes to the rigidity of the vehicle body structure. A pressure vessel system is located in the right-hand floor mounting area. This pressure vessel system comprises three pressure vessels 100, which are positioned between two brackets 500. The pressure vessels 100 are parallel to each other and arranged parallel to the brackets 500. One end of each pressure vessel 100 is connected to a fuel slat via a connector 130. Thermally activated pressure relief devices 240 are provided at opposite ends of the pressure vessels 100. The fuel slat forms a fuel-guiding section 200. A fuel line 270 is connected to one end of the fuel slat, which serves as a refueling line and connects to a reservoir coupling (not shown) of the motor vehicle. A valve unit 220 with a current-free shut-off valve is provided at the other end of the fuel slat. The current-free shut-off valve is controlled via closed-loop or open-loop control by the vehicle's control unit. Fuel is extracted from the pressure vessel by manipulating the valve. Valve unit 220 is fluidly connected to pressure reducer 290 via fuel line 270. Downstream of pressure reducer 290 is another fuel line 270 leading to the vehicle's energy converter (not shown). Depending on the vehicle's design, additional pressure vessels and fuel slats may be installed in separate floor-mounted areas, fluidly connected in series or parallel to the pressure vessels shown. Similarly, it is conceivable that high-voltage accumulator batteries may be installed in one or more floor-mounted areas. It is also conceivable that the same vehicle architecture could be used for a purely battery-electric vehicle without a pressure vessel system.

[0064] Figure 13Another top view of the floor area of ​​the vehicle is shown. In this design, four fuel slats are provided, with each slat having three pressure vessels 100 positioned in one floor area. The fuel slats are connected in series and interconnected via fuel lines 270. Fuel lines 270 are guided around a support 500. A valve unit 220 is provided between a pressure regulator 290 and the fuel slats; this valve unit also includes a current-free closing valve and locks all pressure vessels 100 located in the floor area relative to the remaining fuel supply equipment. Only one of the four fuel slats is connected to the fuel line 270, which serves as the refueling line. The two intermediate fuel slats are connected only to the adjacent fuel slats.

[0065] The term “substantially” (e.g., “substantially bending stiff”) in the context of the technology disclosed herein includes, respectively, an exact characteristic or an exact value (e.g., “bending stiff”) and, respectively, a deviation from the characteristic / value that is not significant for the function of the characteristic / value (e.g., “tolerable deviation from bending stiffness”).

[0066] The above description of the present invention is for illustrative purposes only and is not intended to limit the scope of the invention. Within the scope of the invention, various changes and modifications are possible without departing from the scope of the invention and its equivalents. For example, instead of three pressure vessels (see...), Figure 12 Any number of pressure vessels 100 can be connected to fuel slats. Other numbers of fuel slats can be used instead of one or four. In one design, the fuel slats can extend over the entire base plate area.

[0067] List of reference numerals

[0068] 100 Pressure Vessel

[0069] 120 fiber reinforced layer

[0070] 130 connector

[0071] 132 Sealing surface

[0072] 134 Fixed surface

[0073] 200 Section for guiding fuel

[0074] 202 Remove the pipe connection.

[0075] 204 Fuel Line Interface

[0076] 210 Slat Interface

[0077] 220, 230 valve units

[0078] 240 Thermally Activated Pressure Relief Device

[0079] 242 Pressure relief port

[0080] 250 Pipeline rupture safety valve

[0081] 260 plugs

[0082] 270 fuel line

[0083] 280 Adapter

[0084] 290 Pressure Reducer

[0085] 300 Body Connecting Components

[0086] 302 inner surface

[0087] 310 Fixtures

[0088] 400 tensioning devices

[0089] 500 bracket

[0090] 600 bottom plate

[0091] 700 base plate

[0092] 710 Fixing Components

[0093] P132 Sealing surface contact point

[0094] P134 Fixed surface contact point

[0095] A angle deviation

[0096] LL longitudinal axis of pressure vessel

[0097] V fuel storage volume

Claims

1. A pressure vessel (100) for storing fuel. --in, The pressure vessel (100) is configured with a connector (130) for forming a fluid connection between the fuel storage volume (V) of the pressure vessel (100) and the energy converter of the motor vehicle; —The connector (130) extends at least partially from the pressure vessel (100); —The outer surface of the connector (130) has a sealing surface (132) and an arched fixing surface (134); —The sealing surface (132) is designed to seal the fluid connection between the pressure vessel (100) and the section (200) of the vehicle's pilot fuel; —The fixing surface (134) is provided for fixing the pressure vessel (100) to at least one vehicle body connecting element (300); —The fixing surface (134) and the sealing surface (132) are laterally disposed on the portion of the connector (130) extending from the pressure vessel (100); and —The fixing surface (134) and the sealing surface (132) are arranged opposite to each other. —In the installation position of the pressure vessel (100), the sealing surface (132) abuts against the section (200) of the fuel guide at the sealing surface contact point (P132); —In the installation position of the pressure vessel (100), the fixing surface (134) contacts the vehicle body connecting element (300) at the fixing surface contact point (P134); —Wherein, the angular deviation (A) is the deviation between the actual installation position and the target installation position of the pressure vessel (100) relative to the longitudinal axis (LL) of the pressure vessel; —And the sealing surface (132) and the fixing surface (134) are arranged and constructed such that the entire sealing surface contact point (P132) caused by different angular deviations (A) and the entire fixing surface contact point (P134) caused by different angular deviations (A) each have an arched surface with at least one common rotation point.

2. The pressure vessel (100) according to claim 1, wherein, The sealing surface (132) is configured as a truncated cone that gradually narrows toward the inside of the connector (130); and / or the fixing surface (134) is composed of a truncated sphere or a cylindrical surface segment.

3. The pressure vessel (100) according to claim 1 or 2, wherein, The connector (130) is a one-piece construction; and the connector (130) extends partially into the container wall and is surrounded by a fiber-reinforced layer (120).

4. A pressure vessel system for motor vehicles, comprising: —At least one pressure vessel (100) according to any one of claims 1 to 3; —At least one fuel-conducting section (200), said fuel-conducting section being fluidly connected to the pressure vessel (100); and —At least one body connection element (300) for securing the pressure vessel (100) to the body of a motor vehicle; The fuel-guiding section (200) is used to fill the pressure vessel (100) with fuel and / or to remove fuel from the pressure vessel (100).

5. The pressure vessel system according to claim 4, wherein, The fuel-guiding section (200) and the vehicle body connecting element (300) clamp the extended portion of the connector.

6. The pressure vessel system according to claim 4 or 5, wherein, The fuel-guiding section (200) has an arched outer surface that at least partially contacts the sealing surface (132).

7. The pressure vessel system according to claim 4 or 5, wherein, The fuel-guiding section (200) has a truncated spherical outer surface that at least partially contacts the sealing surface (132).

8. The pressure vessel system according to claim 4 or 5, wherein, The vehicle body connecting element (300) has an arched inner surface (302), the arched portion of which forms a contact surface substantially corresponds to the arched portion of the outer surface of the fixed surface (134).

9. The pressure vessel system according to claim 4 or 5, wherein, The pressure vessel system includes a plurality of pressure vessels (100); and the at least one fuel-guiding section (200) is configured as a fuel slat having a plurality of slat interfaces (210) for connecting the pressure vessels (100).

10. The pressure vessel system according to claim 9, wherein, The fuel slats are constructed in a substantially rigid, bent manner.

11. The pressure vessel system according to claim 9, wherein, The fuel strip and the at least one vehicle body connecting element (300) respectively clamp a plurality of pressure vessels (100).

12. The pressure vessel system according to claim 9, wherein, At least one valve unit (220, 230) is connected to the fuel slat, the valve unit including a valve that closes without current; and no valve that closes without current is provided between the fuel storage volume (V) of the pressure vessel (100) and the slat interface (210).

13. The pressure vessel system according to claim 12, wherein, A pipeline rupture safety valve (250) is provided in the fuel storage volume (V) or in the connection (130) of each pressure vessel (100).

14. The pressure vessel system according to claim 9, wherein, At least one heat-activated pressure relief device (240) is connected to i) the fuel slats and / or ii) the at least one pressure vessel (100).

15. A motor vehicle comprising a pressure vessel system according to any one of claims 4 to 14, wherein, The floor area of ​​the vehicle is divided into different floor mounting areas by at least one bracket (500), wherein a fuel slat is provided on or in each floor mounting area, and a pressure vessel (100) arranged in the corresponding floor mounting area is connected to the fuel slat.

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