Hydrogen-based transportation systems

Abstract

The present invention provides a hydrogen-based transport system having a plurality of vehicles, a vehicle platoon and a digital infrastructure, wherein a vehicle control unit of the vehicle is configured to detect a charging requirement of a vehicle battery and transmit the charging requirement to a central control unit via a communication unit, the central control unit is configured to create a coupling scheme and a charging scheme based on the charging requirement and a driving request, and transmit the coupling scheme and the charging scheme to the vehicle via a communication unit, wherein the vehicle and the charging vehicle are configured to couple to and disconnect from the vehicle platoon according to the coupling scheme during driving or in a parked state by means of the vehicle control unit and the coupling system, respectively, and wherein the vehicles each have a first operating mode and a second operating mode. The transport system of the present invention is locally emission-free, makes it easier to achieve climate goals for a green future, can be integrated into existing roads and has an unrestricted operational readiness.

Description

Technical Field

[0001] The invention relates to a hydrogen-based transport system having a plurality of vehicles, a charging vehicle operated with a fuel cell and a digital infrastructure. Further aspects relate to the digital infrastructure and a method for operating a hydrogen-based transport system. Background Art

[0002] From DE 102014213050 A1, a mobile device for providing energy to a motor vehicle is known, wherein the device includes a charging interface device and a communication interface device, the charging interface device is designed to provide high-voltage energy to the motor vehicle by means of energy transmission, and the communication interface device is coupled to the charging interface device and is designed to exchange data with the motor vehicle. In addition, it is described that more than two vehicles are coupled into a convoy to realize inter-city large-scale convoy traffic between two urban areas. The convoy uses the wake to reduce losses such as driving resistance. The coupled vehicles are operated by batteries or by means of batteries and can exchange energy with each other, so that, for example, the rear vehicle transmits electrical energy to the front vehicle to compensate for its high energy consumption in the convoy. The charging interface device is realized via inductive coupling. Here, the vehicles communicate by means of vehicle-to-vehicle communication. A vehicle operated by battery or fuel cell. The technology proposed in DE 102014213050 A1 forms a further improvement of the existing traffic concept, and hereby energy saving is achieved when driving in a convoy by coupling vehicles.

[0003] WO 2018 / 077571 A2 discloses a method for providing electric energy to an electric vehicle for use as driving energy during vehicle travel, wherein the energy is provided by at least one other vehicle. Vehicles can be connected in a convoy, wherein an "electric truck" storing a plurality of electric energies in a battery can accompany or lead a convoy, and the vehicles connected in the convoy can supply energy, wherein the electric energy can also be transmitted from the electric truck across multiple vehicles to the vehicle absorbing the energy. Electric trucks can provide electric energy in a decentralized manner, thereby eliminating the situation of long stops at charging stations, with the advantage that each vehicle does not have to carry all the energy for the journey. It is further provided in WO 2018 / 077571 A2 that the drivers and / or owners of the vehicles are organized through an online platform or social network, wherein they share specific vehicle data with other drivers, such as the planned journey, the energy required for this purpose and / or the energy carried and arrange the formation. The coupling and disconnection of the convoy is realized during travel through a vehicle-to-vehicle interface. This concept also relates to personal vehicles that have been expanded with convoy driving functions. Since the drivers of the individual vehicles can exchange energy with one another, a dynamic system is obtained which has a market for exchanging excess or missing energy, but is based on existing transport concepts.

[0004] A motor vehicle system with at least two motor vehicles is also known from DE 102019200505 A1, which is set up to keep the connection module of the first motor vehicle together with the corresponding connection module of another motor vehicle in a coupled state during the motor vehicle convoy driving by means of a semi-autonomous or autonomous driving function during the exchange of electric energy by means of respective control devices. In the convoy, one motor vehicle operates as a "master" and the other motor vehicles operate as "slaves", that is, the slave motor vehicles receive control instructions from the master motor vehicle. During the convoy driving, each motor vehicle can get on and off at any time, wherein the motor vehicle can also be used as an energy supply vehicle, such as a load carrier, which, in addition to having an energy storage device for its own drive, additionally transports at least one energy storage device for providing energy to at least one other motor vehicle. The advantage is that the battery capacity can be designed "more intelligently", thereby saving battery raw materials such as cobalt and lithium, and energy can be exchanged between traffic participants in a mobile manner, for example, via an App-based payment platform. In the convoy, each vehicle can be regarded as a bus, wherein privacy and familiar interior space are superior to the riding experience of a traditional bus. Here too there is a dynamic system with a market for exchanging excess or missing energy, but based on existing transport concepts. Summary of the invention

[0005] It is therefore an object of the present invention to provide a hydrogen-based transport system and a method for operating a transport system which allow a transformational improvement towards a true transport system.

[0006] The aim is to create a transport system consisting of multiple vehicles, charging vehicles and digital infrastructure that sustainably changes the way people and goods are transported towards emission-free transport.

[0007] This object is achieved by a hydrogen-based transport system, a digital infrastructure and a method for operating a hydrogen-based transport system having the features of the independent claims.

[0008] The hydrogen-based transport system according to the invention comprises a plurality of vehicles, charging vehicles operated with fuel cells and a digital infrastructure. The vehicles of the transport system each have an electric drive and a vehicle battery, by means of which the electric drive can be operated.

[0009] The vehicle and the charging vehicle both include a communication unit, a vehicle control unit connected to the communication unit, and a coupling system connected to the vehicle control unit.

[0010] The digital infrastructure includes a central control unit connected to a communication unit of the vehicle via a network and a user interface for enabling a user to submit a travel request from an origin to a destination to the transportation system.

[0011] According to the present invention, the vehicle control unit of the vehicle is configured to detect the charging requirement of the vehicle battery and transmit it to the central control unit via the communication unit, and the central control unit is configured to create a coupling scheme and a charging scheme based on the charging requirement and transmit them to the vehicle and the charging vehicle via the communication unit. The vehicle and the charging vehicle are respectively configured to couple to and disconnect from the vehicle queue according to the coupling scheme during driving or in a parked state. The vehicle control units of the vehicles each have a first operating mode and a second operating mode, wherein in the first operating mode, the vehicle follows in the vehicle queue, the driving energy is provided by the charging vehicle operated with a fuel cell and the vehicle battery of the vehicle is charged as needed according to the charging scheme, and wherein in the second operating mode, the vehicle travels independently of the vehicle queue and the driving energy is provided by the vehicle battery.

[0012] Each vehicle train, which can also be referred to as a vehicle train or convoy, comprises at least one charging vehicle operated with a fuel cell and at least one further vehicle, preferably also further vehicles. One or more charging vehicles may be present in a vehicle train.

[0013] Hydrogen-based transport systems change the way people get from their starting point to their destination and transform logistics chains. They are locally emission-free and therefore make it easier to achieve climate goals for a green future. Since hydrogen-based transport systems are not track-based like trains, the system can be integrated into existing roads.

[0014] Another advantage of the system is its unrestricted operational readiness, which means that the vehicles can be used for the transport of people and goods 24 / 7 - all day long.

[0015] The transport system according to the invention requires less space on roads and highways, because the vehicles travel one after the other in a platoon. The combination of vehicles and charging vehicles in a platoon allows for more efficient traffic, which means fewer accidents.

[0016] While in current transport concepts there are multiple independent vehicles, which usually have a large-scale own energy source in the vehicle and a storage of energy in the form of a battery or fuel cell system, the hydrogen-based transport system according to the invention preferably relies on small batteries in the vehicle, and a charging vehicle operating with a fuel cell, which generates enough energy to supply energy to multiple vehicles in the vehicle train, for example up to ten vehicles. Therefore, the hydrogen-based transport system is a cost-effective and efficient alternative to current transport concepts. Ideally, 100% of the total energy required for vehicle movement is provided by a charging vehicle operating with a fuel cell, which itself receives hydrogen, for example by module exchange at a hydrogen filling station.

[0017] At present, the charging infrastructure of electric vehicles, which usually have large-capacity batteries, requires high investment, especially because it is necessary to provide high charging power with the help of power plants in order to charge electric vehicles at charging piles, which requires sufficient power networks and multiple charging stations. The hydrogen-based transportation system according to the present invention charges electric vehicles with the help of charging vehicles running on fuel cells during driving or in a parked state. In contrast, this is an efficient and cost-effective solution. Since no power network is required to operate electric vehicles, the hydrogen-based transportation system according to the present invention is less affected by network interference and the reliability of power lines and networks. In addition, overloading of the power supply system can also be avoided.

[0018] While electric vehicles in current traffic concepts always have to stop for a certain period of time to charge, the traffic system according to the invention eliminates all the driving routes of individual electric vehicles to charging stations. This not only saves the cost of setting up charging infrastructure, but also saves time for each user of the traffic system and realizes unlimited mobility.

[0019] Although vehicles operated with fuel cells also have to stop in order to refuel with hydrogen in current traffic concepts, all driving routes and refueling operations of vehicles operated with fuel cells to hydrogen filling stations are eliminated in the transport system according to the invention. It is particularly advantageous that hydrogen refueling operations are no longer necessary for the individual user. Due to the pressure conditions of up to 350 bar or 700 bar in the hydrogen storage system, refueling with hydrogen involves significant risks, for example when establishing a pressure-conducting connection between the hydrogen storage and the storage system of the vehicle.

[0020] Here and hereinafter, an electric drive is understood to be a drive having one or more electric motors. In this context, the vehicle comprises components known to the person skilled in the art, such as monitoring units of the electric drive, switching components, control circuits for regulating the electric motors, power electronics, etc., which need not be discussed separately within the scope of the present invention.

[0021] Alternatively, the vehicle battery for driving the electric drive may be conventionally referred to as a power battery. Such a vehicle battery may, for example, have a voltage of 24V, 36V, 48V or higher, and may, for example, also be higher than 400V. It may be provided that the vehicle's onboard electrical system is provided with a voltage of 12V (low-voltage onboard electrical system) or 48V (high-voltage onboard electrical system) by the power battery via suitable power electronics. Alternatively, the vehicle may be equipped with a further battery for providing energy to the vehicle's onboard electrical system. The vehicle may also be equipped with a buffer for recovering braking energy. The buffer may be connected to the power battery or the electric drive.

[0022] The term "battery" used in this specification corresponds to the common vocabulary of storage batteries. A battery comprises one or more battery cells, which may be related to battery cells, battery modules, module strings or battery packs. For example, the individual battery cells are preferably combined spatially and connected to each other in terms of circuits, for example in series or in parallel to form battery modules or battery packs. The individual battery cells are, for example, but not restrictively for the present invention, lithium-ion batteries with a voltage range of 2.8 V to 4.2 V.

[0023] The vehicle learns about its charging requirement and transmits it to the central control unit. Within the scope of the present disclosure, the term "charging requirement" may be understood as information about the energy or charge amount [Ah] that should be delivered to the vehicle to charge the battery, which is also referred to below as the "required amount" for charging. Additionally or alternatively, the charging requirement may also include further information, such as a maximum or preferred charging power and a charging duration (from which the charge amount can be derived), or information that can be derived directly or indirectly from this. The charging power [kW] is the amount of energy charged per period of time.

[0024] As is known, the charging requirement can also determine the section to be traveled and provide at least some energy so that the vehicle is transmitted the energy required for the entire section while traveling with the vehicle platoon.

[0025] Due to the central control in the traffic concept according to the invention, the central control unit knows in advance or can learn from the central control unit based on data, in particular travel requests, how long the vehicle has been traveling in the vehicle queue and how long it can be charged by the charging vehicle. Based on this information, the central control unit can provide a charging plan that is optimized in terms of battery life. For example, in the case of short trips and high energy requirements, charging is performed at the maximum charging power, but in the case of long-term travel in the vehicle queue, charging can also be performed using a charging power lower than the maximum charging power.

[0026] In the case where the vehicle controller can give a preferred charging power that optimizes the life cycle of the vehicle battery, for example, charging at the preferred charging power can be performed. Advantageously, this decision does not depend on the user of the system, but can be made fully automatically and based on known boundary conditions.

[0027] In a preferred embodiment, the charging requirement therefore includes a specification of the electrical energy or charge amount to be delivered to the vehicle, i.e. a specification of the required charge amount, and a specification of the maximum charging power. It is provided that if the driving time in the vehicle platoon is sufficient to load the battery with the required charge amount, the charging scheme is provided for charging at a charging power below the maximum charging power. Below the maximum value can be understood, for example, as a fixed percentage of the maximum charging power, for example 50% below the maximum value or 20% below the maximum value. However, below the maximum value can also be understood as, as is known, that the charging time is fully utilized so that the vehicle is loaded with the required charge amount at a minimum power.

[0028] In an alternative embodiment, the charging request includes a specification of the charge quantity to be delivered to the vehicle and a specification of the maximum and preferred charging power. It is provided that if the driving time in the vehicle platoon is sufficient to load the battery with the required charge quantity, the charging plan selects charging at the preferred charging power.

[0029] The maximum and preferred charging power can depend on the SOH. In the context of the present disclosure, the state of health (SOH) is generally understood to be a characteristic value of a vehicle battery, which indicates how much of the nominal capacity of the vehicle battery can currently be used in percentage form, for example the ratio of the maximum charge that can be withdrawn during operation to the nominal capacity. The state of health can also be referred to as the aging condition of the battery.

[0030] In order to determine the charging requirement, the corresponding vehicle is equipped with a corresponding system known to a person skilled in the art. For example, but not limiting to the present invention, the sensor cumulatively detects the charge drawn and charged into the vehicle battery, and a computer-aided calculation module calculates the required charge amount from this. Usually, the vehicle control unit includes such a computer-aided calculation module, which calculates the current charge state, discharge degree and / or parameters that can be derived therefrom of the vehicle battery based on the sensor data, and, as mentioned above, the charging requirement.

[0031] In the context of the present disclosure, the state of charge (SOC) is generally understood to be a characteristic value of a vehicle battery, which indicates the charge level of the vehicle battery as a percentage of its current capacity. When fully charged, the state of charge is equal to 100%, SOC = 100%; when discharged, the state of charge is equal to zero percent, SOC = 0%.

[0032] The charging demand, i.e. the required amount of charge as well as the maximum and preferred charging power can depend on the SOC. It can be provided that when driving in a platoon, the battery is always charged to a target SOC level, for example 80%. As a result, it can be suitable again for driving outside the platoon in the next phase. The coupling concept can be provided that the vehicles preferably only drive outside the platoon until the SOC drops to a threshold value, for example to 20%, wherein they are preferably already reconnected to the platoon at 40% or at 60%. When the threshold value is fallen below, it can be provided that the vehicle sends a warning message to the central controller in order to send a signal that a connection with the platoon should be realized. The goal is to keep the SOC within a "healthy" range and thus increase the service life of the battery.

[0033] The central control unit creates a charging plan for each vehicle based on the corresponding charging requirements and transmits the charging plan to the vehicle. The charging plan is understood to be the specification and adjustment duration of adjustable charging parameters, such as the specification of the charging power and the charging duration or the charging start time and charging stop time. As mentioned above, the charging plan is provided in an optimized manner in terms of battery life. Based on known boundary conditions, the charging plan with a defined charging power is fully automatically prepared.

[0034] The central control unit also creates a coupling plan for each vehicle based on the corresponding charging requirements and transmits the coupling plan to the vehicle. The coupling plan also depends on the starting point and destination obtained from the travel request. The coupling plan is understood to be, for example, a description of one or more vehicle trains and a description of the times and locations for coupling and decoupling with the corresponding vehicle trains, or information derived therefrom that is suitable for the vehicle and the charging vehicle to couple and decouple with the vehicle train during driving or in a parked state.

[0035] The vehicle has a connection and a first electrical line for receiving and transmitting electrical energy, a second electrical line for operating an electric drive using electrical energy from the charging vehicle, and a third electrical line for charging a corresponding vehicle battery using electrical energy from a charging device.

[0036] In a first operating mode, the driving energy for the vehicles to travel in a platoon is provided by a charging vehicle operated with a fuel cell, preferably using the vehicle battery of the vehicle. For this purpose, power electronics can advantageously be provided in the vehicle, which allow the respective vehicle battery of the vehicle to be charged by the charging vehicle while traveling in a platoon, but not to be discharged. Thus, when traveling in a platoon, the respective vehicle battery can be bypassed and protected. The energy supply from the charging vehicle allows uninterrupted travel even over long distances. This makes it possible to transport people or goods within and across regions.

[0037] In particular, in the first operating mode, charging of the vehicle battery of the vehicle is achieved. For this purpose, it can be advantageously provided that the third electrical line of the vehicle is designed to be unidirectionally conductive for charging the corresponding vehicle battery with the aid of power electronics. For this purpose, the line can be equipped with, for example, an IGBT, which can switch large currents in the forward direction, for example up to 100A, but has a high blocking voltage in the reverse direction, for example up to 5000V. Those skilled in the art are familiar with alternative feasible solutions for realizing power electronics, such as circuits constructed from power MOSFETs, MOSFETs, thyristors, GTOs, thyristors, etc. If the electrical line for charging the corresponding vehicle battery is designed to be unidirectional, the supply of energy from the vehicle battery of the first vehicle to other vehicles or to the charging vehicle is excluded. This means that only the charging vehicles in the vehicle train can charge the batteries of the individual vehicles. This has the advantage that only hydrogen from the charging vehicles can provide energy for the transport structure.

[0038] The vehicle train may include two to twenty vehicles, preferably two to ten vehicles. The vehicles may have different sizes. Depending on the vehicle size, the battery capacity of the vehicle may be, for example, 5 kWh to 200 kWh, preferably 10 kWh to 100 kWh, more preferably up to 50 kWh. As known in the art, the vehicle battery and the battery management system may be equipped to recover braking energy.

[0039] Vehicles equipped with battery capacity only for the so-called "last mile" may be provided. The vehicle may travel the last mile, for example, independently, but together with a charging vehicle in a convoy may travel longer distances. The battery capacity of such a vehicle may be, for example, 10 kWh to 30 kWh, for example 12 kWh and 24 kWh. When the vehicle is disconnected from the vehicle train, the vehicle travels the last few kilometers using the driving energy from its own vehicle battery, reaches the destination and is still able to return to the same vehicle train or another vehicle train.

[0040] The vehicle's top speed can be limited so that the small battery is not overly stressed by driving too fast, and the vehicle's range is easier to calculate.

[0041] Vehicles and charging vehicles can be equipped with advertising spaces. For example, vehicles and charging vehicles can have LCD screens that continuously play advertisements, specifically arranged on the outside, especially in urban freight vehicles, or in the vehicle interior, especially in passenger vehicles.

[0042] These vehicles can be designed as personnel transport vehicles or goods transport vehicles. For example, depending on practicality, the vehicle can be equipped with four or six wheels or two or three axles. The integration of vehicles from common vehicle manufacturers (OEMs) can also be achieved by the coupling system according to the invention. In particular, buses or caravans can also be integrated. For this purpose, the corresponding vehicles use the software described in this article for the vehicle control unit and the coupling system.

[0043] For example, various categories of vehicles such as economy, luxury or sleeper vehicles can be used as long-distance passenger transport vehicles. For example, a larger vehicle can have a battery capacity of 30kWh to 50kWh, such as 36kWh. Together with one or more charging vehicles, passengers can be transported, especially over long distances.

[0044] The vehicles can be designed to be controlled and operated by a driver. Advantageously, it is provided that at least some of the vehicles, preferably all of the vehicles and / or at least some of the charging vehicles, preferably all of the charging vehicles, are equipped for autonomous driving. Thus, the passenger vehicle can be equipped with or without a driver's seat, and can also be equipped with a sleeping cabin, for example for night driving.

[0045] Changes to the transport infrastructure also affect freight transport, in particular product, parcel and postal supply chains. The hydrogen-based transport infrastructure according to the invention enables climate-friendly and emission-free freight transport. For example, freight transport vehicle batteries can be designed to be small so that they only cover the "last mile". Freight transport vehicles may be equipped with speed limits. Due to the vehicle-centred optimized transport system, freight transport vehicles travel longer distances together with the charging vehicle.

[0046] Thus, goods can be transported between cities, within cities and on highways with zero emissions. Goods transport vehicles can transport goods between distribution centers, or from distribution centers to end users. The central control unit can use postal codes to organize the transportation of goods, especially for longer distances. Goods transport vehicles are preferably operated without a driver and are preferably autonomous. For example, goods are transported from a central goods distribution center to a local distribution center and then from there to a destination (e.g., a warehouse) where a person or robot can retrieve the goods. Tracking systems, such as RFID tags, barcodes, GPS trackers, etc., can be provided for goods in a known manner in order to keep the supply chain transparent and simplify the handling of goods at the destination.

[0047] The cargo transport vehicle can transport parcels, mail etc. as well as containers etc. Thus, the transport system is suitable for transporting smaller containers, large cargo carriers, standard-sized pallets, in particular Euro pallets etc. The cargo transport vehicle can also be designed in particular as a refrigerated vehicle. In particular, the cargo can also include food products that are transported from local distribution centers to the inner city.

[0048] The vehicle is supplied with energy by the charging vehicle. There is always one or more charging vehicles in the vehicle train of the transport system. The charging vehicle is equipped with a fuel cell system, a hydrogen tank and a battery, as well as a drive train for its own propulsion and the necessary power electronics for providing driving energy for other vehicles in the vehicle train. All energy is preferably provided by the fuel cell system of the charging vehicle.

[0049] Charging vehicles can in particular charge other electric vehicles. They can provide electrical energy both while driving and when stationary. Charging vehicles can also be used as portable stationary power supply units (for example in the event of a power grid failure).

[0050] Each charging vehicle is equipped with sensors in order to monitor, in particular, the filling status of the hydrogen tank. If it is determined that the tank is insufficiently filled, the charging vehicle can leave the vehicle queue in order to load hydrogen. For this purpose, each charging vehicle is coupled to a central control unit for communication. The central control unit monitors the charging status of the charging vehicles and is responsible for replacing the charging vehicle whose hydrogen tank is to be filled with another charging vehicle when necessary, in that the other charging vehicle autonomously drives into the vehicle queue and is coupled to the vehicle queue. The charging vehicles preferably drive autonomously and "refill" at a central hydrogen filling station, which is preferably located outside the city center.

[0051] The charging vehicle may also be equipped with a buffer for recovering braking energy, the details of which are well known to those skilled in the art and therefore need not be discussed in further detail.

[0052] Although the central control unit is essentially responsible for the coordination of the vehicle and the charging vehicle and the vehicle train, the coupling and decoupling via the coupling system is preferably realized locally. For this purpose, it is provided in an advantageous embodiment that the vehicle and the charging vehicle can communicate with each other via a vehicle-to-vehicle communication network and / or a vehicle-to-vehicle communication network. The coupling and decoupling of the vehicle or the charging vehicle to the vehicle train is realized at least partially via data exchange between the vehicle or the charging vehicle and other vehicles or charging vehicles in the vehicle train.

[0053] The coupling of the vehicle and the charging vehicle to the vehicle train is preferably carried out completely autonomously. The software is designed for independent detection and interpretation of the sensor data. The vehicle control unit ideally performs the coupling process independently without intervention by the driver or other occupants. Such software is implemented, for example, as a module in the vehicle control unit. The coupling can be carried out during driving or in a parked state, the latter meaning a situation in which the vehicle train is not moving.

[0054] The coupling system includes a mechanical and / or inductive coupling mechanism to hold a vehicle or a charging vehicle in combination with another vehicle or a charging vehicle. The coupling system also preferably includes a current source connection and a data exchange connection between the vehicles.

[0055] The coupling allows the receipt and delivery of electrical energy, as well as communication between the vehicle and the charging vehicle.

[0056] The coupling can include mechanical force transmission, which is understood as pushing or pulling, for example in a trailer system or in a train with a traction machine. Preferably, the coupling is realized without mechanical force transmission. The vehicles coupled in a convoy drive themselves, the necessary energy being provided by the charging vehicle and, if necessary, also supported by the power battery of the corresponding vehicle.

[0057] The vehicle and the charging vehicle are preferably connected to vehicle sensors for detecting vehicle data. Sensors that can be advantageously used within the scope of the present invention include in particular known parking sensors, such as ultrasonic sensors, radar sensors, lidar sensors, etc., and cameras coupled to image recognition software systems. In addition, within the scope of the present disclosure, vehicle sensors are also understood to be GPS receivers, etc.

[0058] The central control of the digital infrastructure is connected to the communication units of the vehicles and the charging vehicles via a network, preferably via a 5G network. The central control unit is set up to detect vehicle data from vehicle sensors. The vehicle data detected by the corresponding vehicle control unit of the vehicle and transmitted to the central control unit include the charging requirement and position coordinates of the vehicle. The vehicle data of the charging vehicle also includes at least the filling level of the hydrogen tank. The information is evaluated and interpreted by the central control unit, for example to confirm the coupling and disconnection time of the vehicle and the charging vehicle with the vehicle fleet.

[0059] According to an improved solution of the present invention, the hydrogen-based transportation infrastructure includes the described transport system and multiple hydrogen filling stations, which can be located outside the city center in particular. The hydrogen filling stations can be networked in particular via pipelines. This makes it possible to centrally fill multiple charging vehicles with hydrogen at hydrogen filling stations in an economical and efficient manner. The filling of charging vehicles with hydrogen is centralized and therefore easy to expand. Hydrogen for operating charging vehicles can be obtained in multiple and attractive prices. In addition, the generation of energy is separated from the time of use on the move, whereby the system can particularly advantageously utilize renewable energy. Compared with today's gas station network, the number of hydrogen filling stations is very small.

[0060] The hydrogen storage tank present in the charging vehicle is, for example and preferably, located in the replacement module. Preferably, the hydrogen storage tank is selectively filled with gaseous hydrogen, liquid hydrogen, methanol or other energy sources. Depending on the design of the replacement module, the gaseous hydrogen can be provided, for example, at a pressure of 50 bar to 1000 bar, preferably 350 bar to 700 bar. The hydrogen storage tank supplies hydrogen with a predetermined pressure to the fuel cell system, preferably less than 20 bar, in particular less than 10 bar. This makes it possible to quickly replace modules of different energy sources, depending on the availability of hydrogen filling stations. Module replacement has advantages over battery replacement, because the low-voltage connection end is easier to use and safer than plugs in the high-voltage range.

[0061] Vehicles of the transport system and charging vehicles can be parked at hydrogen filling stations and / or preferably at central parking spaces outside the city center, ready for use. Maintenance and service workshops are also located there. The advantage is that fewer parking spaces in the city center are occupied by vehicles, so more green areas can be planned. This will lead to car-free inner cities and fewer accidents. The number of vehicles in a state could be significantly reduced. This can save resources, especially by significantly reducing vehicle construction, and make the inner city more humane.

[0062] Another aspect of the invention relates to a digital infrastructure for use in one of the described transport systems. The digital infrastructure comprises a central control unit, a vehicle control unit and a communication unit which can be used in the vehicle and in the charging vehicle, and a user interface.

[0063] The central control unit may include a central computer, or may include a cluster of computers or distributed computers, wherein the details of a number of possible configurations are well known to those skilled in the art and need not be discussed here. In any case, the term "central control unit" is not intended to imply any spatial proximity of the computing processors performing the calculations or processes.

[0064] The central control unit can establish a connection with the communication unit, and the communication unit can establish a connection with the vehicle control unit.

[0065] The central control unit is preferably connected to the communication units of the vehicles and the charging vehicles via a 5G network or a future network such as a further development thereof. The central control unit detects vehicle data from the vehicle sensors of the vehicles and the charging vehicles, if necessary, but at least detects information provided by the vehicle control units about the condition of the vehicle batteries of the vehicles, in particular about their charging requirements.

[0066] The user interface enables the user to submit a travel request from the starting point to the destination to the transportation system.

[0067] The central control unit is designed to determine a coupling strategy and a charging strategy as a function of a driving request and based on a charging requirement and to transmit them to the vehicle.

[0068] The central control unit is also preferably set up to create a route plan based on the travel request and transmit it to the communication units of the vehicle and the charging vehicle. The route plan is combined with the coupling plan and, within the scope of the present disclosure, refers to the entire route plan for the vehicle from the starting point to the destination, possibly and typically with corresponding travel sections in the vehicle queue. By means of communication software between the vehicle and the central control unit, the vehicles can be centrally coordinated in order to organize transport sequences, travel routes, energy management, etc. The central control unit provides the vehicle control unit with a route plan in order to guide the vehicle or charging vehicle from the starting point to the vehicle queue, from one vehicle queue to another vehicle queue, or from the vehicle queue to the destination. The central control unit is preferably connected to a traffic flow measurement system in order to optimize the route plan.

[0069] Within the scope of the invention, the vehicle control unit is configured to issue control commands to a coupling system of a vehicle or a charging vehicle in order to couple to and disconnect from a vehicle train during driving or in a parked state. The digital infrastructure also includes in particular on-board software, which can be embedded software or non-embedded software. In addition, the digital infrastructure can also include artificial intelligence modules, in particular modules for autonomous driving as well as vehicle control, driver assistance and energy management.

[0070] User requests can be requests for the transportation of people and requests for the transportation of goods. For example, the user interface can be implemented as an App or an online platform, or integrated into an existing logistics interface. People or logistics companies can order transportation capacity through the user interface. For example, information about the number of people to be transported, the starting point and destination, and the preferred departure time can be entered through the user interface. Then, by leaving the appropriate vehicle in a parking space or driving it away from a vehicle queue, the transportation system provides a passenger vehicle of the correct size for transportation. Advantageously, the user does not need to worry about traffic and the energy status of the vehicle, i.e., charging or refueling or parking and maintenance of the vehicle. For example, the journey can be charged according to the number of kilometers.

[0071] A further aspect of the invention relates to a method for operating one of the described hydrogen-based transport systems.

[0072] In particular, it is provided that the vehicle and the charging vehicle are connected to and disconnected from a vehicle train when traveling or in a stationary state, wherein the vehicle train includes at least one charging vehicle operated with a fuel cell and possibly other vehicles. Ideally, the energy for the journey is provided entirely by the charging vehicle.

[0073] Features described with respect to the transport system are also to be understood as being disclosed with respect to the digital infrastructure and the method for operating the transport system. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] The invention is explained in detail below with reference to the accompanying drawings. The accompanying drawings only schematically illustrate the subject matter of the invention and should not be interpreted as limiting. Various modifications are possible within the scope of the knowledge of those skilled in the art.

[0075] in:

[0076] Figure 1 A schematic diagram showing a transportation infrastructure according to an embodiment of the present invention is shown;

[0077] Figure 2 A schematic diagram showing an implementation of a vehicle platoon;

[0078] Figure 3 A schematic diagram showing an embodiment of charging a vehicle during module replacement;

[0079] Figure 4 A schematic diagram showing a transport system according to an embodiment of the present invention is shown;

[0080] Figure 5 Shows Figure 2 A schematic diagram of a portion of a vehicle train shown in ;

[0081] Figure 6 A schematic diagram showing an embodiment of a charging vehicle; and

[0082] Figure 7 A schematic diagram showing the infrastructure of a hydrogen refueling station network. DETAILED DESCRIPTION

[0083] Figure 1 1 shows a hydrogen-based transportation infrastructure 1 according to an embodiment of the present invention. The hydrogen-based transportation infrastructure 1 includes a transportation system 10 having a plurality of vehicles 20 and a charging vehicle 30 operated with a fuel cell, and a hydrogen refueling station 88. The transportation system 10 specifically refers to Figure 2 , 4 and 5 are explained in more detail.

[0084] The transport infrastructure 1 is based on hydrogen, which preferably comes from renewable energy sources 2. A portion of the electricity from the renewable energy sources 2 is fed into the grid 3 and another portion is converted into hydrogen in an electrolysis station 4. One of the advantages of a transport infrastructure 1 based on hydrogen is the spatial and temporal separation of energy production and consumption. Hydrogen can be produced remotely, for example on another continent, and transported to a central hydrogen storage 86, for example a cave storage. Hydrogen can also be produced, for example, in the summer by means of a photovoltaic system and stored in a central hydrogen storage 86 until use in the winter.

[0085] Hydrogen is transported from a central hydrogen storage tank 86 to a hydrogen refueling station 88 as needed. Figure 7 Implementation. At the hydrogen filling station or in advance at the central hydrogen storage 86, hydrogen is filled into the hydrogen tanks. A certain number of hydrogen tanks are placed in a common housing and connected to a common connection system, which is called a replacement module 35. The replacement module 35 is preferably compatible with the standard size of the ship (e.g. container size) and can therefore be transported independently, for example from the central hydrogen storage to the hydrogen filling station 88 or from the hydrogen filling station 88 to another hydrogen filling station 88.

[0086] The replacement module 35 may be stored in the hydrogen refueling station 88 and ready for use in charging the vehicle 30 .

[0087] The energy for operating the transport system 10 can come in particular from the hydrogen in the exchange module 35. Therefore, at least some of the charging vehicles 30 of the transport system 10 have an exchange module 35. If the hydrogen in the exchange module 35 of the charging vehicle 30 is exhausted, the charging vehicle 30 is disconnected from the vehicle train 12 of the transport system 10, which will be described in detail below, and preferably drives autonomously to the hydrogen filling station 88 and as Figure 3 As described above, an empty replacement module 35 is replaced by a full replacement module 35. The charging vehicle 30 then preferably drives autonomously back to the same vehicle train or generally another vehicle train 12 and couples therewith.

[0088] It is also possible (but not limiting to the present invention) to recharge a charging vehicle 30 having a fixedly mounted hydrogen storage tank 34 at the hydrogen refueling station 88 .

[0089] The use of a charging vehicle 30 as a portable stationary power supply unit is indicated with reference numeral 30 . 1 .

[0090] exist Figure 1In the figure, four embodiments of vehicle trains 12 are shown with reference numeral 12, which are designed as exemplary but not limiting for the present invention. A first vehicle train 12.1 includes two charging vehicles 30 and three freight vehicles 20 for long-distance freight transportation. A second vehicle train 12.2 includes charging vehicles 30 for use in a city center 82 and passenger and freight vehicles 20 with vehicle batteries of different sizes. A third vehicle train 12.3 includes charging vehicles 30, passenger and freight vehicles 20 and integrated OEM vehicles 28 for urban areas. A fourth vehicle train 12.4 includes two charging vehicles 30 and a large freight vehicle 20 for transporting a plurality of filled or empty replacement modules 35, for example between two hydrogen filling stations 88 here.

[0091] Figure 2 Schematically shows an embodiment of a vehicle train 12. The vehicle train 12 includes a charging vehicle 30, which is coupled to two vehicles 20, such as passenger or freight vehicles 20, via a coupling system 60. The charging vehicle 30 includes a replacement module 35, which includes a hydrogen storage tank as an energy source. Figures 4 to 6 The vehicle 20 and the charging vehicle 30 are described in more detail.

[0092] Figure 3 FIG. 3 schematically shows an embodiment of charging a vehicle 30 during module replacement. Figure 1 The empty replacement module 35 is preferably replaced by a full replacement module 35 in an automatically operated process.

[0093] Figure 4 2 shows a transport system 10 according to an embodiment of the present invention. The transport system 10 generally includes a plurality of vehicles 20 and charging vehicles 30, which are either individual or coupled to form a vehicle train 12. A vehicle train 12 having six coupled vehicles 20 and one coupled charging vehicle 30 is shown, purely by way of example.

[0094] The vehicles 20 and charging vehicles 30 are configured to be coupled to the vehicle train 12 during driving or in a parked state (i.e. when stopped), and to be disconnected from the vehicle train 12 again during driving or in a parked state. Each vehicle train 12 has at least one charging vehicle 30 operated with a fuel cell. It should always be understood below that a charging vehicle 30 is a charging vehicle 30 operated with a fuel cell, which therefore has a fuel cell system 32.

[0095] In the illustrated embodiment, some vehicles 20 are labeled as people transport vehicles 22, while other vehicles 20 are labeled as cargo transport vehicles 24. For example, two-passenger, six-passenger, or twelve-passenger vehicles may be provided as people transport vehicles 22. For example, small, medium, or large vehicles 20 that are set up to transport packages, containers, or pallets may be used as cargo transport vehicles 24.

[0096] The vehicle 20 and the charging vehicle 30 each include Figure 4 The electric drive 26 (not shown) and the corresponding vehicle battery 46 are designed as a power battery for the electric drive 26. The vehicle battery 46 of the passenger and goods transport vehicle 20 can be designed to be very small, that is to say to include an electrical performance of between 10 kWh and 50 kWh.

[0097] Each vehicle 20 includes a vehicle control unit 40 , a communication unit 42 connected to the vehicle control unit 40 , and a coupling system 60 connected to the vehicle control unit 40 .

[0098] By means of the vehicle control unit 40 and the coupling system 60, the vehicle 20 and the charging vehicle 30 are set up for coupling and disconnecting with the vehicle train 12 during driving or in a stationary state. Preferably, but not limiting to the invention, the coupling system 60 is implemented without force transmission and can in particular enable the exchange of electrical energy and charging.

[0099] The vehicle control unit 40 of the vehicle 20 has a first operating mode and a second operating mode, in which the vehicle 20 follows the vehicle train 12 and in which the vehicle 20 travels independently of the vehicle train 12. In the first operating mode, the driving energy for the vehicle 20 to travel is provided by the charging vehicle 30 operated by a fuel cell in the vehicle train 12. In the second operating mode, the driving energy for the independent travel of the vehicle 20 is provided by the vehicle battery 46 outside the vehicle train 12, that is, disconnected from the vehicle train.

[0100] The vehicle 20 and the charging vehicle 30 each include a vehicle sensor 48 connected to a vehicle control unit 40. Vehicle data (e.g., the charge state of the vehicle battery 46) and surrounding information of the vehicle sensor 48 are detected via the vehicle control unit 40, for example, by means of an environmental sensor such as a camera, radar, lidar or ultrasound system. Data for determining the position of the vehicle 20 or the charging vehicle 30 are obtained via a GPS receiver 44. In particular, information required for coupling and decoupling the vehicle 20 or the charging vehicle 30 with the vehicle train, such as position, speed, etc., can be detected via the vehicle sensor 48 and the GPS receiver 44.

[0101] The transport system 10 further includes a digital infrastructure 50, to which the communication units 42 of the vehicles 20 and the charging vehicles 30 are assigned, and the digital infrastructure further includes a central control unit 54. The central control unit 54 and the communication units 42 are networked with each other via a network 52. The network 52 is, for example, a 5G network, but may also be a 4G network or a network of a later generation than 5G.

[0102] The central control unit 54 is responsible for the coordination of the transport system 10 in the form of route plans, coupling plans and charging plans, in particular with knowledge of the charging requirements and positions of the individual vehicles 20 and charging vehicles 30. In a preferred embodiment, the central control unit 54 can directly detect data from the vehicle sensors 48 and the GPS receiver 44 via the communication unit 42.

[0103] The digital infrastructure 50 also includes a user interface 56, which can be designed as an App or an online platform or integrated into the EAP system of a logistics company. Via the user interface 56, a user can submit a travel request from a desired starting point to a desired destination to the transportation system 10.

[0104] Based on the travel request, the central control unit 54 creates a corresponding route plan, coupling plan, and charging plan and transmits them to the vehicle control unit 40 , so that the vehicle 20 preferably travels autonomously and is charged as required in the process in the vehicle train 12 .

[0105] Figure 5 Shows Figure 2 A schematic diagram of a portion of a vehicle platoon 12 is shown in FIG. 1 , with an emphasis on the electrical engineering architecture.

[0106] The charging vehicle 30 includes a fuel cell system 32 and one or more hydrogen storage tanks 34, which may be fixedly installed or installed in a replacement module 35. The fuel cell system 32 supplies electrical energy to a vehicle battery 46. The vehicle battery 46 of the charging vehicle 30 may be used as a buffer, as a power battery for the charging vehicle 30, and / or as an energy source for the onboard electrical system.

[0107] The fuel cell system 32 supplies electrical energy for driving the other vehicles 20 of the vehicle train 12 via the DC voltage converter 70 and the coupling system 60 (ie, at the DC bus 74 ).

[0108] Vehicle 20 includes first electrical circuits 62 for receiving and conducting electrical energy from charging vehicle 30 , second electrical circuits 64 for operating electric motor 68 with electrical energy from charging vehicle 30 , and third electrical circuits 66 for charging corresponding vehicle battery 46 with electrical energy from charging vehicle 30 .

[0109] The electrical energy of the charging vehicle is converted via a further DC voltage converter 70 and supplied to the vehicle drive 68 and / or the vehicle battery 46. Via the first line 62, energy can be supplied directly to another vehicle 20 of the vehicle train 12 via a DC bus 74.

[0110] The second line 64 and the third line 66 are designed to be unidirectional by means of power electronics 72 , which are simplified in the drawing as diodes. The vehicle 20 can receive energy from the DC bus 74 , but cannot output energy to the DC bus 74 itself.

[0111] Figure 6 A charging vehicle 30 for use in the transport system 10 described is shown. The charging vehicle 30 comprises a fuel cell system 32 and a replacement module 35, which has three hydrogen tanks 34, shown purely by way of example here, with 60 kg of hydrogen and 1 MWh of energy, so that the charging vehicle 30 can provide 120 kW of energy over a period of 8 hours. The replacement module 35 is equipped with a replacement system so that, when the filling level of hydrogen drops below a threshold value, the replacement module 35 can be removed from the charging vehicle 30, preferably automatically, at a hydrogen filling station 88, and a replacement module 35 in a new state with hydrogen can be loaded, preferably automatically.

[0112] The charging vehicle 30 includes vehicle sensors and GPS sensors (not shown here), which detect in particular the tank status of the hydrogen tank 34, as well as vehicle surroundings data and position data. The vehicle control unit 40 can communicate with the central control unit 54 via the communication unit 42 and, for example, send a signal that hydrogen is insufficient and the replacement module 35 must be replaced at the hydrogen filling station. The central control unit 54 can then drive another charging vehicle 30 to the relevant vehicle queue 12 and disconnect the charging vehicle 30 to be refueled.

[0113] The charging vehicle 30 includes conventional fuel cell technology, in particular an air supply 36, an exhaust system 37, a heat exchanger 38 and a cooling system 39. Furthermore, the charging vehicle 30 is preferably equipped with an aerodynamically optimized front on one side in order to accomplish long-distance transport using as little energy as possible.

[0114] Furthermore, charging vehicle 30 comprises a vehicle battery 46 which is coupled to electric drive 26, arranged here purely by way of example in the region of the wheels, and in particular serves as a traction battery for electric drive 26. In the preferred embodiment shown, vehicle battery 46 also forms a current source for coupling system 60.

[0115] Figure 7A hydrogen infrastructure 80 is shown for the transport system 10. The hydrogen infrastructure 80 comprises a central hydrogen storage 86 and, purely by way of example here, three hydrogen filling stations 88, which are connected to the central hydrogen storage 86 by means of pipelines 90. As shown, the hydrogen filling stations 88 can be arranged in particular outside the city center 82, that is, in the outskirts 84 of the city.

[0116] Reference numerals list

[0117] 1. Transportation Infrastructure

[0118] 2. Renewable Energy

[0119] 3. Power Grid

[0120] 4Electrolysis Station

[0121] 10. Transportation System

[0122] 12 Vehicle Queuing

[0123] 20 Vehicles

[0124] 22 Passenger vehicles

[0125] 24 Freight vehicles

[0126] 26 Electric drive

[0127] 28 OEM vehicles

[0128] 30 Charging vehicles

[0129] 32 Fuel Cell Systems

[0130] 34 Hydrogen Storage Tanks

[0131] 35 Replaceable modules

[0132] 36 Air transport department

[0133] 37 Exhaust System

[0134] 38 Heat exchanger

[0135] 39 Cooling System

[0136] 40 Vehicle Control Unit

[0137] 42 Communication Unit

[0138] 44 GPS receiver

[0139] 46 Vehicle Battery

[0140] 48 Vehicle Sensors

[0141] 50 Digital Infrastructure

[0142] 52 Network

[0143] 54 Central Control Unit

[0144] 56 User Interface

[0145] 60 Coupling system

[0146] 62 First Line

[0147] 64 Second Line

[0148] 66 Third Line

[0149] 68 Electric Motor

[0150] 70 DC voltage converter

[0151] 72 Power Electronics

[0152] 74 DC bus

[0153] 80 Hydrogen Infrastructure

[0154] 82 City Center

[0155] 84 Periphery

[0156] 86 Central Hydrogen Storage

[0157] 88 Hydrogen Refueling Stations

[0158] 90 pipes.

Claims

1. A hydrogen-based transportation system (10) having: a plurality of vehicles (20), each of which has an electric drive (26) and a vehicle battery (46), the electric drive (26) being operable by means of the vehicle battery, - a vehicle train (12), each of which comprises at least one vehicle (20) and at least one charging vehicle (30) operated with a fuel cell, and a digital infrastructure (50) comprising a central control unit (54) and a user interface (56) for enabling a user to submit a request to the transport system (10) for a trip from a starting point to a destination, in, The vehicle (20) and the charging vehicle (30) both include a communication unit (42), a vehicle control unit (40) connected to the communication unit (42), and a coupling system (60) connected to the vehicle control unit (40), and the central control unit (54) is connected to the communication unit (42) of the vehicle (20) via a network (52). It is characterized in that The vehicle control unit (40) of the vehicle (20) is configured to detect a charging requirement of the vehicle battery (46) and to transmit the charging requirement to the central control unit (54) via the communication unit (42), The central control unit (54) is configured to create a coupling plan and a charging plan based on the charging demand and the driving request, and transmit the coupling plan and the charging plan to the vehicle (20) via the communication unit (42). The vehicle (20) and the charging vehicle (30) are respectively configured by means of the vehicle control unit (40) and the coupling system (60) to couple to and decouple from the vehicle train (12) according to a coupling scheme during driving or in a parked state, And wherein the vehicles (20) all have a first operating mode, - in the first operating mode, the vehicle (20) travels in a vehicle train (12), - the driving energy is provided by a charging vehicle (30) operated by a fuel cell and - the vehicle battery (46) of the vehicle (20) is charged on demand according to the charging scheme, and the vehicles all have a second operating mode, - in the second operating mode, the vehicle (20) travels independently of the vehicle train (12) and - The driving energy is provided by the vehicle battery (46).

2. The hydrogen-based transportation system (10) according to claim 1, characterized in that The charging request includes a specification of an amount of charge that is to be delivered to the vehicle (20).

3. The hydrogen-based transportation system (10) according to claim 2, characterized in that The charging requirement includes a description of a maximum charging power and a preferred charging power, and if the travel time in the vehicle queue (12) is sufficient to load the vehicle battery (46) with the amount of charge to be delivered to the vehicle (20), the charging scheme selects charging at the preferred charging power.

4. The hydrogen-based transportation system (10) according to claim 2, characterized in that The charging requirement includes a specification of a maximum charging power, and the charging scheme selects charging at a charging power lower than the maximum charging power if the travel time in the vehicle queue (12) is sufficient to load the vehicle battery (46) with the amount of charge to be delivered to the vehicle (20) at the lower charging power.

5. A hydrogen-based transport system (10) according to any one of the preceding claims, characterised in that The vehicle (20) has: - a first electrical line (62) and a connection terminal for receiving and conducting electrical energy from the charging vehicle (30), a second electrical line (64) for operating the electric drive (26) with electrical energy from the charging vehicle (30), - a third electrical line (66) for charging a corresponding vehicle battery (46) with electrical energy from the charging vehicle (30).

6. The hydrogen-based transportation system (10) according to claim 5, characterized in that The third electrical line (66) for charging the corresponding vehicle battery (46) is designed to be unidirectional, thereby preventing the supply of energy from the vehicle battery (46) of the first vehicle (20) to another vehicle (20) or to the charging vehicle (30).

7. A hydrogen based transport system (10) according to any one of the preceding claims, wherein: The vehicles (20) include power electronics that enable respective vehicle batteries (46) of the vehicles (20) to be charged by a charging vehicle (30) while traveling in a vehicle train (12), but not to be discharged.

8. A hydrogen-based transport system (10) according to any one of the preceding claims, characterised in that The central control unit (54) is configured to create a route plan based on the travel request, and the route plan is transmitted to the communication units (42) of the vehicle (20) and of the charging vehicle (30).

9. A hydrogen-based transport system (10) according to any one of the preceding claims, characterised in that The digital infrastructure (50) includes a 5G network and / or a vehicle-to-vehicle communication network and / or a vehicle-to-vehicle communication network, and the coupling of the vehicle (20) or the charging vehicle (30) to the vehicle fleet (12) and the decoupling of the vehicle (20) or the charging vehicle (30) from the vehicle fleet (12) are realized autonomously and at least partially via direct data exchange between the vehicle (20) or the charging vehicle (30) and other vehicles (20) or charging vehicles (30).

10. A hydrogen-based transport infrastructure (1) comprising a hydrogen-based transport system (10) according to any of the preceding claims and a plurality of hydrogen refueling stations (88) networked by pipelines (90), the hydrogen refueling stations being located in particular outside a city centre.

11. The hydrogen-based transportation infrastructure (1) according to claim 10, characterized in that The hydrogen refueling station (88) is configured to provide a hydrogen storage tank (34) in a replacement module (35) for a charging vehicle (30) or to refuel the charging vehicle (30).

12. A digital infrastructure (50) for use in a hydrogen-based transportation system (10), the digital infrastructure comprising - a central control unit (54), - a vehicle control unit (40) and a communication unit (42) usable in a vehicle (20) and a charging vehicle (30), and - a user interface (56), in, The central control unit (54) is capable of establishing a communication connection with the communication unit (42), and the communication unit (42) is capable of establishing a communication connection with the vehicle control unit (40), And wherein the user interface (56) is configured to enable a user to submit a travel request from a starting point to a destination to the transportation system (10), The central control unit (54) is configured as - detecting a travel request and detecting a charging requirement of the vehicle (20) via the user interface (56), - creating coupling plans and charging plans based on detected charging needs and driving requests, - providing a coupling scheme and a charging scheme to the vehicle control unit (40), The vehicle control unit (40) is further configured to issue control instructions to a coupling system (60) of a vehicle (20) or a charging vehicle (30) so as to couple to and disconnect from a vehicle train (12) during driving or in a parked state.

13. A method for operating a hydrogen-based transport system (10) according to any one of claims 1 to 11, comprising the following steps: - detecting the charging demand of the vehicle (20) and the driving request of the user through the central control unit (54), - creating a coupling plan and a charging plan based on the detected charging requirement and driving request by the central control unit (54), and - according to a coupling scheme, coupling the vehicle (20) and the charging vehicle (30) to the vehicle train (12) and decoupling from the vehicle train (12) during driving or in a parked state, -in, The vehicle (20) - in a first operating mode, following in a vehicle convoy (12), wherein the driving energy is provided by a charging vehicle (30) operated with a fuel cell and the vehicle battery (46) of the vehicle (20) is charged as required according to a charging scheme, and - in a second operating mode, driving independently of the vehicle train (12), wherein the driving energy is provided by the vehicle battery (46).

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