Air supply to fuel cell and pneumatic system

Abstract

Air supply system (1) for a fuel cell unit (FC) and for a pneumatic system (PS), comprising: - a fuel cell compressor (2) which is designed to suck in air from its intake side (2.1) and to convey it via its outlet side (2.2) to a fuel cell outlet (1.1) of the air supply system (1), which can be connected to a fuel cell unit (FC), - a pneumatic system compressor (3) which is designed to suck in air from its intake side (3.1) and to convey it via its outlet side (3.2) to a pneumatic system outlet (1.2) of the air supply system (1), which can be connected to a pneumatic system (PS), - an intake opening (4), - a fuel cell intake line (5) connecting the intake side (2.1) of the fuel cell compressor (2) to the intake opening (4), and - a pneumatic system intake line (6) which connects the intake side (3.1) of the pneumatic system compressor (3) to the intake opening (4), wherein both the fuel cell compressor (2) and the pneumatic system compressor (3) can intake air via the intake opening (4).

Description

[0001] The present invention relates to a possibility for supplying air to a fuel cell and a pneumatic system of a vehicle, as well as to a vehicle.

[0002] With the increasing electrification of road vehicles, especially commercial vehicles, the use of fuel cells is becoming increasingly important. In this application, fuel cells typically use atmospheric oxygen as an oxidizing agent and, together with a fuel (usually hydrogen), generate electrical power, which is then used in the vehicle, particularly to power the electric drive motor(s). In addition, other consumers can be powered by the power from the fuel cell.

[0003] DE 10 2021 121 779 A1 describes a motor vehicle with a fuel cell system having a first air supply path, an air pressure brake system having a second air supply path and a connecting line system which connects the first air supply path and the second air supply path to one another.

[0004] DE 10 2012 215 103 A1 relates to a fuel cell system with a fuel cell and a compressed air conveyor for providing compressed air to the fuel cell for a motor vehicle.

[0005] In addition, some vehicles, particularly in the commercial vehicle sector, have pneumatic systems that require compressed air to operate. This is generated on-board using compressors by drawing in ambient air and, after appropriate treatment, using it as compressed air. Such a pneumatic system can, in particular, be a pneumatic braking system that is operated entirely or at least partially by compressed air. This can include braking systems with active components, i.e., components that generate a braking effect based on an applied pressure, as well as passive components that generate a braking effect based on a decreasing pressure.

[0006] For example, an actuator of a vehicle's service brake can be understood as an active component. This brings the friction components of the brake (e.g. brake pads and brake disc or brake drum) into contact to generate a braking effect when pneumatic pressure is introduced. A spring-loaded brake, for example, can be seen as a passive component. This brings the corresponding friction components of the brake into contact to generate a braking effect due to a relaxing spring as soon as pneumatic pressure drops or compressed air that previously compressed the spring is released. Another pneumatic system that can be mentioned is an air spring system. This generates a spring effect for the vehicle body using an air cushion. In addition, regulation of the height level or the spring effect itself and thus also of the body movement can be provided.

[0007] Since the air supply to both the fuel cells and the pneumatic systems is independent of each other, the object of the present invention is to demonstrate an improvement over the previous state of the art.

[0008] This problem is solved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0009] Preferably, an air supply system is provided for a fuel cell unit and for a pneumatic system. The air supply system comprises the following: - a fuel cell compressor designed to suck in air from its intake side and to convey it via its outlet side to a fuel cell outlet of the air supply system, which can be connected to a fuel cell unit, - a pneumatic system compressor designed to suck in air from its intake side and to deliver it via its outlet side to a pneumatic system outlet of the air supply system, which can be connected to a pneumatic system, - an intake opening, - a fuel cell intake line connecting the intake side of the fuel cell compressor to the intake opening, and - a pneumatic system intake line connecting the intake side of the pneumatic system compressor to the intake port, whereby both the fuel cell compressor and the pneumatic system compressor can take in air via the intake port.

[0010] The term "fuel cell unit" encompasses a single fuel cell, multiple fuel cells, and even multiple fuel cell stacks. Air is supplied to the individual or multiple fuel cells via the air supply system. The term "fuel cell unit" therefore encompasses various fuel cell configurations used in automotive technology.

[0011] The term “intake side” describes the low-pressure side of the respective compressor, while the term “discharge side” describes the high-pressure side of the respective compressor.

[0012] The terms "fuel cell outlet" and "pneumatic system outlet" describe the outlet sides of the air supply system through which the air is conveyed to the fuel cell unit or to the pneumatic system, respectively. The fuel cell outlet and the pneumatic system outlet can be designed differently. In particular, it can be provided that the fuel cell outlet and / or the pneumatic system outlet have one or more line connections to the fuel cell unit or to the pneumatic system.

[0013] The terms "fuel cell intake line" and "pneumatic system intake line" refer to the line connections that establish a connection from the intake opening to the respective intake sides of the fuel cell compressor or the pneumatic system compressor. These can be realized, in particular, by appropriate piping or hose lines. However, it is also possible for them to be formed entirely or at least partially as part of a housing. Alternatively, it is also possible for at least one intake line to be implemented merely as part of a compressor. In any case, the term "intake line" should not be understood to mean that a specific minimum line length must be implemented. These intake lines are also to be understood as branching off from a common line point that is connected to the intake opening. That is,From here, there are separate air paths leading to the fuel cell compressor on the one hand and to the pneumatic system compressor on the other.

[0014] The invention thus discloses an air supply system that has a reduced number of intake openings compared to known systems. Because the intake opening is used by both the fuel cell compressor and the pneumatic system compressor to draw in air, fewer intake openings are required, and it is also possible to save on lines. Furthermore, it may be possible to connect at least one additional pneumatic system to the air supply system in addition to the pneumatic system.

[0015] The intake opening preferably has an air filter. Since the air filter is placed in the intake opening through which both the fuel cell compressor and the pneumatic system compressor draw in air, the air filter is advantageously designed to meet the more stringent requirements. This means that if the fuel cell unit's filter requirements are higher than those of the pneumatic system, the air filter is preferably designed to meet the requirements of the fuel cell unit. For example, the air supplied to the fuel cell unit must, on the one hand, be freed from particles such as dirt, soot, and the like, but, on the other hand, the fuel cell unit also needs to filter out gases such as NO x, NH3, etc. from the intake air. If the pneumatic system is a pneumatic braking system or an air suspension system, it is sufficient to simply filter the particles from the intake air. In this case, the fuel cell unit places greater demands on the filter. However, in this case, the pneumatic system can also use the air purified from gases. Of course, the opposite case is also conceivable: a pneumatic system is used that places greater demands on the air filter than the fuel cell unit.

[0016] Ultimately, the use of the air filter shared by the fuel cell unit and the pneumatic system eliminates the need for an additional air filter. The air drawn in through this air filter is preferably already treated so that it can be fed to both the fuel cell unit and the pneumatic system.

[0017] Alternatively or additionally, the fuel cell intake line has a separate air filter. This can be designed to clean the air drawn into the fuel cell intake line according to the requirements of the fuel cell unit.

[0018] Alternatively or additionally, the pneumatic system intake line has a separate air filter. This can be designed to clean the air drawn into the pneumatic system intake line according to the requirements of the pneumatic system.

[0019] However, it is also conceivable that the shared air filter provided in the intake opening only carries out basic cleaning of the intake air. Depending on requirements, a separate air filter can then be provided in the fuel cell intake line or in the pneumatic system intake line for further cleaning of the intake air. For example, the air supply system can then be configured so that basic cleaning by the air filter provided in the intake opening is sufficient to supply air to the fuel cell unit or to the pneumatic system. Further cleaning is then carried out by the air filter provided in the respective intake line. For example, it can therefore be provided that the shared air filter ensures a cleaning of the intake air that is sufficient for the pneumatic system, so that in this case no further air filter is provided in the pneumatic system intake line.This can be the case if the pneumatic system is a pneumatic braking system or an air suspension system. Instead, to further treat the air for the fuel cell unit, an additional air filter can be provided in the fuel cell intake line. This filter then further cleans the intake air pre-cleaned by the common air filter so that it also meets the requirements of the fuel cell unit.

[0020] While such a configuration has the disadvantage compared to using a single shared air filter in that it requires at least one additional air filter that meets higher requirements, this air filter can be designed smaller than a single shared air filter. Furthermore, this can reduce the flow resistance for the compressor, which no longer requires an additional air filter in the intake line, as it only has to draw air against the air filter in the intake port.

[0021] Preferably, the air supply system has a detection means on the outlet side of the fuel cell compressor and / or at the fuel cell outlet, which is designed to detect the air mass flow delivered by the fuel cell compressor and / or the pressure generated by the fuel cell compressor. For this purpose, the detection means can comprise a pressure sensor and / or an air mass flow sensor.

[0022] Preferably, the air supply system has a detection means on the outlet side of the pneumatic system compressor and / or at the pneumatic system outlet, which is designed to detect the air mass flow delivered by the pneumatic system compressor and / or the pressure generated by the pneumatic system compressor. For this purpose, the detection means can comprise a pressure sensor and / or an air mass flow sensor.

[0023] The pneumatic system intake line preferably has a valve configured to establish the connection between the intake port and the intake side of the pneumatic system compressor in a first switching position and to interrupt the connection between the intake port and the intake side of the pneumatic system compressor in a second switching position. The valve thus makes it possible to shut off the pneumatic system compressor from the intake port.

[0024] Preferably, the valve is designed to establish a connection between the intake side of the pneumatic system compressor and the outlet side of the fuel cell compressor in the second switching position. This makes it possible for compressed air, which the fuel cell compressor conveys to its outlet side, to be sucked in by the pneumatic system compressor. For this purpose, as described above, the connection between the intake opening and the pneumatic system compressor is advantageously interrupted by the second switching position of the valve. On the intake side of the pneumatic system compressor, a pressure level now prevails that is higher than that of the environment, because the fuel cell compressor is thus used as the first compressor stage in that compressed air, which is expelled by the pneumatic system compressor, is conveyed to the intake side of the pneumatic system compressor.

[0025] Preferably, the air supply system is configured such that, in the second switching position of the valve, there is an additional connection from the outlet side of the fuel cell compressor to the fuel cell outlet. This allows, on the one hand, the fuel cell compressor to supply the fuel cell unit, while, on the other hand, the pneumatic system compressor can be supplied, for example, via a line branching off from the outlet side of the fuel cell compressor and leading to the intake side of the pneumatic system compressor in the second switching position of the valve.

[0026] In general, once the outlet side of the fuel cell compressor is connected to the intake side of the pneumatic system compressor, the fuel cell compressor can act as a pre-compressor, or first compression stage, for the pneumatic system compressor. This has the advantage that the pneumatic system compressor no longer has to compress the intake air to the same extent as if it were drawn directly from the shared intake port.

[0027] As an example, let us consider a configuration in which the pneumatic system compressor is operated as a compressor for a pneumatic braking system. This means that compressed air is supplied from the pneumatic system outlet to a pneumatic braking system connected there. The air leaving the fuel cell compressor on the outlet side typically has a pressure of 2 to 3 bar. This meets the requirements of the fuel cell unit. The pneumatic system compressor, on the other hand, is operated so that a pressure of 12 to 13 bar prevails on its outlet side. This meets the requirements of the pneumatic braking system. This example clearly shows that the pneumatic system compressor no longer has to overcome a pressure difference of 12 to 13 bar. Instead, the pressure difference to be overcome is now only 9 to 11 bar because the fuel cell compressor is used as a pre-compressor.The specific energy consumption of the pneumatic system compressor can thus be reduced.

[0028] The fuel cell compressor can be used as a pre-compressor for the pneumatic system compressor, especially when the required mass flow that the pneumatic system compressor must deliver is significantly lower than the mass flow that the fuel cell compressor must deliver. Preferably, the mass flow of the pneumatic system compressor is less than 1% of the mass flow of the fuel cell compressor. Particularly preferably, the mass flow of the pneumatic system compressor is less than 0.5% of the mass flow of the fuel cell compressor.

[0029] For example, if the mass flow that the pneumatic system compressor must deliver to a pneumatic brake system is 0.5 g / s, the mass flow that the fuel cell compressor delivers can be 120 g / s.

[0030] The air supply system is preferably designed to switch the valve to the first switching state or to maintain the first switching state when a first condition is met. To switch the valve or to process the first condition, the air supply system can have appropriately designed control means. These can, in particular, comprise an electronic control unit or be designed as such. Furthermore, a connection can be provided from the above-mentioned detection means(s) to the control means(s), so that the variables detected by the detection means are available to the control means(s).

[0031] Preferably, the first condition is when the pressure or the air mass flow on the outlet side of the fuel cell compressor and / or at the fuel cell outlet falls below or fails to meet a first predetermined limit. In this case, too little air is supplied to the fuel cell unit. In order to connect the pneumatic system compressor directly to the intake port, the valve is switched to the first switching state or maintained in this state. This ensures that the pneumatic system compressor draws air directly from the intake port and that air is not diverted from the outlet side of the fuel cell compressor, which is actually fully required for the fuel cell unit.

[0032] Alternatively or additionally, the first condition can be a predetermined operating state of the air supply system. For example, it can be provided that a direct connection to the intake side of the pneumatic system compressor is established or maintained by the first switching state of the valve when a high control quality of the pneumatic system compressor or the fuel cell compressor is required. In this case, it is ensured that the pneumatic system compressor is directly connected to the intake opening. Thus, the two compressors do not influence each other.

[0033] At this point, it should be clarified that the term "valve," as used above and below, can refer to a single valve that can assume the first and second switching states accordingly. Thus, preferably, a single, in particular controllable, valve can be provided, in particular to connect the fuel cell compressor and the pneumatic compressor in series, so that the fuel cell compressor acts as a pre-compressor for the pneumatic system compressor. However, it is equally possible to provide a valve interconnection of several valves that are controlled in such a way that their functionality can realize a first and a second switching state, as described above. The term "valve" thus encompasses both a single valve and a valve interconnection.

[0034] The air supply system is preferably designed to increase the power consumption of the fuel cell compressor and / or to reduce a flow resistance on the outlet side of the fuel cell compressor and / or at the fuel cell outlet when the valve is in the second switching state and a second condition is met. The increase in the power consumption of the fuel cell compressor can be achieved by appropriately controlling the fuel cell compressor using a control means that can be identical to or different from the above-mentioned control means. In this case, for example, a speed of the fuel cell compressor is increased. To reduce the flow resistance, for example, an adjustable throttle or throttle valve can be controlled, which is provided on the outlet side of the fuel cell compressor and / or at the fuel cell outlet.The adjustable throttle or throttle valve can also be provided within the fuel cell unit(s) connected to the fuel cell outlet. For example, such an adjustable throttle can be provided within the fuel cell unit after the actual fuel cell stack. This creates a backpressure for air flowing through the fuel cell unit or forms a flow resistance for it. The air supply system can therefore reduce the backpressure or flow resistance by appropriately controlling this adjustable throttle. In general, the air supply system preferably has a correspondingly designed control means for this purpose, which can be identical to or different from the control means mentioned above.

[0035] Preferably, the second condition is when the pressure or the air mass flow on the outlet side of the fuel cell compressor and / or at the fuel cell outlet falls below or fails to reach a second predetermined limit. This is particularly the case when the valve is in the second switching state and the fuel cell compressor is used as a pre-stage of the pneumatic system compressor. In this case, not all of the air at the outlet of the fuel cell compressor is directed to the fuel cell outlet and thus to the fuel cell unit. A portion is sucked in by the pneumatic system compressor, which can lead to a pressure loss or a loss of air mass flow at the fuel cell outlet or at the outlet of the fuel cell compressor. This can be at least partially, preferably completely, compensated for by appropriately controlling the fuel cell compressor.

[0036] Alternatively or additionally, the second condition can be a predetermined operating state of the air supply system. This can be the case, in particular, if an increased power requirement of the pneumatic system and / or the fuel cell unit is required, which must be met by a predetermined operation of the respective compressor.If, for example, the pneumatic system has compressed air reservoirs that need to be filled, as may be the case when starting the vehicle from a parked state, if the pneumatic system is a pneumatic braking system or an air suspension system, this predetermined additional demand of the pneumatic system can be compensated by increasing the power consumption of the fuel cell compressor and / or by reducing the flow resistance on the outlet side of the fuel cell compressor and / or at the fuel cell outlet, wherein it is preferably possible to continue supplying the fuel cell unit at the same time.

[0037] As already mentioned above by way of example, the pneumatic system can comprise a pneumatic braking system and / or an air spring system or can be designed as a pneumatic braking system and / or as an air spring system.

[0038] Preferably, a buffer reservoir is provided in the pneumatic system intake line or on the intake side of the pneumatic system compressor. The buffer reservoir can be designed to compensate for or reduce pressure or mass flow fluctuations from the outlet side of the fuel cell compressor.

[0039] Preferably, a vehicle is further provided, which can in particular be designed as a commercial vehicle. The vehicle has one or more fuel cell units, one or more pneumatic systems, and an air supply system as described above. The fuel cell outlet of the air supply system is connected to the fuel cell unit or units. The pneumatic system outlet of the air supply system is connected to the pneumatic system or systems. The air supply system can thus convey air, which is sucked in via the intake opening of the air supply system, to the fuel cell unit or units connected to the air supply system and to the pneumatic system connected to the air supply system or to the pneumatic systems connected to the air supply system.

[0040] The pneumatic system(s) of the vehicle may include a pneumatic braking system and / or an air suspension system. The pneumatic system(s) of the vehicle may, in particular, be configured as a pneumatic braking system and / or an air suspension system.

[0041] The invention is described below using preferred examples with reference to the accompanying drawings.

[0042] The attached Fig. 1 shows an embodiment of an air supply system.

[0043] An air supply system 1 for a fuel cell unit FC and for a pneumatic system PS is shown.

[0044] The air supply system 1 comprises the following: - a fuel cell compressor 2, which is designed to suck in air from its intake side 2.1 and to convey it via its outlet side 2.2 to a fuel cell outlet 1.1 of the air supply system 1, which can be connected to a fuel cell unit FC, - a pneumatic system compressor 3, which is designed to suck in air from its intake side 3.1 and to convey it via its outlet side 3.2 to a pneumatic system outlet 1.2 of the air supply system 1, which can be connected to a pneumatic system PS, - an intake opening 4, - a fuel cell intake line 5 connecting the intake side 2.1 of the fuel cell compressor 2 with the intake opening 4, and - a pneumatic system intake line 6, which connects the intake side 3.1 of the pneumatic system compressor 3 with the intake opening 4, whereby both the fuel cell compressor 2 and the pneumatic system compressor 3 can intake air via the intake opening 4.

[0045] The drawing also shows a fuel cell unit FC and a pneumatic system PS. The fuel cell unit FC is connected to the fuel cell outlet 1.1. The pneumatic system PS is connected to the pneumatic system outlet 1.2. In the illustrated configuration, air can thus be supplied to the pneumatic system PS and the fuel cell unit FC via the intake opening 4.

[0046] The pneumatic system PS may comprise a pneumatic braking system and / or an air spring system or be designed as such.

[0047] The configuration shown can in particular be part of a vehicle according to the invention which has the fuel cell unit FC shown and the pneumatic system shown.

[0048] The air supply system 1 functions as follows: The intake opening 4 has an air filter 4.1 through which the ambient air drawn in is filtered. The air filter 4.1 can be designed such that the air is cleaned so that after the air filter 4.1, it meets the requirements of the fuel cell unit FC and the pneumatic system PS, depending on which requirements are more stringent. As explained above, this can include, in particular, the filtering of particles and gases, which meets the requirements of the fuel cell unit FC, while the pneumatic system PS only requires intake air cleaned of particles.

[0049] Alternatively (not shown), it can also be provided that the air filter 4.1 only meets the minimum requirements of the fuel cell unit FC and the pneumatic system PS and that a second air filter is provided on the intake side 2.1 or on the intake side 3.1 in order to further filter the air filtered by the air filter 4.1 so that it also meets the correspondingly stricter requirements of the system connected there, namely the fuel cell unit FC or the pneumatic system PS.

[0050] In addition to the compressors 2, 3 shown, both of which can draw air from the intake opening 4 via separate intake lines 5, 6, a valve 8 is provided, which has a first switching position 8.1 and a second switching position 8.2. In the illustration shown, the valve 8 is in the first switching position 8.1. In this switching position 8.1, the outlet sides 2.2 and 3.2 of the compressors 2, 3 are connected to the respective outlets 1.1 and 1.2 of the air supply system 1. In this switching position, the outlet side 2.2 of the fuel cell compressor 2 is shut off from the intake side 3.1 of the pneumatic system compressor 3.

[0051] If the valve 8 is switched to the second switching position 8.2, the intake side 3.1 of the pneumatic system compressor 3 is separated from the intake opening 4 and instead connected to the outlet side 2.2 of the fuel cell compressor 2. In this state, the fuel cell compressor 2 delivers air on the one hand to the fuel cell outlet 1.1 and thus to the fuel cell unit FC and on the other hand to the intake side 3.1 of the pneumatic system compressor 3. For this purpose, the line on the outlet side 2.2 of the fuel cell compressor 2 has a corresponding branch which leads on the one hand to the fuel cell outlet 1.1 and on the other hand to the valve 8. In this switching position, the fuel cell compressor 2 acts as a pre-compressor for the pneumatic system compressor 3. In this switching state, the compressor therefore no longer has to perform the full compression work compared to the situation if it were to suck in air directly via the intake opening 4.

[0052] Due to the function of the fuel cell compressor 2 as a pre-compressor, the pressure or the air mass flow on the outlet side 2.2 of the fuel cell compressor 2 also drops, so that possibly too little air is delivered to the fuel cell unit FC. To compensate for this, the air supply system can increase the power consumption of the fuel cell compressor 2, for example by increasing its speed, so that the pressure loss or the air mass flow loss is compensated at the outlet 2.2 or at the fuel cell outlet 1.1. Furthermore, it can be provided, for example if compensation by the fuel cell compressor 2 is not possible or insufficient, that the valve 8 then returns to the first switching state 8.1.Here, the compressors 2, 3 are independent of each other, so that the fuel cell compressor 2 can deliver the full delivered air mass flow to the fuel cell unit FC, so that compensation for a pressure loss or an air mass flow loss is not necessary.

[0053] The air supply system 1 shown offers several advantages. Firstly, it allows for a reduction in the number of piping sections, since both compressors 2, 3 draw air through the same intake port. Furthermore, only one air filter 4.1 is required, which is located in the single shared intake port 4. Finally, by appropriately controlling the valve 8, both compressors 2, 3 can be operated more energy-efficiently, if possible, by using the fuel cell compressor 2 as a pre-compressor for the pneumatic system compressor 3.

[0054] In the drawing, a buffer reservoir (no reference symbol) is provided in the pneumatic system intake line 6 or on the intake side 3.1 of the pneumatic system compressor 3. This is considered optional and can also be omitted. It can be designed to compensate for or reduce pressure or mass flow fluctuations from the outlet side 2.2 of the fuel cell compressor 2. LIST OF REFERENCE SYMBOLS 1 air supply system 1.1 Fuel cell outlet 1.2 Pneumatic system outlet 2 fuel cell compressor 2.1 Intake side 2.2 Outlet side 3 Pneumatic system compressor 3.1 Intake side 3.2 Outlet side 4 intake opening 4.1 Air filter 5 Fuel cell intake line 6 Pneumatic system suction line 8 valve 8.1 first switching position 8.2 second switching position FC fuel cell unit PS pneumatic system

Claims

[1] Air supply system (1) for a fuel cell unit (FC) and for a pneumatic system (PS), comprising: - a fuel cell compressor (2) which is designed to suck in air from its intake side (2.1) and to convey it via its outlet side (2.2) to a fuel cell outlet (1.1) of the air supply system (1), which can be connected to a fuel cell unit (FC), - a pneumatic system compressor (3) which is designed to suck in air from its intake side (3.1) and to convey it via its outlet side (3.2) to a pneumatic system outlet (1.2) of the air supply system (1), which can be connected to a pneumatic system (PS), - an intake opening (4), - a fuel cell intake line (5) connecting the intake side (2.1) of the fuel cell compressor (2) to the intake opening (4), and - a pneumatic system intake line (6) which connects the intake side (3.1) of the pneumatic system compressor (3) to the intake opening (4), wherein both the fuel cell compressor (2) and the pneumatic system compressor (3) can intake air via the intake opening (4). [2] Air supply system (1) according to claim 1, wherein the intake opening (4) has an air filter (4.1). [3] Air supply system (1) according to claim 1 or 2, wherein the fuel cell intake line (5) has a separate air filter and / or wherein the pneumatic system intake line (6) has a separate air filter. [4] Air supply system (1) according to one of the preceding claims, wherein the air supply system (1) has a detection means on the outlet side (2.2) of the fuel cell compressor (2) and / or on the fuel cell outlet (1.1), which is designed to detect the air mass flow conveyed by the fuel cell compressor (2) and / or the pressure generated by the fuel cell compressor (2). [5] Air supply system (1) according to one of the preceding claims, wherein the air supply system (1) has a detection means on the outlet side (3.2) of the pneumatic system compressor (3) and / or on the pneumatic system outlet (1.2) which is designed to detect the air mass flow conveyed by the pneumatic system compressor (3) and / or the pressure generated by the pneumatic system compressor (3). [6] Air supply system (1) according to one of the preceding claims, wherein the pneumatic system intake line (6) has a valve (8) which is designed to establish the connection between the intake opening (4) and the intake side (3.1) of the pneumatic system compressor (3) in a first switching position (8.1) and to interrupt the connection between the intake opening (4) and the intake side (3.1) of the pneumatic system compressor (3) in a second switching position (8.2). [7] Air supply system (1) according to claim 6, wherein the valve (8) is designed to establish a connection between the intake side (3.1) of the pneumatic system compressor (3) and the outlet side (2.2) of the fuel cell compressor (2) in the second switching position (8.2). [8] Air supply system (1) according to claim 7, wherein the air supply system (1) is designed such that in the second switching position (8.2) of the valve (8) there is additionally a connection from the outlet side (2.2) of the fuel cell compressor (2) to the fuel cell outlet (1.1). [9] Air supply system (1) according to one of claims 6 to 8, wherein the air supply system (1) is designed to switch the valve (8) into the first switching state (8.1) or to maintain the first switching state (8.1) when a first condition is met. [10] Air supply system (1) according to claim 9, wherein the first condition is a falling below or failure to fall below a first predetermined limit by the pressure or by the air mass discharge on the outlet side (2.2) of the fuel cell compressor (2) and / or at the fuel cell outlet (1.1) or wherein the first condition is a predetermined operating state of the air supply system (1). [11] Air supply system (1) according to one of claims 6 to 10, wherein the air supply system (1) is designed to increase the power consumption of the fuel cell compressor (2) and / or to reduce a flow resistance on the outlet side (2.2) of the fuel cell compressor (2) and / or at the fuel cell outlet (1.1) when the valve (8) is in the second switching state (8.2) and a second condition is met. [12] Air supply system (1) according to claim 11, wherein the second condition is a falling below or failure to fall below a second predetermined limit by the pressure or by the air mass discharge on the outlet side (2.2) of the fuel cell compressor (2) and / or at the fuel cell outlet (1.1) or wherein the second condition is a predetermined operating state of the air supply system (1). [13] Air supply system (1) according to one of the preceding claims, wherein the pneumatic system (PS) comprises a pneumatic braking system and / or an air spring system. [14] Vehicle, in particular commercial vehicle, with a fuel cell unit (FC), a pneumatic system (PS) and an air supply system (1) according to one of claims 1 to 12, wherein the fuel cell outlet (1.1) of the air supply system (1) is connected to the fuel cell unit (FC) and the pneumatic system outlet (1.2) of the air supply system (1) is connected to the pneumatic system (PS). [15] Vehicle according to claim 14, wherein the pneumatic system (PS) comprises a pneumatic braking system and / or an air suspension system.

Images