Energy supply system for a vehicle battery, battery system and method for its operation

Abstract

The present invention relates to a power supply system for a vehicle battery (25), comprising: at least one energy supply unit (20, 20.5) comprising at least one drive unit (20) and at least one generator unit (20.5), wherein the generator unit (20.5) is operatively connected or connectable to the at least one drive unit (20) in order to drive the generator unit (20.5) to generate electrical energy, wherein the at least one energy supply unit (20) has at least one gas inlet (19, 20.4) for pneumatically driving the drive unit and at least one gas outlet (20.3).

Description

[0001] The present invention relates to an energy supply system for a vehicle battery, a battery system for a vehicle with such an energy supply system, a vehicle with such a battery system and a method for operating the battery system or a corresponding vehicle.

[0002] In the wake of climate change and global warming, the careful use of global resources and the avoidance of pollutant emissions are of paramount importance. The transport sector represents a key factor in this, and can exert a significant influence, particularly through the transformation to e-mobility. However, one of the challenges of e-mobility is energy storage in mobile units. Energy storage for vehicle propulsion, in particular, is resource-intensive, cost-intensive, dependent on global and local supply chains, and limited in storage capacity, service life, and availability. Furthermore, there is further optimization potential regarding the high weight of the entire energy storage system; the charging infrastructure, which is resource-intensive due to material, space, and grid connection constraints, as well as cost-intensive and limited in availability; and the comparatively long charging times.

[0003] In this context, CN 2 11 567 684 U concerns an electric car based on a pneumatic motor that uses compressed air for propulsion. The pneumatic motor, in turn, drives a power generator and outputs electrical energy.

[0004] US 2009 / 0071 734 A1 relates to a device for generating electrical energy using compressed gas. The device comprises a compressed gas source, for example, one or more tanks. Also present are a turbine driven by compressed gas and an electrical generator operatively coupled to it. The compressed gas is blown onto the turbine blades not in a continuous stream, but in intermittent bursts or blasts of compressed air. The electrical energy can be stored in batteries or capacitors for later use. In a vehicle in which the device is used, the generated electrical power can also be fed directly to electric motors that drive the vehicle's wheels.

[0005] The present invention is based on the object of providing an improved energy supply for a vehicle battery, in particular for electric and / or hybrid vehicles.

[0006] This problem is solved by the subject matter of the subordinate claims. Advantageous further developments are the subject matter of the dependent claims.

[0007] According to the invention, a power supply system for a vehicle battery comprises at least one power supply unit, which in turn comprises at least one drive unit and at least one generator unit. The generator unit is operatively connected or connectable to the at least one drive unit in order to drive the generator unit to generate electrical energy. Furthermore, the at least one power supply unit comprises at least one gas inlet for pneumatically driving the drive unit and at least one gas outlet.

[0008] The term "vehicle battery" refers to a rechargeable storage unit or accumulator through which electrical energy can be supplied to the devices of the vehicle equipped with the vehicle battery for their operation. For example, a device can be a drive unit of the vehicle. Alternatively or additionally, devices relating to other vehicle functions, such as air conditioning, information and entertainment systems, and / or vehicle monitoring devices, can also be connected to the vehicle battery.

[0009] The energy supply system is a system through which electrical energy can be provided to the vehicle battery for charging. For this purpose, the energy supply system has the energy supply unit with the drive unit, which drives the generator unit to generate electrical energy to charge the vehicle battery. The drive unit is accordingly operatively connected or connectable to the generator unit. The operative connection or connectability here also refers, in subsequent use of the term, to a direct or indirect connection via intermediate elements. Here and also in subsequent use of the term, a distinction can be made between a permanent connection and connectability in the sense of the switchability of the connection. For example, if the vehicle battery is fully charged, further supply of electrical energy is not effective.Accordingly, a connection between the generator unit and the vehicle battery can be interrupted, or energy generation by the generator unit can be suspended. Suspending energy generation by the generator unit can then be achieved by connecting the drive unit to the generator unit but not operating it, or by operating the drive unit but interrupting the connection, for example, via a switch to implement optional connectivity. Ultimately, the term "connectivity" refers to a connection on demand. Consequently, a connection device is provided, but it can be selectively activated.

[0010] The drive unit is pneumatically driven. For this purpose, a gaseous medium is supplied to the drive unit via the gas inlet and can then be discharged again via the gas outlet. Air, preferably compressed air, can be used as the gaseous medium, particularly with regard to high availability. Alternatively or additionally, other gaseous media, particularly in compressed form, can be provided. Ultimately, the drive unit forms a turbomachine that converts the gas inflow into mechanical energy. The generator unit connected to the drive unit then converts the mechanical energy into electrical energy. In one embodiment, the drive unit and the generator unit can be designed as a single assembly.

[0011] In one embodiment, the at least one drive unit is designed as an expansion turbine or as a compressed air motor or has at least one expansion turbine or at least one compressed air motor.

[0012] In the expansion turbine, pressurized gas, such as compressed air, is expanded to drive the generator unit. In particular, the expansion turbine can be operated based on an air flow without any additional aids. Alternatively or additionally, the expansion turbine can also have at least one compressor to compress or further compress a pneumatic medium, provided the pneumatic medium is already introduced into the expansion turbine in a compressed state. The expansion turbine can preferably be driven by an air flow supply dependent on a vehicle's driving speed, as will be described below. With the expansion turbine, the primary focus is on a flow volume for drive.In contrast, the air motor is based on the use of compressed air in a direct flow with sufficient pressure, particularly from a source of a pneumatic medium that is independent of the vehicle's speed. The terms "air motor" and "compressed air" are also synonymous with the use of other pneumatic media, whereby air can be used flexibly and cost-effectively due to its availability. At least one compressor can be used to operate the expansion turbine and / or the air motor, also for filling a gas tank, as described later.

[0013] In one embodiment, the generator unit has a generator output for transmitting the generated electrical energy, which is operatively connected or connectable to a converter via an electrical line.

[0014] The electrical energy generated by the generator unit can thus be adapted to the requirements of the vehicle battery by the converter. For example, the generator unit generates alternating current, which can be converted into direct current by the converter. The converter can therefore be an AC / DC converter or a converter that changes a current and / or voltage to a predetermined value range.

[0015] In one embodiment, the energy supply system comprises at least one gas tank, in particular a compressed air tank, which is operatively connected or connectable to the at least one gas inlet.

[0016] A pneumatic medium can thus be supplied directly to the drive unit via the gas tank to drive the drive unit. The pneumatic medium can be stored in compressed form in the gas tank and fed into the drive unit at the appropriate pressure. Alternatively or additionally, a compression unit can be installed in the supply line to the gas inlet to increase the gas pressure for driving the drive unit. A compressed air tank enables the easy provision of pneumatic drive energy.

[0017] The gas tank can thus provide an energy medium for the energy supply unit and ultimately for charging the vehicle battery, which, given high availability, can be easily transported. This form of energy supply via the gas tank is independent of other air supply devices, which may require operation of the vehicle in which the energy supply system is installed and require technical compressed air generation devices. However, this does not preclude the energy supply system from having such additional compressed air generation devices or gas supply devices. Such devices could also be operatively connected or connectable to the gas tank in order to be able to maintain the gas tank's fill level at least at a predetermined minimum level, independent of a vehicle-independent gas tank filling station.In particular, the consumption of gas from the gas tank can be at least partially compensated.

[0018] The gas tank is designed, in particular, with a lightweight construction. Regardless of the lightweight construction, the design preferably involves filling with a compressed pneumatic medium, for example, compressed air as a highly compressed pneumatic medium up to 700 bar.

[0019] In particular, the at least one gas tank has at least one pressure relief valve.

[0020] The pressure relief valve can prevent the pressure in the gas tank from rising above a predetermined pressure, beyond which consequential damage cannot be ruled out. At least one pressure relief valve can also be controlled to provide controlled venting. This can be used, for example, for maintenance work to reduce the pressure in the gas tank to a level that allows the gas tank to be opened safely. Alternatively or additionally, the gas tank can be connected to other pneumatic consumers via the pressure relief valve, which can also be supplied with the gas contained in the gas tank if necessary.

[0021] In one embodiment, the at least one gas tank is operatively connected or connectable to the at least one gas inlet via at least one shut-off valve and / or at least one compressed air limiter.

[0022] The supply of the pneumatic medium via the gas inlet to the drive unit and thus the operation of the drive unit can be controlled via at least one shut-off valve.

[0023] The at least one pressure limiter can be used to control the pneumatic medium, either alternatively or additionally, in terms of both pressure level and volume flow rate. In conjunction with the pressure sensor described below, closed-loop control is also possible.

[0024] In particular, in the case of both the at least one shut-off valve and the at least one compressed air limiter, the at least one compressed air limiter is arranged upstream of the at least one shut-off valve in a flow direction from the at least one gas tank in the direction of the at least one gas inlet.

[0025] The shut-off valve can thus be adapted to an air pressure or pressure of a pneumatic medium limited by at least one pressure limiter. The arrangement can thus serve as additional safety in the event of human or material failure.

[0026] In an embodiment according to the invention, the energy supply system has at least one supply air duct which is operatively connected or connectable to the at least one gas inlet.

[0027] The at least one air supply duct connects the gas inlet to an external environment in order to supply air from the external environment to the power supply unit or the drive unit. For example, with regard to a vehicle described below, the air supply duct can connect the gas inlet to an external environment outside the vehicle. According to this example, the air supply duct then has an air supply duct opening that is operatively connected or connectable to the gas inlet, wherein another air supply duct opening is open or openable to an environment outside the vehicle.

[0028] Air flowing via the supply air duct into the gas inlet of the energy supply unit to the drive unit can be compressed or further compressed by at least one compressor to drive the drive unit in order to provide sufficient drive work. Alternatively or additionally, the air can also be sufficiently accelerated and / or compressed by the design of the at least one supply air duct. The at least one supply air duct can, for example, also have an intake device to increase speed or generally generate flow, which allows air from the external environment to flow towards the gas inlet. In particular, a sufficient flow velocity can also be initiated via the vehicle itself, as a mobile unit in which the energy supply system is installed, by moving the vehicle at an appropriate speed.

[0029] The supply air duct thus offers an alternative to supplying a pneumatic medium via the at least one gas tank or can be provided in addition to the at least one gas tank. In one embodiment, the gas inlet can be connected to the at least one gas tank and / or the supply air duct as needed. However, at least the at least one gas tank or the at least one supply air duct can also be permanently connected to the gas inlet. Regardless of the switchable or continuous connection, the at least one gas tank can supply the pneumatic medium required for propulsion regardless of whether a vehicle is in operation and solely dependent on the energy supply unit being sufficiently filled. However, depending on the embodiment, the at least one supply air duct can require at least one period of operation in order to be able to transmit a sufficient air flow, although this can then occur automatically.

[0030] In one embodiment according to the invention, the energy supply system has at least a first gas inlet and a second gas inlet, wherein the at least one gas tank is operatively connected or connectable to at least the first gas inlet and the at least one supply air duct is operatively connected or connectable to at least the second gas inlet.

[0031] The pneumatic medium for driving the drive unit from the at least one gas tank and the at least one supply air duct is thus not introduced via a common gas inlet, but via separate gas inlets. The first gas inlet can be adapted, for example in an inlet cross-section, to the supply of the pneumatic medium from the at least one gas tank in a flow-optimized manner, while the second gas inlet is adapted to the at least one supply air duct in a flow-optimized manner. Furthermore, different compression stages can be provided via the different gas inlets, for example via the arrangement of compressors and / or nozzles. By avoiding a common gas inlet, turbulence can be reduced in a case in which a supply of a pneumatic medium to the drive unit is provided via both the at least one gas tank and the at least one supply air duct.A further advantage can arise from the fact that the respective gas inlet of one flow source can be used as a gas outlet for the other flow source. For example, when a vehicle is stationary, the drive unit can be driven via the gas tank, with the exhaust air then being able to be discharged via the supply air duct. Conversely, exhaust air can be supplied to the gas tank via the first gas inlet as a gas outlet when the drive unit is driven via the at least one supply air duct. The at least one gas tank can therefore also be filled via this exhaust air. Overpressure in the at least one gas tank can be avoided using the pressure relief valve described above. If the pressure in the at least one gas tank prevents the exhaust air from a drive from being discharged via the at least one supply air duct, an openable and closable exhaust air outlet can, for example, be provided between the shut-off valve described above and the first gas outlet.This exhaust air outlet is then opened for the exhaust air, while the shut-off valve blocks the connection to at least one gas tank.

[0032] In one embodiment, the energy supply system has at least one supply air secondary duct that is operatively connected or connectable to the at least one supply air duct. The at least one supply air duct and the at least one supply air secondary duct are configured such that a flow velocity in the region of the connection to the at least one supply air secondary duct is greater in the at least one supply air duct than in the at least one supply air secondary duct.

[0033] The air flow in the at least one supply air duct can thus draw in air from the at least one supply air secondary duct connected to the supply air duct. The at least one supply air duct and the at least one supply air secondary duct are arranged and dimensioned in such a way that not only is the supply air duct flow supported, but in particular turbulence is also avoided or reduced as far as possible. The geometric arrangement and positioning of the at least one supply air duct and / or the at least one supply air secondary duct depends in particular on the design of an opening environment, such as a vehicle front, from which the at least one supply air duct and / or the at least one supply air secondary duct originate and thus help determine flow conditions.Preferably, at least one inlet opening of the at least one supply air duct and / or the at least one supply air secondary duct is arranged at positions where the greatest air resistance occurs. The dimensions of the at least one supply air duct and / or the at least one supply air secondary duct are also advantageously matched to the drive unit to be pneumatically driven by the air flow and the corresponding volume of the supply or exhaust air.

[0034] In an embodiment according to the invention, the energy supply system has at least one air flow channel which is or can be operatively connected to the at least one gas outlet and / or to the at least one previously described supply air channel.

[0035] The at least one air flow duct serves to discharge exhaust air from the gas outlet or to discharge at least air not to be supplied to the energy supply unit from the at least one supply air duct. In this regard, the air flow duct is, in particular, a duct in which an air flow can be generated, through which the exhaust air from the at least one gas outlet or the air from the at least one supply air duct can be directed toward an air flow duct outlet. Preferably, the connection of the at least one air flow duct to the at least one gas outlet and / or the at least one supply air duct is configured such that turbulence, which increases air resistance, is avoided or at least reduced.In addition, the connection of the at least one air flow channel to the at least one gas outlet and / or the at least one supply air channel can be configured such that a suction effect can be achieved via the flow in the air flow channel.

[0036] The air flow channel preferably runs in a straight line to avoid unnecessarily slowing the flow velocity. The diameter and thus the volume of the at least one air flow channel at the gas outlet is dimensioned in particular such that a maximum amount of exhaust air flowing out of the drive unit can be diverted. With sufficient flow velocity in the air flow channel, a suction effect can also be achieved.

[0037] In an embodiment according to the invention, the at least one supply air duct has at least one supply air control element via which the supply air flow to the at least one gas inlet and / or to the at least one previously described air flow duct can be controlled.

[0038] The supply air control element can be, for example, a slider, baffle or other closing device, via which at least one connecting cross-section of the at least one supply air duct can be fully opened, partially opened or fully closed or an air flow in the supply air duct can be adjusted in its supply line to the at least one gas inlet and / or to the at least one air flow duct.

[0039] For example, a slide valve can be arranged in the supply air duct upstream of the gas inlet in the direction of flow to the gas inlet, so that the supply line to the gas inlet can be controlled as needed from a slide valve position in which the connecting cross-section of the supply air duct to the gas inlet is completely open to a slide valve position in which the connecting cross-section of the supply air duct to the gas inlet is completely closed. In a simple design of the slide valve, the slide valve can only assume a fully open or fully closed position; a design that allows intermediate positions increases the flexibility of the control.

[0040] Alternatively or additionally, a damper can be arranged in the supply air duct upstream of the air flow duct in the direction of flow to the air flow duct, so that the supply line to the air flow duct can be controlled as needed from a damper position in which the connecting cross-section of the supply air duct to the air flow duct is completely open to a damper position in which the connecting cross-section of the supply air duct to the air flow duct is completely closed. In a simple damper design, the damper can only assume a fully open or fully closed position; a design that allows intermediate positions increases the flexibility of the control.

[0041] In one embodiment, the supply air control element can be designed such that both the supply air flow to the at least one gas inlet and to the at least one air flow duct can be controlled via the individual supply air control element. For example, the supply air duct can branch into a first connecting section to the at least one gas inlet and a second connecting section to the at least one air flow duct. The supply air control element can then be arranged between the branches, so that in a neutral position of the supply air control element, the respective connecting cross-section of the first and second connecting sections is completely open.If the supply air control element is a pivoting flap, for example, the flap's pivoting movement toward the first connecting section can increasingly restrict the connecting cross-section of the first connecting section with increasing pivot angle until the connecting cross-section is completely closed. Conversely, a pivoting movement of the flap toward the second connecting section causes the connecting cross-section of the second connecting section to be increasingly restricted with increasing pivot angle until the connecting cross-section is completely closed. This allows the air supply via the supply air duct to the gas inlet and the air flow duct to be regulated via a supply air control element.

[0042] In an embodiment according to the invention, the at least one gas inlet, the at least one previously described supply air duct and / or the at least one previously described air flow duct have or have at least one air inlet device, in particular at least one openable and closable cover, preferably as a slide and / or spring mechanism, a grille and / or a filter, or are or are designed accordingly.

[0043] The openable and closable cover can be used to protect the respective duct from the ingress of foreign objects, especially when the power supply system is not in operation. Alternatively or additionally, the cover can be used to prevent airflow into the respective duct, for example, if the drive unit is not intended to be driven and / or the function of the air flow duct is not required or desired.

[0044] The grid can also be used to prevent foreign matter from entering the respective channel. The grid is preferably configured to minimize turbulence. The filter serves as a complement or alternative to the grid, targeting smaller particles.

[0045] In a further aspect, the present invention relates to a battery system for a vehicle, comprising a previously described energy supply system and at least one vehicle battery, wherein the generator output of the energy supply system is operatively connected or connectable to the at least one vehicle battery.

[0046] A connection of the generator output to the at least one vehicle battery is provided, in particular, when the vehicle battery is not fully charged. A fully charged state of the vehicle battery does not necessarily have to refer to a maximum charging capacity, but can also correspond to a predefined charging state that provides a buffer up to the maximum charging capacity. Such a buffer can be provided, for example, in a case where it is expected that the vehicle battery will be additionally charged via recuperation mode.

[0047] In addition, the connection can be made especially when a predetermined charge level is undershot. To avoid frequent charging cycles with only small amounts of charge, it can preferably be provided that the connection is only made when the charge level falls below a certain level for a predefined period of time and / or the undershot is by a certain amount.

[0048] Instead of the above control of a connection, the generator can also be operated alternatively or additionally according to analogous criteria.

[0049] The features described in the description of the energy supply system are equally applicable to the battery system. Likewise, features described for the battery system are transferable to the energy supply system, unless they have already been described for the energy supply system.

[0050] In a further aspect, the present invention relates to a vehicle having a battery system as described above.

[0051] The vehicle may, in particular, be an electric vehicle or a hybrid vehicle. The vehicle battery is preferably a battery for powering the vehicle.

[0052] The features described in the description of the battery system and, accordingly, the energy supply system are equally applicable to the vehicle. Likewise, features described for the battery system or energy supply system in relation to the vehicle are transferable to the battery system or energy supply system, unless they have already been described for the battery system or energy supply system.

[0053] In one embodiment, the at least one previously described supply air duct, the at least one previously described secondary supply air duct, and / or the at least one previously described air flow duct have at least one air inlet opening that is at least partially, preferably at least predominantly, open toward the front of the vehicle. The respective duct extends from there toward the rear of the vehicle.

[0054] The vehicle's front direction refers to the direction of the front of the vehicle. The front of the vehicle, in turn, is the side of the vehicle that points in the direction of forward travel. Similarly, the vehicle's rear direction refers to the rear of the vehicle that points in the direction of reverse travel.

[0055] The air inlet opening is thus at least partially open in a direction which corresponds to an incoming air flow direction from an external environment of the vehicle when the vehicle is traveling forward. The respective duct then extends from the air inlet opening in the rear direction of the vehicle, wherein the rear direction of the vehicle here is a direction which has at least a partial component in the direction of the rear of the vehicle. Accordingly, the duct can extend parallel to the incoming air flow direction when the vehicle is traveling forward, or else at an angle to the rear direction of the vehicle. The at least one supply air duct, the at least one secondary supply air duct and / or the at least one air flow duct preferably run in a straight line. The at least one supply air duct, the at least one secondary supply air duct and / or the at least one air flow duct are in particular positioned such that in the region of the respective duct openings for gas orAir inlet turbulences are avoided in order to enable optimal inflow of the gas or air. In relation to a duct opening to the gas or air inlet, such as at the front of a vehicle, the at least one supply air secondary duct is positioned and / or aligned such that the length of the at least one supply air secondary duct from its duct opening to the air inlet up to the connection with the at least one supply air duct is longer than the length of the supply air duct from its duct opening to the air inlet up to the connection with the at least one supply air secondary duct. Accordingly, the at least one supply air secondary duct can run at an angle of attack towards the at least one supply air duct. In relation to a vehicle, for example, the at least one supply air duct can run in the direction of travel, while the at least one supply air secondary duct has an angle of attack to the direction of travel.The connection of the at least one supply air secondary duct with the at least one supply air duct preferably forms an acute angle.

[0056] In one embodiment, the vehicle has at least one gas supply device via which gas, in particular compressed air, can be introduced into the at least one previously described gas tank.

[0057] The gas supply device is designed, for example, as a tank nozzle which, comparable to a tank support of a fuel tank nozzle, enables gas tank filling, in particular having corresponding devices which prevent any gas still present in the gas tank from escaping.

[0058] In one embodiment, the at least one gas tank and / or the at least one gas supply device has or has at least one pressure sensor, wherein the detected pressure can be transmitted in signal form to a vehicle display device and / or a control device.

[0059] Similar to a fuel gauge, the gas tank level can thus be monitored. Furthermore, a corresponding pressure signal can be used to control the drive system's drive via gas from the gas tank and air from the at least one air supply duct. For example, if the pressure in the gas tank falls below a predetermined limit, provided that forward travel generates sufficient air flow through the at least one air supply duct, the drive can be switched to or at least activated via the at least one air supply duct.

[0060] In one embodiment, the previously described control device or another control device is configured to control the operation of the battery system depending on the state of charge of the vehicle battery, the pressure detected by the at least one previously described pressure sensor and / or vehicle operation.

[0061] Analogous to the description of the charging of the vehicle battery by the power supply system with regard to the battery system, the state of charge can also be detected via the vehicle or evaluated via a control device of the vehicle. The control device can be the control device that is also connected to the at least one pressure sensor or another control device.

[0062] Alternatively or in addition to operating the battery system depending on the state of charge of the vehicle battery, the battery system can also be operated depending on the detected pressure in the at least one gas tank. The pressure detected in the gas tank represents a charging capacity of the energy supply unit via the at least one gas tank. If the charging capacity of the energy supply unit via the at least one gas tank is sufficient, the battery system can also be used to charge the vehicle battery when the vehicle is stationary. If the charging capacity of the energy supply unit via the at least one gas tank is insufficient, the vehicle battery can then be charged via the battery system at sufficient driving speed via the supply air duct.

[0063] Again, alternatively or additionally, vehicle operation can also be taken into account. The term “vehicle operation” refers to the basic operation of the vehicle in the sense of driving or standstill, although driving operation can also include various operating modes. When the vehicle is stationary, unless the air supply duct has components for actively generating flow, it can be assumed that the drive unit cannot be driven via the air supply duct, so that the battery system relies on the drive unit being driven by the at least one gas tank to charge the vehicle battery. Conversely, when the vehicle is in driving mode, the drive unit can be driven exclusively or at least partially via the at least one air supply duct in order to reduce gas consumption from the gas tank.In particular, the vehicle's driving speed can also be taken into account, which allows corresponding statements about the flow velocity and thus the propulsion capacity via the at least one supply air duct. The control device controlling the operation of the battery system can also, in an alternative or supplementary mode of operation, take into account recuperation mode, through which the vehicle battery can be charged or is already being charged. In such a case, additional charging of the vehicle battery via the energy supply system is prevented or reduced.

[0064] In a further aspect, the present invention relates to a method for operating a previously described battery system or a previously described vehicle, wherein the vehicle battery is charged as a function of the state of charge of the vehicle battery, the pressure detected by the at least one previously described pressure sensor and / or vehicle operation.

[0065] The procedure is analogous to the control functionality described for the vehicle.

[0066] The features and associated functionalities described in the description of the vehicle, the battery system, and accordingly the energy supply system are equally applicable to the method. Likewise, features described for the method relating to the vehicle, the battery system, or the energy supply system are transferable to the vehicle, the battery system, or the energy supply system, unless they have already been described for the vehicle, the battery system, or the energy supply system.

[0067] An exemplary embodiment of the present invention will be described below with the aid of the accompanying drawings.

[0068] In detail, Fig. 1 a schematic sectional view of a vehicle with a battery system according to an exemplary embodiment of the invention in a view from above of the vehicle; Fig. 2 the vehicle according to Fig. 1 in a front view; and Fig. 3 the vehicle according to Fig. 1 and Fig. 2 in a side view.

[0069] Fig. 1 shows a schematic sectional view of a vehicle with a battery system according to an exemplary embodiment of the invention, viewed from above. The vehicle side facing the upper edge of the drawing sheet represents the front of the vehicle, while the vehicle side facing the lower edge of the drawing sheet represents the rear of the vehicle. Accordingly, in this illustration, the vehicle side facing the left edge of the drawing sheet represents the left side of the vehicle, or driver's side, and the vehicle side facing the right edge of the drawing sheet represents the right side of the vehicle, or passenger side. In the present embodiment, the vehicle is an electric vehicle.

[0070] The battery system comprises a vehicle battery 25 and a power supply system. The power supply system is designed symmetrically to a center axis of the vehicle as an axis between the left and right sides of the vehicle, so that the following description partially refers only to a right-hand half of the vehicle, the structure of which is analogously reflected on the left side of the vehicle. For reasons of clarity, the reference numbers are therefore only used on the right-hand half of the vehicle. Fig. 1. An exception to this is a tank nozzle 26, described below, serving as a gas supply device, which is only present on the right side of the vehicle. However, in alternative embodiments, an alternative or supplementary gas supply device on the left side of the vehicle is also conceivable.

[0071] The energy supply system has two energy supply units, each arranged on a vehicle half, with a drive unit 20 and a generator unit 20.5. In alternative embodiments, more than two energy supply units or just one energy supply unit can be provided. Furthermore, the energy supply system has three compressed air tanks 24, 29 as gas tanks, which are connected in series via a high-pressure line 28 as a gas line in order to be filled with compressed air via the tank nozzle 26, which is fluidically connected to the compressed air tank 24 on the right-hand side of the vehicle. Each of the compressed air tanks 24, 29 has a pressure relief valve 27, 30, via which an overpressure above a predetermined value in the respective compressed air tank 24, 29 can be prevented or reduced.Each of the compressed air tanks 24 is fluidically connected to one of the energy supply units 20 via a line 23, while the additional compressed air tank 29 is arranged between the compressed air tanks 24 fluidically connected to the energy supply units. In this configuration, the compressed air tank 29 can be used as a reserve tank or to expand the compressed air volume. The compressed air tanks 24, 29 each have a compressed air sensor 24.1, 29.5 as pressure sensors, via which a pressure in the compressed air tanks 24, 29 can be detected. The compressed air sensor 24.1 and the compressed air sensor 29.5 are connected to a control device 7 via a cable connection 8 as a signal line. The control device 7 is connected to a vehicle display device 6 via a cable connection 9 as a signal line.In alternative embodiments, the cable connections 8, 9 can also be replaced or supplemented by other signal transmission means, such as busbars and / or wireless signal transmitters.

[0072] As addressed above, the following description is limited to the right half of the vehicle, but is also applicable analogously to the left half of the vehicle, unless further separate explanations are given.

[0073] With reference to the right half of the vehicle, the compressed air tank 24 is fluidically connected to the corresponding energy supply unit via line 23. A compressed air limiter 23.1 and a shut-off valve 22 are arranged in the line 23 in a flow direction from the compressed air tank 24 to the energy supply unit. The compressed air flowing from the compressed air tank 24 toward the energy supply unit is controlled in terms of its pressure level and volume flow rate via the compressed air limiter 23.1. The shut-off valve 22 is provided to block the fluidic connection between the compressed air tank 24 and the energy supply unit when no compressed air is to be supplied to the latter.

[0074] The compressed air supply of the energy supply unit from the compressed air tank 24 serves to drive the drive unit 20, which in turn drives the generator unit 20.5 to convert mechanical energy into electrical energy. For this purpose, the energy supply unit 20 has a first gas inlet 20.4, which is connected to the line 23 and via which the compressed air can be supplied to the drive unit 20. The drive unit 20 is then pneumatically driven accordingly. To discharge the exhaust air, the energy supply unit has a gas outlet 20.3, which is fluidically connected to an air flow channel 15 via an exhaust air channel 21. Analogously, Fig. 1 also an air flow duct 1 in the left half of the vehicle.

[0075] The air flow duct 15 is a duct that extends between two duct openings from the front of the vehicle parallel to the center axis of the vehicle to the rear of the vehicle. Consequently, one duct opening of the air flow duct 15 is located at the front of the vehicle and the other duct opening at the rear of the vehicle. When the vehicle travels forward, an air flow passes through the air flow duct 15 toward the rear of the vehicle. In the present embodiment, the exhaust air duct 21 and the air flow duct 15 are configured such that the air flow in the air flow duct 15 draws in or entrains the exhaust air from the exhaust air duct 21 in order to effectively discharge the exhaust air. For this purpose, the exhaust air duct 21 also extends in a rear direction of the vehicle, starting from the gas outlet 20.3.

[0076] The duct opening of the air flow duct 15, located in the front of the vehicle, has an air inlet device 14. In the present embodiment, the air inlet device 14 is designed as an openable and closable cover that is biased toward a closed position by a spring mechanism and can be pushed away by air pressure, such as that exerted on the cover during forward travel. Thus, the duct opening of the air flow duct 15 is automatically released from the cover when the air pressure is sufficiently high to utilize the supply air, as described below. The air inlet device here has an optional grille and filter unit 16.2. In alternative embodiments, only a grille unit or a filter unit can be provided. The grille and / or filter unit is optional.

[0077] In addition to the compressed air supply to the drive unit 20 from the compressed air tank 24, the exemplary embodiment provides for a supply of supply air to drive the drive unit 20 via an air supply duct 13. The air supply duct 13 has an air supply opening 16 facing the front of the vehicle and extends slightly outward toward the rear of the vehicle, angled slightly toward the center axis of the vehicle. In alternative embodiments, the air supply duct 13 can also run parallel to the center axis of the vehicle. Depending on the angle of incidence, the corresponding air supply duct 2 is also shown on the left half of the vehicle.

[0078] The supply air duct 13 branches into a first connecting section and a second connecting section. The first connecting section is connected to a second gas inlet 19 of the drive unit 20 in order to drive the drive unit 20 with the supply air. This requires that a sufficient supply air flow is generated as the vehicle moves forward to drive the drive unit 20, i.e. that the vehicle speed is sufficiently high when moving forward. To support the supply air flow, secondary supply air ducts 10, 11, 12 are provided as additional ducts. These secondary supply air ducts extend from an opening in the front of the vehicle to a connecting opening with the supply air duct 13. The direction of extension of the secondary supply air ducts 10, 11, 12 runs from the respective openings in the front of the vehicle to the respective connecting openings to the supply air duct 13 in the direction of the rear of the vehicle.The supply air ducts 3, 4, and 5 can similarly supply additional air to the supply air duct 2 in the left half of the vehicle. The supply air ducts 3, 4, 5, 10, 11, and 12 and the corresponding supply air ducts 2, 13 are configured such that the air flow in the respective supply air duct 2, 13 can draw in or entrain the air from the corresponding supply air ducts 3, 4, 5, 10, 11, and 12, and turbulence, which would otherwise increase air resistance, is avoided as much as possible.

[0079] The second connecting section forms a supply air discharge duct 15.3, which connects the supply air duct 13 to the air flow duct 15. The supply air discharge duct 15.3 extends from the supply air duct 13 in a rearward direction of the vehicle to the air flow duct 15. Here, too, the supply air discharge duct 15.3 and the air flow duct 15, or their connection, are designed such that the air flow duct 15 can draw in or entrain the air from the supply air discharge duct 15.3, and turbulence, which would otherwise increase air resistance, is avoided as far as possible.

[0080] In the event that the drive unit 20 is not to be driven by the supply air from the supply air duct 13, a slide valve 15.2 is provided in the first connecting section, which then blocks the fluid connection between the supply air duct 13 and the second gas inlet 19. For the opposite case, in which the drive unit 20 is driven by the supply air from the supply air duct 13, a further slide valve 15.1 is provided in the supply air duct 13, which then blocks the second connecting section, i.e., the supply air discharge duct 15.3, in the area of ​​the branch. Accordingly, the supply air is not discharged via the air flow duct 15, but is available to drive the drive unit 20. The exhaust air is then in turn introduced into the air flow duct 15 via the exhaust air duct 21. Another slide valve 15.4 is arranged in the connection between the supply air discharge duct 15.3 and the air flow duct 15 and blocks the connection at the same time as blocking the supply air discharge duct 15.3 in the area of ​​the branch in the supply air duct 13 by the slider 15.1. The sliders 15.1 and 15.4 are designed such that they close the respective openings of the supply air discharge duct 13 in such a way that the air flow in the supply air duct 13 and air flow duct 15 is disturbed as little as possible, ie the respective air flow corresponds as closely as possible to an air flow without the provision of the supply air discharge duct 15.3.

[0081] Regardless of the drive unit for the generator unit 20.5 being powered by the compressed air tank 24 and / or the air supply duct 13, the generator unit 20.5 has a generator output 20.6, which is connected to the vehicle battery 25 via a cable connection 20.1 as an electrical line in order to supply the vehicle battery 25 with energy generated by the generator unit 20.5. A converter 20.2 is arranged in the cable connection via the cable connection 20.1, which converts the current generated by the generator unit 20.5 into a current adapted to the vehicle battery 25 for charging. In the present embodiment, this is an AC / DC converter, which here, by way of example, converts an alternating current generated by the generator unit 20.5 into a direct current for charging the vehicle battery 25. The converter 20.2 is connected to the vehicle battery 25 via the cable connection 20.7.

[0082] Fig. 2 shows the vehicle according to Fig. 1 in a front view. According to the front view, the duct openings of the air flow ducts 1, 15 are located above the air supply openings of the respective air supply ducts 2, 13 in a direction from the vehicle floor to the vehicle roof. Accordingly, the respective air supply discharge duct 15.3, indicated here by dashed lines, runs upwards from the respective air supply duct 2, 13 to the associated air flow duct 1, 15 in the direction from the vehicle floor to the vehicle roof. The arrangement corresponds to a configuration in which the air flow ducts 1, 15 in a vehicle are arranged above the wheel arches of the vehicle, as seen from the ground, in order to achieve a consistently straight course of the air flow ducts 1, 15.

[0083] Likewise, the front view in Fig. 2 the arrangement of the openings of the respective supply air secondary ducts 3, 4, 5, 10, 11, 12 in relation to the supply air openings of the respectively associated supply air ducts 2, 13 as well as the respective dashed lines of the supply air secondary ducts 3, 4, 5, 10, 11, 12. The arrangement of the air secondary ducts 3, 4, 5, 10, 11, 12 or the corresponding openings for the flow inlet in the front of the vehicle corresponds to a positioning in the area of ​​the maximum possible air resistance at the front of the vehicle in order to allow air to flow in at the highest possible pressure.

[0084] Fig. 3 shows the vehicle according to Fig. 1 and Fig. 2 in a side view. According to the side view, the air flow duct 15 in the present embodiment runs parallel to the vehicle floor.

[0085] The present invention enables the following advantages to be achieved, among others:

[0086] The "charging time" of an electric vehicle can be reduced by filling the gas tank(s) while the vehicle is stationary, which usually only takes a few minutes. The vehicle can then start moving, and the battery can be (continued) charged via the energy supply system while driving.

[0087] The battery can be charged using inexpensive compressed air and, if the compressed air is generated using renewable energy sources, is also ecologically sustainable and CO2-neutral.

[0088] In addition, compressed air generated during the journey (via the airstream supply) can be used to either fill the gas tank(s) and / or charge the battery, which further reduces the travel costs per distance travelled.

[0089] Another advantage is that it is very easy and cost-effective to provide a compressed air infrastructure or use an existing one. Combined with a high-performance charging station, this allows a large portion of the battery to be charged via the charging station in just a few minutes. The gas tanks can also be filled, which then continues to charge the battery while the vehicle is already moving again. This minimizes charging time over long distances, eliminating the time penalty compared to refueling a vehicle with a combustion engine.

[0090] The invention is not limited to the described embodiment. In particular, features described in the embodiment, as well as other refinements and developments of the invention described elsewhere, can be combined with one another, provided they do not reasonably exclude one another. Even if the above embodiment is directed to a compressed air tank and the corresponding use of compressed air, another fluid can also be used for pneumatic propulsion. For example, instead of compressed air, another compressed gas can be stored in a corresponding gas tank. Furthermore, the number of air flow, supply air, and supply air branch ducts is not limited to the number specified in the respective embodiment, but can be adapted to the vehicle and / or flow requirements.Even if a straight line of the aforementioned channels offers advantages from a flow engineering perspective, deviations can arise depending on vehicle-specific installation restrictions, but these do not affect the overall function. The channels can also be put together from sections, for example to be installed at least partially in a vehicle door, whereby a continuous channel is then formed when driving or when the door is closed. In one embodiment, a design of the drive unit can be provided that is based purely on flow air. In this case, the gas tanks can be omitted. This can be advantageous when there is limited space for accommodating a gas tank, such as in small vehicles. According to a further variant, the energy generation can be divided into a purely flow-based design using the expansion or compression elements.A flow turbine, and a purely compressed air-based version can be implemented using the compressed air motor and generator. For very large vehicles, such as a truck, with extreme air resistance, the flow turbine unit can be installed in the tractor unit, and the compressed air motor and generator unit can be installed under the loading area of ​​the trailer. According to a further embodiment, a direct connection of the exhaust air duct 21 to a vehicle exterior and a flow-enhancing, semi-covered outlet opening can be provided. In this case, the air flow duct 15 can be omitted. List of reference symbols 1 air flow channel 2 supply air ducts 3 supply air secondary duct 4 supply air secondary duct 5 Supply air secondary duct 6 Vehicle display device 7 Cable connection (signal line) 8 Control device 9 Cable connection (signal line) 10 Supply air secondary duct 11 Supply air secondary duct 12 Supply air secondary duct 13 Supply air duct 14 Air intake device 15 Air flow channel 15.1 Slide valve (supply air control element) 15.2 Slide valve (supply air control element) 15.3 Supply air discharge duct 15.4 Slide valve (supply air control element) 16 Air inlet opening 16.1 Air outlet opening 16.2 Grid and filter unit 19 second gas inlet (gas inlet) 20 drive unit 20.1 Cable connection (electrical line) 20.2 Converter 20.3 Gas outlet 20.4 first gas inlet (gas inlet) 20.5 Generator unit 20.6 Generator output 20.7 Cable connection 21 Exhaust air duct 22 Shut-off valve 23 Line 23.1 Compressed air limiter (pressure limiter) 24 Compressed air tank (gas tank) 24.1 Compressed air sensor (pressure sensor) 25 vehicle battery 26 Tank nozzle (gas supply device) 27 Pressure relief valve 28 High-pressure line (gas line) 29 Compressed air tank (gas tank) 29.5 Compressed air sensor (pressure sensor) 30 pressure relief valve

Claims

[1] Energy supply system for a vehicle battery (25), comprising: at least one power supply unit (20, 20.5) comprising at least one drive unit (20) and at least one generator unit (20.5), wherein the generator unit (20.5) is operationally connected or connectable to the at least one drive unit (20) in order to drive the generator unit (20.5) to generate electrical energy, wherein which has at least one energy supply unit (20, 20.5), at least one gas inlet (19, 20.4) to pneumatically drive the drive unit (20), and at least one gas outlet (20.3), characterized by , that the energy supply system has at least a first gas inlet (20.4) and a second gas inlet (19), wherein at least one gas tank (24, 29) is connected to at least the first gas inlet (20.4), and at least one air supply duct (2, 13) of the energy supply system, which is operationally connected or connectable to at least one gas inlet (19, 20.4), is operationally connected or connectable to at least the second gas inlet (19). [2] Energy supply system for a vehicle battery (25), comprising: at least one power supply unit (20, 20.5) comprising at least one drive unit (20) and at least one generator unit (20.5), wherein the generator unit (20.5) is operationally connected or connectable to the at least one drive unit (20) in order to drive the generator unit (20.5) to generate electrical energy, wherein which has at least one energy supply unit (20, 20.5), at least one gas inlet (19, 20.4) to pneumatically drive the drive unit (20), and at least one gas outlet (20.3), characterized by , that the energy supply system has at least one airflow duct (1, 15) which is operationally connected or connectable to the at least one gas outlet (20.3) and / or to at least one supply air duct (2, 13) of the energy supply system, which is operationally connected or connectable to the at least one gas inlet (19, 20.4). [3] Energy supply system for a vehicle battery (25), comprising: at least one power supply unit (20, 20.5) comprising at least one drive unit (20) and at least one generator unit (20.5), wherein the generator unit (20.5) is operationally connected or connectable to the at least one drive unit (20) in order to drive the generator unit (20.5) to generate electrical energy, wherein which has at least one energy supply unit (20, 20.5), at least one gas inlet (19, 20.4) to pneumatically drive the drive unit (20), and at least one gas outlet (20.3), and at least one air supply duct (2, 13) which is operationally connected or connectable to at least one gas inlet (19, 20.4), characterized by , that which has at least one supply air duct (2, 13) and at least one supply air control element (15.1, 15.2, 15.4) via which the supply air flow to the at least one gas inlet (19, 20.4) and / or to at least one air flow duct (1, 15) of the energy supply system, which is operationally connected or connectable to the at least one gas outlet (20.3) and / or to the at least one supply air duct (2, 13), can be controlled. [4] Energy supply system for a vehicle battery (25), comprising: at least one power supply unit (20, 20.5) comprising at least one drive unit (20) and at least one generator unit (20.5), wherein the generator unit (20.5) is operationally connected or connectable to the at least one drive unit (20) in order to drive the generator unit (20.5) to generate electrical energy, wherein which has at least one energy supply unit (20, 20.5), at least one gas inlet (19, 20.4) to pneumatically drive the drive unit (20), and at least one gas outlet (20.3), characterized by , that which has at least one gas inlet (19, 20.4), at least one supply air duct (2, 13) of the energy supply system, which is operationally connected or connectable to the at least one gas inlet (19, 20.4), and / or at least one air flow duct (1, 15), which is operationally connected or connectable to the at least one gas outlet (20.3) and / or to the at least one supply air duct (2, 13), or which has or has or is designed accordingly, at least one air inlet device (14) as at least one openable and closable cover, a grille and / or a filter (16.2). [5] Energy supply system according to one of the preceding claims, wherein the at least one drive unit (20) is designed as an expansion turbine or as a compressed air motor or has at least an expansion turbine or at least a compressed air motor. [6] Energy supply system according to one of the preceding claims, wherein the generator unit (20.5) has a generator output (20.6) for forwarding the generated electrical energy, which is operationally connected or connectable to a converter (20.2) via an electrical line (20.1). [7] Energy supply system according to one of the preceding claims, wherein the at least one gas tank (24, 29) has a compressed air tank which is operationally connected or connectable to the at least one gas inlet (19, 20.4). [8] Energy supply system according to claim 7, wherein the at least one gas tank (24, 29) has at least one pressure relief valve (27, 30). [9] Energy supply system according to claim 7 or 8, wherein the at least one gas tank (24, 29) is operationally connected or connectable to the at least one gas inlet (19, 20.4) via at least one shut-off valve (22) and / or at least one pressure limiter (23.1), wherein, in particular in the case of the at least one shut-off valve (22) and the at least one pressure limiter (23.1), the at least one pressure limiter (23.1) is located upstream of the at least one shut-off valve (22) in a flow direction from the at least one gas tank (24, 29) towards the at least one gas inlet (19, 20.4). [10] Energy supply system according to one of the preceding claims, wherein the energy supply system has at least one supply air by-channel (3, 4, 5, 10, 11, 12) which is operationally connected or connectable to the at least one supply air channel (2, 13), wherein the at least one supply air channel (2, 13) and the at least one supply air by-channel (3, 4, 5, 10, 11, 12) are configured such that a flow velocity in the area of ​​the connection with the at least one supply air by-channel (3, 4, 5, 10, 11, 12) in the at least one supply air channel (2, 13) is greater than in the at least one supply air by-channel (3, 4, 5, 10, 11, 12). [11] Battery system for a vehicle, comprising a power supply system according to one of the preceding claims and at least one vehicle battery (25), wherein the generator output (20.6) of the power supply system is operationally connected or connectable to the at least one vehicle battery (25). [12] Vehicle with a battery system according to claim 11. [13] Vehicle according to claim 12, wherein the at least one supply air duct (2, 13), the at least one supply air secondary duct (3, 4, 5, 10, 11, 12) according to claim 10 and / or the at least one air flow duct (1, 15) according to one of claims 1, 3 or 4 have at least one air inlet opening (16) which is at least partially, preferably at least predominantly, open towards the front of the vehicle, and wherein the respective air flow duct (1, 15) extends from there towards the rear of the vehicle. [14] Vehicle according to claim 12 or 13, wherein the vehicle has at least one gas supply device (26) through which gas, in particular compressed air, can be introduced into the at least one gas tank (24, 29) according to one of claims 1, 7, 8 or 9. [15] Vehicle according to one of claims 12 to 14, wherein the at least one gas tank (24, 29) according to one of claims 1, 7, 8 or 9 and / or the at least one gas supply device (26) according to claim 14 have at least one pressure sensor (24.1, 29.5), wherein the detected pressure can be transmitted in signal form to a vehicle display device (6) and / or a control device (7). [16] Vehicle according to any one of claims 12 to 15, wherein the control device (7) according to claim 15 or another control device is configured to control the operation of the battery system depending on the state of charge of the vehicle battery (25), the pressure detected via the at least one pressure sensor (24.1, 29.5) according to claim 15 and / or vehicle operation. [17] Method for operating a battery system according to claim 11 or a vehicle according to any one of claims 12 to 16, wherein the vehicle battery (25) is charged depending on the state of charge of the vehicle battery (25), the pressure detected via the at least one pressure sensor (24.1, 29.5) according to claim 15 and / or vehicle operation. [18] Method according to claim 17, wherein the vehicle battery is charged by the energy supply system according to the preceding claims 1 to 10 while driving.

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