Fuel coupling, fueling system, control system and fueling procedure

Abstract

The invention relates to a tank coupling K for connecting and disconnecting a refueling line to / from a vehicle-side tank nipple 80, in particular for refueling a vehicle with gases, preferably hydrogen, comprising a filling nozzle 10, including a sliding sleeve 11 for opening a locking connection of the filling nozzle 10 on the vehicle-side tank nipple 80, and comprising a fluid passage for conveying the gas through the filling nozzle 10, and comprising a coupling sensor for detecting a connection state of the filling nozzle 10 on the vehicle-side tank nipple 80 and for generating a signal based on this connection state, and comprising a pressure-independent, electrically operated locking mechanism 30 for locking and releasing the filling nozzle 10 on the vehicle-side tank nipple 80. The invention further relates to a refueling system, a control system, and a refueling method using this tank coupling K.

Description

Technical area

[0001] The present invention relates to the technical field of refueling technology and in particular to a tank coupling according to claim 1, a refueling system according to claim 12, a control system according to claim 19, a refueling method according to claim 28 and a preferred use of said control system for carrying out the refueling method. State of the art

[0002] The current state of the art in refueling systems exclusively involves mechanical solutions. With the market introduction of gas, especially hydrogen (H2), fueled trucks and other heavy-duty vehicles, the gas refueling market faces the challenge of refueling large-volume tanks in a short time. To achieve this, filling stations must be developed and built that can, for example, provide large quantities of frozen hydrogen in a short time. This also means that average hydrogen throughputs during refueling must increase significantly.

[0003] To accommodate a higher flow rate, the functional components at the gas station must be designed for a larger nominal diameter to minimize the pressure losses caused by the higher flow rate. In the case of a refueling device, this means, among other things, that a nominal diameter of greater than 8 mm is required.

[0004] Since current technical standards allow for the operation of vehicles with a nominal operating pressure of 7.00 × 10 7< N / m2 (700 bar), all functional components at the filling station must be designed for an operating pressure of up to 9.62 × 10 7< N / m2 (962 bar) in order to refuel all vehicles that comply with the standard. This, in turn, means that all seals within a refueling device must withstand this increased pressure, exceeding the current pressure of 4.20 × 10 7< N / m2 (430 bar), at a larger diameter.

[0005] Since the basic design of known tank couplings includes, among other things, dynamic seals that are moved under pressure, this situation represents a particularly outstanding requirement. In known product types, these dynamic seals that operate under pressure fulfill functions such as ensuring external tightness, enabling a mass flow (flow), blocking the mass flow (flow) and locking the coupling, depending on the installation situation.

[0006] In addition, the technical standards stipulate requirements for the ability to connect and lock fuel couplings. For example, a Type C fuel coupling must not be lockable if the residual pressure in the line exceeds 10 bar. However, any coupling must be connectable if the residual pressure in the line is less than 5 bar. To meet this requirement, any pressure signal must be translated into a mechanical signal in such a way that the movement of the fuel coupling's switching mechanism can be locked or unlocked depending on the pressure level. Furthermore, it must be prevented that the fuel coupling pops off the fuel nipple under pressure due to incorrect operation by the user.

[0007] A dynamic sealing concept that is capable of continuous operation at such a pressure level is currently not known. Object of the invention

[0008] It is an object of the invention to solve the above problems and to enable fast, reliable and safe refueling of large-volume vehicle tanks with gases, in particular with hydrogen, which is structurally simple and can be implemented cost-effectively. Solution to the task

[0009] The above object is firstly achieved by a tank coupling according to claim 1, for connecting and disconnecting a refueling line to / from a vehicle-side tank nipple, in particular for refueling a vehicle with gases, preferably with hydrogen, with a filler neck, comprising a sliding sleeve for opening (two-handed push-pull coupling) a locking connection of the filler neck on the vehicle-side tank nipple, and comprising a fluid passage for conducting the gas through the filler neck, and with a coupling sensor for detecting a connection state of the filler neck on the vehicle-side tank nipple and for generating a signal based on this connection state, and with a pressure-independent electrically operable lock for locking and releasing the filler neck on the vehicle-side tank nipple.The filler neck is understood to be the part of the tank coupling that encompasses and at least partially accommodates the tank nipple when the tank coupling is connected.

[0010] A key feature of the fuel coupling according to the invention is that its locking mechanism functions independently of pressure. This is because it features electrically controllable functional components that can be controlled depending on a signal provided, for example, by the petrol station, so that the operator can only connect and disconnect (disconnect) the fuel nipple within a predefined lower and upper pressure limit in the supply line of the fuel coupling. In order to fulfill the above-mentioned functions without having to rely on dynamically loaded seal sets, these are relocated to the outside, thus eliminating the need for dynamically operating seals. This results in a particularly simple fuel coupling design that also operates reliably and safely and is cost-effective to implement. Preferred embodiments of the tank coupling according to the invention

[0011] Preferred embodiments of the tank coupling according to the invention are specified in the subclaims.

[0012] In a first preferred embodiment of the tank coupling according to the invention, it is provided that the electrically operable locking device comprises an SMA (Shape Memory Alloy) actuator, an electric micromotor or a magnetic drive for locking and releasing the filler neck on the vehicle-side tank nipple, thus providing a particularly simple and reliable implementation of the drive of the locking device.

[0013] In a second preferred embodiment of the tank coupling according to the invention, it is provided that a locking pin can be moved by means of the SMA (Shape Memory Alloy) actuator, the electric micromotor or the magnetic drive, which locking pin is connected to a pivoting bolt which can be brought into abutment against the sliding sleeve, whereby the locking mechanism is securely engaged.

[0014] In a further preferred embodiment of the tank coupling according to the invention, it is provided that the pivoting bolt can be brought into abutment against a driver of the sliding sleeve, whereby a structurally particularly simple fixing of the locking device is possible.

[0015] In a further preferred embodiment of the tank coupling according to the invention, it is provided that the driver can be held in a U-shaped receptacle when the pivot bolt is in a stop against it, whereby the driver is secured against slipping in the circumferential direction.

[0016] In a further preferred embodiment of the tank coupling according to the invention, it is provided that the locking pin has a circumferential shoulder for detecting a locking state, thus creating the basic possibility of monitoring the locking state.

[0017] In a further preferred embodiment of the tank coupling according to the invention, a locking sensor is provided for detecting a locking state of the filler neck on the vehicle-side tank nipple and for generating a signal based on this locking state, thus providing security through knowledge of the locking state and consequently preventing malfunction.

[0018] In a further preferred embodiment of the tank coupling according to the invention, it is provided that the coupling sensor engages in a radially inner, one-sided chamfered recess of the sliding sleeve, thus enabling a structurally simple and reliable sensing of the coupling state.

[0019] In a further preferred embodiment of the fuel coupling according to the invention, a distance sensor is provided for detecting the removal status of the filler neck of a dispenser at a gas station and for generating a signal based on this removal status. This can, for example, consist of a sensor on the fuel coupling, preferably on its handle, for communication with a permanent magnet on the gas station. Due to the functional integration of a sensor on the fuel coupling, a gas station-side sensor is thus no longer necessary. However, a functional solution also basically consists in attaching the permanent magnet to the fuel coupling and the permanent magnet to the dispenser.

[0020] In a further preferred embodiment of the tank coupling according to the invention, a data interface, in particular an exchangeable data interface, is provided for transmitting information to a vehicle or a dispenser and / or for receiving information from a vehicle or a dispenser, which makes it possible, for example, to determine the required refueling gas and / or to detect the fill level.

[0021] In a further preferred embodiment of the tank coupling according to the invention, a gas displacement (purge) system is provided for introducing an inert gas into the region of holding elements of the filler neck, which results in increased safety by protecting the electrical functional components, sensors and / or actuators.

[0022] The above object is also achieved by a refueling system for vehicles with gases according to claim 12, preferably with hydrogen, with a tank coupling as described above, with a pressure sensor for detecting a pressure in the tank coupling and for generating a signal based on the pressure, and with at least one electrically operable refueling valve for opening and closing the fluid passage for refueling a vehicle.

[0023] A key feature of the refueling system according to the invention is that both the pressure sensor and the electrically operated refueling valve do not necessarily have to be integrated into the fuel coupling itself, but can be provided, for example, at the filling station or completely independently of both. This would make it possible to realize a particularly simply constructed fuel coupling that can be used based on a pressure measurement at the filling station to determine the connection and disconnection of the fuel coupling at the tank nipple and by opening and closing the electrically operated, upstream refueling valve at the filling station. Preferred embodiments of the refueling system according to the invention

[0024] Preferred embodiments of the refueling system according to the invention are specified in the subclaims.

[0025] In a first preferred embodiment of the refueling system according to the invention, it is provided that the electrically operated refueling valve is adjustable by means of an SMA (Shape Memory Alloy) actuator, an electric motor, or a magnetic drive, which enables a structurally simple and reliable implementation of the valve drive. The SMA consists of a shape memory alloy (Ni-Ti alloy) that behaves similarly to a bimetal, changing its structure when the temperature changes. A shape memory alloy can also be heated, for example, by applying an operating voltage. However, it has the relative advantage of a very high power density, meaning that very strong forces can be generated with comparatively low electrical consumption.

[0026] In a second preferred embodiment of the refueling system according to the invention, the SMA (Shape Memory Alloy) actuator, the electric motor, or the magnetic drive can be electrically contacted via a GTMS (Glass to Metal Seal) cable feedthrough. This allows the aforementioned functional components to be spatially integrated into a refueling system without the need for additional seals that would shield them from high pressures. In other words, a pressure-independent power supply is possible, which is easy to implement because no dynamic seals are required.

[0027] In a further preferred embodiment of the refueling system according to the invention, the electrically operated refueling valve is a 2-port / 2-switching-position valve that opens or closes a fluid passage for refueling depending on the position. This represents the simplest design of the refueling valve, allowing the fluid passage to be opened and closed. A 2-port / 2-switching-position valve can be provided, particularly if the gas station provides a separate vent line.

[0028] In a further preferred embodiment of the refueling system according to the invention, the electrically operated refueling valve is a 3-port / 2-switching-position valve that, depending on the position, opens a fluid passage for refueling and closes a fluid passage for venting the tank coupling, and vice versa. This provides a dual function of the refueling valve, which does not require an additional fluid passage for venting, either installed at the filling station or the tank coupling.

[0029] In a further preferred embodiment of the refueling system according to the invention, it is provided that the tank coupling and the electrically operated refueling valve form a common assembly, thus providing a particularly high level of functional integration in the tank coupling itself, which no longer requires integration of the electrically operated refueling valve at the filling station.

[0030] In a further preferred embodiment of the refueling system according to the invention, the tank coupling and the pressure sensor form a common assembly. This also results in a particularly high level of functional integration within the tank coupling, eliminating the need for integration of the pressure sensor at the gas station.

[0031] The above object is also achieved by a control system according to claim 19 for a refueling system described above for refueling vehicles with gases, preferably with hydrogen, with a control unit designed to receive and process signals from the distance sensor, the coupling sensor and the pressure sensor, and to send signals to the lock and the refueling valve based on a processing result of the signals received from the distance sensor and the coupling sensor.

[0032] A key aspect of the control system according to the invention is that it ensures simple coordination of individual functional components of the refueling system with regard to efficiency, reliability, and safety. The ability to query and control all functional components electrically throughout allows, in particular, high flow rates at high pressure without dynamic seals that have to move under this pressure. The control unit preferably has a communication interface based on an I2C (Inter-Integrated-Circuit) bus in order to exchange data with the filling station on the one hand and with the electronic functional components on the refueling system side on the other. The control unit can be integrated into the tank coupling side or the filling station side, or can be designed independently of both. However, it should preferably be integrated into the handle of the tank coupling in order to be protected against any type of mechanical damage. Preferred embodiments of the control system

[0033] Preferred embodiments of the control system according to the invention are specified in the subclaims.

[0034] In a first preferred embodiment of the control system according to the invention, it is provided that the control unit is further configured to send signals to a filling station and to receive and process signals from the filling station, in particular to signal a coupling state and / or locking state of the filler neck on a vehicle-mounted refueling nipple, to signal a start and / or stop of refueling, to signal an error message, and / or to receive and process confirmation, control, and pressure signals from the filling station. This allows functional components on the filling station side to be integrated into the refueling system, which, for example, control the pressure buildup and reduction in the fluid passage in such a way that pressure-free connection and disconnection of the filler neck on a vehicle-mounted refueling nipple is possible.The tank coupling itself can therefore be constructed much more simply, as it does not need to include a pressure sensor and / or an electrically operated refueling valve.

[0035] In a second preferred embodiment of the control system according to the invention, the control unit is configured to receive and process a control signal from the gas station and, based on a processing result, to activate the locking and releasing of the fuel coupling to / from the vehicle-mounted fuel nipple, and to transmit the locking status to the gas station. This also allows the fuel coupling to lock to a vehicle-mounted fuel nipple at the gas station without requiring specific sensors in the fuel coupling itself.

[0036] In a further preferred embodiment of the control system according to the invention, a visual and / or acoustic display is provided, electrically connected to the control unit, to which an operating state of the refueling system can be signaled. Since this operating state is recognizable to a user of the refueling system at any time, incorrect operation is unlikely, which increases reliability and safety. The visual display can also include pictograms that explain how to continue the refueling process.

[0037] In a further preferred embodiment of the control system according to the invention, an operating element, in particular a pushbutton, is provided electrically connected to the control unit, via which a refueling request can be signaled to the control system. Additional user monitoring provides a special level of safety compared to a fully automatic refueling process alone.

[0038] In a further preferred embodiment of the control system according to the invention, the operating element and the display are designed integrally with one another, and in particular consist of a pushbutton that illuminates in different colors depending on the system status of the control system. This achieves particularly eye-catching signaling and operation, which, in particular, allows for rapid detection of the system status.

[0039] In a further preferred embodiment of the control system according to the invention, it is provided that the control unit is designed to continuously check a distance state and / or a connection state and / or a locking state of the filler neck based on signals received by the control unit, whereby special security against malfunctions during ongoing refueling operations, in particular against the failure of sensors, is achieved, and thus a malfunction is excluded.

[0040] In a further preferred embodiment of the control system according to the invention, it is provided that the control unit, based on the check result, is designed to abort a refueling by signaling a closing of the refueling valve, thus providing a special fail-safe security by deviating from a target system state.

[0041] In a further preferred embodiment of the control system according to the invention, the control unit is integrated into the refueling system on the gas station side or the fuel coupling side, allowing for flexible arrangement. In principle, however, it can also be implemented completely separately, for example, if multiple fuel couplings and / or dispensers are to be controlled by it. The control unit can be implemented as a computer-based system with a main processor, a working memory, a program and data memory, and one or more input and output interfaces.

[0042] The above object is also achieved by a refueling method according to claim 28 for controlling the refueling of vehicles with gases, preferably with hydrogen, with a control system as described above, in which

[0043] in one step, the control unit for controlling refuelling is put into a standby state (energised) when the fuel coupling for refuelling vehicles is removed from a dispenser at a petrol station and / or the filler neck is subsequently attached to a vehicle-side tank nipple,

[0044] in one step, a locking mechanism of the filler neck for locking the tank coupling to the vehicle-side tank nipple is activated by the control unit after the tank coupling has been removed from the dispenser at the petrol station and the filler neck has been placed on the vehicle-side tank nipple,

[0045] in one step, a refueling valve is activated by the control unit to open a fluid passage for refueling a vehicle when the control unit is signaled that the filler neck on the vehicle-side tank nipple is locked,

[0046] in one step, the control unit activates the refueling valve to close the fluid passage for refueling a vehicle when the control unit is signaled that the refueling process is finished,

[0047] in one step, the locking of the filler neck is activated by the control unit to release the tank coupling from the vehicle-side tank nipple when the control unit is signaled that the fluid passage for venting the tank coupling is open.

[0048] An essential point of the refueling process according to the invention is to ensure reliable and safe refueling with only a few process steps, despite high pressure and high flow. Preferred embodiments of the refueling process

[0049] Preferred embodiments of the refueling method according to the invention are specified in the subclaims.

[0050] In a first preferred embodiment of the refueling method according to the invention, it is provided that, in one step, the control unit activates the refueling valve to open a fluid passage for venting the tank coupling when the control unit is signaled that the refueling process is complete. This ensures automatic venting of the tank coupling after refueling for its safe removal from the vehicle-mounted tank nipple.

[0051] In a second preferred embodiment of the refueling method according to the invention, it is provided that the control unit checks whether a connection state and / or a locking state of the filler neck on the vehicle-side tank nipple can be electrically detected, thus providing security against malfunction, for example due to failure of the sensors.

[0052] In a further preferred embodiment of the refueling method according to the invention, the locking mechanism of the filler neck on the vehicle-mounted tank nipple is positively locked and monitored by sensors when the refueling valve is open. The refueling valve is activated by the control unit to close the fluid passage for refueling when the control unit receives a signal that the filler neck is not or no longer properly locked. This provides special safety by continuously monitoring the locking mechanism and stopping the refueling process if the locking state does not correspond to the desired operating state.

[0053] In a further preferred embodiment of the refueling method according to the invention, the control unit activates the refueling valve to close the fluid passage for refueling when the control unit receives a signal from a user or a pressure or fill level sensor that refueling should be stopped. In the event of premature termination or when the tank is full, refueling can thus be stopped individually or automatically.

[0054] In a further preferred embodiment of the refueling method according to the invention, the control unit communicates with the dispenser of a gas station in order to detect the withdrawal status of the fuel coupling from the dispenser. Because withdrawal can be detected on the dispenser side and signaled to the fuel coupling, a withdrawal sensor on the fuel coupling is no longer necessary. For example, a simple permanent magnet, whose distance can be detected by a sensor on the dispenser side, would suffice.

[0055] In a further preferred embodiment of the refueling method according to the invention, the control unit is placed in a standby state (no power supply) when the dispenser does not signal the removal of the refueling coupling. This enables a standby mode of the control unit, which consumes little power.

[0056] Due to the particular suitability of the control system described above for controlling the refueling system described above at high pressure and high flow, it should preferably be used to carry out the refueling process described here. The refueling process can be implemented as an executable program in the control unit of the control system.

[0057] It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own without departing from the scope of the present invention. Short description of the characters

[0058] In the following, a tank coupling according to the invention in conjunction with a control system according to the invention and a refueling method according to the invention will be explained in more detail with reference to the accompanying figures. Like reference numerals denote like or functionally identical components. They show: Figure 1 shows a schematic functional diagram of a refueling system according to the invention, which comprises a tank coupling, as well as an associated control system; Figure 2 shows a longitudinal section view of a highly integrated tank coupling K according to the invention; Figure 3 shows a longitudinal section view of the tank coupling according to the invention of the Figure 2 with a locking mechanism; Figure 4a a longitudinal section of the tank coupling according to the invention of the Figure 2 in the unconnected state; Figure 4b shows a longitudinal section of the tank coupling according to the invention of Figure 4awhen plugging onto the vehicle-side tank nipple; Figure 4c a longitudinal section of the tank coupling according to the invention of the Figure 4a when opening the fluid passage of the filler neck; Figure 4 shows a longitudinal section of the tank coupling according to the invention of Figure 4a with the fluid passage of the filler neck fully open; Figure 4e a longitudinal section of the tank coupling according to the invention of the Figure 4a in the locked state on the vehicle-side tank nipple; Figure 4 fine longitudinal section of the tank coupling according to the invention of the Figure 4a when locking onto the vehicle-side tank nipple; Figure 4g shows a longitudinal section of the tank coupling according to the invention of the Figure 4a in the locked state on the vehicle-side tank nipple; Figure 4 shows a longitudinal section of the tank coupling according to the invention of the Figure 4a with closed locking mechanism; Figure 4 is a longitudinal section of the tank coupling according to the invention of Figure 4ain refueling position; Figure 4j a longitudinal section of the tank coupling according to the invention of the Figure 4a after opening the lock; Figure 4 no longitudinal section view of the tank coupling according to the invention of the Figure 4a when unlocking the vehicle-side tank nipple; Figure 41 a longitudinal section of the tank coupling according to the invention of the Figure 4a when closing the fluid passage of the filler neck; Figure 4 shows a longitudinal section of the tank coupling according to the invention of Figure 4a with the fluid passage of the filler neck completely closed; Figure 4n a longitudinal section of the tank coupling according to the invention of the Figure 2when being pulled off the vehicle-side tank nipple; Figure 5a shows a schematic cross-sectional view of a first type of main valve in a refueling system according to the invention; Figure 5b shows a schematic cross-sectional view of a second type of main valve in a refueling system according to the invention; Figure 5c shows a schematic cross-sectional view of a third type of main valve in a refueling system according to the invention; Figure 5d shows a schematic cross-sectional view of a fourth type of main valve in a refueling system according to the invention; Figure 5e shows a schematic cross-sectional view of a fifth type of main valve in a refueling system according to the invention, and Figure 6 shows the sequence of an inventive refueling method for a tank coupling according to the invention.

[0059] The Figure 1shows a schematic functional diagram of a refueling system B according to the invention, which comprises a tank coupling K, as well as an associated control system S. In general, electromechanical or magnetic functional components are implemented to operate such a refueling system, which enable a magnetic drive to open and close a servo-controlled main valve, which blocks or releases a mass flow.

[0060] The tank coupling K comprises a filler neck 10 with a coupling sensor 20, which enables the filler neck 10 to be placed on a vehicle-side tank nipple 80 (shown in Figure 2) is signaled. The filler neck is locked to the tank nipple via a lock 30, whereby a refueling valve 40 of the refueling system B can open a fluid passage 41 passing through this. A distance sensor 50 arranged on the dispenser of a petrol station T initially signals removal of the tank coupling K via a communication link 51 to the control system S. If the secure locking of the filler neck 10 is signaled by a locking sensor 60, an electromechanical drive, here an SMA actuator 70 of the refueling valve 40, which is controlled by the control system S via an electrical line 101, comes into action and opens the fluid passage 41' for refueling.

[0061] The connection of the filler neck 10 to the vehicle's own tank nipple is signaled by the coupling sensor 20 and the locking sensor 60 to the control system S via electrical lines 101. For this purpose, the control system S has a control unit 100 configured to receive, process, and output signals. Upon removal of the tank coupling K, a power supply U of the control unit 100 is switched on, and the opening of the refueling valve 40 is activated via an electrical line 101.

[0062] A display 110, electrically connected to the control unit 100, indicates the refueling status, for example, visually through a light source illuminated in different colors. A control element 120, also electrically connected to the control unit 100, can be used to influence the start and end of the refueling process by user operation. Only when a pressure sensor 52 finally signals that the fuel coupling is depressurized again can the lock 30 be opened. In detail, refueling proceeds as follows.

[0063] First, the user removes the fuel coupling K from a holder on the dispenser. The removal sensor 50 is a proximity or contact switch on the fuel coupling holder, which registers its removal and puts the gas station into standby mode. The gas station T then transmits a signal to the control unit 100 of the fuel coupling K, putting it into standby mode, which energizes it. The control unit 100 checks whether the coupling sensor 20 and the locking sensor 60, as well as an electromechanical locking mechanism, here the locking mechanism 30, are electrically responsive. If so, the control unit 100 switches the optical display 110 to "yellow" (ready to refuel).

[0064] The user then connects the tank coupling K to the tank nipple. The filler neck 10 locks mechanically, particularly by a collet or ball-and-socket system. If the mechanical locking process is performed correctly, the coupling sensor 20 signals the control unit 100 that the tank coupling K is correctly connected. The control unit 100 then switches the optical indicator 110 to "green" (ready to refuel). The operator then actuates the control element 120, here a pressure switch, and the control unit 100 activates the locking mechanism 30, so that the tank coupling K can no longer be removed from the tank nipple by the user.

[0065] The control unit 100 continuously monitors, using the locking sensor 60, whether the lock 30 is in the closed position. If a feedback signal from the locking sensor 60 is present, the control unit 100 energizes an electromechanical drive, here an SMA actuator 70, which opens the fluid passage for refueling 41' (refueling line) and blocks the fluid passage 41" for venting (vent line) at the refueling valve 40, here a 3-port / 2-position valve. The control unit 100 then reports to the gas station T via a communication link 51 that the refueling process can begin.

[0066] Gas station T performs the refueling process in accordance with applicable international standards, and control unit 100 switches optical indicator 110 to "blue" (refueling process in progress). The user can terminate the refueling process at any time by pressing push button 120 again. In this case, control unit 100 registers the aborted process and sends an "off" signal to gas station T.

[0067] Gas station T then stops the refueling process, and at the same time, control unit 100 interrupts the power supply to electromagnetic drive 70. The refueling valve 40 returns to its normal position, blocking refueling line 41' and releasing vent line 41". As soon as the residual pressure in the supply line falls below 5 bar, gas station T signals control unit 100 that electromechanical locking device 30 can be deactivated. Control unit 100 then interrupts the power supply to electromechanical locking device 30, and after a waiting time of approximately 5 seconds, sets optical indicator 110 to "red" (end refueling, hang up fuel coupling). The user then unlocks filler neck 10 from the tank nipple and re-hangs fuel coupling K in the holder. Gas station T registers the presence of fuel coupling K in the holder and successfully completes the refueling process.The control unit 100 finally switches the optical display to "green" (ready for operation).

[0068] If the user does not abort the refueling process prematurely, the filling station T continues the refueling process until the final refueling pressure is reached in the vehicle according to the vehicle pressure class, which is detected and signaled by the pressure sensor 52. As soon as the refueling process is completed, the filling station T notifies the control unit 100 that it has ended. The control unit 100 interrupts the power supply to the electromagnetic drive 70, and the steps of the previous paragraph follow.

[0069] In the illustrated refueling system B of the Figure 1It should be emphasized that all of the functional components included therein can be integrated into the filler neck 10, thus forming a single component, namely the filler neck 10. This would mean that not only the locking mechanism 30, the coupling sensor 20, the locking sensor 60, and the pressure sensor 52 would be integrated into the filler neck 10, but also the electromechanical drive 70 and the refueling valve 40. The entire refueling system B would thus be represented in the filler neck, resulting in a highly functional filler neck that requires hardly any additional functional components.

[0070] This is all the more true since the control unit 100 can also be incorporated into the filler neck 10 itself, eliminating the need for station-side devices for operating such a filler neck 10. This would be the case, for example, if the distance sensor 50 were also integrated into the filler neck, and the gas station would only need to provide a permanent magnet that is detected by the distance sensor.

[0071] Nevertheless, the refueling system B can also be designed such that the refueling valve 40 together with the electromechanical drive 70 are located at any other suitable location, preferably in a dispenser of the petrol station T. The same applies to the control system S, which can be located at a suitable location completely independently of the refueling system B or the petrol station T, but preferably also in a dispenser of the petrol station T, or at another central location if, for example, several tank couplings F and / or dispensers are to be controlled by it.

[0072] This results in an extremely flexible integration and arrangement of functional components that can be adapted to each specific application. However, the preferred solution is a highly integrated filler neck that requires no or as few additional functional components as possible at the filling station.

[0073] The Figure 2shows a longitudinal section through a highly integrated tank coupling K according to the invention. In this tank coupling K, a coupling valve is arranged in the fluid passage 41 of the filler neck 10, which opens this fluid passage 41 by moving to the right for refueling. A sliding sleeve 11 is movable in the longitudinal direction of the filler neck 10. The sliding sleeve 11 snaps spring-driven toward the tank nipple 80 when the filler neck 10 is plugged onto it. This is because the sliding sleeve 11 is connected via a rotating, pin-shaped driver 13 to an internal clamping sleeve 14, which is released when the filler neck 10 is plugged on. This allows a spring sleeve 15 to be pushed to the right, releasing securing elements, such as balls, that lock the clamping sleeve 11.During the snap-action movement directed toward the tank nipple 80, the clamping sleeve 14 allows the retaining elements 12 to engage radially inward into a circumferential groove 81 on the tank nipple 80 and simultaneously blocks them from slipping out. The coupling sensor 20, which is designed here as a push-button switch, engages in a recess 21 of the sliding sleeve 11 to signal the coupled state of the filler neck 10 to the control unit 100 via an electrical line 101.

[0074] When the filler neck 10 is disconnected from the tank nipple 80, the sliding sleeve 11 must be retracted away from the tank nipple 80 in order to release the connection created above between the tank coupling K and the tank nipple 80. This is because the clamping sleeve 14 allows the retaining elements 12 to deflect radially outward again, releasing the filler neck 10. At the same time, the clamping sleeve 14 and thus also the sliding sleeve 11 can be locked again by the locking elements, since the spring sleeve 15 has been moved back to the left. The concept of such a coupling is also called push-pull and requires two-handed operation of the tank coupling K.

[0075] The internal control unit 100, which is designed to receive, process, and output signals, is arranged in a handle area 19 of the fuel coupling K. When the fuel coupling K is removed, a power supply U of the control unit 100 is switched on, and the opening of the refueling valve 40 is activated. A combined display and control element 110, 120, electrically connected to the control unit 100, indicates a refueling status, for example, visually by means of a light source illuminated in a different color. The start and end of the refueling process can be influenced by the user via the control element 120, here, for example, a push button. Furthermore, the fuel coupling K also has a data interface 130 arranged in the area of ​​its filler neck 10 for communication with a vehicle, as well as a (nitrogen) purge system for flushing the connected filler neck 10.

[0076] The Figure 3shows a longitudinal section of the tank coupling K according to the invention of the Figure 2 with a locking mechanism 30 comprising an SMA actuator 31, which, via a locking pin 32, brings a pivoting bolt 33 into abutment against a pin-shaped driver 34 running with the sliding sleeve 11. The driver 34, which is connected to the Figure 2The locking pin 32, which can be identical to the driver 13 shown, is secured in a U-shaped receptacle 35 to prevent it from slipping out of the locking position. The locking pin 32 has a circumferential, preferably one-sided conical shoulder 36, the position of which is continuously detected by a locking sensor 60 adjacent to it, which is designed here as a pushbutton switch. This sensor senses a movement of the shoulder 36 and detects whether the lock 30 is actually in the closed position. The coupling sensor 20 then engages in a recess 21 in the sliding sleeve 11 of the filler neck 10 when the latter is plugged onto the tank nipple 80. By engaging in the recess 21, the coupling sensor 20 detects the coupling state of the filler neck 10 as coupled.

[0077] The Figures 4a to 4i illustrate individual processes when connecting a tank coupling K according to the invention to a vehicle-side tank nipple 80.

[0078] The Figure 4a shows a longitudinal section of a tank coupling K according to the invention of the Figure 2 in the unconnected state. The valve cone 42 of the coupling valve is in a closed position and, due to the preload of a spring 43, prevents ambient air from entering the fluid passage 41 of the filler neck 10. A spring sleeve 15 is also in the closed position and prevents the retaining elements 12 and the balls 16 from falling radially inward.

[0079] The Figure 4b shows a longitudinal section of the tank coupling K according to the invention of the Figure 4a when plugged onto the vehicle-side tank nipple 80. This causes it to move into the connection channel of the filler neck 10. The spring sleeve 15 establishes the first axial contact, and the tank nipple 80 moves it further to the right as the filler neck 10 is further plugged on.

[0080] The Figure 4cshows a longitudinal section of the tank coupling K according to the invention of the Figure 4a when opening the fluid passage 41 of the filler neck 10. As soon as a valve stem 44 engages in a sealing package of the tank nipple 80, contact is created between the valve cone 42 and the inner contour of the tank nipple 80, whereby the fluid passage 41 of the filler neck 10 is opened for refueling a vehicle, since the closing contour of the valve cone 42 lifts off the valve seat 45.

[0081] The Figure 4d shows a longitudinal section of the tank coupling K according to the invention of the Figure 4a with the fluid passage 41 of the filler neck 10 fully open. The tank nipple 80 and the spring sleeve 15 reach their common end stop. This also fully opens the valve cone 42. The retaining elements 12 fall partially into a circumferential groove 81 of the tank nipple 80 due to gravity.

[0082] The Figure 4eshows a longitudinal section of the tank coupling K according to the invention of the Figure 4a in the locked state on the vehicle-side tank nipple 80. The sliding sleeve 11 is pushed forward in the direction of the tank nipple 80 by a spring 17. The drivers 13 transmit this movement to the clamping sleeve 14, whereby the holding elements 12 are pressed into the groove 81 of the tank nipple 80 independently of gravity.

[0083] The Figure 4f shows a longitudinal section of the tank coupling K according to the invention of the Figure 4a when locking onto the vehicle-side tank nipple 80. The further movement of the sliding sleeve 11 into its end position locks the holding elements 12 and thus enables a positive-fitting load-bearing connection.

[0084] The Figure 4g shows a longitudinal section of the tank coupling K according to the invention of the Figure 4ain the locked state on the vehicle-side refueling nipple 80, in which the sliding sleeve 11, upon reaching its end position, actuates the coupling sensor 20 (not shown here), for example, a push-button switch, which generates a signal that is received by the control unit 100 as confirmation of a correct connection. The control unit 100 confirms this state to the filling station T.

[0085] The gas station T responds with another command to the control unit 100, which controls an SMA actuator 31 (shown in Figure 4h ) within the fuel coupling K, which prevents accidental or improper operation of the same. As soon as this SMA actuator 31 is active, the control unit 100 sends another confirmation signal to the gas station, which then authorizes the refueling process.

[0086] The Figure 4h shows a longitudinal section of the tank coupling K according to the invention of the Figure 4awith the locking mechanism 30 closed, which includes the SMA actuator 31, the locking pin 32 with a circumferential shoulder 36, the pivoting bolt 33, and the U-shaped receptacle 35 of the driver 34, which here is implemented by the driver 13 in Figure 3a. The gas station sends a signal to the electronic control 100, which then energizes the SMA actuator 31. Its FGL (shape memory alloy) wire contracts, thus triggering the locking mechanism 30.

[0087] The Figure 4i shows a longitudinal section of the tank coupling K according to the invention of the Figure 4ain refueling position. When the pivoting bolt 33 is in the end position and thus blocks the driver 13, a circumferential shoulder 36 on the locking pin 32, designed as a conical cone, closes a locking sensor 60 designed as a push-button switch, the signal of which is continuously monitored by the control unit 100. Should this signal fail during refueling, the control unit generates and sends an error message to the filling station T, after which the refueling process would have to be interrupted. By actuating an operating element 120 designed as a push button on the handle, the control unit 100 activates a magnetically driven pilot valve on a 3-port / 2-switching position valve, thereby starting the refueling process. The control unit 100 then sends a start signal to the filling station T, which in turn initiates the pressure buildup in the fluid passage 41' for refueling.

[0088] The Figures 4j to 4nillustrate individual processes when disconnecting a tank coupling K according to the invention from a vehicle-side tank nipple 80.

[0089] The Figure 4j shows a longitudinal section of the tank coupling K according to the invention of the Figure 4aafter opening the lock 30. The refueling process can be terminated by pressing the push button 120 in the handle again or by the gas station control unit itself. In both cases, the control unit 100 detects the command and deactivates the pilot control of the 3-port / 2-position valve, causing it to return to its initial position and switch to venting the refueling line 41'. A pressure sensor 52 on the tank coupling K itself or in the gas station area reports to the gas station T when the pressure in the vent line 41" is only 5 bar or less. The gas station T sends a termination signal to the control unit 100, which then deactivates the SMA actuator 31. The lock 30 then releases the blockage of the driver 13.

[0090] The Figure 4k shows a longitudinal section of the tank coupling K according to the invention of the Figure 4awhen unlocking the vehicle-mounted tank nipple 80. The user pulls back the sliding sleeve 11 and thus, via the drivers 13, also the clamping sleeve 14. When the sliding sleeve 11 and thus the clamping sleeve 14 reach their end position, the retaining elements 12 and the balls 16 can move radially outwards. This allows the tank nipple 80 and the spring sleeve 15 to move freely. In this figure, the Figure 4j as described in the following figures, locking components 31, 32, 33, 34 and 36 can be seen in a side view.

[0091] The Figure 4l shows a longitudinal section of the tank coupling K according to the invention of the Figure 4awhen closing the fluid passage 41 of the filler neck 10. Driven by a compression spring 18, the spring sleeve 15 pushes the tank nipple 80 out of the tank coupling K. This assists the user in closing, for which the user must apply the main force. The valve cone 42 begins to move toward the valve seat 45 and close the fluid passage 41 of the filler neck 10.

[0092] The Figure 4m shows a longitudinal section of the tank coupling K according to the invention of the Figure 4a with the fluid passage 41 of the filler neck 10 completely closed by the closed valve cone 42. The valve stem 44 is no longer engaged with the sealing package of the tank nipple 80. The spring sleeve 15 continues to push the tank nipple 80 out of the tank coupling K.

[0093] The Figure 4n shows a longitudinal section of the tank coupling K according to the invention of the Figure 2when removing from the vehicle-mounted tank nipple 80. The spring sleeve 15 reaches its end stop. From now on, the user must remove the tank coupling K independently. The mechanism has returned to its initial position.

[0094] The Figures 5a to 5e represent different types of refueling valves as they can be used in a refueling system B according to the invention.

[0095] The Figure 5ashows a schematic cross-sectional view of a first type of main valve in the refueling system B according to the invention for a pressure of approximately 8.75 x 10 7< N / m2 (875 bar). This represents a 3-port / 2-switching-position valve with a fluid passage 41 that can be switched between a fluid passage for refueling 41' and a fluid passage for venting 41" via a refueling valve 40 and a vent valve 41' coupled thereto. An SMA actuator 70 is provided to open and close the refueling valve 40 or the vent valve 41', respectively. This actuator opens the refueling valve 40 against a return spring and closes the vent valve 41' against the force of this spring, and vice versa. A spring wire of the SMA actuator 70 is dynamically sealed axially, with the spring wire and a respective shut-off body of the refueling valve 40 and vent valve 40' being firmly connected to one another and mounted on a gimbal.The return spring enables an NC version.

[0096] The slide valve design has the advantage of significantly reducing the forces required for switching, especially when the slide elements are made of ceramic. This significantly reduces the friction coefficient compared to metal. Furthermore, ceramic elements are extremely wear-resistant and virtually impervious to foreign and dirt particles. In the case of a 3-port / 2-position valve design, the petrol station operator also saves a significant amount of hydrogen after each refueling, which is then returned to the petrol station's own hydrogen tank systems. If the petrol station operator has its own vent line, the main valve described here could also be operated as a 2-port / 2-position valve.

[0097] The Figure 5bshows a schematic cross-sectional view of a second type of main valve in a refueling system B according to the invention for a pressure of approximately 8.75 x 10 7< N / m2 (875 bar). This main valve is designed as a 3-port / 2-position valve, with a refueling valve 40 and a vent valve 40', which can be alternately opened and closed. The valves 40, 40' are driven by an electric motor 70', with the shut-off bodies of the valves 40, 40' being firmly connected to one another and mounted on a gimbal via a non-self-locking motor spindle, the motor spindle being non-self-locking. This enables reciprocal switching between a fluid passage 41' for refueling and a fluid passage 41 of the filler neck 10, and vice versa between the fluid passage 41 of the filler neck 10 and a fluid passage for venting 41".The electric motor 70' is preferably designed as a stepper motor and is supplied with power via a GTMS cable gland 71. This allows the electric motor 70' to be located inside the main valve and to be permanently sealed from the environment without loss of performance, even at high pressures of up to 2.00 x 10 7< N / m2 (2000 bar), which would not be possible with the otherwise required plastic seals, especially dynamic plastic seals.

[0098] The Figure 5cshows a schematic cross-sectional view of a third type of main valve in a refueling system B according to the invention for a pressure of approximately 8.75 × 10 7< N / m2 (875 bar). This main valve is designed here as a 2-port / 2-switching-position valve, with a refueling valve 40 that can be opened and closed for refueling, so that the fluid passage for refueling 41' can fluidically communicate with the fluid passage 41 of the filler neck 10. The refueling valve 40 is driven by an electric motor 70', which is located outside the main valve, which subsequently requires a rotary feedthrough 71 for the motor spindle with dynamic plastic seals. A shut-off body of the valve 40 is firmly connected via the non-self-holding motor spindle and is gimbal-mounted, whereby the motor spindle is not self-holding.This main valve is intended to be used in particular where a filling station T already provides its own vent line, which is opened before connecting (removing) a fuel coupling K from the vehicle-side tank nipple 80. This provides a particularly cost-effective alternative to a main valve, which would also be mounted with a simple leg spring 72.

[0099] The Figure 5d shows a schematic cross-sectional view of a fourth type of main valve in a refueling system B according to the invention for a pressure of approximately 8.75 × 10 7< N / m2 (875 bar). This main valve corresponds to the Figure 5c, but is designed as a 3-port / 2-position valve, with a refueling valve 40 and an additional vent valve 40', which can be opened and closed alternately. This main valve is a cost-effective alternative in a situation where venting of the fluid passage 41 of the filler neck 10 at the filling station is not possible.

[0100] The Figure 5eshows a schematic cross-sectional view of a fifth design of a main valve in a refueling system B according to the invention for a pressure of approximately 8.75 × 10 7< N / m2 (875 bar). This main valve also has a pilot valve 40" for controlling the refueling valve 40, which opens and closes alternately with a vent valve 40'. This design of main valve requires a comparatively weak electric motor, so that a magnetic drive 70" is sufficient, which can also be placed externally on the main valve. What has already been said about the preceding figures of a similar design applies to the interaction between the refueling valve 40 and the vent valve 40'.

[0101] With regard to the above-described embodiments of a main valve, it becomes clear that both 2- and 3-port / 2-switching position valves with or without pilot control and different drives can be used, as long as the sealing concept is adapted to the high pressure level. If the main valve were to be integrated into the fuel coupling K, i.e., form a common assembly with the fuel coupling K, motors / actuators would have to be selected that are powerful enough and at the same time small enough to be accommodated, for example, in the handle of a fuel coupling K. Larger main valves, on the other hand, could be used by a filling station T if, for example, the fuel coupling K is to be held particularly conveniently. In any case, the above embodiments provide a respective design that enables flexible, reliable and also safe switching of the fluid passages.

[0102] The Figure 6 shows the sequence of a refueling method V according to the invention for a tank coupling K according to the invention. The individual steps and actions can be found in the list below. Time intervals can also be implemented between these steps, providing the user with information on the status of the process and possibly requiring confirmation, for example, via display 110 and control element 120. This increases the transparency of the process and eliminates potential user errors. Step action A Control unit in standby mode (power supply) B Close the lock C Open refueling valve D User input / signal pressure or level sensor E Close the refueling valve and open the vent valve F Open lock G Control unit in standby mode (no power supply) I Information output (confirmation or error) Step query a Tank coupling taken from a dispenser? b Tank coupling placed on a tank nipple? c Lock closed? d Refueling valve open? e Refueling finished? f Fueling valve closed and venting valve open? g Tank coupling back on the dispenser? Abbreviation Decision Y Yes N No

[0103] In the refueling method V, it is therefore first checked in step a whether the fuel coupling K has been removed from the dispenser of a gas station T. If this is the case (Y), the control unit 100 is put into a standby state by energizing it in step A. The energization can be triggered, for example, by a distance sensor 50, which detects the removal of the fuel coupling K from the dispenser of the gas station T. The standby state of the control unit 100 can be signaled to a display 110 (I), which informs the user that the refueling system B is functioning properly. The user can then place a filler neck 10 of the fuel coupling K onto a tank nipple 80, which is checked in step b. The correct placement of the filler neck 10 can also be signaled to the display 110 (I) in order to give the user feedback on the correct operation of the fuel coupling K.If this is the case (Y), in step 30 the locking mechanism of the tank coupling Kam tank nipple is closed.

[0104] This is checked in a subsequent step c, and if the lock 30 is closed, the process proceeds to step C (Y), in which a refueling valve 40 can be opened upon user input (start of refueling) D. The check in step c is carried out continuously from the beginning to the end of refueling, i.e. between steps C (open refueling valve) and E (close refueling valve), in order to obtain security against unintentional unlocking of the tank coupling K from the tank nipple 80, especially in this critical process step. If, on the other hand, a faulty or not closed lock 30 is detected in step c (N), the process proceeds to step E, in which it is ensured that the refueling valve 40 is closed and a vent valve 40' is open.

[0105] In a further step d, it is finally checked whether the refueling valve 40 has been opened and only in the case where this is not the case (N), the process proceeds to step E, in which it is ensured that the refueling valve 40 is closed and a vent valve 40' is open. Otherwise (Y), step e is initiated, in which it is checked whether refueling has been completed by a user input (end of refueling) or a signal from a pressure or fill level sensor (tank full) D. Such completion can also be signaled to the display 110 (I) in order to give the user certainty about the refueling status. The refueling of a vehicle continues until completion.If an end to refueling is desired (upon user input) or if it is initiated automatically (upon pressure or fill level signal), in step E the refueling valve 40 is closed and the vent valve 40' is opened in order to be able to safely remove the tank coupling K from the tank nipple 80.

[0106] Whether the refueling valve 40 is closed and the vent valve 40' is open is checked in step f. If this is not the case (N), the refueling process V returns to step B for safety reasons, in which the lock 30 is closed and in step c it is also checked whether this is the case. This prevents the pressurized tank coupling K from being pulled off the tank nipple 80. If, on the other hand, it is ensured that the refueling valve 40 is closed and the vent valve 40' is open (Y), the process continues to step F, in which the lock 30 is opened. The user can then pull the tank coupling K off the tank nipple 80 and reattach it to the dispenser of the gas station T, which is checked in step g. Correct attachment of the tank coupling K to the dispenser can also be signaled to the display 110 (I) in order to reassure the user that the refueling process has been completed correctly.Once the tank coupling K is reattached to the dispenser (Y), the control unit 100 is de-energized again in the final step G in order to save energy.

[0107] The above refueling method is simple, reliable, and safe to perform and represents only a basic process, as it can be implemented, for example, in software, in a control system S according to the invention. Depending on the specific requirements placed on the refueling system, such as integration of the main valve into the filling station or sensors installed there, the refueling method can include additional steps required to coordinate the individual functional components. The control system S comprises a control unit 100, which has a computer-like structure and includes at least a main processor, a working memory, a program and data memory, and a communication interface, in particular based on an I2C (Inter-Integrated Circuit) bus.The control unit 100 can be designed to send, receive and process data from a data interface of the tank coupling K.

[0108] The refueling method may take the form of a computer program product accessible from a computer-usable or computer-readable medium providing program code for use by or in connection with a computer or any instruction execution system. For the purposes of this specification, a computer-usable or computer-readable medium may be any device that can contain, store, transmit, distribute, or transport the program for use by or in connection with the instruction execution system, device, or apparatus. The medium may be an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system (or apparatus or device), or a computer network.Examples of computer-readable media include semiconductor or solid-state memory, magnetic tape, a removable computer diskette, random-access memory (RAM), read-only memory (ROM), a rigid magnetic disk, and an optical disk or the Internet. Current examples of optical disks include compact disks, read-only memory (CD-ROM), read / write (CD-RW), and DVDs. List of reference symbols

[0109] BRefueling system KRefueling coupling SControl system USurvey supply VRefueling procedure 10Filling nozzle 11Sliding sleeve 12Retaining element 13Drive element 14Clamping sleeve 15Spring sleeve 16Balls 17Spring 18Spring 19Grip area 20Coupling sensor 21Recess 30Locking mechanism 31SMA actuator 32Securing pin 33Swivel bolt 34Drive element 35U-shaped receptacle 36Circumferential shoulder 40Refueling valve 40Vent valve 40Pilot valve 41Fluid passage of the filling nozzle 41Fluid passage for refueling 41Fluid passage for venting 42Valve cone 43Spring 44Valve stem 45Valve seat 50Distance sensor 51Communication path 52Pressure sensor 60Locking sensor 70SMA actuator 70Electric motor 70Solenoid drive 71GTMS cable gland 72Rotary union 73Leg spring 80Tank nipple 81Tank nipple groove 100Control unit 101Electrical cable 110Display 120Control element 130Data interface 140Purge system

Claims

1. Tank coupling (K) for connecting and disconnecting a refueling line to / from a vehicle-side tank nipple (80), in particular for refueling a vehicle with gases, preferably with hydrogen, with a filler neck (10), comprising a sliding sleeve (11) for opening a latching connection of the filler neck (10) to the vehicle-side tank nipple (80), and comprising a fluid passage (41) for conducting the gas through the filler neck (10), and with a coupling sensor (20) for detecting a connection state of the filler neck (10) to the vehicle-side tank nipple (80) and for generating a signal based on this connection state, and with a pressure-independent, electrically operable lock (30) for locking and releasing the filler neck (10) to the vehicle-side tank nipple (80).

2. Tank coupling (K) according to claim 1, wherein the electrically operable locking device (30) comprises an SMA (Shape Memory Alloy) actuator (31), an electric micromotor or a magnetic drive for locking and releasing the filler neck (10) on the vehicle-side tank nipple.

3. Tank coupling (K) according to claim 2, in which a locking pin (32) is displaceable by means of the SMA (Shape Memory Alloy) actuator (31), the electric micromotor or the magnetic drive, which locking pin is connected to a pivoting bolt (33) which can be brought into abutment against the sliding sleeve (11).

4. Tank coupling (K) according to claim 3, wherein the pivoting bolt (33) can be brought into abutment against a driver (34) of the sliding sleeve (11).

5. Tank coupling (K) according to claim 4, wherein the driver (34) can be held in a U-shaped receptacle (35) when the pivot bolt (33) is in abutment thereagainst.

6. Tank coupling (K) according to one of claims 3 to 5, wherein the locking pin (32) has a circumferential shoulder (36) for detecting a locking state.

7. Tank coupling (K) according to one of the preceding claims, with a locking sensor (60) for detecting a locking state of the filler neck (10) on the vehicle-side tank nipple, and for generating a signal based on this locking state.

8. Tank coupling (K) according to one of the preceding claims, in which the coupling sensor (20) engages in a radially inner, one-sided chamfered recess (21) of the sliding sleeve (11).

9. Tank coupling (K) according to one of the preceding claims, with a distance sensor (50) for detecting a removal state of the filler neck (10) from a dispenser of a petrol station (T), and for generating a signal based on this removal state.

10. Tank coupling (K) according to one of the preceding claims, with a data interface (130), in particular an exchangeable data interface (130), for transmitting information to a vehicle or a dispenser and / or for receiving information from a vehicle or a dispenser.

11. Tank coupling (K) according to one of the preceding claims, with a gas displacement (purge) system (140) for introducing an inert gas into the region of holding elements (12) of the filler neck (10).

12. A refueling system (B) for vehicles with gases, preferably with hydrogen, comprising a tank coupling (K) according to one of the preceding claims, a pressure sensor (52) for detecting a pressure in the tank coupling (K) and for generating a signal based on the pressure, and at least one electrically operable refueling valve (40) for opening and closing the fluid passage (41) for refueling a vehicle.

13. Refueling system (B) according to claim 12, wherein the electrically operable refueling valve (40) is adjustable by means of an SMA (Shape Memory Alloy) actuator (70), an electric motor (70') or a magnetic drive (70").

14. Refueling system (B) according to claim 13, wherein the SMA (Shape Memory Alloy) actuator (70), the electric motor (70') or the magnetic drive (70") can be electrically contacted via a GTMS (Glass To Metal Seal) cable feedthrough (71).

15. Refueling system (B) according to one of claims 12 to 14, wherein the electrically operable refueling valve (40) is a 2-port / 2-switching position valve which opens or closes a fluid passage (41') for refueling depending on the position.

16. Refueling system (B) according to one of claims 12 to 14, wherein the electrically operable refueling valve (40) is a 3-port / 2-switching position valve which, depending on the position, opens a fluid passage for refueling (41') and closes a fluid passage (41") for venting the tank coupling (K), and vice versa.

17. Refueling system (B) according to one of claims 12 to 16, wherein the tank coupling (K) and the electrically operable refueling valve (40) form a common assembly.

18. Refueling system (B) according to one of claims 12 to 17, wherein the tank coupling (K) and the pressure sensor (52) form a common assembly.

19. Control system (S) for a refueling system (B) according to one of claims 12 to 18 for refueling vehicles with gases, preferably with hydrogen, with a control unit (100) which is designed to receive and process signals from the distance sensor (50), the coupling sensor (20) and the pressure sensor (52), and to send signals to the lock (30) and the refueling valve (40) based on a processing result of the signals received from the distance sensor (50) and the coupling sensor (20).

20. Control system (S) according to claim 19, wherein the control unit (100) is further designed to send signals to a petrol station (T) and to receive and process signals from the petrol station (T), in particular to signal a coupling state and / or locking state of the filler neck (10) on a vehicle-side tank nipple, to signal a start or / a stop of the refueling, to signal an error message and / or to receive and process confirmation, control and pressure signals from the petrol station (T).

21. Control system (S) according to claim 20, wherein the control unit (100) is designed to receive and process a control signal from the gas station (T), and based on a processing result to activate the locking and releasing of the filler neck (10) to / from the vehicle-side tank nipple, and to send the locking state to the gas station (T).

22. Control system (S) according to one of claims 19 to 21, in which an optical and / or acoustic display (110) is provided which is electrically connected to the control unit (100) and to which an operating state of the refueling system (B) can be signalled.

23. Control system (S) according to one of claims 19 to 22, in which an operating element (120), in particular a push button, which is electrically connected to the control unit (100) is provided, via which a refueling request can be signaled to the control system (S).

24. Control system (S) according to claim 23, wherein the operating element (120) and the display (110) are designed integrally with one another, and in particular consist of a push button which illuminates in a different color depending on a system state of the control system (S).

25. Control system (S) according to one of claims 19 to 24, wherein the control unit (100) is designed to continuously check a removal state and / or a connection state and / or a locking state of the filler neck (10) based on signals received by the control unit (100).

26. Control system (S) according to claim 25, wherein the control unit (100), based on the check result, is designed to abort refueling by signaling a closure of the refueling valve (40).

27. Control system (S) according to one of claims 19 to 26, wherein the control unit (100) is integrated into the refueling system (B) on the tank coupling side or the filling station side.

28. A refueling method (V) for controlling the refueling of vehicles with gases, preferably with hydrogen, with a control system according to claims 19 to 27, wherein in a step (A) the control unit (100) for controlling refueling is put into a standby state when the tank coupling (K) for refueling vehicles is removed from a dispenser of a petrol station (T) and / or the filler neck (10) is subsequently placed on a vehicle-side tank nipple, in a step (B) a lock (30) of the filler neck (10) for locking the tank coupling (K) to the vehicle-side tank nipple is activated by the control unit (100) after the tank coupling (K) has been removed from the dispenser of the petrol station (T) and the filler neck (10) has been placed on the vehicle-side tank nipple, in a step (C) the control unit (100) activates a refueling valve (40) for opening a Fluid passage (41') is activated for refueling a vehicle,when the control unit (100) is signaled that the filler neck (10) is locked to the vehicle-side tank nipple, in a step (D) the control unit (100) activates the refueling valve (40) to close the fluid passage (41') for refueling a vehicle, when the control unit (100) is signaled that the refueling process is finished, in a step (E) the lock (30) of the filler neck (10) is activated by the control unit (100) to release the tank coupling (K) from the vehicle-side tank nipple, when the control unit (100) is signaled that the fluid passage (41") for venting the tank coupling (K) is open.

29. A refueling method (V) according to claim 28, wherein in a step (F) the control unit (100) activates the refueling valve (40) to open a fluid passage (41") for venting the tank coupling (K) when the control unit (100) is signaled that the refueling process has ended.

30. Refueling method (V) according to claim 28 or 29, wherein the control unit (100) checks whether a connection state and / or a locking state of the filler neck (10) on the vehicle-side tank nipple can be electrically detected.

31. Refuelling method (V) according to one of claims 28 to 30, wherein the locking device (30) of the filler neck (10) on the vehicle-side tank nipple is positively locked when the refueling valve (40) is open and is monitored by sensors, and the refueling valve (40) is activated by the control unit (100) to close the fluid passage (41') for refueling when the control unit (100) is signaled that the filler neck (10) is not or no longer properly locked.

32. Refueling method (V) according to one of claims 28 to 31, wherein in a step (G) the control unit (100) activates the refueling valve (40) to close the fluid passage (41') for refueling when the control unit (100) is signaled by a user or by a pressure or fill level sensor that refueling is to be terminated.

33. Refueling method (V) according to one of claims 28 to 32, wherein the control unit (100) communicates with the dispenser of the petrol station (T) in order to detect a removal state of the tank coupling (K) from the dispenser.

34. Refueling method (V) according to one of claims 28 to 33, wherein the control unit (100) is put into a standby state when no removal of the tank coupling (K) is signaled by the dispenser.

35. Use of a control system (S) according to one of claims 19 to 27 for carrying out a refueling method (V) according to one of claims 28 to 34, in particular for refueling trucks with hydrogen.

Images