DE102021006316A1 - Exhaust system for tire debris and an electrically powered fuel cell vehicle having such an exhaust system - Google Patents

Abstract

A suction system (300) for tire debris from, in particular, an electrically powered fuel cell vehicle (200) comprises at least one wheel (213, 214) having a tire (216) and a wheel cover (310) which encloses the wheel (213, 214) and an interior space (311) forms. Furthermore, the suction system (300) comprises a suction device (320) which is arranged outside the wheel cover (310), a suction channel (330) which fluidly connects the suction device (320) to the interior (311) and a particle filter (340) which is designed to filter the tire debris sucked out of the interior (311) by means of the suction device (320) from the air. The wheel cover (310) is attached to the wheel carrier (222) in such a way that it can follow a steering movement and/or a spring movement of the wheel (213, 214) and has a connection port (318) which is connected to the suction channel (330 ) is articulated.

Description

The invention relates to a suction system for tire debris, in particular from an electrically powered fuel cell vehicle. The invention also relates to a fuel cell vehicle that has such a suction system.

In motorsport, the need has arisen to design racing vehicles with lower emissions, more sustainable, safer and more cost-effective in order to find broad acceptance in society. In motorsport competition, the feasibility of technical possibilities are regularly explored in the development of racing vehicles. Because the racing vehicles have to move and prove themselves under the toughest conditions at the technical limits of what is possible. The knowledge gained in this way is often the subject of a technology transfer to series production and thus enables the development of lower-emission, more sustainable and safer road vehicles.

In Europe, limit values for sulfur dioxide, nitrogen dioxide and nitrogen oxides, particles and lead in the air are set in so-called air quality guidelines. Since 2005, the limit value for particulate matter PM ₁₀ has had to be complied with in the European Union. Since 2015, this has been replaced by the limit value for particulate matter PM _2.5 .

So that the limit values for fine dust can be observed, particularly in urban areas, the emission of fine dust from road vehicles must be reduced. In addition to burning fuel, a large proportion of the fine dust pollution caused by road vehicles results from the abrasion of brakes and tires.

Emission of fine dust can be reduced by collecting the fine dust produced using a dust collector integrated in a motor vehicle, as is the case, for example, in DE 10 2016 200 936 A1 is described. The well-known motor vehicle has an air guiding structure arranged behind a vehicle wheel in the direction of travel for guiding part of the air following the vehicle wheel to a dust collector. Furthermore, a device is provided for automatically adjusting the distance between a lower edge of the air guiding structure and a road surface on which the vehicle is driving, depending on the driving speed of the vehicle. The air-guiding structure is designed as an air-guiding plate that is connected to the wheel housing of the vehicle wheel. The dust collector is designed as an electrostatic precipitator that is effective throughout the wheel housing and is arranged in the wheel housing. In its simplest form, the air baffle can be a sort of continuation of the rear wheel well downwards, similar to a mud flap but retractable into the wheel well. However, the air baffle can also largely enclose the vehicle wheel, up to a type of wheel cover which essentially completely encapsulates the vehicle wheel, except for a gap to the road surface. The air baffle is firmly connected to the body and is therefore only suitable for use on the rear wheels of the motor vehicle.

Other solutions for collecting fine dust are available, for example CN 2052369 U or CN 108715189A known, in each of which a suction system is described, which is arranged directly behind the wheels or in the wheel housing. With these solutions, however, not only the fine dust emitted by the motor vehicle itself, but any blown up fine dust in the air is collected.

In addition to collecting fine dust, reducing air resistance is also an important factor in creating a sustainable solution in a holistic approach. A significant part of the air resistance is determined by the wheels, i.e. by the tires and the rims, since air turbulence is caused in this area, which increases the air resistance of the vehicle. Air turbulence of this kind is caused, among other things, by air flows that are generally required to cool brakes.

For example, to reduce drag is off DE 10 2010 047 311 A1 discloses a trim assembly having a closed surface in an outboard portion.

Out of DE 2 147 750 A is a device for reducing internal and external pollution for motor vehicles, the wheels of which are covered over most of their height with a panel, known which is attached so that it follows the suspension and, if necessary, steering movements of the wheel. In the device, a front-to-back sloping water-collecting gutter is provided within the fairing on each side. In addition, an apron made of elastic, coarse-pored material, such as foam, is arranged on the rear part of the paneling and extends directly over the roadway.

The invention is based on the object of creating a suction system for tire abrasion and a fuel cell vehicle with such a suction system which enable virtually emission-free operation with regard to tire abrasion.

To solve the problem, a suction system according to claim 1 and a fuel cell vehicle according to claim 14 are proposed. Claims 2 to 13 and 15 define advantageous configurations of the suction system and of the fuel cell vehicle.

The suction system for tire abrasion according to the invention, which is used in particular in an electrically driven fuel cell vehicle, comprises at least one wheel having a tire, which has an inside and an outside and which is connected to a wheel suspension by means of a wheel carrier. The extraction system also includes a wheel cover that envelops the wheel on both the inside and outside and forms an interior space. The suction system also includes a suction device that is arranged outside the wheel cover, a suction channel that connects the suction device to the interior in a fluid-conducting manner, and a particle filter that is suitable for filtering the tire debris sucked out of the interior by the suction device from the air.

The suction system according to the invention is characterized in that the wheel cover is attached to the wheel carrier and is designed in such a way that the wheel cover can follow a steering movement and/or a spring movement of the wheel. In addition, the wheel cover has a connection connection, such as a connecting piece, which is connected in an articulated manner to the suction channel.

Such a suction system makes it possible to effectively suck off tire abrasion. Because of the casing of the wheel resulting from the wheel cover, which expediently has only one opening at a small distance from the road surface, the tire abrasion produced by the respective tire is reliably sucked off. Furthermore, the suction of the air also enables the tires to be cooled by the air contained in the interior, which absorbs the heat from the tires, being continuously removed.

Another advantage results from the fact that the wheel cover is connected to the wheel carrier. The wheel cover can thus follow the steering movement and/or the spring movement of the wheel and thus all changes in position relative to the vehicle body. This is particularly advantageous for the steerable front wheels, but the wheel cover fitted in this way can also be used to cover, for example, non-steerable but sprung rear wheels.

An electrically driven fuel cell vehicle within the meaning of the present invention is to be understood as meaning a vehicle in general. Tire wear within the meaning of the present invention can also include other fine dust particles, such as brake dust. Wheel suspension means a connection between the fuel cell vehicle and the respective wheel, which can be movable in particular for the front and/or rear wheels. The wheel carrier is part of the wheel suspension, which includes, for example, the wheel bearing and, in particular, articulation points on the wheel side. The outer side of the fuel cell vehicle is to be understood as the outside. The inside is to be understood as meaning the side that faces away from the outside and faces the fuel cell vehicle.

According to the invention, the suction channel is articulated to the connection port. In this way, a secure connection is guaranteed during steering movements or spring movements. This ensures that the connection has a high permanent load capacity.

The wheel carrier is advantageously free of a mechanical brake. This means that only the wheel is arranged in the interior of the wheel cover and no mechanical brake. In contrast to a conventional vehicle, which has a mechanical brake in the area of the wheel carrier, there is no abrasion caused by the brake. The so-called brake dust is caused by the wear of the brake pad and brake disc during braking and consists to a large extent of fine dust, which is harmful to health and the environment due to its small particle size and chemical composition. It contributes significantly to fine dust pollution from road traffic. Another particular advantage is that essentially no heat-emitting source is arranged in the wheel carrier, such as a conventional friction brake.

In such a case, the mechanical brake can be part of a drive unit and can be arranged outside the wheel housing in the fuel cell vehicle. Thus, the wheel housing surrounding the wheel cover or the wheel housing can also be made correspondingly smaller. Due to the lack of a brake, the wheel cover does not have to have any cooling openings. Accordingly, the air resistance of the fuel cell vehicle can be advantageously influenced.

Advantageously, the suction channel is designed as a flexible pipe or hose line, in order to be able to reliably follow a steering movement and/or a spring movement of the wheel.

Conveniently the wheel cover comprises an opening through which a portion of the tire protrudes and a portion which is substantially parallel to the sidewall of the tyre. In this way, a suction gap is formed. The suction gap runs from the opening and along a gap between the portion of the wheel cover and the tire. The suction gap forms a flow-guiding guide towards the connection port. This has the advantage that an increased flow rate is generated due to the reduced diameter that the suction gap has relative to the suction channel.

In a further advantageous embodiment, the front section of the opening in the direction of travel is higher than the rear section of the opening relative to the road surface. This means that smaller obstacles, such as curve borders on a racetrack, can be driven over without any problems. Furthermore, the generated tire abrasion can be effectively collected. In a passenger vehicle or a comparable vehicle, the front section and the rear section are arranged essentially at the same height in an expedient manner. This alternative embodiment has the effect that damage is avoided in everyday use.

The particle filter is advantageously arranged in the suction channel or is integrated into the suction device. It has proven to be expedient if the particle filter is arranged in an area adjacent to the suction device. It has been found that a relatively high filter performance can be achieved if the particle filter is arranged in the vicinity of the suction device or is integrated into it.

Advantageously, the wheel cover includes an outer surface that has a closed, preferably smooth, surface. Such an aerodynamically advantageous configuration allows the air resistance of the fuel cell vehicle to be further reduced. In addition, design elements can be attached to the outer surface.

The wheel cover expediently has a flange for attachment to the wheel carrier. A secure attachment can be achieved by means of the flange, which enables quick attachment to the wheel carrier and at the same time ensures a firm connection.

The wheel cover is advantageously designed in several parts, in particular in two parts. The wheel cover preferably has an inner shell and an outer shell. In this way, both a simpler and faster wheel change, as well as simple assembly can be made possible. For this purpose, the inner shell is in particular first plugged onto the outside of the wheel carrier. The wheel is then connected to a drive shaft or a non-driven axle. Finally, the outer shell is attached to the inner shell in the area of a separation point. In a further advantageous embodiment, the separation point can comprise a sealing means, for example a sealing ring, which serves to enable an airtight connection.

In an advantageous embodiment, the wheel has an inner contour, with at least a partial area of the inner shell running essentially parallel to the inner contour. In this way, the volume of the interior space is kept as small as possible, so that the suction power of the suction device can be directed effectively to sucking off the tire debris. In a preferred embodiment, the inner shell is in contact with the wheel carrier.

Advantageously, the suction channel has a means for separating water and/or a closable flap, with the flap preferably being arranged in a rear area of the suction channel in the direction of flow. On a wet road, the tire abrasion is bound by the water. In such a case, the suction system for sucking off tire debris is not required and can be kept dry by closing the suction channel or by means of the water separating agent. The water separation means can have different designs and can be configured as a heating wire and/or as a drain.

The flap is advantageously actuated by a control device. Such a flap control device receives information about the prevailing environmental conditions, such as the presence of moisture on the road surface. Depending on this, the flap is then controlled and the suction channel is closed at least watertight by means of the flap.

Advantageously, the extraction system includes an exhaust air duct, which is connected behind the particle filter and/or behind the suction device in the direction of flow and serves to discharge the filtered air. The air to be discharged can be discharged directly or passed indirectly through the fuel cell vehicle. In the latter case, there is the possibility of using the air to be discharged for cooling purposes, for example the fuel cell. In addition, it is possible to use the filtered air of two or more Collect suction systems and lead them out of the fuel cell vehicle together. The filtered air is advantageously discharged behind the fuel cell vehicle and/or under the fuel cell vehicle in the direction of travel, which ensures low air resistance of the fuel cell vehicle.

In a preferred embodiment, the fuel cell vehicle according to the invention, which includes the extraction system described above, has a drive unit which has a mechanical brake. The mechanical brake is advantageously arranged directly or at least close to the drive unit. In such a case, the wheel carrier is free from the mechanical brake. Consequently, the wheelhouse can be designed without having to consider a mechanical brake.

• 1a eine schematische Darstellung einer Seitenansicht eines Brennstoffzellenfahrzeugs, welches eine Anordnung zur Verschaltung, eine Antriebseinheit, ein Absaugsystem und ein Steuergeräteverbund aufweist;
• 1b eine schematische Darstellung der Antriebseinheit und des Absaugsystems in dem Brennstoffzellenfahrzeug;
• 2 eine schematische Darstellung der Antriebsarchitektur des Brennstoffzellenfahrzeugs;
• 3 eine schematische Darstellung der Anordnung der Verschaltung des Brennstoffzellenfahrzeugs;
• 4 einen schematischen Aufbau der Antriebseinheit des Brennstoffzellenfahrzeugs;
• 5a einen Querschnitt gemäß der Schnittlinie V-V in 1a, der die Antriebseinheit und das Absaugsystem des Brennstoffzellenfahrzeugs zeigt;
• 5b eine schematische Vorderansicht auf den Querschnitt gemäß 5a;
• 6 eine schematische Darstellung des Steuergeräteverbunds des Brennstoffzellenfahrzeugs.

The invention is described in detail below with reference to schematic drawings. Here show:

• 1a a schematic representation of a side view of a fuel cell vehicle, which has an arrangement for interconnection, a drive unit, an extraction system and a control unit network;
• 1b a schematic representation of the drive unit and the suction system in the fuel cell vehicle;
• 2 a schematic representation of the drive architecture of the fuel cell vehicle;
• 3 a schematic representation of the arrangement of the interconnection of the fuel cell vehicle;
• 4 a schematic structure of the drive unit of the fuel cell vehicle;
• 5a a cross section according to section line VV in 1a 12 showing the drive unit and the exhaust system of the fuel cell vehicle;
• 5b a schematic front view of the cross-section according to FIG 5a ;
• 6 a schematic representation of the control unit network of the fuel cell vehicle.

1a and 1b show a fuel cell vehicle 200 suitable for motorsport competition. The motorsport competition is characterized by a combination of e-sports and real motorsport. Each team has two drivers for each vehicle, the real fuel cell vehicle 200 and a virtual fuel cell vehicle. One driver takes part in the real races and one in the e-sport races, which also count towards the championship. The results of both races flow equally into the championship standings, so that in the end one team is chosen as the overall winner of both disciplines.

The fuel cell vehicle 200, as shown in FIG 1a is shown, at least one fuel cell unit 20r. Furthermore, the fuel cell vehicle 200 includes two front wheels 213r, 213l and two rear wheels 214r, 214l. The fuel cell vehicle 200 has a total drive power of 750 HP to 850 HP at a weight between 1300 kg and 1700 kg.

Components, units, systems or other elements that are assigned to a right side of the fuel cell vehicle 200 are marked with an "r", and components, units, systems or other elements of the same function that are mirrored to a left side of the fuel cell vehicle 200 are assigned are marked with the same reference number and with an "l". Accordingly, for example, the fuel cell unit 20l, the front wheel 213l and the rear wheel 214l are arranged on the left side of the fuel cell vehicle 200. The fuel cell unit 20r, the front wheel 213r and the rear wheel 214r are arranged on the right side of the fuel cell vehicle 200; 1a illustrated side view of the fuel cell vehicle 200 are not shown. In the following, the designation is used on the basis of a page, insofar as this appears to be useful.

The coordinate system used corresponds to the specifications of DIN 70000. Accordingly, for example, the X-direction runs along the direction of travel.

Suitable for motorsport competition, the fuel cell vehicle 200 includes an in 2 drive architecture shown schematically. The drive architecture of the fuel cell vehicle 200 has two fuel cell units 20r, 20l, two front drive units 30r, 30l and two rear drive units 40r, 40l. These are distributed symmetrically in the fuel cell vehicle 200 . A symmetrical arrangement is to be understood in particular as a mirrored arrangement about the central longitudinal axis of the fuel cell vehicle 200, which runs along the X-direction. Furthermore, the in 2 Drive architecture shown a centrally arranged high-voltage storage system 50. About a DC / DC converter 62, current from the high-voltage lines 38, 48 are converted from a relatively high voltage of, for example, more than 60V to a lower voltage of, for example, 12V. The distribution described is characterized by a low and central overall center of gravity of fuel cell vehicle 200 .

The two fuel cell units 20r, 20l each include a fuel cell 21r, 21l. The fuel cells 21r, 21l generate primary energy with a constant power, which is delivered to the primary high-voltage line 28. The primary energy is either consumed directly during the operation of the drive units 30, 40, or if the drive units 30, 40 do not take it, the primary energy is absorbed by the high-voltage storage system 50.

The fuel cell units 20r, 20l also each include a DC/DC converter 22r, 22l, which equalizes the volatile voltage level of the fuel cells 21r, 21l. The DC/DC converter 22r, 22l thus ensures that the voltage of the primary energy that is delivered to the high-voltage line 28 occurs with a high degree of accuracy and stability.

A drive unit 30r, 30l, 40r, 40l is assigned to each of the four wheels 213r, 213l, 214r, 214l, so that the fuel cell vehicle 200 has all-wheel drive. Torque distribution to the individual wheels 213r, 213l, 214r, 214l is possible via the all-wheel drive by means of an independently controlled drive unit 30r, 30l, 40r, 40l for each wheel 213r, 213l, 214r, 214l. Torque distribution, also known as "torque vectoring", means the active influencing of the yaw angle or the yaw rate. This effect is based on a controlled redistribution of the torques of the respective drive units 30, 40 and not on changing the position of the tires. This is particularly advantageous when cornering at high speed.

4 shows the schematic structure of the drive units 30, 40. The arrangement and mode of operation of the front drive units 30r and 30l are described below.

The rear drive units 40r, 40l are constructed in a manner comparable to the front drive units 30r, 30l. The reference numbers of functionally identical components of the front drive units 30r, 30l correspond to those of the rear drive units 40r, 40l and are provided with reference numbers to which the value 10 has been added. For example, the electric motor/generator of the front left drive unit has the reference number 34l and the electric motor/generator of the rear left drive unit has the reference number 44l.

The drive units 30r, 30l shown each comprise at least one electric motor/generator 34r, 34l, which is connected to an AC/DC converter 32r, 32l, a gearbox 36r, 36l and a mechanical brake 39r, 39l. The drive units 30r, 30l also have a space R which is enclosed by a first housing 31G and a second housing 31B. The gear 36r, 36l is located in the space R enclosed by the first housing 31G. The mechanical brake 39r, 39l is located in the space R enclosed by the second housing 31B.

The power unit 30l associated with the left front wheel 213l and the power unit 30r associated with the right front wheel 213r may be connected via the first housing 31G. For this purpose, both gears 36r, 36l are located in a common space R of the first housing 31G, as in 4 is shown. The drive unit 30 , 40 formed in this way can thus be positioned centrally in the fuel cell vehicle 200 .

The first case 31G and the second case 31B may be integrally formed. In one possible configuration, the first housing 31G and the second housing 31B can also enclose a common space R in which the gear 36r, 36l and the mechanical brake 39r, 39l are arranged.

The second housing 31B is designed in particular in such a way that it encloses at least the mechanical brake 39r, 39l in an airtight manner. In another possible embodiment, the housing 31B, which is designed in one piece, can also enclose the mechanical brake 39r, 39l and the gear 36r, 36l in an airtight manner.

The mechanical brake 39r, 39l is suitably fixed to the first housing 31G, and the first housing 31G is fixed to the fuel cell vehicle 200. FIG. The mechanical brake 39r, 39l is also arranged on the second drive shaft 35Wr, 35Wl and is suitable for dissipating kinetic energy of the fuel cell vehicle 200 by means of friction. Decomposition means, for example, the conversion of kinetic energy into thermal energy. In an alternative embodiment, the mechanical brake 39r, 49l can also be arranged on the first drive shaft 35Er, 35El or directly on a toothed wheel of the transmission 36, such as a ring gear of a planetary gear. The mechanical brake 39r, 39l is dimensioned in such a way that it can brake the fuel cell vehicle 200 to a standstill at least once. For this purpose, the mechanical brake 39r, 39l can be designed, for example, as a disk brake. When braking, by means of the mechanical brake 39r, 39l is carried out, abrasion occurs, also known as fine dust. This fine dust is caused, among other things, by the friction between the brake pads and the brake discs during friction braking.

The actuators of the mechanical brakes 39r, 39l are controlled by means of a brake control unit 139, 149. The front brake control unit 139 is used to control the front mechanical brake 39r, 39l and the rear brake control unit 149 is used to control the rear mechanical brake 49r, 49l.

To cool the mechanical brake 39r, 49l, a closed cooling circuit 37Br, 37Bl is provided, in which a filter 33r, 33l is arranged. A closed cooling circuit 37Gr, 37Gl, in which a further filter can be arranged, is also provided for cooling the transmission 36r, 36l.

The cooling circuit 37B also has a cooling medium, in particular oil, for transporting heat which arises, for example, during friction braking. The closed cooling circuit 37B, which is assigned to the mechanical brake 39, is arranged on the housing 31B in such a way that the cooling medium can flow to the mechanical brake 39 and in particular to the brake discs of the mechanical brake 39. The cooling medium cools the mechanical brake 39 and at the same time can absorb and transport away the abrasion produced during braking. The abraded material picked up is then filtered in the cooling circuit by the filter 33 contained therein.

In another possible embodiment that is not shown, only one common, closed cooling circuit 37 is provided for cooling the transmission 36 and the mechanical brake 39 . The filter 33r, 33l is arranged in such a way that it can be easily removed.

The electric motor/generators 34r, 34l are three-phase machines that can be used both as a motor and as a generator. If the electric motor/generators 34r, 34l is used as a motor, it must be supplied with a three-phase AC voltage. For this purpose, the direct current made available by the high-voltage storage system 50 is converted into the required three-phase alternating current via the AC/DC converter 32r, 32l. The frequency of the three-phase AC voltage is varied to control the speed.

In so-called motor operation, the electric motor/generators 34r, 34l, 44r, 44l generate a torque that is transmitted via the first drive shaft 35Er, 35El, 45Er, 45El of the electric motor/generator 34r, 34l, 44r, 44l to the gear 36r, 36l, 46r, 46l is transmitted. The gear 36r, 36l, 46r, 46l translates the torque and transmits the translated torque to the second drive shaft 35Wr, 35Wl, 45Wr, 45Wl. The second drive shaft 35W, 45W is articulated on a side facing the transmission by means of a transmission-side universal joint 35G-GA, 45G-GA and on a side facing the wheel 213 by means of a wheel-side universal joint 35G-AW, 45G-AW with an axle shaft 35A, 45A tied together. By means of the wheel 213, 214 connected in this way, it is possible to follow a steering and/or spring movement of the wheel 213, 214 while a torque is being transmitted.

In generator mode, the electric motor/generator 34r, 34l, 44r, 44l generates a three-phase alternating current. During the so-called generator operation, the three-phase AC voltage generated is converted into direct current via the AC/DC converter 32r, 32l, 42r, 42l and made available to the high-voltage storage system 50 as secondary energy. The electric motors/generators 34r, 34l, 44r, 44l accordingly function as a so-called regenerative brake during a braking process. During regenerative braking, kinetic energy is converted into electrical energy, which is fed into high-voltage storage system 50 as secondary energy. The electric motor/generator 34r, 34l, 44r, 44l generates an electromotive resistance, as a result of which the fuel cell vehicle 200 is braked. The secondary energy generated depends on the torque that can be transmitted to the drive units 30r, 30l, 40r, 40l via the respective wheels 213r, 213l, 214r, 214l. During braking, a moment arises around the transverse axis of fuel cell vehicle 200, also known as the pitch axis. The front wheels 213r, 213l are additionally loaded and the rear wheels 214r, 214l are relieved. Consequently, a higher torque can be recuperated via the front drive units 30l, 30r than by the rear drive units 40r, 40l. Furthermore, with such braking, a mechanical brake 39, 49 can be dispensed with, so that the generation of fine dust, which would arise during friction braking, is significantly reduced by the electromotive braking.

Particulate matter can also be caused by tire abrasion. A suction system 300 is provided so that the fine dust caused by tire abrasion can be absorbed 5a and 5b is described in detail. An exemplary embodiment of the suction system 300 is described below using a front wheel 213 which is used in the same way for the other wheels 214 of the fuel cell vehicle 200 .

As in 5a and 5b shown, the suction system 300 has a wheel cover 310, which encloses a wheel 213, 214, a suction device 320 and a suction device 320 connected to the wheel cover 310 suction channel 330, in which a particle filter 340 is arranged.

The wheel 213 includes a tire 216 and a rim 218 and has an inside 2131n and an outside 213Au. The outside 213Au faces away from the fuel cell vehicle 200 . The inner surface 2131n runs along an inner contour 219 of the wheel 213. The wheel 213 is connected to the drive unit 30 by means of the drive shaft 35W. In a further alternative embodiment, the drive shaft 35W can also be replaced with a non-driven axle, so that the wheel 213 is connected to an axle. A wheel bearing 223 and a wheel carrier 222 which is connected to a wheel suspension 220 are arranged on the outer area of the drive shaft 35W. Furthermore, a steering rod for steering the wheel 213 can be attached to the wheel carrier 222, which steering rod is not required for the rear wheel 214, for example. The drive shaft 35W additionally has, as already described above, a transmission-side joint 35G-GA, a wheel-side joint 35G-AW and an axle shaft 35A connected between the two joints 35G-GA, 35G-AW. This arrangement makes it possible for the track of the wheel 213 to be followed to be adjusted during steering by means of the wheel carrier 222 and/or for a spring movement of the wheel 213 to be carried out.

The wheel cover 310 forms an interior space 311 in which the wheel 213, 214 is located. On an underside of the wheel cover 310, the wheel cover 310 has an opening 316 through which the tire 216 protrudes at least partially.

The wheel cover 310 shown also includes an inner shell 312 and an outer shell 314 which are connected to one another in the area of a separation point 313 . The inner shell 312 runs essentially parallel to the inner contour 219 of the wheel 213, 214. The inner shell 312 also has a flange 313 and is connected to an outside of the wheel carrier 222, so that the steering rod is outside of the interior 311, for example.

The inner shell 312 surrounds the tire 216 in such a way that the outer shell 214 only has a smooth and flat surface.

The wheel cover 310 includes a connection port 318 that allows connection to the suction duct 330 . The connection port 318 is shaped in such a way that the suction channel 330 can be plugged onto the connection port 318 . In the embodiment shown, the connection port 318 may be positioned at the bottom near the opening 316 .

The wheel cover 310 also has a portion that is substantially parallel to the sidewall of the tire 216 , thereby forming a suction gap 317 from the opening 316 and a gap between the portion of the wheel cover 310 and the tire 216 .

The suction channel 330 has a water separation means 336 or a flap 338 for closing the suction channel 330 so that no water enters. The flap 338 is connected to a flap controller 1338 (not shown) and is controlled by it.

The filtered air is routed to the outside through the fuel cell vehicle 200 via an exhaust duct 322 .

Filtered air from two suction systems 300 located opposite one another, with one suction system 300 being assigned to the left wheel 2131 and one to the right wheel 213r, can be brought together in a common exhaust air duct 322 and guided out of the fuel cell vehicle 200 together.

Unlike purely electric cars without a fuel cell, the fuel cell vehicle 200 only needs a small but very powerful high-voltage storage system 50 in order to collect the secondary energy recuperated or regenerated during braking or the electrical energy generated. This is because the energy generated during the braking process is only briefly stored in the high-voltage storage system 50 before it is released again to accelerate the fuel cell vehicle 200 .

The intended arrangement of the interconnection 10 of the battery architecture of the fuel cell vehicle 200 and the structure of the high-voltage storage system 50 is based on the 3 described in detail below.

The arrangement of the interconnection has at least three subsystems 20, 30, 40, which are connected in parallel to the high-voltage storage system 50 via high-voltage lines 28, 38, 48. The first subsystem comprises at least the DC/DC converter 22 assigned to the fuel cell unit 20. The second subsystem comprises at least the AC/DC assigned to the front drive unit 30 Converter 32 and the third subsystem comprises at least AC/DC converter 32 assigned to rear drive unit 40.

The high-voltage storage system 50 has at least one high-voltage battery 51, a connection bar 54, a primary contactor 56.2, a front secondary contactor 56.3, a rear secondary contactor 56.4 and a battery management system 52.

To store the electrical energy, the high-voltage battery 51 includes high-performance battery cells that are installed in a compact manner. The high-voltage battery can also be a comparably powerful power storage device, such as a supercapacitor.

The connection bar 54 combines the electrical energy of the three subsystems and feeds it into the high-voltage battery 51 for short-term storage or buffering. For this purpose, the connecting rail 54 can be part of a junction box, which can also be arranged outside of the high-voltage battery 51, or a low-impedance connection, which can consist of several parts.

The contactors 56.2, 56.3, 56.4 are designed to separate the high-voltage battery 51 from the high-voltage lines 28, 38, 48. This will increase safety, particularly when fuel cell vehicle 200 is switched off. Consequently, precautions can also be taken when switching on using contactors 56.2, 56.3, 56.4 in order to initially limit the charging current. The front secondary contactor 56.3 and the rear secondary contactor 56.4 are also suitable for a bidirectional current flow in order to enable regenerative braking by means of the electric motor/generator 32r, 32l, 42r, 42l.

The contactors 56.2, 56.3, 56.4 are connected to the battery management system 52 to control them. The battery management system 52 is designed to make its own decisions and to control the contactors 56.2, 56.3, 56.4 independently of one another.

The battery management system 52 also receives the commands for controlling the contactors 56.2, 56.3, 56.4 from a higher-level control unit 199, which can also be called a supervisor control unit. The battery management system 52 and the higher-level control device 199 are integrated in a control device network 100 .

The primary energy generated in the first subsystem by the fuel cell unit 20 is transmitted to the connecting rail 54 via the primary high-voltage line 28 by the primary contactor 56.2 and is fed into the high-voltage battery 51. In the illustration shown, the first subsystem has two fuel cell units 20r, 20l, which are each connected to a DC/DC converter 22r, 22l. The two fuel cell units 20r, 20l, each with a DC/DC converter 22r, 22l, are connected in parallel via the primary high-voltage line 28 before they feed the primary energy generated into the high-voltage storage system 50.

As in 3 shown, the second subsystem comprises two front drive units 30r, 30l, each with an AC/DC converter 32r, 32l. The two front drive units 30r, 30l, each with an AC/DC converter 32r, 32l, are connected in parallel via the front secondary high-voltage line 38. The secondary energy generated is transmitted via the front secondary high-voltage line 38 through the front secondary contactor 56.3 to the connecting rail 54 and fed into the high-voltage battery 51.

As in 3 shown, the third subsystem comprises two rear drive units 40r, 40l, each with an AC/DC converter 42r, 42l. The two rear drive units 40r, 40l, each with an AC/DC converter 42r, 42l, are connected in parallel via the rear secondary high-voltage line 38. The secondary energy generated is transmitted via the rear secondary high-voltage line 48 through the rear secondary contactor 56.4 to the connecting rail 54 and fed into the high-voltage battery 51.

In addition to the rear drive units 40r, 40l, a compressor 21C for operating the fuel cells 21r, 21l is connected in parallel via the rear secondary high-voltage line 48 via a DC/DC converter 22.1C and a downstream DC/AC converter 22.2C. In an embodiment that is not shown, the compressor 21C can also be connected in parallel via the front secondary high-voltage line 38 or can be connected directly to the high-voltage battery 51 without its own DC/DC converter.

The described arrangement of the interconnection 10 makes it possible to feed the primary energy and, at the same time, high output of the secondary energy into the high-voltage battery 51 when braking. During emergency braking, the battery architecture and in particular the high-voltage storage system 50 and the connecting rail 54 of the high-voltage storage system 50 are characterized in that between 75% and 85% of the braking power can be recuperated into electrical energy and fed into the high-voltage battery 51. The high-voltage storage system 50 is also characterized by this from the fact that no DC / DC converter for the high-voltage battery 51 is required. Costs, installation space and weight are thus saved and a higher level of efficiency is also made possible.

So that, for example, the safe operation of the fuel cell vehicle 200 can be guaranteed during a race, the 5 schematically illustrated control unit network 100 is provided with the following structure.

The structure of control unit network 100 provides a first command level 101 and a second command level 102 . The first command level 101 is assigned the control devices that are used to control a specific component or the vehicle. The control units of the first command level 101 communicate via a bus system, here a CAN bus. The second command level 102 is assigned a higher-level control unit 199, also referred to as a supervisor control unit, which is connected to the bus system and is used to check the communication of the respective control units of the first command level 101.

The first command level 101 has the following control units in detail, which can communicate with a vehicle control unit 110 .

The fuel cell vehicle 200 provides a steering controller 115 for steering the tires. This steering control unit 115 enables control according to the so-called "steer-by-wire" concept.

The fuel cell units 20r, 20l include two control units. A fuel cell control device 121r, 121l, which is used to control the fuel cell 21r, 21l, and a DC/DC converter control device 122r, 122l, which is used to control the DC/DC converter 22r, 22l.

A further DC/DC converter control unit 122.2C is also provided for controlling the DC/DC converter 22.2C, which in turn is assigned to the compressor 21C. In this case, in particular, the supply of air to the fuel cell 21 is regulated, which air is supplied to the fuel cell 21 via a compressor 21C.

The front drive units 30r, 30l each have a front drive control unit 132r, 132l and the rear drive units 40r, 40l each have a rear drive control unit 142r, 142l. The drive control devices 132r, 132l, 142r, 142l serve to control the respective AC/DC converter 32r, 32l, 42r, 42l, which is assigned to an electric motor/generator 34r, 34l, 44r, 44l. Furthermore, the drive units 30r, 30l, 40r, 40l each have a brake control device 139r, 139l, 149r, 149l, which is assigned to a mechanical brake 39r, 39l, 49r, 49l. The brake control devices 139r, 139l, 149r, 149l are designed in such a way that they enable a so-called “brake-by-wire” concept.

Furthermore, a battery management system 52 for controlling the contactors 56.2, 56.3, 56.4 is provided in the first command level 101, as has already been described above.

Furthermore, a low-voltage converter control unit 162, a high-voltage converter control unit 167, a memory module 170a and an FIA memory module 170b as well as a human-machine interface 180 and a telemetry device 105 are also provided, which are included in the first command level 101.

The first command level 101 also includes a tank control unit 125 which is assigned to a fuel cell unit 20 . Furthermore, the tank control device 125 is designed to communicate with an interface to a tank system.

The storage module 170a is used to store the communication transmitted via the bus system, such as data about system-relevant variables and interventions by the driver. The FIA memory module 170b is used to store information relevant to racing.

The purpose of the telemetry device 105 is to enable wireless data transmission, as a result of which software updates can be received, for example. In a further refinement, the telemetry device 105 can transmit information directly from the bus system to a central administration unit during a race, which makes an e-sports event possible, for example.

Vehicle control unit 110 controls the drive torque and braking torque to be produced by the respective drive units 30r, 30l, 40r, 40l by distributing the tasks to the respective control units according to the steer-by-wire and brake-by-wire concept. This means that, for example, a driver's steering and acceleration impulses can be processed electronically. Accordingly, the tire position of the front wheels 213r, 213l is adjusted according to the required steering command or, if necessary, supported by a controlled torque distribution to the drive units. Torque splitting allows increased torque to be generated by the drive units on one side, for example, the front right drive unit 30r and the rear right drive unit 40r, compared to the drive units on the opposite side. Consequently, this creates an optimal Distribution of the drive torque, but also the optimal recuperation of the possible kinetic energy to be regenerated in every driving situation.

Furthermore, the vehicle control unit 110 is also suitable for determining the primary energy to be generated as a function of the secondary primary energy generated and vice versa.

The supervisor control unit 199 takes over the higher-level monitoring of the fuel cell vehicle 200 and thus represents an additional security level. The primary task of the supervisor control unit 199 is to check the plausibility of the most important core functions of the control units of the first command level 101. In particular, supervisor control unit 199 monitors high-voltage storage system 50 and the components connected to high-voltage storage system 50 . Furthermore, the supervisor control unit 199 can exchange data directly with the battery management system 52 of the high-voltage storage system 50 for this purpose. The supervisor control unit 199 initiates appropriate measures as soon as a component fails or an error is caused by transferring a correction signal to the bus system or a digital or analog line. For example, a subsystem can be separated from the high-voltage battery by the contactors. The supervisor control device 199 can control the fuel cell vehicle 200 in such a way that it can continue to be operated safely even without the separate subsystem.

Furthermore, the supervisor control unit 199 controls the switching on and off as well as the emergency shutdown of the fuel cell vehicle 200. In addition, the supervisor control unit 199 can also form an interface for software updates for the entire fuel cell vehicle 200.

A value is plausible if transmitted information about an operating state of a component of fuel cell vehicle 200 is realistic. For example, an error is detected if a sudden increase in speed is detected on the second drive shaft 35Wr of the front wheel 213r, but at the same time there is no increase in speed on the drive shaft 35Er of the electric motor 34r and no shifting has been carried out in the transmission 36r. Since the rotational speed of the first drive shaft 35Er and the second drive shaft 35Wr are in a specific ratio, determined by the transmission 36r, to one another, the detected increase in the rotational speed is not plausible. Consequently, an error is output and a correction signal is sent to the drive unit 30r.

Each control device is known to include a microcomputer, a CPU, a memory including a ROM, a RAM, an input port and an output port, and the like.

The control unit network 100 enables a safety concept for the fuel cell vehicle 200, in which the focus is primarily on protecting the hydrogen components and the driver.

Reference List

10

interconnection

15

"Steer-by-Wire" steering control unit

20l, 20r

fuel cell unit

21l, 21r

fuel cell

21C

compressor

22l, 22r

DC/DC converter

22.1C

DC/DC converter

22.2C

AC/DC converter

28

primary high-voltage line

30

front drive unit

31G

housing gearbox

31bl, 31br

housing brake

32l, 32r

AC/DC converter

33l, 33r

filter

34l, 34r

electric motor/generator

35el, 35er

front driveshaft

35Wl, 35Wr

rear driveshaft

35Al 35Ar

axle shaft

35G GA

transmission-side drive shaft joint

35G-AW

wheel-side drive shaft joint

36l, 36r

transmission

37G

Cooling gearbox

37Bl, 37Br

Cooling brake

R

Space

38

front secondary high voltage line

39l, 39r

mechanical brake

139

brake control unit

40

rear drive unit

41G

Housing

41bl, 41br

housing brake

42l, 42r

AC/DC converter

43l, 43r

filter

44l, 44r

electric motor/generator

45el, 45er

Electric motor/ generator drive shaft

45Wl, 45Wr

wheel drive shaft

45Al, 45Ar

axle shaft

45G GA

transmission-side drive shaft joint

45G-AW

wheel-side drive shaft joint

46l, 46r

transmission

47G

Cooling gearbox

47bl, 47br

Cooling brake

48

rear secondary high voltage line

49l, 49r

mechanical brake

149

brake control unit

50

high-voltage storage system

51

high-voltage battery

52

battery management system

54

connecting rail

56.2

primary contactor

56.3

front secondary contactor

56.4

rear secondary contactor

60

low voltage battery

62

DC/DC converter

100

control unit network

101

first level of command

102

second level of command

105

telemetry device

110

vehicle control unit

120r, 120l

fuel cell control unit

125

tank control unit

130r, 130l

front drive control unit

140r, 140r

rear drive control unit

150

battery management system

162

Low-voltage converter control unit

167

High-voltage converter control unit

170a

storage device

170b

FIA storage device

180

human-machine interfaces

1300

suction system controller

1338

flap control unit

199

supervisor control unit

200

fuel cell vehicle

213r

front right wheel

213l

front left wheel

214r

rear right wheel

214l

rear left wheel

213in

inside

213Au

outside

214 in

inside

214Au

outside

216

tires

218

rim

219

inner contour

220

suspension

222

wheel carrier

223

warehouse

300

suction system

310

wheel cover

311

inner space

312

inner shell

313

separation point

314

outer shell

315

outer surface

316

opening

317

suction gap

318

connection port

319

flange

320

suction device

322

exhaust duct

330

suction channel

336

water separating agent

338

flap

340

particle filter

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102016200936 A1 [0005]
• CN 2052369 U [0006]
• CN 108715189A [0006]
• DE 102010047311 A1 [0008]
• DE 2147750 A [0009]

Claims (15)

Suction system (300) for tire debris from in particular an electrically powered fuel cell vehicle (200), comprising: at least one wheel (213, 214) having a tire (216) having an inside (213In, 214In) and an outside (213Au, 214Au). and which is connected to a wheel suspension (220) by means of a wheel carrier (222); a wheel cover (310) encasing the wheel (213, 214) on both the inside (213In, 214In) and the outside (213Au, 214Au) and forming an interior space (311); a suction device (320) disposed outside the wheel cover (310); a suction channel (330) which fluidly connects the suction device (320) to the interior (311); and a particle filter (340) which is suitable for filtering the tire debris sucked out of the interior (311) by means of the suction device (320) from the air; characterized in that the wheel cover (310) is attached to the wheel carrier (222) and is designed to follow a steering movement and/or a spring movement of the wheel (213, 214); wherein the wheel cover (310) has a connection port (318) which is pivotally connected to the suction duct (330). suction system (300) after claim 1 , characterized in that the wheel carrier (222) is free of a mechanical brake (39, 49). suction system (300) after claim 1 or 2 , characterized in that the suction channel (330) is designed as a flexible pipe or hose to follow the steering movement or the spring movement of the wheel (213, 214). Suction system (300) according to one of Claims 1 until 3 characterized in that the wheel cover (310) includes an opening (316) through which a lower portion of the tire (216) protrudes; wherein preferably the wheel cover (310) comprises a side surface which runs at a predetermined distance from a side wall of the tire (216) in such a way that a suction gap (317 ) forms. Suction system (300) according to one of Claims 1 until 4 , characterized in that the particle filter (340) is arranged in the suction channel (330), in particular in an area adjoining the suction device (320), or is integrated into the suction device (320). Suction system (300) according to one of Claims 1 until 5 , characterized in that the wheel cover (310) has an outer surface (315) which has a closed, preferably smooth, surface. Suction system (300) according to one of Claims 1 until 6 , characterized in that the wheel cover (310) has a flange (313) for attachment to the wheel carrier (230). Suction system (300) according to one of Claims 1 until 7 , characterized in that the wheel cover (310) is designed in several parts, preferably in two parts, and has at least one inner shell (312) and one outer shell (314). suction system (300) after claim 8 , characterized in that the wheel (213, 214) has an inner contour (219), wherein at least a partial area of the inner shell (312) runs parallel to the inner contour (219). suction system (300) after claim 8 or 9 , characterized in that the inner shell (312) rests against the wheel carrier (220). Suction system (300) according to one of Claims 1 until 10 , characterized in that the suction channel (330) has a means for separating water (336) and/or a closable flap (338); the flap (338) preferably being arranged in a rear region (331B) of the suction channel (330) in the direction of flow. suction system (300) after claim 11 , characterized in that the flap (338) can be actuated by a control unit (1338). Suction system (300) according to one of Claims 1 until 12 , characterized by an exhaust air duct (322) which follows in the direction of flow behind the particle filter and/or the suction device (320) and serves to discharge the filtered air. Fuel cell vehicle (200) characterized by a suction system (300) according to one of Claims 1 until 13 . Fuel cell vehicle (200) after Claim 14 characterized by a drive unit (30, 40) having a mechanical brake (39, 49); the mechanical brake (39, 49) preferably being arranged directly on the drive unit (30, 40).

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