SYSTEM FOR AN INFRASTRUCTURE FOR HYDROGEN REFUELLING OF MOVING VEHICLES

FIELD OF THE INVENTION

This invention relates to a system comprising a rechargeable device for storing and, when desired, releasing hydrogen to moving vehicles

BACKGROUND OF THE INVENTION

A hydrogen economy has become an international vision. Hydrogen has the potential to replace almost all of the fuels in use today and solve two major problems that confront the world: Reducing dependence on hydrocarbon fuels and reducing emissions threatening the global environment. The world primary energy demand is expected to increase by about 66 % from year 2000 to 2030. Of continuously growing importance is the security of future energy supplies for transport. At present this sector relies almost solely on oil. Hydrogen can be produced from virtually any energy resource, and thus is a good way to diversify energy production and increase security of supply.

Another urgent reason for the introduction of hydrogen in the transport sector is seri- ous concern about air pollution from road transport, especially in cities, and the health problems this generates. Direct hydrogen vehicles offer a solution, since hydrogen fuel cells produce virtually no emissions apart from water.

The USA has recently been an outspoken advocate of the transition to hydrogen as a replacement for fossil fuels on the grounds of energy security and the environment. A publication issued by the U.S. Department of Energy in 2002, "A National Vision of America's Transition to a Hydrogen Economy — To 2030 and Beyond" states: "For the hydrogen economy to evolve, consumers will need to have convenient access to hydrogen." The US government has pledged $1.7 billion over the next five years to develop hydrogen-powered fuel cells, hydrogen infrastructure and advanced automotive technologies. In March, 2004, California Governor Arnold Schwarzenegger ordered the "California Hydrogen Highway Network" in place by 2010. The network is an ambitious plan to establish 250 hydrogen refuelling facilities along major highways

in California, with 50 to 100 in use before the year 2010. So far, 16 filling stations are operative (2005).

The Japanese government has set ambitious targets for the penetration of hydrogen fuel cells, including 50,000 hydrogen vehicles by 2010, 5 million vehicles by 2020 and 15 million vehicles by 2030. The 2030 target also includes a nationwide hydrogen infrastructure with 8,500 filling stations. A programme covering 2003-2007 with a budget of about ¥31 billion (€230 million) has been planned.

EU countries are among the most active worldwide in developing the technologies and concepts that would underlie the transition to a hydrogen economy. According to The European Commision's Green Paper "Towards a European Strategy for the security of energy supply," the share of hydrogen as a vehicle fuel in Europe will be 2% by 2015 and 5% by 2020, which will require 10.000 hydrogen filling stations by 2020. The EU's long-term vision is to have an energy supply system based on renewable energy and fuel cells in place within 20-30 years, with hydrogen and electricity as prominent energy carriers.

Germany has been at the forefront of hydrogen fuel cell technology development and implementation worldwide, with various federal and numerous regional initiatives. There has been strong co-operation between public and private enterprises, with involvement from Daimler-Chrysler, Opel, Ford and BMW among others. Particularly well known is the NEBUS passenger bus demonstration project. Another is the hydrogen service station at Munich airport. Total public finance for hydrogen in Germany is approximately € 100 million a year.

Iceland is a particular example, having officially declared its intentions to adopt a totally hydrogen based economy within the next fifty years, and already having well functioning hydrogen based public transport in everyday use.

Large demands for hydrogen are expected to emerge first in the transport sector, especially in road transport, and the main challenge for the hydrogen economy will be to establish a sufficient infrastructure for the market breakthrough for transportation. Robust hydrogen supply infrastructure solutions for road transport are needed ur-

gently. Prototype hydrogen based fuel cell vehicles are already being tested and demonstrated in Europe, Japan and the USA, and some major automotive manufacturers have announced that they will market fuel cell vehicles in the very near future.

Filling stations for pressurised hydrogen gas are expected to be an essential part of an initial infrastructure. First, hydrogen filling stations will be built in large cities to supply bus fleets and other vehicles in regular operation within a limited area. A single filling station in a densely populated area can serve a large number of users and maximize the environmental and health benefits of hydrogen. This is an optimal way to increase public awareness and acceptance of hydrogen technology at the same time as serving i.e. fleets of vehicles and a small number of privately owned hydrogen cars. Step two is to build filling stations on major roads linking cities and large towns that already have their own hydrogen filling stations. This allows existing fleets of hydrogen vehicles to increase their range, and will help to increase the size of the hydrogen vehicle market.

To understand the problems facing the emerging hydrogen transportation economy, it is essential to understand the basic physics limiting its commercial development. The distance a hydrogen powered vehicle can potentially travel is related to the quantity of hydrogen on board. A second variable equally applicable to promoting the operation of hydrogen powered vehicles is that a sufficient quantity of hydrogen to support a pre-selected operating range is dispensed in a time frame which is within the convenience expectations of an end user.

Storing hydrogen can be done in three main ways: in liquid form, by chemical bonding, the so-called metal hydride storage, and in compressed form. Storage of gaseous hydrogen at high pressures is a well known Technology. Compressed hydrogen stored at up to 700 bar already gives today's vehicles a range comparable to that of conventional vehicles, but at a price. On board fuel tanks take up a considerable amount of space - so much, in fact, that U.S. Department of Energy Program Manager Steve Chalk concluded the 2003 U.S. Hydrogen Conference by saying: "If we don't solve storage, we know people won't buy the vehicle."

To meet reasonable convenience expectations, a hydrogen refuelling facility should dispense enough fuel to allow a vehicle to travel a given distance within the same time frame that gasoline or diesel is dispensed to cars powered by these fuels in order to travel the same distance. To further advance the commercial development of a hydro- gen transport economy, it would be desirous for hydrogen to be able to compete with petroleum products on end user convenience, i.e. preferably give more operating range per minute of waiting for the tank to be filled up.

Until now, there has been general agreement that hydrogen refuelling facilities should be located at sites now serving hydrocarbon powered automobiles, i.e. incorporated in conventional gas stations. This does present major problems, however. It is fair to say that the technical and economic barriers to upgrading ordinary gas stations to provide hydrogen represents one of the major stumbling blocks to the expanded use of hydrogen-fuelled vehicles. Some automakers estimate that hydrogen would have to be avail- able in at least thirty percent of all gas stations for a viable hydrogen based transportation sector to emerge. The great challenge lies in the fact that, at an energy density of 10-15% of that of hydrocarbon fuels, compressed hydrogen takes up seven to ten times as much space as the equivalent amount of other automotive fuel, based on operational range yield. A major obstacle is thus the size and "footprint," i.e., the amount of space devoted to energy storage for hydrogen refuelling systems that would have to be fitted into existing gas station forecourts.

Two major options exist for storing hydrogen at filling stations — one as a liquid (cryogenic hydrogen) in an insulated container below ground, for example as disclosed in International patent application WO02/0643395; a second as a pressurized gas in tanks located on top of the station's overhead canopy.

The first, underground storage method maximizes safety by protecting the hydrogen from direct contact with vehicles and minimizes exposure of the hydrogen tank to pos- sible vandalism; however, limited space is available in and around most existing gas tanks for the excavations needed for this purpose, and the cryogenic storage method is expensive. The second hydrogen storage option is to place equipment for hydrogen generation, compression and storage on top of refuelling station overhead canopies. Overhead placement enhances safety, because the equipment remains removed from

possible vehicular impact. Still, building production facilities and/or large storage tanks which are able to hold hydrogen equivalent to roughly a minimum of one day's sales on top of gas station canopies will at best be difficult and in many cases impossible, especially in large cities, where the need is greatest. Consequently, both of these solutions fall short of the ideal.

In addition, also mobile supply systems are known, for example as disclosed in US patent application No. 2004/0187950. In this case, a mobile supply station for hydrogen may be used to transport hydrogen from one location to another location, at which a vehicle may be refuelled.

Details in connection with hydrogen filling stations and hydrogen vehicle storage are disclosed in Japanese patent documents JP2004125087, JP2004116544, JP2004017701, JP2002216296, JP2001355795, JP07112796, JP07108909, JP2002241772 equivalent to European patent application EP1593905, and in International patent application WO 96/39351 and in US patent No. 5365981.

The fact that the energy density of compressed hydrogen is far less than that of automotive fuels now prevalent in the market, makes storage of hydrogen exceedingly volume heavy on board vehicles and in connection with filling stations. According to prior art, these problems can be solved by 1) fitting hydrogen vehicles with large and bulky fuel tanks, which take up a disproportionate part of the inner space of the car, and 2) storing hydrogen in fluid (cryogenic) foπn in underground tanks at filling stations. Any solution involving bulky on board fuel tanks is not going to please the automobile buying public and will make the commercialisation of hydrogen powered cars difficult.

At the same time, among other things, cryogenic underground storage will present large economic, technical and legal problems, including local approval procedures for such installations. Accepting a severely limited operating range for hydrogen vehicles relative to the standard operating range in hydrocarbon powered cars is not an option, since this would prevent travelling more than short distances from home, and/or demand construction of a forbiddingly large number of new filling stations, not to mention the added consumer inconvenience of having to stop for fuel every few miles.

DESCRIPTION / SUMMARY OF THE INVENTION

It is therefore the object of the invention to provide a system for a hydrogen refuelling infrastructure which minimizes the need for vehicles to stop or deviate from their route of travel in order to refuel with hydrogen.

This object is achieved with a system for automated refuelling of moving vehicles on a drive track, the system comprising

- at least one mobile unit with a fuel storage tank for refuelling a vehicle during mo- tion on the drive track,

- a transport system along the vehicle drive track, the transport system including transport means for transport of the mobile unit along the vehicle drive track, the transport system being configured to transport said unit with a speed and position matching the speed and position of the moving vehicle.

Examples of vehicles on a drive track are

- vehicles on a drive lane, such as a cars, lorries or trucks,

- trains on a railway track, or

- a magnetic levitation system, where a vehicle floats on a magnetic field. Refuelling of a boat or a ship from another boat or ship or refuelling of an airplane from another air plane is not envisaged by the invention.

The system according to the invention can be used for any type of fuel fluid, such as in gaseous or liquid form, and also for some solid types of fuel, for example in granular form. However application of the system according to the invention with hydrogen is preferred. It solves the convenience problem related to the fact that refuelling, for example hydrogen refuelling, takes less time than prior art vehicle stopping for gas.

Though the invention may be used for filling vehicles like railway engines, locomo- tives, etc., the present invention is primarily intended for automobiles, for example cars as well as lorries, or trucks.

As this is an improving factor for the consumer convenience to the daily use of hydrogen as an automotive fuel, it may become a major factor in motivating the public to

shift away from fossil fuels, and thus build a hydrogen-based energy system in an economically feasible way. By providing a system according to the invention, the consumer choosing a hydrogen vehicle could keep on driving for the duration of the vehicle's operational life, rarely or never having to stop for fuel at all.

In addition, the present invention eliminates the need for squeezing huge storage facilities for hydrogen into tens of thousands of existing gas stations, many of which are already coping with stringent size limitations, and even more of them situated in densely populated areas where large quantities of hydrogen stored under high pressure would pose a hazard.

The present invention provides a refuelling infrastructure for hydrogen powered vehicles, primarily automobiles on roads. It may be used to move the refuelling process, storage and pumping facilities away from traditional gas stations and into highway side lanes and main thoroughfare divider areas, serving vehicles driving in lanes adjacent to the dividers. While this will not completely eliminate the need for stationary hydrogen refuelling facilities within towns and cities, it will create convenient refuelling opportunities for hydrogen powered vehicles leaving or entering a city or driving for intermediate distances along main thoroughfares within cities.

The present invention, although applicable to the general development of a hydrogen refuelling infrastructure, is particularly useful for the implementation of phase two, linking large cities, countries and continents with a network of hydrogen filling facilities, but will also be able to enhance the development towards a hydrogen automotive economy during phase one.

A special advantage of this invention is the fact that, in synergy with rush hour traffic, which in most cities are characterized by traffic jams and slow speeds, automated refuelling of hydrogen vehicles may be completed in city based infrastructures that make positive use of the urban traffic phenomenon of gridlock at certain bottleneck traffic thoroughfares at certain times of the day. While taking the same amount of time as refuelling operations along freeways designed to serve traffic moving at full legal speeds, this refuelling infrastructure would be considerably shorter in length and be designed specifically to serve slowly moving vehicles during rush hour traffic, thus

cutting costs and utilizing time wasted in traffic jams for a constructive purpose. At the same time, the infrastructure would be able to serve traffic going either way, i.e. being directed to serve traffic going into town in the mornings and out of town in the afternoons, ideally cutting the investment in available tank capacity in half by using the same tank capacity to serve both traffic directions during their peak loads, respectively.

In a first practical embodiment, which is a preferred embodiment, the system according to the invention further comprises a sensing system configured for sensing the speed and position of a moving vehicle on the drive track. The transport system is configured to transport said unit with a speed and position matching the speed and position of the moving vehicle in dependence of the sensed position.

Alternatively, the system comprises a mechanical coupling system, for example a grabber system with elastic coupling means, for coupling the mobile unit to a passing vehicle during motion of the passing vehicle and for accelerating the mobile unit on the transport system during coupling to a speed and position matching the speed and position of the moving vehicle, hi the most simple form, a rubber band like coupling may be used for the vehicle to catch the mobile unit and drag it alongside the drive track in order to achieve a matching speed and position of the mobile unit, for example at the side of the drive track or on a rail above the drive track.

In another practical embodiment, the transport system according to the invention comprises rails as well as wheels cooperating with these rails, the wheels being located on the mobile unit. The elongated infrastructure with individual dispenser tanks gliding on rails minimizes the risk of storing large quantities of hydrogen in or near densely inhabited areas, since the hazard of explosions due to vandalism or terrorism is less when the fuel is stored in a multiplicity of smaller tanks spread out over a large area than when contained in one large tank. Since refilling a dispenser tank would be com- pleted at least within the same time frame as the tank discharges its contents to a vehicle, and the return voyage of the tank may be effectuated at a higher speed than the refuelling voyage, the number of dispenser tanks needed for a fully operational two- way structure would amount to no more than two or three times the number of tanks engaged in active refuelling at any time.

Alternatively to the rail and wheel system, a magnetic levitation system may be employed, where the units floats on a magnetic field. Such principles are known from railway substituting systems for public transportation.

The rails may be provided on one side of the drive track or on rails above the drive track. In the case of the vehicle being a train which is confined to rolling with its wheels on rails, or the vehicle floating on a magnetic field, the mobile tank units may as an option be located underneath the vehicle drive track.

In a further embodiment, the system according to the invention comprises

- a forward track along the drive track for transport of the mobile unit in the direction of the driving vehicles on the drive track,

- a parking station for the mobile unit, the parking station being remote from the forward track and comprising a refill fuel station for refill of the fuel storage tank of the mobile unit.

In an even further embodiment, the system according the invention comprises

- a plurality of said mobile units on the transport system,

- a forward track along the drive track for transport of the mobile units from an ori- gin and in the same direction as the direction of the driving vehicles on the drive track,

- a return track for transport of the mobile units back to the origin.

The forward track may have a certain length that is sufficiently long for the refuelling action to be performed within the time it takes the vehicle to drive over that certain length at an appropriate speed. The parking station may be at endpoints of the forward track, such that a mobile unit may stop at the parking station after refuelling of vehicle. The mobile unit may thereafter return to the opposite end of the track or to a dedicated point of return in order to initiate a new refuelling action. The return may occur via special dedicated tracks, or the mobile unit may perform a refuelling action on vehicles driving in the opposite direction. For example, the system according to the invention may comprise a transport system that is located between to oppositely directed vehicle drive tracks and that comprises at least two oppositely directed transport tracks for transport of the mobile units.

Alternatively, or in addition, the parking stations for refilling the mobile units may be located at dedicated locations that are remote from the endpoints of the transport system. In an even further embodiment, the refilling stations may be mobile as well as the mobile tank units in order to follow the transported mobile units over a certain dis- tance along the forward or return track or other dedicated tracks and perform the refilling of the mobile units during motion.

The tank of the mobile unit is preferably formed aerodynamically. The energy consumption necessary for having an individual, aerodynamically shaped dispenser tank move alongside a receiving vehicle during refuelling is an added expense of the present invention, but may turn out to be less energy consuming than a traditional refuelling operation, where the vehicle has to first apply its brakes to reduce speed, then leave the highway and make a deviation from its route into a filling station area, where it must come to a complete stop and shut off its engine in order to refuel. After refuel- ling, the vehicle has to be restarted and accelerate and find its way back into traffic. This entire process is relatively energy heavy and will not be needed for a hydrogen refuelling operation according to this invention.

The present invention will also be useful for motorists by saving time and avoiding the inconvenience connected with a traditional refuelling process, including getting out of the car, having hands-on contact with a pump, etc. The time saved by a hydrogen motorist over a year by rarely or never having to stop for fuel will be a significant sales argument in a market that is focused on convenience. Furthermore, from a promotional point of view, the exposure of this new technique to hydrocarbon motorists, who from the inner lanes of the highways will be watching their hydrogen powered fellow motorists practicing this convenient refuelling method in the fast lane, will help focus public interest on the advantages of hydrogen powered cars, boosting consumer acceptance and helping to promote a rapid market transition from a fossil fuel to a hydrogen automotive economy.

In order to make the refuelling process as convenient for the vehicle driver as possible, many aspects of the system may be automated. For example, an electronic control system may be used to verify that the driving vehicle is properly electrically grounded in order to reduce the risk of explosions. In addition, an electronic inlet position re-

ceiver and control system may be applied to receive information about the fuel inlet position for correct automated positioning of the fuel filler nozzle at the fuel inlet of the vehicle.

A wireless order receiving system is foreseen for receiving a wireless order for refuelling of the vehicle such that the system upon receipt of the wireless order automatically initiates a refuelling of the tank of the moving vehicle. A wireless receiving system may also imply receipt of data representative for the vehicle's tank capacity or the tank pressure or both in addition to the tank temperature.

The refuelling transaction and the following payment should be performed as smoothly as possible, for example by wireless receipt of data representing the vehicle's identity and payment data for a payment transaction.

Wireless transmission of signals and data may be achieved with radio signals. However, sonic waves, infrared signals or visible laser light may be used alternatively or in addition.

Conveniently, the fuel storage tank of the mobile system may comprise a number of minor, independently accessible fuel tanks, for example as a cascade system. This ensures that even when half empty, the pressurised gas tank of the mobile unit still comprises minor subtanks that contain fuel at full pressure.

The fuel conduit unit may comprise an oblong member, being motorised or otherwise powered and capable of automatic, data controlled, three dimensional motions to reach across a variable distance from the tank of the mobile unit to a vehicle to be refuelled. For example, the fuel conduit may be encased in a light durable material. It may advantageously have an aerodynamic design.

In a preferred embodiment, the drive track is a drive lane for automobiles, the drive lane having thereon a marking system with at least one rumble strip parallel with the transport system and with grooved or raised markers configured for producing noise and vibration in a vehicle when the tires of said vehicle pass over the rumble strip,

said markers being positioned and designed to facilitate the driver's correct positioning of the vehicle in an area designated as a safe refuelling zone.

This marking system may comprise at least two rumble strips parallel with and at dif- ferent distance to the moving path of the mobile units on the transport system, wherein the fuel conduit unit is variable in length, for example telescopically, to match the distance from the mobile unit to the vehicle's fuel inlet as long as the vehicle's one set of tires is placed between the two strips.

If auto refuelling had to be reinvented today, it would probably not be manual, and refuelling vehicles in motion might well become the norm. Existing infrastructure, consumer habits and established automobile technology are generally blocking for the introduction of more convenient refuelling methods in the hydrocarbon filling station infrastructure, but the need to introduce hydrogen as an automotive fuel may become the catalyst that changes this situation. More likely than not, existing filling station technology will learn from the hydrogen in-motion refuelling method taught in the present invention and develop similar systems for hydrocarbon powered vehicles, making it possible for all vehicles to refuel along the same stretch of highway or thoroughfare without having to hit the brakes and pull out of traffic and into a gas station. Until that happens, when hydrogen filling zones according this invention have created easily accessible refuelling infrastructures along highways and main thoroughfares around the world, drivers of diesel and gasoline powered cars will be able to observe the ease with which their hydrogen powered fellow drivers get their vehicles refuelled in the fast lane, without getting out of the car, and without having to extract their credit card.

Imagine this scenario: A driver with a vehicle enters a hydrogen refuelling zone in the far left lane of a freeway. Like a row of taxis, small high pressured hydrogen tanks on trolleys stand ready on rails adjacent to the lane where the vehicle is driving and wait to receive the electronic "Ready for Refuelling" message from the vehicle. On receiving this message, a dispenser tank accelerates to the speed of the vehicle in a matter of seconds, pulls up alongside the vehicle, electronically locates the position of the vehicle's hydrogen inlet, and extends its probe to securely dock with the vehicle. Without

any action on the part of the driver and possibly even completely out of view, the small tank gliding on rails next to the vehicle stays alongside the vehicle for the duration of the refuelling process. The relative distance and position of the vehicle to the mobile dispenser tank is continuously monitored and managed by the positioning sys- tem, which records any change in the speed and position of the vehicle and adjusts the speed of the moving tank accordingly, before changes in their relative positions become visible to the human eye. The driver is continuously driving, undisturbed by the fact that a refuelling process is taking place. A display on the driver's dash may communicate relevant data, such as the status of the refuelling process, the price of the fuel, and other applicable information, much like the information on a traditional gas pump display. Billing will take place automatically, the car having identified the account information to the hydrogen dispenser unit the same way a credit card would to a card reader. The only difference from normal highway driving is the fact that, in the hydrogen refuelling zone, changing lanes and passing other cars is not permitted. Should the driver for any reason drive the vehicle outside of the refuelling zone, the fuelling nozzle will disengage its docking with the vehicle in a short moment, interrupting the refuelling process. If the vehicle stays in the lane far the couple of minutes required to complete a refuelling procedure, the vehicle will communicate to the driver, by visual signal and sound, that the vehicle now has a full tank, whereupon the vehicle can leave the hydrogen zone. In order to prevent or at least reduce the risk for accidents, valves may be constructed as breakaway valves for disconnection in emergency situations. The invention is easy to use and revolutionary in many aspects - a metfiod which will solve some of the most difficult problems the emerging hydrogen transport economy is facing.

SHORT DESCRIPTION OF THE DRAWINGS

The invention will be explained in more detail with reference to the drawing, where

FIG. 1 is a view schematically showing a forward moving vehicle seen from the rear, said vehicle being relatively positioned to a highway refuelling infrastructure in a manner to make it ready for a refuelling operation to be initiated,

FIG.2 is a view schematically showing a front left perspective of a moving vehicle during a refuelling operation,

FIG.3 is a top view of a highway showing a section of a preferred embodiment of a hydrogen refuelling infrastructure according to this invention.

DETAILED DESCRIPTION / PREFERRED EMBODIMENT

In FIG. 1, a rear view of the general arrangement of components of a vehicle refuel- ling infrastructure according to a preferred embodiment of the present invention is shown. A vehicle 1 to be refuelled has an automated fuel inlet orifice 2, said orifice 2 being fitted with sensors, transmitters, transponders and/or other appropriate communication technology 2A for communicating with the automated fuel dispenser nozzle 3 to help said fuel inlet orifice 2 and said fuel filler nozzle 3 to rapidly and accurately connect and interlock for safe refuelling of a forward moving vehicle. A telescopic or otherwise extendable and retractable, motorized fuel conduit 4 manipulates the attached fuel filler nozzle 3 into a position immediately behind the fuel inlet orifice 2 of the vehicle 1, from which position a safe coupling procedure between the nozzle 3 and the orifice 2 is executed. Subsequent to the execution of the safe coupling procedure, fuel under high pressure will be able to pass from a hydrogen tank 6 to the onboard fuel tank of the vehicle.

In the left part of FIG. 1, illustrating the opposite traffic direction infrastructure arrangement, a telescopic fuel conduit 5 is seen in its inoperative state, retracted and folded up.

The telescopic fuel conduit 4, 5 is mounted on an individual dispenser high pressure hydrogen tank 7, 7' in a manner allowing it to pivot to an angle and level suitable for refuelling the vehicle at hand, the pivoting mechanism being incorporated in a mount- ing element 12 which is affixed to the tank 7, T. The tank 7, 7', which is designed to be filled with compressed hydrogen 6 and to release this hydrogen when connected to a vehicle by way of the fuel conduit 4 and fuel filler nozzle 3, is fitted with wheels 8A-8B which run on rails 9A-9B mounted on a transverse overhead gantry 11 supported by a longitudinal strut or pillar 10, such elevated and supported rail assembly

units being placed at suitable intervals between the highway lanes serviceable by the hydrogen refuelling infrastructure, preferably centrally in the highway divider area. The pillars are protected from collision damage by protective crash barriers 13.

A pavement marking system consisting of rumble strips 14A and 14B are positioned longitudinally on the surface of each traffic lane directly adjacent to the hydrogen refuelling section, at a suitable distance from the divider area/crash barrier, and interspaced optimally in a manner so as to provide warning vibrations and/or noise, which is discernible by the driver if the vehicle approaches the outer borders of the safe refu- elling area causing its tires to pass over the strips. The rumble strips 14A and 14B may be constructed in such a manner as to provide different frequencies of vibration and noise, i.e. higher on the side next to the crash barrier and lower on the opposite side of the vehicle, to make it possible for the driver to discern between a left and a right swerve and thus immediately and without need of corrective visual input correct the path of the vehicle accordingly.

Slight swerving, accelerating or braking of the kind that normally takes place in traffic would not interrupt the refuelling process; however, any movement beyond a normal pattern would be registered by the system, and should the receiving vehicle continue on a path incompatible with a safe completion of the refuelling operation, exceeding the range of safe refuelling, and/or change its speed in a manner deemed unacceptable by the system, a safety release system will immediately shut off hydrogen feed valves and execute an instant decoupling of the vehicle 1 from the filler nozzle 3. The system contains a detector system to recognize certain patterns of unsafe position and speed changes of vehicles being currently refuelled, making it possible to rapidly and automatically execute a general shut off and decoupling procedure along the entire line. This would enable the system to prevent mishaps due to open hydrogen valves during a collision episode affecting the row of cars being refuelled.

The hydrogen refuelling infrastructure is constructed and shown in FIG. 1 in a symmetrical configuration to provide similar refuelling facilities on either side of a highway or main thoroughfare, with the supporting pillars centrally situated between the two highway directional areas. The two different sides of the infrastructure, shown in this figure in a cross section and operating in opposite traffic directions, are identical

except for the left refuelling facility having the extendable fuel conduit 5 in a retracted and folded up state as described above, contrary to the right refuelling facility, which shows the extended conduit 4 pitched at an angle suited for docking its fuel filler nozzle 3 with the fuel inlet orifice 2 of a vehicle 1. This vehicle is illustrated to be driving at a parallel course to the path of the individual hydrogen dispenser tank 7 travelling on rails 8A, 8B beside it at a matching speed, thus facilitating a safe coupling of the nozzle 3 and inlet orifice 2.

Refuelling moving structures with flammable substances is by no means a new phe- nomenon. Airborne refuelling of aircraft, invented in 1921 and used in military aviation since 1923, has proved a safe and reliable method of expanding the range of operation of aircraft moving at much higher speeds than highway speeds, this having been achieved in spite of the fact that planes move on air masses that are volatile and unstable compared to the straight and stable surfaces of roads and rails. Airborne refu- elling is partially manually executed, a fuel probe and drogue approaching each other and interlocking by means of a coordinated effort on the part of the crews of both planes. A modern tanker plane can transfer upwards of 4000 litres of highly flammable fuel to a receiver plane per minute, yet no accidents are on record in which leaking jet fuel or fumes have caused mishaps during airborne refuelling operations. This may be due in part to the quick dissipation of such fuel and/or fumes into the surrounding air mass in case of leakage; a roadborne refuelling of a hydrogen vehicle is even less vulnerable to accidents caused by fire or explosion due to the extremely rapid upward dissipation of hydrogen under high pressure in case of a leak. Thus, an accidental fire or explosion due to leaking high pressure hydrogen during refuelling is difficult to imagine, even at a standard tank station, where the dispensing unit and the receiving unit are both stationary. Should a leakage occur during refuelling of a moving hydrogen vehicle according to this invention, i.e. due to a faulty coupling mechanism, the minimal amount of hydrogen released into the atmosphere before safety mechanisms close the valves will dissipate so quickly in the surrounding air that ignition is physi- cally impossible. Since hydrogen is an inherent and natural part of the environment, it also will not be a source of pollution in case of leakage, even if released in theoretically large quantities.

Referring now to FIG. 2, further details of a preferred embodiment of the automatic coupling and decoupling of the dispensing and the receiving units will be explained. The outer extremity of the oblong telescopic fuel directing conduit 4 is here seen in its extended stage, and the cross section 16 shows the basically aerodynamic design of the conduit 4, minimizing drag and thus reducing the energy consumption of the dispenser tank/fuel conduit unit propulsion mechanism during motion with the telescopic conduit 4 in its extended mode. A housing 17 contains the fuel dispenser nozzle 3 which is released from the housing 17 after a secure coupling with the fuel inlet orifice 2 of the receiving vehicle 1 has taken place, subsequently feeding out a suitable length of flexible fuel hose 15, contained inside the wing-shaped fuel directing conduit 4. This establishes a transfer line between the hydrogen dispensing and receiving units 7, which will allow for normal variables in the positioning of the moving vehicle 1 relative to the dispensing unit during the refuelling operation. When the coupling is complete and the hose 15 reeled out, the fuel dispenser wing 4 will pivot to a relatively elevated pitch for safety, in FIG 2 shown as a horizontal position.

On completion of the filling of the on-board tank of the receiving vehicle 1 and closure of all applicable valves, the fuel dispenser nozzle 3 and the fuel inlet orifice 2, having been safely interlocked during the transfer of compressed hydrogen, will be allowed to separate in an automatic release procedure. The hydrogen dispenser unit 7 will then slow down its speed along the tracks 9 A, 9B, allowing the vehicle 1 to pull away from the assembly, during which separation, the flexible hose 15 will be reeled in and the fuel dispenser nozzle 3 pulled back and locked into its original position, safely docked with the fuel dispenser nozzle housing 17, which is situated on the lower surface of the fuel dispenser wing 4.

Referring now to FIG. 3, the docking and release procedures are illustrated in a top view of a section of hydrogen refuelling infrastructure according to the present invention. The figure shows an eight lanes highway, four lanes in each direction, with a divider section wherein the infrastructure is installed. The extreme left lane in each direction is designated as a hydrogen refuelling lane, giving priority to hydrogen powered vehicles. The total length of a highway hydrogen refuelling infrastructure according to the invention should allow for a complete refuelling procedure to take place, whilst the receiving vehicle is driving at legal highway speeds. At the time of the dis-

closure of this invention, a hydrogen refuelling operation in which a normal portion of compressed hydrogen is transferred to an automotive passenger vehicle is approx. 1,5 - 2 minutes to fill the on-board tank. A stretch of highway less than two miles long will thus be sufficient for executing complete hydrogen refuelling operations of vehi- cles driving at normal highway speeds.

The transport system for the mobile units 7 is analogous to the system of FIG. 4, apart from comprising two tracks 9 for forward transport of the mobile units 7 and two return tracks 18 for mobile units 7. All tracks are supported by pillars 10 and transverse overhead gantries 11 bearing the tracks 9, 18.

In the lower left part of FIG. 3, a vehicle 1 is seen entering the refuelling zone from the left hand side. Having electronically exchanged information with the system pertaining to the refuelling operation, such as vehicle speed and position data, customer ID, fuel type, tank size, flow metering, billing data and documentation and any other information which may be applicable for the transaction, possibly supplemented by input from a user interface panel on the car dashboard, whereby the user may confirm conditions, enter data or otherwise communicate with the refuelling station, a mobile dispenser tank unit 7 with a full individual portion of high pressured hydrogen is dis- patched on an adjacent rail 9A, 9B in the same direction as the vehicle 1 needing refuelling, it quickly matches its speed and location and then maintains this location relative to the receiving vehicle, positioning its extended fuel conduit wing 4 optimally in order to place the fuel dispenser nozzle 3 immediately behind the fuel inlet orifice 2 of the car 1. This positioning can be achieved via technology, including but not limited to wireless or other communication methods, laser triangulation and designator targeting, laser guided vision and/or other types of vision guided robotics, sonic wave sensor systems and infrared technology or any combination thereof plus one or more powered motion systems.

The desired relative positioning achieved, the dispenser nozzle 3 will dock with the fuel inlet orifice 2 of the moving vehicle 1 ' and, through a communication system or other data processor, controller and or computer, communicate with the vehicle 1 and, among other parameters, check the pressure, temperature and volume of hydrogen within the on-board tank. It will also check that the vehicle is grounded.

When the external hydrogen vessel 7 and the fill coupler are safely connected, and the necessary electronic communications have been exchanged, the actual filling of the hydrogen receptacle can occur. The filling operation is initiated by the flexible fuel hose being unreeled to provide a relative motion tolerant transfer line between the ve- hide 1 ' ' and dispenser tank 7' ' during refuelling.

Referring now to the vehicle 101 travelling in the opposite direction, this vehicle 101 has completed its refuelling procedure and is approaching the end of the H2 refuelling zone. The hydrogen valves have been closed in both the onboard tank of the vehicle 101 and the mobile dispenser unit 107, which now contains a lesser amount of hydrogen stored at less pressure, illustrated in the drawing by a lesser density of molecules, and the coupling of its fuel inlet orifice 102 with the fuel dispenser nozzle 103 has just been released. The transfer hose 115 is being reeled back into the telescopic fuel conduit wing 104, which will subsequently return to its retracted mode, while the fuelled car 101 is pulling away, the wing 104 being folded into transport mode 105 for reduced drag before reaching the end of the track, where it will immediately start refilling with high pressure hydrogen to be ready for its next dispatch. The filling facilities for mobile tanks are not shown. At the same time, the refuelled vehicle 9 is leaving the hydrogen zone, having now acquired a travel range sufficient to reach the next city and/or hydrogen refuelling infrastructure.

Referring now to return tracks 18, as opposed to the tracks 9 conveying refuelling units 7, 107 alongside and in the same direction as automotive hydrogen powered vehicles 1, 101, freshly filled tank units 7, 107 shall be sequentially returning on these tracks 18 to their dispatch areas, their telescopic wings 5 conveniently retracted and folded into the non-operative transport mode.

Also in FIG.3, referring to the three traffic lanes in each direction not reserved for refuelling of hydrogen powered vehicles, other categories of vehicles 20 are shown in these lanes.

Since certain changes may be made in the above infrastructure without departing from the scope of the invention herein involved, it is intended that all matter contained in

the above description, as shown in the accompanying drawings, shall be interpreted in an illustrative, and not a limiting sense.