Fuel system for a pressure tank for installation in a gas operated vehicle

Abstract

The invention relates to a fuel system (1, 1 ') for installation in a hydrogen-operated vehicle having a plurality of hydrogen pressure tanks which are designed to have a high-pressure level of at least 200 bar, said fuel system comprising the following structural units: a filler collar (2, 2') which is suitable for being connected to a corresponding coupling of a filling station, an intermediate piece (3) which is suitable for being connected to a corresponding coupling of a filling station, and a plurality of fuel tanks (4, 5 ') which are designed to have a high-pressure level of at least 200 bar. The invention relates to a hydrogen pressure tank (1), comprising:-a central part (2) having a housing (3a) and at least one check valve (7.1, 7.2),-a distributor (4) having a plurality of connections (13) for lines to the hydrogen pressure tank, and-a valve assembly (5) comprising at least one shut-off valve (22), a connection (23) for an output line and a pressure reducer (10), the pressure reducer is designed such that it can reduce the pressure of the hydrogen from a high pressure level in the pressure tank to a medium pressure level between 3 bar and 30 bar; wherein the intermediate piece (3) is connected on one side to the filler neck (2) and on the other side to the distributor (4), such that the flow path (100) during filling is substantially straight from the filler neck (3) through the intermediate piece (3) to the input into the distributor (4); and wherein the valve assembly (5) is connected to the intermediate part (3) without a line in the middle such that hydrogen can be conducted from the connection (13) for the line to the pressure tank through the pressure reducer (20.1, 20.2) to the connection (23) for the outlet line.

Description

Technical Field

[0001] The invention relates to a fuel system for installation in a hydrogen-operated vehicle having a plurality of hydrogen pressure tanks, which are designed to have a high pressure level of at least 200 bar. The fuel system comprises a filling nipple, a connection for an output line and a pressure reducer. The pressure reducer is designed such that the pressure reducer can reduce the pressure of the hydrogen from the high pressure level in the pressure tank to a medium pressure level between 3 bar and 30 bar. Background Art

[0002] Hydrogen-powered vehicles have, for example, a gas engine or a fuel cell with an electric motor as a drive. In order to be able to store sufficient propellant, the hydrogen is stored as a fuel gas under high pressure in a pressure tank. Pressures of more than 200 bar, usually 350 bar or 700 bar, and sometimes even up to 875 bar, are typical for such pressure tanks. Since the gas engine or the fuel cell is operated at a lower input pressure, the pressure of the hydrogen must be reliably regulated from the high pressure level to the medium pressure level.

[0003] In the prior art, fuel systems for hydrogen pressure tanks (gas tanks) and for installation in hydrogen-operated vehicles are known. For example, such fuel systems are described in DE 102019200459 A1 and DE 102017214184 A1. A pressure reducer is used to reduce the pressure level of the tank pressure to the lower pressure level required by the fuel cell. If necessary, the filling state can be determined via a control device and a pressure sensor on the pressure tank and communicated with the filling station. In addition, the fuel system also has a shut-off valve and a pipeline connected via a corresponding screw connection. If multiple pressure tanks are connected in parallel, additional distribution parts are required for different tank lines. All these components and connection parts must be tested and checked after installation. This causes significant cost and also brings the risk of incorrect assembly and corresponding leakage. Summary of the invention

[0004] The object of the present invention is now to further develop and improve a fuel system for a vehicle operated with hydrogen in such a way that it can be operated reliably and safely and can be assembled quickly and without errors.

[0005] This object is achieved by a fuel system according to claim 1. Further advantageous features are mentioned in the dependent claims.

[0006] According to the invention, the fuel system according to claim 1 is characterized in that the fuel system comprises the following structural units:

[0007] - a filling nipple, which is suitable for connection to a corresponding coupling of a filling station,

[0008] - an intermediate piece, comprising a housing and at least one non-return valve,

[0009] - a distributor having a plurality of connections for the lines leading to the hydrogen pressure tanks, and

[0010] a valve assembly comprising at least one shut-off valve, a connection for an outlet line and a pressure reducer which is designed such that it reduces the pressure of the hydrogen from the high pressure level of the pressure tank to a medium pressure level between 3 bar and 30 bar;

[0011] The intermediate piece is connected to the filling nipple on one side and to the distributor on the other side, so that the flow path during filling is essentially straight from the filling nipple through the intermediate piece to the input end of the distributor; and the valve structural unit is connected to the intermediate piece without a pipeline in between, so that hydrogen can be guided from the connection part for the line leading to the pressure tank through the pressure reducer to the connection part for the output line.

[0012] An advantage of the fuel system according to the invention is that the fuel system is optimized not only for the operation of the vehicle but also for the filling process and for the installation of the fuel system in the vehicle.

[0013] Therefore, during filling, a much larger volume flow is conducted through the fuel system at a higher pressure than during normal driving operation. The solution proposed here is characterized in that the flow path for hydrogen during filling causes less pressure loss in the fuel system and thus leads to less heating in the fuel gas. Since all components that flow through during filling are arranged in a straight line one after the other, the pressure loss is significantly lower than in conventional systems. In addition, larger cross-sections and shorter flow paths can be realized more easily. Small deviations from the straight flow path are acceptable. It is important that no strong pressure losses occur due to large deflections.

[0014] The position where hydrogen enters the distributor is regarded as the input end into the distributor, and this position is where the distributor is connected to the middle piece.

[0015] Fuel system according to the present invention, due to its compact structure and being implemented as pre-assembled components, makes it easier to assemble, and has a small structural space requirement in the vehicle. The special advantage is that all the components integrated here are connected to each other without a separate pipeline. This leads to a higher reliability about tightness. The advantage provided as a complete assembly is that the fuel system according to the present invention can be pre-assembled independently of the vehicle and pressure tank. Then, this fuel system pre-assembled as a component can also be tested in advance and accepted in terms of safety technology and quality technology. Thus, the fuel system can be provided as an independent component for the first time. It is not complicated to install in the vehicle, because only a small amount of coupling parts need to be connected, and all internal parts and connections have been tested in terms of function and tightness, and fastening is easier, because the valve structural unit that is carried by itself only needs fewer fastening points and can be assembled as a component. In addition, the number of screwed parts in the whole fuel system is also significantly reduced.

[0016] In a preferred embodiment, at least one of the connections for the lines to the pressure tank is oriented so that the flow direction at the connection is aligned with the flow direction during filling. As a result, at least for one pressure tank, the pressure loss during filling is particularly low.

[0017] In particular, the invention can be advantageously used if the distributor has three or four or five connections for the lines to the pressure tank. In particular, the distributor has a maximum of eight connections for the lines to the pressure tank. The arrangement of the connections is designed in particular to take into account the pressure losses of the respective lines to the pressure tank, which are usually not of the same length and thus cause different pressure losses. For example, the connections can be arranged at an angle to the flow path during filling, and the angles can be different for different connections, so that different degrees of deflection occur. Thus, the longest line can be placed on the connection with the flow path with the lowest pressure loss.

[0018] In addition to the main bore for the gas flow, the distributor can also advantageously have a bore with a smaller diameter than the main bore before each connection for the line to the pressure tank. The pressure loss at the reduced bore can thus be adjusted to achieve a uniform gas distribution to the different connections. If necessary, the individual bores before the connections can have different diameters, so that, for example, further pressure losses in the respective line to the pressure tank can be taken into account at the same time. Connections with longer lines are designed so that the bores have a slightly larger diameter, while connections with shorter lines are designed so that the bores have a smaller diameter, in order to achieve a flow distribution that is as uniform as possible.

[0019] In a further embodiment, the distributor comprises a temperature sensor mounted in a further connection hole. The temperature sensor can be used to determine the state of the gas and to monitor the heating of the gas during filling. In an alternative embodiment, the temperature sensor is not arranged in the distributor, but in the intermediate piece.

[0020] It is also advantageous that the distributor has a flange, which is designed so that the distributor can be fastened to the middle piece in different positionings. Therefore, one or more couplings for the lines leading to the pressure tank can be placed in different orientations relative to the middle piece. This provides the advantage that the fuel system can be used very flexibly. Even in the case of different positioning in different vehicles (such as sometimes on the left and sometimes on the right), the fuel system can be assembled so that the lines leading to the pressure tank can be properly connected and implemented as short as possible without redesigning the distributor. The distributor can be easily connected to the middle piece in a correspondingly changed positioning. A possible embodiment is that the flange is constructed in an annular shape and has a plurality of fastening holes with the same spacing. Therefore, the distributor can be fastened in different rotational positionings.

[0021] It is also advantageous if a thermal insulation layer is provided between the valve assembly and the intermediate piece. For example, the insulation layer can be designed as a glass-fiber-reinforced plastic layer. As a result, even if the intermediate piece is initially cooled by the cold hydrogen gas from the filling station during filling, the valve assembly is thermally insulated from the intermediate piece and is therefore protected from excessively strong and rapid temperature changes.

[0022] Another particularly preferred embodiment has a pre-breaking point on the filler nipple, which is designed so that the filler nipple breaks at the pre-breaking point when the filler nipple is subjected to mechanical overload. This prevents damage to other parts of the fuel system or prevents the fuel system from moving in the vehicle. For this purpose, the pre-breaking point is designed so that it can withstand the loads during filling very well, but it is not as stable as the fastening of the fuel system in the vehicle. In particular, this solution ensures that the intermediate part with the non-return valve remains intact in the event of an accident in the area of ​​the filler nipple, and the line to the pressure tank is not loaded by the movement of the fuel system, so that no hazards caused by hydrogen leakage occur.

[0023] The pre-breaking point can be implemented, for example, as a groove or notch on the filler nipple or as a thin-walled point. Alternatively or additionally, the connection of the filler nipple to the intermediate piece can be implemented in such a way that it is used as a pre-breaking point by breaking when overloaded. For example, the connection can be implemented via a thread that is designed so that it tears or breaks when overloaded.

[0024] The embodiment according to the invention is further improved when two nonreturn valves are installed one behind the other in the intermediate piece, thereby achieving a higher safety and nevertheless maintaining the advantage of low pressure losses caused by a straight flow path during filling.

[0025] In a further preferred embodiment, the pressure reducer present in the valve assembly is designed as a two-stage pressure reducer. In this case, the first stage of the pressure reducer reduces the pressure from the pressure tank to an intermediate level between 40 bar and 80 bar, and the second stage of the pressure reducer further reduces the pressure to the medium pressure level. A more precise and sensitive pressure setting as well as a fluctuation-free pressure setting can be achieved by means of a two-stage pressure reducer. Particularly preferably, the medium pressure level is between 10 bar and 25 bar. Preferably, the pressure reducer can be adjusted to the respective desired pressure level via spring loading.

[0026] In order to make the fuel system more reliable and safer in operation, in addition to the pressure reducer, the fuel system preferably also includes further components: a vent valve, for example, during maintenance work, the system can be relieved or flushed via the vent valve; a gas filter, which blocks smaller sporadic dirt from the pressure tank or the line and thus protects the downstream valve from damage; a shut-off valve, with which the fuel system can be shut off relative to the fuel cell or the gas engine; an overpressure safety valve, which protects the fuel system from excessive pressure and is preferably arranged after the pressure reducer in the flow direction; a pressure sensor for measuring the state of hydrogen gas, from which these measured values ​​(if necessary together with the measured values ​​from the sensor on the pressure tank) can more reliably and more accurately determine how much hydrogen is present in the pressure tank. This is important information for calculating the range of the vehicle and for the filling process. One or more of these mentioned components can be present. Preferably, the existing components are integrated into the valve structural unit.

[0027] Furthermore, the valve assembly has an L-shaped shape in a cross section perpendicular to the flow path during filling, thereby enabling a particularly space-saving arrangement on the intermediate piece.

[0028] Particularly preferably, the valve structure unit has a housing, which is made of aluminum material, preferably cast aluminum material or aluminum material through forging, and the middle piece has a housing made of steel material. The housing can also be understood as a matrix, into which the components respectively installed can be placed. For example, a valve seat and / or a channel as a gas line can be integrated in the housing. The openings or cavities required for valve assembly or for assembling other components can be closed with seals and covers. Through material selection, on the one hand, sufficient strength is achieved in the middle piece that is subjected to very high pressure and strong cooling during filling, and on the other hand, even if multiple components are provided in the valve structure unit, a lighter weight and a simple structure and shape can be achieved for the valve structure unit.

[0029] Likewise, the invention also includes embodiments in which the valve assembly consists of a plurality of subunits which are fastened to one another in such a way that no pipelines are present between them.

[0030] According to the invention, there are no exposed pipe lines screwed between the parts or components, so as not to affect reliability and simple assembly.

[0031] It is also advantageous if a connecting sleeve is provided as a flow channel between the intermediate piece and the valve assembly, the connecting sleeve being sealed with respect to the intermediate piece and the valve assembly by means of a seal. In addition, a gas filter may also be provided, which is arranged such that it is at least partially located in the connecting sleeve. It is particularly preferred that the connecting sleeve is positioned such that the flow direction in the connecting sleeve is located in a plane which is oriented perpendicularly to the flow path in the intermediate piece during filling.

[0032] In a preferred embodiment, the fuel system additionally comprises an electronic tank control unit. The tank control unit is adapted to receive and process signals from at least one sensor present on the fuel system and to generate one or more output signals. By integrating the fuel system of the electronic tank control unit into the fuel system, the components can be tested more comprehensively beforehand and fewer interfaces need to be considered during assembly in the vehicle. Thus, the cable harness between the tank control unit and the sensor can also be integrated into the fuel system.

[0033] Additionally, the tank control unit can also be set up so that it can communicate with the hydrogen filling station and in particular can control the filling process. For this purpose, a communication interface is fastened on the filling nipple as a transmitting unit and a receiving unit and is carried by the filling nipple.

[0034] In order to enable a further simplified assembly, it is advantageous if the valve assembly has fastening options by means of which the fuel system can be mounted on a support structure that fastens the pressure tank in the vehicle. The fuel system can thus be fastened to a tank module, which comprises a support structure and a plurality of pressure tanks, if necessary, and already be connected to the tank lines of the pressure tanks. The tank module including the fuel system is then installed in the vehicle as a complete unit. This further minimizes the assembly time in the production line of the vehicle manufacturer, which is a major advantage. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Further advantageous features of the present invention are explained in conjunction with the embodiments with reference to the accompanying drawings. The features mentioned can be advantageously implemented not only in the combination shown, but also individually combined with each other. In detail:

[0036] Figure 1 , Figure 2 The fuel system according to the invention is shown in two different views;

[0037] Figure 3a , Figure 3b A longitudinal section through a fuel system according to the invention is shown (2 variants);

[0038] Figure 4 A longitudinal section through the distributor is shown;

[0039] Figure 5 A cross section through a fuel system according to the invention is shown.

[0040] The following is a detailed description of the drawings. The same reference numerals represent the same or similar components or parts. DETAILED DESCRIPTION

[0041] Figure 1 and Figure 2 Two different views show an embodiment of a fuel system 1 according to the invention for a hydrogen-operated vehicle with a plurality of pressure tanks. The pressure tanks are used to store hydrogen as a propellant for gas engines or fuel cells. The fuel system 1 comprises a filler nipple 2, an intermediate piece 3, a distributor 4 with a connection 13 for the lines to the pressure tanks and a valve assembly 5 with a connection 23 for the outlet lines. All these components are connected to one another without separate pipe lines in between.

[0042] Thus, the fuel system 1 can be assembled and tested for function and tightness beforehand, so that during vehicle assembly, it can be assembled much faster and more reliably than previous fuel systems as a component with fewer interfaces. Moreover, during vehicle assembly, only these few interfaces need to be checked for tightness. Furthermore, the fuel system 1 according to the invention is very compact and requires little installation space in the vehicle.

[0043] The middle piece 3 comprises a housing 3a, which can also be configured as a base body for accommodating components. Preferably, the housing 3a is made of a steel material. One or more non-return valves in the middle piece are not visible here.

[0044] It can be clearly seen that during filling, the flow path 100 from the filler neck 2 through the intermediate piece 3 to the inlet into the distributor 4 is substantially straight. This achieves a low pressure loss during filling. Small deviations from the straight flow path are acceptable. It is important that no significant pressure losses occur due to larger deflections.

[0045] The distributor 4 shown here has four connections 13 for the lines to the pressure tank. The distributor 4 can also be designed similarly for two, three or more pressure tanks. The distributor is designed here so that it is fastened to the intermediate piece 3 at different angles via the flange 4a and the screws 15 without having to change the design structure or the manufacturing method. As a result, the distributor can be installed in the vehicle according to the planned positioning of the fuel system 1 in the vehicle, so that the connections 13 for the lines to the pressure tank are appropriately oriented.

[0046] In the example shown, one coupling portion 13 is arranged with its distribution flow direction 101 aligned with the flow path 100 .

[0047] A temperature sensor 14 is arranged in the distributor 4 . Alternatively, the temperature sensor can also be positioned in the intermediate piece 3 .

[0048] The valve structure unit 5 is directly fastened to the middle piece by means of a plurality of screws 26. For the heat insulation between the middle piece 3 and the valve structure unit 5, an insulating layer 30 is provided. Therefore, the pressure reducers 20.1, 20.2 and valves in the valve structure unit 5 can be protected from the influence of temperature fluctuations that occur when filling with very cold hydrogen gas from a filling station. The housing 5a can be implemented as a matrix of the valve structure unit 5, in which the necessary valve seats, openings or cavities for sensors, and gas lines such as flow-optimized channels are processed. As a preferred embodiment, the housing 5a can be made as an aluminum component. For example, forging or as a die-cast component is performed. If the housing is implemented in a multi-piece manner, it is important that no separate pipelines are provided between these parts, but these parts are directly connected to each other, such as screwed.

[0049] In the embodiment shown, the pressure reducer has a two-stage first stage 20.1 and a second stage 20.2 and is preferably spring-loaded and set to the desired pressure level. The pressure at the connection 23 for the outlet line to the consumer can thus be reliably set.

[0050] There is also a stop valve 22 in the valve structure unit, which is preferably implemented as a solenoid valve. Here, there are also other valves and sensors in the valve structure unit 5, but they do not necessarily all exist:

[0051] Thus, for example, there is an overpressure safety valve, which protects the medium-pressure side of the fuel system, i.e. the area after the pressure reducers 20.1, 20.2 in the flow direction, from excessive pressure. The overpressure safety valve leads to an output 25, to which an exhaust line can be connected, which leads to the outside for the safe discharge of hydrogen gas in an emergency. In addition, a vent valve can be provided, which is preferably implemented as a manual valve, because it is only required during commissioning or maintenance work. The pressure sensors 21 and 24 are provided on the one hand for monitoring the high-pressure level and on the other hand for monitoring the medium-pressure level.

[0052] In addition, an electronic tank control unit can also be provided, which is fastened to the valve structure unit 5 or the middle piece 3. The tank control unit processes the signals of the sensors, for example, the signals of the pressure sensors 21, 24 and the temperature sensor 14. The tank control unit can output, for example, the tank filling state or the like as an output signal. And the tank control unit is connected to the fuel cell or the gas engine to exchange information and signals. In addition, a communication interface can also be fastened to the filling socket as a transmitting and receiving unit, via which the tank control unit communicates with the hydrogen filling station, so that the filling process runs in an optimal manner, or the tank control unit controls the filling process by communicating with the filling station.

[0053] When the vehicle is running, hydrogen gas flows out from the connection 23. The output flow 102 is directed to a fuel cell or a gas engine via a suitable line.

[0054] Figure 3a and Figure 3b The longitudinal sections of two different variants of a fuel system 1 , 1 ′ are shown. These variants differ in the type of connection of the filler neck 2 , 2 ′ to the intermediate piece 3 , 3 ′ and in the type of realization of the predetermined breaking point 9 , 9 . 1 .

[0055] Both variants have two non-return valves 7.1, 7.2 arranged one behind the other in the intermediate piece 3, 3'. This achieves redundant protection and maintains a straight flow path 100 during filling and the advantages associated therewith. A gas filter 11 is arranged in the filler nipple 2, 2'. The non-return valves 7.1, 7.2 are installed in the housing 3a together with the seal 19. The elongated embodiment of the filler nipple 2, 2' offers the advantage that the components of the fuel system 1, 1' are arranged further away in the interior of the vehicle and are therefore better protected from immediate damage in the event of an accident.

[0056] The distributor 4 has a main bore 16 which is aligned with the flow path 100 during filling. A bore 12 having a smaller diameter than the main bore 16 is provided upstream of the connection for the line 13 to the pressure tank. The gas is distributed more evenly by the pressure loss at these bores.

[0057] In accordance with Figure 3a In the variant of , the non-return valves 7.1, 7.2 are fixed in the shut-off direction by means of a screw-in connection sleeve 6 which is part of the intermediate piece 3'. The filler nipple 2' is fastened to the connection sleeve 6 via a thread, which acts as a pre-breaking point 9. The thread is dimensioned so that it reliably bears the normal loads during filling, but is not as stable as the fastening of the connection sleeve 6 to the intermediate piece 3 and not as stable as the fastening of the fuel system 1' in the vehicle. Therefore, when overloaded, the filler nipple 2' breaks at the thread of the pre-breaking point 9.

[0058] exist Figure 3b , a variant is shown in which the non-return valves 7.1, 7.2 are held by means of a retaining ring 6.1. The filler nipple 2 is fastened to the intermediate part by means of a screwed-on flange ring 6.2. The pre-breaking point 9.1 is designed here as a notch which is dimensioned so that the filler nipple breaks at the pre-breaking point 9.1 when overloaded. The fastening of the flange ring 6.2 by means of screws 17 and the fastening of the fuel system 1 in the vehicle must be more stable than the pre-breaking point 9.1.

[0059] Figure 4The longitudinal section of the distributor 4 is shown. Part of the intermediate piece 3 can still be seen on the left. The channel 10 leads via a further channel out of the plane of the drawing to the valve assembly 5 which is not visible here.

[0060] During filling, the gas enters the input end of the distributor 4 from the middle piece 3 along the flow path 100 on the left. There, the gas flows through the main hole 16 to the connection part 13 and flows to the pressure tank through the connected line. A hole 12 with a smaller diameter than the main hole is provided before each connection part 13. These holes 12 are arranged at an angle to the axis of the main hole 16 except for one hole. This can influence the distribution to different connections 13. In addition, these holes 12 can also be implemented with different diameters, thereby also specifically affecting the distribution of the gas flow to different connections. Thus, for example, different pressure losses of the lines leading to the various pressure tanks can be compensated.

[0061] On the end face of the middle piece 3 there are threaded holes 8 at uniform intervals, so that the distributor 14 can be fastened to the middle piece 3 via its flange 4a and by means of screws 15 at different angles. This allows the orientation of the couplings 13 and their flow direction 101 to be adjusted in a desired manner. This enables a suitable assembly in the vehicle. One of the threaded holes 8 is not used here.

[0062] During vehicle operation, hydrogen gas flows from the pressure tank via the line to the connection 13, from there through the distributor 4 and into the intermediate piece 3 via the main opening 16. The non-return valves 7.1, 7.2 prevent an outflow from the filler neck 2. Instead, the gas flows via the channel 10 and further channels in the intermediate piece to the valve assembly 5.

[0063] Figure 5 2 shows a cross section of the fuel system. It can be clearly seen that the valve assembly 5 has an L-shaped shape in the cross section and can therefore be positioned well around the middle piece 3. The valve assembly 5 is fastened to the middle piece 3 via screws 26. As a result, the fuel system 1 becomes a compact assembly that can be installed as a whole in a vehicle and requires only a small installation space.

[0064] An insulating layer 30 for thermal insulation is present at the connecting plane between the valve assembly 5 and the intermediate piece 3 .

[0065] In the middle piece 3 there is a main bore 16. The channel 10 cannot be seen because it is not in the section plane. The channel connects the main bore 16 with the visible bore used as a channel to the valve structure 5. The connecting sleeve 28 shown connects the middle piece 3 and the valve structure 5 as a flow channel. The connecting sleeve is arranged to be plugged both into the bore in the middle piece 3 and into the bore in the valve structure 5 and is sealed on both sides with seals 29. Thus, a reliable and gas-tight connection can be provided for the flow path. The flow direction 103 in the connecting sleeve 28 is located in a plane perpendicular to the flow path 100. Optionally, a gas filter 27 is provided in the connecting sleeve so that the hydrogen is cleaned again before reaching the valve in the valve structure 5. Preferably, the gas filter 27 is arranged to be at least partially located in the connecting sleeve 28.

[0066] Reference numerals list

[0067] 1. 1' Fuel system

[0068] 2. 2' filling socket

[0069] 3.3' Middleware

[0070] 3a Housing

[0071] 4 Distributor

[0072] 4a Flange

[0073] 5 Valve structure unit

[0074] 5a Housing

[0075] 6 Connecting bushing

[0076] 6.1 Retaining ring

[0077] 6.2 Flange ring

[0078] 7.1, 7.2 Check valve

[0079] 8 threaded holes

[0080] 9 Thread

[0081] 9.1 Pre-fracture location

[0082] 10 channels

[0083] 11 Gas filter

[0084] 12 Hole to the connection for the pressure tank

[0085] 13 Connection for pressure tank

[0086] 14 Temperature Sensor

[0087] 15 Screws

[0088] 16 Main hole in distributor

[0089] 17 Screws

[0090] 18 threaded holes

[0091] 19 Sealing ring

[0092] 20.1 Pressure reducer (first stage)

[0093] 20.2 Pressure reducer (second stage)

[0094] 21. Pressure sensor

[0095] 22 Stop valve

[0096] 23 Connection for output line

[0097] 24 Pressure Sensor

[0098] 25 Output of overpressure safety valve

[0099] 26 Screws

[0100] 27 Gas filter

[0101] 28 Connecting sleeve

[0102] 29 Seals

[0103] 30 Insulation Layer

[0104] 100 Flow path during filling

[0105] 101 Flow direction at connections for pressure tanks

[0106] 102 Output Stream

[0107] 103 Flow direction in the connecting sleeve

Claims

1. A fuel system (1, 1') for installation in a hydrogen-operated vehicle having a plurality of hydrogen pressure tanks, the hydrogen pressure tanks being designed to have a high pressure level of at least 200 bar, wherein: The fuel system comprises the following structural units: - a filling nipple (2, 2') which is suitable for connection to a corresponding coupling of a filling station, - an intermediate piece (3) having a housing (3a) and at least one non-return valve (7.1, 7.2), - a distributor (4) having a plurality of connections (13) for lines leading to hydrogen pressure tanks, - a valve structural unit (5) comprising at least one shut-off valve (22), a connection (23) for an output line and a pressure reducer (10) which is designed such that it can reduce the pressure of the hydrogen from a high pressure level in the pressure tank to a medium pressure level between 3 bar and 30 bar; The intermediate piece (3) is connected to the filling nipple (2) on one side and to the distributor (4) on the other side, so that the flow path (100) during filling is substantially straight from the filling nipple (3) through the intermediate piece (3) to the input end of the distributor (4); and the valve structure unit (5) is connected to the intermediate piece (3) without a pipeline in between, so that hydrogen can be guided from the connection (13) for the line to the pressure tank through the pressure reducer (20.1, 20.2) to the connection (23) for the output line.

2. The fuel system (1, 1') according to claim 1, It is characterized in that At least one of the connections (13) for the line to the pressure tank is oriented such that the flow direction (101) at the connection is aligned with the flow path (100) during filling.

3. The fuel system (1, 1') according to any one of claims 1 or 2, It is characterized in that The distributor (4) has three or four or five or up to eight connections (13) for the lines to the pressure tank.

4. The fuel system (1, 1') according to any one of the preceding claims, It is characterized in that In addition to the main bore (16), the distributor (4) has a bore (12) having a smaller diameter than the main bore (16) upstream of each connection (13) for a line to a pressure tank.

5. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The dispenser (4) comprises a temperature sensor (14).

6. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The distributor (4) has a flange (4a) which is designed such that the distributor (4) can be fastened to the intermediate piece (3) in different positions, so that one or more connections (13) for the lines to the pressure tank can be placed in different orientations relative to the intermediate piece (3).

7. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that A heat insulation layer (30) is present between the valve structural unit (5) and the intermediate component (3).

8. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The filler nipple (2) has a pre-breaking point (9, 9.1) which is designed so that when the filler nipple (2) is subjected to a mechanical overload, the filler nipple breaks at the pre-breaking point (9, 9.1).

9. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that Two non-return valves (7.1, 7.2) are installed one behind the other in the intermediate piece (3).

10. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The pressure reducer (20.1, 20.2) is implemented as a two-stage pressure reducer, wherein the first stage reduces the pressure from the pressure tank to an intermediate level between 40 bar and 80 bar, and the second stage further reduces the pressure to the intermediate pressure level.

11. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The valve structural unit (5) has an L-shape in a cross section perpendicular to the flow path (100).

12. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that The valve assembly (5) has a housing (5a) made of an aluminum material, preferably a cast aluminum material, and the intermediate piece (3) has a housing (3a) made of a steel material.

13. Fuel system (1, 1') according to any one of the preceding claims, It is characterized in that A connecting sleeve (28) is present between the intermediate piece (3) and the valve assembly (5) as a flow channel, the connecting sleeve being sealed relative to the intermediate piece (3) and relative to the valve assembly (5) by means of at least one seal (29), and in particular a gas filter (27) is present, the gas filter being at least partially located in the connecting sleeve (28).

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