Motor vehicle having post-treatment device and device for heating post-treatment device

Abstract

Motor vehicle (1) comprising an internal combustion engine (2), an aftertreatment device (5) for treating a first exhaust gas produced by the internal combustion engine (2), a first exhaust line (6) configured to supply the first exhaust gas to the aftertreatment device (5), an injector device (12) configured to produce a second exhaust gas and having a combustion chamber (11) and controllable to inject fuel into the combustion chamber (11), a combustion device (10), a second exhaust line (22) configured to supply a second exhaust gas to the aftertreatment device (5), a fuel tank (25) for containing fuel, and a supply line (26) configured to supply a flow of fuel from the fuel tank (25) to the injector device (12), the supply line (26) comprising a valve (30) controllable according to at least one first control mode and a second control mode, the valve (30) allows and prevents a flow of fuel to the injector device (12), respectively, in the first and second control modes.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims the priority of Italian Patent Application No. 102023000020529 filed on October 4, 2023, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The invention relates to a motor vehicle, in particular having an internal combustion engine and an aftertreatment device for exhaust gases from the engine. Background Art

[0004] Typically, a motor vehicle including an internal combustion engine also includes an aftertreatment device for the exhaust gas produced by the engine.

[0005] Additionally, as is known, aftertreatment devices operate optimally after reaching an operating temperature above a given threshold.

[0006] Typically, the aftertreatment device is heated by the same exhaust gases after starting the motor vehicle, however, the heat of this exhaust gas is initially dissipated mainly in the first seconds after switch-on to heat the pipes connecting the engine to the aftertreatment device.

[0007] However, the aftertreatment device is gradually heated until the optimum operating temperature is reached.

[0008] In some cases, the aftertreatment device is preheated in advance to reach an optimal operating temperature.

[0009] For example, it is known to use one or more special burners for this purpose.

[0010] A combustor typically has a combustion chamber, an injector for injecting fuel into the combustion chamber, an inlet opening for introducing compressed air into the combustion chamber to form a mixture with the fuel injected using the injector, an ignition device for triggering combustion of the mixture, and an outlet opening for exhausting the combustion products (i.e., additional exhaust gases separate from those produced by the engine).

[0011] The outlet opening is in communication with the aftertreatment device via the exhaust duct to supply the exhaust gas generated by the burner to the aftertreatment device to supplement or replace the exhaust gas generated by the engine, thereby enabling the aftertreatment device to be preheated.

[0012] In these cases, applicants encountered safety issues related to possible damage to the injector.

[0013] In fact, when the engine is in normal operating conditions, ie when the aftertreatment device has reached an optimal operating temperature, the injector is usually controlled to prevent access to the fuel in the combustion chamber of the burner.

[0014] In any case, in the event of a damaged injector, the fuel in the pipe intended to supply the injector may itself leak through the injector, pour into the combustion chamber of the burner, pass through the outlet opening and ultimately reach the aftertreatment device without being burned in the combustion chamber of the burner.

[0015] This constitutes a serious danger, not least because the fuel would make the components of the aftertreatment unit very dirty, but also because of the risk of spontaneous combustion outside the special chamber, with the associated risk of fire.

[0016] Therefore, there is often a need to resolve or at least work around the above issues.

[0017] It is an object of the present invention to meet said need, preferably in a simple and reliable manner. Summary of the invention

[0018] This object is achieved with a motor vehicle as defined in claim 1 .

[0019] The dependent claims define particular embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In the following, one embodiment of the present invention will be described by way of non-limiting example and with reference to the accompanying drawings for a better understanding of the present invention, in which:

[0021] Figure 1 is a perspective view of a motor vehicle according to the present invention; and

[0022] Figure 2 yes Figure 1 A system diagram of a part of a motor vehicle. DETAILED DESCRIPTION

[0023] exist Figure 1 Detailed Description of the Invention In the drawings, reference numeral 1 is used to denote a vehicle as a whole, in particular a motor vehicle, in particular a sports car or racing car.

[0024] The motor vehicle 1 comprises an internal combustion engine 2 , such as a known internal combustion engine.

[0025] The engine 2 includes one or more cylinders defining respective combustion chambers 3 .

[0026] Even for each combustion chamber 3 , the engine 2 preferably comprises a corresponding injector device 4 which can be controlled to inject fuel, for example gasoline or diesel, into the corresponding combustion chamber 3 .

[0027] As is known, the injector device 4 is also configured to prevent fuel from entering the combustion chamber 3 , in particular during those operating phases of the engine 2 in which the presence of unburned fuel is undesirable, for example the exhaust phase after expansion of the exhaust gases in the combustion chamber 3 .

[0028] In other words, the injector device 4 may be controlled to inject fuel only when appropriate or necessary, and conversely to prevent fuel from entering the combustion chamber 3 in other circumstances.

[0029] This is of course true as long as no malfunction of the injector device 4 occurs which could lead to an undesired leakage of fuel into the combustion chamber 3 .

[0030] The motor vehicle 1 further comprises an aftertreatment device 5 suitable for or configured to treat the exhaust gases generated by the engine 2 , such as known aftertreatment devices.

[0031] The after-treatment device 5 may include a particulate filter, a catalytic converter, and the like for removing harmful components in the exhaust gas.

[0032] Aftertreatment device 5 receives exhaust gas from engine 2 as input and provides treated or cleaned exhaust gas (ie, exhaust gas containing fewer harmful components than the incoming exhaust gas) as output.

[0033] The motor vehicle 1 comprises an exhaust line 6 which is configured to supply exhaust gases of the engine 2 to an aftertreatment device 5 .

[0034] In other words, the aftertreatment device 5 receives as input the exhaust gas of the engine 2 via the exhaust line 6 .

[0035] The exhaust line 6 comprises one or more exhaust ducts 7 , which place the exhaust manifold of the engine 2 in communication with the aftertreatment device 5 or connect them.

[0036] The exhaust gas line 6 may comprise further components, such as a temperature sensor 8 at one of the exhaust gas ducts 7 upstream of the aftertreatment device 5 .

[0037] In addition to the engine 2 , the motor vehicle comprises a combustion assembly or burner 10 configured to generate additional exhaust gases using the combustion of a mixture comprising a fuel, in particular air, and a fuel, for example the same fuel used for the engine 2 .

[0038] The burner 10 comprises at least one combustion chamber 11 and an injector device 12 for injecting fuel into the combustion chamber.

[0039] For example, the injector device 12 is at least functionally similar to the injector device 4, and thus the injector device 12 is used to inject fuel only when appropriate or necessary, thereby preventing fuel from entering the combustion chamber 11 under other circumstances, of course, as long as there is no fault causing fuel loss or leakage.

[0040] The combustion chamber 11 has an inlet 13 for an oxidant, in this case air.

[0041] The burner 10 comprises a supply circuit for an oxidant 14 for providing the combustion chamber 11 with the oxidant via an inlet 13 .

[0042] The circuit 14 preferably comprises the following components, which are more preferably in the order from the exterior of the motor vehicle 1 to the combustion chamber 11, each of which may be excluded and is therefore optional:

[0043] - oxidant filter or air filter 15,

[0044] a transducer 16 configured to detect a quantity indicative of the oxidant flow rate through a certain point of the circuit 14 and to generate a related signal,

[0045] - a compressor 17 for compressing the oxidant, for example a centrifugal compressor,

[0046] a transducer 18 configured to detect a quantity indicative of the oxidant pressure at a certain point through the circuit 14 and to generate a related signal, and

[0047] A non-return valve 19 for preventing the oxidant from returning from the combustion chamber 11 , ie in particular towards the compressor 17 .

[0048] Transducers 16, 18 are Figure 2 They are schematically depicted as being arranged at points of the circuit 14 at which they detect the respective associated quantities, but in practice they can also be positioned in a manner different from that shown.

[0049] The listed dimensions of the segments of the loop 14 between the various components are to be understood as examples only and not as limitations. Figure 2 The order of listed components is shown only as an example.

[0050] The order of the listed components of circuit 14 may vary from Figure 2 The sequence shown; for example, the transducer 16 could be anywhere relative to the compressor 17, rather than upstream thereof.

[0051] In detail, the burner 10 further includes an ignition device 20 for the fuel-oxidant mixture, which is configured to trigger the combustion of the mixture in the combustion chamber 11. The ignition device 20 is disposed at the combustion chamber 11.

[0052] In particular, the ignition device 20 comprises a glow plug, such as is typical in a diesel engine. Alternatively or additionally, the ignition device 20 may comprise a spark plug, such as is used in a gasoline engine.

[0053] The combustion mechanism of the burner 10 is preferably of the continuous flow type. In other words, the burner 10 is a continuous flow burner. In fact, a continuous flow of oxidant is provided to the combustion chamber 11, while the injection of fuel occurs separately via the injector device 12.

[0054] The ignition device 20 may be operated intermittently, ie it may be operated in such a way that the ignition of the mixture takes place with a specific frequency, which frequency corresponds in particular to the frequency of the injection of fuel into the combustion chamber 11 using the injector device 12 .

[0055] On the other hand, although independently, the engine 2 may be of a spark ignition type, or may be of a compression ignition type, for example.

[0056] Furthermore, the motor vehicle 1 comprises an additional exhaust line 22 which is configured to supply the exhaust gases generated by the burner 10 to the aftertreatment device 5 .

[0057] In other words, the aftertreatment device 5 receives as input the exhaust gases of the burner 10 via the exhaust line 22 and treats or purifies these exhaust gases similarly to the treatment or purification it does for the exhaust gases of the engine 2, that is, performs the same functions already described above, this time on the exhaust gases of the burner 10.

[0058] Specifically, the exhaust line 22 is connected to the exhaust line 6 so that the exhaust gas of the burner 10 reaches the aftertreatment device 5 through the exhaust line 6 .

[0059] In practice, the burner 10 has one or more exhaust ports for discharging combustion products in the combustion chamber 11 , that is, exhaust gas from the burner 10 .

[0060] The exhaust gas is communicated between the combustion chamber 11 and the exhaust line 22 .

[0061] Therefore, the exhaust gas line 22 connects or places the exhaust gas of the burner 10 in communication with the exhaust gas line 6 .

[0062] However, this is not required; the exhaust line 22 may also connect or be arranged to directly communicate with the exhaust gas of the burner 10 with the post-processing device 5, rather than Figure 2 As in the example, it is indirectly connected via the exhaust line 6.

[0063] The exhaust line 22 comprises one or more exhaust ducts 23 , which put the exhaust gas of the burner 10 in communication with one or more exhaust ducts 7 or connect it with one or more exhaust ducts 7 and thus indirectly communicate or connect with the aftertreatment device 5 .

[0064] The exhaust line 22 may include further components, such as a lambda sensor 24 in one exhaust line 23 upstream of the exhaust line 6 or more generally the aftertreatment device 5 .

[0065] The motor vehicle 1 comprises at least one fuel tank 25 for containing fuel. At least when the motor vehicle 1 is in use, the fuel tank 25 actually contains fuel.

[0066] Furthermore, the motor vehicle 1 comprises a supply line 26 which is configured to supply a fuel flow from the fuel tank 25 to the injector device 12 .

[0067] More specifically, the supply line 26 comprises at least one supply conduit 27 which places the fuel tank 25 in communication with the injector device 12. In other words, the supply conduit 27 extends from the fuel tank 25 to the injector device 12.

[0068] The supply conduit 27 is preferably defined by a tube having a diameter ranging between 4 mm and 8 mm, ie in detail 6 mm.

[0069] Furthermore, the supply line 26 comprises a pump member or pump 28 which is configured to take fuel from the fuel tank 25 and more precisely pump the taken fuel towards the injector device 12 with sufficient pressure so that the fuel reaches the injector device 12 and is thus injected into the combustion chamber 11 with a suitable pressure for combustion.

[0070] The pump 28 is at least partially arranged within the fuel tank 25. The pump 28 may comprise a portion of the supply conduit 27, in particular a portion that communicates directly with the fuel tank 25.

[0071] According to the invention, the supply line 26 also comprises a valve 30 controllable according to at least one first control mode and a second control mode in which the valve 30 respectively allows and blocks the flow of fuel to the injector device 12 .

[0072] In the second control mode, the valve 30 blocks the flow of fuel generated by the pump 28 , thereby preventing this flow from reaching the injector device 12 .

[0073] On the other hand, in the first control mode, the line 26 can actually perform the function of supplying fuel to the injector device 12 .

[0074] More specifically, valve 30 is a solenoid valve, ie, an electrically actuated valve, although this is generally not required.

[0075] In particular, the valve 30 is a cut-off valve, ie a switching valve. Therefore, the valve 30 is opened in the first control mode and closed in the second control mode.

[0076] In detail, the valve 30 includes an actuator, such as a known actuator not shown, configured to determine a control mode (ie, the first or second control mode) of the valve 30 .

[0077] The valve 30 is normally closed; in other words, when the actuator is not operating, the valve 30 is in the second control mode. Therefore, the actuator can be driven to drive the valve 30 to the first control mode.

[0078] In the case where the valve 30 is optionally electrically driven, the actuator is electric. Therefore, when the actuator is not electrically energized and is not electrically energized, the valve 30 is in the second control mode. On the other hand, the actuator is configured to drive the valve 30 to the first control mode when electrically energized.

[0079] In particular, valve 30 is a direct acting valve.

[0080] In other words, the valve 30 comprises a flapper element, for example a known flapper element not shown, which can be moved between a configuration corresponding to the second control mode in which it blocks the passage of the fuel flow and a configuration corresponding to the first control mode in which it releases the passage of the fuel flow. The actuator is configured to directly drive the flapper, i.e. to directly move the flapper, in particular from a configuration in which it blocks the passage to a configuration in which it releases the passage.

[0081] The valve 30 in the first control mode is preferably configured to allow a fuel flow rate between 0.0005 kg / s and 0.003 kg / s.

[0082] The valve 30 is suitable for being mounted in the supply duct 27 , in particular with reference to the diameter of the tube defining the supply duct 27 , ie in particular a diameter between 4 and 8 mm, ie more particularly 6 mm.

[0083] The valve 30 divides the supply conduit 27 into at least one branch 31 downstream of the valve 30 and a branch 32 upstream of the valve 30 .

[0084] The branch 31 places a port of the valve 30 , in particular an outlet of the valve 30 , in communication with the injector device 12 .

[0085] The branch passage 32 communicates with the other port of the valve 30, in particular, communicates with the inlet of the valve 30. In detail, the branch passage 32 sets the other port of the valve 30 to communicate with the fuel tank 25.

[0086] In the second control mode, the valve 30 isolates the branch 31 from the other branch 32. In other words, the valve 30 isolates the injector device 12 from the fuel tank 25.

[0087] The valve 30 is preferably adapted to operate within a temperature range between -40°C and 130°C.

[0088] Conveniently, the supply line 26 comprises a safety branch 35 extending between two ends defined by the branch 32 and respective points of the fuel tank 25. Here, the supply line 26 comprises a safety valve 36 which is normally closed and is configured to passively open when the fuel pressure on the branch 32 or the safety branch 35 (upstream of the safety valve 36) exceeds a safety threshold (particularly below 8 bar, more particularly between 5 bar and 8 bar).

[0089] Thus, in the event of excessive fuel pressure in branch 32 or safety branch 35 (upstream of safety valve 36), safety valve 36 opens, allowing pressurized fuel to return to fuel tank 25. Vice versa, when the pressure is below a safety threshold, safety valve 36 blocks the return of fuel to fuel tank 25 through safety branch 35.

[0090] The supply line 26 preferably includes a supply branch 38 configured to supply at least a portion of the fuel flow to the engine 2 from a point on the supply line 26 upstream of the valve 30. More specifically, the supply branch 38 extends between two ends located at points upstream of the valve 30 and upstream of the engine 2, respectively.

[0091] The supply line 26 is therefore configured to supply both the engine 2 and the burner 10 , ie to supply the two injector devices 4 and 12 with fuel, in particular fuel processed by and taken by the pump 28 , more particularly fuel taken from the fuel tank 25 .

[0092] Conveniently, the motor vehicle 1 further comprises a transducer P2 configured to detect the amount of fuel pressure downstream of the indicator valve 30 and to generate a related signal.

[0093] In other words, the transducer P2 detects the pressure downstream of the valve 30 , ie the pressure on the branch line 31 between the valve 30 and the injector device 12 .

[0094] Furthermore, the motor vehicle 1 comprises a control unit ECU which is coupled in particular to the transducer P2 .

[0095] The control unit ECU is configured to acquire the signal provided or generated by the transducer P2 and to extract from this signal a piece of information relating to the pressure downstream of the valve 30 .

[0096] Alternatively or in addition to everything that has been described above with reference to the control valve 30 , the control unit ECU is configured to control the valve 30 based on the extracted information.

[0097] A drop in pressure downstream of the valve 30 when the burner 10 is closed (i.e. on the branch 31 when the injector device 12 is controlled to prevent fuel from entering the combustion chamber 11) indicates a loss of fuel on the branch 31 (e.g. due to an unwanted leakage through the injector device 12) or even a loss from the pipe defining the branch 31.

[0098] In this case, the valve 30 is controlled by the control unit ECU according to a second control mode, namely in particular by deactivating the actuator of the valve 30 or keeping the actuator of the valve 30 inoperative.

[0099] More precisely, the motor vehicle 1 also comprises a transducer P1 configured to detect the amount of fuel pressure upstream of the indicator valve 30 and to generate a related signal.

[0100] In other words, the transducer P1 detects the pressure upstream of the valve 30 , ie the pressure on the branch line 32 between the valve 30 and the tank 25 or, in greater detail, the pump 28 .

[0101] The control unit ECU is configured to acquire the signal provided or generated by the transducer P1 and to extract from this signal a piece of information relating to the pressure upstream of the valve 30 .

[0102] In other words, the control unit ECU is configured to determine a piece of information about a separation or offset between the pressures downstream and upstream of the valve 30 , which separation or offset can be expressed, for example, using a ratio or a difference or the like.

[0103] Thus, in particular, the control unit ECU is configured to control the valve 30 based on information about an offset which explicitly relates to the pressure downstream of the valve 30 .

[0104] In any case, in fact, the offset indicates how the pressure downstream of the valve 30 behaves relative to the pressure upstream of the valve 30 , which pressure defines a non-zero reference.

[0105] Therefore, a decrease in pressure downstream of valve 30 relative to the pressure upstream of valve 30 indicates a fuel loss along branch 31. Control unit ECU is configured to control valve 30 according to a second control mode when such a decrease is determined according to one of the extracted information.

[0106] In other words, control unit ECU is configured to control valve 30 according to the second control mode when one of the extracted information, in particular information extracted from the signal of transducer P2 or information indicating an offset, indicates a pressure drop downstream of valve 30 .

[0107] In particular, when the decrease exceeds the critical decrease limit, the second control mode is set.

[0108] Alternatively or in addition, the control unit ECU is preferably configured to control the valve 30 according to a second control mode when the engine 2 is running (i.e. it produces exhaust gases and / or is supplied with fuel, in particular via the supply branch 38) and the burner 10 is not operating or is switched off (i.e. in particular, when the injector device 12 is controlled to prevent fuel from entering the combustion chamber 11).

[0109] The control unit ECU is preferably configured to control the valve 30 according to the first control mode when one of the extracted information indicates that the pressure downstream of the valve 30 increases beyond the safety limit. Alternatively or additionally, the valve 30 itself is configured to be passively driven in the first control mode by an overpressure exceeding the safety limit downstream of the valve 30 or along the branch 31. In other words, the valve 30 is configured to passively open, i.e. passively leak fuel from the branch 31, when the pressure along the branch 31 exceeds the safety limit.

[0110] The safety limit is preferably less than 8 bar, more preferably in the range between 5 and 8 bar.

[0111] In particular, when the offset or more specifically the difference between the pressure downstream and upstream of the valve 30 exceeds an additional safety limit, for example less than 8 bar or in a range between 5 and 8 bar, the control unit ECU controls the valve 30 in the first control mode.

[0112] In this way, the risk of excessive fuel pressure along the branch 31 or downstream of the valve 30 is limited.

[0113] In operation of the motor vehicle 1 , the burner 10 is operated for a predetermined time frame, preferably for less than 15 seconds, before and / or potentially after the engine 2 is switched on.

[0114] The control unit ECU controls the valve 30 according to the first control mode when the burner 10 is in operation, thereby enabling the burner 10 to be supplied with fuel.

[0115] If valve 30 causes losses along branch 31, i.e. when one of the extracted information indicates an abnormal decrease in pressure downstream of valve 30, in particular relative to an abnormal decrease in pressure upstream of valve 30, control unit ECU controls valve 30 according to the second control mode.

[0116] In addition, when the burner 10 is turned off, in particular, when the engine 2 is turned off, the control unit ECU controls the valve 30 according to the second control mode.

[0117] In case of excessive pressure along branch 31 (i.e. downstream of valve 30), control unit ECU controls valve 30 according to a first control mode, i.e. valve 30 is passively reconfigured to the first control mode, i.e. no intervention of the control unit ECU and / or the actuator of valve 30 itself is required.

[0118] In summary, the advantages of the motor vehicle 1 are clear.

[0119] The valve 30 in the second control mode quickly limits any loss of fuel by isolating the branch line 31 from the pump 28 and the fuel tank 25 .

[0120] Transducer P1 and in particular transducer P2 make it possible to diagnose losses along branch 31 .

[0121] In this way, the risk of fuel leaking into the combustion chamber 11 and reaching the aftertreatment device 5 in an unburned state is minimized.

[0122] In the event of an excess pressure along branch 31 , valve 30 enables the fuel outlet to enter a first control mode, for example passively or in a controlled manner via control unit ECU.

[0123] Finally, it is clear that changes may be made to the motor vehicle 1 according to the invention and to the variants resulting therefrom without, in any case, departing from the scope of protection defined by the claims.

[0124] In particular, the number or each of the components of the motor vehicle 1 (with particular reference to eg the branch 31 , the supply branch 38 , the injector device 12 , etc.) may differ from that described and shown.

Claims

1. A motor vehicle (1), comprising: Internal combustion engine (2), a post-treatment device (5) for treating a first exhaust gas generated by the internal combustion engine (2), a first exhaust line (6) configured to supply the first exhaust gas to the aftertreatment device (5), a combustion device (10) which is different from the internal combustion engine (2) and is configured to generate a second exhaust gas by burning a mixture comprising an oxidant and a fuel, the combustion device (10) comprising a combustion chamber (11) and an injector device (12) which can be controlled to inject the fuel into the combustion chamber (11), a second exhaust line (22) configured to supply the second exhaust gas to the aftertreatment device (5), a fuel tank (25) for containing the fuel, and a supply line (26) configured to supply a fuel flow from the fuel tank (25) to the injector device (12), Characterized in that the fuel line (26) comprises a valve (30) controllable according to at least a first control mode and a second control mode, in which the valve (30) respectively allows and blocks a flow of fuel to the injector device (12).

2. The motor vehicle according to claim 1, wherein the second exhaust line (22) is connected to the first exhaust line (6) such that the second exhaust gas can reach the aftertreatment device (5) via the first exhaust line (6).

3. A motor vehicle according to claim 1, wherein the supply line (26) includes a supply branch (38) configured to supply at least a portion of the fuel flow to the internal combustion engine (2) from a point on the supply line (26) upstream of the valve (30).

4. The motor vehicle of claim 1 further comprising: a first transducer (P2) configured to detect a first quantity indicative of a first fuel pressure downstream of the valve (30) and generate a related first signal, and A control unit (ECU) is configured to acquire the first signal, extract a first piece of information related to the first pressure from the first signal, and control the valve (30) based on the first piece of information.

5. A motor vehicle according to claim 4, wherein the control unit (ECU) is configured to control the valve (30) according to the second control mode when the first piece of information indicates that the decrease in the first pressure exceeds a first critical limit.

6. A motor vehicle according to claim 4, wherein the control unit (ECU) is configured to control the valve (30) according to the first control mode when the first information indicates that the increase of the first pressure exceeds a second critical limit, the second critical limit is preferably less than 8 bar, more preferably between 5 and 8 bar, and / or wherein the valve (30) is configured to be passively driven by the first pressure increasing above the second critical limit in the first control mode.

7. The motor vehicle according to claim 1, further comprising a control unit (ECU) configured to control the valve (30) according to the second control mode in the following situations: The internal combustion engine (2) is operating, and The combustion device (10) is closed.

8. A motor vehicle according to claim 1, wherein the valve (30) includes an actuator, wherein the valve (30) is configured to operate according to the second control mode when the actuator is not in operation, and the actuator is operable to drive the valve (30) according to the first control mode.

9. A motor vehicle according to claim 1, wherein the valve (30) is a shut-off valve.

10. The motor vehicle of claim 1, wherein the valve (30) is a direct acting valve.

11. A motor vehicle according to claim 1, wherein the valve (30) according to the first control mode is configured to allow a fuel flow rate between 0.0005 kg / s and 0.003 kg / s.

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