Gas fuel supply system for clean combustion engine of vehicle

Abstract

The present application relates to a gaseous fuel supply system for a clean combustion engine of a vehicle, in particular a gaseous fuel supply system (100) for a clean combustion engine (10) of a vehicle (1) having a vehicle cooling system (200). The supply system (100) includes: a gas fuel tank (110a, 110b, 110c) storing a pressurized gaseous fuel; at least a first supply line (120) arranged to supply pressurized gaseous fuel from the gas fuel tank (110a, 110b, 110c) to the clean combustion engine (10); at least a first heat exchange component (130) arranged in the first supply line (120). The first heat exchange component (120) is arranged to transfer heat between a cooling fluid (210) of the vehicle cooling system (200) and the pressurized gaseous fuel in the first supply line (120).

Description

Technical Field

[0001] The present disclosure generally relates to a gaseous fuel supply system for a combustion engine. In particular aspects, the present disclosure relates to a gaseous fuel supply system for a clean combustion engine of a vehicle. The present disclosure may be applicable to heavy vehicles such as trucks, buses, and construction equipment, as well as other vehicle types. Although the present disclosure may be described with respect to a particular vehicle, the present disclosure is not limited to any particular vehicle. Background Art

[0002] For many years, the demand for internal combustion engines has been steadily increasing, and engines have been continuously developed to meet various market needs. Reducing exhaust emissions, improving engine efficiency (i.e., reducing fuel consumption), and reducing engine noise levels are some of the important criteria when selecting a vehicle engine. In addition, in the trucking industry, there are applicable legal directives that have established, for example, the maximum allowable exhaust pollution levels. Further, reducing the total cost of the vehicle is important, and since the engine represents a relatively large portion of the total cost, the cost of engine components is naturally also reduced.

[0003] To meet the demands, various engine concepts have been developed over the years, where conventional combustion cylinders have been combined with, for example, pre-compression stages and / or expansion stages. Other engine concepts relate to the fuels used and burned in the combustion engine. For example, gasoline and diesel can be replaced with more environmentally friendly fuels such as biofuels, such as ethanol. In some cases, when the fuel is replaced, the combustion engine needs to be adjusted to operate optimally with the new fuel. Recently, clean combustion engines (such as combustion engines with near-zero emissions) have become increasingly popular. For example, by changing the fuel to hydrogen or hydrogen-based fuels, the combustion of hydrogen with oxygen produces only water as a byproduct (theoretically).

[0004] Clean combustion engines generally require an efficient and reliable fuel supply, as well as regulation of the pressure and temperature of the supplied gaseous fuel. However, current systems may not provide optimal temperature regulation of the supplied gaseous fuel, resulting in inefficient fuel consumption and potential damage to engine components. Therefore, there is a need in the industry for an improved system. Summary of the Invention

[0005] According to a first aspect of the present disclosure, there is provided a gaseous fuel supply system for a clean combustion engine of a vehicle having a vehicle cooling system. The supply system includes: a gaseous fuel tank storing pressurized gaseous fuel; at least a first supply line arranged to supply the pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine; at least a first heat exchange component arranged in the first supply line; wherein the first heat exchange component is arranged to transfer heat between a cooling fluid of the vehicle cooling system and the pressurized gaseous fuel in the first supply line. The first aspect of the present disclosure may seek to address the problem of low energy efficiency of the gaseous fuel supply system. Technical benefits may include improving the energy efficiency of heating and / or cooling the pressurized gaseous fuel when transporting the pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine. By using the vehicle cooling system to perform heat exchange with the pressurized gaseous fuel in the first supply line via the first heat exchange component, heat exchange of the pressurized gaseous fuel can be carried out in an efficient manner. For example, an electric heater and / or additional cooling devices (such as a fan or a cooling plate) can be omitted. By using the first heat exchange component to effect heat exchange between the pressurized gaseous fuel in the first supply line and the cooling fluid in the vehicle cooling system, the temperature of the pressurized gaseous fuel can be adjusted in an improved manner. For example, the first heat exchange component can be used to actively heat and actively cool the pressurized gaseous fuel in the first supply line. Thus, the same component (i.e., the first heat exchange component) can be used for both heating and cooling purposes. In addition, by arranging the first heat exchange component in the first supply line, the pressurized gaseous fuel can undergo heat exchange via the vehicle cooling system when being transported from the gaseous fuel tank to the clean combustion engine. Therefore, the temperature of the pressurized gaseous fuel downstream of the gaseous fuel tank (i.e., after the pressurized gaseous fuel is discharged from the gaseous fuel tank and may have undergone an associated temperature change) can be controlled. By using the vehicle cooling system to perform heat exchange in the first heat exchange component, the temperature of the pressurized gaseous fuel leaving the first heat exchange component can be advantageously controlled by the vehicle cooling fluid, for example, in response to the heat transfer requirements of the pressurized gaseous fuel. Thereby, an improved heat transfer and energy-saving fuel supply can be provided for the clean combustion engine.

[0006] Optionally, in some examples, including in at least one preferred example, the first heat exchange component includes a heat transfer surface that is arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line. Technical benefits can include improved heat transfer between the cooling fluid and the pressurized gaseous fuel. The heat transfer surface can fluidly separate, for example, the cooling fluid and the pressurized gaseous fuel. The heat transfer surface can include, for example, fins or ribs for improving heat transfer. In some examples, the first heat exchange component includes a first heat transfer surface and a second heat transfer surface, the first heat transfer surface being arranged to receive heat from the cooling fluid of the vehicle cooling system, the second heat transfer surface being arranged to heat the pressurized gaseous fuel in the first supply line, and the second heat transfer surface being thermally connected to the first heat transfer surface. For example, the first heat exchange component can be a tube or pipe through which the cooling fluid or the pressurized gaseous fuel is conveyed during use, and the heat transfer surface can be the tube wall. For example, in an example where the tube conveys the pressurized gaseous fuel during use, the first heat transfer surface is the inner surface of the tube wall, and the second heat transfer surface is the outer surface of the tube wall.

[0007] Optionally, in some examples, including in at least one preferred example, the first heat exchange component is arranged as a low-temperature heat accumulator of the vehicle cooling system. Technical benefits can include energy-saving heating of the pressurized gaseous fuel in the first supply line. Thus, since the first heat exchange component is arranged as a low-temperature heat accumulator of the vehicle cooling system, the vehicle cooling fluid will be cooled by the first heat exchange component during use. Accordingly, the pressurized gaseous fuel will be heated by the first heat exchange component during use.

[0008] Optionally, in some examples, including at least one preferred example, it further includes a control unit configured to determine the temperature of the cooling fluid supplied to the vehicle cooling system of the first heat exchange component, and control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the determined temperature of the cooling fluid being higher than a predetermined temperature threshold. Technical benefits may include efficient control of heat transfer to the pressurized gas fuel in the first supply line. The control unit may be configured to control the flow rate of the cooling fluid supplied to the first heat exchange component by operating a controllable valve configured to control the flow rate of the cooling fluid in the vehicle cooling system. Thus, since the determined temperature is higher than the predetermined temperature threshold, it is considered that the cooling fluid can be advantageously used to heat the pressurized gas fuel in the first supply line. Accordingly, the predetermined temperature threshold is selected, for example, at least higher than the temperature of the pressurized gas fuel upstream of the first heat exchange component. The control unit may be configured to control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the determined temperature, for example, reducing the flow rate by a predetermined amount in response to the temperature of the cooling fluid being higher than a predetermined high temperature threshold, and increasing the flow rate by a predetermined amount in response to the temperature of the cooling fluid being lower than a predetermined low temperature threshold (but still higher than the previously mentioned predetermined temperature threshold). Thus, the flow rate of the cooling fluid can be controlled based on the determined temperature of the cooling fluid, for example, at a certain location (e.g., immediately upstream of the first heat exchange component). The flow rate of the cooling fluid supplied to the first heat exchange component may alternatively or additionally be controlled by a bypass and a bypass valve on the first heat exchange component. For example, the control unit may be configured to open the bypass valve in response to the determined temperature of the cooling fluid being lower than the predetermined temperature threshold, thereby diverting at least a portion of the cooling fluid around the first heat exchange component.

[0009] Optionally, in some examples, including at least one preferred example, the control unit is configured to determine the temperature of the pressurized gas fuel in the first supply line supplied to the first heat exchange component, and control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the determined temperature of the pressurized gas fuel being lower than a predetermined temperature threshold (e.g., a first predetermined gas temperature threshold). Technical benefits may include efficient control of heat transfer to the pressurized gas fuel in the first supply line. Additionally, the control unit may be configured to control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the temperatures of both the cooling fluid and the pressurized gas fuel (e.g., in response to the determined temperature of the cooling fluid being higher than the first predetermined temperature threshold and the determined temperature of the pressurized gas fuel being lower than a second predetermined temperature threshold).

[0010] Optionally, in some examples, including in at least one preferred example, the predetermined temperature threshold is set such that in use, the cooling fluid of the vehicle cooling system transfers heat to the pressurized gaseous fuel in the first supply line via the first heat exchange component. Technical benefits can include efficient control of heat transfer to the pressurized gaseous fuel in the first supply line. The predetermined temperature threshold can for example be set to be at least higher than the temperature of the pressurized gaseous fuel upstream of the first heat exchange component, such as at least higher than a predefined value of the temperature of the pressurized gaseous fuel upstream of the first heat exchange component.

[0011] Optionally, in some examples, including in at least one preferred example, the first heat exchange component is arranged as a high-temperature heat reservoir of the vehicle cooling system. Technical benefits can include energy-saving cooling of the pressurized gaseous fuel in the first supply line. Thus, since the first heat exchange component is arranged as a high-temperature heat reservoir of the vehicle cooling system, the vehicle cooling fluid will be heated by the first heat exchange component during use. Accordingly, the pressurized gaseous fuel will be cooled by the first heat exchange component during use. This can for example be applied immediately after the fueling process of the gaseous fuel tank.

[0012] Optionally, in some examples, including in at least one preferred example, the control unit is configured to determine the heat transfer demand of the pressurized gaseous fuel in the first supply line and control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the heat transfer demand. Technical benefits can include energy-saving heating and cooling of the pressurized gaseous fuel in the first supply line according to the heat transfer demand. For example, the heat transfer demand can be determined in response to a desired change in the temperature of the pressurized gaseous fuel on the first heat exchange component. Thus, the flow rate of the cooling fluid supplied to the first heat exchange component can be controlled in response to the heat transfer demand of the pressurized gaseous fuel or a desired temperature change of the pressurized gaseous fuel on the first heat exchange component.

[0013] Optionally, in some examples, including at least one preferred example, the gas fuel supply system further comprises: a compressor disposed in the first supply line between the first heat exchange component and the clean combustion engine; and a second heat exchange component disposed between the compressor and the clean combustion engine, wherein the second heat exchange component is arranged to transfer heat between the pressurized gas fuel in the first supply line and the cooling fluid of the vehicle cooling system. Technical benefits may include improving the energy efficiency of heating and / or cooling the pressurized gas fuel when transporting the pressurized gas fuel from the gas fuel tank to the clean combustion engine. The compressor can be used to further pressurize the gas fuel before it reaches the clean combustion engine. Thereby, more gas fuel in the gas fuel tank can be utilized. However, since the compressor additionally pressurizes the pressurized gas fuel, the temperature of the pressurized gas fuel may change, so additional heat exchange of the pressurized gas fuel is also required before the clean combustion engine. By using the second heat exchange component to effect heat exchange between the pressurized gas fuel in the first supply line and the cooling fluid in the vehicle cooling system, the temperature of the pressurized gas fuel can be adjusted in an improved manner. The second heat exchange component can be controlled in a manner corresponding to the first heat exchange component. Thus, the second heat exchange component can be used as a low-temperature heat accumulator or a high-temperature heat accumulator of the vehicle cooling system, as further illustrated below.

[0014] That is to say, the second heat exchange component can be used to actively heat and actively cool the pressurized gas fuel in the first supply line downstream of the compressor. Therefore, the same component (i.e., the second heat exchange component) can be used for heating and cooling purposes. In addition, by disposing the second heat exchange component in the first supply line downstream of the compressor, the pressurized gas fuel can undergo heat exchange through the vehicle cooling system when being transported from the compressor to the clean combustion engine. Thus, the temperature of the pressurized gas fuel downstream of the compressor (i.e., after the pressurized gas fuel is discharged from the compressor and may experience an associated temperature change) can be controlled. By using the vehicle cooling system to effect heat exchange in the first heat exchange component and the second heat exchange component, the temperature of the pressurized gas fuel supplied to the clean combustion engine can be advantageously controlled by the vehicle cooling fluid, and the vehicle cooling fluid can be advantageously used, for example, both as a low-temperature heat accumulator and as a high-temperature heat accumulator. Thereby, an improved heat transfer and energy-saving fuel supply can be provided for the clean combustion engine.

[0015] Optionally, in some examples, including at least one preferred example, the second heat exchange component includes a heat transfer surface that is arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line or to transfer heat from the pressurized gaseous fuel in the first supply line to the cooling fluid of the vehicle cooling system. Technical benefits can include improved heat transfer between the cooling fluid and the pressurized gaseous fuel. The heat transfer surface can fluidly separate, for example, the cooling fluid and the pressurized gaseous fuel. The heat transfer surface can include, for example, fins or ribs for improving heat transfer. In some examples, the second heat exchange component includes a first heat transfer surface and a second heat transfer surface, the first heat transfer surface being arranged to receive heat from or to heat the cooling fluid of the vehicle cooling system, the second heat transfer surface being arranged to heat the pressurized gaseous fuel in the first supply line or to receive heat from the pressurized gaseous fuel, and the second heat transfer surface being thermally conductively connected to the first heat transfer surface. For example, the second heat exchange component can be a tube or pipe through which the cooling fluid or the pressurized gaseous fuel is conveyed during use, and the heat transfer surface can be the tube wall. For example, in an example where the tube conveys the pressurized gaseous fuel during use, the second heat transfer surface is the inner surface of the tube wall, and the first heat transfer surface is the outer surface of the tube wall.

[0016] For example, at least for a predefined operation of a clean combustion engine, the first heat exchange component serves as a low-temperature heat sink of the vehicle cooling system, while the second heat exchange component serves as a high-temperature heat sink of the vehicle cooling system.

[0017] Corresponding to the first heat exchange component, the control unit may be configured to determine the temperature of the cooling fluid of the vehicle cooling system before it is supplied to the second heat exchange component, and control the flow rate of the cooling fluid supplied to the first and second heat exchange components in response to the determined temperature of the cooling fluid being higher than or lower than a predetermined temperature threshold. Technical benefits may include efficient control of heat transfer to the pressurized gas fuel in the first supply line. The predetermined temperature threshold associated with the first heat exchange component may be referred to as the first predetermined temperature threshold, and the predetermined temperature threshold associated with the second heat exchange component may be referred to as the second predetermined temperature threshold. The control unit may be configured to control the flow rate of the cooling fluid supplied to the second heat exchange component by operating the aforementioned controllable valve, which is configured to control the flow rate of the cooling fluid in the vehicle cooling system. Thus, in response to the determined temperature supplied to the second heat exchange component being higher than the second predetermined temperature threshold, it is considered that the second heat exchange component can advantageously use the cooling fluid to heat the pressurized gas fuel in the first supply line, and in response to the determined temperature supplied to the second heat exchange component being lower than the second predetermined temperature threshold or lower than the second predetermined temperature by at least a predefined value, it is considered that the second heat exchange component can advantageously use the cooling fluid to cool the pressurized gas fuel in the first supply line. Thus, the second predetermined temperature threshold is accordingly selected, for example, at least higher than the temperature of the pressurized gas fuel upstream of the second heat exchange component. The flow rate of the cooling fluid supplied to the second heat exchange component can be controlled by a bypass and a bypass valve on the second heat exchange component. For example, the control unit may be configured to open the bypass valve, thereby diverting at least a portion of the cooling fluid around the second heat exchange component. Corresponding to the first heat exchange component, the control unit may be configured to additionally or alternatively determine the temperature of the pressurized gas fuel in the first supply line supplied to the second heat exchange component, and further control the flow rate of the cooling fluid supplied to the second heat exchange component in response to the determined temperature of the pressurized gas fuel being higher than or lower than a predetermined temperature threshold (e.g., the second predetermined gas temperature threshold).

[0018] Optionally, in some examples, including in at least one preferred example, the control unit is configured to determine the heat transfer demand of the pressurized gas fuel in the first supply line, and control the flow rate of the cooling fluid supplied to the first heat exchange component and the second heat exchange component in response to the heat transfer demand. Technical benefits may include energy-efficient heating and cooling of the pressurized gas fuel in the first supply line according to the heat transfer demand.

[0019] Optionally, in some examples, including in at least one preferred example, the first heat exchange component and the second heat exchange component are heat exchange tubes or heat exchange channels. Technical benefits may include a suitable structure for heat exchange between pressurized gaseous fuel and a cooling fluid. The first heat exchange component and the second heat exchange component may form part of a tubular heat exchanger or part of a plate heat exchanger. The heat exchange tubes or channels may be made of a material having high thermal conductivity, such as a metal or metal alloy, to facilitate efficient heat transfer between the cooling fluid and the pressurized gaseous fuel.

[0020] Optionally, in some examples, including in at least one preferred example, the first heat exchange component and the second heat exchange component form part of a common heat exchanger. Technical benefits may include an efficient arrangement of the first heat exchange component and the second heat exchange component. For example, arranging the first heat exchange component and the second heat exchange component as part of a common heat exchanger can save space, help reduce the overall size and complexity of the gaseous fuel supply system, and improve heat transfer efficiency. In addition, by arranging the first heat exchange component and the second heat exchange component as part of a common heat exchanger, control of the cooling fluid flowing to the first heat exchange component and the second heat exchange component can be achieved in an improved manner. In other words, the first heat exchange component and the second heat exchange component can be integrated into a common heat exchanger, i.e., a heat exchange unit includes the first heat exchange component and the second heat exchange component. The common heat exchanger may be, for example, a tubular heat exchanger or a plate heat exchanger. For a tubular heat exchanger (such as a shell and tube heat exchanger), the pressurized gaseous fuel is preferably arranged to be guided through the tubes, and the cooling fluid is arranged to flow on the shell side of the heat exchanger.

[0021] Optionally, in some examples, including in at least one preferred example, the gaseous fuel system further comprises: a second supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine, the second supply line at least bypassing the compressor in the first supply line. Technical benefits may include a more versatile system for supplying pressurized gaseous fuel to the clean combustion engine. That is, an alternative path is provided for the pressurized gaseous fuel to reach the clean combustion engine, thereby making the system operation and control more flexible. In other words, an additional supply line is provided to the clean combustion engine in addition to the first supply line. The first supply line and the second supply line may at least partially overlap. The first supply line may be defined as extending from the outlet of the gaseous fuel tank via a first heat exchange component and possibly via a compressor and a second heat exchange component to the clean combustion engine (e.g., via a fuel rail gaseous fuel supply system and / or an engine injection pressure regulator upstream or on the fuel rail). The second supply line may be defined as extending from the outlet of the gaseous fuel tank bypassing the first heat exchange component and possibly bypassing the compressor and the second heat exchange component to the clean combustion engine (e.g., via a fuel rail gaseous fuel supply system and / or an engine injection pressure regulator upstream or on the fuel rail). For example, the gaseous fuel supply system may include: at least a first pipe arranged between the gaseous fuel tank and the clean combustion engine via a first heat exchange component and possibly via a compressor and a second heat exchange component; and a second pipe arranged between the first pipe upstream of the first heat exchange component and the clean combustion engine bypassing the first heat exchange component and possibly bypassing the compressor and the second heat exchange component. The first supply line may be included in the first pipe but not in the second pipe, while the second supply line may be at least partially included in the first pipe (i.e., upstream of the first exchange component) and the second pipe.

[0022] Optionally, in some examples, including in at least one preferred example, the gaseous fuel system further comprises: a third heat exchange component arranged in the second supply line, wherein the third heat exchange component is arranged to transfer heat between the pressurized gaseous fuel in the second supply line and the cooled fluid of the vehicle cooling system. Technical benefits may include improving the energy efficiency of heating and / or cooling the pressurized gaseous fuel when transporting the pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine via the second supply line. The third heat exchange component may be controlled in a manner corresponding to the first heat exchange component and / or the second heat exchange component. Thus, the third heat exchange component can be used as a low-temperature heat storage or high-temperature heat storage of the vehicle cooling system. In addition, the third heat exchange component may be a heat exchange tube or a heat exchange channel and may form part of a common heat exchanger together with the first heat exchange component and the second heat exchange component.

[0023] Optionally, in some examples, including in at least one preferred example, the vehicle cooling system is configured to cool the clean combustion engine and / or the transmission of the vehicle. Technical benefits can include advantageously utilizing the cooling system of the vehicle's clean combustion engine or transmission. The vehicle cooling system can include components such as a radiator, a coolant pump, and coolant lines to circulate a cooling fluid throughout the clean combustion engine and / or the transmission.

[0024] Optionally, in some examples, including in at least one preferred example, the vehicle cooling system is an external cooling system for the cooling systems of the vehicle's clean combustion engine and the transmission. The cooling system can be, for example, the cooling system of the vehicle's hydraulic system. In some examples, at least one of a first heat exchange component, a second heat exchange component, and a third heat exchange component is coupled to the vehicle cooling system of the vehicle's clean combustion engine and / or transmission, and at least one of the first heat exchange component, the second heat exchange component, and the third heat exchange component is coupled to the vehicle cooling system of the vehicle's hydraulic system. As an alternative, the second heat exchange component or the third heat exchange component can be an electric heater.

[0025] Optionally, in some examples, including in at least one preferred example, the common heat exchanger is configured to receive the cooling fluid of the vehicle cooling system, direct the cooling fluid from the first heat exchange component to the second heat exchange component, or from the second heat exchange component to the first heat exchange component, and discharge the cooling fluid to the vehicle's clean combustion engine or transmission. Technical benefits can include improving the energy efficiency of heating and cooling the pressurized gas fuel when delivering the pressurized gas fuel from the gas fuel tank through the first heat exchange component and the second heat exchange component to the clean combustion engine. For example, the cooling fluid of the vehicle cooling system is first cooled in the first heat exchange component, then heated in the second heat exchange component, and then discharged to the vehicle's clean combustion engine or transmission.

[0026] Optionally, in some examples, including in at least one preferred example, the gas fuel supply system further includes at least one controllable valve disposed in at least the first supply line, wherein the controllable valve is configured to control the flow rate of the pressurized gas fuel in the first supply line. Technical benefits can include improving the control of the pressurized gas fuel in the first supply line. A corresponding controllable valve can be disposed in the second supply line. The first supply line and / or the second supply line of the gas fuel supply system can be included in the gas fuel supply conduit as described above.

[0027] Optionally, in some examples, including in at least one preferred example, the gaseous fuel supply system further includes a gaseous fuel buffer tank disposed downstream of the compressor, wherein the buffer tank is configured to supply pressurized gaseous fuel to the clean combustion engine via the first supply line. Technical benefits can include improved control of the pressurized gaseous fuel to the clean combustion engine. A second heat exchange component may be disposed upstream or downstream of the gaseous fuel buffer.

[0028] Optionally, in some examples, including in at least one preferred example, the pressurized gaseous fuel is pressurized hydrogen. Technical benefits can include utilization of a fuel with a high energy density (about 120 MJ / kg). Additionally, by using hydrogen as the combustion fuel for the clean combustion engine, CO2, unburned hydrocarbons (CO), and other carbon-containing emissions can be kept at low levels or even completely avoided.

[0029] Optionally, in some examples, including in at least one preferred example, the gaseous fuel tank may be arranged to store the pressurized gaseous fuel at 700 bar or 800 bar. For example, the gaseous fuel tank is arranged to hold the pressurized gaseous fuel at a maximum pressure between 700 bar and 800 bar. For example, the gaseous fuel tank is arranged to store the pressurized gaseous fuel between 70 bar and 700 bar or 800 bar.

[0030] Optionally, in some examples, including in at least one preferred example, the fuel stored in the gaseous fuel tank is predominantly gaseous. For example, at least 70%, or at least 80%, or at least 90%, or at least 95% (by volume) of the fuel in the gaseous fuel tank is gaseous. Thus, the gaseous fuel tank is arranged to store the fuel as pressurized gaseous fuel such that at least 70%, or at least 80%, or at least 90%, or at least 95% (by volume) of the fuel in the gaseous fuel tank is gaseous.

[0031] Optionally, in some examples, including in at least one preferred example, the clean combustion engine is a hydrogen combustion engine, such as a hydrogen high-pressure direct injection engine, wherein the gaseous fuel supply system is arranged to supply pressurized gaseous fuel to such a hydrogen combustion engine.

[0032] The clean combustion engine is configured to receive gaseous fuel at a variable demand injection pressure that is higher than a predetermined minimum required injection pressure and lower than a predetermined maximum required injection pressure. The control unit may be configured, for example, to control the pressure of the gaseous fuel supplied to the fuel rail, for example, by an engine injection pressure regulator disposed upstream or on the fuel rail.

[0033] Optionally, in some examples, including in at least one preferred example, the minimum required injection pressure of the clean combustion engine is at least 80 bar.

[0034] According to a second aspect of the present disclosure, there is provided a vehicle including the gaseous fuel supply system of the first aspect of the present disclosure. The second aspect of the present disclosure may seek to address the same problems as those described for the first aspect of the present disclosure. Accordingly, the effects and features of the second aspect of the present disclosure are largely similar to those described above in connection with the first aspect of the present disclosure.

[0035] Optionally, in some examples, including in at least one preferred example, the vehicle further includes the clean combustion engine, which is a hydrogen combustion engine or a hydrogen high-pressure direct injection engine. For example, the minimum required injection pressure of a hydrogen high-pressure direct injection engine is at least 80 bar.

[0036] Optionally, in some examples, including in at least one preferred example, the vehicle further includes the vehicle cooling system. As described in the first aspect of the present disclosure, the vehicle cooling system may be configured to cool the clean combustion engine and / or the transmission of the vehicle.

[0037] According to a third aspect of the present disclosure, there is provided an engine system. The engine system includes the gaseous fuel supply system of the first aspect of the present disclosure and a clean combustion engine. The clean combustion engine generally may correspond to the engine already described with reference to the first aspect or the second aspect of the present disclosure. The third aspect of the present disclosure may seek to address the same problems as those described for the first and second aspects of the present disclosure. Accordingly, the effects and features of the third aspect of the present disclosure are largely similar to those described above in connection with the first and second aspects of the present disclosure.

[0038] According to a fourth aspect of the present disclosure, a method for transferring heat between a gaseous fuel supply system of a clean combustion engine of a vehicle and a vehicle cooling system is provided. The method includes: heating, by the vehicle cooling system with the aid of a first heat exchange component, pressurized gaseous fuel in a first supply line that transfers gaseous fuel from a gaseous fuel tank to the clean combustion engine. The fourth aspect of the present disclosure may seek to solve the same problems as those described for the first to third aspects of the present disclosure. Thus, the effects and features of the fourth aspect of the present disclosure are largely similar to those described above in connection with the first to third aspects of the present disclosure. Accordingly, the first heat exchange component is preferably the heat exchange component described with reference to the first aspect of the present disclosure. That is, the method may include heating pressurized gaseous fuel in the gaseous fuel supply system of the first aspect of the present disclosure by the vehicle cooling system. The method may further include: heating or cooling, by the vehicle cooling system with the aid of a second heat exchange component, pressurized gaseous fuel in the first supply line, and / or heating, by the vehicle cooling system with the aid of a third heat exchange component, pressurized gaseous fuel in a second supply line that transfers gaseous fuel from the gaseous fuel tank to the clean combustion engine. The second heat exchange component and the third heat exchange component are preferably components described with reference to the first aspect of the present disclosure.

[0039] Applicable to the first to fourth aspects of the present disclosure, a clean combustion engine may be configured to burn gaseous fuel, such as hydrogen or hydrogen-based fuel, so as to produce water as a by-product in the exhaust, wherein the gaseous fuel supply system is arranged to supply such gaseous fuel to the clean combustion engine. A clean combustion engine is generally configured to compress gaseous fuel (such as hydrogen or hydrogen-based fuel) together with air, and then ignite the fuel-air mixture (by a spark plug or by injecting another fuel, such as diesel). Alternatively, a clean combustion engine may be configured to only compress air, wherein the gaseous fuel is injected at the end of the compression stroke of the engine for auto-ignition (by compression ignition) or ignition by a spark plug or by injecting another fuel (such as diesel). Accordingly, a clean combustion engine may be an internal combustion engine.

[0040] It should be understood that the gaseous fuel of the gaseous fuel supply system may be hydrogen or hydrogen-based fuel. As an alternative, the gaseous fuel of the gaseous fuel supply system is at least one of the following: natural gas, biogas, syngas, methane, propane, and butane.

[0041] Those of ordinary skill in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the appended claims may be combined with each other as appropriate. Additional features and advantages are disclosed in the following description, claims, and drawings, and will be in part apparent to those of skill in the art or will be recognized by practicing the present disclosure as described herein. Description of the Drawings

[0042] Figure 1 is an exemplary, partially schematic side view of a vehicle according to an example, the vehicle including an internal combustion engine and a gaseous fuel supply system arranged to supply gaseous fuel to the internal combustion engine.

[0043] Figure 2 is Figure 1 a schematic view of the gaseous fuel supply system and a vehicle cooling system according to an example.

[0044] Figure 3 is a common heat exchanger of a gaseous fuel supply system according to an example.

[0045] Figure 4 is a flowchart of an exemplary method according to an example. DETAILED DESCRIPTION

[0046] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0047] The disclosed technology can address problems associated with energy-inefficient gaseous fuel supply systems. The disclosed technology utilizes a vehicle cooling system and uses heat exchange components to effect heat exchange with pressurized gaseous fuel in the gaseous fuel supply system. Technical benefits can include improved energy efficiency in heating and / or cooling pressurized gaseous fuel when delivering the pressurized gaseous fuel from a gaseous fuel tank to a clean combustion engine. For example, an electric heater and / or additional cooling equipment (such as a fan or a cooling plate) can be omitted. By effecting heat exchange between the pressurized gaseous fuel in a supply line and a cooling fluid in the vehicle cooling system using a heat exchange component fluidly connected to the vehicle cooling system, the temperature of the pressurized gaseous fuel can be adjusted in an improved manner and supplied to the clean combustion engine at a desired temperature. Accordingly, the temperature of the pressurized gaseous fuel downstream of the gaseous fuel tank (i.e., after the pressurized gaseous fuel is discharged from the gaseous fuel tank and may have undergone an associated temperature change) can be controlled. By using the vehicle cooling system for heat exchange, the temperature of the pressurized gaseous fuel can be advantageously controlled by the vehicle cooling fluid, e.g., in response to the heat transfer requirements of the pressurized gaseous fuel. Thereby, an improved heat transfer and energy-saving fuel supply can be provided for the clean combustion engine.

[0048] Figure 1 A vehicle 1 in the form of an exemplary heavy-duty truck is shown. Figure 1The vehicle 1 shown includes an internal combustion engine 10 for propelling the vehicle 1, wherein the internal combustion engine 10 is a clean combustion engine. The clean combustion engine 10 is configured to burn a pressurized gaseous fuel and produce water as a by-product in the exhaust. The clean combustion engine 10 can be, for example, a hydrogen combustion engine, such as a hydrogen high-pressure direct injection engine. However, the vehicle can be a hybrid vehicle that includes at least one electric motor or electric traction machine powered by an energy storage system (not shown) to provide additional propulsion power for the vehicle 1. The clean combustion engine 10 is powered by gaseous fuel (e.g., hydrogen) supplied to the clean combustion engine 10 by a gaseous fuel supply system 100.

[0049] The vehicle 1 includes a control unit 17 configured to control at least some of the operations of the gaseous fuel supply system 100, such as, for example, controlling the gaseous fuel from the gaseous fuel tank to the clean combustion engine 10.

[0050] In Figure 2 is shown in more detail Figure 1 the gaseous fuel supply system 100. The gaseous fuel supply system 100 includes a gaseous fuel tank device 110 for storing pressurized gaseous fuel (e.g., pressurized hydrogen), and a first supply line 120 arranged to supply the pressurized gaseous fuel from the gaseous fuel tank device 110 to the clean combustion engine 10. In Figure 2 example, the gaseous fuel tank device 110 includes a first gaseous fuel tank 110a, a second gaseous fuel tank 110b, and a third gaseous fuel tank 110c for storing pressurized gaseous fuel. Any one or all of the first gaseous fuel tank 110a, the second gaseous fuel tank 110b, and the third gaseous fuel tank 110c can be fluidly coupled to a first controllable valve 160 arranged in the first supply line 120 and configured to control the flow rate of the pressurized gaseous fuel in the first supply line 120. As Figure 2 shown, a vehicle cooling system 200 including a cooling fluid 210 is arranged for cooling the clean combustion engine 10 and / or the transmission 20 of the clean combustion engine 10. The vehicle cooling system 200 is configured to direct the cooling fluid 210 to the clean combustion engine 10 and / or the transmission 20 to cool the clean combustion engine 10 and / or the transmission 20. Thus, the clean combustion engine 10 and / or the transmission 20 is a high-temperature heat sink of the vehicle cooling system 200.

[0051] As Figure 2As shown, the gaseous fuel supply system 100 includes a first heat exchange component 130 disposed in the first supply line 120 and configured to transfer heat between the cooling fluid 210 of the vehicle cooling system 200 and the pressurized gaseous fuel in the first supply line 120. Thus, in addition to the heat transfer between the cooling fluid 210 of the vehicle cooling system 200 and the clean combustion engine 10 and / or the transmission 20, the first heat exchange component 130 is also arranged to provide additional heat transfer between the cooling fluid 210 of the vehicle cooling system 200 and the pressurized gaseous fuel in the first supply line.

[0052] The gaseous fuel supply system 100 may further include a compressor 150 disposed in the first supply line 120 between the first heat exchange component 130 and the clean combustion engine 10. The compressor 150 is arranged to further pressurize the gaseous fuel before it reaches the clean combustion engine 10. For example, when the gaseous fuel in the gaseous fuel tank device 110 is discharged, the pressure of the gaseous fuel in the first gaseous fuel tank 110a, the second gaseous fuel tank 110b and / or the third gaseous fuel tank 110c decreases, for example, to a pressure lower than the required injection pressure of the clean combustion engine 10. To utilize more gaseous fuel in the gaseous fuel tank device 110, the compressor 150 can pressurize the gaseous fuel, for example, to a pressure higher than the required injection pressure of the clean combustion engine 10. The gaseous fuel supply system 100 may further include a gaseous fuel buffer tank (not shown) disposed downstream of the compressor 150. The buffer tank can be configured to store the pressurized gaseous fuel and supply the pressurized gaseous fuel to the clean combustion engine 10 via the first supply line 120.

[0053] The gaseous fuel supply system 100 may further include a second heat exchange component 134 disposed between the compressor 150 and the clean combustion engine 10. That is, the first supply line 120 may include the first heat exchange component 130 upstream of the compressor 150 and the second heat exchange component 134 downstream of the compressor 150. The second heat exchange component 134 is arranged to transfer heat between the pressurized gaseous fuel in the first supply line 120 and the cooling fluid 210 of the vehicle cooling system 200.

[0054] As Figure 2As shown, the gaseous fuel supply system 100 may include a second supply line 122, which is arranged to supply pressurized gaseous fuel from a gaseous fuel tank device 110 (i.e., any one or all of the first gaseous fuel tank 110a, the second gaseous fuel tank 110b, and the third gaseous fuel tank 110c) to the clean combustion engine 10. The second supply line 122 is arranged to bypass the first heat exchange component 130, the compressor 150, and the second heat exchange component 134. Thus, the pressurized gaseous fuel supplied to the clean combustion engine 10 by the second supply line 122 will not undergo heat exchange through the first heat exchanger component 130 and the second heat exchanger component 134. Instead, a third heat exchange component 140 is arranged in the second supply line 122. The third heat exchange component 140 is arranged to transfer heat between the pressurized gaseous fuel in the second supply line 122 and the cooling fluid 210 of the vehicle cooling system 200. The flow rate of the pressurized gaseous fuel in the second supply line 122 can be controlled by at least a second controllable valve 162 arranged in the second supply line 122.

[0055] The control unit 17 may be configured to control the flow rate of the cooling fluid 210 in the vehicle cooling system, at least control the flow rate of the cooling fluid 210 flowing through the first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140. For example, the control unit 17 is configured to control the flow rate of the cooling fluid supplied to the first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140 by operating a third controllable valve 164. The third controllable valve 164 is configured to control the flow rate of the cooling fluid 210 in the vehicle cooling system 200. For example, the flow rate of the cooling fluid 210 supplied to the first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140 can be controlled by corresponding bypasses 131, 135, 141 and corresponding bypass valves (not shown). That is, the flow rate of the cooling fluid 210 supplied to the first heat exchange component 130 can be controlled by controlling the flow rate of the cooling fluid 210 in the first bypass 131 on the first heat exchange component 130, the flow rate of the cooling fluid 210 supplied to the second heat exchange component 134 can be controlled by controlling the flow rate of the cooling fluid 210 in the second bypass 131 on the second heat exchange component 134, and the flow rate of the cooling fluid 210 supplied to the third heat exchange component 140 can be controlled by controlling the flow rate of the cooling fluid 210 in the third bypass 141 on the third heat exchange component 140. For example, the control unit 17 may be configured to open the corresponding bypass valve, thereby diverting at least a portion of the cooling fluid 210 to the corresponding first bypass 131, second bypass 135, and third bypass 141 of the first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140, respectively.

[0056] Accordingly, the flow rate of the cooling fluid 210 in the vehicle cooling system 200 can be adjusted accordingly according to the heat transfer requirements of the pressurized gaseous fuel. For example, any one of the first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140 can be used to actively heat and actively cool the pressurized gaseous fuel in the first supply line 120 and the second supply line 122 through the cooling fluid 210.

[0057] For example, the first heat exchange component 130 can be arranged as a low-temperature heat accumulator of the vehicle cooling system 200. That is, during use, the vehicle cooling fluid 210 is cooled while the pressurized gaseous fuel is heated by the first heat exchange component 130. Therefore, the temperature of the pressurized gaseous fuel downstream of the gaseous fuel tank device 110, that is, after the pressurized gaseous fuel is discharged from the first gaseous fuel tank 110a, the second gaseous fuel tank 110b, and / or the third gaseous fuel tank 110c, can be heated in response to an associated change in the temperature associated with the discharge of the gaseous fuel tank device 110. The gaseous fuel supply system 100 can include a first temperature sensor 18, which is arranged in the vehicle cooling system 200 and is configured to determine the temperature of the cooling fluid 210 supplied to the first heat exchange component 130 (i.e., immediately upstream of the first heat exchange component 130). Accordingly, the control unit 17 can determine the temperature of the cooling fluid 210 through the first temperature sensor 18 and control the flow rate of the cooling fluid 210 supplied to the first heat exchange component 130 in response to the determined temperature of the cooling fluid 210 being higher than a predetermined first temperature threshold. The control unit 17 can be configured to control the flow rate of the cooling fluid 210 supplied to the first heat exchange component 134 by operating the third controllable valve 164 and / or by controlling the flow rate of the cooling fluid 210 in the first bypass 131, as described above. Therefore, in response to the determined temperature being higher than a predetermined first temperature threshold (for example, set to be at least higher than the temperature of the pressurized gaseous fuel supplied to the first heat exchange component 130), it is considered that the cooling fluid 210 can be advantageously used to heat the pressurized gaseous fuel in the first supply line 120, and the third controllable valve 164 and / or the first bypass 131 are controlled accordingly. Therefore, a predetermined first temperature threshold is set such that during use, the cooling fluid 210 of the vehicle cooling system 200 transfers heat to the pressurized gaseous fuel in the first supply line 120 via the first heat exchange component 130.

[0058] The gaseous fuel supply system 100 may include a second temperature sensor 19 disposed in the first supply line 120 and configured to determine the temperature of the pressurized gaseous fuel supplied to the first heat exchange component 130 (i.e., immediately upstream of the first heat exchange component 130). Thus, the control unit 17 can determine the temperature of the pressurized gaseous fuel via the second temperature sensor 19. The temperature of the pressurized gaseous fuel supplied to the clean combustion engine 10 is typically set, and thus the preferred temperature of the pressurized gaseous fuel exiting the first heat exchange component 130 can be known accordingly. By comparing the temperature of the pressurized gaseous fuel determined by means of the second temperature sensor 19 with the preferred temperature of the pressurized gaseous fuel exiting the first heat exchange component 134, the control unit 17 can determine the heat transfer requirement of the pressurized gaseous fuel in the first supply line 130, or at least the heat transfer requirement of the pressurized gaseous fuel through the first heat exchange component 134. Thus, the control unit 17 can control the flow rate of the cooling fluid 210 supplied to the first heat exchange component 130 according to the determined heat transfer requirement. That is to say, in addition to controlling the flow rate of the cooling fluid 210 in response to the temperature of the cooling fluid determined by the first temperature sensor 18, the control unit 17 can also be configured to control the flow rate of the cooling fluid 210 supplied to the first heat exchange component 130 in response to the determined heat transfer requirement of the pressurized gaseous fuel through the first heat exchange component 130.

[0059] In a corresponding manner, the control unit 17 can be configured to control the flow rate of the cooling fluid 210 supplied to the second heat exchange component 134 and the third heat exchange component 140. That is to say, a third temperature sensor (not shown) can be disposed in the vehicle cooling system 200 and configured to determine the temperature of the cooling fluid 210 supplied to the second heat exchange component 134 (i.e., immediately upstream of the second heat exchange component 134), and a fourth temperature sensor (not shown) can be disposed in the first supply line 120 and configured to determine the temperature of the pressurized gaseous fuel supplied to the second heat exchange component 134 (i.e., immediately upstream of the second heat exchange component 134). Correspondingly, a fifth temperature sensor (not shown) can be disposed in the vehicle cooling system 200 and configured to determine the temperature of the cooling fluid 210 supplied to the third heat exchange component 140 (i.e., immediately upstream of the third heat exchange component 140), and a sixth temperature sensor (not shown) can be disposed in the second supply line 122 and configured to determine the temperature of the pressurized gaseous fuel supplied to the third heat exchange component 140 (i.e., immediately upstream of the third heat exchange component 140).

[0060] For example, by controlling the flow rate of the cooling fluid 120 supplied to the first heat exchange component 130 and the second heat exchange component 134, at least for a predefined operation of the clean combustion engine 10, the first heat exchange component 130 can be used as a low-temperature heat accumulator of the vehicle cooling system 200, while the second heat exchange component 134 can be used as a high-temperature heat accumulator of the vehicle cooling system 200. Therefore, the pressurized gaseous fuel can be heated in the first heat exchange component 130 and then cooled in the second heat exchange component 140 downstream of the compressor 150.

[0061] In Figure 3 it, an example of a common heat exchanger 300 including a first heat exchange component 130, a second heat exchange component 134, and a third heat exchange component 140 is shown. Therefore, the common heat exchanger 300 can be used for Figure 2 the gaseous fuel supply system 100, which is why the same reference numerals are used to describe the Figure 3 components in Figure 3 The common heat exchanger 300 in Figure 3 is a shell-and-tube heat exchanger including tubes 330, 334, 340 and a shell side 305. The common tube exchanger 300 is arranged to direct the pressurized gaseous fuel in the tubes 330, 334, 340 and transfer heat to the cooling fluid 210 arranged to flow on the shell side 305. The shell side 305 may include any one or all of a first bypass 131, a second bypass 135, and a third bypass 141 ( Figure 3 not shown in

[0062] The first heat exchange component 130 is illustrated as the first heat exchange tube 330 in Figure 3 and includes a heat transfer surface 132. Therefore, during use, the pressurized gaseous fuel flowing through the first heat exchange tube 330 will exchange heat with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. Correspondingly, the second heat exchange component 134 is illustrated as the second heat exchange tube 334 in Figure 3 and includes a heat transfer surface 136. Therefore, during use, the pressurized gaseous fuel flowing through the second heat exchange tube 334 will exchange heat with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. In addition, the third heat exchange component 140 is in Figure 3is illustrated as the third heat exchange tube 340 and includes a heat transfer surface 142. Thus, during use, the pressurized gaseous fuel flowing through the third heat exchange tube 340 will exchange heat with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. By controlling the flow rate of the cooling fluid 210 on the shell side 305, for example, through the corresponding first bypass 131, second bypass 135, and third bypass 141, the heat exchange with the pressurized gaseous fuel in the first heat exchange tube 330, second heat exchange tube 334, and third heat exchange tube 340 can be controlled. Although the common heat exchanger 300 is Figure 3 illustrated as a shell and tube heat exchanger in, the common heat exchanger may also take other forms, such as, for example, a plate heat exchanger, where the first heat exchange component 130, second heat exchange component 134, and third heat exchange component 140 are corresponding heat exchange channels.

[0063] Returning to Figure 2 and implementing the Figure 3 common heat exchanger 300, the common heat exchanger 300 can be configured to receive the cooling fluid 210 of the vehicle cooling system 200, direct the cooling fluid from the first heat exchange component 130 to the second heat exchange component 134, and then direct the cooling fluid from the second heat exchange component 134 to the third heat exchange component 140, and discharge the cooling fluid to the clean combustion engine 10 or transmission 20 of the vehicle 1.

[0064] Figure 4 is a flowchart of a method for transferring heat between a gaseous fuel supply system of a clean combustion engine of a vehicle and a vehicle cooling system (such as, for example, between Figure 2 the gaseous fuel supply system 100 and the vehicle cooling system 200). Thus, the features described in Figures 1 to 2 will be further referred to below.

[0065] In a first action or step S10, the pressurized gaseous fuel in the first supply line 120 that transfers gaseous fuel from the gaseous fuel tanks 110a, 110b, 110c to the clean combustion engine 10 is heated by the first heat exchange component 130.

[0066] In a second action or step S20, the pressurized gaseous fuel in the first supply line 120 is heated by the second heat exchange component 134.

[0067] In a third action or step S30 that can be performed in parallel with the first action or step S10 and / or the second action or step S20, the pressurized gaseous fuel in the second supply line 122 that transfers gaseous fuel from the gaseous fuel tanks 110a, 110b, 110c to the clean combustion engine 10 is heated by the third heat exchange component 140.

[0068] The first heat exchange component 130, the second heat exchange component 134, and the third heat exchange component 140 may be those Figures 2 to 3 described in

[0069] Example 1. A gaseous fuel supply system for a clean combustion engine of a vehicle having a vehicle cooling system, the supply system comprising: a gaseous fuel tank storing pressurized gaseous fuel; at least a first supply line arranged to supply the pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine; at least a first heat exchange component arranged in the first supply line; wherein the first heat exchange component is arranged to transfer heat between a cooling fluid of the vehicle cooling system and the pressurized gaseous fuel in the first supply line.

[0070] Example 2. The gaseous fuel supply system according to Example 1, wherein the first heat exchange component comprises a heat transfer surface arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line.

[0071] Example 3. The gaseous fuel supply system according to any one of Examples 1 to 2, wherein the first heat exchange component is arranged as a low-temperature heat storage device of the vehicle cooling system.

[0072] Example 4. The gaseous fuel supply system according to any one of Examples 1 to 3, further comprising a control unit configured to determine a temperature of the cooling fluid of the vehicle cooling system supplied to the first heat exchange component and to control a flow rate of the cooling fluid supplied to the first heat exchange component in response to the determined temperature of the cooling fluid being higher than a predetermined temperature threshold.

[0073] Example 5. The gaseous fuel supply system according to Example 4, wherein the predetermined temperature threshold is set such that in use, the cooling fluid of the vehicle cooling system transfers heat to the pressurized gaseous fuel in the first supply line via the first heat exchange component.

[0074] Example 6. The gaseous fuel supply system according to any one of Examples 4 to 5, wherein the control unit is configured to determine a heat transfer demand of the pressurized gaseous fuel in the first supply line and to control the flow rate of the cooling fluid supplied to the first heat exchange component in response to the heat transfer demand.

[0075] Example 7. The gaseous fuel supply system according to any one of Examples 1 to 6 further comprises: a compressor arranged in the first supply pipeline between the first heat exchange component and the clean combustion engine; and a second heat exchange component arranged between the compressor and the clean combustion engine, wherein the second heat exchange component is arranged to transfer heat between the pressurized gaseous fuel in the first supply pipeline and the cooling fluid of the vehicle cooling system.

[0076] Example 8. The gaseous fuel supply system according to Example 7, wherein the second heat exchange component comprises a heat transfer surface arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply pipeline, or to transfer heat from the pressurized gaseous fuel in the first supply pipeline to the cooling fluid of the vehicle cooling system.

[0077] Example 9. The gaseous fuel supply system according to any one of Examples 7 to 8, wherein the first heat exchange component and the second heat exchange component are heat exchange tubes or heat exchange channels.

[0078] Example 10. The gaseous fuel supply system according to any one of Examples 7 to 8, wherein the first heat exchange component and the second heat exchange component form part of a common heat exchanger.

[0079] Example 11. The gaseous fuel supply system according to any one of Examples 7 to 10 further comprises: a second supply pipeline arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine, the second supply pipeline at least bypassing the compressor in the first supply pipeline.

[0080] Example 12. The gaseous fuel supply system according to Example 11 further comprises: a third heat exchange component arranged in the second supply pipeline, wherein the third heat exchange component is arranged to transfer heat between the pressurized gaseous fuel in the second supply pipeline and the cooling fluid of the vehicle cooling system.

[0081] Example 13. The gaseous fuel supply system according to any one of Examples 1 to 12, wherein the vehicle cooling system is configured to cool the clean combustion engine and / or the transmission of the vehicle.

[0082] Example 14. The gas fuel supply system according to any one of Examples 7 to 12 and Example 13, wherein the common heat exchanger is configured to receive the cooling fluid of the vehicle cooling system, direct the cooling fluid from the first heat exchange component to the second heat exchange component, or from the second heat exchange component to the first heat exchange component, and discharge the cooling fluid to the clean combustion engine or the transmission of the vehicle.

[0083] Example 15. The gas fuel supply system according to any one of Examples 1 to 14, further comprising at least one controllable valve disposed in at least the first supply line, wherein the controllable valve is configured to control the flow rate of the pressurized gas fuel in the first supply line.

[0084] Example 16. The gas fuel supply system according to any one of Examples 1 to 15, wherein the pressurized gas fuel is pressurized hydrogen.

[0085] Example 17. A vehicle comprising the gas fuel supply system according to any one of Examples 1 to 16.

[0086] Example 18. The vehicle according to Example 16, further comprising the clean combustion engine, the clean combustion engine being a hydrogen combustion engine or a hydrogen high-pressure direct injection engine.

[0087] Example 19. The vehicle according to any one of Examples 17 to 18, further comprising the vehicle cooling system.

[0088] Example 20. A method for transferring heat between a gas fuel supply system of a clean combustion engine of a vehicle and a vehicle cooling system, the method comprising: heating, by means of the vehicle cooling system with the aid of a first heat exchange component, the pressurized gas fuel in a first supply line for transferring the gas fuel from a gas fuel tank to the clean combustion engine.

[0089] The terms used herein are for the purpose of describing particular aspects only and are not intended to limit the disclosure. As used herein, unless the context clearly dictates otherwise, the singular forms "a", "an", and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "comprises" and / or "comprising", when used herein, specify the presence of stated features, integers, acts, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, acts, steps, operations, elements, components, and / or groups thereof.

[0090] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the present disclosure, the first element may be referred to as the second element, and similarly, the second element may be referred to as the first element.

[0091] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another, as shown in the figures. It should be understood that these terms, as well as those discussed above, are also intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0092] Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It should also be understood that unless explicitly defined herein, the terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0093] It should be understood that the present disclosure is not limited to the aspects described above and shown in the figures; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of the present disclosure and the appended claims. In the figures and the specification, the aspects have been disclosed for illustrative purposes only and not for purposes of limitation, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A gas fuel supply system (100) for a clean combustion engine (10) of a vehicle (1) having a vehicle cooling system (200), the supply system (100) comprising: - a gas fuel tank (110a, 110b, 110c) storing pressurized gas fuel, - at least a first supply line (120) arranged to supply pressurized gaseous fuel from said gaseous fuel tanks (110a, 110b, 110c) to said clean combustion engine (10), - at least a first heat exchange component (130) arranged in said first supply line (120), Wherein the first heat exchange component (120) is arranged to transfer heat between a cooling fluid (210) of the vehicle cooling system (200) and the pressurized gaseous fuel in the first supply line (120).

2. The gas fuel supply system (100) of claim 1, wherein the first heat exchange component (130) comprises a heat transfer surface (132) arranged to transfer heat from the cooling fluid (210) of the vehicle cooling system (200) to the pressurized gas fuel in the first supply line (120).

3. The gas fuel supply system (100) according to any one of claims 1 to 2, wherein the first heat exchange component (130) is arranged as a low temperature heat reservoir of the vehicle cooling system (200).

4. The gas fuel supply system (100) according to any one of claims 1 to 3, further comprising a control unit (17) configured to determine a temperature of the cooling fluid (210) of the vehicle cooling system (200) supplied to the first heat exchange component, and to control a flow rate of the cooling fluid (210) supplied to the first heat exchange component (130) in response to the determined temperature of the cooling fluid being higher than a predetermined temperature threshold.

5. A gaseous fuel supply system (100) according to claim 4, wherein the predetermined temperature threshold is arranged such that, in use, the cooling fluid (210) of the vehicle cooling system (200) transfers heat to the pressurized gaseous fuel in the first supply line (120) via the first heat exchange component (130).

6. The gas fuel supply system (100) according to any one of claims 4 to 5, wherein the control unit (17) is configured to determine a heat transfer requirement of the pressurized gas fuel in the first supply line (130) and to control the flow rate of the cooling fluid (210) supplied to the first heat exchange component (130) in response to the heat transfer requirement.

7. The gas fuel supply system (100) according to any one of claims 1 to 6, further comprising: - a compressor (150) arranged in the first supply line (120) between the first heat exchange component (130) and the clean combustion engine (10), and - a second heat exchange component (134) arranged between the compressor (150) and the clean combustion engine (10), wherein the second heat exchange component (134) is arranged to transfer heat between the pressurized gaseous fuel in the first supply line (120) and the cooling fluid (210) of the vehicle cooling system (200).

8. The gas fuel supply system (100) of claim 7, wherein the second heat exchange component (134) comprises a heat transfer surface (136) arranged to transfer heat from the cooling fluid (210) of the vehicle cooling system (200) to the pressurized gas fuel in the first supply line (120), or to transfer heat from the pressurized gas fuel in the first supply line (120) to the cooling fluid (210) of the vehicle cooling system (200).

9. The gas fuel supply system (100) according to any one of claims 7 to 8, wherein the first heat exchange component and the second heat exchange component (130, 134) are heat exchange tubes or heat exchange channels (330, 334).

10. The gas fuel supply system (100) according to any one of claims 7 to 8, wherein the first heat exchange component and the second heat exchange component (130, 134) form part of a common heat exchanger (300).

11. The gas fuel supply system (100) according to any one of claims 7 to 10, further comprising: - a second supply line (122) arranged to supply pressurized gaseous fuel from the gaseous fuel tanks (110a, 110b, 110c) to the clean combustion engine (10), the second supply line (122) bypassing at least the compressor (150) in the first supply line (120).

12. The gas fuel supply system (100) according to claim 11, further comprising: - a third heat exchange component (140) arranged in the second supply line (122), wherein the third heat exchange component (140) is arranged to transfer heat between the pressurized gas fuel in the second supply line (122) and the cooling fluid (210) of the vehicle cooling system (200).

13. The gaseous fuel supply system (100) according to any one of claims 1 to 12, wherein the vehicle cooling system (200) is configured to cool the clean burning engine and / or transmission (10) of the vehicle (20).

14. The gas fuel supply system (100) according to any one of claims 7 to 13, wherein the common heat exchanger (300) is configured to receive a cooling fluid (210) of the vehicle cooling system (200), direct the cooling fluid from the first heat exchange component (130) to the second heat exchange component (134), or from the second heat exchange component (134) to the first heat exchange component (130), and discharge the cooling fluid to the clean combustion engine (10) or the transmission (20) of the vehicle (1).

15. The gas fuel supply system (100) according to any one of claims 1 to 14, further comprising at least one controllable valve (160) arranged in at least the first supply line (120), wherein the controllable valve (160) is configured to control a flow rate of the pressurized gas fuel in the first supply line (120).

16. The gas fuel supply system (100) according to any one of claims 1 to 15, wherein the pressurized gas fuel is pressurized hydrogen.

17. A vehicle (1) comprising a gas fuel supply system (100) according to any one of claims 1 to 16.

18. The vehicle (1) according to claim 16, further comprising the clean combustion engine (10), wherein the clean combustion engine is a hydrogen combustion engine or a hydrogen high-pressure direct injection engine.

19. The vehicle (1) according to any one of claims 17 to 18, further comprising the vehicle cooling system (200).

20. A method for transferring heat between a gaseous fuel supply system (100) of a clean combustion engine (10) of a vehicle (1) and a vehicle cooling system (200), the method comprising: - heating (S10) the pressurized gaseous fuel in the first supply line (120) of the clean combustion engine (10) transported from the gaseous fuel tanks (110a, 110b, 110c) by the vehicle cooling system (200) by means of a first heat exchange component (130).

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