Fuel storage and supply system for vehicle

Abstract

A fuel storage and supply system for a vehicle includes: a pressurized fuel storage tank; a fuel conduit arrangement in communication with the plurality of tanks; an expander disposed in the fuel conduit arrangement and downstream of the number of cans; a fuel supply control system includes a fuel control valve arrangement disposed in a fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve disposed in the fuel conduit arrangement and between a number of tanks and an expander; and a second fuel control valve disposed in a bypass passage of the expander, the bypass passage extending from an inlet location upstream of the first fuel control valve to an outlet location downstream of the expander; the control system also includes a controller having processing circuitry, the processing circuitry controls the flow of fuel through the expander by controlling any of the first and second fuel control valves in response to a comparison between a fuel supply characteristic level associated with the number of fuel storage tanks and a desired fuel delivery characteristic level associated with the fuel consuming power source.

Description

Technical Field

[0001] The present disclosure generally relates to fuel storage and supply systems for vehicles. In particular aspects, the present disclosure relates to fuel storage and supply systems for internal combustion engines of vehicles. In other aspects, the present disclosure relates to fuel storage and supply systems for fuel cell systems of vehicles. The present disclosure may be applicable to heavy-duty vehicles such as trucks, buses, and construction equipment, as well as other vehicle types. Although the present disclosure may be described with respect to specific vehicles, the present disclosure is not limited to any particular vehicle. Background Art

[0002] The use of alternative fuels such as hydrogen or natural gas (including both LNG and CNG) as clean and sustainable fuel sources for internal combustion engines is one of many examples considered by the heavy-duty vehicle industry. For example, natural gas is recognized for its reduced carbon emissions, improved air quality, and cost efficiency compared to conventional gasoline or diesel fuels. In addition, hydrogen can be used not only as a fuel for ICE systems but also as a fuel component for vehicles with fuel cell systems.

[0003] However, compared to other more traditional fuels, the use of such alternative fuels in vehicles can pose several new challenges to the fuel supply system. One of these challenges involves the storage of fuel (e.g., hydrogen) in the vehicle and the supply of fuel to the ICE and / or fuel cell system. In this context, ICE and fuel cell systems are two examples of fuel-consuming power sources. For example, delivering hydrogen to such fuel-consuming power sources at the correct pressure involves addressing specific challenges related to the compression, storage, and delivery of hydrogen.

[0004] Conventional hydrogen fuel storage systems for heavy-duty vehicles typically may include on-vehicle high-pressure tanks, typically pressurized to about 700 bar. However, the fuel injection process in both fuel cell systems and ICE systems (e.g., spark ignition ICE systems) can occur at substantially lower pressures in the range from 6 to 20 bar. In other words, fuel (such as hydrogen) needs to be delivered to the fuel-consuming power source at an appropriate pressure level. Although the fuel supply system may include a pressure regulation system for ensuring the supply of gas at the correct pressure level, further development is still needed in order to provide efficient delivery of compressed hydrogen to fuel-consuming power sources such as the ICE or fuel cell system of a heavy-duty vehicle. Summary of the Invention

[0005] According to a first aspect of the present disclosure, there is provided a fuel storage and supply system for a vehicle, the fuel storage and supply system comprising: a plurality of fuel storage tanks configured to store pressurized fuel; a fuel conduit arrangement configured to be in fluid communication with the plurality of tanks; an expander disposed in the fuel conduit arrangement and further downstream of the plurality of tanks, the expander being configured to convert at least a portion of the energy from the pressurized fuel into mechanical work; a fuel supply control system comprising a fuel control valve arrangement disposed in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve disposed in the fuel conduit arrangement and between the plurality of tanks and the expander, the first fuel control valve being configured to regulate the flow rate of the pressurized fuel; and a second fuel control valve disposed in an expander bypass passage extending from an inlet position upstream of the first fuel control valve to an outlet position downstream of the expander, the second fuel control valve being configured to regulate the flow rate of the pressurized fuel; wherein the fuel supply control system further comprises a controller having a processing circuitry configured to control the flow rate of fuel through the expander by controlling either the first fuel control valve or the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a required fuel delivery characteristic level associated with a fuel-consuming power source.

[0006] The first aspect of the present disclosure may seek to improve the energy efficiency within a fuel storage and supply system for a vehicle including at least one fuel-consuming power source in the form of an internal combustion engine and / or a fuel cell system. Technical benefits may include providing improved extraction of compressed energy from pressurized fuel (such as pressurized hydrogen fuel) in the fuel tanks of the fuel storage and supply system. Additionally, the proposed fuel storage and supply system may provide improved control of the pressure level of the pressurized fuel during varying operating conditions of the fuel-consuming power source and the vehicle. More specifically, the proposed fuel storage and supply system may at least partially mitigate issues regarding undesirable delays in achieving the fuel injection pressure required for an internal combustion engine and / or a fuel cell system.

[0007] In some examples where the fuel storage and supply system may be a component of a powertrain, the present disclosure may contribute to improved fuel efficiency of the powertrain.

[0008] The fuel storage and supply system may be particularly applicable to a powertrain including an internal combustion engine and any one and / or combination of a low-pressure direct injection fuel system, a port fuel injection system, an intake manifold fuel injection.

[0009] The fuel storage and supply system may also be applicable to an internal combustion engine in the form of a spark ignition internal combustion engine, such as a spark ignition high pressure direct injection internal combustion engine.

[0010] Optionally, in some examples, including in at least one preferred example, the required fuel delivery characteristic level associated with the fuel-consuming power source may be either the required fuel injection pressure of the fuel-consuming power source or the required fuel flow rate of the fuel-consuming power source.

[0011] Optionally, in some examples, including in at least one preferred example, the fuel supply control system may be configured to control the fuel storage and supply system in any of the following: a first operating mode in which the pressurized fuel is delivered by an expander; a second operating mode in which the pressurized fuel is delivered via an expander bypass passage; and a dual operating mode in which the pressurized fuel is delivered partially by the expander and partially via the expander bypass passage. Technical benefits may include providing more precise and accurate control of the flow rate of fuel through the expander.

[0012] Optionally, in some examples, including in at least one preferred example, the fuel supply control system may further include a third fuel control valve disposed in the fuel conduit arrangement, the third fuel control valve being disposed downstream of the outlet position and configured to regulate the flow rate of the pressurized fuel. Technical benefits may include providing more precise regulation of the flow rate of fuel from the expander to the fuel-consuming power source, such as more precise regulation of fuel pressure when the valve is a pressure regulator, and / or more precise regulation of the flow rate of fuel when the valve is a flow rate control valve.

[0013] Optionally, in some examples, including in at least one preferred example, the fuel supply control system may be configured to control the fuel storage and supply system in the first operating mode by: controlling the first fuel control valve to an open state, controlling the second fuel control valve to a closed state, while the third fuel control valve may be controlled to regulate the flow rate of the pressurized fuel. Technical benefits may include providing more dynamic and precise regulation of the fuel from the fuel tank to the fuel-consuming power source.

[0014] Optionally, in some examples, including in at least one preferred example, the fuel supply control system is configured to control the fuel storage and supply system in the second operating mode by: controlling the first fuel control valve to a closed state, controlling the second fuel control valve to an open state, while the third fuel control valve may be controlled to regulate the flow rate of the pressurized fuel. Technical benefits may include providing even more dynamic and precise regulation of the fuel from the fuel tank to the fuel-consuming power source.

[0015] Optionally, in some examples, including in at least one preferred example, the fuel can be any one of hydrogen, methane, and natural gas. Technical benefits can include using fuels with high energy density. For hydrogen (H2), the energy density is approximately 120 MJ / kg, and for natural gas (NG), the energy density is approximately 55 MJ / kg.

[0016] Optionally, in some examples, including in at least one preferred example, the fuel-consuming power source can be any one of an internal combustion engine and a fuel cell system. The internal combustion engine can be a spark-ignition internal combustion engine. Additionally, the internal combustion engine can be a low-pressure direct injection internal combustion engine system or a high-pressure direct injection internal combustion engine.

[0017] The internal combustion engine can be a hydrogen internal combustion engine, such as a hydrogen high-pressure direct injection internal combustion engine, where the fuel storage and supply system is arranged to supply pressurized hydrogen to the internal combustion engine.

[0018] Optionally, in some examples, including in at least one preferred example, the expander can be configured to be connected to any one of the following: the crankshaft of the internal combustion engine to provide additional power; and / or a generator for charging the battery system.

[0019] Optionally, in some examples, including in at least one preferred example, the fuel storage and supply system can further include a heat exchanger arranged between the expander and the third fuel control valve. Technical benefits can include providing an efficient configuration for further controlling the temperature of the pressurized fuel. Another technical benefit of using the heat exchanger is that the arrangement of the heat exchanger allows the use of, for example, a hydrogen tank as a cold heat reservoir for the cooling system of the powertrain.

[0020] Optionally, in some examples, including in at least one preferred example, a number of fuel tanks can be grouped into a first subgroup of fuel tanks and a second subgroup of fuel tanks, where the first subgroup of fuel tanks is configured to be used in response to a higher required fuel injection pressure, while the second subgroup of fuel tanks is configured to be used in response to a lower required fuel injection pressure. Technical benefits can include providing a fuel tank arrangement that enables even more efficient fuel management, as the subgroup tanks allow for a reduction in the amount of fuel required to be compressed to the peak injection pressure. More specifically, when the injection pressure demand is lower (e.g., partial / low load operation, idle, etc.), the second subgroup of fuel tanks, which typically contains fuel at a lower pressure, can be used to supply fuel to the fuel-consuming power source, such as an ICE.

[0021] Optionally, in some examples, including in at least one preferred example, the expander can be arranged downstream of the first subgroup of fuel tanks and the second subgroup of fuel tanks.

[0022] Alternatively or additionally, the expander may be provided between the first subgroup of tanks and the second subgroup of tanks.

[0023] Optionally, in some examples, including in at least one preferred example, the fuel storage and supply system may include a fourth flow control valve provided upstream of the inlet location. Technical benefits may include providing even more efficient control of the flow of fuel from the fuel tank to the fuel-consuming power source.

[0024] Optionally, in some examples, including in at least one preferred example, the fuel tank may be configured to store pressurized gaseous fuel at about 700 bar to 800 bar. For example, the fuel tank is arranged to maintain the pressurized gaseous fuel at a maximum pressure of 800 bar. For example, the fuel tank is arranged to store pressurized gaseous fuel between 700 bar and 800 bar.

[0025] Optionally, in some examples, including in at least one preferred example, the fuel tank may be configured to store pressurized gaseous fuel at about 300 bar to 350 bar.

[0026] Optionally, in some examples, including in at least one preferred example, the fuel stored in the fuel tank is mainly gaseous fuel. For example, at least 70%, or at least 80%, or at least 90%, or at least 95% (by volume) of the fuel in the fuel tank is gaseous. Thus, the 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 fuel tank is gaseous.

[0027] According to a second aspect of the present disclosure, there is provided a vehicle that includes the fuel storage and supply system according to 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. Thus, 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.

[0028] Optionally, in some examples, including in at least one preferred example, the vehicle further includes an internal combustion engine in the form of a hydrogen combustion engine or a hydrogen high-pressure direct injection engine. The internal combustion engine is configured to receive pressurized fuel from the fuel conduit arrangement for combustion within the engine. For example, the fuel storage and supply system may include a fuel rail upstream of the fuel injectors of the internal combustion engine, wherein the fuel rail is arranged to supply pressurized gaseous fuel to the fuel injectors of the internal combustion engine.

[0029] Optionally, in some examples, including in at least one preferred example, the vehicle further includes a fuel cell system.

[0030] According to a third aspect of the present disclosure, there is provided a method for controlling a fuel storage and supply system. The fuel storage and supply system includes: a plurality of fuel storage tanks configured to store pressurized fuel; a fuel conduit arrangement configured to be in fluid communication with the plurality of tanks; an expander disposed in the fuel conduit arrangement and further downstream of the plurality of tanks, the expander being configured to convert at least a portion of the energy from the pressurized fuel into mechanical work; and a fuel supply control system including a fuel control valve arrangement disposed in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve disposed in the fuel conduit arrangement and between the plurality of tanks and the expander, the first fuel control valve being configured to regulate the flow rate of the pressurized fuel; and a second fuel control valve disposed in a bypass passage of the expander, the bypass passage of the expander extending from an inlet position upstream of the first fuel control valve to an outlet position downstream of the expander, the second fuel control valve being configured to regulate the flow rate of the pressurized fuel. The method includes controlling the flow rate of fuel through the expander by controlling either the first fuel control valve or the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a required fuel delivery characteristic level associated with a fuel-consuming power source.

[0031] The third aspect of the present disclosure may seek to address the same problems as those described for the first aspect to the second aspect 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 aspect and the second aspect of the present disclosure.

[0032] The disclosed aspects, examples (including any preferred examples) and / or the appended claims may be appropriately combined with each other, which will be apparent to any ordinary person skilled in the art. Additional features and advantages are disclosed in the following description, claims and drawings, and will be partly apparent to those skilled in the art or will be recognized by practicing the present disclosure as described herein. Description of the Drawings

[0033] Figure 1 Schematically illustrated is an exemplary vehicle according to an example, the vehicle including a fuel-consuming power source (such as an internal combustion engine or a fuel cell system) and a fuel storage and supply system arranged to supply fuel to the fuel-consuming power source.

[0034] Figure 2Schematically shown is another exemplary fuel storage and supply system according to an example, the fuel storage and supply system being fluidly connected to a fuel-consuming power source, such as an internal combustion engine or a fuel cell system, wherein the fuel storage and supply system is arranged to supply fuel to the fuel-consuming power source.

[0035] Figure 3 Schematically shown is another exemplary fuel storage and supply system according to an example, the fuel storage and supply system being fluidly connected to a fuel-consuming power source, such as an internal combustion engine or a fuel cell system, wherein the fuel storage and supply system is arranged to supply fuel to the fuel-consuming power source.

[0036] Figure 4 Schematically shown is another exemplary fuel storage and supply system according to an example, the fuel storage and supply system being fluidly connected to a fuel-consuming power source, such as an internal combustion engine or a fuel cell system, wherein the fuel storage and supply system is arranged to supply fuel to the fuel-consuming power source.

[0037] Figure 5 Schematically shown is another exemplary fuel storage and supply system according to an example, the fuel storage and supply system being fluidly connected to a fuel-consuming power source, such as an internal combustion engine or a fuel cell system, wherein the fuel storage and supply system is arranged to supply fuel to the fuel-consuming power source.

[0038] Figure 6 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein according to an example. Detailed Description

[0039] 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.

[0040] Internal combustion engines (ICEs) operating on hydrogen, liquefied natural gas (LNG), or compressed natural gas (CNG) are some examples of power sources that can be attractive alternatives to conventional gasoline or diesel-powered engines. Such ICE systems can produce fewer harmful emissions compared to gasoline and diesel.

[0041] Another potentially attractive alternative to conventional gasoline or diesel-powered engines can be a power source in the form of a fuel cell system.

[0042] These types of power sources are referred to as fuel-consuming power sources in the context of the present disclosure.

[0043] However, despite the progress of the industry, there remain challenges in delivering fuel, such as hydrogen, to these types of fuel-consuming power sources at the correct pressure. Just by way of example, conventional hydrogen fuel storage systems for heavy vehicles can typically include on-board high-pressure tanks, usually pressurized to about 700 bar. However, the fuel injection process in both fuel cell systems and ICE systems (e.g., spark ignition ICE systems) can occur at substantially lower pressures in the range from 6 to 20 bar. High-pressure direct injection (HPDI) ICEs are typically also configured to reduce the hydrogen pressure from about 700 bar down to about 300 bar. In other words, fuel, such as hydrogen, needs to be delivered to the fuel-consuming power source at an appropriate pressure level. To provide the appropriate pressure reduction, many conventional methods employ throttle valves to reduce the hydrogen pressure, thereby releasing the excess pressure by causing turbulence and converting it into heat. Although such throttle valves are effective, these methods have inherent drawbacks, including energy inefficiencies due to the dissipation of pressure energy in the form of heat and challenges in achieving precise control of the pressure reduction process. For example, it has been observed that during the throttling process, most of the internal energy (excluding chemical energy) contained in compressed hydrogen may be lost.

[0044] For these and other reasons, there is still a need to improve fuel storage and supply systems for fuel-consuming power sources operating with alternative fuels, such as hydrogen.

[0045] To address this problem, the present disclosure provides systems and methods using an expander disposed between a fuel tank and a fuel-consuming power source.

[0046] Accordingly, the present disclosure may seek to improve the energy efficiency within a fuel storage and supply system for a vehicle including at least one fuel-consuming power source in the form of an internal combustion engine and / or a fuel cell system. Technical benefits can include providing improved extraction of compressed energy from pressurized fuel (such as pressurized hydrogen fuel) in the fuel tank of the fuel storage and supply system. Additionally, the proposed fuel storage and supply system can provide improved control of the pressure level of the pressurized fuel during varying operating conditions of the fuel-consuming power source and the vehicle. More specifically, the proposed fuel storage and supply system can at least partially mitigate the problem of undesirable delays in achieving the fuel injection pressure required for an internal combustion engine and / or a fuel cell system.

[0047] The fuel storage and supply system can be particularly applicable to an internal combustion engine including any one and / or combination of a low-pressure direct injection fuel system, a port fuel injection system, an intake manifold fuel injection. In such examples, the fuel storage and supply system is a component of the overall fuel system. Alternatively or additionally, the fuel storage and supply system is in fluid communication with a low-pressure direct injection fuel system.

[0048] The fuel storage and supply system may also be applicable to an internal combustion engine in the form of a spark ignition internal combustion engine, such as a spark ignition high pressure direct injection internal combustion engine.

[0049] Figure 1 Vehicle 1 in the form of an exemplary heavy-duty truck is schematically shown. It should be noted that the vehicle can be any type of vehicle suitable for transporting goods and / or people (such as bulk materials) from one place to another. For example, the vehicle can be an excavator, a loader, an articulated dump truck, a dump truck, a truck or any other suitable vehicle known in the art. In some embodiments, the vehicle can be driven by an operator. In other embodiments, the vehicle can be an autonomous vehicle controlled by a vehicle motion management (VMM) unit configured to separately control vehicle units and / or vehicle axles and / or wheels of the vehicle. For ease of reference, the following description refers to a vehicle in the form of a heavy vehicle (such as a truck).

[0050] Figure 1 Vehicle 1 shown therein includes a fuel-consuming power source 16. As described herein, the fuel-consuming power source 16 is an internal combustion engine (ICE) 16a or a fuel cell system 16b.

[0051] In an example where the fuel-consuming power source 16 is an ICE 16a, the ICE 16a is configured to provide power for propelling vehicle 1. The ICE 16a herein is a hydrogen ICE. In a hydrogen ICE, the ICE 16a is configured to burn a pressurized gaseous fuel in the form of hydrogen. Such a combustion process of hydrogen produces water as a by-product in the exhaust. The ICE 16a can be, for example, a pure hydrogen (H2) ICE, such as a hydrogen low pressure direct injection ICE, a hydrogen high pressure direct injection ICE, a port fuel injection ICE, and / or an intake manifold fuel injection ICE. In other examples, the ICE 16a is a hydrogen-based ICE operating with a mixture of hydrogen fuel and another fuel (such as diesel fuel). In other examples, the ICE 16a is a natural gas (NG) ICE. In other examples, the ICE 16a is a methane ICE.

[0052] As is well known in the art, ICE 16a typically includes one or more cylinders having corresponding combustion chambers and reciprocating pistons (not shown). Such ICE 16a also includes a fuel injection system having one or more fuel injectors for injecting fuel into the one or more cylinders. Alternatively or additionally, the fuel injection system is configured to inject fuel into the inlet port of the cylinder (i.e., port fuel injection system). To deliver fuel to the fuel injector, ICE 16a also includes a so-called fuel rail arrangement. The fuel rail arrangement is arranged and configured to receive fuel from one or more fuel tanks 12, 12a to 12n. ICE 16a, i.e., the fuel-consuming power source 16, is configured to be connected to one or more ground engaging members 18, such as one or more wheels of vehicle 1, as Figure 1 shown in

[0053] In this context, the fuel rail arrangement can generally refer to a component in a fuel injection system that delivers pressurized fuel to the fuel injector. Its main purpose is to evenly distribute the fuel to the injectors, which then spray the fuel into the combustion chamber. The fuel rail is typically mounted on ICE 16a and is connected to the fuel injector by short fuel lines. The fuel rail is arranged and configured to maintain a certain pressure to ensure proper fuel atomization and combustion in ICE 16a. The pressure can be further regulated by a fuel pressure regulator (not shown).

[0054] As mentioned above, the fuel-consuming power source 16 can equally be a fuel cell system 16b. The fuel cell system 16b is of a conventional type and generally includes one or more fuel cell stacks, each fuel cell stack having a number of fuel cells. For example, a number of fuel cells can form a so-called fuel cell stack. The fuel cells can equally be arranged in a plurality of fuel cell stacks, each fuel cell stack including a plurality of fuel cells arranged in a stacked configuration. Further, each of the fuel cells constituting the fuel cell stack and thus the fuel cell system 16b generally includes an anode side that receives hydrogen as a fuel component and a cathode side that receives compressed air as another fuel component. Although there are several different types of fuel cells, mainly distinguished by the type of electrolyte used, the so-called proton exchange membrane (PEM) fuel cell is particularly suitable for use in heavy vehicles (such as Figure 1 the vehicle 1 in). Thus, the fuel cell system here is a PEM fuel cell system. For the purposes of the proposed system and method, as further described herein, the fuel cell system is schematically shown and only the anode side is depicted, i.e., the cathode side is omitted for simplicity of illustration. Other components (such as ancillary components) can also be included in the fuel cell system, as is commonly used in the field of fuel cell systems.

[0055] Fuel cell system 16b can generally be a component of an electric propulsion system 12 configured to provide traction power to a vehicle. Thus, in an example where the fuel-consuming power source is a fuel cell system, the vehicle is an electric truck, e.g., a fully electric vehicle. The electric truck includes an electric propulsion system having an electrical energy storage system and an electric motor. The electric motor is a traction motor that is configured to provide traction power to the vehicle, i.e., to drive one or more ground engaging members 18 of the vehicle 1, such as a pair of wheels of the vehicle 1. The energy storage system here is a fuel cell system. Optionally, the electric propulsion system may further include a battery system including one or more high voltage batteries. The fuel cell system is connected to the electric motor to power the electric motor, whereby the electric motor can provide traction power to one or more ground engaging members 18 (e.g., one or more wheels). The electric motor can generally include a conventional electric motor.

[0056] In other examples, the vehicle 1 can be a hybrid vehicle including a set of fuel-consuming power sources 16 (such as, a fuel cell system 16b and an ICE 16a).

[0057] The fuel-consuming power source 16 is configured to consume gaseous fuel (e.g., hydrogen) supplied to the fuel-consuming power source 16 by the fuel storage and supply system 10. Thus, the power is from the fuel burned in the ICE 16a or from the electrochemical reaction in the fuel cell system 16b. To this end, a fuel-consuming power source refers to a device or system that uses fuel as an input to generate power or electricity. For ease of reference, the following description will refer to the ICE and / or fuel cell system as the fuel-consuming power source 16, and the following examples can equally apply to both the ICE and the fuel cell system, unless expressly stated otherwise herein.

[0058] As Figure 1 shown, the vehicle 1 further includes a controller 85 that is configured to control at least some of the operations of the fuel storage and supply system 10, as described below, such as, for example, the control of the fuel from one or more fuel tanks to the fuel-consuming power source 16.

[0059] Turning back to Figure 1 , Figure 1 shows an example of the fuel storage and supply system 10. As Figure 1 depicted, the fuel storage and supply system 10 includes a number of fuel storage tanks 12 for storing pressurized fuel 13. Each of the fuel storage tanks 12, 12a to 12n is configured and arranged to store pressurized fuel 13. Each of the fuel storage tanks 12, 12a to 12n is also configured and arranged to supply the pressurized fuel 13 to the fuel-consuming power source 16 via a fuel conduit arrangement 20, as Figure 1 shown.

[0060] Fuel 13 is a pressurized fluid medium, particularly a gaseous medium such as hydrogen, but liquid fluid media can also be considered. In examples where the fuel is a liquid fuel, it can potentially be a cryogenic liquefied gas. It should be noted that the fuel may still need to be expanded to a gas in the expander of the fuel storage and supply system 10, but it can potentially be stored in liquid form somewhere upstream of the expander 15 before being vaporized. The evaporation of the fuel in liquid form into gaseous form is common general knowledge and is therefore not further described herein.

[0061] In the following examples, for instance, as Figure 1 shown, fuel 13 is hydrogen. In other examples (not shown), fuel 13 is natural gas. Fuel 13 can also be methane, such as pure methane, for example, biogas or synthetic methane. Thus, hydrogen, that is, fuel 13, is a component of the fuel storage and supply system 10.

[0062] Therefore, as Figure 1 shown, the fuel storage and supply system 10 further includes a fuel conduit arrangement 20. The fuel conduit arrangement 20 is configured to be in fluid communication with a plurality of tanks 12, 12a to 12n. The fuel conduit arrangement 20 is also configured herein to contain fuel 13 and convey the fuel from the fuel storage tank 12 to the fuel-consuming power source 16.

[0063] More specifically, as Figure 1 shown, the fuel conduit arrangement 20 is configured to be in fluid communication with each of the fuel tanks among a plurality of tanks 12, 12a to 12n. Thus, by way of example, the fuel conduit arrangement 20 includes a first branch of fuel conduits 21, 21a to 21n.

[0064] The first branch of fuel conduits 21, 21a to 21n includes a plurality of fuel conduits, for example, five fuel conduits. The number of fuel conduits generally varies in view of the number of fuel tanks 12. Thus, each of the fuel tanks is configured to be fluidly connected to the fuel conduit arrangement 20 through a corresponding fuel conduit 21. Thus, as Figure 1 shown, the first conduit 21a of the first branch of conduit 21 is fluidly connected to the first fuel tank 12a of the fuel tank 12, the second conduit 21b of the first branch of conduit 21 is fluidly connected to the second fuel tank 12b of the fuel tank 12, the third conduit 21c of the first branch of conduit 21 is fluidly connected to the third fuel tank 12c of the fuel tank 12, the fourth conduit 21d of the first branch of conduit 21 is fluidly connected to the fourth fuel tank 12d of the fuel tank 12, and the fifth conduit 21e of the first branch of conduit 21 is fluidly connected to the fifth fuel tank 12e of the fuel tank 12. As can be seen from Figure 1It can be seen that fuel tanks 12a to 12e are thus arranged in a parallel configuration. Therefore, it should also be noted that fuel tanks 12, 12a to 12n are arranged herein in a parallel fuel tank configuration. In this context, the parallel configuration is different from the series configuration of fuel tanks.

[0065] Each of fuel tanks 12, 12a to 12n may be provided in the form of a large container for storing the fuel of the vehicle. Its main function is to safely store the fuel and provide a constant supply to the fuel-consuming power source 16. Each of the fuel tanks may be located at the rear of the vehicle, under the chassis or body, or at any other location on or in the vehicle. Each of fuel tanks 12, 12a to 12n may generally include additional components such as a fuel level sensor, a vent, and a filler neck for refueling. These types of components are well known in the art and are not further described herein.

[0066] Further, as Figure 1 depicted in, each of fuel tanks 12, 12a to 12n is in fluid communication with the main fluid conduit 22 of the fuel conduit arrangement 20. The first branches of fuel conduits 21, 21a to 21n may be arranged to converge at a common junction point 22a at the main fluid conduit 22, as Figure 1 indicated in. Therefore, the first branches of fuel conduits 21, 21a to 21n are fluidly connected to the main fluid conduit 22.

[0067] Moreover, the fuel storage and supply system 10 includes an expander 15. The expander 15 is provided in the fuel conduit arrangement 20. The expander 15 is further arranged downstream of a plurality of tanks 12, 12a to 12n. As Figure 1 shown in, the expander 15 is provided herein in the main fluid conduit 22. The main fluid conduit 22 is arranged downstream of fuel tanks 12, 12a to 12n and is also arranged downstream of the first branches of fuel conduits 21, 21a to 21n. As Figure 1 shown in, the main fluid conduit further includes an expander exhaust fuel conduit 24. The exhaust fuel conduit 24 extends between the expander 15 and the fuel-consuming power source 16. Therefore, the exhaust fuel conduit 24 can be considered as an inlet conduit leading to the fuel-consuming power source 16.

[0068] The expander 15 is configured to convert at least a portion of the energy from the pressurized fuel into mechanical work. More specifically, the expander 15 is configured to extract the compression energy from the pressurized fuel. In this way, the expander 15 is arranged and configured to allow the expansion of, for example, compressed hydrogen gas within fuel tank 12, thereby recovering a portion of the energy required to compress the hydrogen gas during the filling process of the fuel tank and subsequently making that energy available for use by the vehicle, as further described below.

[0069] The expander 15 can be configured to convert energy into mechanical work or convert energy into electrical energy. This process is typically achieved by allowing a fluid (fuel 13) to expand and do work on a piston, rotor, or other mechanical component. The expander 15 can be provided in several different configurations. For example, the expander 15 includes an expansion chamber or cylinder into which a working fluid (fuel 13) is introduced. Inside the expansion chamber, the working fluid (fuel 13) undergoes an expansion process. This process typically can involve the working fluid (fuel 13) expanding and undergoing changes in pressure and temperature. As the working fluid (fuel 13) expands, it pushes the piston or rotor of the expander 15, causing mechanical movement.

[0070] Control and utilize the mechanical movement of the piston or rotor to perform useful mechanical work, such as rotating a shaft, driving a generator, or powering a mechanical load. The mechanical work can also be used to generate electricity, drive auxiliary systems, or perform other operations in a vehicle.

[0071] For example, the expander 15 can be connected to the crankshaft 17 of the ICE 16a and arranged to provide additional power to the ICE system, or in the case of a hybrid electric vehicle or a fuel cell vehicle, arranged and configured to drive a generator that can charge one or more batteries of the vehicle. Additionally, the expander 15 can also be arranged and configured to charge the battery of any auxiliary system of the vehicle.

[0072] In Figure 1 it, the expander 15 is configured to be connected to a fuel-consuming power source 16. In an example where the fuel-consuming power source 16 is the ICE 16a, the expander 15 is connected to the ICE 16a via a shaft (such as, the crankshaft 17). In this way, the expander 15 is configured to support the ICE 16a by converting at least a portion of the energy from the pressurized fuel into mechanical work. Thus, the expander 15 is directly connected to the crankshaft 17 of the ICE 16a such that the additional mechanical energy from the expander can assist in driving the crankshaft 17 and provide extra power to the ICE 16a. For example, in a case where the rpm of the expander and the ICE are substantially different from each other, the expander 15 can also be connected to the ICE via a shaft and a transmission.

[0073] In an example where the fuel-consuming power source 16 is the fuel cell system 16b, the expander 15 can be connected to the fuel cell system 16b via a generator and a battery (such as a battery system) and electrical connections. The generator converts mechanical energy into electrical energy by electromagnetic induction, and this electrical energy can be used to charge the battery system. In this way, the expander 15 is configured to support the fuel cell system 16b by converting at least a portion of the energy from the pressurized fuel into electricity. More specifically, the expander 15 converts pressure into mechanical work, which is used to drive the generator. Thus, the generator is configured to generate electrical energy, which can charge the battery system. Then, the battery system is arranged and configured to support the vehicle's auxiliary systems and / or the electric motor. Therefore, the expander 15 is generally configured to be connected to a generator, which is arranged and configured to generate electricity. Then, the generator is arranged and configured to charge the battery of the battery system and / or power an electric motor or any other on-vehicle device.

[0074] It should also be noted that the above arrangement of the expander to the generator and the battery system can equally be implemented in an example where the fuel-consuming power source is the ICE 16a. Thus, the expander 15 can be used not only to extract mechanical energy from the high-pressure gas when the high-pressure gas expands, but also to be connected to the generator. That is, the mechanical energy extracted by the expander is used to drive the generator.

[0075] In a hybrid example including both the ICE 16a and the high-voltage battery system, the expander 15 can be connected to the crankshaft 17 to generate additional mechanical power and / or connected to the generator to supply energy to the generator for charging the battery system.

[0076] In another example where the vehicle includes the ICE 16a but does not include an electric motor, the expander 15 is generally connected to the generator to generate electricity for use in auxiliary systems (such as on-vehicle electronics, AC, etc.).

[0077] After performing work in the expander 15, the expanded fuel 13 is directed from the expander 15 to the fuel-consuming power source 16 and is used as fuel by the fuel-consuming power source 16, for example, for combustion in the example of the ICE 16a or for generating electricity in the example of the fuel cell system 16b.

[0078] In Figure 1 , the expander 15 is a reciprocating piston expander. However, the expander 15 can equally be a turbo expander.

[0079] Compared with the prior art systems known so far, another advantage of arranging the expander 13 in the fuel conduit arrangement 22 is that the fuel storage and supply system 10 may not require a buffer fuel tank downstream of the fuel-consuming power source 16.

[0080] In addition, as Figure 1 shown in Figure 1 , the fuel storage and supply system 10 includes a fuel supply control system 80. The fuel supply control system 80 can be provided in several different ways, as will be described herein. In

[0081] more specific terms, the fuel control valve arrangement 30 is disposed in the fuel conduit arrangement 20. The fuel control valve arrangement 30 includes a first fuel control valve 31. The first fuel control valve 31 is disposed in the fuel conduit arrangement 20 and is between a plurality of tanks 12 and the expander 15. The first control valve 31 is configured to regulate the flow rate of the pressurized fuel 13.

[0082] The first fuel control valve can be provided in several different ways. In one example, the first fuel control valve 31 is a pressure regulator valve. In another example, the first fuel control valve 31 is a flow blocking valve. In another example, the first fuel control valve 31 is a flow control valve. Thus, the first fuel control valve 31 is provided in the form of a pressure regulator valve, a flow blocking valve, or a flow control valve.

[0083] As used herein, a pressure regulator valve is configured to maintain a specific pressure level in a fluid conduit (such as, a main fluid conduit). The pressure regulator valve is used to control and limit the pressure of the fuel. The pressure regulator valve controls the pressure by adjusting the resistance to flow, and thus affects the pressure downstream of the pressure regulator valve.

[0084] As used herein, a flow blocking valve is configured to regulate the flow rate of the fuel by blocking or stopping the flow of the fuel through the fluid conduit. Examples of flow blocking valves can be a shut-off valve or an isolation valve that controls the passage of fluid to block or allow flow as needed.

[0085] As used herein, a flow control valve is configured to regulate the flow rate or velocity of the fuel flowing through the flow control valve. Thus, the flow control valve is designed to control the volume of fluid passing through it. The flow control valve typically controls the flow by adjusting the size of the valve opening or by throttling the flow.

[0086] The selection between valves can generally depend on the specific requirements of the application for the fuel being used and the desired control parameters.

[0087] Accordingly, it should be understood that the term "regulating the flow of pressurized fuel" can refer to the regulation of fuel flow rate, the regulation of fuel pressure, and / or a combination of the regulation of fuel flow rate and fuel pressure. Thus, the term can be interpreted to cover different scenarios, including regulating only the flow rate, regulating only the pressure, or regulating both the flow rate and the pressure. The flow rate can refer to the regulation of volumetric flow rate and / or mass flow rate.

[0088] In addition, the fuel control valve arrangement 30 includes a second fuel control valve 32. As Figure 1 shown, the second fuel control valve 32 is disposed in the expander bypass passage 23. The expander bypass passage 23 extends from an inlet location 50 upstream of the first fuel control valve 31 to an outlet location 52 downstream of the expander 15. Accordingly, the fuel storage and supply system 10 includes the expander bypass passage 23.

[0089] The second fuel control valve 32 is also configured to regulate the flow of the pressurized fuel 32. The second fuel control valve 32 is herein configured to regulate the flow of the pressurized fuel 32 in the expander bypass passage 23.

[0090] The second fuel control valve 32 can also be provided in several different ways. In one example, the second fuel control valve 32 is a valve pressure regulator. In another example, the second fuel control valve 32 is a flow blocking valve. In another example, the second fuel control valve 32 is a flow control valve. Accordingly, the second fuel control valve 32 is provided in the form of a pressure regulator valve, a flow blocking valve, or a flow control valve. The selection between the valves can generally depend on the specific requirements of the application for the fuel being used and the desired control parameters.

[0091] As mentioned above, the expander bypass passage 23 extends from the inlet location 50 located upstream of the first fuel control valve 31 to the outlet location 52 located downstream of the expander 15. The expander bypass passage 23 is a fuel conduit typically provided in the form of a pipe, tubing, etc.

[0092] As Figure 1 depicted, the inlet location 50 and the outlet location 52 are located on the main fuel conduit 22. Both the main fuel conduit 22 and the expander bypass passage 23 are part of the fuel conduit arrangement 20.

[0093] More specifically, the outlet location 52 is located on or at the expander exhaust fuel conduit 24. Accordingly, the expander bypass passage intersects the expander exhaust fuel conduit 24 at the outlet location 52. As Figure 1As depicted, the expander exhaust fuel conduit 24 is split herein into a first expander exhaust sub-conduit 25 and a second expander exhaust sub-conduit 26. The first expander exhaust sub-conduit 25 is arranged upstream of the outlet location 52, while the second expander exhaust sub-conduit 26 is arranged downstream of the outlet location 52. Depending on the type of fuel storage and supply system and the type of fuel-consuming power source, other arrangements of the fuel conduit arrangement 20 are also conceivable.

[0094] In addition, as mentioned above, the vehicle 1 includes a controller 85. As Figure 1 shown, the fuel supply control system 80 includes a controller 85 herein. The controller 85 has processing circuitry 82 configured to control the flow of fuel through the expander 15. Specifically, the processing circuitry 82 of the controller 85 is configured to control the flow of fuel through the expander 15 by controlling either the first control valve 31 or the second control valve 32 in response to a comparison between the fuel supply characteristic levels associated with a plurality of fuel storage tanks 12, 12a to 12n and the required fuel delivery characteristic levels associated with the fuel-consuming power source 16.

[0095] This means that, depending on the available pressure of the fuel in the fuel tank 12 and the required fuel pressure from the fuel-consuming power source 16, the fuel storage and supply system 10 can be controlled in a more precise manner. More specifically, the supply of fuel 13 (such as hydrogen) from the fuel tanks 12, 12a to 12n to the fuel-consuming power source 16 is controlled by controlling either the first fuel control valve 31 or the second fuel control valve 32 in response to a comparison between the fuel supply characteristic levels associated with a plurality of fuel storage tanks 12, 12a to 12n and the required fuel delivery characteristic levels associated with the fuel-consuming power sources 16, 16a, 16b.

[0096] By controlling either the first fuel control valve 31 or the second fuel control valve 32 in response to the comparison, the controller 85 is configured to control the flow of fuel through the expander 15, thereby determining whether the expander 15 should be operated to extract energy from the compressed fuel, as discussed herein.

[0097] Thus, the amount of fuel flowing through the expander 15 can also be controlled in response to a comparison between the fuel supply characteristic levels associated with a plurality of fuel storage tanks 12, 12a to 12n and the required fuel delivery characteristic levels associated with the fuel-consuming power sources 16, 16a, 16b.

[0098] Therefore, the fuel storage and supply system 10 allows for the supply of fuel from the fuel tank 12 to the fuel-consuming power source 16 to be regulated in an accurate and efficient manner.

[0099] In the context of the present disclosure, the term "fuel supply characteristic level associated with a plurality of fuel storage tanks" may refer to the average fuel pressure of the fuel storage tanks among the plurality of fuel storage tanks and / or the individual fuel pressure of each of the fuel storage tanks among the plurality of fuel storage tanks. The fuel supply characteristic level associated with a plurality of fuel storage tanks is typically a measured level. The fuel supply characteristic level associated with a plurality of fuel storage tanks may be measured by pressure sensors disposed in each of the fuel tanks 12, 12a to 12n. The measured pressure level is transmitted to the controller 85 and / or stored in the memory of the controller 85.

[0100] Thus, in one example, the controller 85 is configured to compare the average fuel pressure of the fuel storage tanks among the plurality of fuel storage tanks 12, 12a to 12e with the required fuel delivery characteristic level associated with the fuel-consuming power source 16.

[0101] As mentioned herein, the required fuel delivery characteristic level associated with the fuel-consuming power source 16 may be the required fuel rail injection pressure of the ICE 16a. Thus, in one example, the controller 85 is configured to compare the average fuel pressure of the fuel storage tanks among the plurality of fuel storage tanks 12, 12a to 12e with the required fuel rail injection pressure of the ICE 16a.

[0102] In another example, the controller 85 is configured to compare the individual fuel pressure of each of the fuel storage tanks among the plurality of fuel storage tanks 12, 12a to 12e with the required fuel delivery characteristic level associated with the fuel-consuming power source 16.

[0103] As mentioned herein, the required fuel delivery characteristic level associated with the fuel-consuming power source 16 may be the required fuel rail injection pressure of the ICE 16a. Thus, in one example, the controller 85 is configured to compare the individual fuel pressure of each of the fuel storage tanks among the plurality of fuel storage tanks 12, 12a to 12e with the required fuel rail injection pressure of the ICE 16a.

[0104] In other examples, the required fuel delivery characteristic level associated with the fuel-consuming power source 16 may be the required fuel flow rate of the fuel-consuming power source 16, such as the required fuel flow rate of the fuel cell system 16b and / or the required fuel flow rate of the ICE 16a.

[0105] The fuel flow rate may be a fuel volume flow rate or a fuel mass flow rate.

[0106] Based on the desired or required pressure rate, the controller 85 is configured to control one or more of the fuel control valves 31, 32 based on the above comparison. The fuel control valves 31, 32 are typically configured to adjust their opening or closing based on a signal 81 from the controller 85 (e.g., a control signal from the processing circuitry 82). The control signal is indicated by reference numeral 81 in Figure 1 the drawings.

[0107] For example, a desired fuel delivery characteristic level associated with a fuel-consuming power source is either a desired fuel injection pressure of the fuel-consuming power source or a desired fuel flow rate of the fuel-consuming power source. The desired fuel injection pressure of the fuel-consuming power source and the desired fuel flow rate of the fuel-consuming power source can be determined by the processing circuitry 82. For example, the desired fuel injection pressure of the fuel-consuming power source and the desired fuel flow rate of the fuel-consuming power source can be derived from a data sheet, a look-up table, etc. Additionally or alternatively, the desired fuel injection pressure of the fuel-consuming power source and the desired fuel flow rate of the fuel-consuming power source can be determined by the processing circuitry 82 by receiving operation data from the engine and / or fuel cell system. The processing circuitry 82 can also be configured to receive data from one or more pressure sensors and / or flow rate sensors.

[0108] For example, the ICE 16a will typically have an associated pressure map of injection pressure that is a function of different operating parameters. In this manner, the controller 85 is configured to determine the desired or required fuel injection pressure level based on the pressure map.

[0109] Regarding the current fuel pressure in each of the fuel storage tanks among the plurality of fuel storage tanks 12, 12a to 12e, such measurements and / or data are typically received at the processing circuitry 82 from one or more sensors disposed in the fuel tanks. Such data can likewise be stored in the memory of the controller 85 and updated during operation of the fuel storage and supply system 10.

[0110] The controller 85 can be provided in the form of a computer system. Regarding Figure 6 an example of a controller in the form of a computer system is further described.

[0111] By having an expander bypass passage 23, the fuel storage and supply system 10 is configured to allow the supply of fuel 13 to the fuel-consuming power source 16 without passing through the expander 15. Such control of the fuel 13 can be appropriate during various operating conditions of the fuel-consuming power source 16. For example, the expander 15 can typically be designed to have some limitations in terms of the possible expansion ratio, or have a variable expansion ratio with minimum and maximum values. Additionally, the maximum flow rate through the expander 15 can be limited. For example, the maximum flow rate through the expander 15 can be lower than the flow rate required under peak load (peak load on the fuel-consuming power source 16). Thus, in some operating conditions and scenarios, it can be impossible, or at least quite challenging, to direct the pressurized fuel 13 through the expander 15. In other cases, it can be desirable to direct the pressurized fuel 13 through the expander 15. However, in other cases, it can be desirable to direct all of the pressurized fuel 13 through the expander 15, but only a portion of the pressurized fuel 13 through the expander 15. In these cases, the controller 85 can determine to direct some of the pressurized fuel 13 to the fuel-consuming power source 16 via the expander bypass passage 23.

[0112] Accordingly, by means of the expander bypass passage 23, the flexibility of operation and control of the fuel storage and supply system can be improved. The expander bypass passage 23 can further be used to control the flow rate through the expander 15. By adjusting the bypass degree via the first fuel flow control valve 31 and the second fuel flow control valve 32, the overall flow rate through the expander 15 can be controlled, thus providing the possibility of matching the flow rate and pressure requirements of the expander 15 and the fuel storage and supply system to the varying demands. When operating near its design capacity, the expander 15 can typically be more efficient, so bypassing the expander 15 when full power is not required can save energy. Bypassing the expander 15 during low-demand periods or when full power is not required can also result in cost savings by reducing energy consumption and wear on the equipment.

[0113] Furthermore, in some operating conditions, the expander operating pressure range can be lower than the maximum pressure of the hydrogen in the fuel tank. Thus, when the pressure in the fuel tank is higher than the maximum allowable expander inlet pressure, the controller 80 is controlled to direct the fuel through the bypass passage 23 and start using the expander 15 only when the pressure in the fuel tank is within a predetermined pressure range. Accordingly, the expander bypass passage 23 allows the expander 15 to be operated within its intended pressure, temperature, and flow rate operating ranges. When these ranges and / or values are not met, the expander bypass passage 23 allows the fuel to be directly supplied to the fuel-consuming power source 16 regardless of whether the expander is capable of doing so.

[0114] The expander bypass passage 23 also provides for the use of the fuel storage and supply system in the event that the expander 15 is inoperable, for example due to damage or the like.

[0115] In addition, the use of the expander 15 and the expander bypass passage 23 can occur simultaneously, and the flow rates into both the expander 15 and the expander bypass passage 23 can be controlled via, for example, flow control valves 31, 32. This can be useful when the maximum flow capacity of the expander 15 is lower than the required flow rate of the fuel from the fuel-consuming power source 16.

[0116] For completeness, it should be noted that the fuel storage and supply system 10 includes at least a number of fuel storage tanks 12, a fuel conduit arrangement 20, an expander 15, a fuel supply control system 80, a fuel control valve arrangement 30, a first fuel control valve 31, a second fuel control valve 32, an expander bypass passage 23, a controller 85, and a processing circuitry 82. The fuel storage and supply system 10 may also include a fuel-consuming power source 16. However, it is more common that the fuel storage and supply system 10 is fluidly connected to the fuel-consuming power source 16 such that the fuel storage and supply system 10 and the fuel-consuming power source 16 are separate parts of a vehicle. In some examples, the fuel storage and supply system 10 is fluidly connected to the fuel-consuming power source 16 and is a component of the powertrain of the vehicle 1. Thus, the powertrain includes the fuel storage and supply system 10 and the fuel-consuming power source 16.

[0117] In addition, in Figure 1 the fuel supply control system 80 is configured herein to control the fuel storage and supply system 10 in any of the following: a first operating mode in which the delivery of the pressurized fuel 13 is performed by the expander 15; a second operating mode in which the delivery of the pressurized fuel is performed via the expander bypass passage 23; and a dual operating mode in which the delivery of the pressurized fuel is performed partly by the expander 15 and partly via the expander bypass passage 23.

[0118] Accordingly, the fuel supply control system 80 is configured to control the flow rate of the pressurized fuel 13 through the expander 15, through the bypass passage 23, or partly through the expander 15 and the bypass passage 23 in response to a comparison between the fuel supply characteristic level associated with the number of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16.

[0119] For example, when the ratio of the fuel tank pressure to the fuel injection pressure is high enough to allow efficient expander operation, the first operating mode is used. Additionally, the first operating mode can also be useful in conditions where the expander 15 can meet the flow rate required by the ICE and where the expansion ratio allows the required fuel injection pressure to be achieved. In such cases, it can be beneficial to maximize the flow rate of fuel through the expander 15 to extract the maximum amount of work.

[0120] When expander operation is not possible or not desired, for example, when the pressure drop is too large for subsequent fuel injection, the flow loss is too large for the required fuel flow rate, or the noise requirements are too restrictive, the second operating mode can typically be activated.

[0121] The comparison can provide several different control options for the fuel supply control system 80. For example, when the fuel tank pressure is higher than the maximum rated expander pressure, the fuel supply control system 80 determines to bypass the expander 15 or use the pressure regulator (valve 31) upstream of the expander 15 to suppress the pressure downward. When the ratio of the tank pressure to the fuel demand pressure is lower than or too close to the minimum expansion ratio of the expander, the fuel supply control system 80 determines to bypass the expander 15. When the same ratio is higher than the maximum expansion ratio of the expander, the fuel supply control system 80 determines to use valves 31 and 33 to suppress the pressure upstream or downstream of the expander 15. When the tank pressure and thus the gas density are higher than a certain value, the expander flow rate capacity may not be high enough, in which case the fuel supply control system 80 again determines to bypass part of the fuel through the expander bypass passage 23. When the tank pressure is lower than the required pressure, the fuel supply control system 80 determines to stop the fuel-consuming power source 16 or switch the fuel-consuming power source 16 to a reduced power mode (i.e., a mode using a lower injection pressure and lower performance). Conversely, when the tank pressure and the tank / demand pressure ratio are within the operating range of the expander 15, typically depending on the expander flow rate capacity, the fuel supply control system 80 determines to pass all or part of the fuel through the expander 15.

[0122] As Figure 1 depicted herein, the fuel supply control system 80 further includes third fuel control valves 30, 33 here. The third fuel control valve 33 is disposed in the fuel conduit arrangement 20. The third fuel control valve 33 is disposed downstream of the outlet location 52. Thus, the third fuel control valve 33 is arranged / set downstream of the expander 15. Moreover, in this way, the third fuel control valve 33 is arranged / set downstream of the expander bypass passage 23.

[0123] The third fuel control valve 33 is also configured to regulate the flow rate of the pressurized fuel 13. More specifically, the fuel control valve arrangement 30 includes the third fuel control valve 33. In other words, the third fuel control valve 33 is an integral part of the fuel control valve arrangement 30.

[0124] The third fuel control valve 33 can also be provided in several different ways. In one example, the third fuel control valve 33 is a valve pressure regulator. In another example, the third fuel control valve 33 is a flow blocking valve. In another example, the third fuel control valve 33 is a flow control valve. Thus, the third fuel control valve 33 is provided in the form of a pressure regulator valve, a flow blocking valve, or a flow control valve. The selection between the valves can generally depend on the specific requirements of the application for the fuel being used and the desired control parameters.

[0125] The arrangement of the third fuel control valve 33 in the fuel conduit arrangement 20 allows for even more precise regulation of the expander outlet pressure.

[0126] In Figure 1 where the fuel supply control system 80 includes three fuel control valves 31, 32, 33, the fuel supply control system 80 is configured to control the fuel storage and supply system 10 in a first operating mode by: controlling the first fuel control valve 31 to an open state, controlling the second fuel control valve 32 to a closed state, while the third fuel control valve 33 is controllable to regulate the flow rate of the pressurized fuel. In this way, in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16, the pressurized fuel 13 is allowed to flow through the expander 15 to the fuel-consuming power source 16.

[0127] In Figure 1 where the fuel supply control system 80 includes three fuel control valves 31, 32, 33, the fuel supply control system 80 is configured to control the fuel storage and supply system 10 in a second operating mode by: controlling the first fuel control valve 31 to a closed state, controlling the second fuel control valve 32 to an open state, while the third fuel control valve 33 is controllable to regulate the flow rate of the pressurized fuel.

[0128] In this way, in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16, the pressurized fuel 13 is allowed to flow through the bypass passage 23 to the fuel-consuming power source 16.

[0129] It should be noted that each of the conduits 21, 22, 23, 24, 25, 26 that make up the fuel conduit arrangement 20 can be provided in the form of pipes, pipelines, hoses, etc., which are standard components of the vehicle's fuel supply system.

[0130] In addition, as mentioned herein, the fuel-consuming power source 16 is either an internal combustion engine 16a or a fuel cell system 16b.

[0131] In addition, as mentioned herein, the expander 15 can be configured to be connected to either of the following: the crankshaft 17 of the ICE 16a to provide additional power to the vehicle and / or the powertrain; a fuel cell system and a generator for charging the battery system.

[0132] Figure 2 Another example of the fuel storage and supply system 10 is schematically shown. Figure 2 The fuel storage and supply system 10 includes the same components and features as Figure 1 the fuel storage and supply system 10, except that Figure 2 the fuel storage and supply system 10 is designed without the third fuel control valve 33.

[0133] Therefore, in Figure 2 the fuel supply control system 80 is configured to control the fuel storage and supply system 10 in any one of the following: a first operating mode in which the delivery of pressurized fuel is performed by the expander 15; a second operating mode in which the delivery of pressurized fuel is performed via the expander bypass passage 23; and a dual operating mode in which the delivery of pressurized fuel is performed partly by the expander 15 and partly via the expander bypass passage 23. Thus, the fuel supply control system 80 is configured to control the flow of pressurized fuel 13 through the expander 15, through the bypass passage 23, or partly through the expander 15 and the bypass passage 23 in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16.

[0134] In Figure 2 the fuel supply control system 80 is configured to control the fuel storage and supply system 10 in the first operating mode by controlling the first fuel control valve 31 to the open state and the second fuel control valve 32 to the closed state. In this way, in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16, the pressurized fuel 13 is allowed to flow through the expander 15 to the fuel-consuming power source 16.

[0135] In addition, inFigure 2 In this case, the fuel supply control system 80 is configured to control the fuel storage and supply system 10 in a second operating mode by controlling the first fuel control valve 31 to a closed state and the second fuel control valve 32 to an open state. In this way, in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16, the pressurized fuel 13 is allowed to flow through the bypass passage 23 to the fuel-consuming power source 16.

[0136] Figure 3 Another example of the fuel storage and supply system 10 is schematically shown. Figure 3 The fuel storage and supply system 10 includes components Figure 1 the same as those of the fuel storage and supply system 10. Additionally, as Figure 3 depicted herein, the fuel storage and supply system 10 further includes a heat exchanger 19. The heat exchanger 19 is arranged between the expander 15 and the third fuel control valve 33. The heat exchanger 19 is arranged and configured to control the fuel temperature of the fuel 13 in the fuel conduit arrangement 20. The heat exchanger 19 can be arranged and configured to control not only the fuel temperature downstream of the expander 15 but also the fuel temperature upstream of the expander 15. Thus, the heat exchanger 19 can be placed between the expander 15 and the third valve 33, or downstream of the expander 15 and the third valve 33, or upstream of the expander 15 and the third valve 33. The fuel storage and supply system 10 can include a set of heat exchangers, for example, a first heat exchanger arranged downstream of the expander 15 and a second heat exchanger arranged upstream of the expander, in order to heat the pressurized gaseous fuel before it reaches the expander 15.

[0137] Figure 4 Another example of the fuel storage and supply system 10 is schematically shown. Figure 4 The fuel storage and supply system 10 includes components Figure 2 the same as those and having the same features as the fuel storage and supply system 10. Thus, Figure 4 the fuel storage and supply system 10 includes components Figure 1 the same as those and having the same features as the fuel storage and supply system 10, except that Figure 4 the fuel storage and supply system 10 is designed without the third fuel control valve 33.

[0138] Additionally, Figure 4 the fuel storage and supply system 10 includes an additional fuel control valve in the form of a fourth fuel control valve 34. The fourth fuel control valve 34 can be the same type of valve as the fuel control valves 31, 32, 33. For example, the fourth fuel control valve 34 is a pressure regulator valve.

[0139] The fourth fuel control valve 34 is provided upstream of the expander 15. Additionally, the fourth fuel control valve 34 is provided upstream of the inlet location 50. The fourth fuel control valve 34 is also provided in the main fuel conduit 22. Further, the fourth fuel control valve 34 is provided upstream of the expander bypass passage 23. It should also be noted that Figure 4 Examples of

[0140] The fourth fuel control valve 34 is arranged and configured to reduce the fuel pressure to a pressure level within the operating range of the expander. By the arrangement of the fourth fuel control valve 34, the expander 15 can be controlled during the start-up of the ICE 16a to provide additional power for auxiliary equipment, ICE heating, cab heating, EATS heating, etc. by reducing the fuel pressure to a pressure level within the operating range of the expander.

[0141] Thus, in Figure 4 the fuel supply control system 80 is also configured to control the fuel storage and supply system 10 in any of the following: a first operating mode, in which the delivery of pressurized fuel is performed by the expander 15; a second operating mode, in which the delivery of pressurized fuel is performed via the expander bypass passage 23; and a dual operating mode, in which the delivery of pressurized fuel is performed partly by the expander 15 and partly via the expander bypass passage 23. Thus, the fuel supply control system 80 is configured to control the flow of pressurized fuel 13 through the expander 15, through the bypass passage 23, or partly through the expander 15 and the bypass passage 23 in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16. In Figure 4 the fuel supply control system 80 is also configured to control the fuel storage and supply system 10 by controlling the fourth fuel control valve 34 to an open state or a closed state. In this way, in response to a comparison between the fuel supply characteristic level associated with a plurality of fuel storage tanks and the required fuel delivery characteristic level associated with the fuel-consuming power source 16, and by further controlling the fourth fuel control valve 34, the pressurized fuel 13 is allowed to flow through the expander 15 to the fuel-consuming power source 16.

[0142] Figure 5 Another example of the fuel storage and supply system 10 is shown. Figure 5 The fuel storage and supply system 10 of Figure 1 includes the same components as the fuel storage and supply system 10 of Figure 1 Except for the components of the fuel storage and supply system 10 in Figure 5A plurality of fuel tanks 12 therein are grouped herein into a first subgroup of fuel tanks 12a to 12c and a second subgroup of fuel tanks 12d to 12e, wherein the first subgroup of fuel tanks is configured to be used in response to a higher required fuel injection pressure, and the second subgroup of fuel tanks is configured to be used in response to a lower required fuel injection pressure. In this type of fuel storage and supply system 10, an expander 15 is provided downstream of the first subgroup of fuel tanks 12a to 12c and the second subgroup of fuel tanks 12d to 12e.

[0143] The first subgroup of fuel tanks 12a to 12c is fluidly connected to the main fuel conduit 22 through a common fuel conduit. In a similar manner, the second subgroup of fuel tanks 12e to 12f is fluidly connected to the main fuel conduit 22 through another common fuel conduit. These common fuel conduits may be combined with the main fuel conduit 22 at a common junction point (such as, 22a) or at different locations of the fuel conduit arrangement 20 as in Figure 5 the present invention.

[0144] Although not shown, Figure 5 examples of the present invention typically include an additional set of fuel control valves, for example, in the form of a fifth fuel control valve and a sixth fuel control valve. The fifth fuel control valve is provided between the first subgroup of fuel tanks 12a to 12c and the inlet location 50. The fifth fuel control valve is provided in a common fluid conduit. Similarly, the sixth fuel control valve is provided between the second subgroup of fuel tanks 12d to 12e and the inlet location 50. The sixth fuel control valve is provided in another common fluid conduit. The fifth fuel control valve and the sixth fuel control valve may be of the same type as the fuel control valves 31, 32, 33. For example, the fifth fuel control valve and the sixth fuel control valve are pressure regulator valves. Depending on the measured pressure in each group of fuel tanks and, for example, the required injection pressure, these valves are used to control the fuel flow from the two groups of fuel tanks.

[0145] In another example (although not shown), the expander 15 is provided between the first subgroup of tanks and the second subgroup of tanks. This arrangement of fuel tanks may be particularly useful in a vehicle having a high-pressure injection system.

[0146] It should be noted that the above statements regarding the fuel storage and supply system 10 should also be regarded as disclosing a method for controlling the fuel storage and supply system 10, for example, using a controller 85 and a processing circuitry 82. The method includes at least the following steps / operations / actions: controlling the flow of fuel through the expander 15 by controlling either the first fuel control valve 31 or the second fuel control valve 32 in response to a comparison between a fuel supply characteristic level associated with a plurality of fuel storage tanks 12 and a required fuel delivery characteristic level associated with a fuel-consuming power source 16.

[0147] The method may further include controlling a third fuel control valve 33, as described herein.

[0148] Further details of an example of a computer system that may be used as the controller 85 will now be described with respect to Figure 6 FIG.

[0149] Figure 6 is a schematic diagram of a computer system 600 for implementing the examples disclosed herein. The computer system 600 is adapted to execute instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 600 may be connected (e.g., networked) to other machines in a LAN (local area network), LIN (local interconnect network), automotive network communication protocol (e.g., FlexRay), intranet, extranet, or the Internet. Although only a single device is shown, the computer system 600 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methods discussed herein. Thus, any reference in this disclosure and / or the claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc. includes a reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methods discussed herein. For example, a control system may include a single control unit or multiple control units connected to or otherwise communicatively coupled to each other such that any executed function may be distributed between the control units as needed. Additionally, such devices may communicate with each other or with other devices via various system architectures such as directly or via a controller area network (CAN) bus, etc.

[0150] The computer system 600 may include at least one computing device or electronic device capable of including firmware, hardware, and / or executing software instructions to implement the functionality described herein. The computer system 600 may include processing circuitry 602 (e.g., processing circuitry including one or more processor devices or control units), a memory 604, and a system bus 606. The computer system 600 may include at least one computing device having the processing circuitry 602. The system bus 606 provides an interface for system components including, but not limited to, the memory 604 and the processing circuitry 602. The processing circuitry 602 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 604. The processing circuitry 602 may include, for example, a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a circuit including processing components, a set of distributed processing components, a set of distributed computers configured for processing, or other programmable logic devices, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 602 may also include computer-executable code for controlling the operation of the programmable devices.

[0151] The system bus 606 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 604 may be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 604 may include database components, object code components, script components, or other types of information structures for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this specification. The memory 604 may be communicatively coupled to the processing circuitry 602 (e.g., via circuitry or any other wired, wireless, or network connection) and may include computer code for performing one or more of the processes described herein. The memory 604 may include non-volatile memory 608 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 610 (e.g., random access memory (RAM)) or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a computer or other machine having the processing circuitry 602. The basic input / output system (BIOS) 612 may be stored in the non-volatile memory 608 and may include basic routines that aid in transferring information between elements within the computer system 600.

[0152] The computer system 600 may also include or be coupled to a non-transitory computer-readable storage medium such as a storage device 614, which may include, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), an HDD for storage (e.g., EIDE or SATA), flash memory, and the like. The storage device 614 and other drives associated with the computer-readable medium and computer-usable medium may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.

[0153] The hard-coded or soft-coded computer code may be provided in the form of one or more modules. The modules may be implemented as software and / or hard-coded in circuitry to implement all or part of the functionality described herein. The modules may be stored in the storage device 614 and / or the volatile memory 610, which may include an operating system 616 and / or one or more program modules 618. All or part of the examples disclosed herein may be implemented as a computer program 620 stored on a transitory or non-transitory computer-usable or computer-readable storage medium such as the storage device 614 (e.g., a single medium or multiple media), which includes complex programming instructions (e.g., complex computer-readable program code) that cause the processing circuitry 602 to perform the actions described herein. Thus, the computer-readable program code of the computer program 620 may include software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 602. In some examples, the storage device 614 may be a computer program product (e.g., a readable storage medium) on which the computer program 620 is stored, where at least a portion of the computer program 620 may be loadable (e.g., loaded into the processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 602. The processing circuitry 602 may act as a controller or control system for the computer system 600 for implementing the functionality described herein.

[0154] The computer system 600 may include an input device interface 622 configured to receive inputs and selections to be communicated to the computer system 600, such as from a keyboard, a mouse, a touch-sensitive surface, etc., when executing instructions. Such input devices may be connected to the processing circuitry 602 via the input device interface 622 coupled to the system bus 606, but may be connected via other interfaces (such as a parallel port, an Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, etc.). The computer system 600 may include an output device interface 624 configured to forward outputs to, such as, a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 600 may include a communication interface 626 adapted to communicate with a network as appropriate or as needed.

[0155] The operational acts described in any of the exemplary aspects herein are described to provide examples and discussion. The acts may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the acts, or may be performed by a combination of hardware and software. Although a particular order of method acts may be shown or described, the order of the acts may be different. Additionally, two or more acts may be performed concurrently or partially concurrently.

[0156] Furthermore, the present disclosure may be illustrated by any of the following examples.

[0157] Example 1. A fuel storage and supply system 12 for a vehicle 1, the fuel storage and supply system comprising: a plurality of fuel storage tanks 12 for storing pressurized fuel 13; a fuel conduit arrangement 20 configured to be in fluid communication with the plurality of tanks; an expander 15 disposed in the fuel conduit arrangement and further downstream of the plurality of tanks, the expander configured to convert at least a portion of the energy from the pressurized fuel into mechanical work; a fuel supply control system 80 including a fuel control valve arrangement 30 disposed in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve 31 disposed in the fuel conduit arrangement and between the plurality of tanks and the expander, the first fuel control valve configured to regulate the flow of the pressurized fuel; a second fuel control valve 32 disposed in an expander bypass passage 23 extending from an inlet location 50 upstream of the first fuel control valve to an outlet location 52 downstream of the expander, the second fuel control valve configured to regulate the flow of the pressurized fuel; wherein the fuel supply control system 80 further includes a controller 85 having a processing circuitry 82 configured to control the flow of fuel through the expander by controlling either the first fuel control valve or the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a required fuel delivery characteristic level associated with a fuel-consuming power source 16.

[0158] Example 2. The fuel storage and supply system according to Example 1, wherein the fuel supply control system is configured to control the fuel storage and supply system in any one of: a first operating mode in which the delivery of pressurized fuel is performed through the expander; a second operating mode in which the delivery of pressurized fuel is performed via the expander bypass passage; and a dual operating mode in which the delivery of pressurized fuel is performed partly through the expander and partly via the expander bypass passage.

[0159] Example 3. The fuel storage and supply system according to Example 1 or Example 2, wherein the fuel supply control system further includes a third fuel control valve 30, 33 disposed in the fuel conduit arrangement, the third fuel control valve 33 being disposed downstream of the outlet location. The third fuel control valve 33 is configured to regulate the flow of the pressurized fuel.

[0160] Example 4. The fuel storage and supply system according to Example 3 when dependent on Example 2, wherein the fuel supply control system is configured to control the fuel storage and supply system in the first operating mode by: controlling the first fuel control valve to an open state, controlling the second fuel control valve to a closed state, and the third fuel control valve being controllable to regulate the flow rate of the pressurized fuel.

[0161] Example 5. The fuel storage and supply system according to Example 3 or Example 4 when dependent on Example 2, wherein the fuel supply control system is configured to control the fuel storage and supply system in the second operating mode by: controlling the first fuel control valve to a closed state, controlling the second fuel control valve to an open state, and the third fuel control valve being controllable to regulate the flow rate of the pressurized fuel.

[0162] Example 6. The fuel storage and supply system according to any one of Examples 1 to 5, wherein the fuel is any one of hydrogen, methane, or natural gas.

[0163] Example 7. The fuel storage and supply system according to any one of Examples 1 to 6, wherein the fuel-consuming power source is any one of an internal combustion engine and a fuel cell system.

[0164] Example 8. The fuel storage and supply system according to any one of Examples 1 to 7, wherein the expander is configured to be connected to any one of the following: the crankshaft 17 of the internal combustion engine to provide additional power; the fuel cell system and the generator for charging the battery system.

[0165] Example 9. The fuel storage and supply system according to any one of Examples 1 to 8, further comprising a heat exchanger 19 disposed between the expander and the third fuel control valve.

[0166] Example 10. The fuel storage and supply system according to any one of Examples 1 to 9, wherein the plurality of fuel tanks are grouped into a first subgroup of fuel tanks and a second subgroup of fuel tanks, wherein the first subgroup of fuel tanks is configured to be used in response to a higher required fuel injection pressure, and the second subgroup of fuel tanks is configured to be used in response to a lower required fuel injection pressure.

[0167] Example 11. The fuel storage and supply system according to Example 10, wherein the expander is disposed downstream of the first subgroup of fuel tanks and the second subgroup of fuel tanks.

[0168] Example 12. The fuel storage and supply system according to any one of Examples 1 to 11, wherein the fuel storage and supply system includes a fourth flow control valve 34 disposed upstream of the inlet position.

[0169] Example 13. The fuel storage and supply system according to any one of Examples 1 to 12, wherein the required fuel delivery characteristic level associated with the fuel-consuming power source is either the required fuel injection pressure level of the fuel-consuming power source or the required fuel flow rate level of the fuel-consuming power source.

[0170] Example 14. A vehicle comprising the fuel storage and supply system according to Examples 1 to 13.

[0171] Example 15. A method for controlling a fuel storage and supply system, the fuel storage and supply system including: a plurality of fuel storage tanks 12 for storing pressurized fuel 13; a fuel conduit arrangement 20 configured to be in fluid communication with the plurality of tanks; an expander 15 disposed in the fuel conduit arrangement and further disposed downstream of the plurality of tanks, the expander being configured to convert at least a portion of the energy from the pressurized fuel into mechanical work; a fuel supply control system 80 including a fuel control valve arrangement 30 disposed in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve 31 disposed in the fuel conduit arrangement and between the plurality of tanks and the expander, the first fuel control valve being configured to regulate the flow rate of the pressurized fuel; a second fuel control valve 32 disposed in an expander bypass passage 23 extending from an inlet position 50 upstream of the first fuel control valve to an outlet position 52 downstream of the expander, the second fuel control valve being configured to regulate the flow rate of the pressurized fuel; the method including controlling the flow rate of fuel through the expander by controlling either the first fuel control valve or the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a required fuel delivery characteristic level associated with a fuel-consuming power source 16.

[0172] 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" 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 will be further understood that the terms "comprises," "comprising," "includes," and / or "including," when used herein, specify the presence of the stated feature, integer, act, step, operation, element, and / or component, but do not preclude the presence or addition of one or more other features, integers, acts, steps, operations, elements, components, and / or groups thereof.

[0173] It will 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 disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0174] 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 element, as shown in the figures. It will be understood that these terms, as well as those discussed above, are intended to cover different orientations of the device in addition to the orientation depicted in the figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, no intervening elements are present.

[0175] 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 will be further understood that terms used herein should be interpreted as having a meaning that is 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 unless expressly so defined herein.

[0176] It should be understood that the 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 disclosure and the appended claims. In the figures and the specification, the aspects have been disclosed for purposes of illustration only and not for purposes of limitation, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A fuel storage and supply system (10) for a vehicle (1), the fuel storage and supply system comprising: - a number of fuel storage tanks (12, 12a to 12n) for storing pressurized fuel (13); - a fuel conduit arrangement (20) configured to be in fluid communication with the plurality of fuel storage tanks; - an expander (15) disposed in the fuel conduit arrangement and further downstream of the plurality of fuel storage tanks, the expander being configured to convert at least a portion of energy from the pressurized fuel into mechanical work; - a fuel supply control system (80), the fuel supply control system comprising a fuel control valve arrangement (30) arranged in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve (31), the first fuel control valve being arranged in the fuel conduit arrangement and between the plurality of fuel storage tanks and the expander, the first fuel control valve being configured to regulate the flow rate of the pressurized fuel; and a second fuel control valve (32), the second fuel control valve being arranged in an expander bypass passage (23), the expander bypass passage extending from an inlet position (50) upstream of the first fuel control valve to an outlet position (52) downstream of the expander, the second fuel control valve being configured to regulate the flow rate of the pressurized fuel; - wherein the fuel supply control system (80) further includes a controller (85) having a processing circuit system (82) configured to control the flow of fuel through the expander by controlling either of the first fuel control valve and the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a desired fuel delivery characteristic level associated with a fuel-consuming power source (16).

2. The fuel storage and supply system of claim 1, wherein the fuel supply control system is configured to control the fuel storage and supply system in any of: a first operating mode in which delivery of pressurized fuel is performed by the expander; a second operating mode in which delivery of pressurized fuel is performed via the expander bypass passage; and a dual operating mode in which delivery of pressurized fuel is performed partially through the expander and partially via the expander bypass passage.

3. A fuel storage and supply system according to claim 1 or claim 2, wherein the fuel supply control system further includes a third fuel control valve (30, 33) arranged in the fuel conduit arrangement, the third fuel control valve being arranged downstream of the outlet position, and the third fuel control valve being configured to regulate the flow rate of the pressurized fuel.

4. A fuel storage and supply system according to claim 3 when dependent on claim 2, wherein the fuel supply control system is configured to control the fuel storage and supply system in the first operating mode by controlling the first fuel control valve to an open state, controlling the second fuel control valve to a closed state, and the third fuel control valve is controllable to adjust the flow rate of the pressurized fuel.

5. A fuel storage and supply system according to claim 3 or claim 4 when dependent on claim 2, wherein the fuel supply control system is configured to control the fuel storage and supply system in the second operating mode by controlling the first fuel control valve to a closed state, controlling the second fuel control valve to an open state, and the third fuel control valve is controllable to adjust the flow rate of the pressurized fuel.

6. The fuel storage and supply system according to any one of claims 1 to 5, wherein the fuel is any one of hydrogen, methane and natural gas.

7. The fuel storage and supply system according to any one of claims 1 to 6, wherein the fuel consuming power source is any one of an internal combustion engine and a fuel cell system.

8. A fuel storage and supply system according to any one of claims 1 to 7, wherein the expander is configured to be connected to any of: a crankshaft (17) of an internal combustion engine to provide additional power; and / or a generator for charging a battery system.

9. The fuel storage and supply system according to any one of claims 1 to 8, further comprising a heat exchanger (19) arranged between the expander and the third fuel control valve.

10. A fuel storage and supply system according to any one of claims 1 to 9, wherein the plurality of fuel tanks are grouped into a first sub-group fuel tank and a second sub-group fuel tank, wherein the first sub-group fuel tank is configured to be used in response to a higher required fuel injection pressure, and the second sub-group fuel tank is configured to be used in response to a lower required fuel injection pressure.

11. The fuel storage and supply system of claim 10, wherein the expander is disposed downstream of the first subgroup fuel tank and the second subgroup fuel tank.

12. A fuel storage and supply system according to any one of claims 1 to 11, wherein the fuel storage and supply system comprises a fourth flow control valve (34) arranged upstream of the inlet location.

13. A fuel storage and supply system according to any one of claims 1 to 12, wherein the required fuel delivery characteristic level associated with a fuel-consuming power source is any one of a required fuel injection pressure level of the fuel-consuming power source and a required fuel flow rate level of the fuel-consuming power source.

14. A vehicle comprising a fuel storage and supply system according to claim 1 to claim 13.

15. A method for controlling a fuel storage and supply system (10), the fuel storage and supply system comprising: A plurality of fuel storage tanks (12) for storing pressurized fuel (13); a fuel conduit arrangement (20) configured to be in fluid communication with the plurality of tanks; an expander (15) disposed in the fuel conduit arrangement and further disposed downstream of the plurality of tanks, the expander being configured to convert at least a portion of energy from the pressurized fuel into mechanical work; a fuel supply control system (80) comprising a fuel control valve arrangement (30) disposed in the fuel conduit arrangement, the fuel control valve arrangement having: a first fuel control valve (31) disposed in the fuel conduit arrangement and disposed between the plurality of tanks and the expander; a second fuel control valve (32) disposed in the fuel conduit arrangement and disposed between the plurality of tanks and the expander; a third fuel control valve (33) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fourth fuel control valve (34) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (35) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (36) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (37) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (38) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (39) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (31 ...2) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (33) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks; a fifth fuel control valve (35) disposed in the fuel conduit arrangement and disposed downstream of the plurality of tanks a first fuel control valve configured to regulate the flow of the pressurized fuel between the expander and the expander; and a second fuel control valve (32), the second fuel control valve being disposed in an expander bypass passage (23), the expander bypass passage extending from an inlet position (50) upstream of the first fuel control valve to an outlet position (52) downstream of the expander, the second fuel control valve being configured to regulate the flow of the pressurized fuel; the method comprising controlling the flow of fuel through the expander by controlling either the first fuel control valve or the second fuel control valve in response to a comparison between a fuel supply characteristic level associated with the plurality of fuel storage tanks and a desired fuel delivery characteristic level associated with a fuel consuming power source (16).

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