Device and method for supplying and pressurizing gaseous fuel to internal combustion engine

Abstract

A device for supplying and pressurizing gaseous fuel to an internal combustion engine includes a first supply of gaseous fuel storing the gaseous fuel as a compressed gas at a first storage pressure, a compressor selectively pressurizing the gaseous fuel from the first supply at an inlet thereof, and a first pressure regulator selectively pressurizing the gaseous fuel from the second supply at an outlet thereof. The first pressure regulator is configured to fluidly receive the gaseous fuel at the first storage pressure from the first supply part or the gaseous fuel at the pressurized pressure from the compressor at the inlet, and the second pressure regulator is configured to fluidly receive the gaseous fuel at the second storage pressure from the compressor at the outlet. The first pressure regulator regulates a pressure of the gaseous fuel at an inlet thereof to a first regulated pressure at an outlet thereof, and the internal combustion engine is in fluid communication with the outlet to fluidly receive the gaseous fuel at the first regulated pressure.

Description

Technical Field

[0001] The present application relates to an apparatus and method for pressurizing and supplying gaseous fuel to an internal combustion engine, and in particular, to an apparatus and method for pressurizing and supplying gaseous fuel stored as compressed gas to an internal combustion engine. Background Art

[0002] Compressed natural gas (CNG) and compressed hydrogen are gaseous fuels stored under pressure in containers, such as compressed gas cylinders, and are known for use in trucking applications, and particularly heavy-duty trucks. In those applications where the gaseous fuel is introduced late in the compression stroke, it is known to use a compressor to maintain the pressure of the gaseous fuel above a threshold by raising the storage pressure of the CNG or CH2 in the container to at least the desired rail pressure or injection pressure of the fuel rail. The compressor is driven by energy generated by the internal combustion engine, and its operation increases parasitic losses and reduces the fuel economy of the engine. The power consumption of the compressor depends on the pressure rise from the container to the fuel rail and the flow rate of the gaseous fuel through the compressor.

[0003] When the tank is full, the compressor requires little or no work, but as the tank pressure decreases, the compressor's work gradually increases to raise the gas pressure. The compressor's capacity, relative to its size, must be selected to meet the engine's fuel demand during transient engine operating conditions, which exhibit a greater increase in fuel demand compared to steady-state operating conditions. To supply a mass flow rate equivalent to that required by a heavy-duty engine, the compressor must be physically very large and consumes a large amount of power, making it difficult to deploy on a vehicle. Eventually, the compressor's parasitic losses become so great that the engine cannot operate, and a certain amount of unused fuel remains in the tank.

[0004] The prior art lacks techniques for supplying and pressurizing gaseous fuel to an internal combustion engine. The present apparatus and method provide improved techniques for supplying and pressurizing gaseous fuel to an internal combustion engine. Summary of the Invention

[0005] An improved apparatus for supplying and pressurizing gaseous fuel to an internal combustion engine may include a first supply of gaseous fuel, the first supply storing the gaseous fuel as compressed gas at a first storage pressure. The apparatus may include a compressor and a first pressure regulator. The compressor may include an inlet and an outlet, wherein the compressor may selectively pressurize the gaseous fuel at the inlet from the first supply and provide the gaseous fuel at the pressurized pressure at the outlet. The first pressure regulator may include an inlet and an outlet, wherein the inlet may be configured to fluidly receive the gaseous fuel at the first storage pressure from the first supply or the gaseous fuel at the pressurized pressure from the compressor. The first pressure regulator may regulate the pressure of the gaseous fuel at the inlet to a first regulated pressure at the outlet. The internal combustion engine may be fluidly connected to the outlet of the first pressure regulator to fluidly receive the gaseous fuel at the first regulated pressure. The gaseous fuel may be one of the following: biogas, hydrogen, methane, natural gas, or mixtures thereof.

[0006] In other embodiments, the device may include a second supply of gaseous fuel and a supply selection device, the second supply storing the gaseous fuel as compressed gas at a second storage pressure, the supply selection device being fluidly connected to the first supply and the second supply, and the supply selection device being actuatable to selectively fluidly connect the first supply and the second supply to the first pressure regulator or the compressor.

[0007] Alternatively, in another embodiment, the apparatus may include a second pressure regulator comprising an inlet and an outlet. The inlet of the second pressure regulator may be configured to fluidly receive gaseous fuel at a first storage pressure from the first supply or at a pressurized pressure from the compressor. The second pressure regulator may regulate the pressure of the gaseous fuel at the inlet to a second regulated pressure at the outlet. The internal combustion engine may be fluidly connected to the outlet of the second pressure regulator to fluidly receive the gaseous fuel at the second regulated pressure. A delivery valve may be provided, configured to selectively enable the flow of gaseous fuel from the first pressure regulator to the internal combustion engine. The first regulated pressure may be greater than the second regulated pressure. In this case, when the delivery valve is in an open position, the first pressure regulator may be configured to supply the high-pressure flow to the internal combustion engine, and when the delivery valve is in a closed position, the second pressure regulator may be configured to supply the low-pressure flow to the internal combustion engine.

[0008] Alternatively, in another embodiment, the device may further include a second supply of gaseous fuel that stores the gaseous fuel as compressed gas at a second storage pressure. A second pressure regulator may be provided, comprising an inlet and an outlet. The inlet of the second pressure regulator may be configured to fluidically receive gaseous fuel at a first storage pressure from the first supply or gaseous fuel at a pressurized pressure from the compressor. The second pressure regulator may regulate the pressure of the gaseous fuel at the inlet to a second regulated pressure at the outlet. The internal combustion engine may be fluidically connected to the outlet of the second pressure regulator to fluidly receive the gaseous fuel at the second regulated pressure. A supply selection device may be provided that is fluidically connected to the first and second supplies and is actuable to selectively fluidically connect the first and second supplies to the first pressure regulator, the second pressure regulator, or the compressor. The delivery valve may be configured to selectively enable the flow of gaseous fuel from the first pressure regulator to the internal combustion engine. The first regulated pressure can be greater than the second regulated pressure. In this case, when the delivery valve is in the open position, the first pressure regulator can be configured to supply the high-pressure flow to the internal combustion engine, and when the delivery valve is in the closed position, the second pressure regulator can be configured to supply the low-pressure flow to the internal combustion engine. In an exemplary embodiment, when the first supply portion and the second supply portion are filled, the first storage pressure of the first supply portion and the second storage pressure of the second supply portion are both substantially in the range of 350 bar to 700 bar. The first supply portion may include one or more gas cylinders, and the second supply portion may include one or more gas cylinders. There may be a shared gas cylinder that is selectively fluidly connected to the first supply portion or the second supply portion. The storage volume ratio between the volume of the first supply portion and the volume of the second supply portion can be one of the following: 1:1, 2:1, 3:1, 4:1, 5:1, 1:2, 1:3, 1:4, 1:5, 3:2, and 2:3.

[0009] The supply selection device may include at least one of the following: an automatically actuated valve configured to selectively fluidly connect the first supply portion to the inlet of the first pressure regulator; an automatically actuated valve configured to selectively fluidly connect the second supply portion to the inlet of the first pressure regulator; an automatically actuated valve configured to selectively fluidly connect the first supply portion to the inlet of the second pressure regulator; an automatically actuated valve configured to selectively fluidly connect the second supply portion to the inlet of the second pressure regulator; an automatically actuated valve configured to selectively fluidly connect the first supply portion to the inlet of the compressor; an automatically actuated valve configured to selectively fluidly connect the second supply portion to the inlet of the second pressure regulator an automatically actuated valve fluidly connected to the inlet of the compressor; an automatically actuated valve configured to selectively fluidly connect the outlet of the compressor to the inlet of the second pressure regulator; an automatically actuated valve configured to selectively fluidly connect the first supply portion to the second supply portion; an automatically actuated valve configured to selectively enable a flow of gaseous fuel from the second pressure regulator to the internal combustion engine; a check valve configured to fluidly transfer the gaseous fuel from the first supply portion to the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor; a check valve configured to fluidly transfer the gaseous fuel from the second supply portion to the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor; a check valve configured to transfer gaseous fuel from the first supply and the second supply to the inlet of the first pressure regulator; a check valve configured to transfer gaseous fuel from the outlet of the compressor to the inlet of the first pressure regulator; a check valve configured to transfer gaseous fuel from the first supply and the outlet of the compressor to the inlet of the first pressure regulator; a check valve configured to transfer gaseous fuel from the first supply and the outlet of the compressor to the inlet of the first pressure regulator; a check valve configured to transfer gaseous fuel from the first supply to the inlet of the first pressure regulator; a check valve configured to transfer gaseous fuel from the first supply to the inlet of the second pressure regulator; a check valve configured to transfer gaseous fuel from the first supply to the inlet of the second pressure regulator; a check valve configured to transfer gaseous fuel from the first supply to the inlet of the second pressure regulator The delivery valve may include a check valve configured to deliver fluid from the first supply to the inlet of the compressor; a check valve configured to deliver fluidic gaseous fuel from the first supply and the second supply to the inlet of the second pressure regulator; a pipe configured to fluidly connect the outlet of the compressor to the inlet of the first pressure regulator; a pipe configured to fluidly connect the outlet of the compressor, the inlet of the first pressure regulator, and the inlet of the second pressure regulator; a pipe configured to fluidly connect the inlet of the first pressure regulator and the inlet of the second pressure regulator; and a pipe configured to fluidly connect the first supply, the second supply, the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor. The delivery valve may be a solenoid valve.

[0010] The compressor may be one of a reciprocating piston pump, a diaphragm pump, and a centrifugal pump. In some embodiments, the compressor may be one of a single-acting pump, a double-acting pump, and a four-acting pump. The compressor may include one of a single-stage compressor and a multi-stage compressor. The compressor may be actuated hydraulically, pneumatically, mechanically, or electromagnetically. The first pressure regulator may include one of a mechanical pressure regulator, an electronically controlled pressure regulator, and a fuel injector-type pressure regulator; and the second pressure regulator may include one of a mechanical pressure regulator, an electronically controlled pressure regulator, and a fuel injector-type pressure regulator.

[0011] Embodiments of the apparatus may include at least one of the following: a first pressure sensor configured to emit a signal indicating a first storage pressure of the gaseous fuel in the first supply; a second pressure sensor configured to emit a signal indicating the first storage pressure of the gaseous fuel in the first supply; a third pressure sensor configured to emit a signal indicating a pressurization pressure at an outlet of the compressor; and a fourth pressure sensor configured to emit a signal indicating a delivery pressure of the gaseous fuel supplied from the first pressure regulator and the second pressure regulator to the internal combustion engine. A controller may be programmed to receive at least one of the following: a signal from the first pressure sensor; a signal from the second pressure sensor; a signal from the third pressure sensor; and a signal from the fourth pressure sensor; and the controller may be programmed to determine at least one of the following: the first storage pressure based on a corresponding signal from the first pressure sensor; the second storage pressure based on a corresponding signal from the second pressure sensor; the pressurization pressure based on a corresponding signal from the third pressure sensor; and the delivery pressure based on a corresponding signal from the fourth pressure sensor.

[0012] An embodiment of the apparatus may include a controller operably connected to the supply selection device, the compressor, and the delivery valve. The controller may be programmed to: compare a first storage pressure of the first supply portion with an upper threshold pressure; when the first storage pressure of the first supply portion is greater than the upper threshold pressure, control the first operating stage by providing an uncompressed high-pressure gaseous fuel flow from the first supply portion through the first pressure regulator to the internal combustion engine; when the first storage pressure of the first supply portion is less than or equal to the upper threshold pressure, compare the first storage pressure with a lower threshold pressure and compare the delivery pressure with a first regulated pressure; when the first storage pressure is greater than the lower threshold pressure and the delivery pressure is greater than or equal to the first regulated pressure, control the first operating stage by providing a compressed high-pressure gaseous fuel flow from the first supply portion through the compressor and the first pressure regulator to the internal combustion engine. The second operating stage is controlled; when the first storage pressure is less than or equal to a lower threshold pressure or the delivery pressure is less than the first regulated pressure, the second storage pressure of the second supply portion is compared with an upper threshold pressure; when the second storage pressure is greater than the upper threshold pressure, the third operating stage is controlled by providing a flow of uncompressed high-pressure gaseous fuel from the second supply portion through the second pressure regulator to the internal combustion engine; when the second storage pressure is less than or equal to the upper threshold pressure, the second storage pressure of the second supply portion is compared with a lower threshold pressure; and when the second storage pressure is greater than the lower threshold pressure, the fourth operating stage is controlled by providing a flow of compressed high-pressure gaseous fuel from the second supply portion through the compressor and the first pressure regulator to the internal combustion engine. The upper threshold pressure may depend on the combustion mode of the internal combustion engine and the gaseous fuel, and the lower threshold pressure may depend on the compression ratio of the compressor and the first regulated pressure of the first pressure regulator. The first regulated pressure may be in the range of 200 bar to 600 bar, and the second regulated pressure may be in the range of 50 bar to 300 bar.

[0013] In an exemplary embodiment, during a second operating phase or a fourth operating phase, the compressor can be sized to enable the internal combustion engine to operate at a lower threshold pressure power, wherein the second operating phase provides compressed high-pressure flow from the first supply, and the fourth operating phase provides compressed high-pressure flow from the second supply. The lower threshold pressure power can be one of: 75% of the maximum rated power of the internal combustion engine; 50% of the maximum rated power of the internal combustion engine; and 25% of the maximum rated power of the internal combustion engine.

[0014] Before determining whether to control the first operating stage, the second operating stage, the third operating stage and the fourth operating stage, the controller can also be programmed to: compare the power of the internal combustion engine with the low-pressure flow threshold power, and compare the first storage pressure of the first supply part with the second regulation pressure; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is greater than the second regulation pressure, control the fifth operating stage by providing an uncompressed low-pressure gaseous fuel flow from the first supply part through the second pressure regulator to the internal combustion engine; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second regulation pressure, compare the second storage pressure of the second supply part with the second regulation pressure, and when the second storage pressure of the second supply part is greater than the second regulation pressure, control the sixth operating stage by providing an uncompressed low-pressure gaseous fuel flow from the second supply part through the second pressure regulator to the internal combustion engine.

[0015] After determining whether to manipulate the fifth and sixth operating stages and before determining whether to manipulate the first, second, third and fourth operating stages, the controller can also be programmed to: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulation pressure, compare the first storage pressure with the second lower limit threshold pressure; when the first storage pressure is greater than the second lower limit threshold power, manipulate the seventh operating stage by providing a compressed low-pressure gaseous fuel flow from the first supply part through the compressor and the second pressure regulator to the internal combustion engine; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower limit threshold power, compare the second storage pressure with the second lower limit threshold pressure; and when the second storage pressure is greater than the second lower limit threshold power, manipulate the eighth operating stage by providing a compressed low-pressure gaseous fuel flow from the second supply part through the compressor and the second pressure regulator to the internal combustion engine.

[0016] After determining whether to operate to perform the fifth operating stage and before determining whether to operate to perform the sixth operating stage, the first operating stage, the second operating stage, the third operating stage and the fourth operating stage, the controller can also be programmed to: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulation pressure, compare the first storage pressure with the second lower limit threshold pressure; when the first storage pressure is greater than the second lower limit threshold power, operate to perform the seventh operating stage by providing a compressed low-pressure gaseous fuel flow from the first supply part through the compressor and the second pressure regulator to the internal combustion engine.

[0017] After determining whether to operate in the fifth, seventh and sixth operating stages and before determining whether to operate in the first, second, third and fourth operating stages, the controller can also be programmed to: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower threshold power, compare the second storage pressure with the second lower threshold pressure; and when the second storage pressure is greater than the second lower threshold power, operate to perform the eighth operating stage by providing a compressed low-pressure gaseous fuel flow from the second supply part through the compressor and the second pressure regulator to the internal combustion engine.

[0018] In an exemplary embodiment, when operating in the sixth operating phase, the controller may be further programmed to: compare the first storage pressure to a second lower threshold pressure; and when the first storage pressure is greater than the second lower threshold pressure, operate in a ninth operating phase by providing a flow of compressed low-pressure gaseous fuel from the first supply through the compressor and the second pressure regulator to the internal combustion engine, combined with the flow of uncompressed low-pressure gaseous fuel from the second supply through the second pressure regulator to the internal combustion engine operated in the sixth operating phase. During the ninth operating phase, the flow of compressed low-pressure gaseous fuel from the first supply is up to one of: 100% of the total flow of gaseous fuel to the internal combustion engine; 75% of the total flow of gaseous fuel to the internal combustion engine; 50% of the total flow of gaseous fuel to the internal combustion engine; and 25% of the total flow of gaseous fuel to the internal combustion engine, where the total flow of gaseous fuel is the combined flow of compressed low-pressure gaseous fuel from the first supply and the uncompressed low-pressure gaseous fuel from the second supply. The second lower threshold pressure may be dependent on the compression ratio of the compressor and the second regulated pressure of the second pressure regulator. Alternatively or additionally, when operating to perform the sixth operating stage, the controller can also be programmed to: compare the first storage pressure with a second lower threshold pressure; and when the first storage pressure is greater than the second lower threshold pressure, operate to perform the ninth operating stage by pressurizing the gaseous fuel extracted from the first supply part into a pipeline fluidly connected to the outlet of the compressor.

[0019] In another exemplary embodiment, when operating in the third operating phase, the controller may be further programmed to: compare the first storage pressure to a lower threshold pressure; and when the first storage pressure is greater than the lower threshold pressure, operate in a tenth operating phase by providing a compressed high-pressure gaseous fuel flow from the first supply through the compressor and the first pressure regulator to the internal combustion engine and combining it with the uncompressed high-pressure gaseous fuel flow from the second supply through the first pressure regulator to the internal combustion engine operated in the third operating phase. During the tenth operating phase, the compressed high-pressure gaseous fuel flow from the first supply may be up to one of: 100% of the total flow of gaseous fuel to the internal combustion engine; 75% of the total flow of gaseous fuel to the internal combustion engine; 50% of the total flow of gaseous fuel to the internal combustion engine; and 25% of the total flow of gaseous fuel to the internal combustion engine, where the total flow of gaseous fuel is the combined flow of the compressed high-pressure gaseous fuel from the first supply and the uncompressed high-pressure gaseous fuel from the second supply. Alternatively or additionally, when operating to perform the third operating stage, the controller can also be programmed to: compare the first storage pressure with a lower threshold pressure; and when the first storage pressure is greater than the lower threshold pressure, operate to perform the tenth operating stage by pressurizing the gaseous fuel extracted from the first supply part into a pipeline fluidly connected to the outlet of the compressor.

[0020] An improved method for supplying and pressurizing gaseous fuel to an internal combustion engine, comprising: storing the gaseous fuel as compressed gas at a first storage pressure in a first supply portion; storing the gaseous fuel as compressed gas at a second storage pressure in a second supply portion; comparing the first storage pressure of the first supply portion with an upper threshold pressure; when the first storage pressure of the first supply portion is greater than the upper threshold pressure, operating a first operating stage by providing a flow of uncompressed high-pressure gaseous fuel from the first supply portion to the internal combustion engine; when the first storage pressure of the first supply portion is less than or equal to the upper threshold pressure, comparing the first storage pressure with a lower threshold pressure and comparing the delivery pressure of the gaseous fuel to the internal combustion engine with a first regulated pressure; when the first storage pressure is greater than the lower threshold pressure and the delivery pressure is less than or equal to the upper threshold pressure, When the pressure is greater than or equal to the first regulating pressure, the second operating stage is controlled by providing a compressed high-pressure gaseous fuel flow from the first supply part to the internal combustion engine; when the first storage pressure is less than or equal to the lower threshold pressure or the delivery pressure is less than the first regulating pressure, the second storage pressure of the second supply part is compared with the upper threshold pressure; when the second storage pressure is greater than the upper threshold pressure, the third operating stage is controlled by providing an uncompressed high-pressure gaseous fuel flow from the second supply part to the internal combustion engine; when the second storage pressure is less than or equal to the upper threshold pressure, the second storage pressure of the second supply part is compared with the lower threshold pressure; and when the second storage pressure is greater than the lower threshold pressure, the fourth operating stage is controlled by providing a compressed high-pressure gaseous fuel flow from the second supply part to the internal combustion engine.

[0021] Before determining whether to control the first operating stage, the second operating stage, the third operating stage and the fourth operating stage, the method may also include: comparing the power of the internal combustion engine with the low-pressure flow threshold power, and comparing the first storage pressure of the first supply part with the second regulation pressure; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is greater than the second regulation pressure, controlling the fifth operating stage by providing an uncompressed low-pressure gaseous fuel flow from the first supply part to the internal combustion engine; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second regulation pressure, comparing the second storage pressure of the second supply part with the second regulation pressure, and when the second storage pressure of the second supply part is greater than the second regulation pressure, controlling the sixth operating stage by providing an uncompressed low-pressure gaseous fuel flow from the second supply part to the internal combustion engine.

[0022] After determining whether to manipulate the fifth and sixth operating stages and before determining whether to manipulate the first, second, third and fourth operating stages, the method may also include: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulation pressure, comparing the first storage pressure with the second lower threshold pressure; when the first storage pressure is greater than the second lower threshold power, manipulating the seventh operating stage by providing a compressed low-pressure gaseous fuel flow from the first supply part to the internal combustion engine; when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower threshold power, comparing the second storage pressure with the second lower threshold pressure; and when the second storage pressure is greater than the second lower threshold power, manipulating the eighth operating stage by providing a compressed low-pressure gaseous fuel flow from the second supply part to the internal combustion engine.

[0023] After determining whether to manipulate the fifth operating stage and before determining whether to manipulate the sixth operating stage, the first operating stage, the second operating stage, the third operating stage and the fourth operating stage, the method may also include: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulating pressure, comparing the first storage pressure with the second lower limit threshold pressure; when the first storage pressure is greater than the second lower limit threshold power, manipulating the seventh operating stage by providing a compressed low-pressure gaseous fuel flow from the first supply part to the internal combustion engine.

[0024] After determining whether to manipulate the fifth, seventh and sixth operating stages and before determining whether to manipulate the first, second, third and fourth operating stages, the method may further include: when the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower threshold power, comparing the second storage pressure with the second lower threshold pressure; and when the second storage pressure is greater than the second lower threshold power, manipulating the eighth operating stage by providing a compressed low-pressure gaseous fuel flow from the second supply part to the internal combustion engine.

[0025] In an exemplary embodiment, when operating in the sixth operating phase, the method may further include: comparing the first storage pressure to a second lower threshold pressure; and when the first storage pressure is greater than the second lower threshold pressure, operating in a ninth operating phase by providing a compressed low-pressure gaseous fuel flow from the first supply to the internal combustion engine and combining it with the uncompressed low-pressure gaseous fuel flow from the second supply to the internal combustion engine operated in the sixth operating phase. During the ninth operating phase, the compressed low-pressure gaseous fuel flow from the first supply may be up to one of: 100% of the total flow of gaseous fuel to the internal combustion engine; 75% of the total flow of gaseous fuel to the internal combustion engine; 50% of the total flow of gaseous fuel to the internal combustion engine; and 25% of the total flow of gaseous fuel to the internal combustion engine, wherein the total flow of gaseous fuel is the combined flow of the compressed low-pressure flow from the first supply and the uncompressed low-pressure flow from the second supply. Alternatively or additionally, when operating to perform the sixth operating stage, the method may further include: comparing the first storage pressure with a second lower threshold pressure; and when the first storage pressure is greater than the second lower threshold pressure, operating to perform the ninth operating stage by pressurizing the gaseous fuel extracted from the first supply portion into the pipeline.

[0026] In another exemplary embodiment, when the third operating stage is controlled, the method may further include: comparing the first storage pressure with a lower threshold pressure; and when the first storage pressure is greater than the lower threshold pressure, controlling the tenth operating stage by providing a compressed high-pressure gaseous fuel flow from the first supply part to the internal combustion engine and combining it with the uncompressed high-pressure gaseous fuel flow from the second supply part to the internal combustion engine controlled in the third operating stage.

[0027] During the tenth operating stage, the flow of compressed high-pressure gaseous fuel from the first supply may be up to one of: 100% of the total flow of gaseous fuel to the internal combustion engine; 75% of the total flow of gaseous fuel to the internal combustion engine; 50% of the total flow of gaseous fuel to the internal combustion engine; and 25% of the total flow of gaseous fuel to the internal combustion engine, wherein the total flow of gaseous fuel is a combination of the compressed high-pressure flow from the first supply and the uncompressed high-pressure flow from the second supply. Alternatively or additionally, when operating in the third operating stage, the method may further include: comparing the first storage pressure to a lower threshold pressure; and when the first storage pressure is greater than the lower threshold pressure, operating in the tenth operating stage by pressurizing gaseous fuel extracted from the first supply into the pipeline.

[0028] Any of the embodiments and methods described herein may also optionally include a controller programmed to actuate any one or more of the supply selection device, the compressor, and the delivery valve to fluidly connect the first supply and / or the second supply to the first pressure regulator, the second pressure regulator, or the compressor based on a determined duty cycle of the engine. Any of the embodiments and methods described herein may also optionally include a controller programmed to actuate a valve fluidly connected to the common gas cylinder to selectively fluidly connect the cylinder to the first supply or the second supply, thereby setting a storage volume ratio between the volume of the first supply and the volume of the second supply based on any one or more of the following: distance and / or time to a high load demand; distance and / or time to a geographic location; time to system shutdown; and time to system refueling. Any of the embodiments and methods described herein may also optionally include a controller programmed to select a sequence of each operating phase to optimize the determined duty cycle of the engine.

[0029] Any of the embodiments and methods described herein may also include a vehicle operating system equipped with an integrated programmable vehicle data system or a standalone programmable vehicle data system that communicates with a controller to optimize the supply and pressurization of gaseous fuel to the engine. The system may include an onboard vehicle data system that is integrated with the controller or configured to transmit and receive data to and from the controller, which is programmed to control the supply and pressurization of gaseous fuel to the engine. The embodiments and methods herein may also optionally include a controller that controls the sequence of each of the operational phases disclosed herein based on any one or more of the following: a determined duty cycle of the engine, operator preferences, learned operator patterns, and system usage patterns. The embodiments and methods herein may also optionally include a controller that actuates a valve fluidly connecting one or more common gas cylinders to selectively connect the one or more common gas cylinders to the first supply or the second supply, thereby setting a storage volume ratio between the volume of the first supply and the volume of the second supply based on any one or more of the following: a determined duty cycle of the engine, operator preferences, learned operator patterns, and system usage patterns. The embodiments and methods herein may also optionally include a controller that actuates a valve fluidly connected to the common gas cylinder to selectively fluidly connect the common gas cylinder to the first supply or the second supply, thereby setting a storage volume ratio between the volume of the first fuel supply and the volume of the second fuel supply based on any one or more of the following items: the distance and / or time to reach a high load demand; the distance and / or time to reach a geographic location; the distance and / or time to reach a system shutdown; and the distance and / or time to reach a system refueling. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings are incorporated in and constitute a part of this specification, and the accompanying drawings illustrate exemplary embodiments of the apparatus, system, and method, and together with the above general description and detailed description of the embodiments, are used to explain the principles of the apparatus, system, and method. In the drawings, the same reference numerals refer to the same elements or actions in the drawings.

[0031] Figure 1 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0032] Figure 2 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0033] Figure 3 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0034] Figure 4 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0035] Figure 5 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0036] Figure 6 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0037] Figure 7 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0038] Figure 8 is a schematic diagram of a gaseous fuel system for supplying and pressurizing gaseous fuel to an internal combustion engine, according to an embodiment.

[0039] Figure 9 According to several embodiments of the storage volume ratio between the volume of the first supply part and the volume of the second supply part, Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 Schematic diagram of a gaseous fuel first supply part and a gaseous fuel second supply part of a gaseous fuel system.

[0040] Figure 10According to several embodiments of the storage volume ratio between the volume of the first supply part and the volume of the second supply part, Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 Schematic diagram of a gaseous fuel system with a first gaseous fuel supply part and a second gaseous fuel supply part, wherein a gas cylinder is selectively part of the first supply part and the second supply part.

[0041] Figure 11 The operation according to the embodiment Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 A technical flow chart of a gaseous fuel system.

[0042] Figure 12 The operation according to another embodiment Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 A technical flow chart of a gaseous fuel system.

[0043] Figure 13 The operation according to another embodiment Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 A technical flow chart of a gaseous fuel system.

[0044] Figure 14 and Figure 15 The operation according to another embodiment Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 、 Figure 7 and Figure 8 A technical flow chart of a gaseous fuel system.

[0045] Figure 16 and Figure 17 The operation according to another embodiment Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 and Figure 7 A technical flow chart of a gaseous fuel system. DETAILED DESCRIPTION

[0046] refer to Figure 1 , shows a gaseous fuel system 10 for supplying and pressurizing gaseous fuel to a fuel consumer 20 according to an embodiment, which fuel consumer 20 can be an internal combustion engine, or more specifically a fuel injection system (not shown) of an internal combustion engine. As used herein, a gaseous fuel is any fuel that is in a gaseous state (phase) at standard temperature and standard pressure, which in the context of the present application are zero degrees Celsius (0°C) and one hundred kilopascals (100kPa), respectively. The gaseous fuel herein can be a single gaseous fuel or a mixture of gaseous fuels. Exemplary gaseous fuels include, but are not limited to, biogas, hydrogen, methane, natural gas, and mixtures thereof. The gaseous fuel system 10 includes a first supply 30 of gaseous fuel and a second supply 40 of gaseous fuel, both of which store the gaseous fuel as compressed gas. Preferably, the gaseous fuels stored in the first supply 30 and the second supply 40 are of the same type, although this is not required. The storage volume of the first supply 30 can be greater than, equal to, or less than the storage volume of the second supply 40, and therefore, at any given storage pressure and storage temperature, the first supply can store a greater mass, an equal mass, or a lesser mass of gaseous fuel than the second supply. Typical storage pressures after filling for each of the first supply 30 and the second supply 40 range from 350 bar to 700 bar; however, different storage pressures (higher or lower) after filling are also contemplated. In an exemplary embodiment, the storage volume ratio between the storage volume of the first supply 30 and the storage volume of the second supply 40 can be in the range of 3:2; however, other storage volume ratios are also contemplated, as will be discussed below with respect to Figure 9 and Figure 10discussed in more detail. The first supply 30 may include one or more gas cylinders as storage containers, which may be connected in a series arrangement and / or in a parallel arrangement. Similarly, the second supply 40 may include one or more gas cylinders as storage containers, which may be connected in a series arrangement and / or in a parallel arrangement. The term "and / or" as used herein means "one or the other or both". A gas cylinder is a pressure vessel for storing and containing gaseous fluids at a pressure higher than atmospheric pressure. High-pressure gas cylinders are also referred to as bottles. In the embodiment shown, the contents in the gas cylinder are compressed to a pressure higher than atmospheric pressure and are in a gaseous state. A typical gas cylinder design may be elongated and may be placed horizontally or upright in a bracket, with valves and fittings located at one end or top, respectively, for connecting the gas cylinder to a receiving device. The gaseous fuel system 10 will be at a first storage pressure P S1 The gaseous fuel stored in the first supply portion 30 or at the second storage pressure P S2 The gaseous fuel stored in the second supply portion 40 is delivered at a pressure P D It is noted that in some embodiments, the fuel consumer 20 can further reduce the pressure of the gaseous fuel from the delivery pressure P D Regulated to another pressure, such as the fuel injection pressure of a fuel injection system (not shown).

[0047] Typically, at any moment, either the first supply 30 or the second supply 40 (although an operating mode in which both the first and second supplies simultaneously supply gaseous fuel to the fuel consumer is also envisaged) delivers gaseous fuel at a pressure P D (exist Figure 1 In the process, gaseous fuel is supplied to the fuel consumer 20 via the pipeline C8). Delivery pressure P D It can be the first regulating pressure P 1R Or the second adjustment pressure P 2R , where the first regulating pressure P 1R Greater than the second regulating pressure P 2R In an exemplary embodiment, the first regulating pressure P 1R The second regulating pressure P may be in the range of 200 bar to 600 bar, and the second regulating pressure P 2R It can be in the range of 50 bar to 300 bar; although the first regulating pressure P is also envisaged according to the application. 1R and the second regulating pressure P 2R As will be discussed in this disclosure, the gaseous fuel from the first supply 30 can be stored at a pressure of 100 psi from the first storage pressure P of the first supply 30. S1 Adjust down to the first regulating pressure P 1R , or in some embodiments herein, down to a second regulating pressure P2R Or the gaseous fuel from the first supply portion 30 can be stored in the first supply portion 30 of the first pressure P S1 First, it is pressurized to Figure 1 The pressurized pressure P in the pipe C6 P , then the pressurization pressure of the gaseous fuel P P Can be adjusted down to the first regulating pressure P 1R , or in some embodiments herein, down to a second regulating pressure P 2R Similarly, the gaseous fuel from the second supply portion 40 can be supplied from the second storage pressure P of the second supply portion 40. S2 Adjust down to the first regulating pressure P 1R , or in some embodiments herein, down to a second regulating pressure P 2R Or the gaseous fuel from the second supply portion 40 can be stored in the second supply portion 40 of the second pressure P S2 First, it is pressurized to the pressure P P , then the pressurization pressure of the gaseous fuel P P Can be adjusted down to the first regulating pressure P 1R , or in some embodiments herein, down to a second regulating pressure P 2R .

[0048] Back to Figure 1 The gaseous fuel system 10 includes a supply selection device 50, a compressor 60, a first pressure regulator 70, and a second pressure regulator 80. Each of these devices will be discussed in turn. The supply selection device 50 can be used to: (i) select which of the first supply 30 and the second supply 40 supplies the gaseous fuel to the fuel consumer 20; (ii) select the pressure of the gaseous fuel from the first storage pressure P of the first supply 30 to the second storage pressure P of the first supply 30; S1 Or from the second storage pressure P of the second supply part 40 S2 Downward adjustment, or from the pressurization pressure P of the gaseous fuel P (iii) Select the first adjustment pressure P 1R Or the second adjustment pressure P 2R supply to the fuel consumer 20; and (iv) influencing the flow of gaseous fuel in the gaseous fuel system 10 in other ways using valves and conduits. In the illustrated embodiment, valves 90 and 95 are fluidly connected to the first supply 30 and the second supply 40, respectively, and valves 90 and 95 can be actuated to select whether the first supply 30 or the second supply 40, respectively, is supplied at the respective first storage pressure P S1 and the second storage pressure P S2The gaseous fuel is supplied to the inlet 72 of the first pressure regulator 70. The valves 100 and 105 are fluidly connected to the first supply 30 and the second supply 40, respectively, and the valves 100 and 105 can be actuated to select whether the first supply 30 or the second supply 40 is supplied at the respective first storage pressure P S1 and the second storage pressure P S2 The gaseous fuel is supplied to the inlet 62 of the compressor 60. Valves 110 and 115 are fluidly connected to the first supply 30 and the second supply 40, respectively, and valves 110 and 115 can be actuated to select whether the first supply 30 or the second supply 40 is supplied at the respective storage pressure P S1 and storage pressure P S2 The gaseous fuel is supplied to the inlet 82 of the second pressure regulator 80. The valves 90, 95 and the valves 100, 105 and the valves 110, 115 (or any other valves herein that can be automatically actuated, such as any other valves that can be automatically actuated by the controller 130) can be solenoid valves that are electromagnetically actuated to move a valve member (not shown) to open or close the valve, or they can be hydraulically actuated valves that use pressurized hydraulic fluid to move the valve member between an open position and a closed position, or they can be other types of actuable valves (automatically actuable valves). In the illustrated embodiment, the valves 90, 95 and the valves 100, 105 and the valves 110, 115 are two-way valves; however, in other embodiments, the valves 90 and valves 95 (or valves 100 and valves 105, or valves 110 and valves 115) can be part of a three-way valve that can be actuated to select between the first supply 30 or the second supply 40. The controller 130 is operatively connected to the valves 90 , 95 and the valves 100 , 105 and the valves 110 , 115 such that the controller 130 can manipulate each of these valves (independently and separately from each other) to an open position or a closed position.

[0049] Check valves 35 and 45 reduce and preferably prevent backflow of gaseous fuel from the supply selection device 50 into the first supply 30 and the second supply 40, respectively. In place of or in addition to check valves 35 and 45, in other embodiments, other check valves may be employed in any other conduits or conduit sections to reduce and preferably prevent backflow, divide the conduit into smaller volumes, and / or maintain pressure in the conduit. In a gaseous fuel system, backflow is not typically a condition that needs to be mitigated; however, in a gaseous fuel system that includes more than one gaseous fuel supply herein, there may be a situation where the pressure of one supply is higher than the pressure of another supply, such that a situation may arise where a high-pressure supply causes gaseous fuel to flow into a low-pressure supply. For example, the second storage pressure P of the second supply 40 may be greater than the pressure of the other supply. S2may be higher than the first storage pressure P of the first supply part 30 S1 , so that without the check valve, it is possible for the second supply 40 to cause the gaseous fuel to return to the first supply 30 (i.e., the pressure between the first supply 30 and the second supply 40 would equalize). Check valve 120 prevents backflow toward the first supply 30 or the second supply 40 (although check valves 35 and 45 also perform this function) and reduces the volume downstream of compressor outlet 64 and upstream of first pressure regulator 70 that compressor 60 needs to pressurize, which reduces the time required to pressurize the fluid in this volume. More specifically, check valve 120 separates conduit C5 and conduit C6, making the volume of conduit C6 smaller than the combined volume of conduits C5 and C6. This allows the pressure in conduit C6 to be increased more quickly by compressor 60. Conduit C6 (including conduit segments C6A, C6B, and C6C) partially functions as an accumulator to reduce pressure fluctuations / shocks from the compressor. Alternatively or additionally, an accumulator vessel may be employed. In some embodiments, the compressor 60 is followed by an accumulator (pipe or container) and a check valve (e.g., along pipe segment C6C). As used herein, a pipe Cx may include two or more pipe segments Cxy, where x is a numeric character and y is an alphabetic character, and the pipe segments are connected at one or more nodes Nx, where x is a numeric character. For example, referring to Figure 1 , pipeline C5 includes pipeline segments C5A, C5B, and C5C, which are fluidically connected at node N5. If certain pipelines are not explicitly discussed, they may not be labeled herein, and all black circles that interconnect pipeline segments in the figures herein are nodes, and if not explicitly discussed, these black circles may not be labeled. Pipes that fluidly connect three or more components can include different combinations of pipeline segments and nodes, and these different combinations are considered to be substantially equivalent herein. The terms "pipe" and "pipe segment" are used interchangeably herein.

[0050] The gaseous fuel system 10 may include a pressure sensor 32 and a pressure sensor 42, which are used to determine the pressure of the first supply portion 30 and the second supply portion 40, respectively. The pressure sensor 32 sends a signal indicating the first storage pressure P S1 These signals are received by the controller 130, and the controller 130 can be programmed to determine the first storage pressure P based on these signals. S1 The pressure sensor 42 sends a signal indicating the second storage pressure P S2 These signals are received by the controller 130, and the controller 130 can be programmed to determine the second storage pressure P based on these signals. S2The pressure sensor 32 and the pressure sensor 42 may be disposed at other locations in the gaseous fuel system 10, and these locations basically represent the storage pressure P S1 and P S2 For example, pressure sensor 32 may be part of first supply 30 or may be disposed in pipe segments C3A, C3B, C3C, or C3D; and similarly, pressure sensor 42 may be part of second supply 40 or may be disposed in pipe segments C4A, C4B, C4C, or C4D. Gaseous fuel system 10 may include pressure sensor 150 and / or pressure sensor 160 to determine the pressurization pressure P, respectively. P and delivery pressure P D The pressure sensor 150 sends a signal indicating the pressurized pressure P of the gaseous fuel near the outlet 64 of the compressor 60 and at the outlet 64 of the compressor 60. P These signals are received by the controller 130, and the controller 130 can be programmed to determine the pressurization pressure P based on these signals. P The pressure sensor 160 sends a signal indicating that the gaseous fuel is delivered to the pipeline C8 of the fuel consumer 20 (at Figure 1 The controller 130 receives signals indicating the delivery pressure PD of the gaseous fuel in the segments C8A, C8B, and C8C, and the controller 130 may be programmed to determine the delivery pressure P based on these signals. D Although not explicitly shown, embodiments herein may also optionally be equipped with a temperature sensor and any one or more pressure sensors.

[0051] The compressor 60 can fluidly receive the gaseous fuel at the inlet 62 from the first supply 30 or the second supply 40 through valves 100 and 105, respectively, so that the compressor 60 can pressurize the gaseous fuel from the inlet 62 to the outlet 64. In this way, the compressor 60 can pressurize the gaseous fuel from the first storage pressure P of the first supply 30 to the outlet 64. S1 or the second storage pressure P of the second supply portion 40 S2 Pressurize to pressure P P When the first supply unit 30 and the second supply unit 40 simultaneously supply the gaseous fuel to the compressor 60, the gaseous fuel may also be pressurized. The pressurized pressure P provided by the compressor 60 P The value of may be determined according to the engine operating conditions and / or the respective storage pressures P of the first supply portion 30 and the second supply portion 40. S1 and P S2The compressor 60 delivers pressurized gaseous fuel to the inlet 72 of the first pressure regulator 70 via its outlet 64. The controller 130 can be operably connected to the compressor 60 to effectively turn the compressor on or off. The compressor 60 can be several types of pumps, for example, the compressor 60 can be a reciprocating piston pump, a diaphragm pump, or a centrifugal pump, although other types of pumps are also contemplated, and depending on the application, a certain type of pump may be more suitable. The compressor 60 can be actuated in several ways, for example, the compressor can be actuated hydraulically, pneumatically, mechanically, or electromagnetically. The compressor 60 can be configured in a variety of ways, for example, the compressor can be configured as a single-acting pump, a double-acting pump, and a four-acting pump, and can be configured as a single-stage and two-stage (or even more stages). When the compressor 60 is hydraulically actuated, a hydraulic motor (not shown) can provide a selective flow of hydraulic fluid that can actuate the compressor 60, wherein the hydraulic motor can be a fixed displacement hydraulic pump or a variable displacement hydraulic pump. In the exemplary embodiment, the compressor 60 is a single-stage, hydraulically actuated reciprocating piston pump driven by a variable displacement hydraulic pump. This type of compressor allows for a relatively high pressure relative to the pressurized pressure P P The controller 130 controls the instantaneous mass flow of the compressor 60 (i.e., the compressor outlet) in proportion to the instantaneous mass flow of the compressor 60 (i.e., the compressor outlet) (i.e., the compressor outlet pressure) to reduce and preferably minimize pressure fluctuations in the illustrated embodiment in the conduit C6, which is in fluid communication with the inlet 72 of the first pressure regulator 70. In those embodiments in which the compressor 60 is hydraulically actuated and driven by a hydraulic pump, the controller 130 can control the compressor 60 (and, in particular, the mass flow exiting the outlet 64) by adjusting the flow of hydraulic fluid from the hydraulic pump, and can effectively shut down the compressor by reducing the flow of hydraulic fluid to the compressor to zero (i.e., by shutting off the hydraulic fluid flow).

[0052] The first pressure regulator 70 regulates the gaseous fuel pressure at its inlet 72 down to a first regulated pressure P at its outlet 74. 1R , and the second pressure regulator 80 adjusts the gaseous fuel pressure at its inlet 82 down to the second regulated pressure P at its outlet 84 2R Considering the first regulating pressure P 1R Greater than the second regulating pressure P 2R In this regard, the first pressure regulator 70 may be considered a high pressure regulator and the second pressure regulator 80 may be considered a low pressure regulator, but the terms high and low are relative terms in this context because in some applications the first regulated pressure P 1R and the second regulating pressure P 2R The fuel consumer 20 is fluidly connected to the outlet 74 of the first pressure regulator 70 and the outlet 84 of the second pressure regulator 80 to receive the fuel at the first regulated pressure P respectively. 1Rand the second regulating pressure P 2R In the embodiment shown, the fluid communication between the outlet 74 of the first pressure regulator 70 and the fuel consumer 20 is carried out through the valve 140. When the fuel consumer is to be supplied with the first regulated pressure P 1R When receiving gaseous fuel, the valve 140 can be controlled by the controller 130 to the open position; or when the fuel consumer is to be supplied with the second regulating pressure P 2R When receiving gaseous fuel, valve 140 can be manipulated by controller 130 to a closed position. That is, when valve 140 is in the open position, second pressure regulator 80 can function as a check valve, effectively closing second pressure regulator 80 like a check valve from the high-pressure output of first pressure regulator 70, thereby preventing mass flow through second pressure regulator 80. Valve 140 can be considered part of supply selection device 50 and can be similar in type to valves 90, 95, valves 100, 105, and valves 110, 115. Valve 140, also known as a transfer valve, is configured to selectively enable the flow of gaseous fuel from first pressure regulator 70 to the internal combustion engine. When transfer valve 140 is in the open position, first pressure regulator 70 can be configured to supply high-pressure flow to fuel consumer 20, and when transfer valve 140 is in the closed position, second pressure regulator 80 can be configured to supply low-pressure flow to fuel consumer 20. In other embodiments, the valve 140 may be disposed in the conduit C6B upstream of the inlet 72 of the first pressure regulator 70 .

[0053] The first pressure regulator 70 and the second pressure regulator 80 may be the same type of pressure regulator, or may be different types of pressure regulators. The first pressure regulator 70 and the second pressure regulator 80 may be mechanical pressure regulators that do not need to be actuated or controlled by the controller 130 to regulate or not regulate; alternatively, the first pressure regulator 70 and the second pressure regulator 80 may be electronically controlled pressure regulators that are controlled by the controller 130 to regulate the pressure at the inlet 72 and the second pressure regulator 80 to the target pressure at the outlet 74 and the second pressure regulator 84, respectively. In another embodiment, the pressure regulator 70 and the pressure regulator 80 may be fuel injector-type regulators that are controlled by the controller 130 to inject a large amount of gaseous fuel from the pipeline C6 or the pipeline C7 into the pipeline C8, respectively, wherein the pressure sensor 160 monitors the pressure in the pipeline C8 to provide the controller 130 with a signal indicating the delivery pressure P. D Note that in this case, a fuel injector type regulator can be used to reduce the delivery pressure P DIn other embodiments, a dual pressure regulator (not shown) may be used in place of the first and second pressure regulators 70, 80 to regulate the pressure to two different outlet pressures. In embodiments employing a fuel injector-type regulator or a dual pressure regulator, the respective inlets of the fuel injector-type regulator and the dual pressure regulator may be fluidly connected to valves 90, 95 and the outlet 64 of the compressor 60, and valves 110, 115 may be eliminated.

[0054] When the fuel consumer 20 is an internal combustion engine, the controller 130 may be an engine controller, or the controller 130 may be a fuel system controller that communicates with the engine controller of the internal combustion engine. The controller 130 may include hardware components and software components. The hardware components may include digital electronic components and / or analog electronic components. In the embodiments herein, the controller 130 may include a processor and one or more memories, the memories including one or more permanent memories and temporary memories for storing and executing programs, the permanent memories such as flash memory (FLASH), electrically erasable programmable read-only memory (EEPROM) and hard disk, and the temporary memories such as static random access memory (SRAM) and dynamic random access memory (DRAM). As used herein, the terms algorithm, module and step refer to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated or grouped) and memory that executes one or more software programs or firmware programs, combinational logic circuits and / or other suitable components that provide the described functionality. The algorithms, modules and steps executed by the controller 130 are part of the controller. When illustrated, a double-arrow line adjacent to the controller 130 may represent a communication channel, which may be bidirectional or unidirectional, to a component from which the controller 130 receives status information or sends manipulation information to the component, or both, and which components may also have adjacent double-arrow lines.

[0055] Now refer to Figure 2 , shows a gaseous fuel system 11 according to another embodiment, which is similar to Figure 1 The topology and architecture of the gaseous fuel system 11 and the supply selection device 51 are similar to the topology and architecture of the gaseous fuel system 10 and the supply selection device 50, respectively (see Figure 1 ) is basically the same. The check valve 121 downstream of the compressor outlet 64 (the check valve 121 replaces Figure 1The check valve 120 shown in FIG. 1 may act as a pulsation dampener to reduce compressor surge shown at the inlet 72 of the first pressure regulator 70. Gaseous fuel from the first supply 30 or the second supply 40 flows through the check valve 121 only when the compressor 60 is pressurizing the gaseous fuel (and does not flow through the check valve 121). Figure 1 The gaseous fuel in the check valve 120 in the compressor is not pressurized by the compressor 60. Pressure surges generated by the cyclic compression of the gaseous fuel by the compressor 60 occur at the outlet 64 and within the pipeline C10 (including sections C10A and C10B), and these pressure surges can be weakened by the check valve 121, thereby reducing the pressure fluctuations in the pipeline C9. By positioning valves 90 and 95 and the check valve 121 closer to the first pressure regulator 70, the volume of the pipeline C9 can be reduced. Although the check valve 121 prevents backflow, the compressor 60 itself generally does not allow backflow to pass through it. Valve 155 can be operated by the controller 130 to selectively fluidly connect the compressor outlet 64 with the inlet 82 of the second pressure regulator 80, so that the gaseous fuel can be pressurized by the compressor 60 before being fluidly delivered to the second pressure regulator 80 from the first supply 30 or the second supply 40. When valve 155 is in the closed position, conduit C10 can be maintained at a higher pressure relative to conduit C11 (including segments C11A, C11B, C11C, and C11D), which can reduce the amount of time it takes to pressurize conduit C10 to allow mass flow through check valve 121 in some circumstances.

[0056] Figure 3 The gaseous fuel system 12 according to another embodiment shown in FIG includes a supply selection device 52 that eliminates the need for a second pressure regulator 80 by fluidly connecting the inlet 82 of the second pressure regulator 80 to the inlet 72 of the first pressure regulator 70. Figure 1 The valve 110 and valve 115 shown in the supply selection device 50 of the second pressure regulator 80 can be actuated by the controller 130 to an open position or a closed position so that the second pressure regulator 80 can be selectively isolated from the fuel consumer 20. In other embodiments, when the second pressure regulator 80 is in the open position and the delivery pressure P D At the first regulated pressure P determined by the first pressure regulator 70 1R (The first regulating pressure P 1R is greater than the second regulating pressure P determined by the second pressure regulator 80 2R) while effectively acting as a check valve (reducing and preferably preventing backflow from conduit C13 into conduit C12, which is shown as segments C12A, C12B, C12C, and C12D), valve 145 is not required. Alternatively, a check valve may be employed in place of valve 145, which may be actuated by controller 130. Valve 145 may be considered part of supply selection device 52, and in other embodiments, valve 145 may be disposed in conduit C12B upstream of inlet 82 of second pressure regulator 80.

[0057] Now refer to Figure 4 , shows a gaseous fuel system 13 according to another embodiment, which includes a supply selection device 53. A check valve 123 reduces and preferably prevents backflow to the compressor 60 and backflow to the first supply part 30 through the valve 90. The second supply part 40 is fluidly connected to the inlet 72 of the first pressure regulator 70 downstream of the check valve 123, in which case the gaseous fuel flowing from the second supply part 40 through the valve 95 into the inlet 72 does not flow through the check valve 123. As with the previous embodiment, and as described in more detail below, while the gaseous fuel from the first supply part 30 can be supplied to and compressed by the compressor 60, the gaseous fuel from the second supply part 40 can be supplied to the first pressure regulator 70 through the valve 95. Figure 4 In the illustrated embodiment, due to the check valve 123, the gaseous fuel from the outlet 64 of the compressor 60 is not supplied to the first pressure regulator 70 until the pressure of the gaseous fuel in the conduit C14 is greater than the pressure of the gaseous fuel in the conduit C15 (shown as segments C15A, C15B, and C15C). When the valve 95 is in the open position fluidly connecting the second supply portion 40 to the conduit C15 and the first pressure regulator 70, the pressure of the gaseous fuel in the conduit C15 is substantially the second storage pressure P S2 .

[0058] refer to Figure 5 , shows a gaseous fuel system 14 and a supply selection device 54 according to another embodiment, which is similar to Figure 4 The gaseous fuel system 13 is similar to that shown. The inlet 82 of the second pressure regulator 80 is fluidly connected to the inlet 72 of the first pressure regulator 70, in this case, the Figure 4 The valves 110 and 115 (similar to the valves 110 and 115 shown in the gaseous fuel system 14) are shown in FIG. Figure 3 1. Gaseous fuel system 12 is shown. More specifically, conduit C16 (shown as segments C16A, C16B, C16C, and C16D) fluidly interconnects check valve 123, valve 95, first pressure regulator 70, and second pressure regulator 80.

[0059] Now refer to Figure 6 , shows a gaseous fuel system 15 and a supply selection device 55 according to another embodiment, which is similar to Figure 2 The gaseous fuel system 13 is similar to that shown. Check valves 35 and 45 are removed (see Figure 2 ), the solenoid valve 90 is replaced by the check valve 91, the solenoid valve 100 is replaced by the check valve 101, and the solenoid valve 110 is replaced by the check valve 111. In the exemplary embodiment, during operation, the first storage pressure P of the first supply portion 30 is S1 The second storage pressure P which is usually lower than the second supply part 40 S2 (although they may be initially filled to the same pressure) such that check valve 91 is closed when valve 95 is in the open position, valve 101 is closed when valve 105 is in the open position, and valve 111 is closed when valve 115 is in the open position, thereby reducing and preferably preventing backflow of gaseous fuel into the first supply 30.

[0060] Now refer to Figure 7 , shows a gaseous fuel system 16 and supply selection device 56 according to another embodiment. The first supply 30 is selectively in fluid communication with the first pressure regulator 70 via check valves 35 and 120, and valve 106. The first supply 30 is selectively in fluid communication with the second pressure regulator 80 via check valves 35 and 125, and valve 106. Furthermore, the first supply 30 is in fluid communication with the compressor 60 via valve 35. The second supply 40 is selectively in fluid communication with the first pressure regulator 70 via valve 96 and check valve 120. Furthermore, the second supply 40 is selectively in fluid communication with the second pressure regulator 80 via valve 96 and check valve 125. Furthermore, the second supply 40 is selectively in fluid communication with the compressor 60 via valves 96 and 106. Valves 96 and 106 can be automatically actuated valves, particularly valves that can be automatically actuated by a controller 130, and are accordingly operably connected to the controller. In the illustrated embodiment, valves 96 and 106 can be solenoid-type valves. When the valve 96 and the valve 106 are both in the open position, when the second storage pressure P of the second supply portion 40 is S2 greater than the first storage pressure P of the first supply part 30 S1 , the check valve 35 prevents the gaseous fuel from flowing back into the first supply 30. In other embodiments, additional check valves may be included; for example, a check valve may be included between the second supply 40 and the valve 96 to prevent the gaseous fuel from flowing back into the first supply 30 when the valves 96 and 106 are in the open position and the first storage pressure P is exceeded. S1 Greater than the second storage pressure P S26. Any gaseous fuel flow from the first or second supply 30, 40 (not pressurized by compressor 60) that flows through the first pressure regulator 70 also flows through check valve 120. Similarly, any gaseous fuel flow from the first or second supply 30, 40 (not pressurized by compressor 60) that flows through the second pressure regulator 80 also flows through check valve 125. Check valves 120 and 125 allow compressor 60 to pressurize conduit C19 (shown as segments C19A, C19B, and C19C) and conduit C20 (shown as segments C20A, C20B, and C20C) to a higher pressure than that present in conduit C18 (shown as segments C18A, C18B, C18C, and C18D) and / or conduit C17 (shown as segments C17A, C17B, and C17C). When valve 106 is in the closed position, it allows the gaseous fuel from the first supply 30 to be fluidly transmitted through the pipe C17 toward the compressor 60, while allowing the gaseous fuel from the second supply 40 to be fluidly transmitted through the pipe C18 toward the check valve 120 and the check valve 125; and when the compressor 60 is turned on and pressurizes the pipe C10, when the pressurization pressure P P Greater than the second storage pressure P S2 When the valve 140 is in the open position, there is a flow of gaseous fuel from the conduit C10 through the first pressure regulator 70; alternatively, when the pressurization pressure P P Greater than the second storage pressure P S2 When valve 155 is in the open position, there will be a flow of gaseous fuel from pipeline C10 through the second pressure regulator 80. Valve 155 allows the pressurized pressure P in pipeline C10 to P The pressure of the gaseous fuel in the pipe C20 is maintained higher than that in the pipe C20, such as at a first storage pressure P S1 Or the second storage pressure P S2 Less than the pressurized pressure P P In the case of a gaseous fuel from the first supply 30 or the second supply 40, respectively, being fluidly delivered through the second pressure regulator 80, a check valve may be included immediately downstream of the outlet 84 of the second pressure regulator 80 to reduce and preferably prevent backflow to the outlet 84 of the second pressure regulator 80 or a high pressure condition at the outlet 84 of the second pressure regulator 80 when the valve 140 is in the open position, particularly when the second pressure regulator 80 leaks from the outlet 84 to the inlet 82 when the outlet pressure is greater than the inlet pressure.

[0061] Now refer to Figure 8, shows a gaseous fuel system 17 and supply selection device 57 according to another embodiment. Gaseous fuel from the first supply 30 or the second supply 40 can be fluidly delivered to the inlet 62 of the compressor 60, the inlet 72 of the first pressure regulator 70, and the inlet 82 of the second pressure regulator 80 via conduit C21 (shown as segments C21A, C21B, C21C, C21D, and C21E) (i.e., a common conduit delivers gaseous fuel from the first and second supplies to these components). Gaseous fuel system 17 is similar to gaseous fuel system 16, wherein Figure 7 The valve 106 and the pipes C17 and C18 are shown as Figure 8 . Thus, it is not possible to fluidly route the gaseous fuel from first supply 30 solely through compressor 60 to pressurize the gaseous fuel while fluidly routing the gaseous fuel from second supply 40 solely through first pressure regulator 70 or second pressure regulator 80, respectively. In other embodiments, if pressurizing the gaseous fuel for the low-pressure flow through second pressure regulator 80 is not desired, valve 155 can be removed from gaseous fuel systems 16 and 17. Alternatively, valve 155 can be replaced by a check valve; however, in this case, the check valve would not be able to maintain conduit C10 at a higher pressure than conduit C20.

[0062] Returning to the discussion of the first supply portion 30 and the second supply portion 40, various storage volume ratios between the storage volume of the first supply portion 30 and the storage volume of the second supply portion 40 may be employed. Additionally, various gas cylinder configurations may be employed to form the first supply portion 30 and the second supply portion 40, respectively. Figure 9 , showing cylinders S1, S2, S3, S4, S5 and S6, which can be connected to the conduit C1 or the conduit C2 (see Figures 1 to 8) are fluidly connected in various configurations. Cylinders S1 through S6 have identical volumes, although cylinders with different volumes may be employed in other embodiments to create the desired storage volume for first supply 30 and / or second supply 40. In configuration 170, cylinders S1, S2, and S3, represented by line 180, are fluidly connected to conduit C1, and cylinders S4, S5, and S6, represented by line 190, are fluidly connected to conduit C2. In configuration 170, the storage volume ratio between first supply 30 and second supply 40 is 3:3. In configuration 171, cylinders S1, S2, S3, and S4, represented by line 181, are fluidly connected to conduit C1, and cylinders S5 and S6, represented by line 191, are fluidly connected to conduit C2. In configuration 171, the storage volume ratio is 4:2. In configuration 172, cylinders S1, S2, S3, S4, and S5, represented by line 182, are fluidly connected to conduit C1, and cylinder S6, represented by line 192, is fluidly connected to conduit C2, and in configuration 172, the storage volume ratio is 5:1. In configuration 173, cylinders S1, S2, and S3, represented by line 183, are fluidly connected to conduit C1, and cylinders S4 and S5, represented by line 193, are fluidly connected to conduit C2 (in this case, cylinder S6 is not used and can be removed), and in configuration 173, the storage volume ratio is 3:2. In configuration 174, cylinders S1 and S2, represented by line 184, are fluidly connected to conduit C1, and cylinders S3, S4, and S5, represented by line 194, are fluidly connected to conduit C2 (in this case, cylinder S6 is not used and can be removed), and in configuration 174, the storage volume ratio is 2:3. In configuration 175, cylinder S1, represented by line 185, is fluidly connected to conduit C1, and cylinder S2, represented by line 195, is fluidly connected to conduit C2 (in this case, cylinders S3, S4, S5, and S6 are not employed and can be removed), then in configuration 175, the storage volume ratio is 1:1. A storage volume ratio of 3:3 and a storage volume ratio of 1:1 are essentially the same ratio, just achieved by different numbers of cylinders, where, respectively, a storage volume ratio of 3:3 also means that three cylinders are employed in each of the first supply 30 and the second supply 40, while a storage volume ratio of 1:1 also means that only one cylinder is employed in each of the first supply 30 and the second supply 40. In other embodiments, other storage volume ratios may be employed, and some non-limiting examples include 3:1, 4:1, 1:2, 1:3, 1:4, 1:5. In some embodiments, one or more cylinders may be selectively fluidly connected to conduit C1 or conduit C2. Reference Figure 10Cylinder S3 is selectively fluidically connected to conduit C1 or conduit C2 via valve 92. In the illustrated embodiment, valve 92 is a three-way solenoid valve; however, in other embodiments, valve 92 may be two two-way valves. Controller 130 can manipulate valve 92 between a first open position, fluidly connecting conduit C1 to cylinder S3; a second open position, fluidly connecting conduit C2 to cylinder S3; and a closed position, fluidly isolating conduits C1 and C2 from cylinder S3. In this regard, configuration 173 is achieved when valve 92 is in the first open position, configuration 174 is achieved when valve 92 is in the second open position, and configuration 176 is achieved when valve 92 is in the closed position. In configuration 176, cylinders S1 and S2, represented by line 186, are fluidically connected to conduit C1, and cylinders S4 and S5, represented by line 196, are fluidically connected to conduit C2. In configuration 176, the storage volume ratio is 2:2. In other embodiments, each of cylinders S1 through S5 (and even more in other embodiments) can include its own three-way valve, and accordingly, each three-way valve can fluidly connect the corresponding cylinder to conduit C1 or conduit C2, thereby improving fine-grained control over the storage volume ratio. A rainfall strategy can be employed, wherein one or more reservoirs are initially allocated to the first supply 30. When these reservoirs are depleted or empty, additional full (or fuller) reservoirs can then be allocated to the first supply 30, and similarly to the second supply 40. In further embodiments, any number of the plurality of cylinders can each have a three-way valve connecting them to conduit C1 and conduit C2. Various factors can influence which storage volume ratio between the first supply 30 and the second supply 40 is employed in a particular application, as well as how many cylinders are employed. The size of the compressor 60 and, when the fuel consumer 20 is a vehicle's internal combustion engine, the vehicle's duty cycle are two factors that influence the storage volume ratio between the first supply 30 and the second supply 40. The working cycle of the vehicle can be defined as the relationship between vehicle speed or fuel consumption and time. In some embodiments, when it is desired to maintain the second storage pressure P in the second supply portion 40 S2 When the second storage pressure P of the second supply part 40 is less than 1%, the first supply part 30 may be preferably used, and these factors may result in the storage volume of the first supply part 30 being larger than the storage volume of the second supply part 40. S2 When the first storage pressure P drops below the minimum pressure required for the internal combustion engine to operate, the first storage pressure P S1This minimum pressure will not be reached. The vehicle's duty cycle is important because it determines gaseous fuel consumption, and in particular, the timing of high-consumption events. When the system can no longer maintain the pressure required by the engine (without throttling), the system is considered "empty." When there are more high-consumption events in the vehicle's duty cycle, the system will reach this "empty" state earlier. Systems with larger compressors are generally less sensitive to high-consumption events, and when the compressor is large enough to accommodate the high consumption, the system is even less sensitive to high-consumption events. The timing of high-consumption events can be significant; for example, it is these high-consumption events that cause the system to "empty," at which point the first supply 30 and the second supply 40 are nearly empty and unable to provide further flow. When the first phase of the vehicle's duty cycle is primarily uphill and the second phase is primarily downhill, the vehicle's cruising range is typically greater than when the same route is traveled in reverse order (downhill first, then uphill), despite the same average fuel economy.

[0063] In any embodiment, when the storage volume ratio is adjustable, the storage volume ratio can optionally be configured by the vehicle operator based on a duty cycle encountered on a particular day or a particular trip, for example, by the operator directly inputting the vehicle's planned route (e.g., a route based on geographic location) into the controller 130, and the controller 130 can be programmed to then determine the optimal configuration. Instead of or in addition to the operator configuring the storage volume ratio, the storage volume ratio can also be configured based on a predicted operating pattern. For example, the predicted operating pattern can be based on any one or more of the following: learned operator usage patterns for a particular vehicle or a particular vehicle type; learned operator usage patterns based on previous duty cycles or previous trips for one or more similar vehicles; and input based on geographic location, which can indicate, for example, an upcoming refueling and / or an upcoming high load demand during the route, so as to provide the controller 130 with a determined optimal storage volume ratio configuration. The optimal configuration can also optionally be determined by a separate vehicle communication, analysis, and operating system, which generally includes system hardware components, system firmware components, and system software components, and how these components interact in the system. An exemplary vehicle communication, analysis, and operation system is described in U.S. Patent No. 9,014,888, which is incorporated herein by reference. As described in U.S. Patent No. 9,014,888, the vehicle operation system may include a vehicle equipped with a separate programmable vehicle data system that communicates with controller 130 regarding the optimal fuel storage volume ratio between the storage volume of first supply 30 and the storage volume of second supply 40 based on a predetermined duty cycle, a learned duty cycle, or even an upcoming high load demand on the route. The onboard vehicle data system may optionally be partially or fully included in controller 130, or the onboard vehicle data system may be separately housed and configured to transmit and receive data from controller 130. Similar to controller 130, the separate vehicle data system may include a processor (CPU) and ROM and RAM coupled to the CPU. The ROM has multiple inputs and outputs and contains firmware that provides static information and instructions to the CPU. The RAM contains software that performs the calculations necessary to calculate routes, report and analyze vehicle-specific data, including one or more types of onboard fuel, fuel storage arrangements, and fuel supply architecture, and manages inputs and outputs, and can display information to the operator. The vehicle data system also includes a data storage device coupled to the CPU for storing user-entered data, real-time data, and historical data, and a transceiver coupled to the CPU for transmitting and receiving data via a wired or wireless communication network.The inputs and outputs may be any components known in the art that allow the vehicle data system to receive logical data and communicate the logical data with, for example, a user interface; such as, but not limited to, a display, an audio system, a keyboard; USB, flash memory, Bluetooth, near-field communication, or other data transferable ports and media; and factory or third-party installed vehicle systems. The vehicle may optionally be equipped with GPS (or other navigation systems), operating sensors, and environmental sensors. The vehicle data system may also be configured to communicate with GPS, operating sensors such as accelerometers and optical spatial sensors, and environmental sensors such as CO, NOx, temperature, noise (dB), and humidity sensors, as well as the vehicle's fuel architecture and vehicle operating system. The vehicle data system's RAM contains system software for determining the most efficient route or trip plan based on the vehicle's real-time data, the vehicle's central data collection, and assigned usage patterns specific to the vehicle, operator, and / or geographic region. The system software in the RAM may include a data management and processing system that includes a data processing module and one or more databases used in the vehicle operating system. The processing module may be a separate software module, but not a separate processor / memory system. Some of these modules are onboard and some are offboard; and some of these modules may be offboard or onboard.

[0064] The gaseous fuel systems 10, 11, 12, 13, 14, 15, 16, and 17 (hereinafter referred to as gaseous fuel systems 10 to 17) can be operated in a variety of ways. Figure 11 Algorithm 200 illustrates one such technique for operating the gaseous fuel systems 10-17. When the fuel consumer 20 is ready to receive gaseous fuel, such as when the internal combustion engine is started, the algorithm 200 begins at step 205 (note that the details of starting the internal combustion engine are not disclosed herein, and upon exiting step 205, the internal combustion engine is already started and running). Algorithm 200 can be programmed into the controller 130, in which case the controller executes the various steps in the algorithm. In the illustrated embodiment, algorithm 200 represents a simplified operating mode of the gaseous fuel systems 10-17, which employs only the first pressure regulator 70, while the second pressure regulator 80 and associated valves may simply not be used or may be omitted.

[0065] In step 210, the conditions under which an uncompressed high-pressure flow from the first supply 30 can be achieved are evaluated. As used herein, high-pressure flow refers to the flow of gaseous fuel through the first pressure regulator 70, and low-pressure flow refers to the flow of gaseous fuel through the second pressure regulator 80, wherein high pressure and low pressure are relative terms relative to each other, because in some embodiments, the actual pressures of the high-pressure flow and the low-pressure flow can be regarded as low pressure or high pressure respectively; the term "uncompressed high-pressure flow" refers to the flow of gaseous fuel from the first supply 30 and / or the second supply 40 through the first pressure regulator 70 without being pressurized by the compressor 60; and the term "uncompressed high-pressure flow" refers to the flow of gaseous fuel from the first supply 30 and / or the second supply 40 through the first pressure regulator 70 without being pressurized by the compressor 60; The term "low-pressure flow" refers to the flow of gaseous fuel from the first supply portion 30 and / or the second supply portion 40 that passes through the second pressure regulator 80 without being pressurized by the compressor 60; the term "compressed high-pressure flow" refers to the flow of gaseous fuel from the first supply portion 30 and / or the second supply portion 40 that passes through the first pressure regulator 70 after being pressurized by the compressor 60; and the term "compressed low-pressure flow" refers to the flow of gaseous fuel from the first supply portion 30 and / or the second supply portion 40 that passes through the second pressure regulator 80 after being pressurized by the compressor 60. The compressor 60 provides supplemental compression to the gaseous fuel stored as compressed gas in the first supply portion 30 and the second supply portion 40. The algorithm 200 determines a first storage pressure P in the first supply portion 30. S1 Is it higher than the upper threshold pressure P? UT , so that when this condition is true (Y), control is transferred to step 215 to enter the first operation stage, otherwise control is transferred to step 220. The upper threshold pressure P UT is the lower limit of the pressure of the gaseous fuel supplied to the inlet 72 of the first pressure regulator 70, so that the first pressure regulator can adjust the delivery pressure P D Adjust to the first adjustment pressure P 1R In this case, the internal combustion engine can be operated at least to the maximum rated power, including operation at the maximum rated power. The maximum rated power is the maximum power at which the internal combustion engine is specified to operate. It will be understood by those skilled in the art that the upper threshold pressure P UT When step 210 is true, the gaseous fuel can be supplied directly from the first supply 30 to the fuel consumer 20 (see Figures 1 to 8 ), without the need for pressurization by the compressor 60. If the operating pressure is at or below the upper threshold pressure P UT (and if there is a margin, it is at or below the upper threshold pressure P UTIf the gaseous fuel (the value after deducting the margin) is supplied to the inlet 72 of the first pressure regulator 70, the effective maximum power of the internal combustion engine will be reduced. In step 215, the controller 130 actuates the corresponding supply selection devices 50, 51, 52, 53, 54, 55, 56 and 57 (hereinafter referred to as 50 to 57) so that the gaseous fuel from the first supply part 30 is directly supplied to the first pressure regulator 70 (without being pressurized by the compressor 60), thereby supplying the gaseous fuel to the fuel consumer 20 at a delivery pressure P D is the first regulating pressure P 1R More specifically, in Figures 1 to 5 In the embodiment, valves 90 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 6 In the embodiment, valve 140 is actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 In the embodiment, valves 106 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 8 In the process, valve 140 is actuated to the open position, while the other automatically actuatable valves therein are in the closed position; and in the phase defined by step 215 , compressor 60 is turned off.

[0066] Turning now to step 220, conditions are evaluated for enabling high-pressure flow from the first supply 30 compressed by the compressor 60. As used herein, the term "compressed high-pressure flow" refers to gaseous fuel from the first supply 30 or the second supply 40 that is first compressed by the compressor 60 and then fluidly delivered through the first pressure regulator 70. The algorithm 200 determines whether the gaseous fuel from the first supply 30 should be pressurized before the gaseous fuel is supplied to the first pressure regulator 70. More specifically, step 220 determines the first storage pressure P in the first supply 30. S1 Is it greater than the lower threshold pressure P? LT , and the delivery pressure P D Is it equal to or greater than the first regulating pressure P 1R , so that when these conditions are true, control is transferred to step 225 to enter the second operation stage, otherwise control is transferred to step 230. In addition, it can be understood that the first storage pressure P S1 Less than or equal to the upper threshold pressure P UT is a condition for the algorithm 200 to enter step 220, and in this regard, this condition can be regarded as an implicit requirement of step 220. The lower threshold pressure P LT Mainly determined by the compression ratio of the compressor 60; and in an exemplary embodiment, the first regulating pressure P 1R Divide by the compression ratio of the compressor 60 to determine the lower threshold pressure P LTFor example, when the compression ratio is five (5) and the first regulating pressure P 1R When it is equal to 350bar, the lower threshold pressure P LT Basically it is 70bar (350 / 5). LT When the pressure drop factor of the first pressure regulator 70 is considered, the margin can be increased to the first regulating pressure P 1R , for example, in other embodiments, the lower threshold pressure P LT Can be equal to the upper threshold pressure P UT Divided by the compression ratio, such as when the upper threshold pressure P UT In some embodiments, as the first storage pressure P S1 Decrease and approach the lower threshold pressure P LT For one or more fuel demands of the fuel consumer 20, the first pressure regulator 70 may not be able to reduce the delivery pressure P D Adjust to the first adjustment pressure P 1R This will occur at the lower threshold pressure P LT occurs when the mass flow rate of the compressor 60 at one or more inlet pressures is less than the gaseous fuel mass flow rate required by the fuel consumer 20, so that the compressor 60 and thus the first pressure regulator 70 cannot provide the required gaseous fuel mass flow rate, thereby delivering the pressure P D Drops below the first regulating pressure P 1R The inlet pressure of compressor 60 is the gaseous fuel pressure at inlet 62. In an exemplary embodiment, when the internal combustion engine of fuel consumer 20 is in a heavy truck transport vehicle, compressor 60 may be selected to provide a pressure drop when the internal combustion engine is operating at maximum rated power and the compressor inlet pressure is at a lower threshold pressure P LT 35% to 45% of the fuel mass flow required by the fuel consumer 20 at the time of the fuel consumption. The mass flow rate of the compressor 60 can be related to the size of the compressor (and in particular the size of the compression chamber of the compressor), with a compressor having a larger compression chamber (larger volume) having a greater mass flow rate, all other things being equal. In addition, the (average) mass flow rate of the compressor 60 can be related to the duty cycle of the compressor, with a compressor having a larger duty cycle having a greater (average) mass flow rate, all other things being equal. The duty cycle of a compressor is the percentage of time that the compressor can operate relative to the total cycle time (for example, a compressor with a duty cycle of 75% and a total cycle time of 1 hour can only operate for 45 minutes and must rest for 15 minutes). When the inlet pressure of the compressor 60 is substantially at the lower threshold pressure P LT When the internal combustion engine can operate at the low pressure threshold power PWR LPT And below the low voltage threshold power PWR LPTLow voltage threshold power PWR LPT The value depends on the mass flow rate of the compressor 60 (low pressure threshold power PWR LPT The value of PWR may in turn depend on the size of the compressor) and may be up to the maximum rated power of the internal combustion engine (when the compressor mass flow rate can match the mass flow rate required when the fuel consumer 20 is operated at the maximum rated power) or below the maximum rated power, in which case the low threshold power PWR LPT is the derated power. The advantages of using a smaller compressor include reduced cost and weight, reduced parasitic losses in operating the compressor, and more space for fuel storage in space-constrained applications. When the fuel consumer 20 is an internal combustion engine, the compressor 60 can be powered by energy derived from the combustion of gaseous fuel from the first and second supplies 30 and 40; thus, each time the compressor 60 is operating, fuel economy decreases because a portion of the energy derived from the combustion of the gaseous fuel is used to power the compressor. Generally, powering a larger compressor consumes more energy than powering a smaller compressor. On the other hand, a larger compressor can generally provide a greater mass flow of gaseous fuel at a lower storage pressure than a smaller compressor, allowing the internal combustion engine to operate at its maximum rated power when the storage pressure in the first and second supplies 30 and 40 is lower when using a larger compressor. For each application, a trade-off needs to be made between these competing demands so that the compressor is neither too large nor too small. In an exemplary embodiment, the low-pressure threshold power PWR is 0. LPT It can be 25%, 50% or 75% of the maximum rated power of the internal combustion engine. Returning to step 225, the controller 130 actuates the corresponding supply selection devices 50 to 57, so that the gaseous fuel from the first supply portion 30 is supplied to the inlet 62 of the compressor 60, and the compressor 60 is turned on to pressurize the gaseous fuel, and the gaseous fuel from the outlet 64 of the compressor is delivered to the first pressure regulator 70, thereby supplying the gaseous fuel to the fuel consumer 20 at a delivery pressure P D (See Figures 1 to 8 ) is the first regulating pressure P 1R More specifically, in Figures 1 to 5 In the embodiment, valves 100 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figures 6 to 8 In step 220, the valve 140 is actuated to the open position, while the other valves are in the closed position; and in the phase defined by step 225, the compressor 60 is turned on. D Is it equal to or greater than the first regulating pressure P 1RThe evaluation performed captures the situation where the compressor fails to meet the mass flow demand of the fuel consumer 20, so that when this condition is not met, control is transferred to step 230. It will be understood by those skilled in the art that when monitoring the delivery pressure P D A margin can be included when the delivery pressure P D With the first regulating pressure P 1R Compare the values ​​after deducting the margin.

[0067] When the algorithm 200 reaches step 230 , the first supply 30 is unable to supply the gaseous fuel to the fuel consumer 20 , so that the delivery pressure P D Unable to maintain the first regulating pressure P 1R At , the algorithm turns to the second supply 40 to determine whether and how the second supply 40 can supply gaseous fuel to the fuel consumer 20. In step 230, the conditions under which an uncompressed high-pressure flow from the second supply 40 can be achieved are evaluated. More specifically, the algorithm 200 determines the second storage pressure P in the second supply 40. S2 Is it higher than the upper threshold pressure P? UT , so that when this condition is true, control is transferred to step 235 to enter the third operation stage, otherwise control is transferred to step 240. In step 235, the controller 130 actuates the corresponding supply selection devices 50 to 57 so that the gaseous fuel from the second supply portion 40 is directly supplied to the first pressure regulator 70 (without being pressurized by the compressor 60), thereby supplying the gaseous fuel to the fuel consumer 20 at a delivery pressure P D (See Figures 1 to 6 ) is the first regulating pressure P 1R More specifically, in Figures 1 to 6 In the embodiment, valves 95 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 and Figure 8 In the process, valves 96 and 140 are actuated to the open position, while the other automatically actuatable valves are in the closed position; and in the phase defined by step 235 , the controller 130 controls the compressor 60 to be turned off.

[0068] It is worth noting that when the fuel consumer 20 is supplied with gaseous fuel from the first supply 30 pressurized by the compressor 60 according to the operating phase defined by step 225, the internal combustion engine may operate at a power higher than the low pressure threshold PWR LPT The power starts to operate so that the mass flow provided by the compressor 60 is less than the mass flow required by the fuel consumer 20, so that despite the first storage pressure P S1 Greater than the lower threshold pressure P LT , but the delivery pressure P DDrops below the first regulating pressure P 1R In this case, the internal combustion engine is operated at a power higher than the low pressure threshold power PWR LPT When the power is operated, the algorithm 200 switches to supplying fuel from the second supply 40 to the fuel consumer 20 according to the third operating phase defined by step 235 (assuming the second storage pressure P S2 Higher than the upper threshold pressure P UT ), and when the internal combustion engine starts to operate at a power lower than the low pressure threshold power PWR LPT The power operation makes the delivery pressure P D Equal to the first regulating pressure P 1R And the first storage pressure P S1 Greater than the lower threshold pressure P LT , the algorithm 200 will switch back to supplying the fuel consumer 20 with the gaseous fuel from the first supply 30 pressurized by the compressor 60 according to the operating phase defined by step 225. That is, the algorithm 200 can jump by operating in the operating phase according to step 225, then operating in the operating phase according to step 235, and then back to operating in the operating phase according to step 225. Furthermore, as described in more detail below, in some embodiments, during step 235, the compressor 60 can be used to pressurize the gaseous fuel from the first supply 30 while the second supply 40 is providing a high pressure flow through the first pressure regulator 70, in which case the gaseous fuel from the first supply 30 can be combined with the gaseous fuel from the second supply 40 in a high pressure flow.

[0069] When the second supply part 40 can no longer directly supply the pressure higher than the upper threshold pressure P UT The gaseous fuel is supplied to the first pressure regulator 70 at a pressure of 100 psi, so that the first pressure regulator cannot reduce the delivery pressure P to the fuel consumer 20. D Adjust to the first adjustment pressure P 1R When , the algorithm 200 proceeds to step 240. In step 240, the conditions under which high pressure flow from the second supply 40 through the compressor 60 can be achieved are evaluated. More specifically, the algorithm 200 determines the second storage pressure P in the second supply 40. S2 Is it greater than the lower threshold pressure P? LT, thus, when the condition is true (Y), control is transferred to step 245 to enter the fourth operation stage, otherwise control is transferred to step 250. In step 245, the controller 130 actuates the corresponding supply selection devices 50 to 57, so that the gaseous fuel from the second supply portion 40 is supplied to the inlet 62 of the compressor 60, and the compressor 60 is turned on to pressurize the gaseous fuel, and then the gaseous fuel from the outlet 64 of the compressor is delivered to the first pressure regulator 70, thereby supplying the gaseous fuel to the fuel consumer 20 at a delivery pressure P D (See Figures 1 to 8 ) is the first regulating pressure P 1R More specifically, in Figures 1 to 6 In the embodiment, valves 105 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 In the embodiment, valves 96, 106 and 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 In the step 245, the valve 96 and the valve 140 are actuated to the open position, while the other automatically actuable valves are in the closed position; and in the phase defined by step 245, the compressor 60 is turned on. It is worth noting that in step 245, the second storage pressure P S2 may be low enough (but still above the lower threshold pressure P LT ), and the fuel demand of the fuel consumer 20 may be high enough (the engine is running at a power above the low pressure threshold PWR LPT power operation), so that the delivery pressure P D Cannot maintain the first regulating pressure (P 1R ), in this case, the algorithm can automatically reduce the effective maximum power of the internal combustion engine so that the delivery pressure P D Maintain at the first regulating pressure P 1R This can happen when a compressor is deliberately undersized.

[0070] When the first storage pressure P S1 and the second storage pressure P S2 are equal to or lower than the lower threshold pressure P LT When the algorithm 200 enters step 250, the fuel consumption device 20 may not be operated at the maximum rated power, nor at the low voltage threshold power PWR. LPT Or higher than the low voltage threshold power PWR LPTPreferably, the first supply 30 and the second supply 40 are refilled with gaseous fuel before this occurs (for example, the operator of the vehicle driven by the internal combustion engine may be notified in advance so that the operator can take corrective measures to refill the first supply 30 and the second supply 40, respectively, to prevent the algorithm 200 from entering step 250). In step 250, the algorithm 200 may simply stop supplying gaseous fuel to the fuel consumer 20 to prevent damage to the compressor 60, in which case the internal combustion engine will stall. Alternatively, the internal combustion engine may continue to operate at a power below the low pressure threshold PWR. LPT The derating power operation (wherein the gaseous fuel is supplied from the first supply portion 30 and / or the second supply portion 40 to the fuel consumer 20) is performed until the first storage pressure P S1 and / or the second storage pressure P S2 Respectively too low to operate the internal combustion engine at any power level.

[0071] Now refer to Figure 12 , an algorithm 300 is shown that illustrates another technique for operating the gaseous fuel system 10 to 17, the algorithm 300 being similar to the algorithm 200, with only the differences being discussed below. In the illustrated embodiment, the algorithm 300 represents a simplified mode of operation of the gaseous fuel system 10 to 17 that employs only the first supply 30, while the second supply 40 may simply not be used or may be omitted. In step 205, after the fuel consumer 20 is ready to receive fuel, such as after the internal combustion engine is started, the algorithm 300 proceeds to step 310, rather than proceeding to step 210 as in the algorithm 200. In step 310, the conditions under which low-pressure flow from the first supply 30 can be achieved are evaluated. More specifically, the algorithm 200 determines whether the internal combustion engine is operating at a power level below a low-pressure flow threshold power PWR. LPF-T The first storage pressure P in the first supply portion 30 is operated at a power level (ie, the load on the engine) of S1 Is it higher than the second regulating pressure P 2R , so that when both conditions are true (Y), control transfers to step 315 which enters the fifth stage of operation, otherwise control transfers to step 210 where the other previously discussed conditions are evaluated. In the exemplary embodiment, the low voltage flow threshold power PWR LPF-T This may be a medium load power condition of the internal combustion engine (i.e., power substantially equal to 50% of the maximum rated power); although in other embodiments, other higher or lower engine power levels may be employed. Many factors may affect the low pressure flow threshold power PWR LPF-T, such factors as the type of gaseous fuel and the combustion mode of the internal combustion engine. A variety of combustion modes are contemplated, including a late-cycle direct injection combustion mode (wherein the gaseous fuel is combusted substantially as a diffusion combustion), a mid-cycle direct injection combustion mode (wherein the gaseous fuel is combusted substantially as a partially premixed combustion, which includes both a diffusion flame component and a premixed flame component), and an early-cycle combustion mode (wherein the gaseous fuel is combusted substantially as a premixed flame combustion, and the gaseous fuel may be injected directly into the engine cylinder or fumigated through the intake valve). In step 315, the controller 130 actuates the corresponding supply selection devices 50 to 57 (see, respectively). Figures 1 to 8 ), so that the gaseous fuel from the first supply portion 30 is supplied to the second pressure regulator 80, and thus supplied to the fuel consumer 20 (see Figures 1 to 8 ) of the gaseous fuel delivery pressure P D The second regulating pressure P 2R More specifically, in Figure 1 、 Figure 2 and Figure 4 In the embodiment, valve 110 is actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 3 and Figure 5 In the embodiment, valves 90 and 145 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 6 In the embodiment, valves 95, 105, 115, 140 and 155 are in the closed position; Figure 7 In, valve 106 is actuated to the open position, while the other automatically actuable valves therein are in the closed position; valve 96, valve 140 and valve 155 are in the closed position; and in Figures 1 to 8 In all the embodiments shown, the compressor 60 is switched off during the phase defined by step 315. Figure 12 In the embodiment, with the first regulating pressure P 1R The internal combustion engine can be operated at a second regulating pressure P 2R (The second regulating pressure P 2R Lower than the first regulating pressure P 1R ) below the low voltage flow threshold power PWR LPF-T The ability to operate at lower power levels without significantly changing the thermal efficiency of the internal combustion engine, particularly but not exclusively when the gaseous fuel is hydrogen, allows the internal combustion engine to operate at lower pressures for longer periods of time, potentially increasing its range.

[0072] When the condition in step 310 is false (N), the algorithm 300 proceeds to step 210, and then when the condition in step 210 is true (Y), the algorithm 300 proceeds to step 215, in which the high pressure fluid is supplied from the first supply 30, without compression, at the first regulated pressure P1R The fuel is supplied to the fuel consumer 20 (first operating stage), and when the condition in step 210 is false (N), the algorithm 300 proceeds to step 220. Similarly, when the condition in step 220 is true (Y), the algorithm 300 proceeds to step 225, in which the high pressure flow is supplied from the first supply 30, through the compressor 60, to the first regulated pressure P 1R However, when the condition of step 220 is false (N), the algorithm 300 proceeds to step 320 instead of proceeding to step 250 shown in the algorithm 200. In addition, step 320 indicates that only the first fuel supply 30 is present and the first fuel supply cannot be supplied at a pressure higher than the lower threshold pressure P. LT The gaseous fuel is supplied at a pressure such that the internal combustion engine cannot operate at the low pressure threshold power PWR LPT Except for the case where the internal combustion engine is operated at a power lower than the low pressure threshold power PWR, step 320 is similar to step 250 in algorithm 200. Similar to step 250, algorithm 300 may simply stop supplying gaseous fuel to fuel consumer 20 in step 320, or the internal combustion engine may continue to operate at a derated power that is lower than the low pressure threshold power PWR. LPT Additionally, the algorithm 300 may implement low pressure flow through the second pressure regulator 80 in step 320, particularly when the power drops below the low pressure flow threshold power PWR LPFT hour.

[0073] Now refer to Figure 13 , an algorithm 400 is shown that illustrates another technique for operating the gaseous fuel system 10 to 17, the algorithm 400 combines aspects of the algorithm 200 with aspects of the algorithm 300, and only the differences are discussed. The algorithm 400 uses the algorithm shown in FIG. Figures 1 to 8 In the embodiment of the present invention, the gaseous fuel system 10 to 17 can be operated with all components of the first supply 30 and the second pressure regulator 80, in which case the gaseous fuel system 10 to 17 can be supplied with a low-pressure flow of gaseous fuel or a high-pressure flow of gaseous fuel from each of the first supply 30 and the second supply 40, respectively, as will now be discussed. In step 205, similar to the algorithm 300, the algorithm 400 proceeds to step 310.

[0074] The algorithm 400 begins by testing the conditions for enabling low pressure flow to the fuel consumer 20. In step 310, the conditions for low pressure flow from the first supply 30 are evaluated, and when these conditions are met, control transfers to step 315 to enter the fifth operating phase as previously discussed, otherwise control transfers to step 410, in which the conditions for low pressure flow from the second supply 40 are evaluated. More specifically, in step 410, the algorithm 400 determines whether the internal combustion engine is operating below a low pressure flow threshold power PWR.LPF-T The second storage pressure P in the second supply part 40 is operated at a power level of S2 Is it higher than the second regulating pressure P 2R , so that when these two conditions are true, control is transferred to step 415 which enters the sixth stage of operation, otherwise control is transferred to step 210 where the other previously discussed conditions are evaluated. In step 415, the controller 130 actuates the corresponding supply selection devices 50 to 57 (see Figures 1 to 8 ), so that the gaseous fuel from the second supply portion 40 is supplied to the second pressure regulator 80, thereby supplying the gaseous fuel to the fuel consumer 20 at a delivery pressure P D (See Figures 1 to 6 ) is the second regulating pressure P 2R More specifically, in Figure 1 、 Figure 2 、 Figure 4 and Figure 6 In the embodiment, valve 115 is actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 3 and Figure 5 In the embodiment, valves 95 and 145 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 and Figure 8 In , valve 96 is actuated to an open position, while the other automatically actuatable valves therein are in a closed position; and Figures 1 to 8 In all the embodiments shown, the compressor 60 is off during the period defined by step 415. When the low pressure flow conditions in steps 310 and 410 are not met, the algorithm 400 proceeds to the decision nodes defined by steps 210, 220, 230, and 240, each of which corresponds to Figure 11 The algorithm 200 in FIG. 2 is described in detail. Step 210 determines whether the conditions for uncompressed high pressure flow from the first supply 30 are met. Step 220 determines whether the conditions for high pressure flow from the first supply 30 through the compressor 60 are met. Step 230 determines whether the conditions for uncompressed high pressure flow from the second supply 40 are met. Step 240 determines whether the conditions for high pressure flow from the second supply 40 through the compressor 60 are met. When the conditions in step 240 are not met, control transfers to step 420, except that in step 420, the internal combustion engine can be operated at a derated power from the first supply 30 and / or the second supply 40, which is similar to the conditions regarding Figure 8 Similar to step 320 discussed above, the derated power is lower than the low voltage threshold power PWR LPT , and the algorithm 400 can achieve low pressure flow through the second pressure regulator 80, especially when the power drops below the low pressure flow threshold power PWR LPF-T hour.

[0075] Now refer to Figure 14 and Figure 15 , an algorithm 500 is shown, which illustrates another technique for operating the gaseous fuel systems 11 to 17. The algorithm 500 is similar to the algorithm 400, and only the differences will be discussed. The algorithm 500 introduces decision nodes 510 and 520 between the decision nodes 410 and 210 of the algorithm 400. In step 510, the condition of the low-pressure flow from the first supply 30 through the compressor 60 is evaluated. More specifically, in step 510, the algorithm 500 determines whether the internal combustion engine is operating below the low-pressure flow threshold power PWR. LPF-T The first storage pressure P in the first supply part 30 is operated at a power level of S1 Is it higher than the second lower threshold pressure P 2LT , so that when these two conditions are true (Y), control is transferred to step 515 to enter the seventh operation stage, otherwise control is transferred to step 520. The second lower threshold pressure P 2LT It is mainly determined by the compression ratio of the compressor 60 and can be defined as the dividend second adjustment pressure P 2R Divided by the compression ratio, in the exemplary embodiment, the second lower threshold pressure P 2LT It can be 50 bar (250 / 5). In step 515, the controller 130 activates the corresponding supply selection devices 51 to 57 (see Figures 11 to 17 ), so that the gaseous fuel from the first supply portion 30 is supplied to the inlet 62 of the compressor 60, and the outlet 64 is fluidly connected to the second pressure regulator 80, so that the delivery pressure P of the gaseous fuel supplied to the fuel consumer 20 is D The second regulating pressure P 2R More specifically, in Figure 2 In the embodiment, valves 100 and 155 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 3 and Figure 5 In the embodiment, valves 100 and 145 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 4 In the embodiment, valves 100, 95 and 115 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 6 、 Figure 7 and Figure 8 In the step 515, the valve 155 is actuated to the open position, while the other automatically actuable valves are in the closed position; and in the phase defined by step 515, the compressor 60 is turned on. In step 520, the condition of the low-pressure flow from the second supply 40 through the compressor 60 is evaluated. More specifically, in step 520, the algorithm 500 determines whether the internal combustion engine is operating below the low-pressure flow threshold power PWR.LPF-T The second storage pressure P in the second supply part 40 is operated at a power level of S2 Is it higher than the second lower threshold pressure P 2LT , so that when these two conditions are true, control is transferred to step 525 to enter the eighth operation stage, otherwise control is transferred to step 210. In step 525, the controller 130 activates the corresponding supply selection devices 51 to 57 (see Figures 11 to 17 ), so that the gaseous fuel from the second supply portion 40 is supplied to the inlet 62 of the compressor 60, and the outlet 64 is fluidly connected to the second pressure regulator 80, so that the delivery pressure P of the gaseous fuel supplied to the fuel consumer 20 is D The second regulating pressure P 2R More specifically, in Figure 2 and Figure 6 In the embodiment, valves 105 and 155 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 3 and Figure 5 In the embodiment, valves 105 and 145 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 4 In the embodiment, valves 105, 95 and 115 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 7 In the embodiment, valves 96, 106 and 155 are actuated to the open position, while the other automatically actuable valves are in the closed position; Figure 8 , valve 96 and valve 155 are actuated to the open position, while the other automatically actuatable valves therein are in the closed position; and in the phase defined by step 515, the compressor 60 is turned on. The seventh phase and the eighth phase (which provide compressed low-pressure flow) each increase the operating range of the vehicle of the fuel consumer 20 using an internal combustion engine. In other embodiments, the order of the decision nodes in the algorithm 500 can be rearranged. In one such embodiment, the order of the decision nodes can be 310, 510, 410, 520, 210, 220, 230 and 240, which successively determine whether the fifth phase, the seventh phase, the sixth phase, the eighth phase, the first phase, the second phase, the third phase and the fourth phase can be entered, respectively. Reference Figure 12In the illustrated algorithm 300, other embodiments may further include a decision node 510 between decision node 310 and decision node 210, so that compressed low-pressure flow from the first supply may be employed. The first stage refers to uncompressed high-pressure flow from the first supply, the second stage refers to compressed high-pressure flow from the first supply, the third stage refers to uncompressed high-pressure flow from the second supply, the fourth stage refers to compressed high-pressure flow from the second supply, the fifth stage refers to uncompressed low-pressure flow from the first supply, the sixth stage refers to uncompressed low-pressure flow from the second supply, the seventh stage refers to compressed low-pressure flow from the first supply, and the eighth stage refers to compressed low-pressure flow from the second supply.

[0076] Now refer to Figure 16 and Figure 17 , an algorithm 600 is shown, which illustrates another technique for operating the gaseous fuel systems 11, 12, 14, 15, and 16. The algorithm 600 is similar to the algorithm 500, and only the differences will be discussed. The decision node in step 510 of the algorithm 500 is replaced by step 511 (which is also considered as the decision node for determining the seventh operating stage), wherein the delivery pressure P D Greater than or equal to the second regulating pressure P 2R The criterion for judging the first storage pressure P is an additional condition, and when the condition is true (Y), control is transferred to step 515. S1 Close to the second lower threshold pressure P 2LT When the compressor 60 is sufficiently undersized, at some point the compressor may not be able to provide the gaseous fuel mass flow required by the fuel consumer 20. At this time, the delivery pressure begins to drop, and when the delivery pressure P D Drops below the second regulating pressure P 2R When the control is transferred to step 410, the second lower threshold pressure power PWR can be defined. 2LPT When the inlet pressure of the compressor 60 is substantially at the second lower threshold pressure P 2LT When the internal combustion engine can be powered at the second low pressure threshold power PWR 2LPT (The second low voltage threshold power PWR 2LPT is a derated power) and a power lower than the second low voltage threshold power PWR 2LPT The second low voltage threshold power PWR 2LPT The value depends on the mass flow rate of the compressor 60 (the second low pressure threshold power PWR 2LPT The value of may in turn depend on the size of the compressor) and may be as high as the low pressure flow threshold power PWR LPF-T (When the compressor mass flow rate can match the fuel consumer 20 at the low pressure flow threshold power PWR LPF-TThe mass flow rate required for operation) or below the low pressure flow threshold power PWR LPF-T . The order of the decision nodes of step 410 and step 511 in algorithm 600 has been interchanged compared to step 410 and step 510 in algorithm 500. By first extracting the uncompressed and compressed low-pressure flow from the first supply 30 before extracting the uncompressed low-pressure flow from the second supply 40, the pressure of the second supply is maintained for a longer period of time. During the sixth operating phase defined by step 415, when the uncompressed low-pressure flow is extracted from the second supply 40 through the second pressure regulator 80, there is an opportunity to employ the compressor 60 to pressurize the gaseous fuel from the first supply 30, and during the third operating phase defined by step 235, when the uncompressed high-pressure flow is extracted from the second supply 40 through the first pressure regulator 70, there is an opportunity to employ the compressor 60 to pressurize the gaseous fuel from the first supply 30. Reference Figure 16 In the sixth operation phase in step 415 of the algorithm 600, first, after the conditions for the sixth operation phase in step 415 are achieved, control is transferred to step 610, in which the conditions for pressurizing the gaseous fuel from the first supply portion 30 during the sixth operation phase are evaluated. More specifically, the algorithm 600 determines the first storage pressure P in the first supply portion 30 in step 610. S1 Is it greater than the second lower threshold pressure P 2LT , such that when this condition is true, control transfers to step 615 entering the ninth stage of operation, otherwise control returns to the beginning of the algorithm 600 (i.e., step 310). In step 615, the controller 130 pressurizes the gaseous fuel from the first supply 30 by enabling the flow of gaseous fuel through the compressor 60, so that the pressurized gaseous fuel can simply re-pressurize the accumulator, such as Figure 2 、 Figure 6 and Figure 7 Pipe C10 in Figure 3 Pipe C12 in, and Figure 5 The pressurized gaseous fuel can be re-pressurized in conduit C14 in the first supply 30, or the pressurized gaseous fuel can be added to the uncompressed low pressure flow from the second supply 40. This can allow more fuel mass to be extracted from the first supply 30, thereby improving fuel economy, especially when the parasitic energy cost of pressurizing the gaseous fuel is less than the energy extracted from the pressurized fuel to operate the internal combustion engine. For example, when the compression ratio of the compressor 60 is five (5), the first regulated pressure P 1R is 350 bar, and the second regulating pressure P 2R When the first storage pressure P is 250 bar, S1The available value of can be reduced from 70 bar to 50 bar. More specifically, in order to re-pressurize pipeline C10, pipeline C12 and pipeline C14, in addition to the valve opened in step 415, in step 615, the controller 130 Figure 2 、 Figure 3 and Figure 5 and in order to combine the compressed low-pressure flow from the first supply portion 30 with the uncompressed low-pressure flow from the second supply portion 40, in addition to the valve opened in step 415, in step 615, the controller 130 in Figure 2 Actuate valve 100 and valve 155 to the open position; Figure 3 and Figure 5 Actuate valve 100 to the open position; Figure 6 and Figure 7 The valve 155 is actuated to the open position; and the compressor 60 is turned on in step 615. Now referring to Figure 17 After the conditions for the third operating stage in step 235 are achieved, control transfers to step 620, in which the conditions for pressurizing the gaseous fuel from the first supply portion 30 during the third operating stage are evaluated. More specifically, the algorithm 600 determines the first storage pressure P in the first supply portion 30 in step 620. S1 Is it greater than the lower threshold pressure P? LT , such that when this condition is true, control transfers to step 625 entering the tenth operational phase, otherwise control returns to the beginning of the algorithm 600 (i.e., step 310). In step 625, the controller 130 pressurizes the gaseous fuel from the first supply 30 by enabling the flow of gaseous fuel through the compressor 60, in which case the pressurized gaseous fuel may simply re-pressurize the accumulator (or another accumulator), such as the Figure 2 、 Figure 6 and Figure 7 Pipe C10 in Figure 3 Pipe C12 in, and Figure 5 More specifically, in order to re-pressurize conduit C10, conduit C12, and conduit C14 and to combine the compressed high-pressure flow from the first supply 30 with the uncompressed high-pressure flow from the second supply 40, in addition to the valve opened in step 235, in step 625, the controller 130 opens the valves in step 235. Figure 2 、 Figure 3 and Figure 5The valve 100 is actuated to the open position in step 625, and the compressor 60 is turned on in step 625. When the uncompressed high-pressure flow is extracted from the second supply portion 40, in order to re-pressurize the pipelines C10, C12, and C14, the controller 130 controls the compressor 60 to pressurize the pipelines. In this case, the pressurized pressure P P Less than the second storage pressure P S2 In order to combine the compressed high-pressure flow extracted from the first supply portion 30 with the uncompressed high-pressure flow extracted from the second supply portion 40 and deliver the combined flow to the fuel consumer 20 through the first pressure regulator 70, the controller 130 can control the compressor 60 to increase the pressurization pressure P P Increase to greater than the second storage pressure P S2 In all embodiments, during the ninth stage, when an uncompressed low-pressure flow is extracted from the second supply 40 and a compressed low-pressure flow is extracted from the first supply 30, the compressed low-pressure flow can contribute up to 100% of the total low-pressure flow of gaseous fuel reaching the fuel consumer 20, or in other embodiments up to 75% of the total low-pressure flow, or in yet other embodiments up to 50% of the total low-pressure flow, or in yet other embodiments up to 25% of the total low-pressure flow, wherein the compressed low-pressure flow and the uncompressed low-pressure flow are combined at the inlet 82 of the second pressure regulator 80. The total low-pressure flow of gaseous fuel reaching the fuel consumer 20 is the combined flow of the compressed low-pressure flow from the first supply 30 and the uncompressed low-pressure flow from the second supply 40. In the exemplary embodiment, the average mass flow of the compressed low-pressure flow is substantially 20% of the average mass flow of the total low-pressure flow. Similarly, during the tenth phase, when the uncompressed high-pressure flow is extracted from the second supply 40 and the compressed high-pressure flow is extracted from the first supply 30, the compressed high-pressure flow can contribute up to 100% of the total high-pressure flow of gaseous fuel reaching the fuel consumer 20, or in other embodiments up to 75% of the total high-pressure flow, or in yet other embodiments up to 50% of the total high-pressure flow, or in yet other embodiments up to 25% of the total high-pressure flow, wherein the compressed high-pressure flow and the uncompressed high-pressure flow are combined at the inlet 72 of the first pressure regulator 70. The total high-pressure flow of gaseous fuel reaching the fuel consumer 20 is the combined flow of the compressed high-pressure flow from the first supply 30 and the uncompressed high-pressure flow from the second supply 40. In the exemplary embodiment, the average mass flow of the compressed high-pressure flow is substantially 20% of the average mass flow of the total high-pressure flow.

[0077] In all embodiments herein, it is advantageous to fluidly connect the outlet 64 of the compressor 60 to the inlet 72 of the first pressure regulator 70 and the inlet 82 of the second pressure regulator (i.e., fluidly connect the compressor outlet upstream of the inlet of the first pressure regulator and the second pressure regulator) to avoid having to use another pressure regulator downstream of the first pressure regulator and the second pressure regulator. For example, if the outlet 64 of the compressor 60 is fluidly connected to the outlet 74 of the first pressure regulator 70 and the outlet 84 of the second pressure regulator 80, it may be necessary to use an additional high-pressure regulator and a low-pressure regulator downstream of the outlet 64 of the compressor, the outlet 74 of the first pressure regulator, and the outlet 84 of the second pressure regulator, respectively, to appropriately regulate the delivery pressure P to the fuel consumer 20. D This is because, when the gaseous fuel mass is injected from the compressor, the pressurization pressure P at the outlet 64 is P Large transient pressure fluctuations are experienced due to the nature of compressor operation.

[0078] While particular elements, embodiments, and applications of the present invention have been shown and described, it will be understood that the invention is not limited thereto since modifications may be made by those skilled in the art, especially in light of the foregoing teachings, without departing from the scope of the present disclosure.

Claims

1. A device for supplying and pressurizing gaseous fuel to an internal combustion engine, comprising: a first supply of the gaseous fuel, the first supply storing the gaseous fuel as a compressed gas at a first storage pressure; a compressor including an inlet and an outlet, the compressor selectively pressurizing the gaseous fuel from the first supply at the inlet and providing the gaseous fuel at the outlet at a pressurized pressure; as well as a first pressure regulator comprising an inlet and an outlet, the inlet being configured to fluidly receive the gaseous fuel at the first storage pressure from the first supply or the gaseous fuel at the pressurized pressure from the compressor, the first pressure regulator regulating the pressure of the gaseous fuel at the inlet to a first regulated pressure at the outlet, the internal combustion engine being fluidly connected to the outlet to fluidly receive the gaseous fuel at the first regulated pressure.

2. The apparatus according to claim 1, further comprising: a second supply of the gaseous fuel, the second supply storing the gaseous fuel as compressed gas at a second storage pressure; as well as A supply selection device is in fluid communication with the first supply and the second supply and is actuatable to selectively fluidly connect the first supply and the second supply with either the first pressure regulator or the compressor.

3. The apparatus according to claim 1, further comprising: a second pressure regulator, the second pressure regulator including an inlet and an outlet, the inlet of the second pressure regulator being configured to fluidly receive the gaseous fuel at the first storage pressure from the first supply or the gaseous fuel at the pressurized pressure from the compressor, the second pressure regulator regulating the pressure of the gaseous fuel at the inlet to a second regulated pressure at the outlet, the internal combustion engine being fluidly connected to the outlet of the second pressure regulator to fluidly receive the gaseous fuel at the second regulated pressure; and a transfer valve configured to selectively enable flow of gaseous fuel from the first pressure regulator to the internal combustion engine; wherein the first regulated pressure is greater than the second regulated pressure, in which case, when the delivery valve is in an open position, the first pressure regulator is configured to supply a high-pressure flow to the internal combustion engine, and when the delivery valve is in a closed position, the second pressure regulator is configured to supply a low-pressure flow to the internal combustion engine.

4. The device according to claim 1, wherein The gaseous fuel is one of the following: biogas, hydrogen, methane, natural gas and a mixture of these gaseous fuels.

5. The apparatus according to claim 1, further comprising: a second supply of the gaseous fuel, the second supply storing the gaseous fuel as compressed gas at a second storage pressure; a second pressure regulator, the second pressure regulator comprising an inlet and an outlet, the inlet of the second pressure regulator being configured to fluidly receive the gaseous fuel at the first storage pressure from the first supply or the gaseous fuel at the pressurized pressure from the compressor, the second pressure regulator regulating the pressure of the gaseous fuel at the inlet to a second regulated pressure at the outlet, the internal combustion engine being in fluid communication with the outlet of the second pressure regulator to fluidly receive the gaseous fuel at the second regulated pressure; as well as A supply selection device is in fluid communication with the first supply and the second supply and is actuatable to selectively fluidly connect the first supply and the second supply with the first pressure regulator, the second pressure regulator, or the compressor. a transfer valve configured to selectively enable flow of gaseous fuel from the first pressure regulator to the internal combustion engine; wherein the first regulated pressure is greater than the second regulated pressure, in which case, when the delivery valve is in an open position, the first pressure regulator is configured to supply a high-pressure flow to the internal combustion engine, and when the delivery valve is in a closed position, the second pressure regulator is configured to supply a low-pressure flow to the internal combustion engine.

6. The device according to claim 5, wherein When the first supply and the second supply are filled, the first storage pressure of the first supply and the second storage pressure of the second supply are both substantially in the range of 350 bar to 700 bar.

7. The device according to claim 5, wherein The device comprises at least one of the following: The first supply comprises one or more gas cylinders; The second supply unit includes one or more gas cylinders; as well as a common gas cylinder selectively fluidly connected to the first supply or the second supply; Wherein, a storage volume ratio between the volume of the first supply part and the volume of the second supply part is one of the following items: 1:1, 2:1, 3:1, 4:1, 5:1, 1:2, 1:3, 1:4, 1:5, 3:2 and 2:

3.

8. The device according to claim 5, wherein The supply selection means includes at least one of the following: an automatically actuatable valve configured to selectively fluidly connect the first supply with the inlet of the first pressure regulator; an automatically actuatable valve configured to selectively fluidly connect the second supply with the inlet of the first pressure regulator; an automatically actuatable valve configured to selectively fluidly connect the first supply with the inlet of the second pressure regulator; an automatically actuatable valve configured to selectively fluidly connect the second supply with the inlet of the second pressure regulator; an automatically actuatable valve configured to selectively fluidly connect the first supply with the inlet of the compressor; an automatically actuatable valve configured to selectively fluidly connect the second supply with the inlet of the compressor; an automatically actuatable valve configured to selectively fluidly connect the outlet of the compressor with the inlet of the second pressure regulator; an automatically actuatable valve configured to selectively fluidly connect the first supply with the second supply; an automatically actuatable valve configured to selectively enable flow of gaseous fuel from the second pressure regulator to the internal combustion engine; a check valve configured to fluidly communicate the gaseous fuel from the first supply to the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor; a check valve configured to fluidly communicate the gaseous fuel from the second supply to the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor; a check valve configured to fluidly communicate the gaseous fuel from the first supply and the second supply to the inlet of the first pressure regulator; a check valve configured to fluidly communicate the gaseous fuel from the outlet of the compressor to the inlet of the first pressure regulator; a check valve configured to fluidly communicate the gaseous fuel from the first supply and the outlet of the compressor to the inlet of the first pressure regulator; a check valve configured to fluidly communicate the gaseous fuel from the first supply to the inlet of the first pressure regulator; a check valve configured to fluidly communicate the gaseous fuel from the first supply to the inlet of the second pressure regulator; a check valve configured to fluidly communicate the gaseous fuel from the first supply to the inlet of the compressor; a check valve configured to fluidly communicate the gaseous fuel from the first supply and the second supply to the inlet of the second pressure regulator; a conduit configured to fluidly connect the outlet of the compressor with the inlet of the first pressure regulator; a conduit configured to fluidly connect the outlet of the compressor, the inlet of the first pressure regulator, and the inlet of the second pressure regulator; a conduit configured to fluidly connect the inlet of the first pressure regulator and the inlet of the second pressure regulator; as well as A conduit is configured to fluidly connect the first supply, the second supply, the inlet of the first pressure regulator, the inlet of the second pressure regulator, and the inlet of the compressor.

9. The device according to claim 8, wherein The delivery valve is a solenoid valve.

10. The device according to claim 5, wherein The device comprises at least one of the following: The compressor includes one of a reciprocating piston pump, a diaphragm pump and a centrifugal pump; The compressor includes one of a single-acting pump, a double-acting pump and a four-acting pump; The compressor includes one of a single-stage compressor and a multi-stage compressor; and The compressor is actuated hydraulically, pneumatically, mechanically or electromagnetically.

11. The device according to claim 5, wherein The first pressure regulator comprises one of a mechanical pressure regulator, an electronically controlled pressure regulator, and a fuel injector type pressure regulator; and The second pressure regulator includes one of a mechanical pressure regulator, an electronically controlled pressure regulator, and a fuel injector type pressure regulator.

12. The apparatus according to claim 5, further comprising at least one of the following: a first pressure sensor configured to emit a signal representative of the first storage pressure of the gaseous fuel in the first supply; a second pressure sensor configured to emit a signal representative of the first storage pressure of the gaseous fuel in the first supply; a third pressure sensor configured to emit a signal representative of the pressurization pressure at the outlet of the compressor; as well as a fourth pressure sensor configured to emit a signal representative of a delivery pressure of the gaseous fuel supplied from the first pressure regulator and the second pressure regulator to the internal combustion engine; The apparatus further includes a controller programmed to receive at least one of: said signal from said first pressure sensor; said signal from said second pressure sensor; the signal from the third pressure sensor; and said signal from said fourth pressure sensor; The controller is programmed to determine at least one of the following: said first storage pressure being determined based on said corresponding signal from said first pressure sensor; said second storage pressure being determined based on a corresponding said signal from said second pressure sensor; said pressurization pressure being determined based on said corresponding signal from said third pressure sensor; as well as The delivery pressure is determined based on the corresponding signal from the fourth pressure sensor.

13. The apparatus of claim 5, comprising a controller operatively connected to the supply selection device, the compressor, and the delivery valve, the controller being programmed to: comparing the first storage pressure of the first supply portion with an upper threshold pressure; When the first storage pressure of the first supply portion is greater than the upper threshold pressure, the pressure is supplied from the first supply portion through the first pressure regulator to the The uncompressed high-pressure gaseous fuel flow of the internal combustion engine is controlled to perform a first operating stage; When the first storage pressure of the first supply portion is less than or equal to the upper threshold pressure, comparing the first storage pressure to a lower threshold pressure and comparing the delivery pressure to the first regulated pressure; When the first storage pressure is greater than the lower threshold pressure and the delivery pressure is greater than or equal to the first regulation pressure, By providing the first supply portion through the compressor and the first pressure a flow of compressed, high-pressure gaseous fuel from a force regulator to said internal combustion engine to operate the second operating phase; When the first storage pressure is less than or equal to the lower threshold pressure or the delivery pressure is less than the first regulation pressure, The second storage pressure of the second supply portion is equal to the upper threshold pressure Force comparison; When the second storage pressure is greater than the upper threshold pressure, By providing a pressure regulator from the second supply portion to the The uncompressed high-pressure gaseous fuel flow of the internal combustion engine is controlled to perform the third operating stage; When the second storage pressure is less than or equal to the upper threshold pressure, The second storage pressure of the second supply portion is equal to the lower threshold pressure Force comparison; and When the second storage pressure is greater than the lower threshold pressure, By providing the second supply portion through the compressor and the first compressor The fourth operating phase is controlled by a flow of compressed, high-pressure gaseous fuel from a force regulator to the internal combustion engine.

14. The device according to claim 13, wherein The upper threshold pressure depends on the combustion mode of the internal combustion engine and the gaseous fuel, and the lower threshold pressure depends on the compression ratio of the compressor and the first regulation pressure of the first pressure regulator.

15. The device according to claim 13, wherein The first regulated pressure is in the range of 200 bar to 600 bar, and the second regulated pressure is in the range of 50 bar to 300 bar.

16. The device according to claim 13, wherein During the second operating phase or the fourth operating phase, the compressor is sized to enable the internal combustion engine to operate at a lower threshold pressure-power, the second operating phase providing the compressed high-pressure flow from the first supply, the fourth operating phase providing the compressed high-pressure flow from the second supply, wherein the lower threshold pressure-power is one of: 75% of the maximum rated power of the internal combustion engine; 50% of the maximum rated power of the internal combustion engine; and 25% of the maximum rated power of the internal combustion engine.

17. The device according to claim 13, wherein Before determining whether to operate in the first, second, third, and fourth operating stages, the controller is further programmed to: comparing a power of the internal combustion engine to a low-pressure flow threshold power, and comparing the first storage pressure of the first supply portion to the second regulated pressure; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is greater than the second regulation pressure, By providing a pressure regulator from the first supply portion to the The uncompressed low-pressure gaseous fuel flow of the internal combustion engine is controlled to perform the fifth operating stage; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second regulation pressure, The second storage pressure of the second supply part is adjusted to the second regulation pressure Compare the forces, When the second storage pressure of the second supply part is greater than the second regulation pressure, the pressure regulator 100 is supplied from the second supply part to the second pressure regulator 100. The sixth operating stage is controlled by the uncompressed low-pressure gaseous fuel flow of the internal combustion engine.

18. The device according to claim 17, wherein After determining whether to operate in the fifth and sixth operating stages and before determining whether to operate in the first, second, third, and fourth operating stages, the controller is further programmed to: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulating pressure, comparing the first storage pressure to a second lower threshold pressure; When the first storage pressure is greater than the second lower threshold pressure, By providing the first supply portion through the compressor and the second compressor a compressed low-pressure gaseous fuel flow from a force regulator to the internal combustion engine to control the seventh operating stage; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower limit threshold pressure, comparing the second storage pressure to the second lower threshold pressure; and and When the second storage pressure is greater than the second lower threshold pressure, By providing the second supply portion through the compressor and the second pressure The eighth operating stage is controlled by a flow of compressed low-pressure gaseous fuel from a force regulator to the internal combustion engine.

19. The device according to claim 17, wherein After determining whether to operate in the fifth operation stage and before determining whether to operate in the sixth operation stage, the first operation stage, the second operation stage, the third operation stage, and the fourth operation stage, the controller is further programmed to: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulating pressure, comparing the first storage pressure to a second lower threshold pressure; When the first storage pressure is greater than the second lower threshold pressure, By providing the first supply portion through the compressor and the second compressor The seventh operating stage is controlled by a flow of compressed low-pressure gaseous fuel from a force regulator to the internal combustion engine.

20. The device according to claim 19, wherein After determining whether to operate in the fifth, seventh, and sixth operating stages and before determining whether to operate in the first, second, third, and fourth operating stages, the controller is further programmed to: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower limit threshold pressure, comparing the second storage pressure to the second lower threshold pressure; and and When the second storage pressure is greater than the second lower threshold pressure, By providing the second supply portion through the compressor and the second pressure The eighth operating stage is controlled by a flow of compressed low-pressure gaseous fuel from a force regulator to the internal combustion engine.

21. The apparatus according to claim 17, wherein When the operator performs the sixth operation phase, the controller is further programmed to: comparing the first storage pressure to a second lower threshold pressure; and When the first storage pressure is greater than the second lower threshold pressure, By providing the first supply portion through the compressor and the second compressor The force regulator is used to supply a compressed low-pressure gaseous fuel flow to the internal combustion engine and to cause it to The operation from the second supply part through the The second pressure regulator to the uncompressed low pressure gaseous state of the internal combustion engine The fuel flow combination is used to control the ninth operation stage.

22. The device according to claim 21, wherein During the ninth operating stage, the compressed low-pressure gaseous fuel flow from the first supply is up to one of: 100% of the total flow of said gaseous fuel to said internal combustion engine; 75% of the total flow of the gaseous fuel to the internal combustion engine; 50% of the total flow of the gaseous fuel to the internal combustion engine; as well as 25% of the total flow of the gaseous fuel to the internal combustion engine; The total flow rate of the gaseous fuel is a combined flow of the compressed low-pressure flow from the first supply portion and the uncompressed low-pressure flow from the second supply portion.

23. The device according to claim 21, wherein The second lower threshold pressure depends on a compression ratio of the compressor and the second regulation pressure of the second pressure regulator.

24. The apparatus according to claim 17, wherein When the operator performs the sixth operation phase, the controller is further programmed to: comparing the first storage pressure to a second lower threshold pressure; and When the first storage pressure is greater than the second lower threshold pressure, By pressurizing the gaseous fuel extracted from the first supply portion to a pressure equal to the pressure The ninth operation stage is controlled by a pipeline fluidly connected to the outlet of the compressor.

25. The apparatus according to claim 13, wherein When the operator performs the third operation phase, the controller is further programmed to: comparing the first storage pressure to the lower threshold pressure; and When the first storage pressure is greater than the lower threshold pressure, By providing the first supply portion through the compressor and the first pressure The force regulator is used to supply a compressed high pressure gaseous fuel flow to the internal combustion engine and to make it The operation from the second supply part through the The first pressure regulator to the uncompressed high pressure gaseous state of the internal combustion engine The fuel flow combination is used to control the tenth operation stage.

26. The device according to claim 25, wherein During the tenth operating stage, the compressed high-pressure gaseous fuel flow from the first supply is up to one of: 100% of the total flow of said gaseous fuel to said internal combustion engine; 75% of the total flow of the gaseous fuel to the internal combustion engine; 50% of the total flow of the gaseous fuel to the internal combustion engine; as well as 25% of the total flow of the gaseous fuel to the internal combustion engine; The total flow rate of the gaseous fuel is a combined flow of the compressed high-pressure flow from the first supply portion and the uncompressed high-pressure flow from the second supply portion.

27. The apparatus according to claim 13, wherein When the operator performs the third operation phase, the controller is further programmed to: comparing the first storage pressure to the lower threshold pressure; and When the first storage pressure is greater than the lower threshold pressure, By pressurizing the gaseous fuel extracted from the first supply portion to a pressure equal to the pressure The tenth operation stage is controlled by a pipe fluidly connected to the outlet of the compressor.

28. The device according to any one of claims 5 to 27, wherein The controller is also programmed to: Any one or more of the supply selection device, the compressor, and the delivery valve are actuated to fluidly connect the first supply portion and / or the second supply portion with the first pressure regulator, the second pressure regulator, or the compressor according to a determined duty cycle of the engine.

29. The device according to claim 7 or 28, wherein The controller is also programmed to: Actuating the common gas cylinder to selectively fluidly connect to the first supply or the second supply to set the storage volume ratio between the volume of the first supply and the volume of the second supply according to any one or more of the following: a. Determine the duty cycle of the engine; b. Operator preference; c. Learned operator patterns; as well as d. System usage patterns.

30. The apparatus of claim 7, 28 or 29, wherein The controller is also programmed to: Actuating the common gas cylinder to selectively fluidly connect to the first supply or the second supply to set the storage volume ratio between the volume of the first supply and the volume of the second supply according to any one or more of the following: a. Distance to reach high load requirements; b. Distance to the geographic location; c. The distance to system shutdown; and d. Distance to refuel the system.

31. The apparatus of claim 7, 28, 29 or 30, wherein The controller is also programmed to: Actuating the common gas cylinder to selectively fluidly connect to the first supply or the second supply to set the storage volume ratio between the volume of the first supply and the volume of the second supply according to any one or more of the following: a. Time to high load demand; b. Time to reach the geographic location; c. The time at which the system shuts down is reached; and d. Time to refuel the system.

32. The device according to any one of claims 13 to 31, wherein The controller is also programmed to select a sequence of each operating phase to optimize a determined duty cycle of the engine.

33. A method for supplying and pressurizing gaseous fuel to an internal combustion engine, comprising: storing the gaseous fuel in a first supply as a compressed gas at a first storage pressure; storing the gaseous fuel in a second supply as a compressed gas at a second storage pressure; comparing the first storage pressure of the first supply portion with an upper threshold pressure; When the first storage pressure of the first supply portion is greater than the upper threshold pressure, operating a first operating phase by providing a flow of uncompressed high-pressure gaseous fuel from the first supply portion to the internal combustion engine; When the first storage pressure of the first supply portion is less than or equal to the upper threshold pressure, The first storage pressure is compared to a lower threshold pressure, and the delivery pressure of the gaseous fuel to the internal combustion engine is compared to a first regulation pressure. Compare; When the first storage pressure is greater than the lower threshold pressure and the delivery pressure is greater than or equal to the first regulation pressure, By providing a compressed high Compressing the gaseous fuel flow to control the second operation stage; When the first storage pressure is less than or equal to the lower threshold pressure or the delivery pressure is less than the first regulation pressure, The second storage pressure of the second supply portion is equal to the upper threshold pressure Force comparison; When the second storage pressure is greater than the upper threshold pressure, operating a third operating phase by providing a flow of uncompressed, high-pressure gaseous fuel from the second supply to the internal combustion engine; When the second storage pressure is less than or equal to the upper threshold pressure, The second storage pressure of the second supply portion is equal to the lower threshold pressure Force comparison; and When the second storage pressure is greater than the lower threshold pressure, By providing a compressed high The fourth operation stage is controlled by compressing the gaseous fuel flow.

34. The method according to claim 33, wherein The upper threshold pressure depends on the combustion mode of the internal combustion engine and the gaseous fuel, while the lower threshold pressure depends on the compression ratio of the compressor and the first regulation pressure of the first pressure regulator.

35. The method of claim 33, wherein: The first regulated pressure is in the range of 200 bar to 600 bar, and the second regulated pressure is in the range of 50 bar to 300 bar.

36. The method of claim 33, wherein: During the second phase or the fourth phase, the compressor compressing the gaseous fuel is sized to enable the internal combustion engine to operate at a lower threshold pressure power, the second phase providing the compressed high-pressure flow from the first supply, the fourth phase providing the compressed high-pressure flow from the second supply, wherein the lower threshold pressure power is one of: 75% of the maximum rated power of the internal combustion engine; 50% of the maximum rated power of the internal combustion engine; and 25% of the maximum rated power of the internal combustion engine.

37. The method of claim 33, wherein: Before determining whether to perform the first operation stage, the second operation stage, the third operation stage, and the fourth operation stage, the method further includes: comparing a power of the internal combustion engine to a low-pressure flow threshold power, and comparing the first storage pressure of the first supply portion to the second regulated pressure; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is greater than the second regulation pressure, operating a fifth operating phase by providing a flow of uncompressed, low-pressure gaseous fuel from the first supply to the internal combustion engine; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second regulation pressure, comparing the second storage pressure of the second supply portion with the second regulated pressure, When the second storage pressure of the second supply portion is greater than the second regulation pressure, A sixth operating phase is operated by providing a flow of uncompressed, low-pressure gaseous fuel from the second supply to the internal combustion engine.

38. The method of claim 37, wherein: After determining whether to manipulate the fifth operation stage and the sixth operation stage and before determining whether to manipulate the first operation stage, the second operation stage, the third operation stage, and the fourth operation stage, the method further includes: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the second storage pressure is less than or equal to the second regulating pressure, comparing the first storage pressure to a second lower threshold pressure; When the first storage pressure is greater than the second lower threshold pressure, operating a seventh operating phase by providing a flow of compressed, low-pressure gaseous fuel from the first supply to the internal combustion engine; When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower limit threshold pressure, comparing the second stored pressure to the second lower threshold pressure; and When the second storage pressure is greater than the second lower threshold pressure, An eighth operating phase is operated by providing a flow of compressed, low-pressure gaseous fuel from the second supply to the internal combustion engine.

39. The method of claim 37, wherein: After determining whether to manipulate the fifth operation stage and before determining whether to manipulate the sixth operation stage, the first operation stage, the second operation stage, the third operation stage, and the fourth operation stage, the method further includes: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second regulation pressure, comparing the first storage pressure to a second lower threshold pressure; and When the first storage pressure is greater than the second lower threshold pressure, A seventh operating phase is operated by providing a flow of compressed, low-pressure gaseous fuel from the first supply to the internal combustion engine.

40. The method of claim 39, wherein After determining whether to manipulate the fifth, seventh, and sixth operation stages and before determining whether to manipulate the first, second, third, and fourth operation stages, the method further includes: When the power of the internal combustion engine is less than the low-pressure flow threshold power and the first storage pressure is less than or equal to the second lower limit threshold pressure, comparing the second stored pressure to the second lower threshold pressure; and When the second storage pressure is greater than the second lower threshold pressure, An eighth operating phase is operated by providing a flow of compressed, low-pressure gaseous fuel from the second supply to the internal combustion engine.

41. The method of claim 37, wherein: When the sixth operation phase is performed, the method further includes: comparing the first storage pressure to a second lower threshold pressure; and When the first storage pressure is greater than the second lower threshold pressure, By providing a low compression from the first supply to the internal combustion engine The compressed gaseous fuel flow is combined with the control performed in the sixth operating stage. The second supply portion supplies the uncompressed low-pressure gaseous fuel to the internal combustion engine. The material flow combination is used to control the ninth operation stage.

42. The method according to claim 41, wherein During the ninth operating stage, the compressed low-pressure gaseous fuel flow from the first supply is up to one of: 100% of the total flow of said gaseous fuel to said internal combustion engine; 75% of the total flow of the gaseous fuel to the internal combustion engine; 50% of the total flow of the gaseous fuel to the internal combustion engine; as well as 25% of the total flow of the gaseous fuel to the internal combustion engine; The total flow rate of the gaseous fuel is a combined flow of the compressed low-pressure flow from the first supply portion and the uncompressed low-pressure flow from the second supply portion.

43. The method according to claim 42, wherein The second lower threshold pressure depends on the compression ratio of the compressor and the second regulation pressure of the second pressure regulator.

44. The method of claim 37, wherein: When the sixth operation phase is performed, the method further includes: comparing the first storage pressure to a second lower threshold pressure; and When the first storage pressure is greater than the second lower threshold pressure, The ninth operating phase is controlled by pressurizing gaseous fuel extracted from the first supply into the pipeline.

45. The method of claim 33, wherein When the control is to perform the third operation phase, the method further includes: comparing the first storage pressure to the lower threshold pressure; and When the first storage pressure is greater than the lower threshold pressure, By providing a compressed high The compressed gaseous fuel flow is combined with the fuel from the The second supply portion supplies the uncompressed high-pressure gaseous fuel to the internal combustion engine. The material flow combination is used to control the tenth operation stage.

46. ​​The method of claim 45, wherein During the tenth operating stage, the compressed high-pressure gaseous fuel flow from the first supply is up to one of: 100% of the total flow of said gaseous fuel to said internal combustion engine; 75% of the total flow of the gaseous fuel to the internal combustion engine; 50% of the total flow of the gaseous fuel to the internal combustion engine; as well as 25% of the total flow of the gaseous fuel to the internal combustion engine; The total flow rate of the gaseous fuel is a combined flow of the compressed high-pressure flow from the first supply portion and the uncompressed high-pressure flow from the second supply portion.

47. The method of claim 33, wherein: When the control is to perform the third operation phase, the method further includes: comparing the first storage pressure to the lower threshold pressure; and When the first storage pressure is greater than the lower threshold pressure, A tenth operating phase is operated by pressurizing gaseous fuel extracted from said first supply into a conduit.

48. The method of any one of claims 33 to 47, further comprising manipulating the order of each operational phase according to any one or more of the following: a. Determine the duty cycle of the engine; b. Operator preference; c. Learned operator patterns; and d. System usage patterns.

49. The method according to any one of claims 33 to 48, further comprising: Actuating a valve fluidly connecting the common gas cylinder to selectively fluidly connect the common gas cylinder to the first supply or the second supply to set a storage volume ratio between a volume of the first supply and a volume of the second supply according to any one or more of the following: a. Determine the duty cycle of the engine; b. Operator preference; c. Learned operator patterns; as well as d. System usage patterns.

50. The method according to any one of claims 33 to 49, further comprising: Actuating a valve fluidly connecting the common gas cylinder to selectively fluidly connect the common gas cylinder to the first supply or the second supply to set a storage volume ratio between a volume of the first supply and a volume of the second supply according to any one or more of the following: a. Distance to reach high load requirements; b. Distance to the geographic location; c. The distance to system shutdown; and d. Distance to refuel the system.

51. The method of any one of claims 33 to 50, further comprising: Actuating a valve fluidly connecting the common gas cylinder to selectively fluidly connect the common gas cylinder to the first supply or the second supply to set a storage volume ratio between a volume of the first supply and a volume of the second supply according to any one or more of the following: a. Time to high load demand; b. Time to reach the geographic location; c. The time at which the system shuts down is reached; and d. Time to refuel the system.

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