Fuel system for a pressure tank for installation in a gas-powered vehicle

Abstract

The invention relates to a fuel system (1,1') for installation in a hydrogen-powered vehicle comprising a plurality of hydrogen pressure tanks designed for a high-pressure level of at least 200 bar, the fuel system comprising the following assemblies: - a refueling port (2,2') which is suitable for being connected to a corresponding coupling of a filling station, - an intermediate piece (3) which comprises a housing (3a) and at least one check valve (7.1,7.2), - a distributor (4) which comprises a plurality of connectors (13) for lines to the hydrogen pressure tank, - and a valve assembly (5) which comprises at least one cutoff valve (22), a connector (23) for an output line, and a pressure reducer (10) which is designed so that it can reduce the pressure of the hydrogen from the high-pressure level from the pressure tank to a mean-pressure level between 3 bar and 30 bar; wherein the intermediate piece (3) is connected on one side to the refueling port (2) and on the other side to the distributor (4) in such a way that the flow path (100) during refueling is substantially linear from the refueling port (3) through the intermediate piece (3) to the inlet into the distributor (4); and wherein the valve assembly (5) is connected to the intermediate piece (3) without intermediate pipes in such a way that hydrogen can be conducted from the connectors (13) for the lines to the pressure tanks through the pressure reducer (20.1, 20.2) to the connector (23) for the output line.

Description

[0001] for a pressure tank for installation in a

[0002] The invention relates to a fuel system for installation in a hydrogen-powered vehicle with multiple hydrogen pressure tanks, designed for a high-pressure level of at least 200 bar. The fuel system comprises a refueling nozzle, a connection for an outlet line, and a pressure reducer. The pressure reducer is designed to reduce the pressure of the hydrogen from the high-pressure level of the pressure tank to a medium-pressure level between 3 bar and 30 bar.

[0003] Hydrogen-powered vehicles, for example, are powered by a gas engine or a fuel cell with an electric motor. To ensure sufficient fuel storage, the hydrogen is stored as a gas under high pressure in the tank. Pressures of over 200 bar, often 350 bar or 700 bar, and sometimes even up to 875 bar, are typical for such pressure tanks. Since the gas engine or fuel cell operates at a lower inlet pressure, the pressure of the hydrogen gas must be reliably regulated from a high-pressure level to a medium-pressure level.

[0004] Fuel systems for hydrogen pressure tanks (gas tanks) and for installation in hydrogen-powered vehicles are known in the prior art. These are described, for example, in DE 102019200459 A1 and DE 102017214184 A1. A pressure reducer reduces the pressure level from the tank pressure to the required lower pressure level for a fuel cell. A control device and a pressure sensor on the pressure tank can be used to determine the fill level and communicate with a filling station if necessary. The fuel system also features shut-off valves and pipes connected via appropriate screw fittings. If multiple pressure tanks are connected in parallel, additional distribution points for the various tank lines are required. All of these components and connection points must be tested and inspected after installation.This causes considerable effort and carries risks in terms of incorrect installation and resulting leaks.

[0005] The object of the invention is to further develop and improve a fuel system for a hydrogen-powered vehicle so that it can be operated reliably and safely and can be assembled quickly and without errors.

[0006] The object is achieved by a fuel system according to claim 1. Further advantageous features are mentioned in the dependent claims.

[0007] According to the invention, the fuel system according to claim 1 is characterized in that it comprises the following structural units:

[0008] - a refuelling nozzle suitable for connection to a corresponding coupling at a petrol station,

[0009] - an intermediate piece which has a housing and at least one check valve,

[0010] - a distributor which has several connections for lines to the hydrogen pressure tanks,

[0011] - and a valve assembly comprising at least one shut-off valve, a connection for an outlet line, and a pressure reducer designed to reduce the pressure of the hydrogen from the high-pressure level from the pressure tank to a medium-pressure level of between 3 bar and 30 bar; wherein the intermediate piece is connected on one side to the refueling nozzle and on the other side to the distributor, such that the flow path during refueling is substantially straight from the refueling nozzle through the intermediate piece to the inlet into the distributor; and wherein the valve assembly is connected to the intermediate piece without intermediate piping such that hydrogen can be conducted from the connections for the lines to the pressure tanks through the pressure reducer to the connection for the outlet line.The advantage of the fuel system according to the invention is that it is not only optimized for the operation of the vehicle, but also for the refueling process and for the installation of the fuel system in the vehicle.

[0012] During refueling, a much larger volume flow is passed through the fuel system at a higher pressure than during normal ferry operation. The solution proposed here is characterized by the fact that the flow path for the hydrogen during refueling causes less pressure loss in the fuel system and thus leads to less heating of the gas. Since all components through which the hydrogen flows during refueling are arranged in a straight line, the pressure loss is significantly lower than in conventional systems. Furthermore, larger cross-sections and short flow paths can be more easily realized. Minor deviations from the straight flow path are acceptable. It is crucial that no significant pressure loss occurs due to major diversions.

[0013] The inlet to the distributor is considered to be the point where the hydrogen enters the distributor, and here it is where the distributor is connected to the intermediate piece.

[0014] Due to its compact design and its design as a pre-assembled unit, the fuel system according to the invention is easier to install and requires less space in the vehicle. A particular advantage is that all integrated components are connected to one another without separate piping. This leads to greater reliability in terms of leak tightness. The design as a complete unit offers the advantage that the fuel system according to the invention can be pre-assembled independently of the vehicle and independently of the pressure tanks. This pre-assembled fuel system can then also be tested in advance and approved for safety and quality. This allows the fuel system to be offered as a complete unit for the first time.Installation in the vehicle is less complex, as only a few connections need to be made, and all internal components and connections are already tested for functionality and leaks. Mounting is easier, as the self-supporting valve assembly requires only a few attachment points and can be installed as a single assembly. Furthermore, the number of screw connections in the entire fuel system is significantly reduced.

[0015] In a preferred embodiment, at least one of the connections for the lines to the pressure tanks is aligned so that the flow direction at this connection is aligned with the flow path during refueling. This ensures particularly low pressure loss during refueling, at least for one pressure tank.

[0016] In particular, the invention can be advantageously used when the distributor has three, four, or five connections for lines to the pressure tanks. In particular, the distributor can have up to eight connections for lines to the pressure tanks. The arrangement of these connections can be designed in such a way that the pressure loss of the respective lines up to the pressure tanks is taken into account, which often have different lengths and thus cause different pressure losses. For example, the connections can be arranged at an angle to the flow path during refueling, and the angle can be different for the different connections, resulting in varying degrees of deflection. In this way, the longest line can be attached to the connection with the flow path with the lowest pressure loss.

[0017] In addition, the distributor can advantageously have, in addition to a main bore for the gas passage, a bore with a smaller diameter than the main bore upstream of each connection for the lines to the pressure tanks. This allows the pressure loss at this reduced bore to be adjusted to ensure even gas distribution to the various connections. If necessary, the individual bores upstream of the connections can have different diameters to account for, for example, further pressure losses in the respective lines up to the pressure tanks. Connections with longer lines would be designed with a slightly larger bore diameter, while connections with shorter lines would be designed with a smaller bore diameter to achieve the most even flow distribution possible.

[0018] In another version, the distributor includes a temperature sensor mounted in another connection hole. This temperature sensor can be used to determine the gas condition and monitor the gas's heating during refueling. In an alternative version, this temperature sensor is located in the intermediate piece rather than in the distributor.

[0019] It is also advantageous if the distributor has a flange designed so that the distributor can be attached to the intermediate piece in different positions. This allows one or more of the connections for the lines to the pressure tanks to be aligned differently relative to the intermediate piece. This offers the advantage that the fuel system can be used very flexibly. Even with different positions in different vehicles (e.g. one on the left side, one on the right side), the fuel system can be installed so that the lines to the pressure tanks can be connected appropriately and are as short as possible without having to redesign the distributor. The distributor can simply be connected to the intermediate piece in an appropriately modified position.One possible design is for the flange to be ring-shaped and have several equally spaced mounting holes. This allows the distributor to be mounted in various rotational positions.

[0020] Furthermore, it is advantageous if a thermal insulating layer is provided between the valve assembly and the intermediate piece. For example, the insulating layer can be designed as a glass-fiber-reinforced plastic layer. This thermally separates the valve assembly from the intermediate piece and thus protects it from excessive and rapid temperature changes, even if the intermediate piece initially cools down during refueling due to the cold hydrogen gas from the filling station. Another particularly preferred embodiment has a predetermined breaking point on the refueling nozzle, which is designed such that in the event of mechanical overload on the refueling nozzle, it breaks at the predetermined breaking point. This prevents damage to other parts of the fuel system or displacement of the fuel system in the vehicle.The predetermined breaking point is designed to withstand the stresses of refueling, but is less stable than the fuel system's mounting in the vehicle. In particular, this solution ensures that the intermediate piece with the check valve remains intact in the event of an accident near the refueling nozzle, and the lines to the pressure tanks are not stressed by displacement of the fuel system, thus preventing any hazard from escaping hydrogen.

[0021] The predetermined breaking point can be designed, for example, as a groove or notch, or as a thin-walled section on the refueling nozzle. Alternatively or additionally, the connection from the refueling nozzle to the intermediate piece can be designed to serve as a predetermined breaking point by breaking in the event of overload. For example, the connection can be implemented via a thread designed to tear or break in the event of overload.

[0022] The design according to the invention is further improved if two check valves are installed one behind the other in the intermediate piece. This achieves greater safety while still maintaining the advantage of low pressure loss due to a straight flow path during refueling.

[0023] In a further preferred embodiment, the pressure reducer present in the valve assembly is designed as a two-stage pressure reducer. The first stage of the pressure reducer reduces the pressure from the pressure tank to an intermediate level between 40 and 80 bar, and the second stage reduces the pressure further to the intermediate pressure level. A two-stage pressure reducer enables more precise, sensitive, and fluctuation-free pressure adjustment. The intermediate pressure level is particularly preferably between 10 and 25 bar. The pressure reducer is preferably adjustable to the desired pressure level via a spring load. To make the fuel system more reliable and safer in operation, it preferably comprises other components in addition to the pressure reducer: A vent valve, via which the system can be relieved or flushed, for example during maintenance work.A gas filter that retains small, sporadic contaminants from the pressure tanks or lines, thus protecting downstream valves from damage. A shut-off valve that can be used to isolate the fuel system from the fuel cell or gas engine. An overpressure safety valve that protects the fuel system against excessive pressure and is preferably located downstream of the pressure reducer in the flow direction. A pressure sensor for measuring the state of the hydrogen gas. From these measured values ​​– if necessary, together with measured values ​​from sensors on the pressure tank – the amount of hydrogen present in the pressure tank can be determined more reliably and precisely. This is important information for calculating a vehicle's range and for the refueling process. One or more of these components may be present. The existing components are preferably integrated into the valve assembly.

[0024] Furthermore, the valve assembly can have an L-shaped cross-section perpendicular to the flow path during refueling. This allows for a particularly space-saving arrangement on the intermediate piece.

[0025] Particularly preferably, the valve assembly comprises a housing made of an aluminum material, preferably a cast aluminum material or a forged aluminum material, and the intermediate piece comprises a housing made of a steel material. A housing is also understood here to be a base body into which the respective installed components can be inserted. For example, valve seats and / or channels can be integrated as gas lines. The openings or cavities required for valve assembly or for the assembly of other components can be closed with seals and covers.The choice of material ensures, on the one hand, sufficient strength in the intermediate piece, which is exposed to very high pressures and strong cooling during refueling, and, on the other hand, low weight and simple construction and design of the valve assembly are possible, even if several components are provided in the valve assembly.

[0026] Likewise, an embodiment of the invention is included in which the valve assembly is composed of several sub-units that are attached to one another in such a way that they do not require any intermediate pipes.

[0027] According to the invention, there are no bolted, exposed pipes between the parts or components in order not to impair reliability and ease of assembly.

[0028] Furthermore, it is advantageous if a connecting sleeve serves as a flow channel between the intermediate piece and the valve assembly, which is sealed with a gasket both to the intermediate piece and to the valve assembly. Additionally, a gas filter may be provided, arranged so that it is at least partially located within the connecting sleeve. And particularly preferably, the connecting sleeve is positioned so that the flow direction in the connecting sleeve lies in a plane that is perpendicular to the flow path in the intermediate piece during refueling.

[0029] In a preferred embodiment, the fuel system additionally comprises an electronic tank control unit. The tank control unit is capable of receiving and processing at least the signals from the sensors present in the fuel system and generating one or more output signals. By integrating the fuel system of the electronic tank control unit into the fuel system, the assembly can be tested even more extensively in advance, and even fewer interfaces need to be considered during installation in the vehicle. The wiring harness between the tank control unit and the sensors in the fuel system can thus also be integrated.

[0030] Additionally, the tank control unit can be configured to communicate with a hydrogen filling station and, in particular, to control a refueling process. For this purpose, a communication interface is attached to the refueling nozzle as a transmitting and receiving unit and is supported by it.

[0031] To further simplify assembly, it is advantageous if the valve assembly has fastening options that allow the fuel system to be mounted to a support structure that secures the pressure tanks in the vehicle. This allows the fuel system to be attached to a tank module, which comprises a support structure and several pressure tanks, and connected to the pressure tank lines in advance. The tank module, including the fuel system, is then installed in the vehicle as a single unit. This further minimizes assembly time on the vehicle manufacturer's production line, which represents a major advantage.

[0032] Further advantageous features of the invention are explained using exemplary embodiments with reference to the drawings. These features can be advantageously implemented not only in the illustrated combination, but also individually combined with one another. The figures show in detail:

[0033] Fig.1, 2 Representation of a fuel system according to the invention in two different views

[0034] Fig.3a,b Longitudinal section through a fuel system according to the invention

[0035] (2 variants)

[0036] Fig.4 Longitudinal section through the distributor

[0037] Fig.5 Cross section through the fuel system according to the invention

[0038] The figures are described in more detail below. Like reference numerals indicate like or similar parts or components.

[0039] Figures 1 and 2 show an inventive embodiment of the fuel system 1 for a hydrogen-powered vehicle with multiple pressure tanks in two different views. The pressure tanks serve to store hydrogen as fuel for a gas engine or a fuel cell. The fuel system 1 comprises the refueling nozzle 2, the intermediate piece 3, the distributor 4 with the connections 13 for the lines to the pressure tanks, and the valve assembly 5 with the connection 23 for the outlet line. All of these components are interconnected without separate pipes in between.

[0040] The fuel system 1 can thus be pre-assembled and tested for functionality and leaks, allowing it to be installed much faster and more reliably during vehicle assembly as a single component with few interfaces than with previous fuel systems. Furthermore, only these few interfaces need to be tested for leaks during vehicle assembly. Furthermore, the fuel system 1 according to the invention is very compact and requires little installation space in the vehicle.

[0041] The intermediate piece 3 comprises a housing 3a, which can also be designed as a base body for accommodating the components. The housing 3a is preferably made of a steel material. The check valve(s) in the intermediate piece are not visible here.

[0042] The essentially straight flow path 100 during refueling is clearly visible – from the refueling nozzle 2 through the intermediate piece 3 to the inlet of the distributor 4. This achieves a low pressure loss during refueling. Minor deviations from the straight flow path are acceptable. It is essential that no significant pressure loss occurs due to major diversions.

[0043] The distributor 4 is shown here with four connections 13 for lines to the pressure tanks. The distributor 4 can also be designed analogously for two, three, or more pressure tanks. It is designed here so that it can be attached to the intermediate piece 3 at various angles using the flange 4a and the screws 15, without requiring any design or manufacturing changes. This allows the distributor to be mounted, depending on the planned position of the fuel system 1 in the vehicle, so that the connections 13 for the lines to the pressure tanks are aligned appropriately.

[0044] In the example shown, a connection 13 is arranged such that its distributor flow direction 101 is aligned with the flow path 100.

[0045] The temperature sensor 14 is also provided in the distributor 4. Alternatively, the temperature sensor could also be positioned in the intermediate piece 3.

[0046] The valve assembly 5 is attached directly to the intermediate piece using several screws 26. The insulating layer 30 is provided for thermal insulation between the intermediate piece 3 and the valve assembly 5. This protects the pressure reducer 20.1, 20.2 and the valves in the valve assembly 5 from the temperature fluctuations that occur during refueling with the very cold hydrogen gas from the filling station. The housing 5a can be designed as the base body of the valve assembly 5, into which the necessary valve seats, openings or cavities for the sensors, as well as the gas lines, for example as flow-optimized channels, are incorporated. As a preferred design, the housing 5a can be manufactured as an aluminum component, for example, by forging or die-casting.If it is made up of several parts, it is important that there are no separate pipes between the parts, but that the parts are connected directly to each other, for example by screwing.

[0047] In the illustrated version, the pressure reducer is two-stage, with a first stage 20.1 and a second stage 20.2, and is preferably spring-loaded to adjust the desired pressure levels. This allows the pressure at port 23 for the outlet line to the consumer to be reliably adjusted.

[0048] The valve assembly also contains the shut-off valve 22, which is preferably designed as an electromagnetic valve. Furthermore, other valves and sensors are present in the valve assembly 5, not all of which are mandatory: For example, the overpressure safety valve, which protects the medium-pressure side of the fuel system, i.e. the area in the flow direction downstream of the pressure reducer 20.1, 20.2, against excessive pressures. It leads to the outlet 25, to which a vent line can be connected. This leads to the outside for the safe discharge of the hydrogen gas in an emergency. Furthermore, a vent valve can be provided, which is preferably designed as a manual valve, since it is only required during commissioning or maintenance work. The pressure sensors 21 and 24 are intended to monitor the high-pressure level and the medium-pressure level.

[0049] Additionally, an electronic tank control unit can be provided, which is attached to the valve assembly 5 or the intermediate piece 3. The tank control unit processes the signals from the sensors, here, for example, the pressure sensors 21, 24 and the temperature sensor 14. The tank control unit can output the tank fill levels or similar as an output signal. The tank control unit is connected to a fuel cell or a gas engine to exchange information and signals. Furthermore, a communication interface can be attached to the refueling nozzle as a transmitting and receiving unit. The tank control unit communicates with a hydrogen filling station via this interface, ensuring optimal refueling, or it can control the refueling process in communication with the filling station.

[0050] During operation of the vehicle, hydrogen gas flows out of the connection 23. The output flow 102 is guided via suitable lines to the fuel cell or the gas engine.

[0051] Figures 3a and 3b show a longitudinal section of two different variants of the fuel system 1,1'. These differ in the connection of the refueling nozzle 2,2' to the intermediate piece 3,3' and in the implementation of the predetermined breaking point 9,9.1.

[0052] Both variants feature two check valves 7.1, 7.2, arranged one behind the other in the intermediate piece 3, 3'. This provides redundant protection, and the straight flow path 100 during refueling and the associated advantages are retained. The gas filter 11 is provided in the refueling nozzle 2, 2'. The check valves 7.1, 7.2 are installed in the housing 3a with seals 19. The long design of the refueling nozzle 2, 2' offers the advantage that the components of the fuel system 1, 1' are arranged further inside the vehicle and are thus better protected from direct damage in the event of an accident.

[0053] The distributor 4 has the main bore 16, which is aligned with the flow path 100 during refueling. A bore 12 is provided in front of each of the connections 13 for the lines to the pressure tanks, each of which has a smaller diameter than the main bore 16. The pressure loss at these bores 12 somewhat evens out the gas distribution.

[0054] In the variant shown in Fig. 3a, the check valves 7.1, 7.2 are secured in the locking direction by the screwed-in connecting sleeve 6, which is part of the intermediate piece 3'. The refueling nozzle 2' is attached to the connecting sleeve 6 via a thread that acts as a predetermined breaking point 9. It is dimensioned to reliably withstand normal refueling loads, but is less stable than the attachment of the connecting sleeve 6 to the intermediate piece 3 and less stable than the attachment of the fuel system T in the vehicle. Thus, the refueling nozzle 2' breaks at the thread of the predetermined breaking point 9 in the event of overload.

[0055] Fig. 3b shows a variant in which the check valves 7.1, 7.2 are held in place with the fixing ring 6.1. The refueling nozzle 2 is fastened to the intermediate piece by the screwed-on flange ring 6.2. The predetermined breaking point 9.1 is designed as a notch dimensioned so that the refueling nozzle breaks at the predetermined breaking point 9.1 in the event of overload. Both the fastening of the flange ring 6.2 with the screws 17 and the fastening of the fuel system 1 in the vehicle must be more stable than the predetermined breaking point 9.1. Fig. 4 shows the distributor 4 in longitudinal section. On the left, part of the intermediate piece 3 can be seen. The channel 10 leads outside the plane of the drawing via further channels to the valve assembly 5, which is not visible here.

[0056] During refueling, the gas emerges from the left of the intermediate piece 3 along the flow path 100 to the inlet of the distributor 4. There, it flows through the main bore 16 to the connections 13 and through connected lines to the pressure tank. In front of each connection 13, there is a bore 12 that has a smaller diameter than the main bore 16. All but one of the bores 12 are arranged at an angle to the axis of the main bore 16. This allows the distribution to the various connections 13 to be influenced. Furthermore, the bores 12 can be designed with different diameters; this also allows the distribution of the gas flows to the various connections to be specifically influenced. This allows, for example, different pressure losses in the lines to the individual pressure tanks to be compensated.

[0057] The threaded holes 8 are provided at equal intervals on the end face of the intermediate piece 3, allowing the distributor 4 to be attached to the intermediate piece 3 via its flange 4a and with the aid of the screws 15 at various angular positions. This allows the alignment of the connections 13 and their flow direction 101 to be adjusted as desired, thus enabling suitable installation in the vehicle. One of the threaded holes 8 remains unused.

[0058] During vehicle operation, the hydrogen gas flows from the pressure tanks through the lines to the connections 13, from there through the distributor 4 and via the main bore 16 into the intermediate piece 3. The check valves 7.1, 7.2 prevent any escape from the refueling nozzle 2. Instead, the gas flows via the channel 10 and other channels in the intermediate piece 3 to the valve assembly 5.

[0059] Fig. 5 shows the fuel system in cross-section. It is clearly visible that the valve assembly 5 has an L-shaped cross-section and is thus well positioned around the intermediate piece 3. The valve assembly 5 is attached to the intermediate piece 3 via screws 26. This makes the fuel system 1 a compact assembly that can be installed as a whole in the vehicle and requires little installation space.

[0060] The insulating layer 30 for thermal separation is present at the connection level between the valve assembly 5 and the intermediate piece 3.

[0061] The main bore 16 is located in the intermediate piece 3. The channel 10 is not visible because it is not located in this section plane. It connects the main bore 16 with the visible bore, which serves as a channel to the valve assembly 5. Shown is the connecting sleeve 28, which acts as a flow channel connecting the intermediate piece 3 and the valve assembly 5. It is arranged so that it is inserted into a bore in the intermediate piece 3 as well as into a bore in the valve assembly 5, and it is sealed on both sides with a seal 29. This creates a reliable and gas-tight connection for the flow path. The flow direction 103 in the connecting sleeve 28 lies in a plane perpendicular to the flow path 100. Optionally, the gas filter 27 can be provided in the connecting sleeve so that the hydrogen is cleaned again before it reaches the valves in the valve assembly 5.Preferably, the gas filter 27 is arranged such that it is at least partially located in the connecting sleeve 28.

[0062]

[0063] 1 , 1' fuel system

[0064] 2, 2' refueling nozzle

[0065] 3.3' intermediate piece

[0066] 3a Housing

[0067] 4 distributors

[0068] 4a Flange

[0069] 5 Valve assembly

[0070] 5a Housing

[0071] 6 connection socket

[0072] 6.1 Fixing ring

[0073] 6.2 Flange ring

[0074] 7.1 , 7.2 Check valve

[0075] 8 threaded hole

[0076] 9 threads

[0077] 9.1 Predetermined breaking point

[0078] 10 channel

[0079] 11 Gas filter

[0080] 12 holes for connections for pressure tanks

[0081] 13 connections for pressure tanks

[0082] 14 Temperature sensor

[0083] 15 Screw

[0084] 16 Main bore in the distributor

[0085] 17 Screw

[0086] 18 threaded hole

[0087] 19 Sealing ring

[0088] 20.1 Pressure reducer (first stage)

[0089] 20.2 Pressure reducer (second stage)

[0090] 21 Pressure sensor

[0091] 22 Shut-off valve

[0092] 23 Connection for output line

[0093] 24 Pressure sensor 25 Output overpressure safety valve

[0094] 26 Screw

[0095] 27 gas filters

[0096] 28 Connecting sleeve 29 Seals

[0097] 30 insulation layer

[0098] 100 Flow path during refueling

[0099] 101 Flow directions at the connection for pressure tanks

[0100] 102 Output flow

[0101] 103 Flow direction in connecting sleeve

Claims

Patent claims 1. Fuel system (1,1') for installation in a hydrogen-powered vehicle with several hydrogen pressure tanks, designed for high pressure level of at least 200 bar, wherein the fuel system comprises the following components: - a refuelling nozzle (2,2') suitable for connection to a corresponding coupling of a petrol station, - an intermediate piece (3) which has a housing (3a) and at least one check valve (7.1, 7.2), - a distributor (4) which has several connections (13) for lines to the hydrogen pressure tanks, - and a valve assembly (5) comprising at least one shut-off valve (22), a connection (23) for an outlet line, and a pressure reducer (10) designed to reduce the pressure of the hydrogen from the high-pressure level from the pressure tank to a medium-pressure level of between 3 bar and 30 bar; wherein the intermediate piece (3) is connected on one side to the refueling nozzle (2) and on the other side to the distributor (4), such that the flow path (100) during refueling is substantially straight from the refueling nozzle (3) through the intermediate piece (3) to the inlet to the distributor (4); and wherein the valve assembly (5) is connected to the intermediate piece (3) without intermediate pipes in such a way that hydrogen can be conducted from the connections (13) for the lines to the pressure tanks through the pressure reducer (20.1, 20.2) to the connection (23) for the outlet line.

2. Fuel system (1, 1') according to claim 1, characterized in that at least one of the connections (13) for the lines to the pressure tanks is aligned such that the flow direction (101) at this connection is in alignment with the flow path (100) during refueling.

3. Fuel system (1,T) according to one of claims 1 or 2, characterized in that the distributor (4) has three or four or five or up to eight connections (13) for lines to the pressure tanks.

4. Fuel system (1, T) according to one of the preceding claims, characterized in that the distributor (4), in addition to a main bore (16), has a bore (12) in front of each connection (13) for the lines to the pressure tanks, which bore has a smaller diameter than the main bore (16).

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

6. Fuel system (1, 1') according to one of the preceding claims, characterized in that the distributor (4) has a flange (4a) which is designed so that the distributor (4) can be fastened in different positions on the intermediate piece (3) in order to be able to bring one or more of the connections (13) for the lines to the pressure tanks into different orientations relative to the intermediate piece (3).

7. Fuel system (1, 1') according to one of the preceding claims, characterized in that a thermal insulating layer (30) is present between the valve assembly (5) and the intermediate piece (3).

8. Fuel system (1, 1') according to one of the preceding claims, characterized in that the refueling nozzle (2) has a predetermined breaking point (9, 9.1) which is designed such that in the event of mechanical overload on the refueling nozzle (2), the latter breaks at the predetermined breaking point (9, 9.1).

9. Fuel system (1,1') according to one of the preceding claims, characterized in that two check valves (7.1,7.2) are installed one behind the other in the intermediate piece (3).

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

11. Fuel system (1, 1') according to one of the preceding claims, characterized in that the valve assembly (5) has an L-shaped cross section perpendicular to the flow path (100).

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

13. Fuel system (1, 1') according to one of the preceding claims, characterized in that between the intermediate piece (3) and the valve assembly (5) there is a connecting sleeve (28) as a flow channel, which is sealed both with respect to the intermediate piece (3) and with respect to the valve assembly (5) with at least one seal (29), and in particular there is a gas filter (27) which is at least partially located in the connecting sleeve (28).

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