GASEOUS FUEL SUPPLY SYSTEM FOR A CLEAN COMBUSTION ENGINE OF A VEHICLE

Abstract

A gaseous fuel supply system for a clean combustion engine of a vehicle having a vehicle cooling system. The supply system comprises: a gaseous fuel tank storing pressurized gaseous fuel; at least a first supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine; at least a first heat exchanging component arranged in the first supply line. The first heat exchanging component is arranged to transfer heat between a cooling fluid of the vehicle cooling system and the pressurized gaseous fuel in the first supply line.

Claims

1. A gaseous fuel supply system for a clean combustion engine of a vehicle having a vehicle cooling system, the supply system comprising: a gaseous fuel tank storing pressurized gaseous fuel; at least a first supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine; at least a first heat exchanging component arranged in the first supply line; wherein the first heat exchanging component is arranged to transfer heat between a cooling fluid of the vehicle cooling system and the pressurized gaseous fuel in the first supply line; a compressor arranged in the first supply line between the first heat exchanging component and the clean combustion engine; and a second heat exchanging component arranged between the compressor and the clean combustion engine, wherein the second heat exchanging component is arranged to transfer heat between the pressurized gaseous fuel in the first supply line and the cooling fluid of the vehicle cooling system; wherein the first and second heat exchanging components form part of a common heat exchanger.

2. The gaseous fuel supply system of claim 1, wherein the first heat exchanging component comprises a heat transfer surface being arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line.

3. The gaseous fuel supply system of claim 1, wherein the first heat exchanging component is arranged as a cold temperature heat reservoir for the vehicle cooling system.

4. The gaseous fuel supply system of claim 1, further comprising a control unit configured to determine the temperature of the cooling fluid of vehicle cooling system fed to the first heat exchanging component, and to control the flow of the cooling fluid fed to the first heat exchanging component in response to that the determined temperature of the cooling fluid is above a predetermined temperature threshold.

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

6. The gaseous fuel supply system of claim 4, wherein the control unit is configured to determine the heat transfer need of the pressurized gaseous fuel in the first supply line, and to control the flow of the cooling fluid fed to the first heat exchanging component in response to the heat transfer need.

7. The gaseous fuel supply system of claim 1, wherein the second heat exchanging component comprises a heat transfer surface arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line, or to transfer heat to the cooling fluid of the vehicle cooling system from the pressurized gaseous fuel in the first supply line.

8. The gaseous fuel supply system of claim 1, wherein the first and second heat exchanging components are heat exchanging tubes or heat exchanging channels.

9. The gaseous fuel supply system of claim 1, further comprising: a second supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine, the second supply line bypassing at least the compressor in the first supply line.

10. The gaseous fuel supply system of claim 9, further comprising: a third heat exchanging component arranged in the second supply line, wherein the third heat exchanging component is arranged to transfer heat between the pressurized gaseous fuel in the second supply line and the cooling fluid of the vehicle cooling system.

11. The gaseous fuel supply system of claim 1, wherein the vehicle cooling system is configured to cool the clean combustion engine and a transmission of the vehicle.

12. The gaseous fuel supply system of claim 11, wherein the common heat exchanger is configured to receive coolant fluid of the vehicle cooling system, to guide the cooling fluid from the first heat exchanging component to the second heat exchanging component, or from the second heat exchanging component to the first heat exchanging component, and to discharge coolant fluid to the clean combustion engine or transmission of the vehicle.

13. The gaseous fuel supply system of claim 1, further comprising at least one controllable valve arranged in at least the first supply line, wherein the controllable valve is configured to control the flow of pressurized gaseous fuel in the first supply line.

14. The gaseous fuel supply system of claim 1, wherein the pressurized gaseous fuel is pressurized hydrogen.

15. A vehicle comprising the gaseous fuel supply system of claim 1.

16. The vehicle of claim 15, further comprising the clean combustion engine being a hydrogen combustion engine or a hydrogen high pressure direct injection engine.

17. The vehicle of claim 15, further comprising the vehicle cooling system.

18. A method for transferring heat between a gaseous fuel supply system for a clean combustion engine of a vehicle, and a vehicle cooling system, the method comprising: heating, by a first heat exchanging component, pressurized gaseous fuel in a first supply line transferring gaseous fuel from a gaseous fuel tank to the clean combustion engine, by the vehicle cooling system, the first supply line comprising a compressor arranged between the first heat exchanging component and the clean combustion engine; and heating or cooling. by a second exchanging component arranged between the compressor and the clean combustion engine, pressurized gaseous fuel in the first supply line, by the vehicle cooling system; wherein the first and second heat exchanging components form part of a common heat exchanger.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG. 1 is an exemplary, partly schematic, side view of vehicle comprising an internal combustion engine and a gaseous fuel supply system arranged to supply gaseous fuel to the internal combustion engine according to one example.

[0044] FIG. 2 is a schematic view of the gaseous fuel supply system of FIG. 1 and a vehicle cooling system according to one example.

[0045] FIG. 3 is a common heat exchanger of the gaseous fuel supply system according to one example.

[0046] FIG. 4 is a flowchart is a flow chart of an exemplary method according to one example.

DETAILED DESCRIPTION

[0047] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0048] The disclosed technology may solve the problem relating to energy inefficient gaseous fuel supply systems. The disclosed technology uses the vehicle cooling system for heat exchange with the pressurized gaseous fuel in the gaseous fuel supply system and using heat exchanging components. A technical benefit may include an improved energy efficiency for heating and/or cooling the pressurized gaseous fuel as it is transported from the gaseous fuel tank to the clean combustion engine. For example, electrical heaters and/or additional cooling equipment such as fans or cooling plates may be omitted. By using a heat exchanging component fluidly connected to the vehicle cooling system for enabling heat exchange between the pressurized gaseous fuel in a supply line and the cooling fluid in the vehicle cooling system, the temperature of the pressurized gaseous fuel may be adapted in an improved manner, and supplied to the clean combustion engine at a desired temperature. Thus, the temperature of the pressurized gaseous fuel downstream of the gaseous fuel tank (i.e. after the pressurized gaseous fuel has been discharged from the gaseous fuel tank, and possibly been subject to an associated change in temperature) can be controlled. By using the vehicle cooling system for the heat exchange, the temperature of the pressurized gaseous fuel can be advantageously controlled by the vehicle cooling fluid, e.g. controlled in response to the heat transfer need of the pressurized gaseous fuel. Hereby, an improved heat transfer and energy efficient fuel supply to the clean combustion engine may be provided.

[0049] FIG. 1 shows a vehicle 1 in the form of an exemplary heavy duty truck. The vehicle 1 illustrated in FIG. 1 comprises an internal combustion engine 10 for propelling the vehicle 1, wherein the internal combustion engine 10 is a clean combustion engine. The clean combustion engine 10 is configured to combust a pressurized gaseous fuel producing water as by-product in the exhausts. The clean combustion engine 10 may e.g. be a hydrogen combustion engine, such as a hydrogen high pressure direct injection engine. However, the vehicle may be a hybrid, comprising at least one electric machine or electric traction machine powered by an energy storage system (not shown) to provide additional propulsion power to the vehicle 1. The clean combustion engine 10 is powered by a gaseous fuel (e.g. hydrogen) supplied to the clean combustion engine 10 by a gaseous fuel supply system 100.

[0050] The vehicle 1 comprises a control unit 17 configured to control at least some of the operation of the gaseous fuel supply system 100, such as e.g. the control of the gaseous fuel from a gaseous fuel tank to the clean combustion engine 10.

[0051] In FIG. 2, the gaseous fuel supply system 100 of FIG. 1 is shown in more detail. The gaseous fuel supply system 100 comprises a gaseous fuel tank arrangement 110 storing pressurized gaseous fuel, e.g. pressurized hydrogen, and a first supply line 120 arranged to supply pressurized gaseous fuel from the gaseous fuel tank arrangement 110 to the clean combustion engine 10. In the example of FIG. 2, the gaseous fuel tank arrangement 110 comprises a first gaseous fuel tank 110a, a second gaseous fuel tank 110b and a third gaseous fuel tank 110 storing pressurized gaseous fuel. Any one or all of the first, second and third gaseous fuel tanks 110a, 110b, 110c may be fluidly coupled a first controllable valve 160 arranged in the first supply line 120 and configured to control the flow of pressurized gaseous fuel in the first supply line 120. As also shown in FIG. 2, a vehicle cooling system 200 including a cooling fluid 210 is arranged to cool the clean combustion engine 10 and/or the transmission 20 of the clean combustion engine 10. The vehicle cooling system 200 is configured to guide the cooling fluid 210 to the clean combustion engine 10 and/or the transmission 20 in order to cool the clean combustion engine 10 and/or the transmission 20. Thus, the clean combustion engine 10 and/or the transmission 20 is a hot temperature heat reservoir of the vehicle cooling system 200.

[0052] As shown in FIG. 2, the gaseous fuel supply system 100 comprises a first heat

[0053] exchanging component 130 arranged in the first supply line 120 and being configured to transfer heat between the cooling fluid 210 of the vehicle cooling system 200 and the pressurized gaseous fuel in the first supply line 120. Thus, in addition to the heat transfer between the cooling fluid 210 of the vehicle cooling system 200 and the clean combustion engine 10 and/or the transmission 20, the first heat exchanging component 130 is arranged to provide additional heat transfer between the cooling fluid 210 of the vehicle cooling system 200 and the pressurized gaseous fuel in the first supply line.

[0054] The gaseous fuel supply system 100 may further comprise a compressor 150 arranged in the first supply line 120 between the first heat exchanging component 130 and the clean combustion engine 10. The compressor 150 is arranged to further pressurize the gaseous fuel prior to reaching the clean combustion engine 10. For example, as the gaseous fuel in the gaseous fuel tank arrangement 110 is discharged, the pressure of the gaseous fuel in the first, second and/or third gaseous fuel tanks 110a, 110b, 110c is reduced, e.g. to below the demanded injection pressure of the clean combustion engine 10. In order to utilize more of the gaseous fuel in the gaseous fuel tank arrangement 110, the compressor 150 may pressurize the gaseous fuel, e.g. to above the demanded injection pressure of the clean combustion engine 10. The gaseous fuel supply system 100 may further comprise a gaseous fuel buffer tank (not shown) arranged downstream of the compressor 150. The buffer tank may be configured to store, and supply, pressurized gaseous fuel to the clean combustion engine 10 via the first supply line 120.

[0055] The gaseous fuel supply system 100 may further comprise a second heat exchanging component 134 arranged between the compressor 150 and the clean combustion engine 10. That is, the first supply line 120 may comprise the first heat exchanging component 130 upstream of the compressor 150 and the second heat exchanging component 134 downstream of the compressor 150. The second heat exchanging component 134 is arranged to transfer heat between the pressurized gaseous fuel in the first supply line 120 and the cooling fluid 210 of the vehicle cooling system 200.

[0056] As shown in FIG. 2, the gaseous fuel supply system 100 may comprise a second supply line 122 arranged to supply pressurized gaseous fuel from the gaseous fuel tank arrangement 110 (i.e. any one or all of the first, second and third gaseous fuel tanks 110a, 110b, 110c) to the clean combustion engine 10. The second supply line 122 is arranged to bypass the first heat exchanging component 130, the compressor 150 and the second heat exchanging component 134. Thus, pressurized gaseous fuel supplied to the clean combustion engine 10 by the second supply line 122 will not be heat exchanged by the first and second heat exchanger components 130, 134. Instead, a third heat exchanging component 140 is arranged in the second supply line 122. The third heat exchanging component 140 is arranged to transfer heat between the pressurized gaseous fuel in the second supply line 122 and the cooling fluid 210 of the vehicle cooling system 200. The flow of pressurized gaseous fuel in the second supply line 122 may be controlled by at least a second controllable valve 162 arranged in the second supply line 122.

[0057] The control unit 17 may be configured to control the flow of the cooling fluid 210 in the vehicle cooling system, at least the flow of cooling fluid 210 though the first, second and third heat exchanging components 130, 134, 140. For example, the control unit 17 is configured to control the flow of the cooling fluid fed to the first, second and third heat exchanging components 130, 134, 140 by operating a third controllable valve 164. The third controllable valve 164 is configured to control the flow of the cooling fluid 210 in the vehicle cooling system 200. For example, the flow of the cooling fluid 210 fed to the first, second and third heat exchanging components 130, 134, 140 may be controlled by a corresponding bypass 131, 135, 141, and corresponding bypass valve (not shown). That is, the flow of cooling fluid 210 fed to the first heat exchanging component 130 may be controlled by controlling the flow of cooling fluid 210 in a first bypass 131 over the first heat exchanging component 130, the flow of cooling fluid 210 fed to the second heat exchanging component 134 may be controlled by controlling the flow of cooling fluid 210 in a second bypass 131 over the second heat exchanging component 134 and the flow of cooling fluid 210 fed to the third heat exchanging component 140 may be controlled by controlling the flow of cooling fluid 210 in a third bypass 141 over the third heat exchanging component 140. For example, the control unit 17 may be configured to open the corresponding bypass valve and to thereby guide at least a portion of the cooling fluid 210 to the corresponding first, second and third bypass 131, 135, 141 of the first, second and third heat exchanging components 130, 134, 140, respectively.

[0058] Thus, depending on the heat transfer demand of the pressurized gaseous fuel, the flow of the cooling fluid 210 in the vehicle cooling system 200 may be adapted accordingly. For example, any one of the first, second and third heat exchanging components 130, 134, 140 may be used to both actively heat and actively cool the pressurized gaseous fuel in the first and second supply lines 120, 122 by the cooling fluid 210.

[0059] For example, the first heat exchanging component 130 may be arranged as a cold temperature heat reservoir for the vehicle cooling system 200. That is, during use, the vehicle cooling fluid 210 is cooled and the pressurized gaseous fuel is be heated by the first heat exchanging component 130. Thus, the temperature of the pressurized gaseous fuel downstream of the gaseous fuel tank arrangement 110, i.e. after the pressurized gaseous fuel has been discharged from the first, second and/or third gaseous fuel tanks 110a, 110b, 110c, can be heated in response to the associated change in temperature associated with the discharge from the gaseous fuel tank arrangement 110. The gaseous fuel supply system 100 may comprise a first temperature sensor 18 arranged in the vehicle cooling system 200, and configured to determine the temperature of the cooling fluid 210 fed to the first heat exchanging component 130 (i.e. just upstream of the first heat exchanging component 130). Hereby, the control unit 17 may determine the temperature of the cooling fluid 210 by the first temperature sensor 18, and control the flow of the cooling fluid 210 fed to the first heat exchanging component 130 in response to that the determined temperature of the cooling fluid 210 is above a predetermined first temperature threshold. The control unit 17 may be configured to control the flow of the cooling fluid 210 fed to the first heat exchanging component 134 by operating the third controllable valve 164 and/or by controlling the flow of cooling fluid 210 in the first bypass 131 as previously described. Thus, in response to that the determined temperature is above the predetermined first temperature threshold, which e.g. is set to be at least higher than the temperature of the pressurized gaseous fuel fed to the first heat exchanging component 130, it is deemed that the cooling fluid 210 can be advantageously used to heat the pressurized gaseous fuel in the first supply line 120, and the third controllable valve 164, and/or the first bypass 131 is controlled accordingly. Thus, the predetermined first temperature threshold is set such that, in use, the cooling fluid 210 of the vehicle cooling system 200 transfers heat to the pressurized gaseous fuel in the first supply line 120 via the first heat exchanging component 130.

[0060] The gaseous fuel supply system 100 may comprise a second temperature sensor 19 arranged in the first supply line 120, and configured to determine the temperature of the pressurized gaseous fuel fed to the first heat exchanging component 130 (i.e. just upstream of the first heat exchanging component 130). Hereby, the control unit 17 may determine the temperature of the pressurized gaseous fuel by the second temperature sensor 19. The temperature of pressurized gaseous fuel fed to the clean combustion engine 10 is typically set, and thus the preferred temperature of the pressurized gaseous fuel out of the first heat exchanging component 130 may be correspondingly known. By comparing the determined temperature of the pressurized gaseous fuel by means of the second temperature sensor 19, and the preferred temperature of the pressurized gaseous fuel out of the first heat exchanging component 134, a heat transfer need of the pressurized gaseous fuel in the first supply line 130, or at least a heat transfer need of the pressurized gaseous fuel over the first heat exchanging component 134, can be determined by the control unit 17. Hereby, the control unit 17 may control the flow of the cooling fluid 210 fed to the first heat exchanging component 130 in response to the determined heat transfer need. That is, in addition to controlling the flow of the cooling fluid 210 in response to the determined temperature of the cooling fluid by means of the first temperature sensor 18, the control unit 17 may be configured to control the flow of cooling fluid 210 fed to the first heat exchanging component 130 in response to the determined heat transfer need of the pressurized gaseous fuel over the first heat exchanging component 130.

[0061] In a corresponding manner, the control unit 17 may be configured to control the flow of cooling fluid 210 fed to the second and third heat exchanging components 134, 140. That is, a third temperature sensor (not shown) may be arranged in the vehicle cooling system 200, and configured to determine the temperature of the cooling fluid 210 fed to the second heat exchanging component 134 (i.e. just upstream of the second heat exchanging component 134), and a fourth temperature sensor (not shown) may be arranged in the first supply line 120 and configured to determine the temperature of the pressurized gaseous fuel fed to the second heat exchanging component 134 (i.e. just upstream of the second heat exchanging component 134). Correspondingly, a fifth temperature sensor (not shown) may be arranged in the vehicle cooling system 200, and configured to determine the temperature of the cooling fluid 210 fed to the third heat exchanging component 140 (i.e. just upstream of the third heat exchanging component 140), and a sixth temperature sensor (not shown) may be arranged in the second supply line 122 and configured to determine the temperature of the pressurized gaseous fuel fed to the third heat exchanging component 140 (i.e. just upstream of the third heat exchanging component 140).

[0062] For example, by controlling the flow of cooling fluid 120 fed to the first and second heat exchanging components 130, 134, the first heat exchanging component 130 may be used as a cold temperature heat reservoir for the vehicle cooling system 200, and the second heat exchanging component 134 may be used as a hot temperature heat reservoir for the vehicle cooling system 200, at least for predefined operation of the clean combustion engine 10. Thus, the pressurized gaseous fuel may be heated in the first heat exchanging component 130, and thereafter cooled in the second heat exchanging component 140, downstream of the compressor 150.

[0063] In FIG. 3, an example of a common heat exchanger 300 comprising the first, second and third heat exchanging components 130, 134, 140 is shown. The common heat exchanger 300 may thus be used in the gaseous fuel supply system 100 of FIG. 2, why the same reference numerals are used to describe the components in FIG. 3. The common heat exchanger 300 in FIG. 3 is a tube-and-shell heat exchanger comprising tubes 330, 334, 340 and a shell side 305. The common tube exchanger 300 is arranged to guide the pressurized gaseous fuel in the tubes 330, 334, 340, and to transfer heat with the cooling fluid 210 arranged to be guided on the shell side 305. The shell side 305 may comprise any one of, or all of, the first, second and third bypass 131, 135, 141 (not shown in FIG. 3).

[0064] The first heat exchanging component 130 is in FIG. 3 exemplified as a first heat exchanging tube 330 and comprising a heat transfer surface 132. Thus, during use, the pressurized gaseous fuel flowing through the first heat exchanging tube 330 will heat exchange with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. Correspondingly, the second heat exchanging component 134 is in FIG. 3 exemplified as a second heat exchanging tube 334 and comprising a heat transfer surface 136. Thus, during use, the pressurized gaseous fuel flowing through the second heat exchanging tube 334 will heat exchange with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. Moreover, the third heat exchanging component 140 is in FIG. 3 exemplified as a third heat exchanging tube 340 and comprising a heat transfer surface 142. Thus, during use, the pressurized gaseous fuel flowing through the third heat exchanging tube 340 will heat exchange with the cooling fluid 210 of the vehicle cooling system 200 flowing on the shell side 305. By controlling the flow of cooling fluid 210 on the shell side 305, e.g. by the corresponding first, second and third bypass 131, 135, 141, the heat exchange with the pressurized gaseous fuel in the first, second and third heat exchanging tubes 330, 334, 340 may be controlled. Even though the common heat exchanger 300 is exemplified as a tube-and-shell heat exchanger in FIG. 3, the common heat exchanger may take other forms, such as e.g. a plate heat exchanger in which the first, second and third heat exchanging components 130, 134, 140 are corresponding heat exchanging channels.

[0065] Turning back to FIG. 2, and implementing the common heat exchanger 300 of FIG. 3, the common heat exchanger 300 may be configured to receive coolant fluid 210 of the vehicle cooling system 200, to guide the cooling fluid from the first heat exchanging component 130 to the second heat exchanging component 134, and to subsequently guide the cooling fluid from the second heat exchanging component 134 to the third heat exchanging component 140, and to discharge coolant fluid to the clean combustion engine 10 or transmission 20 of the vehicle 1.

[0066] FIG. 4 is a flow chart of a method for transferring heat between a gaseous fuel supply system for a clean combustion engine of a vehicle, and a vehicle cooling system, such as e.g. between the gaseous fuel supply system 100 and the vehicle cooling system 200 of FIG. 2. Thus, reference is further made to features described in FIGS. 1-2 in the following.

[0067] In a first action or step, S10, pressurized gaseous fuel in a first supply line 120 transferring gaseous fuel from a gaseous fuel tank 110a, 110b, 110c to the clean combustion engine 10 is heated by a first heat exchanging component 130.

[0068] In a second action or step, S20, pressurized gaseous fuel in the first supply line 120 is heated by a second heat exchanging component 134.

[0069] In a third action or step, S30, which may be carried out in in parallel to the first and or second action or step S10, S20, pressurized gaseous fuel in a second supply line 122 transferring gaseous fuel from a gaseous fuel tank 110a, 110b, 110c to the clean combustion engine 10 is heated by a third heat exchanging component 140.

[0070] This first, second and third heat exchanging components 130, 134, 140 may be those described with reference to FIGS. 2-3.

[0071] Example 1. A gaseous fuel supply system for a clean combustion engine of a vehicle having a vehicle cooling system, the supply system comprising: a gaseous fuel tank storing pressurized gaseous fuel; at least a first supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine; at least a first heat exchanging component arranged in the first supply line; wherein the first heat exchanging component is arranged to transfer heat between a cooling fluid of the vehicle cooling system and the pressurized gaseous fuel in the first supply line.

[0072] Example 2. The gaseous fuel supply system of example 1, wherein the first heat exchanging component comprises a heat transfer surface being arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line.

[0073] Example 3. The gaseous fuel supply system of any of examples 1-2, wherein the first heat exchanging component is arranged as a cold temperature heat reservoir for the vehicle cooling system.

[0074] Example 4. The gaseous fuel supply system of any of examples 1-3, further comprising a control unit configured to determine the temperature of the cooling fluid of vehicle cooling system fed to the first heat exchanging component, and to control the flow of the cooling fluid fed to the first heat exchanging component in response to that the determined temperature of the cooling fluid is above a predetermined temperature threshold.

[0075] Example 5. The gaseous fuel supply system of example 4, wherein the predetermined temperature threshold is set such that, in use, the cooling fluid of the vehicle cooling system transfers heat to the pressurized gaseous fuel in the first supply line via the first heat exchanging component.

[0076] Example 6. The gaseous fuel supply system of any of examples 4-5, wherein the control unit is configured to determine the heat transfer need of the pressurized gaseous fuel in the first supply line, and to control the flow of the cooling fluid fed to the first heat exchanging component in response to the heat transfer need.

[0077] Example 7. The gaseous fuel supply system of any of examples 1-6, further comprising: a compressor arranged in the first supply line between the first heat exchanging component and the clean combustion engine; and a second heat exchanging component arranged between the compressor and the clean combustion engine, wherein the second heat exchanging component is arranged to transfer heat between the pressurized gaseous fuel in the first supply line and the cooling fluid of the vehicle cooling system.

[0078] Example 8. The gaseous fuel supply system of example 7, wherein the second heat exchanging component comprises a heat transfer surface arranged to transfer heat from the cooling fluid of the vehicle cooling system to the pressurized gaseous fuel in the first supply line, or to transfer heat to the cooling fluid of the vehicle cooling system from the pressurized gaseous fuel in the first supply line.

[0079] Example 9. The gaseous fuel supply system of any of examples 7-8, wherein the first and second heat exchanging components are heat exchanging tubes or heat exchanging channels.

[0080] Example 10. The gaseous fuel supply system of any of examples 7-8, wherein the first and second heat exchanging components form part of a common heat exchanger.

[0081] Example 11. The gaseous fuel supply system of any of examples 7-10, further comprising: a second supply line arranged to supply pressurized gaseous fuel from the gaseous fuel tank to the clean combustion engine, the second supply line bypassing at least the compressor in the first supply line.

[0082] Example 12. The gaseous fuel supply system of example 11, further comprising: a third heat exchanging component arranged in the second supply line, wherein the third heat exchanging component is arranged to transfer heat between the pressurized gaseous fuel in the second supply line and the cooling fluid of the vehicle cooling system.

[0083] Example 13. The gaseous fuel supply system of any of examples 1-12, wherein the vehicle cooling system is configured to cool the clean combustion engine and/or a transmission of the vehicle

[0084] Example 14. The gaseous fuel supply system of any of examples 7-12 and example 13, wherein the common heat exchanger is configured to receive coolant fluid of the vehicle cooling system, to guide the cooling fluid from the first heat exchanging component to the second heat exchanging component, or from the second heat exchanging component to the first heat exchanging component, and to discharge coolant fluid to the clean combustion engine or transmission of the vehicle.

[0085] Example 15. The gaseous fuel supply system of any of examples 1-14, further comprising at least one controllable valve arranged in at least the first supply line, wherein the controllable valve is configured to control the flow of pressurized gaseous fuel in the first supply line.

[0086] Example 16. The gaseous fuel supply system of any of examples 1-15, wherein the pressurized gaseous fuel is pressurized hydrogen.

[0087] Example 17. A vehicle comprising the gaseous fuel supply system according to any of examples 1-16.

[0088] Example 18. The vehicle of example 16, further comprising the clean combustion engine being a hydrogen combustion engine or a hydrogen high pressure direct injection engine.

[0089] Example 19. The vehicle of any of examples 17-18, further comprising the vehicle cooling system.

[0090] Example 20. A method for transferring heat between a gaseous fuel supply system for a clean combustion engine of a vehicle, and a vehicle cooling system, the method comprising: heating, by a first heat exchanging component, pressurized gaseous fuel in a first supply line transferring gaseous fuel from a gaseous fuel tank to the clean combustion engine, by the vehicle cooling system.

[0091] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms a, an, and the are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term and/or includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms comprises, comprising, includes, and/or including when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and/or groups thereof.

[0092] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0093] Relative terms such as below or above or upper or lower or horizontal or vertical may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being connected or coupled to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being directly connected or directly coupled to another element, there are no intervening elements present.

[0094] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0095] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation. the scope of the disclosure being set forth in the following claims.