EP3270033B1 - Method for filling the tank of in particular hgvs with natural gas - Google Patents

Description

Technical area

The invention relates to a method for refueling vehicles with gaseous fuels, e.g. the refueling of heavy goods vehicles, in particular biomethane, natural gas, or other (bio) methane-containing fuels and a corresponding gas filling station.

State of the art

Politically, there is great interest, especially in long-distance freight transport, to exchange the widespread diesel fuel for methane. The corresponding gases are referred to as CNG or "Compressed Natural Gas" or "Compressed Natural Gas" (CNG) , even when fossil CNG is used, which reduces greenhouse gas emissions by 18% compared to the use of gasoline As 20% of the natural gas currently emitted in Germany contains methane from renewable energy sources ("biomethane"), the greenhouse gas reduction is estimated to be about 35%, with calculations assuming 100% of natural gas In this case, greenhouse gases can be reduced by up to 90% and, in addition, the combustion of natural gas produces hardly any nitrogen oxides or particulate matter.

The term natural gas is somewhat blurred, at first it was understood to mean only gas obtained from fossil deposits, which largely consists of methane ('fossil natural gas'). The composition varied from deposit to deposit. Today (and therefore also in the context of this application) is understood as natural gas (natural gas) and technically or biologically produced gases, which have a similar composition to fossil natural gas, ie essentially consist of methane.

Natural gas is available across a wide network of natural gas throughout the country. This network is also referred to as a gas supply network or shortened as a gas network. In order to use natural gas as a fuel for motor vehicles, it is usually taken from the gas station operator to the natural gas network and compressed to about 200bar to 300bar. The compressed natural gas is then filled into the gas tanks of motor vehicles.

In the DE 10 2006 047 313 A1 is proposed for rapid filling of gas cylinders, the corresponding gas initially vorzuhalten under a pressure of 250 bar in a reservoir. The reservoir is the biased gas removed and fed to the inlet of a so-called "booster compressor", which is the output side connected to the compressed gas tank. Initially, the pressurized gas container is filled via a bypass using the pressure gradient between the two containers. If the gradient is no longer sufficient to fill the compressed gas tank, the bypass is closed and the further filling takes place by means of the "booster compressor".

Subject of the utility model DE 295 16 989 U1 is a gas refueling system with a storage tank and a compressor. The storage tank has a tank volume which corresponds approximately to the maximum expected in one hour to be dispensed volume. The compressor capacity is such that it fills the storage tank between 4% and 50% in one hour.

The U.S. Patent 8,091,593 B2 relates to a method for filling a compressed gas tank with hydrogen by means of a compressor. The compressor is driven by a working fluid with heat exchange between the compressed hydrogen and the working fluid.

The WO 2015/122247 proposes a hydrogen refueling station. The hydrogen filling station has a compressor for compressing hydrogen. The compressor is connected downstream via a gas line to a delivery point for refueling motor vehicles. From the gas line branches off a first branch line to a feed connection of a pressure tank. The pressure tank also has a discharge port, which is connected via a second branch line to the gas line, the second branch line opens downstream of the first spur line in the gas line. The two branch lines can be opened or closed via valves. A controller is set up to open the two valves simultaneously.

The vehicles' gas tanks typically have (today) a nominal pressure of 200 bars (in the EU) or 250 bars (for example, the USA). Corresponding filling station technology exists basically and has been tested. The filling station network is still very patchy and can not provide long-distance freight. The expansion of the gas filling stations on the highways will therefore be very important. This is where the invention starts.

Presentation of the invention

The invention has for its object to provide a method for refueling multiple vehicles with a gas that can be implemented very economically. In addition, the invention has the object to provide a corresponding gas station.

This object is achieved by a method according to claim 1 and a gas station according to claim 7. The gas station is suitable for operation according to the procedure. Advantageous embodiments of the invention are specified in the subclaims.

In the method for refueling vehicles with compressed gas, a planned service life of at least one vehicle to be refueled at the filling station is first queried. The vehicle has at least one gas tank from which an engine of the vehicle is fed and which is to be filled at the gas station. The term planned life shall designate the time required to fill the gas tank, i. is available for refueling.

In addition, the necessary for filling the gas tank to a predetermined level fill level is determined. In the simplest case, the predetermined level can be predetermined by the nominal pressure of the gas tank or the maximum filling pressure of the gas station. Alternatively, for example, a certain amount of gas can be specified, for example, as a relative indication based on the maximum capacity or as an absolute quantity specification (eg as a mass specification) or an equivalent specification (eg standard cubic meter [Nm ³ ]). The important thing is that, for example, a controller can determine how much gas is to be tanked, that is, determine the capacity. The difference between the amount of gas stored in the gas tank (hereinafter referred to as "tank" for short) and the set quantity gives the necessary filling quantity. The stored amount of gas can be determined, for example, by the pressure increase in the gas tank when filling with a small amount of sample. Alternatively, the stored amount of gas can be passed, for example, from a vehicle control to a gas station control, for example via a radio data link. Other vehicle parameters such as the tank volume can be transferred in this way to the gas station control. Of course, such parameters may be encoded in type codes or the like.

In a further step, the available for filling the gas tank capacity of at least one compressor, the input side communicating with a gas supply network is determined. The amount of gas which can be conveyed by the compressor per unit of time is here also referred to as the delivery rate and can be indicated, for example, in kg / h or in another unit representing a quantity of substance per unit of time. When using a reciprocating compressor as a constant speed of the crankshaft would reach a constant flow rate (assuming vanishing dead volume), the drive power required for this increases with increasing pressure difference between inlet and outlet valve. In practice, larger gas stations usually have several reciprocating compressors (ie two or more) as compressors. So far, these usually feed a compressed gas reservoir or one discharge point in parallel. According to the invention, the currently available for example by parallel connection of compressors available delivery capacity is determined.

Based on the currently available delivery rate and the fill quantity, i. the amount of gas to be tanked, the tank time can be estimated. In the case of a pressure-difference-independent delivery rate, the expected tank time is the quotient of the filling quantity and the delivery rate, with the filling quantity in the numerator and the delivery rate in the denominator. At pressure differential-dependent delivery rates, the expected tank time may e.g. be determined at least approximately by means of tables or curves. If the expected tank time is less than the service life, the gas tank is filled by means of the compressor. For this purpose, gas is taken from a gas supply network and conveyed by the at least one compressor in the gas tank, e.g. pumped. But if the expected tank time is longer than the planned life, then gas from a gas storage in which a higher pressure prevails than in the gas supply network promoted in the gas tank. This can be done in the simplest case by simple overflow, i. if there is a higher pressure in the gas reservoir than in the gas tank, then the gas flows into the gas tank following the pressure gradient. Alternatively, the gas storage can also be connected to the input side of a compressor. As a result, the delivery rate of the compressor increases accordingly and the tank time is shorter.

The method according to the invention has a whole series of advantages: Previously, gas filling stations had a mostly multi-stage gas storage, which was fed by one or more compressors. From the gas storage then the gas was delivered to the gas tanks. Although this method has the advantage of rapid Überströmbefüllung the gas tanks, but it is energetically very unfavorable, because when overflow from the compressor performed compression work simplifies formulated, destroyed 'is. Of course, here is the first law of thermodynamics, but at the end of the refueling is a lower total pressure, as previously prevailed in the gas storage. The work that corresponds to the generation of the pressure difference was therefore done in vain, so to speak. By contrast, according to the invention, a gas storage is also provided, However, this is only emptied if the planned life otherwise would not be sufficient to refuel the gas tank. The invention is based on the observation that the statutory breaks of professional drivers are sufficient to fill the gas tank usually without the aid of a compressed gas storage within the unavoidable life. Only if this is not foreseeable enough, the compressed gas storage is used. This results in a significant energy savings.

Preferably, in the case where the first quotient is greater than the planned life, i. Gas is conveyed from the compressed gas storage in the gas tank after a certain time, so after a gas amount was pumped into the gas tank, at least a second quotient determined. The second quotient is formed from the gas quantity still to be filled into the gas tank and the available delivery rate. This now available delivery rate may differ from the delivery rate used in determining the first quotient, e.g. because now another compressor is available which can be connected in parallel to another available compressor. In addition, the remaining flow rate is reduced so that the gas tank can be filled within the planned service life even with a constant delivery rate available through the compressor.

If now the second quotient is smaller than the remaining time remaining, the conveying can be stopped from the gas storage in the gas tank and instead gas from the gas supply network in the gas tank are promoted with the compressor providing the previously determined capacity. This reduces the compression work to be performed by the compressor (s) to convey the gas into the gas tank. In addition, the gas storage can be made a little smaller, which reduces the investment costs.

Preferably, a pressure is set in the compressed gas storage prior to conveying the gas into the gas tank, which is smaller than the target pressure in the gas tank at the predetermined level. When conveying by pure overflow, the gas tank can therefore not be completely filled. As soon as the overflow rate from the gas reservoir into the gas tank falls below a value which is less than a minimum delivery rate, it is preferably conveyed to the gas tank with a compressor either from the compressed gas storage or from the gas supply network until the charge in the gas tank has been conveyed. The overflow rate decreases with decreasing pressure difference, therefore conveying only by overflow at low pressure differences brings no advantage. In addition, the energy loss due to the relaxation during overflow conveying at high pressures in the compressed gas storage is greatest. In the advantageous variant described above, the energy consumption is reduced without significantly increasing the required tank time. For example, the minimum rate of delivery of the available compressor capacity, i. the available delivery rate to ± 20%. The maximum delivery rate is the cumulative delivery rate of all the compressors, however, the maximum delivery rate can be divided into different filling lines, so that the currently available delivery rate u.a. depends on the number of delivery points to be supplied at the same time.

Preferably, the gas from the gas storage and / or outlet of the compressor may be conveyed to an inlet of a gas flow meter whose outlet is connected to a first discharge point coupled to the gas tank to deliver the gas into the gas tank.

Particularly preferably, a second gas tank can be coupled to a second discharge point while gas is conveyed into the first gas tank. For a given stall condition, the delivery of the first gas tank is discontinued and instead the gas is pumped from the outlet of the gas flow meter to the second gas tank via the second delivery location. The termination condition may be, for example, the achievement of a desired pressure in the gas storage or the end of the planned life. This method is particularly advantageous during the long nocturnal service lives of trucks: the investment costs for delivery stations are relatively cheap and can each be assigned to a (night) parking. The expensive compressors and gas flow meters are then connected in turn to a respective delivery station, eg by opening and closing corresponding valves. The driver can keep his night sleep and in the morning the gas tank is filled. The sequence of refueling operations can be carried out, for example, after a "first come first serve" or after other algorithms that take into account, for example, the planned departure time.

The currently usual long waiting times before the delivery points are thereby avoided. Because the coupling between the delivery point and the gas tank is necessarily sealing, refueling can be automated and without visual inspection. Preferably, the ignition is interrupted via a safety switch activated with the clutch in order to prevent the driver from inadvertently forgetting to release the clutch tomorrow and leaving the usual connecting hose.

This variant has another advantage: Due to the slow night refueling, the take-off rate to be taken from the gas supply network in the morning and evening rush hours decreases. The price paid by the gas station operator to the gas supplier is determined to a significant degree by the maximum withdrawal rate. Currently lorries in long-haul transport are usually filled up with diesel in the morning or in the evening. In the corresponding rush hours, therefore, it comes at the gas stations to appropriate waiting times and although a refueling with the currently used in Central Europe diesel just minutes needed. A conversion of the truck fleet to gas engines powered by natural gas will result in a similar situation for the gas dispensers as for the diesel fuel dispensers. but only if the natural gas filling stations are designed for correspondingly short filling times. This design requires but so far very high investment costs. If, as is customary at present, cheaper but correspondingly slower natural gas filling stations are used, the waiting times would increase again with the same number of tapping points (delivery points), because even a so-called rapid refueling takes about two to three times the time. On the other hand, during the statutory rest periods (ie after 4.5 hours at the latest), the lorries are parked at least 15 minutes, 30 minutes, 45 minutes or around 9 hours (recovery break), depending on the previous driving time. These service lives are complemented by daily downtimes during loading and unloading and above all while waiting for loading and unloading. According to the invention, the trucks can (also) be refueled during such periods, eg during rest periods, waiting times or loading times, because the refueling process is automated.

Because the gas and electricity costs for the gas station operator with the maximum of the natural gas network withdrawn flow rate (withdrawal rate, power) increase, the accumulated flow rate is reduced to the maximum of the gas network per unit time extracted gas volume (ie, by the maximum of withdrawn from the gas network) below a withdrawal target value. Due to the larger refueling time available, the gas tanks may be replaced at a later time, i. when the rush hour dies down. The cost of natural gas is reduced due to the reduction of the maximum withdrawal rate.

The corresponding gas filling station is connected to a gas supply network. For this purpose, a transfer point of the gas is usually provided by the gas supplier who uses the gas supply network. The gas station is therefore connected at the transfer point to the gas supply network. At the transfer point is usually also the detection of the gas network withdrawn amount and thus the withdrawal rate. The transfer point is often referred to as a transfer station. At the transfer station can also be a filtering, drying and / or odorization of the withdrawn gas. The transfer station then feeds at least one, in practice preferably at least two compressors, for example at least one reciprocating compressor. The compressor is therefore preferably connected on the input side via at least one valve to the transfer station.

In addition, the gas filling station has at least one compressed gas storage, which is connected via a first switching valve to the outlet of the compressor and at least one delivery point. The delivery point has at least one inlet and one outlet which is designed as a coupling for connecting the delivery point to a filler neck of a gas tank of a motor vehicle.

The inlet of the delivery point is connected via a second switching valve to the gas storage and connected via the third switching valve to the outlet of the compressor. The position of the switching valves is preferably monitored and changed by a controller, which is the method described above
Accordingly, the gas filling station according to claim preferably has at least one controller with input means for detecting the planned service life of a motor vehicle to be refueled, the controller opening the second or the third valve as a function of the planned service life.

Preferably, the gas filling station has a first gas flow meter for detecting the amount of gas flowing to the discharge point, wherein the first gas flow meter is connected on the input side to the outlet of the second and / or the third valve. On the output side, the first gas flow meter is connected to at least two delivery points connected in parallel, and each of the delivery points has at least one delivery valve for controlling the delivery of gas via the clutch to a gas tank of a motor vehicle. The controller controls the position of the dispensing valves such that at any time the outlet communicates at most one delivery point with the outlet of the first gas flow meter.

Previously, a distinction was made between the gas tank of a vehicle and a compressed gas storage (short from 'gas storage'). Of course, these terms are largely synonymous with each other. The different terminology was chosen only to distinguish linguistically unambiguous between the vehicle gas tank (= gas tank) and a gas reservoir (= compressed gas storage) of the gas station, wherein the compressed gas storage is used to store gas under a high pressure between.

Description of the drawings

• Figur 1 zeigt ein Flussdiagramm einer Gastankstelle,
• Figur 2 zeigt weiteres Flussdiagramm einer Gastankstelle, und
• Figur 3 zeigt weiteres Flussdiagramm einer Gastankstelle.

The invention will now be described by way of example without limitation of the general inventive idea by means of embodiments with reference to the drawings.

• FIG. 1 shows a flowchart of a gas filling station,
• FIG. 2 shows another flowchart of a gas filling station, and
• FIG. 3 shows another flowchart of a gas station.

FIG. 1 shows a simplified flowchart of a gas filling station (gas station). The gas station is connected by means of a transfer station 20 to a gas supply network 10 (short gas network 10) of a gas supplier (the lines are indicated by connecting lines 11, 21). In the transfer station 2, the actual withdrawal rate taken from the gas supply network 3 and the cumulative withdrawn gas quantity are usually detected. These data are recorded via a modular controller 91, 92 here and can, for example, via Dial-up module 90 are transmitted to the gas supplier. The controller also preferably communicates with a billing system 93.

On the output side, the transfer station 20 is connected to at least one compressor 30a, 30b. Here, two compressors 30a, 30b are shown by way of example, but only one or a larger number are possible. The number of compressors can also be subsequently adapted to a growing demand.

On the output side, the compressors 30a, 30b can each be connected via valves 43a, 43b to a compressed gas storage 40 (gas storage 40 for short). In the example shown, the gas reservoir 40 has three indicated pressure vessel (the number can be adapted to the requirements, at least one is provided), which can be filled separately via corresponding valves (not shown). Depending on the position of the valves 43a, 43, the compressors 30a, 30b can be connected individually or in parallel with the gas reservoir 30. The position of the valves is controlled by the control 91, 92, which is indicated by arrows or dotted lines.

Alternatively, the compressors can be connected via respective valves 42a, 42b, 51 with gas meters 52. For example, depending on the output side, a compressor 30a, 30b can be connected to exactly one gas flow meter 52. Alternatively, a plurality of compressors 30a, 30b can be connected on the output side via an overflow line with a gas flow meter 35, depending on the desired flow direction, the valve 58a or 58b to open or close accordingly (note the optional check valves 57).

As an alternative to the compressors 11, the gas flow meter 35 can also be connected via valves 44a, 44b to the gas reservoir 40, so that it feeds the gas flow meter 35. If the valves 42a, 42b are closed, feeds Where the term parallel connection analogous to electrical engineering is to be understood, ie the inputs of two or more components are connected via corresponding lines to the output of another device, which of course be arranged in the lines switching elements such as valves can.

In the figure, two gas flow meter 52 are shown by way of example. Of course, at least one gas flow meter 52 suffices, with a larger number being advantageous. The number of gas flow meter 52 as well as the number of compressors 30a, 30b can also be subsequently adapted to an increased demand.

On the output side of the gas flow meter 52 are each a plurality of dispensing points 56, wherein again would ever satisfy one. Each of the delivery points is connected via valves 53 with the corresponding gas flow meter 52 and accordingly also to be separated from this. The delivery point has a hose 82 with a coupling 83 for connecting the gas station with a gas tank 88 of a motor vehicle.

The components of the gas station such as the valves, the gas flow meter, the compressors, etc. are preferably at least partially connected to and controlled by a control unit 91, 92 (indicated by arrows 30).

For example, via a remote data transmission 91, 92, a vehicle (driver) can deliver a planned service life to the controllers 91, 92. In addition, the controller detects the level of the corresponding gas tank 88, either by a pressure difference measurement when changing the amount of gas in the gas tank 88 after coupling the gas tank and / or via a data exchange with the vehicle control. In addition, the controller determines the available delivery rate of the compressors 30a, 30b. For example, when the gas reservoir 40 is filled is and otherwise no vehicle must be refueled, then the two compressors 30a, 30b output side by appropriate circuit of the valves 42a, 42b and 58a, 58b are connected to the corresponding tank 88. The delivery rate is then the cumulative delivery rate of the two compressors 30a, 30b. On the basis of the delivery rate can be estimated whether the planned life is sufficient to fill the gas tank 88 to a predetermined target level. If the service life is sufficient, ie if the delivery time is shorter than the planned service life, then the gas from the gas network 10 is conveyed into the gas tank 88 at a previously determined delivery rate by means of the compressors 30a, 30b. If the planned service life is shorter than the delivery time, then the gas tank 88 is connected to the gas reservoir 40 via the valves 44a, 44b. As a result, the gas can be conveyed very quickly into the gas tank 88 by simply overflowing. Often, however, the gas tank 88 does not have to be completely filled from the gas reservoir 40. To check this, it is checked after a predetermined period of time whether the remaining available standing time is sufficient to fill the gas tank 88 by means of the delivery rate provided by the compressors 30a, 30b. For this purpose, for example, a second quotient of remaining filling quantity and the now available delivery rate can be formed and the result compared with the remaining service life. If the remaining service life is sufficient, the gas reservoir 40 is separated from the tank 88 by closing the corresponding valve 44a or 44b, and instead at least one compressor is connected to the gas tank 88 by opening the corresponding valves 42a, 42b and optionally 58a, 58b.

Because a plurality of delivery points 56 are connected to a gas flow meter 52, a plurality of gas tanks 88 can be successively filled without a vehicle having to leave the parking space corresponding to the corresponding delivery point 56 immediately after refueling. The vehicles can therefore be fueled during longer breaks, eg at night.

In FIG. 2 another gas filling station is shown. This is largely identical to the one in Fig. 1 illustrated gas station. The description of FIG. 1 Therefore, as far as the two drawings agree on the FIG. 2 to be read. The only difference to FIG. 1 is that the filling lines A.1 to An different than in Fig. 1 each have their own gas flow meter 52, so that these filling lines can be operated simultaneously. Accordingly, the compressed gas reservoir 40 is preferably provided larger, which is indicated in the drawing. The compressed gas storage can be filled outside the rush hours by means of the compressors 30a, 30b. In peak times, we then used the compressed gas storage to the gas tanks 88 very quickly at least to fill. By appropriate lines and valves 51, 52 can be separated from the corresponding gas tank 88 upon reaching a first target pressure of the pressure accumulator and instead be connected to one or more compressors 30a, 30b, which then fill the pressure tank up to a second target pressure.

In Fig. 3 another gas station is shown, which is largely identical to the gas station in Fig. 2 However, this has been supplemented by a further compressor 30 which is arranged parallel to the compressors 30a, 30b. Unlike illustrated, the compressor 30 may preferably be connected to the gas reservoir 40 via a valve. Merely for reasons of clarity, the optional connecting lines between the compressor 30 and the gas flow meters 52 are not shown. Incidentally, the description of the Fig. 2 also on the Fig. 3 to be read.

The in the FIGS. 1 to 3 The filling stations shown have two Hauptfüllstränge which are assigned to the filling lines A or B substantially. Of course, further filling lines C, D, .... can be added as needed.

LIST OF REFERENCE NUMBERS

10

Transfer station

11

management

3

Gas supply network, in short also gas network

5

overflow

21

management

30, 30a, 30b

compressor

32, 32a, 32b

balance tank

40

Compressed gas storage / gas storage

42a, 42b

Valve

43a, 43b

Valve

44a, 44b

Valve

45

one way valves

51

Valve

52

Gas flow meter

53

Valve

56

delivery point

55

Accumulator (optional)

57

check valve

81

Valve

82

flexible line

83

(Hose) coupling

88

gas tank

90

Dial-module

91, 92, 92

modular control

93

Billing module (cash register)

A.1 - A.n

Filling lines

B.1 - B.n

Filling lines

Claims (9)

1. A method for controlling a gas filling station for refueling vehicles with compressed gas, characterized in that it comprises at least the following steps:

   - requesting a planned service time of at least one vehicle arriving at the gas station, which vehicle has at least one gas tank (88) from which an engine of the vehicle is fed and which is to be filled at the filling station

   - determining the filling quantity required for filling the gas tank (88) to a predetermined fill level,

   - determining the delivery rate of at least one compressor (30, 30a, 30b) available for filling the gas tank, the input side of which is in communication with a gas supply network (10)

   - determining a first quotient of the filling quantity and the delivery rate,

   - conveying the gas from the gas supply network 10 into the gas tank (88) with the compressor (30, 30a, 32b) providing the previously determined delivery rate, if the first quotient is less than the planned service time, and

   - conveying gas from a gas reservoir (40), in which a higher pressure prevails than in the gas supply network, into the gas tank (80) when the first quotient is greater than the planned service time.
2. Method according the claim 1,
   characterized in that
   in the case in which the first quotient is greater than the planned service time, after a gas quantity has been conveyed into the gas tank (88), at least a second quotient is determined, wherein the second quotient is calculated of the gas quantity still to be filled into the gas tank (88) and the available delivery rate, and when the second quotient is less than the remaining service time, the conveyance from the gas reservoir (40) into the gas tank (88) is stopped and instead gas from the gas supply network (10) is conveyed into the gas tank (88) with the compressor (30, 30a, 30b) providing the previously determined delivery rate.
3. Method according to claim 1 or 2,
   characterized in that

   - prior to conveying the gas into the gas tank (88), a pressure is set in the gas reservoir (40), which is smaller than the target pressure in the gas tank (88) at the predetermined level,

   - and the conveyance of gas from the gas reservoir (40) into the gas tank (88) is stopped, when the overflow rate from the gas reservoir (40) into the gas tank (88) falls below a value which is smaller than a minimum delivery rate.
4. Method according to claim 3,
   characterized in that
   the minimum delivery rate corresponds to the available delivery rate of the compressor (30, 30a, 30b)in the range of ± 20%.
5. Method according to one of claims 1 to 4,
   characterized in that
   the gas from the gas reservoir (40) and/or outlet of the compressor (30, 30a, 30b) is conveyed to an inlet of a gas flow meter (52) whose outlet is connected to a first delivery point (56) that is coupled to the gas tank (88).
6. Method according to claim 5,
   characterized in that

   - a second gas tank (88) is coupled to a second delivery point (56) while gas is conveyed into the first gas tank (88), and

   - that, upon a given stop condition, conveying into the first gas tank (88) is interrupted and instead the gas is conveyed from the outlet of the gas flow meter (52) via the second delivery point (56) into the second gas tank (88).
7. Gas filling station for refueling of vehicles with compressed gas, comprising at least:

   - a transfer station (20) which is connected with a gas supply network on the input side and is fed by this gas supply network, and which feeds at least one compressor (30, 30a, 30b) via at least one supply line (11) on the output side,

   - a gas reservoir (40) which is connected to the outlet of the compressor (30, 30a, 30b) via a first valve (43a, 43b),

   - at least one delivery point (56), with at least one inlet and an outlet which is formed as a coupling (83) for connecting the delivery point (56) with the filler neck of a gas tank (88) of a motor vehicle,

   wherein the inlet of the delivery point (56) is connected to the gas reservoir (40) via a second switching valve (44a, 44b) and is connected to the outlet of the compressor (30, 30a, 30b) via a third switching valve (42a, 42 b),
   characterized by
   at least one controller (91, 92) with input means (90) for detecting the planned service time of a motor vehicle to be refueled, wherein the controller (91, 92) opens the second or the third valve (44a, 44b; 42a, 42b) depending on the planned service time.
8. Gas filling station according to claim 7,
   characterized in that

   - the gas filling station has a first gas flow meter (52) for detecting the gas quantity flowing to the delivery point (56),

   - the first gas flow meter (52) is connected to the outlet of the second and/or the third valve (44a, 44b; 42a, 42b) on the inlet side,

   - the first gas flow meter (52) is connected to at least two delivery points (56) on the output side, which delivery points are connected in parallel, and each of the delivery points (56) comprises at least one delivery valve (81) for controlling the delivery of gas via the coupling (88) to a gas tank of a motor vehicle,

   - the controller controls the position of the delivery valves (81) such that at any time the outlet of at most one delivery point (56) communicates with the outlet of the first gas flow meter (52).
9. Gas filling station according to one of claims 7 or 8,
   characterized in that
   the gas filling station has a controller (91, 92) for the automated implementation of the method according to one of claims 1 to 6.

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