Patent Publication Number: US-11041424-B2

Title: Method and system for operating a gaseous fuel vehicle

Description:
FIELD 
     The present description relates to methods and a system for storing and consuming gaseous fuel in a wheeled vehicle. The methods and system may be particularly useful for vehicles that include hybrid powertrains. 
     BACKGROUND AND SUMMARY 
     A vehicle may include an internal combustion engine to provide propulsive torque to the vehicle and to charge an electric energy storage device (e.g., a battery or a capacitor). The engine may combust a fuel (e.g., hydrogen, liquefied petroleum gas, or compressed natural gas and referred to herein as a gaseous fuel) that is in a gaseous state at a defined ambient temperature (e.g., 70° F.) and pressure (e.g., 14.7 pounds per square inch). The gaseous fuel may reduce engine emissions and improve engine starting during cold engine operating conditions, but the amount of gaseous fuel that may be stored onboard the vehicle may be limited based on environmental conditions. For example, a gaseous fuel tank may be rated to hold an amount of fuel equal to 20 gallons gasoline equivalent (GGE) of compressed natural gas at 70° Fahrenheit, which corresponds to a pressure of 3600 pounds per square inch (PSI). However, the same gaseous fuel tank may be filled with only 15 GGE of compressed natural gas at temperature that is higher than 70° F. because of the gaseous fuel tank&#39;s pressure limits and because filling stations may include filling devices that limit the amount of gaseous fuel that may be provided to a vehicle&#39;s fuel tank based on pressure in the fuel tank and ambient temperature. Thus, range of a gaseous fuel vehicle may be reduced because of fuel tank pressure constraints and ambient environmental conditions. As such, it may be desirable to provide a way of reducing variation of a gaseous fuel tank filling amount in view of varying environmental conditions so that a vehicle&#39;s driving range after filling the fuel tank to its capacity may be more consistent. 
     The inventors herein have recognized the above-mentioned disadvantage and have developed a vehicle system, comprising: a cooling circuit including a pump or compressor; a gaseous fuel storage tank in thermal communication with the cooling circuit; and a controller including executable instructions stored in non-transitory memory to cool the gaseous fuel tank via the cooling circuit in response to filling of the gaseous fuel tank. 
     By cooling the gaseous fuel storage tank in response to filling the gaseous fuel storage tank with fuel, it may be possible to provide more consistent GGE fuel amounts stored in gaseous fuel storage tank over a wider range of ambient environmental temperatures. For example, during filling of a gaseous fuel storage tank, compression work performed on gaseous fuel may increase a temperature of the gaseous fuel stored in the gaseous fuel storage tank and it may increase a temperature of the gaseous fuel storage tank. The temperature increases may act to reduce the amount of fuel that may be stored in the gaseous fuel storage tank because of gaseous fuel storage tank pressure limits. However, by cooling the gaseous fuel storage tank during filling of the gaseous fuel storage tank, it may be possible to reduce pressure within the gaseous fuel storage tank so that the GGE amount of fuel stored in the fuel tank may be increased without exceeding gaseous fuel tank pressure limits. 
     The present description may provide several advantages. For example, the approach may allow more consistent GGE amounts of fuel to be stored within a gaseous fuel storage tank. Further, the approach may allow a temperature of a battery to be increased via heat transferred from the gaseous fuel storage tank to the battery, thereby reducing consumption of energy from the battery. In addition, the approach may be implemented in a variety of ways including but not limited to via a heat pump or via a glycol cooling circuit. 
     The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The advantages described herein will be more fully understood by reading an example of an example, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where: 
         FIG. 1A  is a schematic diagram of a vehicle. 
         FIG. 1B  is a schematic diagram of an internal combustion engine that is included in the vehicle of  FIG. 1A . 
         FIG. 2  is a schematic of a powertrain or driveline that includes the internal combustion engine shown in  FIG. 1B . 
         FIG. 3A  is a schematic diagram of a heat pump that may cool a gaseous fuel storage tank. 
         FIG. 3B  is a schematic diagram of a glycol coolant circuit that may cool a gaseous fuel storage tank. 
         FIG. 4  shows an example gaseous fuel storage tank refilling sequence. 
         FIG. 5  shows a method for operating a vehicle including cooling a gaseous fuel tank during filling of the gaseous fuel tank. 
     
    
    
     DETAILED DESCRIPTION 
     The present description is related to operating a vehicle that includes a gaseous fuel storage tank. The vehicle may include an internal combustion engine and an electric machine for propelling the vehicle as is shown in  FIGS. 1A-2 . The vehicle may include one or more cooling circuits for cooling the gaseous fuel tank as shown in  FIGS. 3A and 3B . The vehicle may be operated according to the sequence of  FIG. 4  and according to the method of  FIG. 5 . 
     Referring to  FIG. 1A , a vehicle  1  including an engine  10 , an electric machine  14 , a first electrical energy storage device  11 , and a second electrical energy storage device  131  is shown. In one example, the vehicle  1  may be propelled solely via the engine  10 , solely via the electrical machine  14 , or by both the engine  10  and the electrical machine  14 . The electrical machine  14  may be supplied electrical power via the second electrical energy storage device  131 . Thus, second electric energy storage device  131  may be referred to as a traction battery. The second electrical energy storage device  131  may be recharged via engine  10  providing power to electrical machine  14  and electrical machine  14  outputting electrical energy to second electric energy storage device  131 . Alternatively, second electrical energy storage  131  device may be recharged via converting the vehicle&#39;s kinetic energy into electrical energy via electrical machine  14  during vehicle deceleration or hill descent. Second electrical energy storage device  113  may also be recharged from a stationary power grid via a home charging system or a remote charging system (e.g., a charging station). In one example, second electrical energy storage device  113  is a battery. Alternatively, second electrical energy storage device  113  may be a capacitor or other storage device. First electrical energy storage device  11  may be a low voltage battery for cranking the engine and operating vehicle electrical consumers (e.g., lights). 
     Vehicle  1  may be supplied with gaseous fuel via fuel filling station  5  when fuel nozzle  4  is inserted into gaseous fuel receiver  2 . Nozzle sensor  3  may provide an indication to one or more controllers described herein to indicate that vehicle  1  is being filled with gaseous fuel. In addition, fuel filling station  5  may transmit fuel filling data to vehicle  1  via wireless transmitter  6 . Vehicle  1  may receive the fuel filling data via wireless receiver  7 . Alternatively, the fuel filling data may be transmitted from filling station  5  to vehicle  1  via a wire connection that is aboard nozzle  4 . Fuel data may include whether the fuel fill is delivered in a fast fill mode or in a time fill mode. A time fill mode is where the gaseous fuel storage tank is filled directly from a compressor, not from a high pressure fuel storage tank. A fast fill mode is where the gaseous fuel storage tank is filled directly from a high pressure fuel storage tank. The fuel filling data may also include price of fuel and the total amount of fuel delivered during the present filling event. 
     Referring to  FIG. 1B , internal combustion engine  10 , comprising a plurality of cylinders, one cylinder of which is shown in  FIG. 1B , is controlled by electronic engine controller  12 . The controller  12  receives signals from the various sensors shown in  FIG. 1B  and employs the actuators shown in  FIG. 1B  to adjust engine operation based on the received signals and instructions stored in memory of controller  12 . 
     Engine  10  is comprised of cylinder head  35  and block  33 , which include combustion chamber  30  and cylinder walls  32 . Piston  36  is positioned therein and reciprocates via a connection to crankshaft  40 . Flywheel  97  and ring gear  99  are coupled to crankshaft  40 . Optional starter  96  (e.g., low voltage (operated with less than 30 volts) electric machine) includes pinion shaft  98  and pinion gear  95 . Pinion shaft  98  may selectively advance pinion gear  95  to engage ring gear  99 . Starter  96  may be directly mounted to the front of the engine or the rear of the engine. In some examples, starter  96  may selectively supply torque to crankshaft  40  via a belt or chain. In one example, starter  96  is in a base state when not engaged to the engine crankshaft. Low voltage battery (e.g., 12 volts) 11 supplies electrical power to starter  96  so that engine  10  may be cranked (e.g., rotated via starter  96 ) during engine starting. 
     Combustion chamber  30  is shown communicating with intake manifold  44  and exhaust manifold  48  via respective intake valve  52  and exhaust valve  54 . Each intake and exhaust valve may be operated by an intake cam  51  and an exhaust cam  53 . The position of intake cam  51  may be determined by intake cam sensor  55 . The position of exhaust cam  53  may be determined by exhaust cam sensor  57 . Intake valve  52  may be selectively activated and deactivated by valve activation device  59 . Exhaust valve  54  may be selectively activated and deactivated by valve activation device  58 . Valve activation devices  58  and  59  may be electro-mechanical devices. 
     Fuel injector  66  is shown positioned to inject fuel directly into cylinder  30 , which is known to those skilled in the art as direct injection. Fuel injector  66  delivers liquid fuel in proportion to the pulse width from controller  12 . Fuel is delivered to fuel injector  66  by a fuel system including a gaseous fuel storage tank  133  and fuel rail (not shown). In one example, a high pressure, dual stage, fuel system may be used to generate higher fuel pressures. 
     In addition, intake manifold  44  is shown communicating with turbocharger compressor  162  and engine air intake  42 . In other examples, compressor  162  may be a supercharger compressor. Shaft  161  mechanically couples turbocharger turbine  164  to turbocharger compressor  162 . Optional electronic throttle  62  adjusts a position of throttle plate  64  to control air flow from compressor  162  to intake manifold  44 . Pressure in boost chamber  45  may be referred to a throttle inlet pressure since the inlet of throttle  62  is within boost chamber  45 . The throttle outlet is in intake manifold  44 . In some examples, throttle  62  and throttle plate  64  may be positioned between intake valve  52  and intake manifold  44  such that throttle  62  is a port throttle. Compressor recirculation valve  47  may be selectively adjusted to a plurality of positions between fully open and fully closed. Waste gate  163  may be adjusted via controller  12  to allow exhaust gases to selectively bypass turbine  164  to control the speed of compressor  162 . Air filter  43  cleans air entering engine air intake  42 . 
     Distributorless ignition system  88  provides an ignition spark to combustion chamber  30  via spark plug  92  in response to controller  12 . Universal Exhaust Gas Oxygen (UEGO) sensor  126  is shown coupled to exhaust manifold  48  upstream of catalytic converter  70 . Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor  126 . 
     Converter  70  can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Converter  70  can be a three-way type catalyst in one example. 
     Controller  12  is shown in  FIG. 1B  as a conventional microcomputer including: microprocessor unit  102 , input/output ports  104 , read-only memory  106  (e.g., non-transitory memory), random access memory  108 , keep alive memory  110 , and a conventional data bus. Controller  12  is shown receiving various signals from sensors coupled to engine  10 , in addition to those signals previously discussed, including: engine coolant temperature (ECT) from temperature sensor  112  coupled to cooling sleeve  114 ; a position sensor  134  coupled to an accelerator pedal  130  for sensing force applied by human driver  132 ; a position sensor  154  coupled to brake pedal  150  for sensing force applied by human driver  132 , a measurement of engine manifold pressure (MAP) from pressure sensor  122  coupled to intake manifold  44 ; an engine position sensor from a Hall effect sensor  118  sensing crankshaft  40  position; a measurement of air mass entering the engine from sensor  120 ; and a measurement of throttle position from sensor  68 . Barometric pressure may also be sensed (sensor not shown) for processing by controller  12 . In a preferred aspect of the present description, engine position sensor  118  produces a predetermined number of equally spaced pulses every revolution of the crankshaft from which engine speed (RPM) can be determined. 
     Controller  12  may also receive input from human/machine interface  13 . A request to start the engine or vehicle may be generated via a human and input to the human/machine interface  13 . The human/machine interface  13  may be a touch screen display, pushbutton, key switch or other known device. 
     During operation, each cylinder within engine  10  typically undergoes a four stroke cycle: the cycle includes the intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valve  54  closes and intake valve  52  opens. Air is introduced into combustion chamber  30  via intake manifold  44 , and piston  36  moves to the bottom of the cylinder so as to increase the volume within combustion chamber  30 . The position at which piston  36  is near the bottom of the cylinder and at the end of its stroke (e.g. when combustion chamber  30  is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC). 
     During the compression stroke, intake valve  52  and exhaust valve  54  are closed. Piston  36  moves toward the cylinder head so as to compress the air within combustion chamber  30 . The point at which piston  36  is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber  30  is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means such as spark plug  92 , resulting in combustion. 
     During the expansion stroke, the expanding gases push piston  36  back to BDC. Crankshaft  40  converts piston movement into a rotational torque of the rotary shaft. Finally, during the exhaust stroke, the exhaust valve  54  opens to release the combusted air-fuel mixture to exhaust manifold  48  and the piston returns to TDC. Note that the above is provided merely as an example, and that intake and exhaust valve opening and/or closing timings may vary, such as to generate positive or negative valve overlap, late intake valve closing, or various other examples. 
       FIG. 2  is a block diagram of a vehicle  1  including a powertrain or driveline  200 . The powertrain of  FIG. 2  includes engine  10  shown in  FIGS. 1A and 1B . Powertrain  200  is shown including vehicle system controller  255 , engine controller  12 , electric machine controller  252 , transmission controller  254 , energy storage device controller  253 , and brake controller  250 . The controllers may communicate over controller area network (CAN)  299 . Further, vehicle system controller may receive data from receiver  7 . Each of the controllers may provide information to other controllers such as torque output limits (e.g., torque output of the device or component being controlled not to be exceeded), torque input limits (e.g., torque input of the device or component being controlled not to be exceeded), torque output of the device being controlled, sensor and actuator data, diagnostic information (e.g., information regarding a degraded transmission, information regarding a degraded engine, information regarding a degraded electric machine, information regarding degraded brakes). Further, the vehicle system controller  255  may provide commands to engine controller  12 , electric machine controller  252 , transmission controller  254 , and brake controller  250  to achieve driver input requests and other requests that are based on vehicle operating conditions. The various controllers shown in  FIG. 2  may receive signals from the various sensors shown in  FIG. 2  and the various controllers shown in  FIG. 2  may provide signals to the various actuators shown in  FIG. 2  to operate the vehicle. 
     For example, in response to a driver releasing an accelerator pedal and vehicle speed, vehicle system controller  255  may request a desired wheel torque or a wheel power level to provide a desired rate of vehicle deceleration. The desired wheel torque may be provided by vehicle system controller  255  requesting a first braking torque from electric machine controller  252  and a second braking torque from brake controller  250 , the first and second torques providing the desired braking torque at vehicle wheels  216 . 
     In other examples, the partitioning of controlling powertrain devices may be partitioned differently than is shown in  FIG. 2 . For example, a single controller may take the place of vehicle system controller  255 , engine controller  12 , electric machine controller  252 , transmission controller  254 , and brake controller  250 . Alternatively, the vehicle system controller  255  and the engine controller  12  may be a single unit while the electric machine controller  252 , the transmission controller  254 , and the brake controller  250  are standalone controllers. 
     In this example, powertrain  200  may be powered by engine  10  and electric machine  14 . In other examples, engine  10  may be omitted. Engine  10  may be started with an engine starting system shown in  FIG. 1B , via belt integrated starter/generator (BISG)  219 , or via electric machine  14  also known as an integrated starter/generator (ISG). A speed of BISG  219  may be determined via optional BISG speed sensor  203 . Electric machine  14  (e.g., high voltage (operated with greater than 30 volts) electrical machine) may also be referred to as a motor and/or generator. Further, torque of engine  10  may be adjusted via torque actuator  204 , such as a fuel injector, throttle, etc. 
     BISG  219  is mechanically coupled to engine  10  via belt  231 . BISG  219  may be coupled to crankshaft  40  or a camshaft (e.g.,  51  or  53  of  FIG. 1 ). BISG  219  may operate as a motor when supplied with electrical power via electric energy storage device  131  or low voltage battery  11 . BISG  219  may operate as a generator supplying electrical power to electric energy storage device  131  or low voltage battery  11 . Bi-directional DC/DC converter  281  may transfer electrical energy from a high voltage buss  274  to a low voltage buss  273  or vise-versa. Low voltage battery  11  is electrically coupled to low voltage buss  273 . Electric energy storage device  131  is electrically coupled to high voltage buss  274 . Low voltage battery  280  selectively supplies electrical energy to starter motor  96 . 
     An engine output torque may be transmitted to an input or first side of powertrain disconnect clutch  235  through dual mass flywheel  215 . Disconnect clutch  236  may be electrically or hydraulically actuated. The downstream or second side  234  of disconnect clutch  236  is shown mechanically coupled to ISG input shaft  237 . 
     ISG  14  may be operated to provide torque to powertrain  200  or to convert powertrain torque into electrical energy to be stored in electric energy storage device  131  in a regeneration mode. ISG  14  is in electrical communication with energy storage device  131 . ISG  14  has a higher output torque capacity than starter  96  shown in  FIG. 1B  or BISG  219 . Further, ISG  14  directly drives powertrain  200  or is directly driven by powertrain  200 . There are no belts, gears, or chains to couple ISG  14  to powertrain  200 . Rather, ISG  14  rotates at the same rate as powertrain  200 . Electrical energy storage device  131  (e.g., high voltage battery or power source) may be a battery, capacitor, or inductor. Electrical energy storage device  131  may be charged via fuel cell  259  or ISG  14 . Fuel cell  259  converts gaseous fuel from gaseous fuel storage tank  133  into electrical energy. Fuel cell  259  may be of the type described in U.S. Pat. No. 7,449,260 or other known variations, which are hereby fully incorporated by reference for all intents and purposes. In some variants, engine  10  may be omitted when fuel cell  259  is included to provide power to propel vehicle  1 . The downstream side of ISG  14  is mechanically coupled to the impeller  285  of torque converter  206  via shaft  241 . The upstream side of the ISG  14  is mechanically coupled to the disconnect clutch  236 . ISG  14  may provide a positive torque or a negative torque to powertrain  200  via operating as a motor or generator as instructed by electric machine controller  252 . 
     Torque converter  206  includes a turbine  286  to output torque to input shaft  270 . Input shaft  270  mechanically couples torque converter  206  to automatic transmission  208 . Torque converter  206  also includes a torque converter bypass lock-up clutch  212  (TCC). Torque is directly transferred from impeller  285  to turbine  286  when TCC is locked. TCC is electrically operated by controller  12 . Alternatively, TCC may be hydraulically locked. In one example, the torque converter may be referred to as a component of the transmission. 
     When torque converter lock-up clutch  212  is fully disengaged, torque converter  206  transmits engine torque to automatic transmission  208  via fluid transfer between the torque converter turbine  286  and torque converter impeller  285 , thereby enabling torque multiplication. In contrast, when torque converter lock-up clutch  212  is fully engaged, the engine output torque is directly transferred via the torque converter clutch to an input shaft  270  of transmission  208 . Alternatively, the torque converter lock-up clutch  212  may be partially engaged, thereby enabling the amount of torque directly relayed to the transmission to be adjusted. The transmission controller  254  may be configured to adjust the amount of torque transmitted by torque converter  212  by adjusting the torque converter lock-up clutch in response to various engine operating conditions, or based on a driver-based engine operation request. 
     Torque converter  206  also includes pump  283  that pressurizes fluid to operate disconnect clutch  236 , forward clutch  210 , and gear clutches  211 . Pump  283  is driven via impeller  285 , which rotates at a same speed as ISG  14 . 
     Automatic transmission  208  includes gear clutches (e.g., gears  1 - 10 )  211  and forward clutch  210 . Automatic transmission  208  is a fixed ratio transmission. The gear clutches  211  and the forward clutch  210  may be selectively engaged to change a ratio of an actual total number of turns of input shaft  270  to an actual total number of turns of wheels  216 . Gear clutches  211  may be engaged or disengaged via adjusting fluid supplied to the clutches via shift control solenoid valves  209 . Torque output from the automatic transmission  208  may also be relayed to wheels  216  to propel the vehicle via output shaft  260 . Specifically, automatic transmission  208  may transfer an input driving torque at the input shaft  270  responsive to a vehicle traveling condition before transmitting an output driving torque to the wheels  216 . Transmission controller  254  selectively activates or engages TCC  212 , gear clutches  211 , and forward clutch  210 . Transmission controller also selectively deactivates or disengages TCC  212 , gear clutches  211 , and forward clutch  210 . 
     Further, a frictional force may be applied to wheels  216  by engaging friction wheel brakes  218 . In one example, friction wheel brakes  218  may be engaged in response to the driver pressing his foot on a brake pedal (not shown) and/or in response to instructions within brake controller  250 . Further, brake controller  250  may apply brakes  218  in response to information and/or requests made by vehicle system controller  255 . In the same way, a frictional force may be reduced to wheels  216  by disengaging wheel brakes  218  in response to the driver releasing his foot from a brake pedal, brake controller instructions, and/or vehicle system controller instructions and/or information. For example, vehicle brakes may apply a frictional force to wheels  216  via controller  250  as part of an automated engine stopping procedure. 
     In response to a request to accelerate vehicle  225 , vehicle system controller may obtain a driver demand torque or power request from an accelerator pedal or other device. Vehicle system controller  255  then allocates a fraction of the requested driver demand torque to the engine and the remaining fraction to the ISG or BISG. Vehicle system controller  255  requests the engine torque from engine controller  12  and the ISG torque from electric machine controller  252 . If the ISG torque plus the engine torque is less than a transmission input torque limit (e.g., a threshold value not to be exceeded), the torque is delivered to torque converter  206  which then relays at least a fraction of the requested torque to transmission input shaft  270 . Transmission controller  254  selectively locks torque converter clutch  212  and engages gears via gear clutches  211  in response to shift schedules and TCC lockup schedules that may be based on input shaft torque and vehicle speed. In some conditions when it may be desired to charge electric energy storage device  131 , a charging torque (e.g., a negative ISG torque) may be requested while a non-zero driver demand torque is present. Vehicle system controller  255  may request increased engine torque to overcome the charging torque to meet the driver demand torque. 
     In response to a request to decelerate vehicle  225  and provide regenerative braking, vehicle system controller may provide a negative desired wheel torque based on vehicle speed and brake pedal position. Vehicle system controller  255  then allocates a fraction of the negative desired wheel torque to the ISG  14  (e.g., desired powertrain wheel torque) and the remaining fraction to friction brakes  218  (e.g., desired friction brake wheel torque). Further, vehicle system controller may notify transmission controller  254  that the vehicle is in regenerative braking mode so that transmission controller  254  shifts gears  211  based on a unique shifting schedule to increase regeneration efficiency. ISG  14  supplies a negative torque to transmission input shaft  270 , but negative torque provided by ISG  14  may be limited by transmission controller  254  which outputs a transmission input shaft negative torque limit (e.g., not to be exceeded threshold value). Further, negative torque of ISG  14  may be limited (e.g., constrained to less than a threshold negative threshold torque) based on operating conditions of electric energy storage device  131 , by vehicle system controller  255 , or electric machine controller  252 . Any portion of desired negative wheel torque that may not be provided by ISG  14  because of transmission or ISG limits may be allocated to friction brakes  218  so that the desired wheel torque is provided by a combination of negative wheel torque from friction brakes  218  and ISG  14 . 
     Accordingly, torque control of the various powertrain components may be supervised by vehicle system controller  255  with local torque control for the engine  10 , transmission  208 , electric machine  240 , and brakes  218  provided via engine controller  12 , electric machine controller  252 , transmission controller  254 , and brake controller  250 . 
     As one example, an engine torque output may be controlled by adjusting a combination of spark timing, fuel pulse width, fuel pulse timing, and/or air charge, by controlling throttle opening and/or valve timing, valve lift and boost for turbo- or super-charged engines. In the case of a diesel engine, controller  12  may control the engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and air charge. In all cases, engine control may be performed on a cylinder-by-cylinder basis to control the engine torque output. 
     Electric machine controller  252  may control torque output and electrical energy production from ISG  14  by adjusting current flowing to and from field and/or armature windings of ISG as is known in the art. 
     Transmission controller  254  receives transmission input shaft position via position sensor  271 . Transmission controller  254  may convert transmission input shaft position into input shaft speed via differentiating a signal from position sensor  271  or counting a number of known angular distance pulses over a predetermined time interval. Transmission controller  254  may receive transmission output shaft torque from torque sensor  272 . Alternatively, sensor  272  may be a position sensor or torque and position sensors. If sensor  272  is a position sensor, controller  254  may count shaft position pulses over a predetermined time interval to determine transmission output shaft velocity. Transmission controller  254  may also differentiate transmission output shaft velocity to determine transmission output shaft acceleration. Transmission controller  254 , engine controller  12 , and vehicle system controller  255 , may also receive addition transmission information from sensors  277 , which may include but are not limited to pump output line pressure sensors, transmission hydraulic pressure sensors (e.g., gear clutch fluid pressure sensors), ISG temperature sensors, and BISG temperatures, and ambient temperature sensors. 
     Brake controller  250  receives wheel speed information via wheel speed sensor  221  and braking requests from vehicle system controller  255 . Brake controller  250  may also receive brake pedal position information from brake pedal sensor  154  shown in  FIG. 1B  directly or over CAN  299 . Brake controller  250  may provide braking responsive to a wheel torque command from vehicle system controller  255 . Brake controller  250  may also provide anti-lock and vehicle stability braking to improve vehicle braking and stability. As such, brake controller  250  may provide a wheel torque limit (e.g., a threshold negative wheel torque not to be exceeded) to the vehicle system controller  255  so that negative ISG torque does not cause the wheel torque limit to be exceeded. For example, if controller  250  issues a negative wheel torque limit of 50 N-m, ISG torque is adjusted to provide less than 50 N-m (e.g., 49 N-m) of negative torque at the wheels, including accounting for transmission gearing. 
     Referring to  FIG. 3A , a schematic representation of a vehicle  1  with a climate control system  300  and gaseous fuel storage tank cooling is shown. Flow direction arrows (e.g.,  304 ) describe refrigerant flow in climate control system  300  when climate control system  300  is operated in a cooling mode. The vehicle  1  may have any suitable drivetrain and may include an engine  10  that may be used to propel the vehicle  1  and/or power vehicle components. The vehicle  1  may include a single engine  10  as is shown in  FIGS. 1A and 1   t  may be configured as an internal combustion engine adapted to combust any suitable type of fuel, such as gasoline, diesel fuel, or hydrogen. As another option, vehicle  1  may be configured as a hybrid vehicle that may have a plurality of power sources, such as a non-electrical power source like an engine and an electrical power source as is shown in  FIG. 2 . The vehicle  1  may include a passenger compartment  302 , an engine compartment  306 , and a climate control system  300 . 
     Devices and fluidic passages or conduits are shown as solid lines in  FIGS. 3A and 3B . Electrical connections are shown as dashed lines in  FIGS. 3A and 3B . In  FIGS. 3A and 3B , coolant subsystem  305  is shown with an engine  10 , but in some examples engine  10  may be omitted. 
     The passenger compartment  302  may be disposed inside the vehicle  1  and it may receive one or more occupants. A portion of the climate control system  300  may be disposed in the passenger compartment  302 . 
     The engine compartment  306  may be disposed proximate the passenger compartment  302 . An engine  10  and/or an electric machine  14  as well as a portion of the climate control system  300  may be disposed in the engine compartment  306 . The engine compartment  306  may be separated from the passenger compartment  302  by a bulkhead  307 . 
     An outlet side  360 B of compressor  360  is directly coupled to an inlet side of intermediate heat exchanger  342  via a conduit. Controller  340  may supply current and voltage to adjust a speed of compressor  360 . Compressor  360  may pressurize and circulate the refrigerant through the heat pump subsystem  332 . The compressor  360  may be powered by electrical power source  131 . Speed of compressor  360  may be determined via sensor  399  which may be electrically coupled to cooling system controller  380 . 
     Intermediate heat exchanger  342  may facilitate the transfer of thermal energy between the coolant subsystem  305  and the heat pump subsystem  332 . In particular, heat may be transferred from heat pump subsystem  332  to coolant subsystem  305 . The intermediate heat exchanger  342  may be part of the coolant subsystem  305  and the heat pump subsystem  332 , and it may facilitate the transfer of thermal energy from heat pump subsystem  332  to coolant subsystem  305  without mixing or exchanging the heat transfer fluids in the coolant subsystem  305  and heat pump sub systems  332 . 
     Intermediate heat exchanger  342  is shown directly coupled to an inlet side of first control valve  362  and an inlet side of first expansion device  364 , which may be a fixed area expansion device. The first expansion device  364  may be provided to change the pressure of the refrigerant. For instance, the first expansion device  364  may be a fixed area expansion device or variable position valve that may or may not be externally controlled. The first expansion device  364  may reduce the pressure of the refrigerant that passes through the first expansion device  364  from the intermediate heat exchanger  342  to the exterior heat exchanger  366 . As such, high pressure refrigerant received from the intermediate heat exchanger  342  may exit the first expansion device  364  at a lower pressure and as a liquid and vapor mixture in a heating mode. 
     First control valve  362  may be selectively opened and closed via cooling system controller  380 . When first control valve  362  is in an open position, it provides a path of least fluidic resistance to exterior heat exchanger  366  such that there is little pressure drop across fixed area expansion device  364 . Outlet sides of fixed area expansion device  364  and first control valve  362  are shown directly coupled to an inlet side  366 A of exterior heat exchanger  366 . An outlet side  366 B of exterior heat exchanger  366  is shown directly coupled to a first inlet side  378 A of internal heat exchanger  378  and coupled to an inlet side of accumulator  372  via second control valve  322 . The exterior heat exchanger  366  may be disposed outside the passenger compartment  302 . In a cooling mode or air conditioning context, the exterior heat exchanger  366  may function as a condenser and may transfer heat to the surrounding environment to condense the refrigerant from a vapor to liquid. In a heating mode, the exterior heat exchanger  366  may function as an evaporator and may transfer heat from the surrounding environment to the refrigerant, thereby causing the refrigerant to vaporize. A first outlet side  378 B of internal heat exchanger  378  is directly coupled to inlets of second expansion device  379  and third expansion valve  374 . 
     Internal heat exchanger  378 , may transfer thermal energy between refrigerant flowing through different regions of the heat pump subsystem  332 . Internal heat exchanger  378  may be disposed outside the passenger compartment  302 . In a cooling mode or air conditioning context, heat may be transferred from refrigerant that is routed from the exterior heat exchanger  366  to the interior heat exchanger  376  to refrigerant that is routed from the accumulator  372  to the compressor  360 . In the heating mode, the internal heat exchanger  378  does not transfer thermal energy between such refrigerant flow paths since the second expansion device  374  is closed, thereby inhibiting the flow of refrigerant through a portion of the internal heat exchanger  378 . 
     The second expansion device  374  may be disposed between and may be in fluid communication with the exterior heat exchanger  366  and the interior heat exchanger  376 . The second expansion device  374  may have a similar configuration as the first expansion device  364  and may be provided to change the pressure of the refrigerant similar to the first expansion device  364 . In addition, the second expansion device  374  may be closed to inhibit the flow of refrigerant. More specifically, the second expansion device  374  may be closed to inhibit the flow of refrigerant from the exterior heat exchanger  366  to the interior heat exchanger  376  in a heating mode. 
     An outlet side of second expansion device  374  is directly coupled to an inlet side of interior heat exchanger  376 . And outlet side  376 B of interior heat exchanger  376  is directly coupled to an inlet of accumulator  372 . The interior heat exchanger  376  may be in fluid communication with the second expansion device  374 . The interior heat exchanger  376  may be disposed inside the passenger compartment  302 . In a cooling mode or air conditioning context, the interior heat exchanger  376  may function as an evaporator and may receive heat from air in the passenger compartment  302  to vaporize the refrigerant. Refrigerant exiting the interior heat exchanger  376  is directly routed to the accumulator  372 . In the heating mode, refrigerant may not be routed to the interior heat exchanger  376  due to the closure of the second expansion device  374 . 
     An outlet of accumulator  372  is directly coupled to second inlet  378 C of internal heat exchanger  378 . The accumulator  372  may act as a reservoir for storing any residual liquid refrigerant so that vapor refrigerant rather than liquid refrigerant may be provided to the compressor  360 . The accumulator  372  may include a desiccant that absorbs small amounts of water moisture from the refrigerant. A second outlet  378 D of internal heat exchanger  378  is directly coupled to inlet or suction side  360 A of compressor  360 . 
     An outlet side of second control valve  322  is directly coupled to an inlet of accumulator  372  and an outlet of battery chiller heat exchanger  336 . An outlet side of third expansion valve  379  is directly coupled to an inlet side of battery chiller heat exchanger  336 . An outlet side of battery chiller heat exchanger  336  is directly coupled to an inlet side of accumulator  372 . Third expansion valve  374  may be a TXV with shutoff, a fixed area expansion device, or an electronic expansion valve (EXV). In this example, battery chiller expansion device  379  and expansion device  374  include shut-off valves for preventing flow through the respective valves. 
     Battery chiller loop  335  includes second electrical energy storage device  131 , battery chiller pump  324 , gaseous fuel storage tank  133 , battery bypass valve  325 , and battery chiller heat exchanger  336 . Electrical energy storage device  131  may selectively supply electrical power to pump  324  via controller  380 . In a first position, three-way battery bypass valve  325  directs coolant from tank  133  or valve  315  directly to pump  324 , thereby bypassing electric energy storage device  131  to avoid heating or cooling of electric energy storage device  131 . In a second position, three-way battery bypass valve  325  directs coolant from tank  133  or valve  315  directly to electric energy storage device  131 , thereby allowing the heating or cooling of electric energy storage device  131 . Heat from second electrical energy storage device  131  and gaseous fuel tank  133  may be rejected to refrigerant flowing through battery chiller heat exchanger  336 . Thus, coolant in battery chiller loop  335  is fluidically isolated from refrigerant in heat pump subsystem  332 . Further, heat may be extracted from gaseous fuel tank  133  and delivered to electric energy storage device  131  via activating pump  324  and closing battery chiller expansion device  379 . In some examples, a bypass valve and passage by allow coolant to bypass battery chiller heat exchanger  336  when heat from gaseous fuel storage tank  133  is applied to heat electric energy storage device  131 . Pump  324  may be supplied with electric power from electric energy storage device  131 . 
     The climate control system  300  may circulate air and/or control or modify the temperature of air that is circulated in the passenger compartment  302 . The climate control system  300  may include a coolant subsystem  305 , a heat pump subsystem  332 , and a ventilation subsystem  345 . Coolant (e.g., glycol)  339  in coolant subsystem  305  is fluidically isolated from refrigerant in heat pump subsystem  332 . 
     The coolant subsystem  305 , which may also be referred to as a coolant loop, may circulate a fluid, such as glycol  339 , to cool the engine  10  or electric machine (not shown). For example, waste heat that is generated by the engine  10  when the engine is running or operational may be transferred to the coolant and then circulated to one or more heat exchangers to transfer thermal energy from the coolant. In at least one example, the coolant subsystem  305  may include a coolant pump  340 , an intermediate heat exchanger  342  that may be fluidly interconnected by conduits such as tubes, hoses, pipes, or the like. The coolant subsystem  305  may also include a radiator (not shown) that may be disposed in the engine compartment  306  for transferring thermal energy to the ambient air surrounding the engine  10 . 
     The coolant pump  340  may circulate coolant through the coolant subsystem  305 . The coolant pump  340  may be powered by an electrical power source. The coolant pump  340  may receive coolant from the engine  10  and circulate the coolant in a closed loop. For instance, when the climate control system  300  is in a heating mode, coolant may be routed from the coolant pump  340  to the intermediate heat exchanger  342  and then to the heater core  344  before returning to the engine  10  as represented by the arrowed lines  375 . 
     The intermediate heat exchanger  342  may facilitate the transfer of thermal energy between the coolant subsystem  305  and the heat pump subsystem  332 . The intermediate heat exchanger  342  may be part of the coolant subsystem  305  and the heat pump subsystem  332 . The intermediate heat exchanger  342  may have any suitable configuration. For instance, the intermediate heat exchanger  342  may have a plate-fin, tube-fin, or tube-and-shell configuration that may facilitate the transfer of thermal energy without mixing the heat transfer fluids in the coolant subsystem  305  and heat pump subsystems  332 . Heat may be transferred from the heat pump subsystem  332  to the coolant via the intermediate heat exchanger  342  when the climate control system  300  is in a heating mode. 
     The heater core  344  may transfer thermal energy from the coolant to air in the passenger compartment  302 . The heater core  344  may be disposed in the passenger compartment  302  in the ventilation subsystem  345  and may have any suitable configuration. For example, the heater core  344  may have a plate-fin or tube-fin construction in one or more examples. 
     The heat pump subsystem  332  may transfer thermal energy to or from the passenger compartment  302  and to the coolant subsystem  305 . In at least one example, the heat pump subsystem  332  may be configured as a vapor compression heat pump subsystem in which a fluid is circulated through the heat pump subsystem  332  to transfer thermal energy to or from the passenger compartment  302 . The heat pump subsystem  332  may operate in various modes, including, but not limited to a cooling mode and a heating mode. In the cooling mode, the heat pump subsystem  332  may circulate a heat transfer fluid, which may be called a refrigerant, to transfer thermal energy from inside the passenger compartment  302  to outside the passenger compartment  302 . 
     The ventilation subsystem  345  may circulate air in the passenger compartment  302  of the vehicle  1 . In addition, airflow through the housing  390  and internal components is represented by the arrowed lines  377 . 
     Cooling system controller  380 , vehicle system controller  255 , and engine controller  12  shown in  FIG. 1B  include executable instructions of the methods in  FIG. 5  to operate the actuators and sensors (e.g., valves, fans, and pumps or compressors) of the system shown in  FIGS. 1A-3B . Cooling system controller  380  includes inputs  381  and outputs  382  to interface with devices in the system of  FIGS. 1A-3B . Cooling system controller  380  also includes a central processing unit  385  and non-transitory memory  386  for executing the method of  FIG. 5 . Controller  380  may selectively provide electrical power from electrical energy storage device  131  to compressor  360  via switch  341 . 
     Each of the devices shown in  FIG. 3A  that are fluidically coupled via conduits (e.g., solid lines) have an inlet and an outlet based on the direction of flow direction arrows  304 ,  375 , and  313 . Inlets of the devices are locations where the conduit enters the device in the direction of flow according to the flow direction arrows. Outlets of the devices are locations where the conduit exits the device in the direction of flow according to the flow direction arrows. 
     The system of  FIG. 3A  may be operated in a cooling mode. In cooling mode, passenger compartment  302  may be cooled. Further, gaseous fuel tank  133  and electric energy storage device  131  may be cooled. The cooling mode is activated by opening fixed first control valve  362 , opening the shut-off valve of battery chiller expansion valve TXV  379  if battery chilling is desired, opening the shut-off valve of expansion device  374 , closing second control valve  322 , activating compressor  360 , activating fan  392 , and activating battery chiller pump  324 . Three-way valve  315  may direct coolant to gaseous fuel tank  133  if cooling of gaseous fuel tank  133  is desired. Otherwise, three-way valve  315  may direct coolant flow to electric energy storage device  131 . 
     During cooling mode, refrigerant flows through heat pump subsystem  332  in the direction of arrows  304 . Coolant flows in battery chiller loop  335  in the direction indicated by arrows  313 . Thus, in cooling mode, refrigerant exits compressor  360  and enters intermediate heat exchanger  342 . The refrigerant then moves through the first control valve  362 , thereby reducing flow through expansion device  364 , so that the pressure loss across expansion device  364  is small. Refrigerant travels from the first control valve  362  to the exterior heat exchanger  366  which operates as a condenser. Condensed refrigerant then enters internal heat exchanger  378  where heat may be transferred from condensed refrigerant entering internal heat exchanger  378  from exterior heat exchanger  366  to vapor refrigerant entering internal heat exchanger  378  from interior heat exchanger  376 . The liquid refrigerant then enters expansion device  374  and battery chiller expansion valve TXV  279  where it expands to provide cooling to passenger compartment  302  and battery chiller loop  335 . Heat is transferred from coolant circulating in battery chiller loop  335  to refrigerant in heat pump subsystem  332  via battery chiller heat exchanger  336 . Likewise, heat is transferred from passenger compartment  302  to refrigerant in heat pump subsystem  332  via interior heat exchanger  376 . The heated refrigerant is directed to internal heat exchanger  378  before it is returned to compressor  360  to be recirculated. 
     The ventilation subsystem  345  may circulate air in the passenger compartment  302  of the vehicle  1 . The ventilation subsystem  345  may have a housing  390 , a blower  392 , and a temperature door  394 . The housing  390  may receive components of the ventilation subsystem  345 . In  FIG. 3A , the housing  390  is illustrated such that internal components are visible rather than hidden for clarity. In addition, airflow through the housing  390  and internal components is represented by the arrowed lines  377 . The housing  390  may be at least partially disposed in the passenger compartment  302 . For example, the housing  390  or a portion thereof may be disposed under an instrument panel of the vehicle  1 . The housing  390  may have an air intake portion  391  that may receive air from outside the vehicle  1  and/or air from inside the passenger compartment  302 . For example, the air intake portion  391  may receive ambient air from outside the vehicle  1  via an intake passage, duct, or opening that may be located in any suitable location, such as proximate a cowl, wheel well, or other vehicle body panel. The air intake portion  391  may also receive air from inside the passenger compartment  302  and recirculate such air through the ventilation subsystem  345 . One or more doors or louvers may be provided to permit or inhibit air recirculation. 
     The blower  392  may be disposed in the housing  390 . The blower  392 , which may also be called a blower fan, may be disposed near the air intake portion  391  and may be configured as a centrifugal fan that may circulate air through the ventilation subsystem  345 . 
     The temperature door  394  may be disposed between the interior heat exchanger  376  and the heater core  344 . In the example shown, the temperature door  394  is disposed downstream of the interior heat exchanger  736  and upstream of the heater core  344 . The temperature door  394  may block or permit airflow through the heater core  344  to help control the temperature of air in the passenger compartment  302 . For instance, the temperature door  394  may permit airflow through the heater core  344  in the heating mode such that heat may be transferred from the coolant to air passing through the heater core  344 . This heated air may then be provided to a plenum for distribution to ducts and vents or outlets located in the passenger compartment  302 . The temperature door  394  may move between a plurality of positions to provide air having a desired temperature. In  FIG. 3A , the temperature door  394  is shown in a full heat position in which airflow is directed through the heater core  344 . 
     Temperature sensor  350  senses refrigerant temperature at outlet side  366 B of exterior heat exchanger  366 . Temperature sensor  350  may be located on a fin or tube of exterior heat exchanger  366 . Alternatively, temperature sensor  350  may be located in a flow path of refrigerant in exterior heat exchanger  366 . Pressure sensor  351  senses refrigerant pressure at outlet side  360 B of compressor  360 . Optional pressure sensor  352  senses refrigerant pressure at inlet side or suction side  360 A of compressor  360 . Pressure sensor  353  senses refrigerant pressure at an outlet side of battery chiller heat exchanger  336 . Optional pressure sensor  354  senses refrigerant pressure at an inlet side of accumulator  372 . Temperature sensor  355  senses refrigerant temperature an outlet side of interior heat exchanger  376 . Temperature sensor  355  may be located on a fin or tube of interior heat exchanger  376 . Alternatively, temperature sensor  355  may be located in a flow path of refrigerant in interior heat exchanger  376 . Signals from temperature and pressure sensors  350 - 355  are input to cooling system controller  380 . 
     Referring now to  FIG. 3B , a second schematic representation of a vehicle  1  with a liquid to air heat exchanger battery coolant circuit  397  is shown. Coolant circuit  397  may also be referred to as a battery chiller loop. In this system, liquid coolant (e.g., glycol)  330  may be circulated in passages or conduits  337  between the various devices. Pump  333  is selectively provided with electrical power via cooling system controller  380 , switch  341 , and electric energy storage device  131 . Pump  333  circulates liquid coolant  330  when pump  333  is supplied with electric power. Liquid coolant  330  may flow through electric energy storage device  131  to cool or heat electric energy storage device  131 . Further, cooling and/or heating of electric energy storage device  131  may be avoided via bypass valve  349 . In a first position, three-way battery bypass valve  349  directs coolant from tank  133  or valve  334  directly to pump  333 , thereby bypassing battery  131  to avoid heating or cooling of battery  131 . In a second position, three-way battery bypass valve  349  directs coolant from tank  133  or valve  334  directly to battery  131 , thereby allowing the heating or cooling of battery  131 . Coolant temperature may be reduced during a cooling mode by passing liquid coolant  330  through battery radiator  338 , which rejects heat to ambient air. Alternatively, liquid coolant  330  may flow around battery radiator  338  via bypass valve  346  and bypass passage  347  in a heating mode when heat generated during filling of gaseous fuel tank  133  is used to heat electric energy storage device  131 . In particular, bypass valve  346  may be commanded open during the heating mode or closed during the cooling mode. Liquid coolant  330  may also flow through gaseous fuel storage tank  133  when gaseous fuel storage tank  133  is being filled so that a larger amount of fuel may be stored in gaseous fuel storage tank  133 . Three-way valve  334  may direct liquid coolant  330  from radiator  338  or bypass valve  346  and through gaseous fuel tank  133  in a first position as indicated by arrows  331 . Three-way valve  334  may direct liquid coolant  330  from radiator  338  or bypass valve  346  and through electric energy storage device  131  bypassing gaseous fuel tank  133  in a second position. Controller  380  or system controller  255  may selectively open and close switch  341  to provide heating and/or cooling to electric energy storage device  131  and cooling to gaseous fuel storage tank  133 . 
     Thus, the system of  FIGS. 1A-3B  provide for a vehicle system, comprising: a cooling circuit including a pump or compressor; a gaseous fuel storage tank in thermal communication with the cooling circuit; and a controller including executable instructions stored in non-transitory memory to cool the gaseous fuel tank via the cooling circuit in response to filling of the gaseous fuel tank. The vehicle system further comprises determining that the gaseous fuel tank is being filled via the controller. The vehicle system includes where the cooling circuit includes a heat pump. The vehicle system includes where the cooling circuit includes a radiator and a liquid coolant. The vehicle system further comprises an electric energy storage device that is selectively electrically coupled to the pump or compressor. The vehicle system further comprises an electric machine that provides propulsive torque to a vehicle, the electric machine in electrical communication with the electric energy storage device. The vehicle system includes where the cooling circuit is in thermal communication with the electric energy storage device. The vehicle system further comprises a three-way valve that is configured to pass coolant through a portion of the cooling circuit that cools the gaseous fuel tank and to bypass coolant around the portion of the cooling circuit that cools the gaseous fuel tank. 
     The system of  FIGS. 1A-3B  also provides for a vehicle system, comprising: a cooling circuit including a pump or compressor; a gaseous fuel tank in thermal communication with the cooling circuit; and a controller including executable instructions stored in non-transitory memory to cool the gaseous fuel tank via the cooling circuit below an ambient temperature in response to filling of the gaseous fuel tank when a filling station pressure is less than a rated pressure of the gaseous fuel tank. The vehicle system further comprises additional instructions to cool the gaseous fuel tank via the cooling circuit to a temperature not less than ambient temperature in response to filling the gaseous fuel tank when the filling station pressure is greater than the rated pressure of the gaseous fuel tank. The vehicle system further comprises a battery, the battery in selective electrical communication with the pump or compressor. The vehicle system further comprises additional instructions to activate the pump or compressor via electrical power provided by the battery. The vehicle system further comprises additional instructions to heat the battery via heat extracted from the gaseous fuel tank. The vehicle system further comprises a heat exchanger included in the cooling circuit. The vehicle system includes where the cooling circuit includes glycol coolant and further comprising a vapor compression heat pump that is in thermal communication with the cooling circuit. 
     Referring now to  FIG. 4 , example plots of a vehicle operating sequence are shown. The operating sequence may be performed via the system of  FIGS. 1A-3B  in cooperation with the method of  FIG. 5 . Vertical lines at times t 0 -t 4  represent times of interest during the sequence. The plots in  FIG. 4  are time aligned and occur at the same time. 
     The first plot from the top of  FIG. 4  is a plot of electric energy storage device or battery state of charge (SOC) versus time. The vertical axis represents battery SOC and the battery SOC increases in the direction of the vertical axis arrow. Trace  402  represents battery SOC. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. Horizontal line  450  represents a threshold battery SOC. Cooling of a gaseous fuel storage tank is not performed when battery SOC is less than threshold  450 . Cooling of the gaseous fuel storage tank may be performed when battery SOC is greater than threshold  450 . 
     The second plot from the top of  FIG. 4  is a plot gaseous fuel storage tank filling state versus time. The vertical axis represents the gaseous fuel filling state and the vehicle is being filled with gaseous fuel when trace  404  is at a higher level near the vertical axis arrow. The vehicle is not being filled with gaseous fuel when trace  404  is at a lower level near the horizontal axis. Trace  404  represents the gaseous fuel filling state. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. 
     The third plot from the top of  FIG. 4  is a plot of the state of gaseous fuel storage tank cooling versus time. The vertical axis represents state of gaseous fuel storage tank cooling and the state of gaseous fuel storage tank cooling indicates that the gaseous fuel storage tank is being cooled when trace  406  is at a higher level near the vertical axis arrow. The gaseous fuel storage tank is not being cooled when trace  406  is at a lower level near the horizontal axis. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. Trace  406  represents the state of gaseous fuel storage tank cooling. 
     The fourth plot from the top of  FIG. 4  is a plot of the amount of fuel stored in the gaseous fuel storage tank. The vertical axis represents the amount of gaseous fuel stored in the gaseous fuel storage tank and the amount of fuel stored in the gaseous fuel storage tank increases in the direction of the vertical axis arrow. The horizontal axis represents time and time increases from the left side of the figure to the right side of the figure. Trace  408  represents the amount of fuel stored in the gaseous fuel storage tank. 
     At time t 0 , the battery SOC is greater than threshold  450  and the gaseous fuel storage tank is not being filled. The state of gaseous fuel storage tank cooling indicates that the gaseous fuel storage tank is not being cooled. Between time t 0  and time t 1 , the battery SOC falls to a level that is less than threshold  450 . 
     At time t 1 , filling of the gaseous fuel storage tank begins. Filling of the gaseous fuel storage tank begins when the fuel nozzle is inserted into the fuel receiver. In one example, the gaseous fuel tank filling state is asserted when the gaseous fuel filling nozzle is inserted into the gaseous fuel receiver. However, because the battery SOC is less than threshold  450 , there may be insufficient charge capacity within the battery (e.g., electric energy storage device  131  shown in  FIGS. 3A and 3B ) to provide electrical power to cool the gaseous fuel storage tank. Therefore, cooling of the gaseous fuel tank is not initiated and the amount of fuel stored in the gaseous fuel storage tank begins to increase. 
     Shortly before time t 2 , pressure in the gaseous fuel storage tank reaches a threshold pressure (not shown) and the fuel refilling station automatically ceases to supply fuel to the gaseous fuel storage tank. The amount of fuel stored in the gaseous fuel tank reaches a level of A 1 . The state of gaseous fuel storage tank cooling remains not asserted to indicate that the gaseous fuel storage tank is not being cooled. At time t 2 , the fuel filling nozzle is removed from the vehicle and the gaseous fuel storage tank filling state changes from a high level to a low level to indicate that the gaseous fuel storage tank is no longer being filled. 
     Between time t 2  and time t 3 , the vehicle is driven and the vehicle&#39;s internal combustion engine consumes some of the fuel that is stored in the gaseous fuel storage tank as is indicated by the amount of gaseous fuel that is stored in the gaseous fuel tank decreasing. The battery SOC increases via the engine charging the battery or via regenerative braking (not shown). The gaseous fuel storage tank is not cooled and the gaseous fuel tank is not filled during this time interval. 
     At time t 3 , the fuel filling nozzle is inserted into the vehicle&#39;s fuel receiver and the gaseous fuel storage tank filling state changes from a low level to a high level to indicate that the gaseous fuel tank is being filled with fuel. Because the battery SOC is greater than threshold  450  and ambient air temperature is just above 70° F. (not shown), cooling of the gaseous fuel tank is initiated as is indicated by the state of the gaseous fuel storage tank cooling transitioning from a low level to a high level. By cooling the gaseous fuel storage tank during refilling, the amount of gas that may be stored in the gaseous fuel storage tank may be increased as compared to if the gaseous fuel tank were not cooled. Further, cooling the gaseous fuel storage tank may reduce the temperature increase of fuel within the gaseous fuel storage tank that is due to work performed compressing the fuel in the gaseous fuel storage tank. The amount of gaseous fuel stored in the gaseous fuel storage tank begins to increase. Between time t 3  and time t 4 , the amount of fuel stored in the gaseous fuel storage tank increases and the gaseous fuel tank is cooled via a cooling system. In one example, the gaseous fuel storage tank may be cooled via a vapor compression heat pump as is shown in  FIG. 3A . In another example, the gaseous fuel storage tank may be cooled via a liquid cooling system as is shown in  FIG. 3B . 
     Just before time t 4 , pressure in the gaseous fuel storage tank reaches a threshold pressure (not shown) and the fuel refilling station automatically ceases to supply fuel to the gaseous fuel storage tank. The amount of fuel stored in the gaseous fuel tank reaches a level of A 2 . The state of gaseous fuel storage tank cooling remains asserted to indicate that the gaseous fuel storage tank is being cooled. At time t 4 , the fuel filling nozzle is removed from the vehicle and the gaseous fuel storage tank filling state changes from a high level to a low level to indicate that the gaseous fuel storage tank is no longer being filled. Further, the state of the gaseous fuel storage tank cooling is transitioned from a high level to a low level to indicate that the gaseous fuel storage tank is no longer being cooled. The amount of fuel stored A 2  is greater than the amount of fuel stored A 1  when the gaseous fuel tank was not cooled because of the low battery SOC. The temperature of fuel stored in the gaseous fuel storage tank gradually changes to ambient temperature (not shown). 
     In this way, cooling of a gaseous fuel storage tank may be allowed or prevented in response to battery SOC. Further, if ambient conditions are cold and the gaseous fuel storage tank is cold at the time of refilling, gaseous fuel storage tank cooling may be prevented to conserve battery charge. 
     Referring now to  FIG. 5 , a method for operating a vehicle that includes a fuel storage tank is shown. The method of  FIG. 5  may selectively cool a fuel tank during filling of the fuel tank so as to provide more consistent amounts of fuel stored in the fuel tank after fuel tank filling. The fuel tank may be cooled via a vapor compression heat pump or via a liquid cooling loop. At least portions of method  500  may be included in the system of  FIGS. 1A-3B  as executable instructions stored in non-transitory memory of a controller. Further, portions of the method of  FIG. 5  may be actions taken in the physical world by a controller in cooperation with the sensors and actuators shown in the system described in  FIGS. 1A-3B . 
     At  502 , method  500  judges if a gaseous fuel filling nozzle is inserted into a vehicle&#39;s gaseous fuel receiver. A sensor may indicate the presence or absence of a gaseous filling nozzle inserted into the vehicle&#39;s gaseous fuel receiver, and the controller (e.g., one of the controllers described herein, such as vehicle system controller  255 ) may determine that gaseous fuel filling is being performed according to output of the sensor. If method  500  determines that the gaseous fuel filling nozzle is installed and gaseous fuel filling is in progress, the answer is yes and method  500  proceeds to  504 . Otherwise, the answer is no and method  500  proceeds to  520 . 
     At  520 , method  500  ceases cooling of the gaseous fuel storage tank if the gaseous fuel storage tank is being cooled. In one example, where the gaseous fuel storage tank is cooled via a vapor compression heat pump (e.g.,  332  of  FIG. 3A ), method  500  may change a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133 . Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  324  electrical energy from electric energy storage device  131 . In addition, if cooling of passenger cabin  302  is not requested, compressor  360  may be deactivated via ceasing to supply electrical power to compressor  360  from electric energy storage device  131 . Thus, the heat pump may be deactivated via deactivating compressor  360  and/or a battery circuit cooling pump  324  may be deactivated in response to ceasing to fill the gaseous fuel storage tank. 
     In another example, method  500  where the gaseous fuel storage tank is cooled via liquid to air heat exchanger in a battery coolant circuit (e.g.,  397  of  FIG. 3B ), method  500  may change a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133 . Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  333  electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be deactivated in response to ceasing to fill the gaseous fuel storage tank. Cooling of gaseous fuel storage tank  133  ceases after coolant flow through the liquid to air heat exchanger battery coolant circuit  397  is stopped. Method  500  proceeds to exit after ceasing cooling of the gaseous fuel storage tank. 
     At  504 , method  500  judges if the vehicle&#39;s fuel tank is being filled via a fuel station in a time fill mode. Method  500  may determine if the vehicle&#39;s gaseous fuel storage tank is being filled in a time fill mode from data delivered to the vehicle via the filling station. If method  500  determines that the vehicle is receiving fuel in a time fill mode, the answer is yes and method  500  proceeds to  520 . Otherwise, the answer is no, method  500  determines that the gaseous fuel storage tank is being filled in a fast fill mode, and method  500  proceeds to  508 . 
     At  508 , method  500  judges if ambient air temperature is greater than a threshold temperature (e.g., 70° F.). In one example, the threshold temperature is a temperature for which the pressure rating of the gaseous fuel storage tank is determined. If method  500  judges that ambient air temperature is greater than the threshold temperature, then the answer is yes and method  500  proceeds to  530 . Otherwise, method  500  determines that ambient temperature is less than the threshold temperature, the answer is no, and method  500  proceeds to  510 . 
     At  510 , method  500  judges if SOC of the traction battery is less than a threshold value (e.g., 35%). Method  500  may determine battery SOC via battery voltage and coulomb counting. When method  500  determines that battery SOC is less than the threshold, the answer is yes and method  500  proceeds to  522 . When method  500  determines that the battery SOC is not less than the threshold, the answer is no and method  500  proceeds to  512 . 
     At  522 , method  500  inhibits cooling of the gaseous fuel storage tank via the battery cooling system (e.g.,  335  or  397 ) and notifies vehicle occupants that the amount of fuel stored in the gaseous fuel storage tank may be reduced amount. The vehicle occupants may be notified via a human/machine interface. Cooling of the gaseous fuel storage tank may be inhibited by changing a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133  when the vehicle includes a heat pump. Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  324  electrical energy from electric energy storage device  131 . In addition, if cooling of passenger cabin  302  is not requested, compressor  360  may be deactivated via ceasing to supply electrical power to compressor  360  from electric energy storage device  131 . Thus, the heat pump may be deactivated via deactivating compressor  360  and/or a battery circuit cooling pump  324  may be deactivated to inhibit cooling of the gaseous fuel storage tank. 
     In another example, cooling of the gaseous fuel storage tank may be inhibited by changing a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133  when the fuel tank is cooled via a radiator. Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  333  electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be deactivated in response to inhibiting cooling of the gaseous fuel storage tank. Method  500  proceeds to exit after inhibiting cooling of the gaseous fuel storage tank. 
     At  512 , method  500  judges if the refueling station (e.g.,  5  in  FIG. 1A ) gas pressure is less than a rated pressure of the gaseous fuel storage tank of the vehicle. In one example, the rated pressure of the gaseous fuel storage tank is a continuous pressure level within the gaseous fuel storage tank that is not to be exceeded at a predefined ambient temperature (e.g., 70° F.). Method  500  may make the judgement from data sent to vehicle  1  via the refueling station  5 . If method  500  determines that refueling station gas pressure is less than the rated pressure of the gaseous fuel storage tank of the vehicle, the answer is yes and method  500  proceeds to  514 . Otherwise, method  500  determines that refueling station gas pressure is not greater than the rated pressure of the gaseous fuel storage tank of the vehicle, the answer is no and method  500  proceeds to  516 . 
     At  514 , method  500  commands the cooling system to cool the gaseous fuel storage tank to a first threshold temperature that is less than ambient temperature, but the gaseous fuel storage tank is not cooled to a temperature that, when the gaseous fuel storage tank is warmed to ambient temperature over time, the gas pressure in the gaseous fuel storage tank exceeds the rated pressure of the gaseous fuel storage tank. In other words, the gaseous fuel storage tank is not cooled to a temperature that allows pressure in the gaseous fuel tank to exceed the gaseous fuel storage tanks rated pressure when the gaseous fuel storage tank reaches ambient temperature. Further, the electric energy storage device  131  is not heated via the gaseous fuel storage tank. For example, if ambient temperature is 85° F., the battery cooling system may be commanded to cool the gaseous fuel storage tank to 75° F., where pressure in the gaseous fuel storage temperature at ambient temperature is less than the rated pressure (e.g., not to exceed pressure) of the gaseous fuel storage tank. By cooling the gaseous fuel storage tank, the amount of fuel stored in the gaseous fuel tank may be increased because it may take a larger amount of fuel in the gaseous fuel storage tank to reach a pressure at which the fuel refilling station stops delivering fuel to the gaseous fuel storage tank. 
     Method  500  begins cooling of the gaseous fuel storage tank. In one example, where the gaseous fuel storage tank is cooled via a vapor compression heat pump (e.g.,  FIG. 3A ), method  500  may change a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to the gaseous fuel storage tank  133  so as to cool the gaseous fuel storage tank  131  via coolant that has been cooled by the heat pump subsystem  332 . Further, method  500  supplies pump  324  with electrical energy from electric energy storage device  131 . In addition, compressor  360  is activated by supplying electrical power to compressor  360  from electric energy storage device  131 . The heat pump subsystem  332  is operated in a cooling mode. 
     In another example, where the gaseous fuel storage tank may be cooled via liquid to air heat exchanger in a battery coolant circuit (e.g.,  FIG. 3B ), method  500  may change a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to gaseous fuel storage tank  133 . Further, method  500  supplies pump  333  with electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be activated in response to filling the gaseous fuel storage tank. The gaseous fuel storage tank may be cooled until refueling of the gaseous fuel storage tank ceases. Method  500  proceeds to exit. 
     At  516 , method  500  commands the system to cool the gaseous fuel storage tank to a second threshold temperature that is equal to or greater than ambient temperature. Further, the electric energy storage device  131  is not heated via the gaseous fuel storage tank. For example, if ambient temperature is 85° F., the battery cooling system may be commanded to cool the gaseous fuel storage tank to 86° F. By cooling the gaseous fuel storage tank, the amount of fuel stored in the gaseous fuel tank may be increased because it may take a larger amount of fuel in the gaseous fuel storage tank to reach a pressure at which the fuel refilling station stops delivering fuel to the gaseous fuel storage tank. 
     In one example, method  500  begins cooling of the gaseous fuel storage tank. In one example, where the gaseous fuel storage tank is cooled via a vapor compression heat pump (e.g.,  FIG. 3A ), method  500  may change a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to the gaseous fuel storage tank  133  so as to cool the gaseous fuel storage tank via coolant that has been cooled by the heat pump subsystem  332 . Further, method  500  supplies pump  324  with electrical energy from electric energy storage device  131 . In addition, compressor  360  is activated by supplying electrical power to compressor  360  from electric energy storage device  131 . The heat pump subsystem  332  is operated in a cooling mode. 
     In another example, where the gaseous fuel storage tank may be cooled via liquid to air heat exchanger in a battery coolant circuit (e.g.,  FIG. 3B ), method  500  may change a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to gaseous fuel storage tank  133 . Further, method  500  supplies pump  333  with electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be activated in response to filling the gaseous fuel storage tank. The gaseous fuel storage tank may be cooled until refueling of the gaseous fuel storage tank ceases. Method  500  proceeds to exit. 
     At  530 , method  500  judges if SOC of the traction battery is less than a threshold value (e.g., 35%). Method  500  may determine battery SOC via battery voltage and coulomb counting. When method  500  determines that battery SOC is less than the threshold, the answer is yes and method  500  proceeds to  538 . When method  500  determines that battery SOC is not less than the threshold, the answer is no and method  500  proceeds to  532 . 
     At  538 , method  500  inhibits cooling of the gaseous fuel storage tank via the battery cooling system (e.g.,  335  or  397 ) and notifies vehicle occupants that the amount of fuel stored in the gaseous fuel storage tank may be reduced amount. The vehicle occupants may be notified via a human/machine interface. Cooling of the gaseous fuel storage tank may be inhibited by changing a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133  when the vehicle includes a heat pump. Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  324  electrical energy from electric energy storage device  131 . In addition, if cooling of passenger cabin  302  is not requested, compressor  360  may be deactivated via ceasing to supply electrical power to compressor  360  from electric energy storage device  131 . Thus, the heat pump may be deactivated via deactivating compressor  360  and/or a battery circuit cooling pump  324  may be deactivated to inhibit cooling of the gaseous fuel storage tank. 
     In another example, cooling of the gaseous fuel storage tank may be inhibited by changing a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to electric energy storage device  131  so as to bypass coolant from flowing to gaseous fuel storage tank  133  when the fuel tank is cooled via a radiator. Further, if a temperature of electric energy storage device  131  is less than a threshold, method  500  may cease supplying pump  333  electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be deactivated in response to inhibiting cooling of the gaseous fuel storage tank. Method  500  proceeds to exit after inhibiting cooling of the gaseous fuel storage tank. 
     At  532 , method  500  judges if the refueling station (e.g.,  5  in  FIG. 1A ) gas pressure is less than a rated pressure of the gaseous fuel storage tank of the vehicle. In one example, the rated pressure of the gaseous fuel storage tank is a continuous pressure level within the gaseous fuel storage tank that is not to be exceeded at a predefined ambient temperature (e.g., 70° F.). Method  500  may make the judgement from data sent to vehicle  1  via the refueling station  5 . If method  500  determines that refueling station gas pressure is less than the rated pressure of the gaseous fuel storage tank of the vehicle, the answer is yes and method  500  proceeds to  534 . Otherwise, method  500  determines that refueling station gas pressure is not less than the rated pressure of the gaseous fuel storage tank of the vehicle, the answer is no and method  500  proceeds to  536 . 
     At  534 , method  500  commands the system to cool the gaseous fuel storage tank to a third threshold temperature that is less than ambient temperature, but the gaseous fuel storage tank is not cooled to a temperature that, when the gaseous fuel storage tank is warmed to ambient temperature over time, the gas pressure in the gaseous fuel storage tank exceeds the rated pressure of the gaseous fuel storage tank. In other words, the gaseous fuel storage tank is not cooled to a temperature that allows pressure in the gaseous fuel tank to exceed the gaseous fuel storage tanks rated pressure when the gaseous fuel storage tank reaches ambient temperature. Further, the electric energy storage device  131  is heated via heat from the gaseous fuel storage tank. For example, if ambient temperature is 86° F., the battery cooling system may be commanded to cool the gaseous fuel storage tank to 76° F., where pressure in the gaseous fuel storage temperature at ambient temperature is less than the rated pressure (e.g., not to exceed pressure) of the gaseous fuel storage tank. By cooling the gaseous fuel storage tank, the amount of fuel stored in the gaseous fuel tank may be increased because it may take a larger amount of fuel in the gaseous fuel storage tank to reach a pressure at which the fuel refilling station stops delivering fuel to the gaseous fuel storage tank. 
     In one example, where the gaseous fuel storage tank is cooled via a vapor compression heat pump (e.g.,  FIG. 3A ), method  500  may change a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to the gaseous fuel storage tank  133  so as to cool the gaseous fuel storage tank via coolant that has been cooled by the heat pump subsystem  332 . Further, method  500  supplies pump  324  with electrical energy from electric energy storage device  131 . In addition, compressor  360  is activated by supplying electrical power to compressor  360  from electric energy storage device  131 . The heat pump subsystem  332  is operated in a cooling mode. 
     In another example, where the gaseous fuel storage tank may be cooled via liquid to air heat exchanger in a battery coolant circuit (e.g.,  FIG. 3B ), method  500  may change a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to gaseous fuel storage tank  133 . Further, method  500  supplies pump  333  with electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be activated in response to filling the gaseous fuel storage tank. The gaseous fuel storage tank may be cooled until refueling of the gaseous fuel storage tank ceases. Method  500  proceeds to exit. 
     At  536 , method  500  commands the system to cool the gaseous fuel storage tank to a fourth threshold temperature that is equal to or greater than ambient temperature. Further, the electric energy storage device  131  is not heated via the gaseous fuel storage tank. For example, if ambient temperature is 87° F., the battery cooling system may be commanded to cool the gaseous fuel storage tank to 89° F. By cooling the gaseous fuel storage tank, the amount of fuel stored in the gaseous fuel tank may be increased because it may take a larger amount of fuel in the gaseous fuel storage tank to reach a pressure at which the fuel refilling station stops delivering fuel to the gaseous fuel storage tank. 
     In one example, method  500  begins cooling of the gaseous fuel storage tank. In one example, where the gaseous fuel storage tank is cooled via a vapor compression heat pump (e.g.,  FIG. 3A ), method  500  may change a position of valve  315  to direct coolant from battery chiller heat exchanger  336  to the gaseous fuel storage tank  133  so as to cool the gaseous fuel storage tank via coolant that has been cooled by the heat pump subsystem  332 . Further, method  500  supplies pump  324  with electrical energy from electric energy storage device  131 . In addition, compressor  360  is activated by supplying electrical power to compressor  360  from electric energy storage device  131 . Valve  325  is positioned to direct coolant from gaseous fuel storage tank to electric energy storage device  131  so as to heat electric energy storage device  131  using heat (e.g., heat of compression) from the gaseous fuel storage tank. 
     In another example, where the gaseous fuel storage tank may be cooled via liquid to air heat exchanger in a battery coolant circuit (e.g.,  FIG. 3B ), method  500  may change a position of valve  334  to direct coolant from battery radiator  338  or bypass valve  346  to gaseous fuel storage tank  133 . Further, method  500  supplies pump  333  with electrical energy from electric energy storage device  131 . Thus, the pump  333  of liquid to air heat exchanger battery coolant circuit  397  may be activated in response to filling the gaseous fuel storage tank. The gaseous fuel storage tank may be cooled until refueling of the gaseous fuel storage tank ceases. Valve  349  is positioned to direct coolant from gaseous fuel storage tank to electric energy storage device  131  so as to heat electric energy storage device  131  using heat (e.g., heat of compression) from the gaseous fuel storage tank. Method  500  proceeds to exit. 
     In this way, a heat pump and a battery chiller circuit may cool a gaseous fuel storage tank to increase an amount of fuel that may be stored in a gaseous fuel storage tank at or below a rated pressure of the gaseous fuel storage tank. Further, a coolant to air radiator may cool a gaseous fuel storage tank to increase an amount of fuel that may be stored in a gaseous fuel storage tank at or below a rated pressure of the gaseous fuel storage tank. Further, the vehicle&#39;s battery may be heated by way of heat of compression via the gaseous fuel storage tank during filling of the gaseous fuel storage tank. By heating the battery via heat provided by the gaseous fuel storage tank, electrical energy of the battery may be conserved. 
     The method of  FIG. 5  provides for a vehicle operating method, comprising: cooling a gaseous fuel storage tank that is in fluidic communication with an internal combustion engine via a controller and a cooling circuit that is included in a vehicle in response to filling the gaseous fuel tank with fuel. The vehicle operating method includes where the cooling circuit includes a vapor compression heat pump. The vehicle operating method further comprises heating an electric energy storage device in response to filling the gaseous fuel tank with fuel. The vehicle operating method further comprises supplying electrical power to a compressor or pump located within the cooling circuit via the electric energy storage device. The vehicle operating method includes where heating the electric energy storage device includes transferring heat from the gaseous fuel tank to the electric energy storage device via the cooling circuit. 
     As will be appreciated by one of ordinary skill in the art, methods described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features, and advantages described herein, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used. Further, the methods described herein may be a combination of actions taken by a controller in the physical world and instructions within the controller. At least portions of the control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be carried out by the control system including the controller in combination with the various sensors, actuators, and other system hardware. 
     This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, the systems and methods described herein may be applied to full electric vehicles and vehicles that include an engine and an electric motor for propulsion.