Methods for the thermal control of multiple components in a vehicle

Abstract

The invention relates to a method for the thermal control of several components in a vehicle (100), wherein the vehicle (100) comprises at least one computing unit (10) as a component, which is configured to perform calculations in the vehicle (100), and the vehicle (100) comprises at least one powertrain (20) as a further component, wherein the computing unit (10) is configured to perform calculations required for the operation of the vehicle (100) and additionally, to repeatedly exchange data with a server (S) located outside the vehicle (100), wherein in the method the actual temperature of the computing unit (10) and the powertrain (20) is determined, and the data exchange between the computing unit (10) and the server (S) is carried out when the actual temperature of the powertrain (20) is lower than a lower operating temperature of the powertrain (20).The invention further relates to a device (50) for carrying out the method and a vehicle (100) with such a device.

Description

[0001] The invention relates to a method for the thermal control of several components in a vehicle, wherein the vehicle comprises at least one computing unit configured to perform calculations within the vehicle, and the vehicle further comprises at least one powertrain, the computing unit being configured to perform calculations required for the operation of the vehicle and, in addition, to repeatedly exchange data with a server located outside the vehicle. In the method, the actual temperature of the computing unit and the powertrain is determined, and the data exchange between the computing unit and the server is performed when the actual temperature of the powertrain is lower than a lower operating temperature of the powertrain. The invention further relates to a device for carrying out the method and a vehicle with such a device.

[0002] Vehicles, especially motor vehicles, are increasingly equipped with electronics that require computing power to operate. In the future, as at least partially autonomous driving is pursued, the required computing power is expected to increase significantly. This computing power is provided by one or more processors within the vehicle. These processors generate waste heat while performing the necessary calculations, which must be dissipated by the respective processor. High computing power is particularly needed for exchanging large amounts of data between the vehicle and an infrastructure accessible via a wireless connection, which in turn generates a significant amount of waste heat. It is anticipated that in the near future, waste heat in the range of several hundred watts will be generated to perform the necessary calculations and data processing.Currently, calculations in the vehicle are performed only when needed, and the resulting waste heat is dissipated by the processors. Active cooling systems are sometimes used for this heat dissipation, which consume energy to cool the processor(s). The energy required for these active cooling systems, particularly in electric vehicles, is drawn from the vehicle's battery. This energy consumed for active processor cooling is then no longer available for other vehicle functions, thus increasing the vehicle's energy consumption or, in the case of electric vehicles, reducing its range.

[0003] DE 10 2018 212 537 A1 describes a device and a method for raising the temperature in at least one part of a vehicle. In the method, waste heat generated by a processor during calculations is supplied to and used in at least one other part of the vehicle. It is also proposed that, when heat is required in the vehicle, the processor perform additional calculations and that the resulting waste heat be used to meet this heat requirement.

[0004] German patent application DE 10 2019 114 820 B3 describes a method for heating a motor vehicle component. In this method, waste heat generated by a computing device is transferred to another vehicle component. Furthermore, the method proposes performing calculations independent of the vehicle's operation when the vehicle is stationary and only a few calculations are required. This makes more waste heat available for heating the other vehicle component.

[0005] CN 115107576 A describes a method for temperature management in a vehicle. The method predicts driver behavior based on existing data from a driver profile. Based on this prediction of driver behavior, the temperature of components in the vehicle is controlled.

[0006] The object of the invention is to use waste heat generated during calculations in a vehicle more efficiently, in particular to reduce the vehicle's energy requirements.

[0007] This problem of the invention is solved by a method for the thermal control of several components in a vehicle, wherein the vehicle as a component comprises at least one computing unit which is configured to perform calculations in the vehicle, wherein calculation heat is generated in the computing unit during these calculations, and the vehicle as a further component comprises at least one drive train which is provided for driving the vehicle and which generates drive heat during operation. wherein the computing unit is configured to perform calculations required for the operation of the vehicle and additionally, to repeatedly exchange data with a server located outside the vehicle in order to compare vehicle data with centrally stored data, in which the actual temperature of the computing unit and the drive train is determined in the procedure and The data exchange between the computing unit and the server is performed when the actual temperature of the drive train is lower than a lower operating temperature of the drive train, whereby the computational heat generated during the data exchange is at least partially supplied to the drive train in order to increase its actual temperature.

[0008] The method according to the invention serves for thermal control and thus for adjusting the temperature of several components in a vehicle. The vehicle is preferably at least partially electrically powered, comprising a battery as an energy storage device and an electric drive motor. However, the method can also be implemented in a vehicle that additionally or exclusively has an internal combustion engine as its drive system. One of the two components whose temperature is controlled or influenced by the method in the vehicle is a processing unit. The term "processing unit" can refer to one or more processors. The processing unit is designed to perform calculations in the vehicle, for example, for evaluating sensor data and for controlling and regulating the drive and brakes.The computing unit comprises a sub-area configured to perform the method according to the invention. The method according to the invention can, for example, be performed by a dedicated processor or by a processor that also handles other computational tasks. When the computing unit is used to perform calculations, waste heat is generated, which is referred to as computational heat. Furthermore, the vehicle includes a powertrain as a component, which is intended to propel the vehicle. The powertrain can include, for example, a battery, an electric motor, and power electronics for controlling the electric motor and the battery. The vehicle can include further components that are thermally controlled by the method according to the invention.One such additional component could be, for example, an air conditioning unit in the vehicle interior, which sets the desired temperature for the occupants. The inventive method makes it possible to transfer heat within the vehicle to where it is needed. During vehicle operation, the powertrain generates waste heat, which is referred to as drive heat. The powertrain has an operating temperature at which it can be used particularly efficiently and at which wear is low. This operating temperature is above the normal ambient temperature of the vehicle and is reached automatically over time during operation through the drive heat. At the beginning of a journey, however, it is usually necessary to warm up the powertrain to bring it to the desired operating temperature.The operating temperature is understood to be a temperature range that lies between a lower operating temperature and an upper operating temperature.

[0009] The processing unit is configured to perform calculations necessary for the vehicle's ongoing operation. These calculations involve actions or evaluations directly resulting from driving. For example, the vehicle's ongoing operation requires evaluations from various sensors, the operation of a navigation system, and the control of the drive, steering, and brakes. Additionally, the processing unit is configured to exchange data with a server located outside the vehicle. During this data exchange, data collected during vehicle operation is transferred and evaluated or compared on the external server. This data exchange must be performed repeatedly to compare the vehicle's data with the data on the external server.However, it is not necessary to perform this data exchange at a precisely predetermined time. The data exchange can therefore also be carried out with a time delay compared to the operation of the vehicle. The method according to the invention aims to perform this data exchange between the vehicle or the computing unit and a server located outside the vehicle when this is optimal for the vehicle's energy management. According to the invention, the actual temperature of the computing unit and the powertrain is determined, in particular continuously, in the method. For this purpose, corresponding temperature sensors can be provided in both components. If the determined actual temperature of the powertrain is below its lower operating temperature, there is a need to supply heat to the powertrain to bring it up to the operating temperature range.According to the inventive method, in such a state, computational heat generated by the computing unit is supplied to the powertrain to raise its actual temperature. If the determined actual temperature of the computing unit is within its optimal operating temperature, the computational heat can be transferred to the powertrain or another component in the vehicle without requiring any additional work from the computing unit. However, if the actual temperature of the computing unit is below its optimal operating temperature, or if the released computational heat is insufficient to raise the actual temperature of the powertrain to a temperature above the lower operating temperature, data is exchanged between the computing unit and the server located outside the vehicle to increase the amount of computational heat generated.In this way, the data exchange, which is required anyway over a certain period and generates a significant amount of computational heat, is carried out when this heat can be optimally used within the vehicle to warm the powertrain. This allows the computational heat generated during data exchange to be used more efficiently, thus reducing the vehicle's overall energy consumption. If the data exchange is performed arbitrarily, without considering the temperature of other components in the vehicle, the resulting computational heat often has to be dissipated by cooling, frequently even by active cooling, thereby increasing the vehicle's energy consumption. In electrically powered vehicles, the inventive method, which reduces the energy required for cooling the computing unit, thus reduces the overall energy consumption.The inventive method significantly reduces the energy required to dissipate the heat generated during calculations, optimizes energy consumption, and thus increases the vehicle's range. Simultaneously, the inventive method reduces the energy consumption required to heat the powertrain to operating temperature, which also increases the vehicle's range. The inventive method makes it possible to efficiently utilize the heat generated during calculations for the operation of other components in the vehicle, thereby reducing overall energy consumption. A heat exchanger can be provided to transfer the heat generated during calculations, or the thermal energy produced during the calculations, from the computing unit to the powertrain and vice versa. Additional heat exchangers can also be provided to transfer heat generated during calculations to other components in the vehicle.Of course, it is also possible, in a case where the actual temperature of the powertrain is already in the range of its operating temperature, to transfer heat, in particular drive heat, from the powertrain to the computing unit or to other components in the vehicle.

[0010] In one embodiment of the method, data exchange between the computing unit and the server is performed at the beginning of a journey after a period of vehicle inactivity, particularly after a cold start. The data exchange involves transferring data that was acquired by the vehicle before this period of inactivity. In this embodiment, the data exchange between the computing unit and the server is carried out in a state where the vehicle, and especially the powertrain, is at ambient temperature. This state is present during a cold start. A cold start is defined as the beginning of a journey after the vehicle has been at rest and all components are at ambient temperature.Performing the data exchange at the beginning of such a journey has the advantage that the heat generated during the calculations can be used particularly efficiently to warm the powertrain to a temperature above its lower operating temperature. Currently, this type of data exchange, in which data from the previous journey is exchanged between the computing unit and the central server, is carried out after the journey. In the post-journey state, the vehicle's powertrain is typically warmed to operating temperature, and the heat generated during the calculations cannot be used for this purpose. Instead, the heat generated during a post-journey data exchange must be dissipated through cooling, which requires energy.In the described embodiment of the method, the data exchange of data from the last trip before a rest period at the start of a subsequent trip saves both energy for dissipating the heat generated during calculations and energy for heating the drivetrain. Alternatively, the data exchange can also take place during the trip if the actual temperature of the drivetrain falls below the lower operating temperature. Such a situation can occur, for example, during a trip with very low ambient temperatures and simultaneously low drive energy consumption, resulting in little drivetrain heat being generated.

[0011] In a further embodiment of the method, it is provided that, in a case where the actual temperature of the powertrain is higher than a lower operating temperature of the powertrain, data exchange between the computing unit and the server only takes place if the heat generated during the calculation can be dissipated via a passive cooling system of the vehicle, in particular where essentially no energy from a vehicle battery is required for this dissipation of the heat. In a case where the actual temperature of the powertrain is higher than its lower operating temperature and data exchange is simultaneously useful or necessary, this is carried out if the heat generated by the data exchange can be dissipated via a passive cooling system.A passive cooling system is defined as a cooling system that essentially requires no energy from the vehicle's energy storage system to dissipate waste heat. Such a passive cooling system could, for example, be an airflow cooler through which a cooling medium flows that has previously absorbed heat from the processing unit. Alternatively, the passive cooling system could also be a heat sink that absorbs heat from the processing unit and passively transfers it to the vehicle's surroundings.

[0012] In a further embodiment, the heat generated by the data exchange is dissipated to the vehicle's environment via a cooler, and / or the timing of the data exchange between the computing unit and the server is determined by the computing unit based on temperature sensors, cameras, or a weather forecast. This embodiment of the method is also implemented when the actual temperature of the powertrain is higher than its lower operating temperature. In this case, the resulting heat can be dissipated to the vehicle's environment via a cooler. Preferably, the heat is passively dissipated from this cooler to the vehicle's environment by convection. In this way, no or only very little energy from the vehicle's energy storage system is required to operate the cooler.Alternatively or additionally, information from various sensors on the vehicle can be incorporated into the process for determining the ideal time to perform a data exchange. For example, temperatures inside and outside the vehicle can be determined by temperature sensors. Alternatively, cameras installed in or on the vehicle can be used to determine whether the sun is shining, the sky is overcast, or it is night. Based on this data, the data exchange can then be postponed to a time when the sun is not shining and therefore the vehicle's ambient temperature is lower. At a lower ambient temperature, a greater amount of waste heat can be dissipated via passive cooling systems. Furthermore, the processing unit can access a weather forecast, for example, via a connection to a server.Based on the weather forecast, data exchange can then be postponed to a time when falling outside temperatures or rain are predicted. Even under these conditions, a larger amount of waste heat can be passively dissipated outside the vehicle. It is also possible for the processing unit to use multiple sensors or information sources as a basis for determining the optimal time for data exchange.

[0013] Furthermore, if the actual temperature of the powertrain is lower than a lower operating temperature of the powertrain, the computing unit can perform a calculation independent of the vehicle's operation, either in addition to or as an alternative to the data exchange between the computing unit and the server, and the heat generated during this calculation can be at least partially supplied to the powertrain, particularly if this independent calculation is based on data transmitted by the server. In this embodiment of the method, it is provided that, in a case where heat is required to warm the powertrain to a temperature above the lower operating temperature, the computing unit can perform at least one calculation independent of the vehicle's operation, either as an alternative to or in addition to the data exchange between the computing unit and a server.Such calculations are not necessary for the actual operation of the vehicle. For example, it is possible to outsource calculations from other applications to the vehicle's computing unit, which then transmits the results back to a server after the calculations are completed. This makes capacity available in the vehicle's computing unit for external calculations, which can be performed for a fee. In this way, an external user gains access to the vehicle's computing unit's processing capacity, and the calculations generate heat within the vehicle, which can be used to heat another component, such as the powertrain. Selling this computing power can thus finance a portion of the energy required to generate this heat or to heat the powertrain.Performing such a calculation, which is independent of the vehicle's operation, can be particularly advantageous at the beginning of a journey, after a cold start of the vehicle, in order to provide as much heat as possible for warming up the drivetrain.

[0014] In a further embodiment, the computing unit predicts the behavior of one or more drivers of the vehicle based on data collected about the respective driver and / or based on data provided by the respective driver. If the actual temperature of the powertrain is lower than a lower operating temperature of the powertrain, the data exchange between the computing unit and the server is at least partially executed before the vehicle begins driving, and the heat generated during the data exchange is at least partially supplied to the powertrain to preheat it. In this embodiment, the computing unit predicts the behavior of the driver operating the vehicle. Multiple drivers can be registered in a single vehicle.Driver identification can be achieved, for example, through a personalized key or by manual entry at the start of the journey. Data collected about each driver can be stored in the processing unit's memory. This data might include previously driven routes and the times they were driven. Furthermore, predicting the driver's behavior can also be based on data provided by the driver, such as entering the destination into a navigation system. In this embodiment of the method, the predicted driver behavior influences the selection of the time at which data is exchanged between the processing unit and an external server.For example, based on predictions, data exchange can begin even before the actual journey starts, in order to preheat the vehicle's powertrain. If the prediction indicates that a particular driver travels the same route daily at a specific time, for example, to get to work, the data exchange can begin before the predicted journey, and the heat generated from this calculation can be used to warm the powertrain or other components in the vehicle. In this way, the driver finds a thermally prepared vehicle when they start their journey, with the powertrain already at its optimal operating temperature. Artificial intelligence can also be used to predict driver behavior; this can be implemented either in the vehicle itself or on a server located outside the vehicle.Furthermore, the system can incorporate data from a navigation system relating to a route already driven by another driver. This data can, for example, identify sections of the journey where little drive energy is required, allowing data exchange to be scheduled for such a section in order to maintain the powertrain at the desired operating temperature during the journey. By employing artificial intelligence, the system can continuously improve and streamline the thermal control of the vehicle's components by learning from collected and input data.

[0015] It is possible that the data collected for each driver includes known routes already driven, known speed profiles, and / or known driving times, and / or that the data provided by the driver includes entries from a calendar or explicitly entered routes, and / or that the driver is asked before the start of the journey whether they wish to drive a known route. The data collected from each driver can include all recorded data that the vehicle has collected on previously driven, identical, or similar routes. This data can include destinations, distances, and speed profiles. Furthermore, it is advantageous if the data provided by the driver includes entries from an electronic calendar containing the time and destination of a planned journey.Such calendar entries are particularly helpful for exchanging data shortly before a planned trip, allowing the heat generated during calculations to preheat the powertrain and other vehicle components. Furthermore, the driver can manually enter trip plans, such as a planned trip for the next day, either on or in the vehicle, which also enables preheating of the powertrain before departure. It is also advantageous if the processing unit presents the driver with one or more possible, predicted destinations to choose from before starting a trip. This allows for easy confirmation of predictions made by the processing unit, thus preventing incorrect predictions and consequently suboptimal thermal management of the vehicle's components.

[0016] In a further embodiment, it is provided that, in a case where the actual temperature of the powertrain is higher than a lower operating temperature of the powertrain, data exchange between the computing unit and the server takes place if, according to the predicted behavior of the respective driver, the heat generated during the calculation can be dissipated via a passive cooling system of the vehicle, or if it is predicted that the actual temperature of the powertrain will fall below the lower operating temperature of the powertrain, thus creating a need to transfer the heat generated during the data exchange to warm the powertrain. In this embodiment, as described above, a prediction of the behavior of the respective driver of the vehicle is performed.This prediction can also be used to define the timing of data exchange in a state where the powertrain has already reached operating temperature, such that the heat generated during calculations can be dissipated via the vehicle's passive cooling system, thus saving at least the energy required for active cooling of the computing unit. Alternatively, if the prediction indicates that the powertrain will cool below its lower operating temperature during driving, the data exchange can be scheduled for this point in time to counteract excessive cooling of the powertrain or other components.

[0017] The object of the invention is further achieved by a device for the thermal control of several components in a vehicle, comprising - at least one computing unit that forms a component of the vehicle and is configured to perform calculations in the vehicle, - at least one powertrain, which forms a component of the vehicle and is intended to propel the vehicle and - at least one heat exchanger which is thermally connected at least to the computing unit and the drive train, wherein the computing unit is configured to perform a method according to one of the embodiments described above and the heat exchanger is configured, controlled by the computing unit, to transfer heat from the computing unit to the drive train or vice versa.

[0018] The device according to the invention is configured to perform a method for the thermal control of several components in a vehicle according to one of the previously described embodiments. The device is thus arranged in a vehicle, preferably in a vehicle that is at least partially electrically powered. Therefore, the device according to the invention comprises components that also belong to the vehicle.

[0019] The device according to the invention comprises at least one computing unit configured to perform calculations in the vehicle. The computing unit is further configured to control other components of the device and to carry out a method according to the invention. Furthermore, the computing unit is configured to repeatedly exchange data with a server located outside the vehicle in order to compare vehicle data with centrally stored data. This data exchange serves to compare data generated or acquired in the vehicle with data stored on a server. The data exchange and the requirements regarding when and at what interval this data exchange must or should be carried out are described in connection with the method. The device according to the invention also comprises at least one drive train intended for propelling the vehicle.This powertrain can, for example, comprise an electric battery and an electric drive motor. In addition to the powertrain, the device according to the invention can include further components in a vehicle that are to be thermally controlled. The device according to the invention further comprises at least one heat exchanger, which forms the technical means for exchanging heat between the processing unit and the powertrain. For example, the heat exchanger can be configured to transfer heat generated in the processing unit to the powertrain in order to bring it to an actual temperature above its lower operating temperature. However, the heat exchanger can also be used in the opposite direction for heat transfer, for example, to transfer drive heat from the powertrain to the processing unit or to another component of the device.The heat exchanger can, for example, be designed as a fluid-carrying ring main, which is thermally connected to both the processing unit and the drive train. In this configuration, the fluid in the ring main absorbs heat from one component and releases it to the other. Alternatively, the heat exchanger can also be designed as a heat pump, which transfers heat between two different temperature levels of two different components of the device. Such a heat pump can also include a fluid line containing a medium that evaporates in one component and condenses in another for heat transfer. It is also possible to design the heat exchanger as a simple, thermally conductive solid, for example, as a strip made of a thermally conductive material.The computing unit is configured to perform a method according to the invention and, within the scope of this method, to control the heat exchanger in such a way that the necessary heat exchange takes place between two components in the vehicle, in particular between the computing unit and the powertrain. The device according to the invention has a simple design and can be integrated into a vehicle with minimal effort. The device according to the invention efficiently utilizes waste heat generated during calculations by the computing unit in a vehicle in order to reduce the vehicle's energy consumption.

[0020] The object of the invention is ultimately achieved by a vehicle, in particular by a vehicle that is at least partially electrically powered, with a device according to the embodiment described above. The device according to the invention, which is part of the vehicle according to the invention, enables a method according to the invention to be carried out in the vehicle. In this way, it is possible to utilize waste heat generated during calculations more efficiently and thereby reduce the vehicle's energy consumption.

[0021] Features, effects, and advantages disclosed in connection with the method are also deemed disclosed in connection with the device and the vehicle. Conversely, features, effects, and advantages disclosed in connection with the device and the vehicle are also deemed disclosed in connection with the method.

[0022] The invention is schematically illustrated in the drawing with reference to one embodiment and is further described with reference to the drawing. It shows: Fig. 1 in a schematic view an embodiment of a vehicle with a device according to the invention.

[0023] Fig.Figure 1 shows a schematic view of an embodiment of a vehicle 100 with a device 50 according to the invention. The vehicle 100 shown is an electrically powered vehicle. The drivetrain 20, symbolized in the drawing by a box-shaped housing near the vehicle floor, is provided for propelling the vehicle 100. The drivetrain 20 comprises an electric battery, an electric drive motor, and the power electronics required for controlling the drivetrain 20. A computing unit 10, designed to perform calculations occurring in the vehicle, is symbolized at the front of the vehicle 100. This computing unit 10 can also perform calculations that are independent of the actual operation of the vehicle 100.Furthermore, the computing unit 10 is configured to repeatedly exchange data with a server S located outside the vehicle 100. This data exchange is necessary to exchange and compare data collected or entered in the vehicle 100 with a data storage device located on the server S. Such data exchange helps, for example, to collect and evaluate information about the vehicle and its driver in order to continuously improve the vehicle 100 and its control electronics. The data exchange between the computing unit 10 and the server S takes place via a wireless connection, such as a radio or mobile network connection. The vehicle 100 also includes a radiator K, which is located on the right-facing front of the vehicle 100.This cooler K is designed to passively dissipate heat to the vehicle environment once all components of the device 50 have warmed up sufficiently and reached the desired operating temperature. Cooler K is designed as an airflow cooler, which is exposed to the airflow generated by the vehicle's movement. As the airflow passes over cooler K, it absorbs heat through convection and then releases it to the vehicle environment. The heat is thus passively dissipated from cooler K and requires no energy from the vehicle's electric battery. Cooler K therefore constitutes a passive cooling system for the vehicle 100. The illustrated vehicle 100 according to the invention further comprises a heat exchanger 30 in its device 50, which is shown symbolically near the vehicle floor. This heat exchanger 30 is designed to transfer heat between different components of the device 50.In the illustrated embodiment, the heat exchanger 30 comprises two fluid lines connecting it to the drive train 20, the processing unit 10, and the cooler K. One of these two fluid lines serves as a supply line and the other as a return line for a liquid medium. The heat exchanger 30 also includes an electronic control unit and several valves for connecting the fluid lines. Details of the heat exchanger 30's construction are not shown. For example, if a journey is started after a cold start of the vehicle 100, and the actual temperature of the drive train 20 is lower than its lower operating temperature, the processing unit 10 can, according to the inventive method, perform a data exchange between the processing unit 10 and the server S.The calculations performed during this data exchange generate heat for the computing unit 10, which is used to warm the drive train 20. In this case, the heat exchanger 30 is controlled so that fluid in the computing unit 10 absorbs heat, is supplied to the drive train 20 via the corresponding fluid lines, and releases the heat there. In another case, where the drive train 20 has already reached its operating temperature, the heat exchanger 30 can, for example, be controlled so that fluid flows from the computing unit 10 to the cooler K, where the fluid is passively cooled. As an alternative to the described embodiment of the heat exchanger 30, it can also be designed differently, for example as a heat pump with two or more temperature levels. LIST OF REFERENCE SYMBOLS: 10 computing unit 20 Powertrain 30 heat exchangers 50 Device 100 vehicles K cooler S Server QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2018 212 537 A1

[0003] DE 10 2019 114 820 B3

[0004] CN 115107576 A

[0005]

Claims

[1] Method for thermal control of several components in a vehicle (100), wherein the vehicle (100) comprises as a component at least one computing unit (10) which is configured to carry out calculations in the vehicle (100), wherein during these calculations calculation heat is generated in the computing unit and the vehicle (100) comprises as a further component at least one drive train (20) which is provided for driving the vehicle (100) and which generates drive heat during operation, wherein the computing unit (10) is configured to perform calculations required for operating the vehicle (100) and, in addition, to repeatedly exchange data with a server (S) arranged outside the vehicle (100) in order to compare vehicle data with centrally stored data, wherein in the method the actual temperature of the computing unit (10) and the drive train (20) is determined and the data exchange between the computing unit (10) and the server (S) is carried out when the actual temperature of the drive train (20) is lower than a lower operating temperature of the drive train (20), wherein the calculation heat generated during the data exchange is at least partially supplied to the drive train (20) in order to increase its actual temperature. [2] Method according to claim 1, wherein the data exchange between the computing unit (10) and the server (S) is carried out at the beginning of a journey after a rest period of the vehicle (100), in particular after a cold start of the vehicle (100), and during the data exchange, data are transmitted which were determined in the vehicle before the rest period of the vehicle (100). [3] Method according to one of the preceding claims 1 or 2, in which, in a case in which the actual temperature of the drive train (20) is higher than a lower operating temperature of the drive train (20), a data exchange between the computing unit (10) and the server (S) is only carried out if the calculation heat generated in the process can be dissipated via a passive cooling system of the vehicle (100), in particular wherein essentially no energy from a battery of the vehicle is required for this dissipation of the calculation heat. [4] Method according to claim 3, in which the calculation heat generated by the data exchange is released to the environment of the vehicle (100) via a cooler (K) and / or the time for the data exchange between the computing unit (10) and the server (S) is determined by the computing unit (10) on the basis of temperature sensors, cameras or a weather forecast. [5] Method according to one of claims 1 or 2, in which, if the actual temperature of the drive train (20) is lower than a lower operating temperature of the drive train (20), in addition to or as an alternative to the data exchange between the computing unit (10) and the server (S), a calculation independent of the operation of the vehicle (100) is carried out by the computing unit (10) and the heat generated during the calculation is at least partly supplied to the drive train (20), in particular wherein this independent calculation is carried out based on data transmitted by the server (S). [6] Method according to one of the preceding claims 1 to 5, in which the behavior of one or more drivers of the vehicle (100) is predicted by the computing unit (10) based on data collected on the respective driver and / or based on data provided by the respective driver and, if the actual temperature of the drive train (20) is lower than a lower operating temperature of the drive train (20), the data exchange between the computing unit (10) and the server (S) is at least partially carried out before the vehicle (100) begins to travel and the calculation heat generated during the data exchange is at least partially supplied to the drive train (20) in order to preheat it. [7] Method according to claim 6, in which the data collected for the respective driver comprise known routes already travelled, known speed profiles and / or known travel times and / or the data provided by the respective driver comprise entries from a calendar or explicitly entered travel plans and / or the respective driver is asked before the start of the journey whether he wishes to travel a known route. [8] Method according to one of claims 6 or 7, in which, in a case in which the actual temperature of the drive train (20) is higher than a lower operating temperature of the drive train (20), a data exchange between the computing unit (10) and the server (S) is carried out if, according to the predicted behavior of the respective driver of the vehicle (100), the calculation heat generated thereby can be dissipated via a passive cooling system of the vehicle (100) or if it is foreseen that the actual temperature of the drive train (20) will fall below the lower operating temperature of the drive train (20) and thus there is a need to transmit the calculation heat generated during the data exchange to heat the drive train (20). [9] Device (50) for thermal control of several components in a vehicle (100), comprising - at least one computing unit (10) which forms a component of the vehicle and which is configured to carry out calculations in the vehicle (100), - at least one drive train (20) which forms a component of the vehicle and is provided for driving the vehicle (100) and - at least one heat exchanger (30) which is thermally connected at least to the computing unit (10) and the drive train (20), wherein the computing unit (10) is configured to carry out a method according to one of the preceding claims 1 to 8 and the heat exchanger (30) is configured to transfer heat from the computing unit (10) to the drive train (20) or vice versa, in a controlled manner by the computing unit (10). [10] Vehicle (100), in particular an at least partially electrically driven vehicle (100), comprising a device (50) according to claim 9.

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