Commercial vehicle with a charging current forwarding device

Abstract

The invention relates to a commercial vehicle (10), in particular a battery-electrically powered trailer (1) for coupling to a battery-electrically powered tractor, wherein the trailer (1) comprises at least one trailer axle (3), an electric drive unit, and an HV battery system for drive purposes. The trailer (1) has a chassis (5) that extends along a vehicle longitudinal axis between a front side (2) and a rear side (4) of the trailer (1) and is formed by longitudinal members (5') and cross members (5"). The trailer (1) comprises at least one charging connection (9') for directly charging the HV battery system. According to the invention, the trailer (1) comprises at least one further charging connection (9), wherein the further charging connection (9) has a charging current forwarding device (13) for forwarding and distributing a charging current along the vehicle longitudinal axis.

Description

[0001] The invention relates to a commercial vehicle, in particular a battery-electrically driven trailer for coupling to a battery-electrically driven tractor, according to the preamble of claim 1.

[0002] With the increasing prevalence of electromobility and electrically powered commercial vehicles, especially in the heavy-duty transport sector, there is a growing need to make charging processes as efficient and user-friendly as possible. Battery-powered or battery-operated commercial vehicles can be formed as semi-trailer combinations, for example, by a battery-powered tractor unit and a battery-powered trailer (or semi-trailer, semi-trailer).

[0003] Such electrified commercial vehicles typically have an electric drive unit on the tractor and trailer sides for traction purposes, each with a connected and interacting HV battery system. Both the trailer and tractor sides typically have charging ports to supply the HV battery systems and electric drivetrains with electrical energy (electric current). Charging stations or charging columns provide corresponding charging plugs for connection to the charging ports of the commercial vehicle.

[0004] The precise positioning of these charging ports on electrified tractors and / or trailers can vary depending on the nature of the technology, often leading to impractical, inefficient, and time-consuming charging procedures. Coordination between two independent electrically operated vehicle halves (tractor and trailer), for example, in an electrified tractor-trailer combination, can pose corresponding challenges. The problem of the different positioning of the charging ports and the associated need to manually lay and connect long and heavy high-voltage cables thus represents a significant obstacle to the operation and efficiency of such electrified commercial vehicles or vehicle combinations.

[0005] Despite the general availability of charging stations or charging points for charging purposes and as an energy source for such commercial vehicles, special requirements arise regarding charging processes, especially for electric-powered semi-trailer trucks. Existing solutions primarily focus on individual standard electric vehicles or stationary charging stations and do not consider the specific challenges that arise from combining two independent electric vehicles in a semi-trailer truck combination, such as the need to connect the charging ports of the tractor unit and the trailer safely and efficiently without the driver having to manually lay heavy and cumbersome cables.

[0006] Available charging stations are therefore generally designed to allow individual electric vehicles to be driven directly to them with their charging ports for charging. However, in a combination consisting of an electric tractor unit and an electrically powered trailer, it is not possible to charge both halves of the combination simultaneously with electric power without additional adaptations or tools without performing cumbersome maneuvering. This not only increases the time required for the charging process but can also lead to inefficient use of the charging infrastructure and safety risks.

[0007] For example, EP 3 470 257 A1 relates to a truck comprising an electrically powered tractor with a driver's cab and an electrical energy storage device, as well as a body or trailer connected to the tractor for transporting goods. A charging contact for electrically charging the energy storage device is provided at the rear below a loading area of ​​the trailer.

[0008] DE 10 2021 127 653 A1 further describes a combination consisting of a tractor unit and a battery-powered semi-trailer coupled to it. The trailer has a charging port for directly charging a battery system.

[0009] Furthermore, US 2011 / 0114398 A1 also relates to a semi-trailer truck with an electrically powered tractor unit with a plug-in hybrid, wherein a trailer coupled to the tractor unit comprises a battery module that communicates via a cable and a connector connected to the tractor unit in order to supply the electric motor of the tractor unit with power.

[0010] Furthermore, there is a lack of integrated charging solutions that enable simultaneous power supply to both halves of the vehicle without physically moving or separating the vehicle combination. The need to connect each half of the vehicle combination individually to the charging station represents a significant additional time and effort. This situation can lead to significant efficiency losses, particularly in heavy-duty transport, logistics, and the transport sector in general, where time factors can play a critical role.

[0011] Furthermore, the described situation significantly increases the risk of malfunctions in the high-voltage circuit. The need to physically separate or laboriously reposition the vehicle halves for charging can also lead to safety risks. The inherently limited availability of charging infrastructure further significantly limits the flexibility and application possibilities of electrically powered commercial vehicles.

[0012] The aim of the invention is to overcome these and other disadvantages of the prior art and to make the charging process for electrically powered commercial vehicles simpler, safer and more efficient.

[0013] Main features of the invention are defined in the characterizing part of claim 1. Embodiments are the subject of claims 2 to 16.

[0014] In a commercial vehicle, namely a battery-electrically powered trailer for coupling to a battery-electrically powered tractor, wherein the trailer comprises at least one trailer axle, an electric drive unit and an HV battery system for drive purposes, wherein the trailer has a chassis which extends along a vehicle longitudinal axis between a front side and a rear side of the trailer and is formed by longitudinal members and cross members, wherein the trailer comprises at least one charging connection for directly charging the HV battery system, the invention provides that the trailer comprises at least one further charging connection, wherein the further charging connection has a charging current forwarding device for forwarding and distributing a charging current along the vehicle longitudinal axis.

[0015] Due to the additional charging connection according to the invention with a corresponding charging current forwarding device for forwarding and distributing a charging current from a charging station within the electrified commercial vehicle combination or between the tractor and the trailer, a flexible, safe, and efficient energy transfer during the charging process is advantageously enabled. A charging plug from a charging station can be plugged into the additional charging connection, and the supplied electrical charging energy can advantageously be forwarded via the charging current forwarding device as needed, preferably toward the tractor, without having to manually lay or connect cables. This also significantly counteracts the maneuvering problem, because it is sufficient for the commercial vehicle to maneuver simply with its charging connection to the charging station.This makes the process of connecting and charging much simpler for the driver and effectively saves time during the charging process.

[0016] The present invention thus offers a solution that simplifies the charging process, increases safety at the charging station, and simultaneously enables significantly more efficient use of electric semi-trailer combinations in a wide range of operating scenarios. Through its advantageous effects, the inventive solution thus closes the specific gap in the field of electromobility in the commercial vehicle segment described above.

[0017] The electric drive unit of the electrically operable trailer can preferably comprise at least one, preferably at least two, electric motors and associated inverters and / or converters, wherein the electric drive unit can have a transmission that is mechanically connected to the electric motor(s) for drive purposes. The electric drive unit, in particular with two electric motors and a central reduction gear, creates a very compact electric drive axle, which advantageously converts the electrical energy provided by the charging station and the HV battery system into drive energy or mechanical energy for traction purposes. Due to this compactness, significantly less installation space is required on the chassis or in the area of ​​the trailer axles.

[0018] Further preferably, the tractor can also comprise an electric drive unit and an HV battery system for propulsion purposes. It is further preferred that the commercial vehicle is a tractor-trailer combination consisting of an electrified trailer (semi-trailer) and an electrified tractor-trailer. The trailer can preferably comprise a receiving area for the HV battery system, wherein the receiving area for the HV battery system can preferably be arranged on the chassis between the trailer axles and the coupling area of ​​the trailer.

[0019] According to a preferred embodiment, the additional charging port and the charging current transmission device can be designed and arranged on the trailer in such a way that the charging current can be transmitted from the rear of the trailer to the front of the trailer. This advantageously allows electrical energy to be transmitted or distributed across the entire length of the trailer. This also effectively reduces the physical effort required by the driver during the charging process, as there is no need to manually lay charging cables. This not only improves working conditions but also reduces the time required for the charging process. Advantageously, the option to route the power to the front of the trailer helps reduce the number of charging plugs or even charging stations required to simultaneously charge the battery-electric tractor unit and the electric trailer. This fundamentally optimizes the use of charging infrastructure and saves investment costs.

[0020] Preferably, the charging current forwarding device of the additional charging connection can comprise at least one HV charging cable, wherein the at least one HV charging cable can have a charging plug for charging an HV battery system of the tractor unit. The HV charging cable and the charging plug of the charging current forwarding device significantly improve compatibility during the charging process and, advantageously, enable the charging of semi-trailer combinations regardless of the specific positioning of the charging connections on the vehicle halves. The driver does not have to carry and lay cables manually to charge both vehicle halves. For example, it is sufficient to provide two charging connections in the rear area so that in addition to the battery-electric trailer, the electric tractor unit, which is usually and inherently located adjacent to the front of the trailer, can also be charged without having to laboriously reposition the commercial vehicle.Since the coupling area of ​​trailers is also located in the front area and the trailer is coupled to the tractor in this area, the HV charging cable is particularly suitable for transmitting electrical current from the rear side, where the charging connections are usually located, to the front of the trailer and using it there to charge the tractor.

[0021] Further preferably, the electrically powered tractor can also have a charging port, wherein the charging port of the tractor is designed to be compatible with the charging plug of the charging current transmission device. Due to the compatible design, the charging plug of the charging current transmission device can be simply plugged into the charging port of the tractor and charge the HV battery system of the tractor.

[0022] According to a further preferred embodiment, the charging ports can be arranged on the rear of the trailer, whereby the charging ports can be designed as an integral part of the chassis. In other words, the charging ports can preferably be integrated into the chassis of the trailer or adapted to the chassis. The arrangement of the charging ports on the rear of the trailer advantageously facilitates connecting the vehicle combination to existing charging infrastructure without requiring special adaptations or proprietary systems. The loading ramp already used in the trailer area can be used to charge both halves of the vehicle without any modifications, and the driver can maneuver the rear end to the charging station.This configuration makes it possible, among other things, for the electrical energy required to operate the tractor unit to be supplied directly to the rear of the trailer via the charging station and forwarded to the front of the trailer to charge the tractor unit's batteries.

[0023] According to a further preferred embodiment, the HV charging cable of the charging current forwarding device can be designed as an integral component of the trailer chassis, wherein the HV charging cable of the charging current forwarding device can be guided and fixed to the trailer chassis. In contrast to external extension cables or manual charging cables, which have to be laid manually between the charging station and the vehicle, the charging process can advantageously be made significantly easier by the direct integration and guidance or fixing of the HV charging cable to the trailer chassis. Since the chassis is arranged below the trailer body, the HV charging cable is additionally protected from external influences, so that the service life and operational reliability of the charging current forwarding device and the HV charging cable are further increased. By embedding or integrating the charging current forwarding device orBy integrating the charging cable directly into the structure or chassis structure of the electrified trailer, a seamless, readily available solution for cable management and for transmitting electrical energy to the tractor unit is created, which does not require any additional space and does not impair the aerodynamic properties of the vehicle.

[0024] The HV charging cable of the charging current forwarding device can preferably be routed and fixed to one of the preferably two longitudinal members of the chassis, which are arranged parallel to one another, so that it is routed over the entire longitudinal extent of the trailer from the rear to the front. Further preferably, the HV charging cable can be routed and fixed to an inner side of the longitudinal members from the rear to the front. This provides additional protection for the HV charging cable from external influences. The HV charging cable and the charging connections can preferably be integrated on the same longitudinal member of the chassis, wherein the charging connections can be arranged on the rear and simultaneously on the longitudinal member. This can further simplify the charging process because both the charging connection for directly charging the trailer batteries and the additional charging connection are adjacent to one another orcan be positioned next to each other on the longitudinal member in the rear area so that both halves of the vehicle can be charged with electrical energy as required.

[0025] To better secure and guide the HV charging cable along the trailer chassis, additional metal or plastic clamps can preferably be provided, which can also secure and guide the HV charging cable along the chassis's longitudinal member. This also ensures that the HV charging cable is routed as streamlined as possible along the trailer chassis and does not protrude laterally, creating additional air resistance during operation. The plastic clamps, in particular, have proven to be particularly advantageous as a cost-effective option. Extension cables that lie on the ground or have to be pulled over long distances are subject to considerable wear and tear and the risk of damage. This is also effectively counteracted. The charging current transmission device and the HV charging cable are thus housed in a protected environment inside or below the trailer.

[0026] According to a further preferred embodiment, the HV charging cable of the charging current transmission device can be covered by an electrically insulating covering, wherein the covering of the HV charging cable of the charging current transmission device can comprise a polymeric material. By avoiding the installation of external extension cables that could potentially be kinked or run over by vehicles, the HV charging cable is better protected anyway, and the additional electrically insulating covering further contributes to significantly extending the service life of the HV charging cable. This reduces maintenance and replacement costs and significantly increases the operational reliability and service life of the charging current transmission device.

[0027] Preferably, the HV charging cable is covered with electrically insulating sheathing over its entire outer surface and along its entire length, shielding and protecting it from the outside environment. This additionally protects the charging current transmission device from contamination and wear.

[0028] According to a further preferred embodiment, the trailer can have a housing for accommodating and stowing the charging current transmission device, wherein the housing of the charging current transmission device can be arranged on the front of the trailer. The housing increases the efficiency of the charging process. By minimizing the effort required to lay and stow the cable, the time required for the charging process is significantly reduced. At the same time, the housing increases safety during stowing, prevents the risk of tripping hazards caused by loose cables, and reduces the risk of cable damage.

[0029] Preferably, the rear of the trailer can comprise openable portal doors for loading the trailer, wherein the front of the trailer can have a closed portal wall. Because the portal wall of the front is closed and cannot be opened, the housing for stowing and accommodating the charging current forwarding device can be more easily fixed and arranged directly on the front. Further preferably, the housing can be arranged on an underside of the portal wall of the front. Even more preferably, the housing can be positioned on a lower edge area of ​​the portal wall of the front. This results in the considerable advantage of easier accessibility and operation for the driver. The driver does not need to use an additional ladder or additional surface during the charging process.This advantageously results in a distance to the ground that is not too great, which makes it easier for the driver to grip the charging plug in the housing.

[0030] In order to achieve more practical handling and to be able to stow the HV charging cable safely after use, according to a further preferred embodiment of the invention it can be provided that the HV charging cable and the associated charging plug of the charging current forwarding device are completely stowed and / or wound up in the housing, wherein the charging plug of the charging current forwarding device can protrude at least partially from the housing. This makes the charging plug easier to grasp when needed to charge the tractor and can be more easily gripped and pulled or rolled out of the housing by the driver. For this purpose, the housing does not have to be opened or closed using a key or the like. The driver can visually see from the protruding charging plug whether the HV charging cable is wound up and stowed in the housing or unwound and in use.

[0031] Preferably, the housing of the charging current transmission device can have a winding device for winding or unwinding HV charging cables, wherein the winding device is fully integrated into the housing and can completely wind a corresponding HV charging cable within the housing for storage purposes. This makes the housing and the charging current transmission device stowed therein particularly compact and advantageously does not change the external dimensions of the trailer because the winding device is also completely stowed within the housing. Plugging the charging plug into the designated charging port on the tractor is significantly simplified because the driver only has to pull on the charging plug and plug it into the charging port, while the winding device supports "clean" winding and unwinding.

[0032] Preferably, the winding device can have an automatic winding mechanism, whereby the automated winding of the HV charging cable by means of the winding device can be triggered completely automatically via an actuating element. The actuating element for automatic winding can preferably be arranged on the housing of the charging current transmission device. This further simplifies use of the charging current transmission device for the driver. Manual winding is not necessary. After the charging process, the driver can simply actuate the actuating element to rewind the HV charging cable back into the housing and stow it away. This fully automated and integrated solution not only improves the durability of the HV charging cable but also reduces the driver's physical effort.Pulling and / or winding and unwinding heavy cables represents a physical strain that is eliminated by the automatic winding process.

[0033] The unwinding or rolling out of the HV charging cable can preferably be done manually. The HV charging cable can be unwound along its entire length by pulling on the charging plug on the winding device. Manually winding the HV charging cable in the housing can represent a cost reduction compared to automatic winding.

[0034] According to an alternative preferred embodiment, the winding device can have a manual winding mechanism, wherein the manual winding of the HV charging cable by means of the winding device can be implemented entirely manually via a winding drum. The winding drum can preferably have a corresponding lever for winding or unwinding the HV charging cable, wherein the lever of the winding drum can protrude from the housing in which the winding device and the winding drum are preferably stowed. This eliminates the need to manually lay cables along the semi-trailer. This reduces the workload and physical strain for the driver and also reduces the risk of cable damage. The winding drum for the HV charging cable is simple and cost-effective to manufacture.

[0035] According to a further preferred embodiment, the HV charging cable and the charging plug of the charging current forwarding device can be permanently integrated into the front of the trailer. This eliminates the need for separate charging stations and the need to carry additional charging cables. It also opens up the possibility of strategically using loading ramps for the charging process. There is no need to install expensive separate charging stations for tractor-trailer combinations. Overall, this leads to significant cost savings and facilitates the implementation of electromobility solutions, particularly in the logistics and commercial vehicle sectors. The invention makes it possible to use the existing infrastructure of loading ramps to charge the electric tractor-trailer combination when needed. The option of leaving the vehicle parked directly at the loading ramp during the charging process eliminates the otherwise necessary repositioning of the tractor-trailer combination.This not only saves time but also reduces the risk of operational disruptions and accidents that can and regularly occur during shunting.

[0036] Preferably, the charging current transmission device can be directly integrated into a high-voltage circuit of the electric drive unit and the trailer's HV battery system. This direct integration into the already existing high-voltage circuit of the electrified drive train results in a configuration that allows the energy from an external charging station to be efficiently distributed or transmitted between the trailer and the tractor unit without a direct energy exchange between the batteries or HV battery systems of the two vehicle units. This significantly simplifies the charging process, as only one charging station is required for both components of the trailer combination, thus allowing optimal and efficient use of the charging infrastructure.

[0037] In this case, it can also preferably be provided that one or more buck and / or boost converters are additionally integrated or connected into the high-voltage circuit. The buck and / or boost converters or step-up / step-down DC / DC converters advantageously meet the corresponding requirements of the traction batteries or the HV battery system of the electrified tractor. This can further simplify the charging process and further optimize overall energy efficiency.

[0038] According to a further preferred embodiment, the charging ports can be designed to be compatible with CCS Type 2 charging plugs, whereby the charging plug of the charging current forwarding device can be a Combo 2 plug, which is compatible with CCS Type 2 charging ports. The CCS plug or Combo 2 plug and the CCS Type 2 charging ports further improve the compatibility and usability of the charging current forwarding device. This creates a standardized connection option and makes it possible to connect the vehicle combination to existing charging infrastructure without requiring special adaptations or proprietary systems. The CCS (Combined Charging System) plug is an extended version of the Type 2 with two additional power contacts for rapid charging. Therefore, it is also called a Combo 2 plug. It is primarily used for charging with direct current.However, it also allows charging with alternating current (AC and DC charging), typically with up to 170 kW. Modern rapid chargers, however, can even deliver up to 350 kW, and ultra-fast chargers even 450 kW. In practice, however, especially for standard electric vehicles such as cars, the charging power is usually 50 kW (500 V, 100 A). A charging power of approximately 350 kW can be provided.

[0039] According to a further preferred embodiment, the charging current transmission device can have an amplification unit for ensuring and improving communication between a vehicle to be charged and a charging station. Further preferably, the amplification unit can comprise at least two amplification modules, which can be arranged at the ends of the charging current transmission device. The amplification modules can be designed to receive the incoming signals from the vehicle or charging station, amplify them, and transmit them with greater signal strength. This effectively improves, in particular, the signal strength of the communication connection between the vehicle and the charging station and advantageously counteracts the problem that, with long cables, an electrical signal may not be sufficiently transmitted due to the resistance.This ensures communication via the amplification unit and the amplification modules at the ends of the charging current transmission device, which would not be possible with a simple extension cable.

[0040] Preferably, the HV charging cable of the charging current transmission device can be configured to either transport electrical energy bidirectionally between the trailer and the tractor unit of the commercial vehicle or to unidirectionally transmit electrical energy originating from an external charging station from the additional charging connection via the HV charging cable to the charging plug and another connection connected to it. This further reduces the need for extensive and costly additional infrastructure. It eliminates the need to lay cables up to the height of the tractor unit, which further reduces both costs and the physical space required in loading yards. This measure, or the bidirectional design, also enables charging from a charging station near the tractor unit to the electrified trailer and vice versa.This means that the charging infrastructure can be used not only for charging the electrified tractor unit, but also for charging the electric trailer without extensive modifications. The direction of energy flow can thus be controlled flexibly and as needed. The implementation of bidirectional charging capabilities could also enable electrical energy to be used not only for charging the batteries, but also for energy exchange between both halves of the vehicle—i.e., between the tractor unit and trailer, or between the respective battery systems. This increases charging flexibility and can be particularly useful in situations where the charging station is positioned closer to the semi-trailer than to the tractor unit.

[0041] Preferably, the additional connection to which the charging plug of the charging current forwarding device can be connected for charging can be a charging connection of the tractor unit of the commercial vehicle. Furthermore, the additional connection can be designed to be compatible with the charging plug, and the additional connection of the tractor unit can be designed to be compatible with CCS Type 2 charging plugs. This measure further improves the compatibility of the device.

[0042] According to a further preferred embodiment, the charging current forwarding device can have a cable management device for further rolling out or retracting an HV charging cable, wherein the cable management device can be integrated into the chassis of the trailer. This allows for even greater longitudinal extensions of the HV charging cable. This further increases the usability and compatibility of the device, allowing it to be used safely even with even greater vehicle lengths or distances.

[0043] Preferably, the cable management device can be designed to enable automatic additional unwinding or retracting of the charging current transmission device or the HV charging cable. This provides even greater convenience and safety through the automated cable management device. The cable management device ensures that even greater distances can be easily covered when winding or unwinding, or unrolling or retracting, the HV charging cable without the need for manual intervention by the driver. These cable management devices could preferably also be designed to be integrated into the vehicle structure or chassis, making them compatible with various charging stations.

[0044] According to a further preferred embodiment, the charging current forwarding device can have additional intermediate plugs and / or adapters for establishing further intermediate connections between a charging station and the charging ports. This further improves the usability and compatibility of the device. These special intermediate plugs and / or adapters enable the existing charging infrastructure to be used for charging the battery-electric trailer without major modifications. Such adapters and / or intermediate plugs could preferably also be designed to establish a connection between an external charging station and the trailer's charging ports in the opposite direction of current flow.

[0045] According to a further preferred embodiment, the trailer can have a coupling element for interacting with a corresponding coupling element of the tractor when coupling the trailer to the tractor. This allows the trailer to be securely coupled to the tractor, so that both vehicle halves are coupled together during driving, creating an overall fully electric drive train.

[0046] Preferably, the trailer's coupling element can be a kingpin for insertion into a designated fifth wheel coupling of the tractor. Preferably, the trailer can have a support element designed as a fifth wheel plate in the area of ​​the kingpin for resting on the fifth wheel coupling when coupling the trailer to the tractor. The kingpin and the support element are preferably arranged in the front area of ​​the trailer, with the support element being able to continue the longitudinal members of the chassis in such a way that the support element partially projects slightly beyond the closed portal of the front side in the longitudinal direction of the vehicle.

[0047] Preferably, the charging plug of the charging current forwarding device can be arranged near the kingpin and the coupling area. Further preferably, the housing for stowing the charging current forwarding device can also be arranged in the area of ​​the kingpin and the coupling area, wherein the housing only projects beyond the front side or the closed portal of the front side in the longitudinal direction of the vehicle insofar as it is arranged essentially at the same height as the projecting section of the support element. As a result, the external dimensions of the trailer remain essentially unchanged, especially in the front area, so that the tractor can continue to maneuver or steer as usual at the pivot and bearing point, i.e. in the area of ​​the kingpin, without the housing disturbing or blocking any deflection movement.

[0048] Overall, the invention offers a broad range of applications in the context of electromobility, particularly in heavy-duty transport and the logistics sector. Through the flexible and innovative design of the charging infrastructure and charging technology, the invention is specifically designed to significantly improve the efficiency, user-friendliness, and safety of charging commercial vehicles, and in particular, semi-trailer combinations consisting of electrically powered components.

[0049] Further features, details, and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. They show: Fig. 1 a schematic side view of an electrically operated trailer of a commercial vehicle according to the invention, Fig. 2a a schematic representation of a first magnification area X1 of a charging current transmission device of the commercial vehicle according to the invention from Fig. 1, Fig. 2b a schematic representation of a second magnification area X2 of the charging connections of the commercial vehicle according to the invention from Fig. 1, Fig. 3 a schematic plan view of an electrically operated trailer of a commercial vehicle according to the invention, Fig. 4 a schematic perspective view of an electrically operated trailer of a commercial vehicle according to the invention from below and with a view of the rear side of the trailer, Fig. 5 a schematic perspective view of an electrically operated trailer of a commercial vehicle according to the invention from below and with a view of the front of the trailer.

[0050] The general in Fig. 1, the commercial vehicle designated 10 comprises an electrically operated or powered trailer 1 and an electrically operated or powered tractor unit (not shown) to which the trailer 1 can be coupled. The illustrated commercial vehicle 10 is, in particular, a semitrailer combination consisting of an electrically operated tractor unit and an electrically operated semitrailer or trailer 1 coupled thereto.

[0051] The electrified trailer 1 has three trailer axles 3, wherein the middle of the three adjacent trailer axles 3 comprises an electric drive unit and an HV battery system for drive purposes.

[0052] The trailer 1 further comprises a chassis 5, which extends along a vehicle longitudinal axis between a front side 2 and a rear side 4 of the trailer 1 and is formed by longitudinal members 5' and cross members 5". The trailer 1 comprises a receiving area 11 for the HV battery system, wherein the receiving area 11 for the HV battery system is arranged on the chassis 5 between the trailer axles 3 and a coupling element 6 of the trailer 1.

[0053] Two magnification ranges X1 and X2 are provided to illuminate details. As can be seen by adding and viewing the Fig. 2a and Fig. As can be seen in Figure 2b, the trailer 1 has a charging port 9' for directly charging its HV battery system, wherein the trailer 1 comprises at least one further charging port 9 adjacent thereto. The further charging port 9 has a charging current forwarding device 13 for forwarding and distributing a charging current or electrical charging energy.

[0054] The additional charging port 9 and the charging current transmission device 13 are configured and arranged on the trailer 1 such that the charging current can be transmitted from the rear side 4 of the trailer 1 to the front side 2 of the trailer 1. The charging current transmission device 13 of the additional charging port 9 comprises an HV charging cable 7 and a charging plug 8 for charging an HV battery system of the tractor. The electrically powered tractor also has a charging port (not shown), wherein the charging port of the tractor is designed to be compatible with the charging plug 8 of the charging current transmission device 13.

[0055] The charging ports 9, 9' are arranged on the rear side 4 of the trailer 1, with the charging ports 9, 9' being designed as an integral part of the chassis 5 or integrated into the chassis 5 of the trailer 1. The HV charging cable 7 of the charging current transmission device 13 is routed and fixed along its length on the chassis 5 of the trailer (not shown).

[0056] The HV charging cable 7 of the charging current transmission device 13 is routed and fixed to one of the two longitudinal members 5' of the chassis 5 arranged parallel to one another, so that it is always routed along the longitudinal member 5' over the entire longitudinal extent of the trailer 1, from the rear side 4 to the front side 2 of the trailer 1. The HV charging cable 7 is routed and fixed to an inner side of the longitudinal member 5'.

[0057] How to do this, especially by adding Fig. 3, the HV charging cable 7 and the charging connectors 9, 9' are integrated or arranged on the same longitudinal member 5' of the chassis 5. The HV charging cable 7 is covered over its entire outer surface and over its entire longitudinal extent by means of an electrically insulating covering and is shielded and protected from the outside environment.

[0058] As shown by the magnification X1 in Fig. As can be seen in Figure 2a, the trailer 1 has a housing 12 for accommodating and stowing the charging current transmission device 13. The housing 12 of the charging current transmission device 13 is arranged on the front side 2 of the trailer 1. The rear side 4 and front side 2 of the trailer 1 are formed by portals or portal walls or doors. The housing 12 is arranged on an underside of the closed portal wall of the front side 2. The housing 12 is positioned on a lower edge region of the portal wall of the front side 2.

[0059] The HV charging cable 7 and the associated charging plug 8 of the charging current transmission device 13 are completely stowed and mounted in the housing 12 in a windable manner, with the charging plug 8 of the charging current transmission device 13 protruding at least partially from the housing 12. The housing 12 of the charging current transmission device 13 comprises a winding device (not shown) for winding or unwinding the HV charging cable 7, wherein the winding device is also completely integrated into the housing 12 and can completely wind the HV charging cable 7 in the housing 12 for storage purposes.

[0060] The charging ports 9, 9' are designed to be compatible with CCS Type 2 charging plugs, with the charging plug 8 of the charging current forwarding device 13 being a Combo 2 plug compatible with CCS Type 2 charging ports. A charging power of approximately 350 kW can be achieved.

[0061] In particular, by adding and summarizing the Fig. 4 and Fig. 5 shows that the trailer 1 has a coupling element 6 for interacting with a corresponding coupling element of the tractor when coupling the trailer 1 to the tractor. The coupling element 6 of the trailer 1 is a kingpin for insertion into a designated fifth wheel coupling (not shown) of the tractor.

[0062] In the area of ​​the kingpin 6, the trailer 1 has a support element 6' designed as a fifth wheel plate for resting on the fifth wheel coupling of the tractor when coupling the trailer 1. The kingpin 6 and the support element 6' are arranged in the front area 2 of the trailer 1, with the support element 6' continuing the longitudinal members 5' of the chassis 5 in such a way that the support element 6' partially projects slightly beyond the closed portal of the front side 2 in the vehicle's longitudinal direction. The housing 12 essentially only projects beyond the front side 2 or the closed portal of the front side 2 in the vehicle's longitudinal direction in that it is arranged essentially at the same height as the projecting section of the support element 6'.

[0063] The invention opens up a broad range of applications in the context of electromobility, particularly in heavy-duty transport and logistics. It aims to significantly improve the efficiency and user-friendliness of charging battery-electric semi-trailer combinations consisting of electrically powered trailers and tractors through the flexibility and innovative design of the charging infrastructure and charging technology.

[0064] The invention can be used primarily in fully electrically powered tractor units with electrically powered semi-trailers. Furthermore, it can also be used in a combination of an electrically powered tractor unit with a conventionally towed semi-trailer without electric drive.

[0065] The present invention therefore represents a significant improvement in the operating processes of electrically or partially electrically powered or operable tractor-trailer combinations by offering a practical, efficient, and safe method for the charging process. Overall, the invention leads to significant cost savings resulting from the more efficient charging infrastructure / technology and a faster, more efficient charging process. These savings can lead to a faster return on investment, particularly in the field of electromobility, and to lower operating costs compared to conventional solutions. In summary, the invention offers an innovative solution that not only improves the efficiency and cost-effectiveness of the charging process for electrically powered tractor-trailer combinations, but also makes a significant contribution to the sustainability and future viability of the logistics sector.

[0066] All features and advantages arising from the claims, the description and the drawings, including design details, spatial arrangements and method steps, can be essential to the invention both individually and in a wide variety of combinations.

Claims

[1] Commercial vehicle (10), namely a battery-electrically powered trailer (1) for coupling to a battery-electrically powered tractor, wherein the trailer (1) comprises at least one trailer axle (3), an electric drive unit and an HV battery system for drive purposes, wherein the trailer (1) has a chassis (5) which extends along a vehicle longitudinal axis between a front side (2) and a rear side (4) of the trailer (1) and is formed by longitudinal members (5') and cross members (5"), wherein the trailer (1) comprises at least one charging connection (9') for directly charging the HV battery system, characterized by that the trailer (1) comprises at least one further charging connection (9), wherein the further charging connection (9) has a charging current forwarding device (13) for forwarding and distributing a charging current along the vehicle's longitudinal axis. [2] Commercial vehicle according to claim 1, characterized bythat the further charging connection (9) and the charging current forwarding device (13) are designed and arranged on the trailer (1) in such a way that the charging current can be forwarded from the rear side (4) of the trailer (1) to the front side (2) of the trailer (1). [3] Commercial vehicle according to claim 1 or 2, characterized by that the charging current forwarding device (13) of the further charging connection (9) comprises at least one HV charging cable (7), wherein the at least one HV charging cable (7) has a charging plug (8) for charging an HV battery system of the tractor. [4] Commercial vehicle according to claim 3, characterized by that the HV charging cable (7) of the charging current transmission device (13) is covered by an electrically insulating covering, wherein the covering of the HV charging cable (7) of the charging current transmission device (13) comprises a polymeric material. [5] Commercial vehicle according to one of the preceding claims, characterized bythat the trailer (1) has a housing (12) for receiving and stowing the charging current transmission device (13), wherein the housing (12) of the charging current transmission device (13) is arranged on the front side (2) of the trailer (1). [6] Commercial vehicle according to claim 5, characterized by that the housing (12) of the charging current transmission device (13) has a winding device for winding or unwinding HV charging cables, wherein the winding device is completely integrated into the housing (12) and can completely wind up a corresponding HV charging cable in the housing (12) for storage purposes. [7] Commercial vehicle according to claims 3 and 5, characterized by that the HV charging cable (7) and the associated charging plug (8) of the charging current transmission device (13) can be completely stowed and / or wound up in the housing (12), wherein the charging plug (8) of the charging current transmission device (13) can protrude at least partially from the housing (12). [8] Commercial vehicle according to one of the preceding claims, characterized by that the charging connections (9, 9') are arranged on the rear side (4) of the trailer (1), wherein the charging connections (9, 9') are designed as an integral part of the chassis (5). [9] Commercial vehicle according to one of the preceding claims, characterized by that the charging current transmission device (13) is integrated into a high-voltage circuit of the electric drive unit and the HV battery system of the trailer (1). [10] Commercial vehicle according to claim 3, characterized by that the HV charging cable (7) of the charging current forwarding device (13) is designed as an integral component of the chassis (5) of the trailer (1), wherein the HV charging cable (7) of the charging current forwarding device (13) is guided and fixed on the chassis (5) of the trailer (1). [11] Commercial vehicle according to claim 3, characterized bythat the charging connections (9, 9') are designed to be compatible with charging plugs of the type CCS Type 2, wherein the charging plug (8) of the charging current forwarding device (13) is a Combo 2 plug which is compatible with charging connections of the type CCS Type 2. [12] Commercial vehicle according to claim 3, characterized by that the HV charging cable (7) of the charging current forwarding device (13) is designed to selectively transport electrical energy bidirectionally between the trailer (1) and the tractor of the commercial vehicle (10) or to unidirectionally forward electrical energy originating from an external charging station from the further charging connection (9) via the HV charging cable (7) to the charging plug (8) and a further connection connected thereto. [13] Commercial vehicle according to one of the preceding claims, characterized bythat the charging current forwarding device (13) has a cable management device for further rolling out or retracting an HV charging cable, wherein the cable management device is integrated into the chassis (5) of the trailer (1). [14] Commercial vehicle according to one of the preceding claims, characterized by that the charging current forwarding device (13) has additional intermediate plugs and / or adapters for establishing further intermediate connections between a charging station and the charging connections (9, 9'). [15] Commercial vehicle according to one of the preceding claims, characterized by that the charging current forwarding device (13) has an amplification unit for ensuring and improving communication between a vehicle to be charged and a charging station, wherein the amplification unit comprises at least two amplification modules. [16] Commercial vehicle according to one of the preceding claims, characterized bythat the trailer (1) has a coupling element (6) for interacting with a corresponding coupling element of the tractor when coupling the trailer (1) to the tractor.