Heat distribution for a motor vehicle with a coupling heat exchanger

Abstract

The invention relates to a device (100) for heat distribution for a motor vehicle (200). The device (100) comprises a fuel cell (1), a fuel cell temperature control circuit (10) for temperature control of the fuel cell (1), a brake resistor (2) for converting electrical energy into heat energy, a brake resistor temperature control circuit (20) for temperature control of the brake resistor (2), and a coupling heat exchanger (30) through which the fuel cell temperature control circuit (10) and the brake resistor temperature control circuit (20) are thermally coupled to each other, wherein the brake resistor temperature control circuit (20) comprises: a brake resistor circuit coupling heat exchanger bypass line (21), preferably selectable to be shut off or opened.which is arranged parallel to the coupling heat exchanger (30) and / or connects a section of the braking resistor temperature control circuit (20) upstream of the coupling heat exchanger (30) bypassing the coupling heat exchanger (30) with a section of the braking resistor temperature control circuit (20) downstream of the coupling heat exchanger (30).

Description

[0001] The invention relates to a device for heat distribution for a motor vehicle and to a motor vehicle with such a device.

[0002] Fuel cell drives, which utilize the chemical conversion of hydrogen and oxygen to water for energy generation, are fundamentally known in the state of the art. Such drives are often characterized by a high waste heat output, which must be dissipated to the environment via appropriate cooling systems.

[0003] In the context of fuel cell vehicles, it is also known to incorporate a braking resistor that converts electrical energy into heat energy. Since the electric motors driven by the fuel cell system typically have a low drag torque compared to internal combustion engines, an additional braking torque can be generated by regenerative operation of the electric motor to protect the vehicle's brakes (e.g., on long downhill stretches). The resulting electrical energy can then be converted into heat via the braking resistor and dissipated into the environment. This usually requires additional cooling systems in the vehicle.

[0004] Current approaches typically use one cooling circuit for the fuel cell drive (during train operation) and a separate cooling circuit for the brake resistor (during braking operation), especially since the respective circuits usually have different requirements, e.g., regarding the coolant, the temperature resistance of the components, and the cooling capacity. This results in multiple cooling components being present in the vehicle, leading to increased vehicle weight and installation effort.

[0005] Patent 10 2021 203 125 A1 relates to an electrically powered motor vehicle with a first cooling circuit and with at least one first component arranged in the first cooling circuit and subject to temperature control, a first heat exchanger and at least one pump for circulating a coolant, and with a second cooling circuit and with a second component arranged therein and subject to temperature control. The first and second cooling circuits are fluidically separated from each other and coupled to each other via a second heat exchanger for heat transfer, and one of the two components is designed as an electrical energy storage device or as a fuel cell module, and the other component as a secondary braking system.

[0006] DE 10 2021 206 598 A1 relates to a device for dissipating braking energy. The device comprises a braking resistor for converting electrical energy generated by an electric motor into heat energy, and a coolant circuit for temperature control of a fuel cell system. The coolant circuit includes a radiator for cooling the coolant and a coolant pump. The at least one braking resistor is arranged in the coolant circuit so that it can be cooled by the coolant in the circuit. A switchable braking resistor bypass valve is arranged in the area of ​​the braking resistor, through which the coolant can be routed around the braking resistor.

[0007] The object of the invention is to provide a solution that enables improved operation of a fuel cell and a braking resistor. Preferably, the object of the invention is to provide a solution by means of which weight-saving and easy-to-install temperature control of these components can be achieved and which is preferably as flexibly adaptable as possible to the respective operating conditions.

[0008] These problems can be solved using the features of the independent claims. Advantageous embodiments and applications of the invention are the subject of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

[0009] According to a first independent aspect of the present disclosure, a device for heat distribution for a motor vehicle (e.g. for a commercial vehicle) is provided.

[0010] The device comprises a fuel cell (e.g., a polymer electrolyte membrane (PEM) fuel cell) and a fuel cell temperature control circuit. The fuel cell temperature control circuit is thermally coupled to the fuel cell (e.g., directly), preferably for temperature control of the fuel cell (e.g., for supplying and / or removing heat). For example, the fuel cell temperature control circuit can be routed at least partially through the fuel cell (e.g., directly) and / or thermally coupled to the fuel cell via a fuel cell heat exchanger (e.g., indirectly). The fuel cell temperature control circuit can be permeated by a fuel cell circuit temperature control fluid (e.g., a coolant or refrigerant).

[0011] Furthermore, the device includes a braking resistor, which can also be referred to as a load resistor or braking resistor. Preferably, the braking resistor serves to convert electrical energy (e.g., generated by an electric motor in the vehicle) into heat energy. For example, the braking resistor can be configured to load the drive motor during generator operation of the vehicle's drive motor, thereby braking it.

[0012] Furthermore, the device comprises a brake resistor temperature control circuit, preferably fluidically separated from the fuel cell temperature control circuit. The brake resistor temperature control circuit is thermally coupled to the brake resistor (e.g., directly), preferably for temperature control of the brake resistor (e.g., for supplying and / or dissipating heat). By way of example only, the brake resistor temperature control circuit may also (e.g., directly) at least partially pass through the brake resistor and / or (e.g., indirectly) be thermally coupled to the brake resistor via a brake resistor heat exchanger. The brake resistor temperature control circuit may be permeable to a brake resistor temperature control fluid (e.g., a coolant or refrigerant) that is different from the fuel cell circuit temperature control fluid.

[0013] Furthermore, the device includes a coupling heat exchanger (e.g., a liquid-to-liquid heat exchanger) through which the fuel cell temperature control circuit and the brake resistor temperature control circuit are thermally coupled to each other (e.g., directly). Preferably, the coupling heat exchanger serves for heat exchange between the fuel cell temperature control circuit and the brake resistor temperature control circuit. For example, heat can be transferred via the coupling heat exchanger from the fuel cell temperature control circuit to the brake resistor temperature control circuit and / or vice versa.

[0014] This advantageous approach allows for optimal temperature control for both the fuel cell and the braking resistor, for example, with regard to maximum temperature, temperature control fluid, and / or power. Simultaneously, the thermal coupling of the temperature control circuits enables the dual use of components such as coolers. For instance, the fuel cell temperature control circuit can be used to support the cooling of the braking resistor, or vice versa. In addition to independent temperature control that is better tailored to the specific needs of the components being cooled, components better suited to each individual temperature control circuit can also be used, resulting in particularly efficient operation.Furthermore, the present solution enables a decentralized arrangement of the components in the vehicle as well as an adjustment of the heat distribution that is as needs-based as possible with regard to the current operating situation.

[0015] From a first perspective, the fuel cell temperature control circuit and the brake resistor temperature control circuit can be fluidically separated from each other. For example, the fuel cell and brake resistor temperature control circuits can each be designed such that no fluid exchange occurs between the two circuits. This advantageously allows the use of different temperature control fluids, each designed for the different operating conditions of the respective circuits.

[0016] Alternatively, or in addition, the fuel cell temperature control circuit can comprise a fuel cell circuit temperature control fluid (e.g., containing deionized water), and the brake resistor temperature control circuit can comprise a brake resistor temperature control fluid (e.g., containing water and alcohol, in particular water and Glysantin in a ratio of approximately 50:50). Preferably, the fuel cell circuit temperature control fluid and the brake resistor temperature control fluid differ (e.g., in their respective composition and / or operating temperature). This advantageously ensures particularly optimal operation of the device.

[0017] Alternatively, or in addition, the coupling heat exchanger can be a liquid-to-liquid heat exchanger (e.g., a plate heat exchanger). Preferably, the coupling heat exchanger is designed for heat exchange between two liquid temperature control fluids. This advantageously enables a particularly reliable heat exchange between the liquid temperature control fluids most commonly used in practice.

[0018] According to another aspect, the fuel cell temperature control circuit can include a fuel cell circuit temperature control fluid supply unit (e.g., a fuel cell circuit temperature control fluid pump) and / or a fuel cell circuit heat exchanger (e.g., a fuel cell circuit radiator) (e.g., one through which air flows). Preferably, the fuel cell circuit heat exchanger is an air-to-liquid heat exchanger, for example, for (e.g., direct) heat exchange with the ambient air of the device and / or the vehicle. This advantageously ensures, for example, particularly reliable heat dissipation during high-load or full-load operation of the fuel cell.

[0019] According to another aspect, the fuel cell circuit heat exchanger can have at least one jacketed heat exchanger (e.g., at least one shell-and-tube heat exchanger). For example, the at least one jacketed heat exchanger can have an outer jacket (e.g., tubular) within which several smaller-diameter tubes (e.g., in the form of a tube bundle) can be arranged. The fuel cell circuit temperature control fluid can flow through these multiple tubes, while ambient air can flow through the space between the multiple tubes and the outer jacket. Unlike conventional front-end radiators in the front of the vehicle, the compact and highly efficient jacketed heat exchanger does not require a large open area for the supply of cooling air, so, for example, the vehicle front end can be advantageously "closed," which significantly reduces air resistance and lowers energy consumption.A further advantage is that, thanks to the use of at least one jacketed heat exchanger, the device is not limited to positioning in the already densely populated front section of the vehicle, but can instead be installed in less densely populated areas, particularly near the components to be cooled. This offers advantages, for example, regarding the vehicle's packaging.

[0020] In one embodiment, the at least one jacketed heat exchanger can comprise two jacketed heat exchangers (e.g., connected in parallel). Preferably, each of the two jacketed heat exchangers can be supplied with its own airflow (e.g., independently of each other), which can, for example, increase the respective temperature control capacity.

[0021] In addition, or alternatively, the at least one jacketed heat exchanger can be associated with at least one air supply unit (e.g., at least one fan). Air (e.g., outside air) can be supplied to the at least one jacketed heat exchanger via this air supply unit. This advantageously increases the volume of air flowing through the at least one jacketed heat exchanger and thus the temperature control capacity of the device.

[0022] According to the invention, the brake resistor temperature control circuit has a brake resistor circuit coupling heat exchanger bypass line. According to the invention, the brake resistor circuit coupling heat exchanger bypass line can be arranged parallel to the coupling heat exchanger. Furthermore, or alternatively, according to the invention, the brake resistor circuit coupling heat exchanger bypass line can connect a section of the brake resistor temperature control circuit upstream of the coupling heat exchanger, bypassing the coupling heat exchanger, to a section of the brake resistor temperature control circuit downstream of the coupling heat exchanger. Preferably, the brake resistor circuit coupling heat exchanger bypass line can be selectively shut off and / or opened (e.g., via a bypass shut-off valve). This advantageously prevents heat input into the fuel cell circuit temperature control circuit when necessary.

[0023] Another aspect of the fuel cell temperature control circuit is that it can include a piping system (e.g., a hose and / or pipe system) and a valve assembly (e.g., comprising multiple valves) within that piping system. The valve assembly can be adjustable to several different settings (e.g., switching positions) to adapt the flow of fuel cell temperature control fluid (e.g., within the fuel cell temperature control circuit). This advantageously allows for a demand-oriented supply of fuel cell temperature control fluid to the components of the fuel cell temperature control circuit, for example, depending on the current operating conditions.

[0024] According to another aspect, the multiple settings can include a decoupling setting. In the decoupling setting, the fuel cell circuit temperature control fluid flow can be routed around the coupling heat exchanger via a fuel cell circuit coupling heat exchanger bypass line in the piping system, and / or the flow of fuel cell circuit temperature control fluid through the coupling heat exchanger can be blocked (e.g., via a closed shut-off valve). The fuel cell circuit coupling heat exchanger bypass line can connect a section of the piping system upstream of the coupling heat exchanger, bypassing the coupling heat exchanger, with a section of the piping system downstream of the coupling heat exchanger. The fuel cell circuit coupling heat exchanger bypass line can therefore preferably be arranged parallel to the coupling heat exchanger. This advantageously prevents heat from entering the brake resistor temperature control circuit.

[0025] Another aspect is that the various settings can include a braking mode. In the braking mode, the fuel cell circuit temperature control fluid flow can be routed around the fuel cell via a fuel cell bypass line in the piping system, and / or the flow of fuel cell circuit temperature control fluid through the fuel cell can be blocked (e.g., via a closed shut-off valve). The fuel cell bypass line can connect a section of the piping system upstream of the fuel cell, bypassing the fuel cell, to a section of the piping system downstream of the fuel cell. The fuel cell bypass line can therefore preferably be arranged parallel to the fuel cell. This advantageously prevents high fuel cell temperatures during braking, which would accelerate aging and degradation processes.

[0026] According to another aspect, the multiple settings can be arranged in series. In this series configuration, the fuel cell circuit heat exchanger and the coupling heat exchanger can be arranged in series with each other and / or be subject to the fuel cell circuit temperature control fluid flow sequentially. This advantageously allows for a two-stage heat exchange with different temperature levels.

[0027] Another aspect is the possibility of configuring the multiple settings in parallel. In this parallel configuration, the fuel cell circuit heat exchanger and the coupling heat exchanger can be arranged parallel to each other and / or each be subject to a partial flow of the fuel cell circuit temperature control fluid. This advantageously allows for simultaneous heat exchange with the highest possible temperature difference in each case.

[0028] According to another aspect, the multiple settings can include a selection option. In this selection option, the fuel cell circuit heat exchanger can be open to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger cannot be open to the fuel cell circuit temperature control fluid flow. Alternatively, in the selection option, the fuel cell circuit heat exchanger can be open to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger can be open to the fuel cell circuit temperature control fluid flow.

[0029] Another aspect is that the various settings can include a cold start setting. In the cold start setting, the fuel cell circuit temperature control fluid flow can be routed around the fuel cell circuit heat exchanger via a fuel cell circuit heat exchanger bypass line in the piping system, and / or the flow of fuel cell circuit temperature control fluid through the fuel cell circuit heat exchanger can be blocked. The fuel cell circuit heat exchanger bypass line can connect a section of the piping system upstream of the fuel cell circuit heat exchanger, bypassing the fuel cell circuit heat exchanger, with a section of the piping system downstream of the fuel cell circuit heat exchanger. The fuel cell circuit heat exchanger bypass line can therefore preferably be arranged parallel to the fuel cell circuit heat exchanger.This advantageously prevents heat from being released into the environment and ensures rapid heating of the fuel cell.

[0030] According to another aspect, the device can include a processing unit (e.g., a control unit). The processing unit can be configured to set (e.g., selectively) the valve assembly to any of several settings (e.g., to switch it). For example, the processing unit can be configured to set (e.g., selectively) the valve assembly to the decoupling, brake operation, series, parallel, selection, and / or cold start setting (e.g., to switch it). Preferably, the setting is performed automatically and / or depending on at least one sensor-detected measured value (e.g., a temperature of the fuel cell temperature control circuit and / or a temperature of the brake resistor temperature control circuit).In addition, or alternatively, the processing unit can be configured to adjust and / or control the bypass shut-off valve (particularly independently of the presence of the valve assembly and / or the piping system in the fuel cell temperature control circuit), preferably to block and / or release the brake resistor circuit coupling heat exchanger bypass line.

[0031] This allows for the advantageous adjustment of the fuel cell circuit temperature control fluid flow to be optimized for the current operating situation.

[0032] According to another aspect, the brake resistor temperature control circuit can include a brake resistor temperature control fluid supply device (e.g., a brake resistor temperature control fluid pump) and / or a brake resistor circuit heat exchanger (e.g., a brake resistor circuit radiator) (e.g., one through which air can flow). Preferably, the brake resistor circuit heat exchanger is an air / liquid heat exchanger, for example, for (e.g., direct) heat exchange with the ambient air of the device and / or the vehicle. This advantageously ensures, for example, reliable heat dissipation during brake resistor operation.

[0033] According to another aspect, the brake resistive circuit heat exchanger can have at least one jacketed heat exchanger (e.g., at least one shell-and-tube heat exchanger). For example, the at least one jacketed heat exchanger can have an outer jacket (e.g., tubular) within which several smaller-diameter tubes (e.g., in the form of a tube bundle) can be arranged. The brake resistive circuit temperature control fluid can flow through these multiple tubes, while ambient air can flow through the space between the multiple tubes and the outer jacket. By using compact and highly efficient jacketed heat exchangers, which are easily integrated into the vehicle structure due to their size, a cooling tower that would otherwise be required behind the driver's cab can be advantageously eliminated.

[0034] In one embodiment, the at least one jacketed heat exchanger can comprise two jacketed heat exchangers (e.g., connected in parallel). Preferably, each of the two jacketed heat exchangers can be supplied with its own airflow (e.g., independently of each other), which can, for example, increase the respective temperature control capacity.

[0035] In addition, or alternatively, the at least one jacketed heat exchanger can be associated with at least one air supply unit (e.g., at least one fan). Air (e.g., outside air) can be supplied to the at least one jacketed heat exchanger via this air supply unit. This advantageously increases the volume of air flowing through the at least one jacketed heat exchanger and thus the temperature control capacity of the device.

[0036] According to another aspect, the device can include an electric machine (e.g., an electric motor, in particular a wheel hub electric motor). The electric machine can be electrically connected to the braking resistor (e.g., via electrical wires). Preferably, the electric machine serves to supply (e.g., directly) generator-generated electrical energy to the braking resistor. Additionally or alternatively, the braking resistor can also be electrically connected to an electrical energy storage device of the device (e.g., via electrical wires) and / or be supplied with electrical energy from the electrical energy storage device.

[0037] In general, the fuel cell temperature control circuit can be used to cool and / or heat the fuel cell. Accordingly, the fuel cell temperature control circuit can be a fuel cell heating circuit and / or a fuel cell cooling circuit.

[0038] Similarly, the brake resistor temperature control circuit can be used to cool and / or heat the brake resistor. Accordingly, the brake resistor temperature control circuit can be a brake resistor heating circuit and / or a brake resistor cooling circuit.

[0039] Another independent aspect of the present disclosure relates to a motor vehicle comprising a device as described herein. Preferably, the motor vehicle is a commercial vehicle. A commercial vehicle can generally be understood to be, for example, a vehicle that, by its design and equipment, is specifically designed for the transport of persons, the transport of goods, or the towing of trailers. For example, the commercial vehicle can be a truck, a semi-trailer truck, a construction vehicle, and / or a bus.

[0040] In a preferred embodiment, the motor vehicle can be a fuel cell vehicle (e.g., a fuel cell vehicle - FCV) or a fuel cell hybrid electric vehicle (e.g., a fuel cell hybrid electric vehicle - FC-HEV). For example, the motor vehicle can be powered (e.g., via an electric motor) by electrical energy generated by the fuel cell. Particularly preferably, the motor vehicle can be a fuel cell commercial vehicle.

[0041] From one perspective, the fuel cell circuit heat exchanger can be located adjacent to the front of the vehicle. The front of the vehicle can be understood, for example, as the area furthest forward of the vehicle in the normal direction of forward travel (also referred to as the front end).

[0042] In addition or alternatively, the fuel cell circuit heat exchanger can also be located adjacent to and / or near a radiator grille of the vehicle (e.g., one that is flush with the front of the vehicle).

[0043] In addition or alternatively, the fuel cell circuit heat exchanger can also be located adjacent to and / or near a front apron, a front bumper and / or a front fairing of the motor vehicle.

[0044] Alternatively, or in addition, the fuel cell circuit heat exchanger can be located in front of the front axle of the vehicle (viewed in the direction of forward travel).

[0045] Alternatively, or in addition, the fuel cell circuit heat exchanger can be exposed to ambient air flow from the front when the vehicle is moving forward. All these designs advantageously ensure a sufficient air supply to the fuel cell circuit heat exchanger.

[0046] According to another aspect, the motor vehicle may have a driver's cab. In the usual sense, the driver's cab can refer to that part of the body of a commercial vehicle that provides the space for the driver and, if applicable, accompanying persons.

[0047] In one embodiment, the brake resistance circuit heat exchanger can be located behind the driver's cab (e.g., in or on a cooling tower located behind the driver's cab) and / or on an outer rear wall of the driver's cab when viewed in the forward direction of travel. This advantageously prevents the brake resistance circuit heat exchanger from being exposed to air preheated by other vehicle components and also achieves heat dissipation that has minimal impact on the other vehicle components.

[0048] Alternatively, the brake resistance circuit heat exchanger can be located inside and / or integrated into the cab. For example, the cab can have at least one air inlet through which air can be supplied to the brake resistance circuit heat exchanger. This air inlet can also connect the brake resistance circuit heat exchanger fluidically to an external environment surrounding the vehicle.

[0049] The aspects and features of the invention described above can be combined in any way. Further details and advantages of the invention are described below with reference to the accompanying drawings. These show: Fig. 1: a schematic representation of a device for heat distribution for a motor vehicle according to one embodiment; Fig. 2: a schematic representation of a motor vehicle with a corresponding device for heat distribution according to one embodiment; and Fig. 3-6: Schematic representation of devices for heat distribution for a motor vehicle according to further embodiments.

[0050] The embodiments shown in the figures are at least partially identical, so that similar or identical parts are provided with the same reference numerals and, to avoid repetition, reference is also made to the description of the other embodiments or figures for their explanation.

[0051] In the Fig. Figures 1 to 6 each show a device 100 for heat distribution, wherein the Fig. 1 and 3 to 6 the device 100 itself and Fig. 2. The device 100 is shown in a state mounted in a motor vehicle 200. In this case, the motor vehicle 200 is – merely by way of example – a semi-trailer tractor with a cab 200a.

[0052] The device 100 comprises a fuel cell 1, a fuel cell temperature control circuit 10, a braking resistor 2, a braking resistor temperature control circuit 20 and a coupling heat exchanger 30 (e.g. chiller) (see Fig. 1-6).

[0053] Fuel cell 1 can be configured to generate electrical energy by converting hydrogen and oxygen to water. For example, fuel cell 1 can be a low-temperature PEM fuel cell (e.g., with an operating temperature < 100°C) or a high-temperature PEM fuel cell (e.g., with an operating temperature > 120°C). Alternatively, fuel cell 1 can also be an alkaline fuel cell or a phosphoric acid fuel cell. The electrical energy generated by fuel cell 1 can be used to propel vehicle 200, for which purpose fuel cell 1 can be connected, for example, to a drive motor (not shown) of vehicle 200 via electrical cables.

[0054] The fuel cell temperature control circuit 10, which can also be referred to as the main temperature control circuit or primary temperature control circuit, is thermally coupled to the fuel cell 1 (see figure). Fig. 1-6). For example, the fuel cell temperature control circuit 10 can be routed at least partially through the fuel cell 1 and / or thermally coupled to the fuel cell 1 via a fuel cell heat exchanger (not shown). Accordingly, the fuel cell 1 can be integrated into the fuel cell temperature control circuit 10 and / or arranged within the fuel cell temperature control circuit 10.

[0055] Preferably, heat exchange is possible between the fuel cell temperature control circuit 10 and the fuel cell 1. For example, during operation of the fuel cell 1, waste heat can be transferred to the fuel cell temperature control circuit 10, thus cooling the fuel cell 1. In some operating situations, e.g., at cold ambient temperatures, heat can also be supplied to the fuel cell 1 via the fuel cell temperature control circuit 10, thus heating the fuel cell 1. Accordingly, the fuel cell temperature control circuit 10 can be used for cooling and / or heating the fuel cell 1.

[0056] The fuel cell temperature control circuit 10 may include a fuel cell circuit temperature control fluid supply unit 12 and a fuel cell circuit heat exchanger 14. Furthermore, the fuel cell temperature control circuit 10 may have a piping system 11 by means of which the corresponding components of the fuel cell temperature control circuit 10 can be fluidically connected. For example, the piping system 11 may comprise several hose, pipe, and / or line sections.

[0057] A fuel cell circuit temperature control fluid supply unit 12 can convey (e.g., pump) a fuel cell circuit temperature control fluid (e.g., deionized water) through the fuel cell temperature control circuit 10. For example, the fuel cell circuit temperature control fluid supply unit 12 can be configured as a fuel cell circuit temperature control fluid pump.

[0058] The fuel cell circuit heat exchanger 14 is preferably arranged downstream of the fuel cell circuit temperature control fluid supply unit 12. Heat from the fuel cell circuit temperature control fluid can be transferred to the environment of the device 100 and / or the motor vehicle 200 via the fuel cell circuit heat exchanger 14. For example, the fuel cell circuit heat exchanger 14 can be an air-to-liquid heat exchanger, e.g., in the form of a finned and / or finned tube heat exchanger. The fuel cell circuit heat exchanger 14 can be permeable to air (e.g., ambient air).

[0059] In one embodiment, the fuel cell circuit heat exchanger 14 can be designed as a radiator (or several radiators, e.g., side by side or in the form of a radiator sandwich) installed in the front end of the motor vehicle 200 (see Figure 1). Fig. 2) Accordingly, the fuel cell circuit heat exchanger 14 can be located adjacent to the front of the vehicle 200, e.g., behind the radiator grille of the vehicle 200. Consequently, the fuel cell circuit heat exchanger 14 can be exposed to ambient air flowing frontally when the vehicle 200 is moving forward.

[0060] In addition or alternatively, the fuel cell circuit heat exchanger 14 can also have at least one jacketed heat exchanger 14a, 14b (e.g. shell and tube heat exchanger) and / or be designed as at least one jacketed heat exchanger 14a, 14b (e.g. shell and tube heat exchanger) (see Fig. 4) For clarity, the at least one jacketed heat exchanger 14a, 14b can also be referred to as at least one fuel cell circuit jacketed heat exchanger in the following. Accordingly, the fuel cell circuit heat exchanger 14 can have an outer jacket (e.g., tubular) within which several tubes (e.g., in the form of a tube bundle) can be arranged. The fuel cell circuit temperature control fluid can flow through the several tubes, while ambient air can flow through the space between the several tubes and the outer jacket.

[0061] In contrast to the radiator design, the at least one fuel cell circuit jacket heat exchanger 14a, 14b (e.g., due to its generally more compact design) can be located at any point within the vehicle 200 or within the driver's cab 200a. In particular, the at least one fuel cell circuit jacket heat exchanger 14a, 14b can be installed outside the vehicle front end (e.g., laterally within the frame of the vehicle 200 or integrated within the frame of the vehicle 200 behind the driver's cab 200a). As a result, the vehicle front end can be designed as a closed unit and / or a shape that improves the aerodynamics of the vehicle 200 can be provided instead of a radiator grille. Compared to a cooling system with radiators installed behind the driver's cab 200a, jacket heat exchangers (possibly made of composite materials) can operate more efficiently and can be cooled with air at the lowest possible ambient temperature.Another advantage is that, by design, jacketed heat exchangers do not require an additional cooling tower behind the cab. Furthermore, the air used for cooling can be drawn from the lowest temperature room without warming up, as can sometimes occur with coolers located behind the cab.

[0062] The at least one fuel cell circuit jacket heat exchanger 14a, 14b can, for example, be located adjacent to and / or near the component or heat source to be cooled, i.e., in this case adjacent to and / or near the fuel cell 1. Furthermore, the warm air exiting the at least one fuel cell circuit jacket heat exchanger 14a, 14b can be used for other processes and / or its discharge can be designed in such a way that there is no risk of overheating critical vehicle components.

[0063] To supply the at least one fuel cell circuit jacket heat exchanger 14a, 14b with ambient air, the device 100 and / or the motor vehicle 200 can have at least one air inlet (not shown). For example, the at least one air inlet can be arranged on a front or rear of the motor vehicle 200. Alternatively, the at least one air inlet can be arranged on a longitudinal outer side and / or on the underbody of the motor vehicle 200. Preferably, the at least one air inlet is also arranged at locations on the motor vehicle 200 where the air temperature is low, e.g., at a distance from heat sources of the motor vehicle 200. The at least one fuel cell circuit jacket heat exchanger 14a, 14b can be fluidically connected to an external area surrounding the motor vehicle 200 via the at least one air inlet.

[0064] Furthermore, the device 100 and / or the motor vehicle 200 may have at least one air conveying device 14c, 14d (see Fig. 4), which can also be referred to below as the fuel cell circuit air supply unit. The at least one fuel cell circuit air supply unit 14c, 14d can be assigned to the at least one jacket heat exchanger 14a, 14b and / or serve to supply the air flowing through the at least one fuel cell circuit jacket heat exchanger 14a, 14b. The at least one fuel cell circuit air supply unit 14c, 14d can, for example, be designed as a blower, compressor, or fan. The at least one fuel cell circuit air supply unit 14c, 14d can be a low-voltage or high-voltage component.

[0065] As in Fig. As shown in Figure 4, the at least one fuel cell circuit jacket heat exchanger 14a, 14b can, in a preferred embodiment, comprise two fuel cell circuit jacket heat exchangers 14a and 14b. Preferably, these are connected in parallel to each other, e.g., such that each can be supplied with a partial flow of fuel cell circuit temperature control fluid. Furthermore, in this embodiment, the at least one fuel cell circuit air supply unit 14c, 14d preferably comprises two fuel cell circuit air supply units 14c and 14d, each of which can be assigned to one of the fuel cell circuit jacket heat exchangers 14a, 14b.

[0066] The braking resistor 2 of the device 100, which can also be referred to as a load resistor or load resistor, preferably serves to convert electrical energy into heat energy, particularly during braking of the motor vehicle 200 (e.g., on long downhill stretches). For example, the braking resistor 2 can act as a load during regenerative operation of a drive motor of the motor vehicle 200 and thereby brake the drive motor (e.g., to protect the friction brakes of the motor vehicle 200). Accordingly, the braking resistor 2 can be electrically connected (e.g., via electrical conductors) to an electric machine, in particular to a drive motor of the motor vehicle 200 (not shown).

[0067] To dissipate, for example, the heat generated during operation or energizing of the braking resistor 2, the braking resistor 2 is thermally coupled to the braking resistor temperature control circuit 20, which can also be referred to as the auxiliary temperature control circuit or secondary temperature control circuit (see Fig. 1-6). For example, the brake resistor temperature control circuit 20 can be routed at least partially through the brake resistor 2 and / or thermally coupled to the brake resistor 2 via a brake resistor heat exchanger (not shown). Similarly, the brake resistor 2 can be integrated into the brake resistor temperature control circuit 20 and / or arranged within the brake resistor temperature control circuit 20.

[0068] The brake resistor temperature control circuit 20 can also include a brake resistor temperature control fluid supply unit 22 and a brake resistor circuit heat exchanger 24. A brake resistor circuit temperature control fluid (e.g., a mixture of water and antifreeze) can be conveyed (e.g., pumped) through the brake resistor temperature control circuit 20 by means of the brake resistor temperature control fluid supply unit 22. For example, the brake resistor circuit temperature control fluid supply unit 22 can be configured as a brake resistor circuit temperature control fluid pump. Preferably, the brake resistor temperature control fluid supply unit 22 and the fuel cell circuit temperature control fluid supply unit 12 can be operated independently of each other.

[0069] The brake resistor circuit heat exchanger 24 is preferably arranged upstream of the brake resistor temperature control fluid supply unit 22. Heat from the brake resistor circuit temperature control fluid can be transferred to the environment of the device 100 and / or the motor vehicle 200 via the brake resistor circuit heat exchanger 24. For example, the brake resistor circuit heat exchanger 24 can be an air / liquid heat exchanger, e.g., in the form of a finned and / or ribbed tube heat exchanger. The brake resistor circuit heat exchanger 24 can be permeable to air (e.g., ambient air).

[0070] The brake resistance circuit heat exchanger 24 can, in principle, be designed as a radiator (or several radiators, e.g., side by side or in the form of a radiator sandwich). For example, the brake resistance circuit heat exchanger 24 can be arranged in a cooling tower of the motor vehicle 200 located behind the driver's cab 200a and / or on an outer rear wall of the driver's cab 200a.

[0071] Preferably, the braking resistance circuit heat exchanger 24 has at least one shell heat exchanger 24a, 24b (e.g., a shell-and-tube heat exchanger), which can also be referred to as a braking resistance circuit shell heat exchanger in the following. The at least one braking resistance circuit shell heat exchanger 24a, 24b can, in principle, have the features described above in connection with the fuel cell circuit shell heat exchanger 14a, 14b, with only "fuel cell circuit" being replaced by "braking resistance circuit". In particular, the at least one brake resistance circuit jacket heat exchanger 24a, 24b can also have two brake resistance circuit jacket heat exchangers 24a and 24b connected in parallel, each of which can be assigned a brake resistance circuit air conveying device 24c, 24d (see Fig. 1-6).

[0072] In contrast to the design of the brake resistor circuit heat exchanger 24 as a radiator, the design as a (brake resistor circuit) shell heat exchanger 24a, 24b allows the brake resistor circuit heat exchanger 24 to be positioned within the motor vehicle 200 or within the driver's cab 200a. For example, the at least one brake resistor circuit shell heat exchanger 24a, 24b can be integrated into the driver's cab 200a, e.g., laterally in the frame. Preferably, the at least one brake resistor circuit shell heat exchanger 24a, 24b is arranged in close proximity to the component to be cooled, i.e., in this case, in close proximity to the brake resistor 2. Accordingly, a cooling tower can be omitted in this embodiment; i.e., the motor vehicle 200 preferably does not have a cooling tower (e.g., located behind the driver's cab 200a).

[0073] As in the Fig. As shown in Figures 1 to 6, the fuel cell temperature control circuit 10 and the brake resistor temperature control circuit 20 are preferably fluidically separated from each other. Accordingly, a fuel cell circuit temperature control fluid (e.g., deionized water) can circulate in the fuel cell circuit 10, and a brake resistor temperature control fluid (e.g., a mixture of water and antifreeze) that differs from the fuel cell circuit temperature control fluid can circulate in the brake resistor temperature control circuit 20. Preferably, there is no fluid exchange between the fuel cell temperature control circuit 10 and the brake resistor temperature control circuit 20.

[0074] While the fuel cell temperature control circuit 10 and the brake resistor temperature control circuit 20 are preferably fluidically separated from each other, the two temperature control circuits 10 and 20 are thermally coupled to each other via the coupling heat exchanger 30. Accordingly, heat exchange can take place between the fuel cell temperature control circuit 10 and the brake resistor temperature control circuit 20. For example, during braking, heat generated by the brake resistor 2 can be transferred from the brake resistor 2—in addition to being released via the brake resistor circuit heat exchanger 24—to the brake resistor temperature control circuit 20 and from there transferred via the coupling heat exchanger 30 to the fuel cell temperature control circuit 10, where the heat can then be released to the environment via the fuel cell circuit heat exchanger 14.

[0075] To ensure the most optimal heat distribution possible for the various operating situations, the fuel cell temperature control circuit 10 can also include a valve assembly 13 in the piping system 11. The valve assembly 13 can comprise several switchable valves 13a, ... 13i. The valve assembly 13 can be adjusted to several different settings to adapt the fuel cell temperature control fluid flow within the fuel cell temperature control circuit 10, for example, by selectively opening some of the valves 13a, ..., 13i and / or by selectively closing some of the valves 13a, ..., 13i. Alternatively, or in addition, the brake resistor temperature control circuit 20 can also have a valve assembly, which in the illustrated embodiments comprises only a bypass shut-off valve 23. The respective settings can be adjusted via a processing unit 40 of the device 100.The processing unit 40 can be connected via corresponding control lines (not shown) to the valve unit 13 and / or the multiple valves 13a, ..., 13i and / or the bypass shut-off valve 23. Furthermore, the processing unit 40 can be configured to selectively set the valve unit 13 to any of several settings, e.g., depending on at least one sensor-detected measured value.

[0076] The multiple settings can include a decoupling setting. In the decoupling setting, the fuel cell circuit temperature control fluid flow can be routed around the coupling heat exchanger 30 via a fuel cell circuit coupling heat exchanger bypass line 11a of the piping system 11, and / or the flow of fuel cell circuit temperature control fluid through the coupling heat exchanger 30 can be blocked. For example, this can be achieved in the embodiments of the Fig. 2, Fig. 3, Fig. 4 and Fig. 6. The 3 / 2-valve 13d is switched such that the fuel cell circuit temperature control fluid flow coming from the fuel cell circuit heat exchanger 14 is directed only into the fuel cell circuit coupling heat exchanger bypass line 11a and not to the coupling heat exchanger 30. In the case of the embodiments of the Fig. 1 and Fig. 6. Flow through the coupling heat exchanger 30 in the decoupling setting can be prevented by closing the shut-off valve 13e and / or by switching the 3 / 2-valve 13d in such a way that the fuel cell circuit temperature control fluid flow coming from the fuel cell circuit heat exchanger 14 does not enter the coupling heat exchanger 30.

[0077] Furthermore, the multiple settings can include a braking mode. In the braking mode, the fuel cell circuit temperature control fluid flow can be routed around the fuel cell 1 via a fuel cell bypass line 11b of the piping system 11 and / or the flow of fuel cell circuit temperature control fluid through the fuel cell 1 can be blocked. For example, in the illustrated embodiments, the shut-off valve 13f can be closed and / or the 3 / 2-way valve 13a can be configured so that the fuel cell circuit temperature control fluid flow coming from the fuel cell bypass line 11b is directed only to the fuel cell circuit temperature control fluid supply unit 12 and not to the fuel cell 1.

[0078] Furthermore, the multiple settings can have a series configuration. In the series configuration, the fuel cell circuit heat exchanger 14 and the coupling heat exchanger 30 can be arranged in series with each other and / or be subject to the fuel cell circuit temperature control fluid flow sequentially (see Figure 1). Fig. 2, Fig. 3, Fig. 4, Fig. 5 and Fig. 6) Accordingly, in the series configuration, the heat sinks can be connected in series. For example, this can be achieved in the embodiments of the Fig. 2, Fig. 3, Fig. 4 and Fig. 6. The 3 / 2-valve 13d is connected in such a way that the fuel cell circuit temperature control fluid flow coming from the fuel cell circuit heat exchanger 14 is directed only to the coupling heat exchanger 30 and not into the coupling heat exchanger bypass line 11a. In the case of the Fig. In the embodiment shown in Figure 5, the shut-off valve 13c (and optionally the shut-off valve 13i) can be closed and the shut-off valve 13e open in the series configuration. Furthermore, the 3 / 2-valve 13h can be configured such that the fuel cell circuit temperature control fluid flow coming from the fuel cell circuit heat exchanger 14 is directed only to the coupling heat exchanger 30 and not into the bypass line 11d, which includes the shut-off valve 13i.

[0079] Furthermore, the multiple settings can have a parallel configuration. In the parallel configuration, the fuel cell circuit heat exchanger 14 and the coupling heat exchanger 30 can be arranged parallel to each other and / or each be subject to a partial flow of the fuel cell circuit temperature control fluid flow in parallel (see Figure 1). Fig. 1 and Fig. 5) Accordingly, in the parallel configuration, the heat sinks can be connected in parallel. By way of example only, a branch of the piping system 11 can be arranged upstream of the fuel cell circuit heat exchanger 14, at which the fuel cell circuit temperature control fluid flow is divided into two partial flows, one of which is supplied to the fuel cell circuit heat exchanger 14 and the other (e.g., via the bypass line 11d) to the coupling heat exchanger 30. In the Fig. In the embodiment shown in Figure 5, the shut-off valves 13c, 13e and 13i are preferably open in the parallel setting. Furthermore, the 3 / 2-valve 13h is preferably configured such that the fuel cell circuit temperature control fluid flow coming from the bypass line 11d is routed to the coupling heat exchanger 30.

[0080] Furthermore, the multiple settings can include a selection option. In the selection option, the fuel cell circuit heat exchanger 14 can be open to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger 30 cannot be open to the fuel cell circuit temperature control fluid flow. Alternatively, in the selection option, the fuel cell circuit heat exchanger 14 can be open to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger 30 can be open to the fuel cell circuit temperature control fluid flow. In the Fig. 1 and Fig. As shown in the 6 illustrations, this can be achieved, for example, by switching the shut-off valves 13c and 13e accordingly.

[0081] Furthermore, the multiple settings can include a cold start setting. In the cold start setting, the fuel cell circuit temperature control fluid flow can be routed around the fuel cell circuit heat exchanger 14 via a fuel cell circuit heat exchanger bypass line 11c of the piping system 11, and / or the flow of fuel cell circuit temperature control fluid through the fuel cell circuit heat exchanger 14 can be blocked. For example, in the embodiments of the Fig. 1 and Fig. 5. The 3 / 2-valve 13b is configured such that the fuel cell circuit temperature control fluid flow coming from fuel cell 1 is directed only into the fuel cell circuit heat exchanger bypass line 11c and not into the fuel cell circuit heat exchanger 14. In the embodiments of the Fig. 2 and Fig.For example, the shut-off valve 13g can be opened for this purpose. The fuel cell circuit heat exchanger bypass line 11c can be designed as a separate line from the fuel cell circuit heat exchanger 14 or as an additional channel within the fuel cell circuit heat exchanger 14.

[0082] Although the invention has been described with reference to specific embodiments, it is apparent to a person skilled in the art that various modifications can be made and equivalents can be used as substitutes without departing from the scope of the invention. Consequently, the invention is not intended to be limited to the disclosed embodiments, but rather to encompass all embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and features of the dependent claims independently of the referenced claims. Reference symbol list 1 fuel cell 2 Braking resistor 10 Fuel cell temperature control circuit 11. Piping system 11a Fuel cell circuit coupling heat exchanger bypass line 11b Fuel cell bypass line 11c Fuel cell circuit heat exchanger bypass line 11d Bypass line 12 Fuel cell circuit - temperature control fluid supply unit 13 Valve assembly 13a-13i valve 14 Fuel cell circuit heat exchangers 14a, 14b Jacket heat exchanger 14c, 14d air conveyor 20 Brake resistor temperature control circuit 21 Brake resistor circuit coupling heat exchanger bypass line 22 Brake resistor temperature control fluid delivery system 23 Bypass shut-off valve 24 Brake resistance circuit heat exchanger 24a, 24b Jacket heat exchanger 24c, 24d air conveyor 30 coupling heat exchangers 40 processing equipment 100 Device for heat distribution for a motor vehicle 200 motor vehicles 200a cab V Forward direction

Claims

[1] Device (100) for heat distribution for a motor vehicle (200), preferably a commercial vehicle, comprising: a fuel cell (1); a fuel cell temperature control circuit (10) which is thermally coupled to the fuel cell (1) for temperature control of the fuel cell (1); a braking resistor (2) for converting electrical energy into heat energy; a brake resistor temperature control circuit (20) which is thermally coupled to the brake resistor (2) for temperature control of the brake resistor (2); and a coupling heat exchanger (30) via which the fuel cell temperature control circuit (10) and the brake resistor temperature control circuit (20) are thermally coupled to each other, preferably for heat exchange between the fuel cell temperature control circuit (10) and the brake resistor temperature control circuit (20), wherein the brake resistor temperature control circuit (20) comprises: a braking resistor circuit coupling heat exchanger bypass line (21), preferably optionally lockable or unlockable, which is arranged parallel to the coupling heat exchanger (30) and / or connects a section of the braking resistor temperature control circuit (20) upstream of the coupling heat exchanger (30) bypassing the coupling heat exchanger (30) with a section of the braking resistor temperature control circuit (20) downstream of the coupling heat exchanger (30). [2] Device (100) according to claim 1, wherein: the fuel cell temperature control circuit (10) and the brake resistor temperature control circuit (20) are fluidically separated from each other; and / or the fuel cell temperature control circuit (10) comprises a fuel cell circuit temperature control fluid, preferably comprising deionized water, and the brake resistor temperature control circuit (20) comprises a brake resistor temperature control fluid, preferably comprising water and alcohol; and / or the coupling heat exchanger (30) is a liquid / liquid heat exchanger. [3] Device (100) according to claim 1 or 2, wherein: the fuel cell temperature control circuit (10) comprises a fuel cell circuit temperature control fluid supply device (12), preferably a fuel cell circuit temperature control fluid pump, and a fuel cell circuit heat exchanger (14), preferably a fuel cell circuit radiator, through which air can flow. [4] Device (100) according to claim 3, wherein: the fuel cell circuit heat exchanger (14) comprises at least one jacket heat exchanger (14a, 14b), preferably a shell-and-tube heat exchanger, wherein preferably the at least one jacket heat exchanger (14a, 14b): two jacketed heat exchangers (14a, 14b) connected in parallel to each other; and / or at least one air conveying device (14c, 14d), preferably at least one blower, is associated with which air can be supplied to the at least one jacket heat exchanger (14a, 14b). [5] Device (100) according to any one of the preceding claims, wherein: the fuel cell temperature control circuit (10) has a piping system (11) and a valve assembly (13) in the piping system (11), wherein the valve assembly (13) is adjustable to several different settings for adjusting a fuel cell circuit temperature control fluid flow within the fuel cell temperature control circuit (10). [6] Device (100) according to claim 5, wherein the device has multiple settings: - a decoupling setting in which the fuel cell circuit temperature control fluid flow is routed around the coupling heat exchanger (30) via a fuel cell circuit coupling heat exchanger bypass line (11a) of the piping system (11) and / or the flow of fuel cell circuit temperature control fluid through the coupling heat exchanger (30) is blocked; and / or - a brake operating setting in which the fuel cell circuit temperature control fluid flow is routed around the fuel cell (1) via a fuel cell bypass line (11b) of the piping system (11) and / or the flow of fuel cell circuit temperature control fluid through the fuel cell (1) is blocked; and / or - a series configuration in which the fuel cell circuit heat exchanger (14) and the coupling heat exchanger (30) are arranged in series with each other and / or can be successively supplied with the fuel cell circuit temperature control fluid flow; and / or - a parallel configuration in which the fuel cell circuit heat exchanger (14) and the coupling heat exchanger (30) are arranged parallel to each other and / or can each be subjected to a partial flow of the fuel cell circuit temperature control fluid flow in parallel; and / or - a selection setting in which the fuel cell circuit heat exchanger (14) is permeable to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger (30) is not permeable to the fuel cell circuit temperature control fluid flow; or the fuel cell circuit heat exchanger (14) is not permeable to the fuel cell circuit temperature control fluid flow, while the coupling heat exchanger (30) is permeable to the fuel cell circuit temperature control fluid flow. [7] Device (100) according to claim 3 and 5 or according to claim 3 and 6, wherein the device has multiple settings: - a cold start setting in which the fuel cell circuit temperature control fluid flow is routed past the fuel cell circuit heat exchanger (14) via a fuel cell circuit heat exchanger bypass line (11c) of the piping system (11) and / or the flow of fuel cell circuit temperature control fluid through the fuel cell circuit heat exchanger (14) is blocked. [8] Device (100) according to any one of claims 5 to 7, further comprising: a processing unit (40) which is configured to selectively set the valve unit (13) to any of the several settings, preferably depending on at least one sensor-detected measured value. [9] Device (100) according to one of the preceding claims, wherein the brake resistor temperature control circuit (20) comprises: a brake resistance temperature control fluid delivery device (22), preferably a brake resistance temperature control fluid pump; and a brake resistance circuit heat exchanger (24) through which air flows, preferably a brake resistance circuit radiator. [10] Device (100) according to claim 9, wherein: the brake resistance circuit heat exchanger (24) comprises at least one shell heat exchanger (24a, 24b), preferably a shell tube heat exchanger, wherein preferably the at least one shell heat exchanger (24a, 24b): two jacketed heat exchangers (24a, 24b) connected in parallel to each other; and / or is assigned to at least one air conveying device (24c, 24d) via which air can be supplied to at least one jacket heat exchanger. [11] Device (100) according to any one of the preceding claims, further comprising: an electric machine which is electrically connected to the braking resistor (2), preferably for supplying generator-generated electrical energy to the braking resistor (2). [12] Motor vehicle (200), preferably commercial vehicle, comprising a device (100) according to one of the preceding claims. [13] Motor vehicle (200) according to claim 12 and claim 3 or according to claim 12 and claim 4, wherein the fuel cell circuit heat exchanger (14): is located adjacent to the front of the motor vehicle (200); and / or is located adjacent to and / or adjoining a radiator grille of the motor vehicle (200); and / or when the motor vehicle (200) is moving forward, it can be exposed to the ambient air flowing frontally. [14] Motor vehicle (200) according to claim 12 and claim 9, or according to claim 12 and claim 10, or according to claim 13 and claim 9, or according to claim 13 and claim 10, further comprising a driver's cab (200a), wherein: the brake resistance circuit heat exchanger (24) is arranged behind the driver's cab (200a) in the forward direction of travel (V), preferably in a cooling tower arranged behind the driver's cab (200a), and / or is arranged on an outer rear wall of the driver's cab (200a); or the brake resistance circuit heat exchanger (24) is arranged inside the driver's cab (200a) and / or is integrated into the driver's cab (200a), wherein preferably: the driver's cab (200a) has at least one air inlet through which air can be supplied to the brake resistance circuit heat exchanger (14).

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