Heat distribution for a motor vehicle with a switchable auxiliary 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 braking resistor (2) for converting electrical energy into heat energy, and a temperature control circuit (10) through which a temperature control fluid flows for temperature control of the fuel cell (1) and the braking resistor (2). The temperature control circuit (10) is thermally coupled to the fuel cell (1) and the braking resistor (2) and has a main heat exchanger (14) through which air can flow and a switchable auxiliary heat exchanger (16), preferably also through which air can flow, such that preferably the fuel cell (1) and the braking resistor (2) can be thermally coupled via the temperature control circuit (10) either to the main heat exchanger (14) and auxiliary heat exchanger (16) or only to the main heat exchanger (14), wherein: The 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 the flow of the temperature control fluid within the temperature control circuit (10), including: a high-load setting in which both the main heat exchanger (14) and the auxiliary heat exchanger (16) can be supplied with the temperature control fluid, wherein in the high-load setting the main heat exchanger (14) and the auxiliary heat exchanger (16) can be connected either in parallel or in series to each other, preferably by means of the valve assembly (13).

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] German patent application DE 10 2021 214 728 A1 relates to a cooling system for a vehicle. The cooling system comprises a cooling circuit with a first and second heat source and a first and second radiator. The heat sources and radiators are fluidically interconnected within the cooling circuit. Furthermore, the first heat source and the first radiator are connected in parallel in a first sub-circuit, and the second heat source and the second radiator are connected in parallel in a second sub-circuit. The two sub-circuits can be hydraulically separated and hydraulically connected.

[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 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 a motor vehicle) into thermal energy. For example, the braking resistor can be configured to load the motor during generator operation of the motor vehicle's drive motor, thereby braking it.

[0011] Furthermore, the device includes a temperature control circuit (e.g., through which a temperature control fluid flows). Preferably, the temperature control circuit serves to control the temperature of the fuel cell and the braking resistor (e.g., to supply and / or remove heat to / from the fuel cell and to supply and / or remove heat to / from the braking resistor). For this purpose, the temperature control circuit is thermally coupled to the fuel cell and the braking resistor (e.g., directly). For example, the temperature control circuit can (e.g., directly) be routed at least partially through the fuel cell and / or (e.g., indirectly) be thermally coupled to the fuel cell via a fuel cell heat exchanger. Additionally or alternatively, the temperature control circuit can (e.g., directly) be routed at least partially through the braking resistor and / or (e.g., indirectly) be thermally coupled to the braking resistor via a braking resistor heat exchanger.The braking resistor and the fuel cell can be connected in parallel and / or arranged parallel to each other in the temperature control circuit. Furthermore, the braking resistor can be permeable to a temperature control fluid (e.g., a coolant or refrigerant) and / or include a temperature control fluid delivery device (e.g., a temperature control fluid pump), preferably for circulating the temperature control fluid.

[0012] Furthermore, the temperature control circuit is designed to include a main heat exchanger (e.g., an air / liquid heat exchanger, particularly in the form of a finned and / or finned tube heat exchanger) and an auxiliary heat exchanger (e.g., an air-flow heat exchanger) that can be switched on as needed, particularly depending on current temperature control requirements. The auxiliary heat exchanger can be selectively connected to the temperature control circuit (e.g., by means of a valve assembly) and thus allow the temperature control fluid to flow through it, or it can be excluded from the temperature control circuit (and thus prevent the temperature control fluid from flowing through it). Preferably, the fuel cell and the braking resistor can be selectively connected to the temperature control circuit (e.g.,simultaneously) with the main heat exchanger and auxiliary heat exchanger or only with the main heat exchanger (and not with the auxiliary heat exchanger) thermally coupled and / or connectable.

[0013] Advantageously, the fuel cell and the braking resistor can be cooled via a common temperature control circuit. This allows for savings in components such as pipes, pumps, etc., compared to two separate cooling circuits, due to the dual use of components. Furthermore, the arrangement advantageously enables flexible adjustment of the temperature control fluid flow depending on the current cooling requirements, so that one or two heat sinks can be used depending on the operating conditions. By adjusting the temperature control fluid flow, which will be described in more detail below, the present device also minimizes heat input into currently unused components (e.g., heat input into the braking resistor during train operation or heat input into the fuel cell during braking), despite their connection to the same temperature control circuit.

[0014] According to a first aspect, the main heat exchanger can have at least one jacketed heat exchanger, which, for clarity, can also be referred to as at least one main jacketed heat exchanger in the following. The at least one main jacketed heat exchanger can also be at least one shell-and-tube heat exchanger, which can accordingly be referred to as at least one main shell-and-tube heat exchanger in the following. For example, the at least one main 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 temperature control fluid can flow through these several tubes, while the space between the several tubes and the outer jacket can be open to ambient air.Unlike conventional front-end radiators in the front of the vehicle, the compact and highly efficient (main) jacket heat exchanger does not require a large open area for cooling air intake. This allows, for example, the vehicle's front end to be advantageously "closed," significantly reducing air resistance and energy consumption. A further advantage is that, thanks to the use of at least one main jacket 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 requiring cooling. This offers advantages, for example, in terms of vehicle packaging.

[0015] In one embodiment, the at least one main jacket heat exchanger can comprise two main jacket heat exchangers (e.g., connected in parallel). Preferably, each of the two main jacket 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.

[0016] In addition, or alternatively, the at least one main jacketed heat exchanger can be assigned to at least one main air supply unit (e.g., at least one fan). Air (e.g., outside air) can be supplied to the at least one main jacketed heat exchanger via this at least one main air supply unit. This advantageously increases the volume of air flowing through the at least one main jacketed heat exchanger and thus the temperature control capacity of the device.

[0017] According to another aspect, the auxiliary heat exchanger can also include at least one auxiliary jacketed heat exchanger, which can also be referred to as at least one auxiliary jacketed heat exchanger in the following. This auxiliary jacketed heat exchanger can be at least one shell-and-tube heat exchanger, which can also be referred to as at least one auxiliary shell-and-tube heat exchanger in the following. Analogous to the main jacketed heat exchanger, the auxiliary jacketed heat exchanger can also have, for example, 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 temperature control fluid can flow through these several tubes, while the space between the several tubes and the outer jacket can be open to ambient air.By using compact and highly efficient (additional) 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.

[0018] In one embodiment, the at least one additional jacketed heat exchanger can comprise two additional jacketed heat exchangers (e.g., connected in parallel). Preferably, each of the two additional 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.

[0019] In addition, or alternatively, the at least one auxiliary jacketed heat exchanger can be assigned to at least one auxiliary air supply unit (e.g., at least one fan). Air (e.g., outside air) can be supplied to the at least one auxiliary jacketed heat exchanger via this auxiliary air supply unit. This advantageously increases the volume of air flowing through the at least one auxiliary jacketed heat exchanger and thus the temperature control capacity of the device.

[0020] According to the invention, the temperature control circuit comprises a piping system (e.g., a hose and / or pipe system) and a valve assembly (e.g., comprising a plurality of valves) within the piping system. The valve assembly is adjustable to adapt the flow of the temperature control fluid (e.g., within the temperature control circuit) to several (e.g., different) settings (e.g., switching positions and / or configurations). This advantageously enables, for example, a demand-oriented supply of temperature control fluid to the components of the temperature control circuit, depending on the current operating situation.

[0021] According to a further aspect of the invention, the multiple settings include a high-load setting. In the high-load setting, both the main heat exchanger and the auxiliary heat exchanger are permeable to the temperature control fluid. Preferably, in the high-load setting, two heat sinks are available for heat dissipation.

[0022] Additionally or alternatively, the multiple settings can also include a normal load setting. In the normal load setting, the main heat exchanger can be open to the flow of the temperature control fluid, while the auxiliary heat exchanger cannot. Preferably, in the normal load setting, only one heat sink is available for heat dissipation. By way of example only, in the normal load setting, the temperature control fluid can be routed around the auxiliary heat exchanger via an auxiliary heat exchanger bypass line in the piping system, and / or the flow of temperature control fluid through the auxiliary heat exchanger can be blocked (e.g., via a closed shut-off valve). The auxiliary heat exchanger bypass line can connect a section of the piping system upstream of the auxiliary heat exchanger, bypassing the auxiliary heat exchanger, with a section of the piping system downstream of the auxiliary heat exchanger.The auxiliary heat exchanger bypass line can therefore preferably be arranged parallel to the auxiliary heat exchanger. This advantageously allows for the most demand-oriented use of the available heat sinks.

[0023] According to another aspect, in high-load operation, the main heat exchanger and the auxiliary heat exchanger (e.g., continuous) can be arranged parallel to each other and / or each can be permeated by a partial flow of the temperature control fluid. This advantageously allows for simultaneous heat exchange with the highest possible temperature difference in each case.

[0024] Alternatively, in high-load mode, the main heat exchanger and the auxiliary heat exchanger can also be arranged in series (e.g., continuously) and / or be subjected to sequential flow of the temperature control fluid. This advantageously allows for a two-stage heat exchange with different temperature levels.

[0025] According to the invention, the main heat exchanger and the auxiliary heat exchanger can be selectively connected and / or arranged in parallel or series with each other in the high-load setting (e.g., by means of the valve assembly). Preferably, in the high-load setting, it is thus possible to switch between a parallel and series connection of the main heat exchanger and the auxiliary heat exchanger (e.g., by appropriately opening and closing the valves of the valve assembly).By way of example, the high-load setting can have a first and a second setting variant, which can be selected. In the first setting variant, the main heat exchanger and the auxiliary heat exchanger are open to the flow of the temperature control fluid and are connected in parallel. In the second setting variant, the main heat exchanger and the auxiliary heat exchanger are open to the flow of the temperature control fluid and are connected in series. This advantageously allows the flow of the temperature control fluid in the temperature control circuit to be adjusted as precisely as possible to the demand.

[0026] Another aspect is that the multiple settings can include a low-load setting. In the low-load setting, the auxiliary heat exchanger can be permeable to the temperature control fluid, while the main heat exchanger is not. Accordingly, in the low-load setting, the fuel cell and the braking resistor can preferably only be thermally coupled and / or connectable to the auxiliary heat exchanger. This advantageously allows the heat distribution to be adapted particularly flexibly to the respective conditions.

[0027] According to another aspect, the multiple settings can include a cold-start setting. In the cold-start setting, the temperature control fluid can be routed around the main heat exchanger via a main heat exchanger bypass line in the piping system, and / or the flow of temperature control fluid through the main heat exchanger can be blocked (e.g., by a closed shut-off valve). The main heat exchanger bypass line can connect a section of the piping system upstream of the main heat exchanger, bypassing the main heat exchanger, to a section of the piping system downstream of the main heat exchanger. The main heat exchanger bypass line can therefore preferably be arranged parallel to the main heat exchanger. Advantageously, the cold-start setting can prevent heat loss to the environment as much as possible and ensure rapid heating of the fuel cell.

[0028] In addition or alternatively, in the cold start setting the temperature control fluid may also be routed past the auxiliary heat exchanger and / or the flow of temperature control fluid through the auxiliary heat exchanger may be blocked.

[0029] Another aspect is that the multiple settings can include a braking mode. In the braking mode, the temperature control fluid can be routed around the fuel cell via a fuel cell bypass line in the piping system and / or the flow of temperature control fluid through the fuel cell can be blocked (e.g., by 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. Furthermore, the braking resistor can be arranged and / or integrated in the fuel cell bypass line.This advantageously allows high temperatures of the fuel cell, which accelerate aging and degradation processes during braking, to be avoided particularly effectively.

[0030] According to another aspect, the multiple settings can include a train operating setting. In the train operating setting, the temperature control fluid can be routed around the brake resistor via a brake resistor bypass line in the piping system and / or the flow of temperature control fluid through the brake resistor can be blocked (e.g., by a closed shut-off valve). The brake resistor bypass line can connect a section of the piping system upstream of the brake resistor, bypassing the brake resistor, to a section of the piping system downstream of the brake resistor. The brake resistor bypass line can therefore preferably be arranged parallel to the brake resistor. Furthermore, the fuel cell can be arranged and / or integrated in the brake resistor bypass line. This advantageously prevents heat input into the brake resistor.

[0031] In principle, the brake operating setting and / or the train operating setting can be additional settings of the valve assembly, alongside the high-load, normal-load, and / or low-load settings. However, the brake operating setting and / or the train operating setting can also be (partially) implemented within the high-load, normal-load, and / or low-load settings and / or exist simultaneously with them. Since the brake operating setting and the train operating setting are directed at the integration or connection of the fuel cell and the braking resistor in the temperature control circuit, while the high-load, normal-load, and low-load settings are directed at the integration or connection of the fuel cell and the braking resistor in the temperature control circuit, the brake operating setting and / or the train operating setting are not directly related to the high-load, normal-load, and low-load settings.Regarding the wiring of the main and auxiliary heat exchangers, the braking operation setting and / or the train operation setting can also be part of the high-load, normal-load, and low-load settings. In other words, the high-load, normal-load, and / or low-load settings (e.g., each) can include the braking operation setting and / or the train operation setting.

[0032] In another aspect, the device can include a processing unit (e.g., a control unit). The processing unit can be configured to set the valve assembly (e.g., selectively) to each of several settings (e.g., to switch it). For example, the processing unit can be configured to set the valve assembly (e.g., selectively) to low-load, normal-load, high-load, cold-start, braking, and / or train operating settings (e.g., to switch it). Preferably, the setting is performed automatically and / or based on at least one sensor-detected measurement (e.g., a temperature of the temperature control circuit and / or one of its components). This advantageously allows for the setting of the most optimal fuel cell circuit temperature control fluid flow for the current operating situation.

[0033] According to another aspect, the device can have a secondary temperature control circuit (e.g., through which another or different temperature control fluid flows). The secondary temperature control circuit and the (mentioned) temperature control circuit, which in this context can also be referred to as the main temperature control circuit, can be thermally coupled to each other (e.g., directly) via the auxiliary heat exchanger, preferably for heat exchange between the secondary and the (main) temperature control circuit. Preferably, the auxiliary heat exchanger in this context thus primarily serves for heat exchange between the secondary and the (main) temperature control circuit. For example, heat can be transferred from the (main) temperature control circuit to the secondary circuit and / or vice versa via the coupling heat exchanger. Accordingly, in this variant, the auxiliary heat exchanger cannot be used for heat exchange with the environment (e.g.,(with ambient air) and / or be designed as a liquid / liquid heat exchanger. This advantageously allows for fluidic decoupling between the secondary and main temperature control circuits, enabling the use of different temperature control fluids, particularly those with varying safety requirements, in different areas of the vehicle.

[0034] Another aspect is that the auxiliary heat exchanger can be a liquid-to-liquid heat exchanger (e.g., a plate heat exchanger). Preferably, the auxiliary heat exchanger is designed for heat exchange between two liquid temperature control fluids. This advantageously enables particularly reliable heat exchange between the liquid temperature control fluids most commonly used in practice.

[0035] Alternatively, or in addition, the main temperature control circuit and the secondary temperature control circuit can be fluidically separated. For example, the secondary and main temperature control circuits can each be designed so that no fluid exchange occurs between the two circuits. This advantageously allows the use of different temperature control fluids, each designed for the specific operating conditions of the respective circuits.

[0036] In addition, or alternatively, the (main) temperature control circuit can contain the temperature control fluid (e.g., containing deionized water), which in this context can also be referred to as the main circuit temperature control fluid, and the secondary temperature control circuit can contain (or a) further temperature control fluid (e.g., containing water and alcohol, in particular water and Glysantin in a ratio of approximately 50:50), which in this context can also be referred to as the secondary circuit temperature control fluid. Preferably, the temperature control fluid and the further temperature control fluid differ (e.g., in their respective composition and / or operating temperature). This advantageously ensures particularly optimal operation of the device.

[0037] According to another aspect, the secondary temperature control circuit can include a secondary circuit temperature control fluid pump (e.g., a secondary circuit temperature control fluid pump) and / or a secondary circuit heat exchanger (e.g., a secondary circuit radiator) through which air can flow. Preferably, the secondary 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 particularly reliable heat dissipation.

[0038] According to another aspect, the secondary circuit heat exchanger can include at least one secondary circuit jacket heat exchanger, which, for clarity, can also be referred to as at least one secondary circuit jacket heat exchanger in the following. This secondary circuit jacket heat exchanger can also be at least one shell-and-tube heat exchanger, which can accordingly be referred to as at least one secondary circuit shell-and-tube heat exchanger in the following. For example, the secondary circuit jacket 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 temperature control fluid can flow through these multiple tubes, while the space between the multiple tubes and the outer jacket can be open to ambient air.By using compact and highly efficient (additional) jacketed heat exchangers, which are easily integrated into the vehicle structure due to their size, a very flexible positioning of the secondary circuit heat exchanger can be advantageously achieved. This, in turn, offers advantages, for example, with regard to the vehicle's packaging.

[0039] In one embodiment, the at least one secondary circuit jacketed heat exchanger can comprise two secondary circuit jacketed heat exchangers (e.g., connected in parallel). Preferably, each of the two secondary circuit 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.

[0040] In addition, or alternatively, the at least one secondary circuit jacketed heat exchanger can be assigned to at least one secondary circuit air supply unit (e.g., at least one fan). Air (e.g., outside air) can be supplied to the at least one secondary circuit jacketed heat exchanger via this secondary circuit air supply unit. This advantageously increases the volume of air flowing through the at least one secondary circuit jacketed heat exchanger and thus the temperature control capacity of the device.

[0041] According to another aspect, at least one of the main heat exchanger and / or the auxiliary heat exchanger and / or the additional heat exchanger can therefore have at least one shell heat exchanger (e.g. shell and tube heat exchanger).

[0042] 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.

[0043] In general, the temperature control circuit can be used to cool and / or heat the fuel cell and / or to cool and / or heat the brake resistor. Accordingly, the temperature control circuit can be a heating circuit and / or a cooling circuit.

[0044] 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.

[0045] 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.

[0046] From one perspective, the main 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).

[0047] In addition or alternatively, the main heat exchanger can also be located adjacent to and / or near a radiator grille of the motor vehicle (e.g., one that is flush with the front of the vehicle).

[0048] In addition or alternatively, the main 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.

[0049] Alternatively, or in addition, the main heat exchanger can be located in front of the front axle of the vehicle (viewed in the direction of forward travel).

[0050] Alternatively, or in addition, the main 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 supply of air to the main heat exchanger.

[0051] According to one 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.

[0052] In one embodiment, the auxiliary heat exchanger and / or the secondary circuit heat exchanger can be arranged within the driver's cab and / or integrated into the driver's cab. For example, the driver's cab can have at least one air inlet through which air can be supplied to the auxiliary heat exchanger and / or the secondary circuit heat exchanger. This air inlet can also connect the auxiliary heat exchanger and / or the secondary circuit heat exchanger fluidically to an external environment surrounding the vehicle.

[0053] Alternatively, the auxiliary heat exchanger and / or the secondary 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) when viewed in the direction of forward travel and / or on an outer rear wall of the driver's cab.

[0054] 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. 1-6: Schematic representations of a heat distribution device for a motor vehicle according to various embodiments; and Fig. 7: a schematic representation of a motor vehicle with a corresponding device for heat distribution according to one embodiment.

[0055] 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.

[0056] In the Fig. Figures 1 to 7 each show a device 100 for heat distribution, wherein the Fig. 1 to 6 the device 100 itself and Fig. Figure 7 shows the device 100 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.

[0057] The device 100 comprises a fuel cell 1, a braking resistor 2, and a temperature control circuit 10 for temperature control of the fuel cell 1 and the braking resistor 2 (see figure). Fig. 1-7).

[0058] 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.

[0059] The 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 below). Fig. 1-7). For example, the 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 temperature control circuit 10 and / or arranged within the temperature control circuit 10.

[0060] A heat exchange is preferably possible between the 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 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 temperature control circuit 10, thus heating the fuel cell 1. Accordingly, the temperature control circuit 10 can be used for cooling and / or heating the fuel cell 1.

[0061] 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).

[0062] Like the fuel cell 1, the braking resistor 2 is also thermally coupled to the temperature control circuit 10 (see below). Fig. 1-7). For example, the temperature control circuit 10 can be routed at least partially through the braking resistor 2 and / or thermally coupled to the braking resistor 2 via a braking resistor-heat exchanger (not shown). Similarly, the braking resistor 2 can be integrated into the temperature control circuit 10 and / or arranged within the temperature control circuit 10.

[0063] Preferably, heat exchange is also possible between the temperature control circuit 10 and the brake resistor 2. For example, during operation of the brake resistor 2, waste heat can be transferred to the temperature control circuit 10, thus cooling the brake resistor 2. In principle, however, heat can also be supplied to the brake resistor 2 via the temperature control circuit 10 in some operating situations, thus heating the brake resistor 2. Accordingly, the temperature control circuit 10 can serve to cool and / or heat the brake resistor 2.

[0064] Furthermore, the temperature control circuit 10 can include a temperature control fluid supply unit 12, which can also be referred to as the main circuit temperature control fluid supply unit for clarity, a main heat exchanger 14, and a switchable auxiliary heat exchanger 16. The temperature control circuit 10 can also have a piping system 11 by means of which the corresponding components of the temperature control circuit 10 can be fluidically connected. For example, the piping system 11 can have several hose, pipe, and / or line sections.

[0065] A temperature control fluid (e.g., deionized water) can be conveyed (e.g., pumped) through the temperature control circuit 10 by means of the main circuit temperature control fluid conveying device 12. For example, the main circuit temperature control fluid conveying device 12 can be designed as a main circuit temperature control fluid pump.

[0066] The main heat exchanger 14 is preferably arranged downstream of the main circuit temperature control fluid conveying device 12. Heat can be transferred from the temperature control fluid to the environment of the device 100 and / or the motor vehicle 200 via the main heat exchanger 14. For example, the main heat exchanger 14 can be an air-to-liquid heat exchanger, e.g., in the form of a finned and / or ribbed tube heat exchanger. The main heat exchanger 14 can be permeable to air (e.g., ambient air).

[0067] In one embodiment, the main 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. 7) Accordingly, the main 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 main heat exchanger 14 can be exposed to ambient air flowing frontally when the vehicle 200 is moving forward.

[0068] In addition or alternatively, the main heat exchanger 14 can also have at least one shell heat exchanger 14a, 14b (e.g. shell and tube heat exchanger) and / or be designed as at least one shell heat exchanger 14a, 14b (e.g. shell and tube heat exchanger) (see Fig. 5) For clarity, the at least one jacketed heat exchanger 14a, 14b can also be referred to as at least one main jacketed heat exchanger in the following. Accordingly, the main 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 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.

[0069] In contrast to the radiator design, the at least one main jacketed 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 main jacketed heat exchanger 14a, 14b can be installed outside the vehicle's 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's 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, jacketed 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.

[0070] The at least one main jacketed 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 and / or the brake resistor 2. Furthermore, the warm air exiting the at least one main jacketed 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.

[0071] To supply the at least one main jacketed 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 main jacketed heat exchanger 14a, 14b can be fluidically connected to an exterior area surrounding the motor vehicle 200 via the at least one air inlet.

[0072] Furthermore, the device 100 and / or the motor vehicle 200 may have at least one air conveying device 14c, 14d (see Fig. 5), which can also be referred to below as the main air handling unit. The at least one main air handling unit 14c, 14d can be assigned to the at least one main heat exchanger 14a, 14b and / or serve to convey the air flowing through the at least one main jacketed heat exchanger 14a, 14b. The at least one main air handling unit 14c, 14d can, for example, be designed as a blower, compressor, or fan. The at least one main air handling unit 14c, 14d can be a low-voltage or high-voltage component.

[0073] As in Fig. As shown in Figure 5, the at least one main jacketed heat exchanger 14a, 14b can, in a preferred embodiment, comprise two main jacketed heat exchangers 14a and 14b. Preferably, these are connected in parallel to each other, e.g., such that a partial flow of temperature control fluid can be carried through each of them in parallel. Furthermore, in this embodiment, the at least one main air conveying device 14c, 14d preferably comprises two main air conveying devices 14c and 14d, wherein each of the main air conveying devices 14c, 14d can be assigned to one of the main jacketed heat exchangers 14a, 14b.

[0074] The auxiliary heat exchanger 16 is preferably arranged downstream of the main heat exchanger 14. As in the embodiments of the Fig. 1, Fig. 2 and Fig. 7. Heat from the temperature control fluid can be transferred to the environment of the device 100 and / or the motor vehicle 200. For example, the auxiliary heat exchanger 16 can be an air / liquid heat exchanger, e.g., in the form of a finned and / or ribbed tube heat exchanger. The auxiliary heat exchanger 16 can be permeable to (e.g., ambient) air.

[0075] The auxiliary heat exchanger 16 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 auxiliary heat exchanger 16 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.

[0076] Preferably, however, the additional heat exchanger 16 has at least one jacketed heat exchanger 16a, 16b (e.g. shell and tube heat exchanger), which can also be referred to as an additional jacketed heat exchanger in the following (see below). Fig. 1, Fig. 2 and Fig. 7) The at least one additional jacketed heat exchanger 16a, 16b can, in principle, have the features described above in connection with the main jacketed heat exchanger 14a, 14b, with only "main" being replaced by "additional". In particular, the at least one additional jacketed heat exchanger 16a, 16b can also have two parallel-connected additional jacketed heat exchangers 16a and 16b, each of which can be assigned an additional air conveying device 14c, 14d (see below). Fig. 1-4 and 7).

[0077] In contrast to the design of the auxiliary heat exchanger 16 as a radiator, the design as an (auxiliary) jacketed heat exchanger 16a, 16b allows the auxiliary heat exchanger 16 to be positioned within the vehicle 200 or within the driver's cab 200a. For example, the at least one auxiliary jacketed heat exchanger 16a, 16b can be integrated into the driver's cab 200a, e.g., laterally in the frame. Preferably, the at least one auxiliary jacketed heat exchanger 16a, 16b is arranged in close proximity to the component to be cooled, i.e., in this case, in close proximity to the fuel cell 1 and / or the brake resistor 2. Accordingly, a cooling tower can be omitted in this embodiment; i.e., the vehicle 200 preferably does not have a cooling tower (e.g., located behind the driver's cab 200a).

[0078] As an alternative to a direct coupling of the auxiliary heat exchanger 16 to the environment of the motor vehicle 200 (as described above), e.g. by designing it as an air / liquid heat exchanger, the auxiliary heat exchanger 16 can also serve for the thermal coupling of the temperature control circuit 10 to another temperature control circuit 20.

[0079] For example, in the Fig. As shown in Figures 3-6, the device 100 can have a further temperature control circuit 20, which can also be referred to as a secondary temperature control circuit for better distinction. Accordingly, the temperature control circuit 10 already discussed can also be referred to in this context as the main temperature control circuit or primary temperature control circuit.

[0080] The secondary temperature control circuit can be permeated by a further temperature control fluid (e.g., a mixture of water and antifreeze), preferably different from the temperature control fluid of the main temperature control circuit 10. Preferably, the main temperature control circuit 10 and the secondary temperature control circuit 20 are thus fluidically separated from each other. Accordingly, a main circuit temperature control fluid (e.g., deionized water) can circulate in the main circuit 10, and a secondary circuit temperature control fluid (e.g., a mixture of water and antifreeze) that is different from the main circuit temperature control fluid can circulate in the secondary circuit 20. Preferably, no fluid exchange takes place between the main temperature control circuit 10 and the secondary temperature control circuit 20.

[0081] While the main temperature control circuit 10 and the secondary temperature control circuit 20 are preferably fluidically separated from each other, the two temperature control circuits 10 and 20 can be thermally coupled to each other via the auxiliary heat exchanger 16. For example, the auxiliary heat exchanger 16 can be designed as a liquid-to-liquid heat exchanger. Accordingly, heat exchange can take place between the main temperature control circuit 10 and the secondary temperature control circuit 20. For example, heat can be transferred from the main temperature control circuit 10 to the secondary temperature control circuit 20 and / or vice versa via the auxiliary heat exchanger 16. In particular, for example, during braking operation, heat generated by the brake resistor 2 can be transferred from the brake resistor 2 - in addition to being transferred via the main heat exchanger 14 - also to the auxiliary temperature control circuit 20 via the auxiliary heat exchanger 16.

[0082] A secondary temperature control circuit 20 can also include a secondary circuit temperature control fluid pumping device 22 and a secondary circuit heat exchanger 24. The secondary circuit temperature control fluid pumping device 22 allows the secondary circuit temperature control fluid to be conveyed (e.g., pumped) through the secondary circuit 20. For example, the secondary circuit temperature control fluid pumping device 22 can be configured as a secondary circuit temperature control fluid pump. Preferably, the secondary circuit temperature control fluid pumping device 22 and the temperature control fluid pumping device 12 of the main temperature control circuit 10, which in this context can also be referred to as the main circuit temperature control fluid pumping device 12, can be operated independently of each other.

[0083] The secondary circuit heat exchanger 24 is preferably arranged upstream of the secondary circuit temperature control fluid conveying device 22. Heat from the secondary circuit temperature control fluid can be transferred to the environment of the device 100 and / or the motor vehicle 200 via the secondary circuit heat exchanger 24. For example, the secondary circuit heat exchanger 24 can be an air-to-liquid heat exchanger, e.g., in the form of a finned and / or ribbed tube heat exchanger. The secondary circuit heat exchanger 24 can be permeable to air (e.g., ambient air).

[0084] The secondary 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 secondary 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.

[0085] Preferably, the secondary 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 secondary circuit shell heat exchanger in the following. The at least one secondary circuit shell heat exchanger 24a, 24b can, in principle, have the features described above in connection with the main shell heat exchanger 14a, 14b and / or the auxiliary shell heat exchanger, whereby only "main" is to be replaced by "secondary circuit" and / or "auxiliary" by "secondary circuit". In particular, the at least one secondary circuit jacket heat exchanger 24a, 24b can also have two parallel-connected secondary circuit jacket heat exchangers 24a and 24b, each of which can be assigned a secondary circuit air conveying device 24c, 24d (see Fig. 3-6).

[0086] In contrast to the design of the secondary circuit heat exchanger 24 as a radiator, the design as a (secondary circuit) jacketed heat exchanger 24a, 24b allows the secondary circuit heat exchanger 24 to be positioned within the vehicle 200 or within the driver's cab 200a. For example, the at least one secondary circuit jacketed heat exchanger 24a, 24b can be integrated into the driver's cab 200a, e.g., laterally in the frame. Preferably, the at least one secondary circuit jacketed 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 and / or the fuel cell 1. Accordingly, a cooling tower can be omitted in this embodiment; i.e., the vehicle 200 preferably does not have a cooling tower (e.g., located behind the driver's cab 200a).

[0087] To ensure the most optimal heat distribution possible for the various operating situations, the main 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, ... 13h. The valve assembly 13 can be adjusted to several different settings to adapt the flow of the (main circuit) temperature control fluid within the main temperature control circuit 10, for example, by selectively opening some of the valves 13a, ..., 13h and / or by selectively closing some of the valves 13a, ..., 13h. Additionally or alternatively, the secondary temperature control circuit 20 can also include a valve assembly (not shown). The respective settings can be adjusted via a processing unit 30 of the device 100.The processing unit 30 can be connected to the valve unit 13 and / or the multiple valves 13a, ..., 13h via corresponding control lines (not shown). Furthermore, the processing unit 30 can be configured to selectively set the valve unit 13 to any of several settings, e.g., depending on at least one sensor-detected measurement value.

[0088] The various settings can include a high-load setting. In the high-load setting, both the main heat exchanger 14 and the auxiliary heat exchanger 16 can be permeated by the temperature control fluid. For example, in the embodiments of the Fig. 1, Fig. 4, Fig. 5 and Fig. 7. The 3 / 2-valve 13d is connected in such a way that the flow of the (main circuit) temperature control fluid coming from the main heat exchanger 14 is directed further to the auxiliary heat exchanger 16 and not back to the fuel cell 1 or the braking resistor 2. In the performance forms of the Fig. 2 and Fig. 3. The shut-off valves 13e and 13f can be open in the high load setting.

[0089] In the high-load setting, the main heat exchanger 14 and the auxiliary heat exchanger 16 can be arranged parallel to each other and / or each be able to be supplied with a partial flow of the temperature control fluid in parallel (see Fig. 2, Fig. 3 and Fig. 6) 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 main heat exchanger 14, at which the temperature control fluid is divided into two partial flows, one of which is supplied to the main heat exchanger 14 and the other (e.g., via the bypass line 11e) to the auxiliary heat exchanger 16. In the case of the Fig. In the embodiment shown in Figure 6, the shut-off valve 13h can be open and the 3 / 2-valve 13g can be switched such that the flow of the (main circuit) temperature control fluid coming from the bypass line 11e is directed further to the auxiliary heat exchanger 16.

[0090] In addition or alternatively, the main heat exchanger 14 and the auxiliary heat exchanger 16 can also be arranged in series with each other in the high-load setting and / or be able to be flowed through by the temperature control fluid one after the other (see Fig. 1, Fig. 4, Fig. 5, Fig. 6 and Fig. 7) Accordingly, in the series configuration, the heat sinks can be connected in series. In the case of the in Fig. In the embodiment shown in Figure 6, the shut-off valves 13f and 13h can be closed and the 3 / 2-valve 13g can be switched so that the flow of the (main circuit) temperature control fluid coming from the main heat exchanger 14 is directed further to the auxiliary heat exchanger 16 via the open shut-off valve 13e.

[0091] While in some embodiments the main heat exchanger 14 and the auxiliary heat exchanger 16 can always be connected in parallel or always in series in the high-load setting, it is also preferably possible that the main heat exchanger 14 and the auxiliary heat exchanger 16 can be selectively connected in parallel or in series to each other in the high-load setting (e.g. by means of the valve assembly 13). As in the Fig. As shown in the embodiment 6, it is possible, for example, to switch between a parallel and series connection of the main heat exchanger 14 and the auxiliary heat exchanger 16 by actuating the valves 13f, 13g and 13h.

[0092] In addition to the high-load setting, the various settings can also include a normal-load setting. In the normal-load setting, the main heat exchanger 14 can be open to flow of the temperature control fluid, while the auxiliary heat exchanger 16 cannot be open to flow of the temperature control fluid. For example, in the normal-load setting, the temperature control fluid can be routed around the auxiliary heat exchanger 16 via an auxiliary heat exchanger bypass line 11a of the piping system 11, and / or the flow of temperature control fluid through the auxiliary heat exchanger 16 can be blocked.

[0093] For example, this can be done in the embodiments of the Fig. 1, Fig. 4, Fig. 5 and Fig. 7. The 3 / 2-valve 13d is switched such that the temperature control fluid coming from the main heat exchanger 14 is only directed into the auxiliary heat exchanger bypass line 11a and not to the auxiliary heat exchanger 16. In the case of the embodiments of the Fig. 2 and Fig. 3. Flow through the main heat exchanger 14 in the normal load setting can be prevented by closing the shut-off valve 13e. In the embodiments of Fig. 6, regardless of whether the main heat exchanger 14 and the auxiliary heat exchanger 16 were previously arranged in parallel or series, heat exchange with the auxiliary heat exchanger 16 can be prevented at least by closing the shut-off valve 13e, with the shut-off valve 13f preferably being open.

[0094] Overall, the additional heat exchanger 16 can thus be switched on (e.g. depending on demand), so that the fuel cell 1 and the braking resistor 2 can be thermally coupled via the temperature control circuit (10) preferably either with the main heat exchanger 14 and not with the additional heat exchanger 16 (e.g. normal load setting) or with both the main heat exchanger 14 and the additional heat exchanger 16 (e.g. high load setting).

[0095] Furthermore, the multiple settings can also include a low-load setting. In the low-load setting, the auxiliary heat exchanger 16 can be permeated by the temperature control fluid, while the main heat exchanger 14 cannot be permeated by the temperature control fluid. Accordingly, in the low-load setting, the fuel cell 1 and the braking resistor 2 can preferably only be thermally coupled and / or connectable to the auxiliary heat exchanger 16. For example, in the embodiments of the Fig. 2 and Fig. 3. The shut-off valve 13f is closed and the shut-off valve 13e is open. Accordingly, the temperature control fluid can be routed here via the bypass line 11e past the main heat exchanger 14 to the auxiliary heat exchanger 16. In the Fig. In the embodiment shown in Figure 6, this may additionally require opening the shut-off valve 13h and switching the 3 / 2-valve 13g, so that the flow of temperature control fluid coming from the bypass line 11e is directed only to the auxiliary heat exchanger 16 and not towards the main heat exchanger 14 by means of the 3 / 2-valve 13g.

[0096] Furthermore, the multiple settings can include a cold start setting. In the cold start setting, the temperature control fluid can be routed around the main heat exchanger 14 via a main heat exchanger bypass line 11b of the piping system 11 and / or the flow of temperature control fluid through the main heat exchanger 14 can be blocked. For example, in the illustrated embodiments, the shut-off valve 13b can be opened for this purpose. Additionally, in the embodiments of the Fig. 2, Fig. 3 and Fig. 6. The shut-off valves 13e and 13f must also be closed. The main heat exchanger bypass line 11b can be designed as a separate line from the main heat exchanger 14 or as an additional channel within the main heat exchanger.

[0097] Furthermore, the multiple settings can include a braking mode. In the braking mode, the temperature control fluid can be routed around the fuel cell 1 via a fuel cell bypass line 11c of the piping system 11 and / or the flow of temperature control fluid through the fuel cell 1 can be blocked. For example, in the illustrated embodiments, the 3 / 2-way valve 13c can be configured so that the incoming flow of temperature control fluid is directed only into the fuel cell bypass line 11c and not to the fuel cell 1. Preferably, the braking resistor is arranged in the fuel cell bypass line 11c. Preferably, in the illustrated embodiments, the 3 / 2-way valve 13a is also configured in the braking mode so that the temperature control fluid coming from the fuel cell bypass line 11c or the braking resistor 2 is directed only to the temperature control fluid delivery device 12 and not to the fuel cell 1.

[0098] Furthermore, the multiple settings can include a train operating setting. In the train operating setting, the temperature control fluid can be routed around the brake resistor 2 via a brake resistor bypass line 11d of the piping system 11 and / or the flow of temperature control fluid through the brake resistor 2 can be blocked. For example, in the illustrated embodiments, the 3 / 2-way valve 13c can be switched such that the incoming flow of temperature control fluid is directed only into the brake resistor bypass line 11d and not to the brake resistor 2. Preferably, the fuel cell 1 is arranged in the brake resistor bypass line 11d. Preferably, in the illustrated embodiments, the 3 / 2-way valve 13a is also switched such that the temperature control fluid coming from the brake resistor bypass line 11d or the fuel cell 1 is directed only to the temperature control fluid delivery device 12 and not to the brake resistor 2.

[0099] 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 Temperature control circuit 11. Piping system 11a Additional heat exchanger bypass line 11b Main heat exchanger bypass line 11c Fuel cell bypass line 11d Brake resistor bypass line 11e Bypass line 12 Temperature control fluid conveying device 13 Valve assembly 13a-13h Valve 14 main heat exchangers 14a, 14b Main-jacket heat exchanger 14c, 14d Main air conveying system 16 additional heat exchangers 16a, 16b Additional jacketed heat exchanger 16c, 16d Additional air conveying device 20 Secondary temperature control circuit 22 Sub-circuit temperature control fluid supply unit 24 secondary circuit heat exchangers 24a, 24b Sub-circuit jacketed heat exchanger 24c, 24d auxiliary air conveying device 30 processing facilities 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 braking resistor (2) for converting electrical energy into heat energy; and a temperature control circuit (10) through which a temperature control fluid flows for temperature control of the fuel cell (1) and the braking resistor (2); wherein the temperature control circuit (10) is thermally coupled to the fuel cell (1) and the braking resistor (2) and has a main heat exchanger (14) through which air can flow and a switchable auxiliary heat exchanger (16), preferably through which air can flow, such that preferably: the fuel cell (1) and the braking resistor (2) can be thermally coupled via the temperature control circuit (10) either to the main heat exchanger (14) and auxiliary heat exchanger (16) or only to the main heat exchanger (14), wherein: The temperature control circuit (10) comprises 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 the flow of the temperature control fluid within the temperature control circuit (10), including: a high-load setting in which both the main heat exchanger (14) and the auxiliary heat exchanger (16) are permeable to the temperature control fluid, wherein in the high-load setting: the main heat exchanger (14) and the auxiliary heat exchanger (16) can be connected either in parallel or in series to each other, preferably by means of the valve device (13). [2] Device (100) according to claim 1, wherein: the main heat exchanger (14) comprises at least one main jacket heat exchanger (14a, 14b), preferably a main shell-and-tube heat exchanger, wherein preferably the at least one main jacket heat exchanger (14a, 14b): two main jacket heat exchangers (14a, 14b) connected in parallel; and / or is assigned to at least one main air conveying device (14c, 14d) via which air can be supplied to at least one main jacket heat exchanger. [3] Device (100) according to claim 1 or 2, wherein: the additional heat exchanger (16) comprises at least one additional jacketed heat exchanger (16a, 16b), preferably an additional shell-and-tube heat exchanger, wherein preferably the at least one additional jacketed heat exchanger (16a, 16b): two auxiliary jacketed heat exchangers (16a, 16b) connected in parallel; and / or is assigned to at least one additional air conveying device (16c, 16d) via which air can be supplied to at least one additional jacketed heat exchanger. [4] Device (100) according to any one of the preceding claims, wherein: a normal load setting in which the main heat exchanger (14) is permeable to the temperature control fluid and the auxiliary heat exchanger (16) is not permeable to the temperature control fluid, wherein preferably: In the normal load setting, the temperature control fluid is routed past the auxiliary heat exchanger (16) via an auxiliary heat exchanger bypass line (11a) of the piping system (11) and / or the flow of temperature control fluid through the auxiliary heat exchanger (16) is blocked. [5] Device (100) according to claim 4, wherein in the high load setting: the main heat exchanger (14) and the auxiliary heat exchanger (16) are arranged parallel to each other and / or can each be supplied with a partial flow of the temperature control fluid in parallel; or the main heat exchanger (14) and the auxiliary heat exchanger (16) are arranged in series with each other and / or can be passed through by the temperature control fluid one after the other. [6] Device (100) according to claim 4 or 5, wherein the multiple settings further comprise: a low-load setting in which the auxiliary heat exchanger (16) is open to flow of the temperature control fluid and the main heat exchanger (14) is closed to flow of the temperature control fluid. [7] Device (100) according to any one of claims 4 to 6, wherein the multiple settings further comprise: a cold start setting in which the temperature control fluid is routed around the main heat exchanger (14) via a main heat exchanger bypass line (11b) of the piping system (11) and / or the flow of temperature control fluid through the main heat exchanger (14) is blocked; and / or a brake operating setting in which the temperature control fluid is routed around the fuel cell (1) via a fuel cell bypass line (11c) of the piping system (11) and / or the flow of temperature control fluid through the fuel cell (1) is blocked; and / or a train operating setting in which the temperature control fluid is routed past the brake resistor (2) via a brake resistor bypass line (11d) of the piping system (11) and / or a flow of temperature control fluid through the brake resistor (2) is blocked. [8] Device (100) according to any one of claims 4 to 7, further comprising: a processing unit (30) 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 any one of the preceding claims, further comprising: a secondary temperature control circuit (20) through which a further temperature control fluid flows, wherein the secondary temperature control circuit (20) and the temperature control circuit (10) are thermally coupled to each other via the additional heat exchanger (16), preferably for heat exchange between the secondary temperature control circuit (20) and the temperature control circuit (10). [10] Device (100) according to claim 9, wherein: the additional heat exchanger (16) is a liquid / liquid heat exchanger; and / or the temperature control circuit (20) and the secondary temperature control circuit (20) are fluidically separated from each other; and / or the temperature control circuit (10) comprises the temperature control fluid, preferably comprising deionized water, and the secondary temperature control circuit (20) comprises the further temperature control fluid, preferably comprising water and alcohol. [11] Device (100) according to claim 9 or 10, wherein: the secondary temperature control circuit (20) comprises a secondary circuit temperature control fluid conveying device (22), preferably a secondary circuit temperature control fluid pump, and a secondary circuit heat exchanger (24) through which air flows, wherein preferably: the secondary circuit heat exchanger (24) comprises at least one secondary circuit shell heat exchanger (24a, 24b), preferably a secondary circuit tube bundle shell heat exchanger. [12] 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). [13] Motor vehicle (200), preferably commercial vehicle, comprising a device (100) according to one of the preceding claims. [14] Motor vehicle (200) according to claim 13, wherein the main 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 is exposed to a frontal flow of ambient air. [15] Motor vehicle (200), preferably commercial vehicle, according to claim 13 or 14, further comprising: a driver's cab (200a), wherein the auxiliary heat exchanger (16) and / or the secondary circuit heat exchanger (24): is arranged within 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 additional heat exchanger (16).

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