Commercial vehicle having a temperature-regulating system

Abstract

The invention relates to a commercial vehicle, in particular a battery-electrically driven trailer for coupling to a semitrailer tractor, having a system (10) for regulating the temperature of the power electronics in battery-electrically driven trailers, comprising an HV battery unit (20), an electrical drive unit (7) driven by the electrical energy of the HV battery unit (20), and a control unit (30), wherein the system (10) has at least one heat exchanger (2) and at least one coolant pump (3), characterised in that the system (10) has at least one cooling circuit (9) of a coolant for controlling the temperature of the HV battery unit (20), the electric drive unit (7), and the control unit (30), wherein the cooling circuit (9) selectively cools or heats the HV battery unit (20), the electric drive unit (7), and the control unit (30) depending on an operating temperature of the components to be temperature-controlled and an ambient temperature of the system (10).

Description

[0001] Commercial vehicle with a temperature control system

[0002] The invention relates to a commercial vehicle, in particular a battery-electrically powered trailer, with a system for temperature regulation of the power electronics according to the preamble of claim 1 and a method for operating such a commercial vehicle according to claim 15.

[0003] Temperature regulation systems or cooling systems or tempering systems are generally well known and of great importance, particularly in the field of battery-electric powered vehicles such as passenger cars.

[0004] Temperature regulation systems primarily serve to cool / heat drivetrain components or power electronics components of the electrified drivetrain, such as electric motors, inverters, converters, battery packs and battery management systems, as well as on-board chargers, etc. A suitable coolant is transported through coolant channels and cooling circuits by means of heat or coolant pumps, flowing through the drivetrain components to cool or heat them. The absorbed thermal energy is then usually directed toward a heat exchanger on the coolant discharge side, where it is dissipated to the outside environment.

[0005] Trailers (or semi-trailers, semi-trailers, or semi-trailers in English) are used, for example, in freight transport or agriculture for transport and work purposes. For a very long time, trailers were considered non-motorized commercial vehicles and are usually stored and carried via a kingpin on the fifth wheel coupling of a diesel-powered tractor unit. The trailers are usually loaded with the goods to be transported and have a corresponding total mass. Since the conventionally powered trailers are only carried along, they do not require their own power electronics or HV drive batteries or electric motors, etc. Consequently, there is no longer any need for a temperature regulation system that regulates the temperature, i.e., heats or cools, of the respective drive train units and power electronic components as needed.

[0006] However, with the ongoing development of electromobility, concepts have emerged that equip the trailer with an additional electric drive unit and high-voltage traction batteries to support the tractor unit. Electrification of the trailer thus opens up the possibility of supporting the tractor unit during propulsion and deceleration phases as needed, thus improving the overall energy efficiency of the commercial vehicle.

[0007] In this context, problems with thermal management arise particularly in the area of ​​battery-electric trailers, because the integration of electric drivetrain components and HV batteries (with energy capacities between approx. 150 - 1000 kWh) into the otherwise conventionally unmotorized and merely towed trailer requires additional thermal management that must react reliably and dynamically to environmental conditions and operating situations.

[0008] With the installation of power electronics such as inverters, converters and battery management systems, as well as the electrification of the trailer, the need arises in various driving situations to effectively dissipate excess heat or, if necessary, to supply heat to individual components such as batteries in order to ensure an optimal operating temperature and thus a sufficient service life and functionality. However, the known concepts and systems predominantly serve vehicle types that differ in size, design and functionality from electrified trailers and are therefore not suitable or rather less suitable overall. Due to the relatively "open" structure in the chassis area, the individual components are exposed to strong environmental influences and thermal stress, even if they are protected, for example, in a box-shaped housing.Temperature development and airflow behavior around the individual components and the trailer chassis also have a significant impact. For example, relatively large amounts of warm air can accumulate in storage spaces and corners, impairing the energy efficiency of individual components.

[0009] In particular, the HV battery unit or the individual traction battery packs, as well as the associated electric motors, transmissions, converters, etc., must generally be mounted directly on the underside of a trailer frame due to space constraints. Therefore, existing temperature control systems often cannot meet the spatial, mechanical, thermal, or dynamic requirements. Controlling electrified trailers with existing systems is inefficient, and there is great potential for optimization with regard to temperature control, especially for battery-electric trailers.

[0010] In addition, electrified trailers and their power electronics components are often exposed to high voltage and current peaks and thus to significant heat buildup. This is because, due to their inherent design, a very large mass often has to be accelerated abruptly for the support drive, resulting in significant acceleration resistance. Route-specific topographies and environmental influences can pose significant stresses, particularly in the area of ​​freight transport. This results in correspondingly high thermal loads on the individual components of the electric drive, meaning they cannot always operate within the optimal operating temperature range and provide full functionality. Overall, this also affects the service life of all individual components of the electrically powered trailer.

[0011] In addition, known systems often employ multiple cooling circuits, which can be more costly and time-consuming to develop because significantly more individual elements are required for regulation and control, and the system is often overly complex. The aim of the invention is to overcome these and other disadvantages of the prior art and to provide an improved, reliable temperature regulation system for a commercial vehicle that ensures energy-efficient temperature control of a battery-powered trailer.

[0012] Main features of the invention are defined in the characterizing part of claim 1. Embodiments are the subject of claims 2 to 15.

[0013] In a commercial vehicle, in particular a battery-electrically powered trailer for coupling to a semitrailer tractor, with a system for temperature regulation of the power electronics in battery-electrically powered trailers, comprising an HV battery unit, an electric drive unit driven by the electrical energy of the HV battery unit and a control unit, wherein the system has at least one heat exchanger and at least one coolant pump, it is provided according to the invention that the system has at least one cooling circuit of a coolant for tempering the HV battery unit, the electric drive unit and the control unit, wherein the cooling circuit optionally cools or heats the HV battery unit, the electric drive unit and the control unit depending on an operating temperature of the components to be tempered and an ambient temperature of the system.

[0014] The operating mode of electrified commercial vehicles and battery-powered trailers described in detail above is associated with special requirements regarding efficient temperature control or tempering of the individual components of the electric drive, which arise primarily from the specific thermal challenges. The system according to the invention addresses these requirements and attempts to resolve all of them. The individual advantageous technical effects resulting from the system according to the invention are described in more detail below.

[0015] Due to the inventive cooling circuit of a coolant, which is used to control the temperature of all individual components of the electric drive—i.e., the HV battery unit, the electric drive unit, and the control unit—efficient and at the same time very precise temperature control can be advantageously implemented. The heat generated by the individual components of the electric drive is transferred to the coolant, causing it to heat up. The heated coolant is then passed through a heat exchanger, which transfers the heat to the environment. This thermal exchange process cools the preferably liquid coolant before it is returned to the cooling circuit.

[0016] The fact that the cooling circuit can optionally cool or heat the HV battery unit, the electric drive unit, and the control unit depending on the operating temperature of the components to be tempered and the ambient temperature of the system enables demand-based and precise temperature control. This ensures that the power electronics always operate within their optimal operating temperature range, which contributes to increasing the efficiency, reliability, and service life of the electric drive or battery-electric trailer, which is particularly important during power peaks.

[0017] In situations where the power electronics or individual components of the electric drive reach high operating temperatures, the system can efficiently dissipate excess heat to prevent overheating and ensure optimal component function. In cold environments or at low starting temperatures, the system can warm up the power electronics or individual components of the electric drive to ensure they always operate within their ideal operating temperature range. This is especially important for optimizing the performance and efficiency of the electronics under different climatic conditions.

[0018] Furthermore, the precise, demand-based temperature regulation of the power electronics advantageously expands the application spectrum of the battery-electric trailer. This allows the trailer to cover a wider range of environmental conditions and operating states and to be used reliably and effectively.

[0019] At the same time, the system according to the invention or the vehicle according to the invention can implement appropriate temperature control, which further contributes to extending the service life of the power electronics by minimizing thermal stress and fluctuations that could lead to premature wear or failure. Furthermore, the battery-electric trailer can maintain power peaks over longer periods. This results in an increased range and agility of the battery-electric trailer, which is particularly important for its usability in various freight transport applications. Reducing thermal stress also effectively reduces maintenance costs and the overall operating costs of the trailer.

[0020] Reliable temperature regulation is essential for safety reasons and increases the safety of the overall system by significantly reducing the risk of overheating and resulting damage or failures.

[0021] Overall, the invention offers a significant improvement in the performance and efficiency of the power electronics and drivetrain components in battery-electric trailers and thus contributes significantly to the overall performance and economic efficiency of these electrified commercial vehicles.

[0022] According to a further preferred embodiment, the system can comprise at least one multi-way valve, preferably several multi-way valves, wherein the system has several pressure and / or flow sensors. The multi-way valves can advantageously separate or connect one or more components from the cooling circuit. This can be particularly advantageous, for example, if the HV battery unit is heated to a temperature level above 0°C before starting operation. The pressure and / or flow sensors can advantageously be used to constantly monitor whether sufficient coolant is flowing in the coolant channels of the cooling circuit during cooling or heating, and pressure values ​​can be derived for further control of the cooling circuit.

[0023] Furthermore, an additional secondary cooling circuit or several additional cooling circuits can preferably be connected to the system. This can preferably be done via one or more multi-way valves. This allows for even more improved, demand-based temperature control to be achieved, further increasing the system's energy efficiency.

[0024] Preferably, automatic and adaptive control can be implemented using the temperature control system and the multi-way valves, which provides automatic adjustment of the temperature control system through the use of special algorithms and status parameters. This advantageously enables automated adaptation to different cooling or temperature control requirements. Furthermore, adaptive control algorithms can preferably be implemented in the system, which are not based solely on fixed limit values ​​but react dynamically to changes in the operating state of the electrified trailer and the environment. This can further increase the overall efficiency of the system.

[0025] Preferably, advanced, modern sensors for precise measurement of pressures, temperatures, and flow rates can be provided in this context. This can further improve control accuracy. Furthermore, the use of data analysis methods and machine learning to predict and adjust cooling and temperature control requirements in real time can be provided to further increase the responsiveness and efficiency of the temperature control system.

[0026] According to a preferred embodiment of the invention, the actual cooling circuit can comprise fluid channels with larger dimensions in diameter than the control unit, the HV battery unit and the electric drive unit internally. As a result, a relatively large flow rate is initially conveyed towards the individual components and then reduced. The channel diameters can preferably be reduced using adapter elements. Further preferably, the actual cooling circuit between the heat exchanger, the coolant pump and the channels to the individual components can have channel diameters of approximately 38 mm (or 1.5 inches), whereby the control unit and the HV battery unit can form channel diameters of approximately 25 mm (or 1 inch). The electric drive unit can preferably have channel diameters of approximately 19 mm (or 0.75 inches).The different channel diameters in the cooling circuit further increase the overall energy efficiency because the respective components are supplied with the coolant as needed, whereas the actual “external” cooling circuit, which is directly connected to the coolant pump and the other auxiliary pumps, has the largest channel diameter dimensioning in comparison and thus further improves the pump performance.

[0027] The control unit can preferably comprise an on-board charger for charging the HV battery unit and at least one DC-DC converter, the temperature of which can be controlled by the system. Further preferably, the control unit can have a 12V DC-DC converter and a 24V DC-DC converter, wherein the control unit can be designed as a control unit box and can comprise at least one further power electronics component. This allows the control unit to comprise, for example, further power converters or voltage converters or converters / inverters, which can also be temperature-controlled by the system without overloading the overall system. Thus, it is possible to react dynamically and as needed to failure situations or extreme situations by simply implementing an additional component.

[0028] Preferably, the electric drive unit can comprise at least one, preferably at least two, electric motors and associated inverters, wherein the electric drive unit can have a transmission connected to the electric motors for drive purposes. Preferably, all individual components of the electric drive unit can be temperature-controlled by means of the temperature regulation system. Further preferably, the electric drive unit can form a dual drive with two outer electric motors, wherein the two outer electric motors can be coupled to a central reduction gear.

[0029] According to a further preferred embodiment, the HV battery unit can be formed by two battery strings, each comprising three drive battery packs through which the coolant flows and is temperature-controlled, wherein each battery string can be assigned an additional pump which is connected to the cooling circuit and transports the coolant to the respective battery string. Due to the first and second additional pumps in addition to the coolant pump (main pump), additional pumping power and assistance for transporting the liquid coolant can be provided during operation. This ensures sufficient pump pressure and flow velocity, particularly in the area of ​​the HV batteries, to which the additional pumps are connected. The coolant pump and the additional pumps ensure a continuous flow through all individual components that are to be temperature-controlled. The HV battery unit orThe drive battery packs of the battery strings contained therein are electrically interconnected and can preferably have a total nominal voltage of 600 V to 800 V, more preferably of approximately 650 V to 660 V, in particular of 655 V. The battery unit to be temperature-controlled or the drive battery packs of the battery strings can have a total nominal energy capacity of approximately 600 kWh. Alternatively, HV battery units with a lower energy capacity, preferably of 150 kWh to 300 kWh, can be provided. The battery strings or the battery string can also have a larger total nominal energy capacity, for example, up to 800 kWh.

[0030] According to a further preferred embodiment, the HV battery unit can be formed by three parallel battery strings, each of which can comprise three drive battery packs for traction purposes. The resulting total of nine drive battery packs of the three parallel battery strings can each comprise one or more HV drive batteries.

[0031] According to a further preferred embodiment, the HV battery unit can be formed by three parallel battery strings, each of which can comprise six traction battery packs for traction purposes. The resulting total of eighteen traction battery packs of the three parallel battery strings can each comprise one or more HV traction batteries.

[0032] According to a further preferred embodiment, the system can have an electric heater that can be connected to the cooling circuit and optionally switched on, wherein the electric heater heats the coolant and supplies it to the respective component, preferably the HV battery unit, when the ambient temperature of the components to be tempered, preferably the HV battery unit, falls below a limit of 0°C. At high ambient temperatures, the temperature delta between the temperature regulation system and the environment can become critical, especially for the HV battery unit. If the temperature delta is too high, the thermal integrity of the battery cells can be severely impaired, which can lead to a reduced service life, reduced performance, or even damage to the HV battery unit. Preconditioning orPre-heating the coolant using an electric heater and then allowing it to flow through the HV battery unit effectively counteracts this. On the other hand, in colder climates, where temperatures below 10°C, especially below 0°C, can be very damaging to battery systems, there may be a need for efficient heating or pre-heating of the batteries to prevent excessive wear and damage during start-up and to ensure the functionality of the batteries. Such low temperatures can significantly impair battery performance and service life, which is why an electric heater integrated into the cooling circuit represents a particularly advantageous solution.Preferably, the system can also comprise a plurality of heating films for heating the HV battery unit when the ambient temperature falls below a threshold of 0°C, wherein the heating films for heating the HV battery unit are arranged directly on the housings of the drive battery packs. According to a further preferred alternative, PTC heating elements can be used for this purpose. Furthermore, the three heating and pre-tempering methods mentioned can preferably be combined and used simultaneously to further improve the effectiveness of the pre-tempering. This can be particularly advantageous for very large vehicle and battery systems with large energy capacities.

[0033] According to a preferred embodiment of the invention, the system can have at least one expansion tank, wherein the at least one expansion tank can be connected to the heat exchanger on the one hand and to the cooling circuit on the other. The at least one expansion tank (also called expansion vessels in this technical field) of the temperature regulation system ensures a constant pressure throughout the entire system. The expansion tank absorbs excess coolant and positively minimizes overpressure in the system. An expansion tank advantageously contributes to keeping the pressure increase during expansion of the heated coolant to a minimum. The at least one expansion tank enables the coolant to be filled and expanded as the temperature rises, thereby maintaining a constant pressure in the system.It also helps to operate or temper the electric drive unit and the HV battery unit at exactly the right temperature and ensure proper functionality.

[0034] According to another preferred embodiment, the heat exchanger can have a fan, which can be electrically driven. The electrically driven fan supports the heat exchanger because it advantageously provides additional convection cooling in addition to the natural airflow. The heat exchanger with the electric fan can preferably be arranged at the front or to the side of a chassis. This can improve the overall energy efficiency of the battery-electric trailer because it positively influences the aerodynamic properties of the vehicle and potentially improves the cooling performance. This selected positioning could enable better air circulation and thus more efficient heat dissipation to the environment.The heat exchanger can preferably be designed as a radiator, whereby the heat exchanger and the fan can be designed as a common radiator-fan unit. This creates a compact, easy-to-manufacture component unit, through which the cooling circuit can be operated and heat dissipation to the environment is ensured. Advantageously, the coolant pump and the other auxiliary pumps can use the radiator-fan unit during operation as an additional aid for transporting the coolant. This represents a particularly efficient method, particularly from a fluid mechanics and energy perspective. This further increases the overall energy efficiency of the temperature regulation system.

[0035] According to a further, alternative preferred embodiment, a heat exchanger can be dispensed with entirely in the system. Instead, a sufficiently large cooling water reservoir can preferably be used.

[0036] According to a further preferred embodiment, in addition to the cooling circuit of the coolant, an additional air cooling unit can be provided for cooling the components to be tempered. Further preferably, the air cooling unit can additionally cool the component that has the lowest operating temperature compared to the other components.

[0037] According to a further preferred embodiment, in addition to the cooling circuit of the coolant, additional Peltier elements can be provided for cooling the components to be tempered. This advantageously eliminates any moving parts. The Peltier elements are advantageously relatively small and lightweight and are very robust. Furthermore, the use of gases and liquids is avoided with this cooling method. They also represent the most cost-effective method, especially for small volumes to be cooled. Precise temperature control with high response speed can be achieved.

[0038] Preferably, the coolant circulating in the cooling circuit can be a water-glycol mixture, wherein the coolant mixture is composed such that it can be used both to cool the individual components and, by prior heating, preferably by means of the electric heater integrated into the cooling circuit, to supply heat to the individual components. This advantageously provides a single coolant that can be used equally effectively for cooling and heating. The water-glycol mixture as a coolant advantageously offers efficient heat transfer properties and simultaneously protects the coolant from freezing at low temperatures.

[0039] According to a further aspect of the invention, a method for operating a commercial vehicle, in particular a battery-electrically powered trailer, with a temperature regulation system according to the invention is proposed. The trailer can preferably be a conventional semitrailer of a tractor unit with three trailer axles. Further preferably, the middle axle of the three trailer axles can be equipped with the described electric drive. Further preferably, the HV battery unit and the control unit can be box-shaped and mechanically decoupled and arranged on a chassis of the battery-electrically powered trailer. This advantageously results in improved mechanics and dynamics of the components during ferry operation.

[0040] Overall, the inventive concept of a commercial vehicle, in particular a battery-electric trailer, with a temperature regulation system offers a more flexible, more efficient solution to meet the different thermal requirements of an electrified commercial vehicle or trailer and contributes significantly to increased performance and safety.

[0041] Further features, details, and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. They show:

[0042] Fig. 1 is a schematic representation of an operating mode of the system according to the invention for temperature regulation of the power electronics components.

[0043] The system for temperature regulation of the power electronics components, generally designated 10 in Fig. 1, is implemented on a commercial vehicle, in particular on a battery-electrically powered trailer or semi-trailer (not shown), and can temperature regulate all of the components of the battery-electric drive train shown as required. In particular, the battery-electrically powered trailer uses its electric drive to support a combustion engine-driven main drive of a tractor (not shown), to which the trailer is coupled as standard via a so-called kingpin. The temperature regulation system 10 or the battery-electrically powered trailer comprises an HV battery unit 20 and an electric drive unit 7 driven or drivable by the electrical energy of the HV battery unit 20. A control unit 30 is also provided.The system 10 also has a heat exchanger 2 and a coolant pump 3 for transporting or circulating the coolant.

[0044] The HV battery unit 20 shown has a total energy capacity of 600 kWh and is formed by two parallel battery strings, each comprising three traction battery packs 22, each of the three traction battery packs 22 of the two parallel battery strings comprising three HV traction batteries. Thus, each traction battery pack 22 comprises three HV batteries for traction purposes. During operation of the system 10, the coolant flows through and temperature-controlled through all of the traction battery packs 22, with each battery string being assigned a further first and second auxiliary pump 3', 3" in addition to a main coolant pump 3. These pumps are connected to a cooling circuit 9 and transport the coolant to the respective battery string.

[0045] The electric drive unit 7 of the battery-powered trailer, shown schematically in the specific drawing, is designed as a dual drive with a direct transmission connection. The electric drive unit comprises two outer electric motors 8, associated inverters 4, and a central transmission 6, which is connected to the two outer electric motors 8 arranged laterally or to the sides of the transmission for drive purposes. The transmission 6 is designed as a reduction gear (or offset gear).

[0046] The control unit 30 comprises an on-board charger 32 for charging the HV battery unit 20, as well as a first 12V DC converter 34 and a 24V DC converter 34'. The control unit 30 is designed as a control unit box and encloses the aforementioned components, wherein the control unit 30 comprises at least one further power electronics component 35.

[0047] The system 10 comprises a single cooling circuit 9 of the coolant for tempering the HV battery unit 20, the electric drive unit 7 and the control unit 30, wherein the cooling circuit 9 optionally cools or heats the HV battery unit 20, the electric drive unit 7 and the control unit 30 depending on an operating temperature of the components to be tempered and an ambient temperature of the system 10.

[0048] For tempering, the liquid coolant is circulated through the cooling circuit 9 and the individual drive train components 30, 7, 20 to be tempered and then flows to the heat exchanger 2 in order to dissipate the heat energy absorbed by the individual components of the electric drive during circulation in the cooling circuit 9 to the environment.

[0049] The coolant circulating in the cooling circuit 9 is a water-glycol mixture, wherein the coolant mixture is composed in such a way that it can be used both for cooling the individual components and for supplying heat to the individual components by prior heating, preferably by means of an electric heater.

[0050] The system 10 has one or more multi-way valves (not shown), wherein the system 10 comprises a plurality of pressure and / or flow sensors, which for the sake of clarity are not shown in detail in the schematic Fig. 1. Via the at least one multi-way valve, which can be designed, for example, as a 3 / 2-way valve, the system 10 can alternatively connect a further, secondary cooling circuit.

[0051] The system 10 also includes an electric heater near the HV battery unit, which is also connected to the cooling circuit 9 and can be selectively switched on to preheat the coolant circulating in the cooling circuit 9 for heating circulation. The electric heater heats the coolant and transports it to the respective component, preferably the HV battery unit 20, to preheat it to a suitable operating temperature when the ambient temperature of the components to be tempered, preferably the HV battery unit 20, falls below a limit of 0°C.

[0052] The system 10 can additionally comprise a plurality of heating films (not shown) for heating the HV battery unit 20 when the ambient temperature falls below a limit of 0°C. The heating films for heating the HV battery unit 20 can be attached directly to the housings or battery boxes of the drive battery packs 22. Furthermore, the system 10 comprises an expansion tank 5, wherein the expansion tank 5 is connected to the cooling circuit 9 on an inlet and outlet side of the heat exchanger 2.

[0053] The heat exchanger 2 has a fan or ventilator (not shown), which is electrically driven. The heat exchanger 2 with an electrically driven fan can be arranged, for example, on the front of the trailer or to the side of a trailer chassis.

[0054] Furthermore, in addition to the cooling circuit 9 of the coolant, an additional air cooling unit (not shown) can be provided for cooling the components to be tempered, wherein the air cooling unit can be used for additional cooling of the component 30, 7, 20 to be tempered which has the lowest operating temperature compared to the other components.

[0055] In addition to the actual cooling circuit 9 of the coolant, additional Peltier elements (not shown) can be provided for additional cooling of the components 30, 7, 20 to be tempered.

[0056] The invention is not limited to the embodiments described above, but can be modified in a variety of ways. In general, the dynamic and intelligent system for temperature regulation is suitable for power electronics and drivetrain components of modern, battery-electric vehicles, such as commercial vehicles or passenger cars.

[0057] The system is particularly suitable for temperature regulation in battery-electric trailers or semi-trailers that are coupled to a combustion engine-powered tractor. This type of trailer or semi-trailer is particularly suitable for

[0058] Due to their specific design and operating mode, commercial vehicles require efficient temperature management for their electrical components. The scope of application takes into account the varying operating conditions under which an electrified trailer operates, including different climatic conditions and driving situations, which place different demands on the temperature regulation system. The overall aim of the invention is to maximize the energy efficiency of the temperature control system while simultaneously increasing the safety and reliability of the entire electrical system of the trailer, including all individual components. Due to its specific focus on electrically powered semi-trailers and trailers, the invention offers a tailor-made solution for the unique challenges arising from the integration of electric drive systems into commercial vehicles.

[0059] All features and advantages arising from the claims, the description and the drawings, including design details, spatial arrangements and method steps, can be essential to the invention both individually and in a wide variety of combinations.

[0060] Reference symbol list

[0061] Heat exchanger (with fans)

[0062] Coolant pump (for the entire cooling circuit, main pump)' first auxiliary pump (battery unit) “ second auxiliary pump (battery unit)

[0063] Inverter

[0064] Expansion tank

[0065] Gearbox (reduction gear / offset gear)

[0066] Electric drive unit

[0067] Electric motors (dual drive)

[0068] Cooling circuit (single main circuit) 0 Temperature regulation system 0 HV battery unit (battery strings) 2 Traction battery packs (each with three HV battery modules) 0 Control unit 2 On-board charger (OBC) 4 DC-DC converters (12V) 4 DC-DC converters (24V) 5 Other power electronics components

Claims

Patent claims 1. A commercial vehicle, in particular a battery-electrically powered trailer for coupling to a semitrailer tractor, comprising a system (10) for temperature regulation of the power electronics in battery-electrically powered trailers, comprising an HV battery unit (20), an electric drive unit (7) driven by the electrical energy of the HV battery unit (20), and a control unit (30), wherein the system (10) has at least one heat exchanger (2) and at least one coolant pump (3), characterized in that the system (10) has at least one cooling circuit (9) of a coolant for tempering the HV battery unit (20), the electric drive unit (7), and the control unit (30), wherein the cooling circuit (9) depending on an operating temperature of the components to be tempered and an ambient temperature of the system (10),the electric drive unit (7) and the control unit (30) are optionally cooled or heated., 2. Commercial vehicle according to claim 1, characterized in that the system (10) comprises at least one multi-way valve, wherein the system (10) has a plurality of pressure and / or flow sensors.

3. Commercial vehicle according to claim 1 or 2, characterized in that the control unit (30) comprises an on-board charger (32) for charging the HV battery unit (20) and at least one DC-DC converter (34, 34').

4. Commercial vehicle according to one of the preceding claims, characterized in that the control unit (30) is designed as a control unit box, wherein the control unit (30) comprises at least one further power electronics component (35).

5. Commercial vehicle according to one of the preceding claims, characterized in that the electric drive unit (7) comprises at least one, preferably at least two, electric motors (8) and associated inverters (4), wherein the electric drive unit (7) has a transmission (6) which is connected to the electric motors (8) for drive purposes.

6. Commercial vehicle according to one of the preceding claims, characterized in that the HV battery unit (20) is formed by two battery strings, each comprising three drive battery packs (22) through which the coolant flows and is tempered, wherein each battery string is assigned an additional pump (3', 3") which is connected to the cooling circuit (9) and conveys the coolant into the respective battery string.

7. Commercial vehicle according to one of the preceding claims, characterized in that the system (10) has an electric heater which is connected to the cooling circuit (9) and can be switched on optionally, wherein the electric heater heats the coolant and supplies it to the respective component, preferably the HV battery unit (20), when the ambient temperature of the components to be tempered, preferably the HV battery unit (20), falls below a limit value of 0°C.

8. Commercial vehicle according to claim 6, characterized in that the system (10) has a plurality of heating films for heating the HV battery unit (20) when the ambient temperature falls below a limit value of 0° C, wherein the heating films for heating the HV battery unit (20) are arranged immediately and directly on housings of the drive battery packs (22).

9. Commercial vehicle according to one of the preceding claims, characterized in that the system (10) has at least one expansion tank (5), wherein the at least one expansion tank (5) is connected on the one hand to the heat exchanger (2) and on the other hand to the cooling circuit (9).

10. Commercial vehicle according to one of the preceding claims, characterized in that the heat exchanger (2) has a fan, wherein the fan is electrically driven.

11. Commercial vehicle according to claim 10, characterized in that the heat exchanger (2) with electric fan is arranged on a front side or laterally to a chassis.

12. Commercial vehicle according to one of the preceding claims, characterized in that in addition to the cooling circuit (9) of the coolant, an additional Air cooling unit is provided for cooling the components to be tempered.

13. Commercial vehicle according to one of the preceding claims, characterized in that in addition to the cooling circuit (9) of the coolant, additional Peltier elements are provided for cooling the components to be tempered.

14. Commercial vehicle according to one of the preceding claims, characterized in that the coolant circulating in the cooling circuit (9) is a water-glycol mixture, the coolant mixture being composed in such a way that it can be used both for cooling the components to be tempered and for supplying heat to the individual components by prior heating, preferably by means of an electric heater.

15. Method for operating a commercial vehicle, in particular a battery-electrically powered trailer, with a system (10) for temperature regulation according to one of the preceding claims.

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