Energy management system and vehicle

Abstract

An energy management system (10) is disclosed for an at least partially electric vehicle (20). The system (10) comprises a battery coolant circuit (b) configured to regulate the temperature of one or more propulsion batteries (b1) of the vehicle (20), a cabin coolant circuit (2) configured to heat an occupant compartment (55) of the vehicle (20), and a brake resistor (6). The system (10) further comprises a flow control assembly (21) controllable between a battery heating state in which at least part of coolant from the brake resistor (6) is directed through the battery coolant circuit (b), and a cabin heating state in which at least part of coolant from the brake resistor (6) is directed through the cabin coolant circuit (2). The present disclosure further relates to a vehicle (20) comprising an energy management system (10).

Description

[0001] Energy Management System and Vehicle

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to an energy management system for an at least partially electric vehicle. The present disclosure further relates to a vehicle comprising an at least partially electric propulsion system.

[0004] BACKGROUND

[0005] Powertrains are used in vehicles for providing motive power to the vehicle via a number of wheels of the vehicle. A powertrain comprises a power source and a drive train. Traditionally, vehicles have been provided with a power source in the form of an internal combustion engine. However, a current trend is towards electric drive which provides many advantages, especially regarding local emissions. Such vehicles comprise one or more electric propulsion motors configured to provide motive power to the vehicle. These types of vehicles can be divided into the categories pure electric vehicles and hybrid electric vehicles. Pure electric vehicles, sometimes referred to as battery electric vehicles, only-electric vehicles, and allelectric vehicles, comprise a pure electric powertrain and comprise no internal combustion engine and therefore produce no emissions in the place where they are used.

[0006] A hybrid electric vehicle comprises two or more distinct types of power, such as an internal combustion engine and an electric propulsion system. The combination of an internal combustion engine and an electric propulsion system provides advantages with regard to energy efficiency, partly because of the poor energy efficiency of an internal combustion engine at lower power output levels. Moreover, some hybrid electric vehicles are capable of operating in pure electric drive when wanted, such as when driving in certain areas.

[0007] In at least partially electric vehicles, such as pure electric vehicles and hybrid electric vehicles, the electricity is usually stored in an electrical storage system normally comprising a number of battery packs each comprising a number of rechargeable battery cells. Some different types of battery cells are used, such as lithium-ion battery cells, lithium polymer battery cells, as well as other types of rechargeable battery cells. Multiple battery packs are often required to ensure a sufficient available operational range of a vehicle, system voltage and power, especially in battery packs for heavier types of vehicles.

[0008] The temperature of the battery cells of a battery pack affects the performance, safety, and longevity of the battery pack. Therefore, vehicles can comprise a battery coolant circuit configured to regulate the temperature of the battery cells. This circuit typically circulates a coolant fluid through channels in or around the battery packs to absorb excess heat generated during charging and discharging cycles. By preventing overheating, the battery coolant circuit helps to maintain the efficiency of the battery cells and extends their lifespan. Additionally, in colder climates, the coolant circuit can be used to warm the battery cells to ensure efficient operation, as low temperatures can significantly impact battery performance and charging capabilities. Consequently, temperature regulation through a battery coolant circuit can ensure the reliable operation of both pure electric vehicles and hybrid electric vehicles.

[0009] Vehicles normally comprise an occupant compartment configured to accommodate a number of vehicle occupants, such as a driver and one or more passengers of the vehicle. Moreover, vehicles normally comprise a heating system arranged to heat the occupant compartment of the vehicle. The occupant compartment is preferably heated upon low ambient temperatures to provide comfort for the vehicle occupants in the occupant compartment but also for safety reasons because the heating helps to keep the vehicle’s windows clear of condensation and ice.

[0010] In addition to providing motive power, the electric propulsion system in electric and hybrid vehicles can also be utilized for braking the vehicle. This process, known as regenerative braking, allows the electric machine to function as a generator during braking or deceleration. When braking is initiated, either by the driver or by an at least partially autonomous driving system, the electric motor reverses its function and begins to convert the kinetic energy of the moving vehicle into electrical energy. This recovered energy is then stored in the vehicle's propulsion batteries for later use, increasing the overall energy efficiency of the vehicle. Regenerative braking not only helps to reduce wear on the traditional braking system but also contributes to extending the driving range of the vehicle by effectively reusing energy that would otherwise be lost as heat.

[0011] Moreover, there may be legal requirements specifying that certain vehicles, such as heavy vehicles, must be equipped with secondary braking systems to ensure additional safety. The use of the electric propulsion system for regenerative braking can fulfil such requirements. However, problems may arise when performing regenerative braking if the propulsion batteries are already fully charged or if the electrical current generated by one or more electric machines of the vehicle exceeds what can be used for charging the propulsion batteries. In such situations, the batteries cannot accept additional electrical energy, which could potentially limit the effectiveness of regenerative braking. To address this issue, a braking resistor can be employed to dissipate the excess electrical energy as heat. In scenarios such as heavy braking or braking on long downhill slopes, the braking resistor may generate large amounts of heat to manage the surplus energy.

[0012] As mentioned, the use of an at least partially electric powertrain can provide many advantages. However, these systems can also lead to increased complexity, weight, and higher costs. That is, complex systems often require more components, advanced control systems, and specialized maintenance, all of which contribute to higher manufacturing, assembling, and servicing costs. Furthermore, complex powertrain systems may demand more space within the vehicle, making it challenging to meet spatial requirements, especially in designs where space is limited. In contrast, a less complex system can lower production and assembly costs, simplify maintenance procedures, and more easily accommodate spatial constraints, ultimately making the vehicle more cost-effective and easier to service throughout its lifecycle.

[0013] SUMMARY

[0014] It is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks. The object is achieved by the subject-matter of the appended independent claim(s).

[0015] According to a first aspect of the present disclosure, the object is achieved by an energy management system for an at least partially electric vehicle. The energy management system comprises a battery coolant circuit configured to regulate the temperature of one or more propulsion batteries of the vehicle, a cabin coolant circuit configured to heat an occupant compartment of the vehicle, and a brake resistor. The energy management system further comprises a flow control assembly controllable between:

[0016] - a battery heating state in which at least part of coolant from the brake resistor is directed through the battery coolant circuit, and

[0017] - a cabin heating state in which at least part of coolant from the brake resistor is directed through the cabin coolant circuit.

[0018] Since the system comprises the brake resistor, it can be ensured that one or more electrical machines of the vehicle can be utilized to brake the vehicle also when the one or more propulsion batteries is / are already fully charged or if the electrical current generated by the one or more electric machines exceeds what can be used for charging the one or more propulsion batteries. Moreover, since the system comprises the flow control assembly controllable to the battery heating state and the cabin heating state respectively, the heat generated by the brake resistor can be utilized for useful purposes, i.e. , heating the one or more propulsion batteries and heating the occupant compartment respectively. In this manner, the need for arranging an electrical heater in the battery coolant circuit is circumvented, or at least reduced.

[0019] Likewise, the need for arranging an electrical heater in the cabin coolant circuit is circumvented, or at least reduced. Accordingly, in this manner, conditions are provided for a less complex system comprising fewer components, which can reduce manufacturing, assembling and servicing costs of a vehicle comprising the system, as well as alleviate packing problems within the vehicle. Moreover, having fewer components can enhance reliability, simplify maintenance, and reduce overall weight of a vehicle comprising the system.

[0020] Accordingly, an energy management system is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above- mentioned object is achieved.

[0021] Optionally, the system comprises a propulsion coolant circuit configured to cool a part of a propulsion system of the vehicle and the brake resistor via a radiator. Thereby, a system is provided in which the propulsion coolant circuit is utilized for transferring heat generated by the brake resistor to the surroundings. In this manner, a high degree of cooling of the brake resistor can be ensured while ensuring a system having low complexity. That is, an alternative solution could be to arrange a separate cooling circuit with a separate radiator for cooling the brake resistor. Such solution would obviously add complexity, costs, and weight to the system and consequently also to a vehicle comprising the system.

[0022] Optionally, the brake resistor is arranged in the propulsion coolant circuit at a location downstream of the part of the propulsion system and upstream of the radiator. Thereby, it can be ensured that the part of the propulsion system is not exposed to excessively hot coolant during the operation of the brake resistor.

[0023] Optionally, the flow control assembly is controllable to adjust the flow of coolant from the brake resistor to the battery coolant circuit, the cabin coolant circuit, and the radiator, in a gradual or incremental manner. Thereby, a system is provided capable of regulating the transfer of heat from the brake resistor to the one or more propulsion batteries and the occupant compartment in an efficient manner. Moreover, by adjusting the flow gradually or incrementally, the system can respond smoothly to varying cooling or heating demands, providing more precise temperature control for the battery coolant circuit, the cabin coolant circuit, and the radiator, reducing the likelihood of thermal shock to components, and enhancing the overall efficiency and stability of the system.

[0024] Optionally, the propulsion system comprises an electric machine and power electronics, and wherein the part of the propulsion system comprises at least one of the electric machine and the power electronics. Thereby, a system is provided in which one coolant circuit, i.e. , the propulsion coolant circuit, is utilized for cooling the brake resistor and at least one of the electric machine and the power electronics. In other words, conditions are provided for a system with low complexity while ensuring efficient cooling of systems and components of the vehicle.

[0025] Optionally, the system comprises a first supply conduit configured to supply coolant from the propulsion coolant circuit to the cabin coolant circuit when the flow control assembly is in the cabin heating state, and wherein the first supply conduit is connected to the propulsion coolant circuit at a location downstream of the brake resistor and upstream of the radiator. Thereby, conditions are provided for supplying hot coolant from the brake resistor to the propulsion coolant circuit. Accordingly, in this manner, the occupant compartment can be heated in an efficient and powerful manner utilizing the heat generated by the brake resistor.

[0026] Optionally, the system comprises a second supply conduit connecting the battery coolant circuit to the cabin coolant circuit, and wherein the system is configured such that coolant is supplied from the propulsion coolant circuit to the battery coolant circuit via each of the first and second supply conduits when the flow control assembly is in the battery heating state. Thereby, a system is provided having conditions for a low number of conduits, facilitated routing of conduits, and a low number of controllable valve units.

[0027] Optionally, the cabin coolant circuit comprises a heat exchanger configured to heat the occupant compartment, and wherein the flow control assembly is controllable to between a first battery heating substate, in which coolant from the propulsion coolant circuit is directed to the battery coolant circuit via the heat exchanger, and a second battery heating substate, in which coolant from the propulsion coolant circuit is directed to the battery coolant circuit in a manner bypassing the heat exchanger. Thereby, a system is provided having conditions for a high degree of control of the temperature of coolant being conducted into the battery coolant circuit, while being able to heat the occupant compartment in an efficient and powerful manner using heat generated by the brake resistor. Optionally, the system comprises an expansion vessel, a first static line connecting the propulsion coolant circuit to the expansion vessel, and a second static line connecting the battery coolant circuit to the expansion vessel. Thereby, coolant can be returned from the battery coolant circuit to the propulsion coolant circuit via the first and second static lines when the flow control assembly is in the battery heating state. By utilizing the first and second static lines for returning coolant from the battery coolant circuit to the propulsion coolant circuit, conditions are provided for utilizing a low number of conduits which enables easier routing of conduits within the system. Moreover, conditions are provided for a system with a low complexity helping to alleviate packing problems in vehicles.

[0028] The term “static line” as used herein refers to a coolant line that connects an expansion vessel to the suction side of a coolant pump in a coolant circuit. The purpose of the static line is to provide a “static”, i.e. , non-varying or low-varying, coolant feeding pressure to the suction side of the coolant pump. In this manner, the static line can reduce the risk of steam build-up and cavitation in the coolant pump.

[0029] According to a second aspect of the present disclosure, the object is achieved by a vehicle comprising an at least partially electric propulsion system, one or more propulsion batteries, an occupant compartment, and an energy management system according to the first aspect of the present disclosure.

[0030] Since the energy management system of the vehicle comprises the brake resistor, it can be ensured that one or more electrical machines of the at least partially electric propulsion system can be utilized to brake the vehicle also when the one or more propulsion batteries is / are already fully charged or if the electrical current generated by the one or more electric machines exceeds what can be used for charging the one or more propulsion batteries.

[0031] Moreover, since the energy management system of the vehicle comprises the flow control assembly controllable to the battery heating state and the cabin heating state respectively, the heat generated by the brake resistor can be utilized for useful purposes, i.e., heating the one or more propulsion batteries and heating the occupant compartment respectively. In this manner, the need for arranging an electrical heater in the battery coolant circuit is circumvented, or at least reduced. Likewise, the need for arranging an electrical heater in the cabin coolant circuit is circumvented, or at least reduced. Accordingly, in this manner, conditions are provided for a less complex vehicle comprises fewer components, which can reduce manufacturing, assembling and servicing costs of the vehicle, as well as alleviate packing problems within the vehicle. Moreover, having fewer components can enhance reliability, simplify maintenance, and reduce overall weight of the vehicle.

[0032] Accordingly, a vehicle is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0033] Optionally, the vehicle is a heavy wheeled vehicle, such as a truck or a bus. Thereby, a heavy wheeled vehicle is provided having at least some of the above-mentioned advantages.

[0034] It will be appreciated that the various embodiments described for the method are all combinable with the control arrangement as described herein. That is, the control arrangement according to the fourth aspect of the invention may be configured to perform any one of the method steps of the method according to the first aspect of the invention.

[0035] Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description.

[0036] BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which:

[0038] Fig. 1 schematically illustrates a vehicle according to some embodiments, and

[0039] Fig. 2 schematically illustrates an energy management system of the vehicle illustrated in Fig. 1.

[0040] DETAILED DESCRIPTION

[0041] Aspects of the present disclosure will now be described more fully. Like reference signs refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity.

[0042] Fig. 1 schematically illustrates a vehicle 20 according to some embodiments. According to the illustrated embodiments, the vehicle 20 is a truck, i.e., a type of heavy wheeled vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 20, as referred to herein, may be another type of heavy or lighter type of manned or unmanned vehicle for land-based propulsion such as a lorry, a construction vehicle, a tractor, a bus, a car, or the like.

[0043] The vehicle 20 comprises an at least partially electric propulsion system 30 configured to provide motive power to the vehicle 20 via wheels 47 of the vehicle 20. For reasons of brevity and clarity, the at least partially electric propulsion system 30 is in some places herein simply referred to as the “propulsion system 30”. The wording “at least partially electric” as used herein, means that the propulsion system 30 of the vehicle 20 may be a fully electric propulsion system, comprising one or more electric machines as the only means of providing propulsion power to the vehicle 20, or a partially electric powertrain, comprising one or more electric machines combined with a further power unit for providing propulsion power to the vehicle 20. The partially electric powertrain may also be referred to as a hybrid electric powertrain and the further power unit referred to above may for example comprise an internal combustion engine.

[0044] The propulsion system 30 comprises an electric machine m for providing motive power to the vehicle 20. According to the illustrated embodiments, the electric machine m is configured to provide motive power to the vehicle 20 via a transmission 46 and wheels 47 of the vehicle 20. The electric machine m may also be referred to as an electric propulsion machine, an electric motor, an electric propulsion motor, or the like. The vehicle 20 in Fig. 1 is schematically depicted as comprising one electric machine m. However, the propulsion system 30 of the vehicle 20 may comprise two or more electric machines m each configured to provide motive power to the vehicle 20.

[0045] According to the illustrated embodiments, the propulsion system 30 of the vehicle 20 is a pure electrical propulsion system. However, according to further embodiments, the propulsion system 30 of the vehicle 20 may comprise an internal combustion engine configured to provide motive power to the vehicle 20 in addition to one or more electric propulsion machines m, as indicated above.

[0046] The vehicle 20 comprises a propulsion battery b1. The propulsion battery b1 is configured to provide electricity to the electric machine m of the propulsion system 30 of the vehicle 20. The propulsion battery b1 may comprise a number of rechargeable battery cells, such as lithium-ion battery cells, lithium polymer battery cells, nickel-metal hydride battery cells, sodium-ion battery cells, or the like. In Fig. 1, the vehicle 20 is illustrated as comprising one propulsion battery b1 in the form of a battery pack. The battery pack may comprise a number of battery layers each comprising a number of battery modules, wherein each battery module may comprise a number of rechargeable battery cells. According to embodiments herein, the propulsion battery b1 has a nominal voltage within the so-called Voltage Class B, usually abbreviated VCB, namely a nominal voltage equal to, or higher than, 60 volts. The wording propulsion battery b1, as referred to herein, may encompass one battery pack, one layer of battery cells, or one battery module according to the above. Obviously, as indicated above, the vehicle 20 may comprise a larger number of propulsion batteries b1 than one. Therefore, even though one reference sign “b1” is used for the propulsion battery b1 in the figures herein, the propulsion battery b1 is in several places herein referred to as the one or more propulsion batteries b1.

[0047] According to the illustrated embodiments, the vehicle 20 is a wheeled vehicle comprising a number of wheels 47, 47’. According to the embodiments illustrated in Fig. 1, the vehicle 20 comprises two driven wheels 47 which constitute rear-wheels of the vehicle 20. The vehicle 20 further comprises two non-driven wheels 47’, which according to the illustrated embodiments constitute front-wheels of the vehicle 20. In other words, in these embodiments, the electric machine m is configured to provide motive power to the vehicle 20 via the driven wheels 47 of the vehicle 20. However, according to further embodiments, the vehicle 20 may comprise another configuration of driven and non-driven wheels.

[0048] In Fig. 1, the vehicle 20 is illustrated as positioned in an intended use position on a flat surface 51 supporting the vehicle 20. As seen in Fig. 1 , the wheels 47, 47’ of the vehicle 20 abut against the flat surface 51 when the vehicle 20 is positioned in the intended use position thereon. Moreover, in Fig. 1, a forward moving direction fd and a reverse moving direction rd of the vehicle 20 are indicated. The reverse moving direction rd of the vehicle 20 is opposite to the forward moving direction fd of the vehicle 20.

[0049] Furthermore, in Fig. 1, a longitudinal direction Id of the vehicle 20 is indicated. The longitudinal direction Id of the vehicle 20 is parallel to a flat surface 51 supporting the vehicle 20 when the vehicle 20 is positioned in the intended upright use position thereon. Moreover, the longitudinal direction Id of the vehicle 20 is parallel to the forward moving direction fd of the vehicle 20 as well as to the reverse moving direction rd of the vehicle 20. A vertical direction vd of the vehicle 20 is also indicated in Fig. 1. The vertical direction vd of the vehicle 20 is perpendicular to the longitudinal direction Id of the vehicle 20. Moreover, when the vehicle 20 is positioned in the intended use position on a flat horizontal surface, the vertical direction vd of the vehicle 20 coincides with a gravity vector at the location of the vehicle 20. The number of wheels 47, 47’ of the vehicle 20 is supported relative to a chassis 40 of the vehicle 20 via wheel axles. According to some embodiments, the vehicle 20 may comprise a wheel suspension system resiliently suspending the wheels 47, 47’ of the vehicle 20 relative to the chassis. The chassis 40 of the vehicle 20 serves as a structural framework that supports other components and systems of the vehicle 20, such as the propulsion system 30 and a cab 45 of the vehicle 20.

[0050] That is, as is seen in Fig. 1, according to the illustrated embodiments, the vehicle 20 comprises a cab 45. According to the illustrated embodiments, the cab 45 is resiliently suspended relative to the chassis 40. The cab 45 accommodates an occupant compartment 55. The occupant compartment 55 is arranged to accommodate one or more vehicle occupants, such as a driver and possibly one or more passengers. According to the illustrated embodiments, the occupant compartment 55 also comprises a driver environment of the vehicle 20. The term "driver environment” refers to the area within the vehicle 20 where a driver operates and controls the vehicle 20. The driver environment typically includes the driver's seat, steering wheel, pedals, dashboard, and other control interfaces and displays that the driver may use to manage the functions of the vehicle 20.

[0051] As is indicated in Fig. 1, the vehicle 20 comprises an energy management system 10. As is explained in the following, the energy management system 10 is configured to regulate the temperature of the one or more propulsion batteries b1 of the vehicle 20. Moreover, as is further explained below, according to the illustrated embodiments, the energy management system 10 is configured to regulate the temperature of the electric machine m of the propulsion system 30 as well as the temperature of the occupant compartment 55 of the vehicle 20.

[0052] Fig. 2 schematically illustrates the energy management system 10 of the vehicle 20 illustrated in Fig. 1. For reasons of brevity and clarity, the energy management system 10 is in some places herein simply referred to as “the system 10”. Below, simultaneous reference is made to Fig. 1 and Fig. 2, if not indicated otherwise.

[0053] According to the illustrated embodiments, the energy management system 10 comprises a first heat pump circuit hi. The first heat pump circuit hi has been illustrated in dotted lines in Fig. 2. According to the illustrated embodiments, as is further explained herein, the first heat pump circuit hi is configured to cool coolant pumped to the one or more propulsion batteries b1. Therefore, the first heat pump circuit hi , as referred to herein, may also be referred to as a battery heat pump circuit, or the like.

[0054] The first heat pump circuit hi comprises a first evaporator e1 and a first condenser k1. Like above, since the first heat pump circuit hi is configured to cool coolant pumped to the one or more propulsion batteries b1 , according to the illustrated embodiments, the first evaporator e1 may also be referred to as a battery evaporator, or the like, and the first condenser k1 may also be referred to as a battery condenser, or the like. The first heat pump circuit hi further comprises a compressor 11 configured to compress refrigerant in the first heat pump circuit hi in a direction towards the first condenser k1 and an expansion valve ex1 arranged upstream of the first evaporator e1. In this manner, heat can be transferred from the first evaporator e1 to the first condenser k1 upon operation of the compressor 11 of the first heat pump circuit hi .

[0055] The energy management system 10 according to the embodiments illustrated in Fig. 2 further comprises a thermal conditioning circuit 1. The thermal conditioning circuit 1 is arranged to exchange heat with the first evaporator e1. In other words, the first evaporator e1 is arranged to cool coolant of the thermal conditioning circuit 1.

[0056] Moreover, as is further explained in detail below, the energy management system 10 comprises a battery coolant circuit b arranged to regulate the temperature of the one or more propulsion batteries b1 using coolant from thermal conditioning circuit 1.

[0057] According to the illustrated embodiments, the energy management system 10 comprises a common conduit section 5. As can be seen in Fig. 2, each of the thermal conditioning circuit 1 and the battery coolant circuit b extends through the common conduit section 5. According to the illustrated embodiments, the common conduit section 5 is a type of coolant distribution manifold, i.e. , a manifold comprising various connections 2s”, 1”, b’ T, b” for distributing and receiving coolant to / from various coolant circuits 1 , 2, 3, b of the energy management system 10 as will be further explained in detail herein.

[0058] As can be seen in Fig. 2, each of the thermal conditioning circuit 1 and the battery coolant circuit b comprises a respective coolant pump p1 , pb controllable to pump coolant through the common conduit section 5. That is, in more detail, the thermal conditioning circuit 1 comprises a first coolant pump p1 configured to pump coolant through the thermal conditioning circuit 1. Moreover, the thermal conditioning circuit 1 comprises a first radiator r1 configured to radiate heat from the thermal conditioning circuit 1 , a first bypass line 1b bypassing the first radiator r1 , and a first valve v1 controllable to direct coolant through the first radiator r1 and / or through the first bypass line 1b. According to the illustrated embodiments, the first radiator r1 is arranged at a front area of the vehicle 20 to be subjected to airflow generated during movement of the vehicle 20 in the forward moving direction fd thereof.

[0059] As seen in Fig. 2, according to the illustrated embodiments, the thermal conditioning circuit 1 extends through the common conduit section 5 via an inlet and an outlet connection T, 1” on the common conduit section 5. The thermal conditioning circuit 1 thus extends through the common conduit section 5 between the inlet and outlet connections T, 1” indicated in Fig. 2. Moreover, according to the illustrated embodiments, the thermal conditioning circuit 1 comprises a second bypass line T” and a valve v1x arranged downstream of the first evaporator e1 in the thermal conditioning circuit 1. The valve v1x is controllable to direct coolant to the inlet connection T or to the bypass line T”. The valve v1x may be controlled to direct coolant to the bypass line T” when not wanting to actively cool the one or more propulsion batteries b1 and / or when wanting to heat the one or more propulsion batteries b1, as is further explained herein. Consequently, the valve v1x may be controlled to direct coolant to the inlet connection T when wanting to cool the one or more propulsion batteries b1 using coolant from the thermal conditioning circuit 1.

[0060] The battery coolant circuit b extends through cooling channels of the propulsion battery b1 , wherein the cooling channels are in thermal contact with battery cells of the propulsion battery b1. Moreover, the battery coolant circuit b comprises a coolant pump pb configured to pump coolant through the battery coolant circuit b. As indicated in Fig. 2, the battery coolant circuit b extends through the common conduit section 5 via an inlet and an outlet connection b’, b”. The thermal conditioning circuit 1 thus extends through the common conduit section 5 between the inlet and outlet connections b’, b” indicated in Fig. 2. The energy management system 10 may comprise a number of further battery coolant circuits each comprising a respective inlet and outlet connection on the common conduit section 5 and a coolant pump configured to pump coolant though the respective further battery coolant circuit.

[0061] According to the illustrated embodiments, the energy management system 10 comprises a second heat pump circuit h2. The second heat pump circuit h2 has been illustrated in dotted lines in Fig. 2. According to the illustrated embodiments, as is further explained herein, the second heat pump circuit h2 is configured to provide cooled air to the occupant compartment 55 of the vehicle 20. Therefore, the second heat pump circuit h2, as referred to herein, may also be referred to as an occupant compartment heat pump circuit, a cab heat pump circuit, or the like.

[0062] The second heat pump circuit h2 comprises a second evaporator e2 and a second condenser k2. Like above, since the second heat pump circuit h2 is configured to provide cooled air to the occupant compartment 55 of the vehicle 20, according to the illustrated embodiments, the second evaporator e2 may also be referred to as an occupant compartment evaporator, a cab evaporator, or the like, and the second condenser k2 may also be referred to as an occupant compartment condenser, a cab condenser, or the like.

[0063] The second heat pump circuit h2 further comprises a compressor 12 configured to compress refrigerant in a direction towards the second condenser k2 and an expansion valve ex2 arranged upstream of the second evaporator e2. In this manner, heat can be transferred from the second evaporator e2 to the second condenser k2 upon operation of the compressor 12 of the second heat pump circuit h2. According to the embodiments illustrated in Fig. 2, the second condenser k2 is arranged at a front area of the vehicle 20 to be subjected to airflow generated during movement of the vehicle 20 in the forward moving direction fd thereof.

[0064] According to the illustrated embodiments, the energy management system 10 comprises a propulsion coolant circuit 3. The propulsion coolant circuit 3 is configured to cool a part 30’ of the propulsion system 30 of the vehicle 20. According to the embodiments illustrated in Fig. 2, the part 30’ of the propulsion system 30 comprises the electric machine m and power electronics 17. According to further embodiments, the part 30’ of the propulsion system 30, as referred to herein, may comprise at least one of the electric machine m and the power electronics 17.

[0065] Accordingly, in the embodiments illustrated in Fig. 2, the propulsion coolant circuit 3 is configured to cool the electric machine m of the propulsion system 30 of the vehicle 20. In more detail, according to the illustrated embodiments, the energy management system 10 comprises a motor oil cooling circuit me comprising a heat exchanger oc and a pump op configured to pump oil through cooling channels of the electric machine m and through the heat exchanger oc, wherein the propulsion coolant circuit 3 is configured to cool oil in the heat exchanger oc. According to further embodiments, the propulsion coolant circuit 3 may be configured to cool the electric machine m of the vehicle 20 in another manner, such as by directing coolant from the propulsion coolant circuit 3 through cooling channels of the electric machine m or by cooling a heat exchanger of a coolant circuit comprising a coolant, for example in the form of a mixture of water and glycol.

[0066] Moreover, as mentioned, according to the illustrated embodiments, the propulsion coolant circuit 3 is configured to cool the power electronics 17 of the vehicle 20. The power electronics 17 of the vehicle 20 is configured to regulate the transfer of electricity between the one or more propulsion batteries b1 and the electric machine m. As an alternative, or in addition, the propulsion coolant circuit 3 may be configured to cool one or more other types of components, systems, or arrangements of the vehicle 20, such as an internal combustion engine, a retarder, one or more charging components, air compressors, auxiliary motors, or the like.

[0067] The propulsion coolant circuit 3 comprises a coolant pump p3 configured to pump coolant through the propulsion coolant circuit 3. Furthermore, the propulsion coolant circuit 3 comprises a radiator r3 configured to radiate heat from the propulsion coolant circuit 3 to the surroundings. The radiator r3 may be arranged at a front area of a vehicle 20 comprising the energy management system 10 as schematically depicted in Fig. 2. Moreover, as indicated in Fig. 2, the energy management system 10 may comprise a fan 57 arranged to generate an airflow through the radiator r3 of the propulsion coolant circuit 3, as well as through the second condenser k2, and the first radiator r1.

[0068] The propulsion coolant circuit 3 further comprises a valve v3b and a bypass line 3b bypassing the radiator r3, wherein the valve v3b is controllable to direct coolant through the radiator r3 and / or through the bypass line 3b.

[0069] The system 10 further comprises a cabin coolant circuit 2 configured to heat the occupant compartment 55 of the vehicle 20. According to the embodiments illustrated in Fig. 2, the cabin coolant circuit 2 comprises a heat exchanger 27 configured to heat the occupant compartment 55 using heat from the first condenser k1. In other words, according to the illustrated embodiments, the cabin coolant circuit 2 is configured to cool the first condenser k1. That is, according to the illustrated embodiments, the heat exchanger 27 is arranged downstream of the first condenser k1 and is configured to radiate heat from coolant of the propulsion coolant circuit 3 into the occupant compartment 55.

[0070] According to the illustrated embodiments, the heat exchanger 27 is arranged in a heater / cooler package together with the second evaporator e2, wherein the system 10 comprises a fan 58 arranged to generate an airflow through the heat exchanger 27 and the second evaporator e2 respectively into the occupant compartment 55. According to further embodiments, the heat exchanger 27, and / or the second evaporator e2, may be configured to regulate the temperature of the occupant compartment 55 in another manner. For example, according to some embodiments, the second evaporator e2 may be in thermal contact with coolant of the cabin coolant circuit 2. According to such embodiments, the cabin coolant circuit 2 is capable of cooling and heating the occupant compartment 55 and can therefore be said to be configured to regulate the temperature of the occupant compartment 55.

[0071] Moreover, according to the illustrated embodiments, the propulsion coolant circuit 3 comprises a coolant pipe section 15 configured to distribute coolant between the propulsion coolant circuit 3 and the cabin coolant circuit 2. The coolant pipe section 15 has a greater effective cross sectional area than conduits of the propulsion coolant circuit 3 and the cabin coolant circuit 2 in order to obtain a low flow velocity through the coolant pipe section 15. The coolant pipe section 15 may also be referred to a coolant distribution unit, a coolant manifold, or the like.

[0072] According to the illustrated embodiments, the system 10 comprises an expansion vessel 19. The expansion vessel 19 may also be referred to as an expansion tank, a coolant reservoir, or the like. The system 10 further comprises a first static line 23’ connecting the coolant pipe section 15 to the expansion vessel 19. A suction inlet of the coolant pump p2 of the cabin coolant circuit 2, as well as a suction inlet of the coolant pump p3 of the propulsion coolant circuit 3, are connected to the expansion vessel 19 via the first static line 23’. Moreover, the system 10 comprises a second static line 23 connecting the common conduit section 5 to the expansion vessel 19. According to the embodiments illustrated in Fig. 2, a suction inlet of the coolant pump p1 of the thermal conditioning circuit 1, as well as a suction inlet of the coolant pump pb of the battery coolant circuit b, are connected to the expansion vessel 19 via the second static line 23.

[0073] As understood from the above described, according to the illustrated embodiments, the first static line 23’ connects the propulsion coolant circuit 3 and the cabin coolant circuit 2 to the expansion vessel 19 via the coolant pipe section 15, and the second static line 23 connects the thermal conditioning circuit 1 and battery coolant circuit b to the expansion vessel 19 via the common conduit section 5.

[0074] As is further explained in the following, the first and second static lines 23’, 23 are used to deaerate the thermal conditioning circuit 1, the cabin coolant circuit 2, the propulsion coolant circuit 3, and the battery coolant circuit b. Therefore, each of the first and second static lines 23’, 23 may also be referred to as “a deaeration line”,” a combined static / deaeration line”, or the like.

[0075] According to the illustrated embodiments, the first static line 23’ is connected to the expansion vessel 19 via a portion of the second static line 23. According to further embodiments, the first static line 23’ may be connected to the expansion vessel 19 in another manner, such as via a direct connection. The coolant pipe section 15 and the first static line 23’ are configured such that air bubbles inside the coolant pipe section 15 can be transported by gravity from the coolant pipe section 15 to the expansion vessel 19 when these components are mounted in the intended mounting orientation relative to the vertical direction vd of the vehicle 20 and the vehicle 20 is positioned in the intended use position on a horizontal surface.

[0076] Likewise, the common conduit section 5 and the second static line 23 are configured such that air bubbles inside the common conduit section 5 can be transported by gravity from the common conduit section 5 to the expansion vessel 19 when these components are mounted in the intended mounting orientation relative to the vertical direction vd of the vehicle 20 and the vehicle 20 is positioned in the intended use position on a horizontal surface.

[0077] In this manner, the thermal conditioning circuit 1, the cabin coolant circuit 2, the propulsion coolant circuit 3, and the battery coolant circuit b can be deaerated in an efficient manner via the first and second static lines 23’, 23 and the expansion vessel 19. Moreover, conditions are provided for filling the thermal conditioning circuit 1, the cabin coolant circuit 2, the propulsion coolant circuit 3, and the battery coolant circuit b via one filling point located at or on the expansion vessel 19, which simplifies assembly, service, and repair of a vehicle 20 comprising the energy management system 10.

[0078] According to the embodiments illustrated in Fig. 2, the cabin coolant circuit 2 comprises a valve v2’ comprising an inlet connected to the heat exchanger 27, a first outlet connected to the coolant pipe section 15 via a first coolant distribution line s3, and a second outlet connected to a suction inlet of the coolant pump p2 of the cabin coolant circuit 2. The inlet, the first and second outlets of the valve v2’, as well as the suction inlet of the coolant pump p2 of the cabin coolant circuit 2, have not been provided with reference signs in Fig. 2 for reasons of brevity and clarity. Furthermore, according to the illustrated embodiments, the propulsion coolant circuit 3 comprises a second coolant distribution line s3’ connecting the coolant pipe section 15 to the suction inlet of the coolant pump p2 of the cabin coolant circuit 2. According to the embodiments illustrated in Fig. 2, the system 10 comprises a one-way valve vO configured to allow flow of coolant through the second coolant distribution line s3’ in a direction from the coolant pipe section 15 to the suction inlet of the coolant pump p2 and configured to block flow of coolant through the second coolant distribution line s3’ in a direction from the second outlet of the valve v2’ of the cabin coolant circuit 2 to the coolant pipe section 15.

[0079] The valve v2’ is controllable between a first state in which the valve v2’ directs coolant from the inlet to the first outlet and a second state in which the valve v2’ directs coolant from the inlet to the second outlet. The valve v2’ may for example be controlled to the first state when wanting to maximize cooling of the first condenser k1. The valve v2’ may for example be controlled to the second state when wanting to maximize the heat supplied to the occupant compartment 55 via the heat exchanger 27 for example during low ambient temperatures.

[0080] According to embodiments herein, the system 10 comprises a brake resistor 6. The brake resistor 6 is a component designed to dissipate excess electrical energy generated during regenerative braking of the at least partially electric vehicle 20. When the vehicle 20 is to slow down, the electric machine m can act as a generator, converting kinetic energy into electrical energy. If the one or more propulsion batteries b1 are fully charged or unable to absorb the generated energy quickly enough, the brake resistor 6 can convert the excess electrical energy into heat, preventing overcharging and protecting the one or more propulsion batteries b1. This helps in maintaining the efficiency and reliability of the vehicle's braking system while ensuring optimal performance and longevity of the one or more propulsion batteries b1.

[0081] According to the illustrated embodiments, the propulsion coolant circuit 3 is configured to cool the brake resistor 6 via the radiator r3. In other words, according to the illustrated embodiments, the brake resistor 6 is in heat exchanging contact with coolant of the propulsion coolant circuit 3. Therefore, upon operation, the heat generated by the brake resistor 6 is transferred to the coolant of the propulsion coolant circuit 3, and the heat can be dissipated to the surroundings via the radiator r3. According to the illustrated embodiments, the brake resistor 6 is arranged in the propulsion coolant circuit 3 at a location downstream of the part 30’ of the propulsion system 30, downstream of the valve v3b, and upstream of the radiator r3. Moreover, according to the illustrated embodiments, the system 10 comprises a first supply conduit s1 configured to supply coolant from the propulsion coolant circuit 3 to the cabin coolant circuit 2. In more detail, according to the embodiments illustrated in Fig. 2, the first supply conduit s1 comprises an inlet sT connected to the propulsion coolant circuit 3 at a location downstream of the brake resistor 6 and upstream of the radiator r3. Moreover, the first supply conduit s1 comprises an outlet s1” connected to the cabin coolant circuit 2 at a location downstream of the first condenser k1 and upstream of the heat exchanger 27.

[0082] The system 10 further comprises a valve v3 controllable to regulate the amount of coolant flowing from the brake resistor 6 to the first supply conduit s1 and to the radiator r3. According to the illustrated embodiments, the valve v3 comprises an inlet connected to the brake resistor 6, a first outlet connected to the radiator r3, and a second outlet connected to the inlet sT of the first supply conduit s1. The inlet and the first and second outlets of the valve v3 have not been provided with reference signs in Fig. 2 for reasons of brevity and clarity.

[0083] Furthermore, according to the illustrated embodiments, the system 10 further comprises a second supply conduit s2 with an inlet s2’ connected to the cabin coolant circuit 2 at a location downstream of the first condenser k1 and upstream of the heat exchanger 27. The second supply conduit s2 further comprises an outlet s2” connected to the common conduit section 5. As understood from the above described, the second supply conduit s2 connects the battery coolant circuit b to the cabin coolant circuit 2 because the common conduit section 5 is part of the battery coolant circuit b according to the illustrated embodiments.

[0084] The system 10 comprises a valve v2 controllable to an open state in which coolant from the cabin coolant circuit 2 is directed to the common conduit section 5 via the second supply conduit s2, and a closed state, in which coolant is blocked from flowing through the second supply conduit s2.

[0085] According to the embodiments illustrated in Fig. 2, the outlet s1” of the first supply conduit s1 is connected to the cabin coolant circuit 2 at a location downstream of the inlet s2’ of the second supply conduit s2. According to further embodiments, the outlet s1” of the first supply conduit s1 may be connected to the cabin coolant circuit 2 at a location upstream of the inlet s2’ of the second supply conduit s2.

[0086] According to embodiments herein, the system 10 comprises a flow control assembly 21.

[0087] According to the illustrated embodiments, the flow control assembly 21 comprises the above described valves vO, v2, v2’, v3, v3b. The flow control assembly 21 is controllable between a battery heating state in which at least part of coolant from the brake resistor 6 is directed through the battery coolant circuit b, and a cabin heating state in which at least part of coolant from the brake resistor 6 is directed through the cabin coolant circuit 2.

[0088] In this manner, the heat generated by the brake resistor 6 can be utilized for useful purposes, i.e. , heating the one or more propulsion batteries b1 and heating the occupant compartment 55 respectively. Thereby, the need for arranging an electrical heater eh1 for heating coolant of the battery coolant circuit b is circumvented, or at least reduced. Likewise, the need for arranging an electrical heater eh2 in the cabin coolant circuit 2 is circumvented, or at least reduced. That is, in Fig. 2, an electric heater eh1 in the thermal conditioning circuit 1 , which in lieu of the present solution may have been previously needed, is marked with a cross because it is no longer needed due to the features of the system 10. Likewise, in Fig. 2, an electric heater eh2 in the cabin coolant circuit 2, which in lieu of the present solution may have been previously needed, is marked with a cross since it is no longer needed due to the features of the system 10. Accordingly, due to the features of the system 10, conditions are provided for a less complex system 10 comprises fewer components, which can reduce manufacturing, assembling and servicing costs of a vehicle 20 comprising the system 10, as well as alleviate packing problems within the vehicle 20. Moreover, having fewer components can enhance reliability, simplify maintenance, and reduce overall weight of the vehicle 20.

[0089] According to the illustrated embodiments, the flow control assembly 21 is controllable to adjust the flow of coolant from the brake resistor 6 to the battery coolant circuit b, the cabin coolant circuit 2, and the radiator r3, in a gradual or incremental manner. This means that the valves vO, v2, v2’, v3, v3b within the flow control assembly 21 can be adjusted with fine precision to regulate the amount of coolant flowing from the brake resistor 6 to each of the battery coolant circuit b, the cabin coolant circuit 2, and the radiator r3, rather than switching the flow on or off abruptly. By adjusting the flow gradually or incrementally, the system 10 can respond smoothly to varying cooling or heating demands, providing more precise temperature control for the battery coolant circuit b, the cabin coolant circuit 2, and the radiator r3, reducing thermal shock to these components, and enhancing the overall efficiency and stability of the system 10. This approach allows for better management of temperature fluctuations and can optimize the energy management of the system 10.

[0090] Furthermore, according to some embodiments, the flow control assembly 21 is controllable to adjust the flow of coolant from the brake resistor 6 such that all coolant from the brake resistor 6 is directed to the radiator r3, to the cabin coolant circuit 2, or to the battery coolant circuit b. Moreover, according to some embodiments, the flow control assembly 21 is controllable to adjust the flow of coolant from the brake resistor 6 such that more than 90% of the coolant from the brake resistor 6 is directed to the radiator r3, to the cabin coolant circuit 2, or to the battery coolant circuit b. The phrase “the flow of coolant from the brake resistor 6”, as used herein, refers to the flow of coolant that has been heated by brake resistor 6.

[0091] When the flow control assembly 21 is in a cabin heating state, in which at least part of the coolant from the brake resistor 6 is directed into the cabin coolant circuit 2, the valve v3b is controlled to direct coolant towards the brake resistor 6, and the valve v3 is controlled to direct coolant to the second outlet thereof into the inlet sT of the first supply conduit s1. In this manner, coolant from the brake resistor 6, i.e. , coolant that has been heated by the brake resistor 6, is conducted from the propulsion coolant circuit 3 to the cabin coolant circuit 2 via the first supply conduit s1. Since the outlet s1” of the first supply conduit s1 is connected to the cabin coolant circuit 2 at a location upstream of the heat exchanger 27, the heat generated by the brake resistor 6 can be utilized to heat the occupant compartment 55. When the flow control assembly 21 is in a cabin heating state, coolant can be returned from the cabin coolant circuit 2 to the propulsion coolant circuit 3 via the first coolant distribution line s3 and the coolant pipe section 15. The valve vO prevents any reverse flow through the second coolant distribution line s3’ when the flow control assembly 21 is in a cabin heating state.

[0092] When the flow control assembly 21 is in a battery heating state, in which at least part of the coolant from the brake resistor 6 is directed into the battery coolant circuit b, the valve v3b is again controlled to direct coolant towards the brake resistor 6, and the valve v3 is again controlled to direct coolant to the second outlet thereof into the inlet sT of the first supply conduit s1. The valve v1x may be controlled to direct coolant to the bypass line T” and the valve v2’ may be controlled to the second state when the flow control assembly 21 is in a battery heating state. Moreover, the valve v2 is controlled to the open state. In this manner, coolant from the brake resistor 6, i.e., coolant having been heated by the brake resistor 6, is conducted from the propulsion coolant circuit 3 to the cabin coolant circuit 2 via the first supply conduit s1, and from the outlet s1” of the first supply conduit s1 into the inlet s2’ of the second supply conduit s2, and through the second supply conduit s2 into the common conduit section 5 via the outlet s2” of the second supply conduit s2.

[0093] Since the common conduit section 5 form part of the battery coolant circuit b, the one or more propulsion batteries b1 can be heated using the heat generated by the brake resistor 6. Thus, according to the illustrated embodiments, the system 10 is configured such that coolant is supplied from the propulsion coolant circuit 3 to the battery coolant circuit b via each of the first and second supply conduits s1, s2 when the flow control assembly 21 is in the battery heating state. Moreover, when the flow control assembly 21 is in a battery heating state, coolant can be returned from the battery coolant circuit b to the propulsion coolant circuit 3 via the first and second static lines 23’, 23. Like above, the valve vO prevents any reverse flow through the second coolant distribution line s3’ when the flow control assembly 21 is in a battery heating state.

[0094] According to the illustrated embodiments, the flow control assembly 21 is controllable to between a first battery heating substate, in which coolant from the propulsion coolant circuit 3 is directed to the battery coolant circuit b via the heat exchanger 27, and a second battery heating substate, in which coolant from the propulsion coolant circuit 3 is directed to the battery coolant circuit b in a manner bypassing the heat exchanger 27. In this manner, a system 10 is provided having conditions for a high degree of control of the temperature of coolant being conducted into the battery coolant circuit b, while being able to heat the occupant compartment 55 in an efficient manner using heat generated by the brake resistor 6.

[0095] The valve v2 can also be controlled to the open state to utilize heat from the first condenser k1 to heat the one or more propulsion batteries b1. As indicated, according to the embodiments illustrated in Fig. 2, the coolant supplied to the common conduit section 5 from the propulsion coolant circuit 3 can be returned to the propulsion coolant circuit 3 via the second static line 23, the first static line 23’, and the coolant pipe section 15.

[0096] According to some embodiments, the pump p2 of the propulsion coolant circuit 3 is operated and operation of the coolant pump p2 of the cabin coolant circuit 2 is cancelled when the flow control assembly 21 is in a battery heating state or is in a cabin heating state. In other words, in such embodiments, the pumping action of the pump p3 of the propulsion coolant circuit 3 causes coolant to be directed from the propulsion coolant circuit 3 to the cabin coolant circuit 2 when the flow control assembly 21 is in the cabin heating state, and causes coolant to be directed from the propulsion coolant circuit 3 to the battery coolant circuit b when the flow control assembly 21 is in the battery heating state. If the first condenser k1 needs cooling upon operating in the battery heating state and / or cabin heating state, the valve v2’ is controlled to the second state. If the second outlet of the valve v3 is closed, and consequently no coolant is flowing through the first supply conduit s1, the first condenser k1 can be cooled by operating the pump p2 of the cabin coolant circuit 2. By avoiding simultaneous operation or the pump p2 of the cabin coolant circuit 2 and the pump p3 of the propulsion coolant circuit 3 when coolant is directed through the first supply conduit s1 , pressure fluctuations and inconsistent flow characteristics in the system 10 can be avoided.

[0097] The detailed energy management system 10 depicted in Fig. 2 should be seen as an example embodiment of the energy management system 10 according to the present disclosure. That is, the energy management system 10, as referred to herein, may have a different layout than what is depicted in Fig. 2. For example, the system 10 may lack one or both of the first and second heat pump circuits hi, h2. Likewise, the system 10 may lack one or more of the thermal conditioning circuit 1 , the common conduit section 5, and the coolant pipe section 15. Moreover, the routing and layout of one or more of the thermal conditioning circuit 1, the propulsion coolant circuit 3, the cabin coolant circuit 2, and the battery coolant circuit b may be different from what is depicted in Fig. 2.

[0098] As mentioned, according to the illustrated embodiments, the flow control assembly 21 comprises the above mentioned valves vO, v2, v2’, v3, v3b. However, according to further embodiments, the flow control assembly 21 may comprise another number of valves, such as only one or more of the valves vO, v2, v2’, v3, v3b mentioned above. Moreover, the flow control assembly 21 , as referred to herein, may comprise one or more other types of valves, and / or one or more valves positioned at other locations than depicted in Fig. 2. Moreover, the flow control assembly 21, as referred to herein, may comprise one or more other types of flow control devices than valves, for example one or more pumps, such as one or more of the pumps p1, p2, p3, pb of the system 10 mentioned above. Therefore, the reference sign “21” for the flow control assembly may be replaced by one or more of “vO, v2, v2’, v3, v3b, p1 , p2, p3, pb”.

[0099] Furthermore, the system 10 may comprise a control arrangement configured to control the flow control assembly 21 between the battery heating state and the cabin heating state, for example based on data indicative of a heating need of the one or more propulsion batteries b1 , a heating need of the occupant compartment 55, and a desired operation rate of the brake resistor 6. Such a control arrangement may thus be operably connected to the components of the flow control assembly 21 , such as the above mentioned valves vO, v2, v2’, v3, v3b, and one or more of the pumps p1, p2, p3, pb of the system 10 mentioned above.

[0100] The control arrangement may be configured to operate the brake resistor 6 and to control the flow control assembly 21 to a battery heating state and / or cabin heating state for the purpose of heating the battery coolant circuit b / the cabin coolant circuit 2 even when there is no demand to dissipate electrical energy generated during regenerative braking. In this manner, the coolant of the battery coolant circuit b and cabin coolant circuit 2 can be heated using the brake resistor 6 also in cases when there is no demand to dissipate electrical energy generated during regenerative braking.

[0101] It is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended independent claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention, as defined by the appended independent claims.

[0102] As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated features, elements, steps, components, or functions but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

CLAIMS1. An energy management system (10) for an at least partially electric vehicle (20), the system (10) comprising: a battery coolant circuit (b) configured to regulate the temperature of one or more propulsion batteries (b1) of the vehicle (20), a cabin coolant circuit (2) configured to heat an occupant compartment (55) of the vehicle (20), and a brake resistor (6), wherein the system (10) comprises a flow control assembly (21) controllable between: a battery heating state in which at least part of coolant from the brake resistor (6) is directed through the battery coolant circuit (b), and a cabin heating state in which at least part of coolant from the brake resistor (6) is directed through the cabin coolant circuit (2).

2. The system (10) according to claim 1 , wherein the system (10) comprises a propulsion coolant circuit (3) configured to cool a part (30’) of a propulsion system (30) of the vehicle (20) and the brake resistor (6) via a radiator (r3).

3. The system (10) according to claim 2, wherein the brake resistor (6) is arranged in the propulsion coolant circuit (3) at a location downstream of the part (30’) of the propulsion system (30) and upstream of the radiator (r3).

4. The system (10) according to claim 2 or 3, wherein the flow control assembly (21) is controllable to adjust the flow of coolant from the brake resistor (6) to the battery coolant circuit (b), the cabin coolant circuit (2), and the radiator (r3), in a gradual or incremental manner.

5. The system (10) according to any one of the claims 2 - 4, wherein the propulsion system (30) comprises an electric machine (m) and power electronics (17), and wherein the part (30’) of the propulsion system (30) comprises at least one of the electric machine (m) and the power electronics (17).

6. The system (10) according to any one of the claims 2 - 5, wherein the system (10) comprises a first supply conduit (s1) configured to supply coolant from the propulsion coolant circuit (3) to the cabin coolant circuit (2) when the flow control assembly (21) is in the cabin heating state, and wherein the first supply conduit (s1) is connected to thepropulsion coolant circuit (3) at a location downstream of the brake resistor (6) and upstream of the radiator (r3).

7. The system (10) according to claim 6, wherein the system (10) comprises a second supply conduit (s2) connecting the battery coolant circuit (b) to the cabin coolant circuit (2), and wherein the system (10) is configured such that coolant is supplied from the propulsion coolant circuit (3) to the battery coolant circuit (b) via each of the first and second supply conduits (s1 , s2) when the flow control assembly (21) is in the battery heating state.

8. The system (10) according to claim 7, wherein the cabin coolant circuit (2) comprises a heat exchanger (27) configured to heat the occupant compartment (55), and wherein the flow control assembly (21) is controllable to between a first battery heating substate, in which coolant from the propulsion coolant circuit (3) is directed to the battery coolant circuit (b) via the heat exchanger (27), and a second battery heating substate, in which coolant from the propulsion coolant circuit (3) is directed to the battery coolant circuit (b) in a manner bypassing the heat exchanger (27).

9. The system (10) according to any one of the claims 2 - 8, wherein the system (10) comprises an expansion vessel (19), a first static line (23’) connecting the propulsion coolant circuit (3) to the expansion vessel (19), and a second static line (23) connecting the battery coolant circuit (b) to the expansion vessel (19).

10. A vehicle (20) comprising: an at least partially electric propulsion system (30), one or more propulsion batteries (b1), an occupant compartment (55), and an energy management system (10) according to any one of the claims.11 . The vehicle (20) according to claim 10, wherein the vehicle (20) is a heavy wheeled vehicle, such as a truck or a bus.

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