IntroductionThesis work is an excellent way to get closer to Scania and build relationships for the future. Many of today's employees began their Scania career with their degree project. Background Thermal management consumes a significant amount of auxiliary energy in a battery-electric vehicle, particularly during cold starts, fast charging, high-load driving, and overnight cab heating. Conventional rule-based controllers generally react to current temperatures and fixed thresholds. Such control can activate a high-power heater or fan shortly before a limit is reached, even when a lower-energy action could have been started earlier.Heavy-duty vehicles increasingly have access to look-ahead information, such as route elevation, expected vehicle speed, traction power, charging plans, ambient temperature, and driver schedule. This creates opportunities to:• spread heating or cooling over a longer period;• use PE or battery waste heat before using resistive heating;• operate the heat pump when its COP is favorable;• pre-cool before an uphill segment or fast-charging event;• preheat the battery before charging;• charge the cab coolant circuit with PE waste heat for later battery heating during a planned stop;• reduce or delay heat-pump operation before the next vehicle start;• avoid excessive fan operation in noise-sensitive situations;• prevent temperature-limit violations and associated power derating.An important opportunity is to use the cab coolant circuit as a short-term thermal buffer. If a future battery-heating demand is predicted, PE waste heat can be transferred through PeToCab to increase the cab-circuit coolant temperature, even when there is no cabin heating demand. During a subsequent stop, the stored heat can be transferred through CabToBattery to prevent excessive battery cooling and reduce or delay heat-pump operation before the next start. The challenge is that the thermal circuits are physically coupled. A decision that benefits one subsystem can reduce the thermal margin or available heat of another. For example, extracting heat from the battery can support cab heating but may reduce battery charging performance, while transferring condenser heat to the PE circuit may require additional fan power to reject that heat to ambient. A system-level optimizer is therefore needed to coordinate these interactions over time.Objective The thesis is expected to provide:a consistent graph, valve, and mode representation of the integrated thermal architecture;a validated reduced-order model suitable for look-ahead control;a hybrid predictive thermal-energy management strategy;a quantified comparison of heat recovery, cab-circuit thermal buffering, electric heating, heat-pump operation, and heat rejection;an assessment of the value and required accuracy of different forecast signals;real-time feasibility results and recommendations for production implementation;identified architecture or instrumentation limitations that prevent optimal coordin
