Fast charging station for electric vehicles

Abstract

The invention relates to a fast charging station for electric vehicles, with at least one individually handleable power module (4), wherein the power module (4) comprises power electronics (7), wherein the power electronics (7) comprises a power converter arrangement (8), in particular for converting a three-phase mains voltage as input voltage of the fast charging station (1) into a DC voltage, wherein the fast charging station (1) comprises a charging station housing (9) in which the power module (4) is arranged, wherein the power module (4) comprises a housing (10) in which the power electronics (7) are arranged, and wherein the power module (4) comprises a cooling arrangement (11) via which the heat generated by the power electronics (7) is dissipated by means of an airflow (12).It is proposed that the charging station housing (9) has a station air inlet (14) through which air flows into the charging station housing (9) to generate the airflow (12), that the charging station housing (9) has a station air outlet (15) from which the air exits, that the station air inlet (14) is arranged completely below the station air outlet (15) along the vertical, and that the cooling arrangement (11) is arranged at least partially, and in particular completely, between the station air inlet (14) and the station air outlet (15) along the vertical.

Description

[0001] The present invention relates to a fast charging station for electric vehicles according to the preamble of claim 1, a power module according to claim 14 and a method for operating a fast charging station according to claim 15.

[0002] Fast charging stations, also known as high-performance chargers, are direct current charging stations for electric vehicles, especially automobiles, but also trucks, ships and the like.

[0003] In principle, fast charging stations can be designed either modularly with multiple power modules or like a control cabinet with internally mounted power electronics. Either way, efficient cooling of the power electronics is essential. Since fast charging stations can provide an electric vehicle with power ranging from 50 kW to over 300 kW or even more in the commercial vehicle sector, the heat that needs to be dissipated is correspondingly high. This necessitates efficient and cost-effective cooling concepts for the power electronics. These cooling concepts, when power modules are present, must take into account that the power module has an enclosure and, ideally, should be easily accessible for maintenance. Furthermore, the fans of a fast charging station contribute significantly to its noise emissions. There is a particular need for quiet fast charging stations at night and in residential areas.

[0004] The invention addresses the problem of designing and further developing known fast-charging stations in such a way as to achieve further optimization with regard to the aforementioned challenges. In particular, an efficient, low-noise cooling concept is to be provided.

[0005] The above problem is solved by the features of the characterizing part of claim 1.

[0006] The fundamental principle is that the upward movement of warm air can be used to reduce the required fan speed of the fast-charging station and thus its noise emissions. If an air inlet, where cooling air enters the fast-charging station and an airflow from the station begins, is positioned below an air outlet, where the air flows out of the fast-charging station and the airflow ends, the air is automatically accelerated by the at least partially vertical path of the airflow and therefore requires less fan acceleration.

[0007] Specifically, it is proposed that the charging station housing has a station air inlet through which air flows into the charging station housing to generate the airflow, that the charging station housing has a station air outlet through which the air exits, that the station air inlet is arranged completely below the station air outlet along the vertical, and that the cooling arrangement is arranged at least partially, and in particular completely, between the station air inlet and the station air outlet along the vertical.

[0008] The fact that the station air inlet is arranged completely below the station air outlet along the vertical means that the station air inlet and the station air outlet do not overlap in the vertical direction and are preferably even spaced apart from each other.

[0009] In a preferred embodiment according to claim 2, the airflow passes through a housing of the power module. Compared to an embodiment in which an outer surface of the housing, optionally equipped with cooling fins, is cooled, this embodiment has the advantage that the airflow can be guided more precisely within the housing. Furthermore, the power module is easier to handle if, for example, a smooth housing is provided instead of unwieldy, potentially sharp-edged cooling fins. Additionally, handling is also improved shortly after the power module is switched off, as the outer surface is not used for cooling and thus becomes extremely hot. Preferably, the chimney effect is also utilized within the housing.

[0010] Various designs aim for the most laminar airflow possible within the power module, thereby dissipating heat evenly and efficiently. According to claim 3, the air duct can extend through the entire housing of the power module, particularly along the longest side of the housing, and / or the air can flow directly through the housing at certain points.

[0011] In an embodiment according to claim 4, the air duct is designed as a layer within the housing and thus cools over a large area.

[0012] A particularly preferred embodiment according to claim 5 relates to the possibility of allowing air to flow through the power electronics themselves, thus dissipating some of the heat directly at its source. Additionally or alternatively, radiators can be used for heat dissipation. Claim 6 further elaborates on this embodiment by providing a mounting plate for the power electronics, which has the power electronics on one side and the radiators on the other. This mounting plate is arranged along the airflow in the air duct, so that the mounting plate divides the airflow, allowing air to flow through both the radiators and the power electronics.

[0013] Claims 7 and 8 relate to preferred fan arrangements. The charging station housing can have radial fans to distribute the air so that it also flows partially past the power module and cools other components of the fast charging station. Axial fans are preferred in the power module for a laminar airflow. The fans are preferably arranged at the respective air inlet, particularly in the power module. Fans at the air outlet exhibit increased wear due to the high temperature.

[0014] In a preferred embodiment according to claim 9, the station fan rotates more slowly than the module fan. The module fan is located inside the charging station housing and is therefore less audible from the outside. The station fan, on the other hand, is clearly audible from the outside and is therefore preferably made larger to reduce its noise level.

[0015] Claim 10 relates to the arrangement of several power modules in the fast charging station and the distribution of the airflow among the power modules. A parallel arrangement results in a relatively straight airflow path overall and promotes the aforementioned laminar airflow.

[0016] Claims 11 to 13 specify preferred design configurations of the interaction between power modules and airflow in the fast charging station as a whole, which enable a compact design of the fast charging station while maintaining good cooling performance.

[0017] According to a further teaching as per claim 14, which has independent significance, a power module for a proposed fast charging station is claimed.

[0018] Reference may be made to all statements regarding the proposed fast charging station.

[0019] According to a further teaching as claimed in claim 15, which also has independent significance, a method for operating a proposed fast charging station is claimed.

[0020] Reference may be made to all statements regarding the proposed fast charging station and the proposed power module.

[0021] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 a proposed fast charging station, Fig. 2 the fast charging station according to Fig. 1 in the open state, Fig. 3 a perspective view of a power module opened on one side and Fig. 4 another sectional view of the power module.

[0022] Fig. Figure 1 shows an external view of a proposed fast charging station 1 for electric vehicles. This station has at least one connection point 2 for an electric vehicle, in this case a permanently attached charging cable 3. Preferably, the fast charging station 1 has at least, and in this case exactly, two connection points 2. A fast charging station 1 is used to charge an electric vehicle using direct current and a power output of usually at least 50 kW. The fast charging station 1 is typically connected to an alternating current network for this purpose.

[0023] As seen in the open view in Fig. As can be seen in Figure 2, the fast charging station 1 has at least one individually manageable power module 4. Here, the fast charging station 1 has seven power modules 4, each providing a portion of the total power of the fast charging station 1, for example, 30 kW each. The power modules 4 can be, and preferably flexibly, distributed among the connection points 2. "Individually manageable" is to be understood broadly here. For example, the power module 4 weighs approximately 39 kg and is therefore not easy to handle. However, it can be removed individually, and the components of the power module 4 are not individually installed in the fast charging station 1.

[0024] We will first consider only one performance module 4; all statements regarding this performance module 4 can apply accordingly to other performance modules 4. Fig. Figure 3 shows a perspective view of the power module with one side wall removed. Figure 4. The in Fig. 3. The front panel of the case, showing the module fans (which will be explained later), is in... 5. Fig. 2 the lower housing wall of the power module 4. The in Fig. 3 The upper housing wall with the heat sink 6, which will also be explained later, is in Fig. 2 in front. Fig. Figure 4 shows a cross-section of power module 4. Fig. 4 is the power module 4 as in Fig. 2 aligned and the cut according to Fig. 4 is located in Fig. 2 parallel to the plane of the paper.

[0025] The power module 4 comprises power electronics 7. The power electronics 7 includes a power converter assembly 8. The power converter assembly 8 serves here, and preferably, to convert a three-phase mains voltage as the input voltage of the fast charging station 1 into a DC voltage. Here, and preferably, the power electronics 7 includes a rectifier and a downstream DC-DC converter, which are not shown in detail. DC busbars for distributing the output power of the power modules 4 to the connection points 2 are visible in the upper area of ​​the fast charging station 1. The AC voltage input is located in the lower area and is not shown.

[0026] The fast charging station 1 has a charging station housing 9 in which the power module 4 is arranged, the power module 4 having a housing 10 in which the power electronics 7 are arranged. The power module 4 further has a cooling arrangement 11 through which heat generated by the power electronics 7 is dissipated by means of an airflow 12. The cooling arrangement 11 can include passive and active components. Here, for example, the cooling arrangement 11 includes the aforementioned module fans 5 and the aforementioned heat sink 6, as well as... Fig. 3 radiators shown 13 on.

[0027] It is essential that the charging station housing 9 has a station air inlet 14 through which air flows into the charging station housing 9 to generate the airflow 12 ( Fig. 1 and Fig. 2 below), that the charging station housing 9 has a station air outlet 15 from which the air exits again ( Fig. 1 and Fig. 2 above) and that the station air inlet 14 is arranged completely below the station air outlet 15 along the vertical. In Fig. Figure 1 shows that the station air inlet 14 and the station air outlet 15 are spaced apart. Crucially, however, they do not overlap when projected onto the vertical plane. This ensures that the airflow 12 has at least a vertical component.

[0028] Furthermore, it is essential that the cooling arrangement 11 is arranged at least partially, and in particular completely, along the vertical axis between the station air inlet 14 and the station air outlet 15. This achieves the aforementioned chimney effect by heating the air as it flows vertically through the cooling arrangement 11. The cooling arrangement 11 is therefore arranged at least partially lower than the highest point of the station air outlet 15 and higher than the lowest point of the station air outlet 15 in the vertical direction. Preferably, the cooling arrangement 11 is arranged completely between the highest point of the station air outlet 15 and the lowest point of the station air inlet 14.

[0029] It is also conceivable that the cooling arrangement 11 does not overlap with the station air outlet 15 and / or the station air inlet 14 in the vertical direction. The same can apply to the entire power module 4.

[0030] It is also understood that the airflow 12 is a significant airflow 12, preferably the largest or only airflow 12 by volume of the fast charging station 1. A fast charging station 1 that is not hermetically sealed may always have smaller, uncontrolled airflows 12 that are insignificant for cooling; however, these are to be distinguished from the proposed airflow 12. Fig. Figure 2 illustrates the airflow 12 through the fast charging station 1 with arrows.

[0031] With regard to performance module 4 and the Fig. 3 and Fig. 4 is here and preferably provided that the cooling arrangement 11 has an air inlet 16 through which air flows into the housing 10 for cooling, that the cooling arrangement 11 has an air outlet 17 from which the air exits after flowing through the air duct 18, that the cooling arrangement 11 has an air duct 18 that connects the air inlet 16 and the air outlet 17 and along which the air flows through the housing 10, and that the air duct 18 runs obliquely or parallel to the vertical and is traversed from bottom to top. In particular Fig. Figure 4 shows the path of the airflow 12 in the power module 4. The chimney effect is thus used in a coordinated manner in the fast charging station 1 and the power module 4. Here, and preferably, the vertical distance between the air inlet 16 and the air outlet 17 is at least 30 cm, preferably at least 50 cm. The air duct 18 runs within the housing 10 and is therefore limited in cross-section on all sides by housing walls or parts of the power module 4 that are arranged inside the housing 10. Preferably, this limitation is complete, so that the airflow 12 enters only through the air inlet(s) 16 and exits only through the air outlet(s) 17.

[0032] Furthermore, it is preferably provided here that the air inlet 16 and the air outlet 17 are located on opposite sides of the housing 10, so that the air duct 18 extends along one, in particular the longest, extent of the housing 10 over approximately 100% of its extent, as shown in Fig. Figure 4 shows the extent. The extent refers, of course, to the inner extent excluding the thickness of the housing wall. Additionally or alternatively, it is provided that the air between the air inlet 16 and the air outlet 17 can flow directly through the housing 10 in certain places without being diverted.

[0033] In this context, "in certain places" refers to points in the cross-section of the airflow 12. It is therefore possible to see along the air duct 18 through the entire housing 10, even if cooling fins or the like may be obstructing the view in certain places. Preferably, the air can flow in certain places exactly along the vertical line straight from the air inlet 16 to the air outlet 17.

[0034] In Fig. Figure 3 shows that the air duct 18 forms an air duct layer. Preferably, the air duct 18 extends along two extensions of the housing 10 over at least 50%, preferably at least 75%, and more preferably at least 90% of the respective extension. Fig. 4 is the second direction, oriented approximately vertically, in Fig. 2 correspondingly horizontally orthogonal to the plane of the paper.

[0035] Here, and preferably, and in Fig. As shown in Figure 4, at least part of the power electronics 7, in particular part of the converter arrangement 8 or the entire converter arrangement 8, is arranged in the air duct 18 and is exposed to airflow. Fig. 4 the power electronics 7 is arranged in the left area of ​​the two-part air duct 18.

[0036] It can also be provided that the cooling arrangement 11 comprises radiators 13, here and preferably designed as a finned assembly, through which heat from the power electronics 7 is radiated and that the radiators 13 are arranged in the air duct 18. Fig. 4. The radiators 13 are parallel to the cutting plane and therefore not visible. Fig. In Figure 3, the view is chosen so that the radiators 13 are shown. The power electronics 7 are in Fig. 3 are arranged to the left behind the radiators 13 and are not visible. Preferably, the radiators 13 extend along the air duct 18. In this way, the radiators 13 can contribute to a laminar airflow, as they form many shallow channels for the airflow 12.

[0037] Also in Fig. As can be seen from Figure 4, the power module 4 preferably has a mounting plate 19 on which at least parts of the power electronics 7, in particular at least parts of the converter arrangement 8, are arranged on one side, and the radiators 13 are arranged on another side. Preferably, the mounting plate 19 is arranged in the air duct 18 and divides the airflow 12 into two parts, so that the airflow 12 is divided between the power electronics 7 and the radiators 13. Fig. 4) Preferably, 10% to 30% of the volume flow of the airflow 12 in the power module 4 flows through the power electronics 7, and 70% to 90% of the volume flow of the airflow 12 flows through the radiators 13. This distribution has proven to be thermally advantageous. Here, and preferably, the mounting plate 19 is thermally conductive, in particular made of metal. Here, and preferably, at least that component of the power electronics 7 which generates the largest amount of waste heat during full-load operation is arranged in the airflow 12.

[0038] Furthermore, it shows Fig. 3 also the aforementioned heat sink 6, which is arranged here and preferably on the outside of the housing 10 and cools a part, in particular a diode, of the power electronics 7 separately. In Fig. 4 is also recognizable in the housing 10 space for an AC filter 20 and a DC filter 21.

[0039] Furthermore, it is preferably provided that the power module 4 has at least one module fan 5, in particular an axial fan, which is arranged at the air inlet 16 inside the housing 10, preferably that the power module 4 has at least two, preferably at least or exactly three, air inlets 16, in particular on a housing wall, behind each of which a module fan 5, in particular an axial fan, is arranged.

[0040] With regard to Fig. Figure 2 shows that the fast charging station 1 preferably has a station fan 22, in particular a radial fan, which is arranged at the station air inlet 14. A radial fan at the station air inlet 14 creates a general overpressure behind the radial fan, which is then drawn in by the module fans 5. In addition, a portion of the air thus flows through other, in particular passively, cooled components of the fast charging station 1 outside the power module 4.

[0041] Here, and preferably, the station fan 22 is mechanically decoupled from the charging station housing 9, in particular by means of a damping arrangement. This prevents vibrations of the station fan 22 from being transmitted to the station housing, and the fast charging station 1 operates more quietly overall. Here, and preferably, two radial fans are provided.

[0042] Furthermore, it is preferably provided that the station fan 22 has a lower speed under full load than the module fan 5. Preferably, the station fan 22 does not exceed a maximum speed of XXX under full load, particularly during any charging operation. It is understood that the fan speed can be controlled depending on the temperature.

[0043] In Fig. As shown in Figure 2, and preferably, the fast charging station 1 has at least three, preferably at least four, and more preferably at least five, power modules 4 arranged in the charging station housing 9. The power modules 4 are preferably aligned parallel to each other. At least 80%, and preferably at least 90%, of the airflow 12 in the fast charging station 1 flows through the power modules 4. More preferably, this percentage is over 95%.

[0044] Furthermore, it is preferably provided that the path of the airflow 12 between the station air inlet 14 and the station air outlet 15 runs through the power modules 4 for at least 40% and / or at most 60% of its length, and / or that the fast charging station 1 has a dust filter 23 at the station air inlet 14 through which the airflow 12 flows.

[0045] It is also preferred that the uppermost point of the station air inlet 14 is spaced vertically away from the lowermost point of the station air outlet 15, preferably that the distance between the uppermost point of the station air inlet 14 and the lowermost point of the station air outlet 15 in the vertical direction is at least 50 cm, preferably at least 80 cm, more preferably at least 1 m, and even more preferably at least 1.2 m, and / or that the distance between the uppermost point of the station air inlet 14 and the lowermost point of the station air outlet 15 in the vertical direction is greater than the greatest distance between the station air inlet 14 and the station air outlet 15 in horizontal projection. The overall height of the fast charging station 1 is preferably 1.5 m to 3 m, preferably 1.8 m to 2.5 m, here approximately 2 m. The figures are essentially to scale, except for the schematic fans in Fig.2, for example. However, the size ratios are usually irrelevant.

[0046] Furthermore, it is preferably provided that at least 50%, preferably at least 70%, more preferably at least 90%, and even more preferably 100% of the power module 4 are arranged between the station air inlet 14 and the station air outlet 15.

[0047] According to another teaching, a performance module 4 is proposed for a proposed fast charging station 1.

[0048] Reference may be made to all statements regarding the proposed fast charging station 1.

[0049] A method for operating a proposed fast charging station is proposed in accordance with a further teaching.

[0050] Reference may be made to all statements concerning the proposed fast charging station 1 and the proposed power module 4.

Claims

[1] Fast charging station for electric vehicles, with at least one individually manageable power module (4), wherein the power module (4) has power electronics (7), wherein the power electronics (7) has a converter arrangement (8), in particular for converting a three-phase mains voltage as the input voltage of the fast charging station (1) into a direct voltage, wherein the fast charging station (1) has a charging station housing (9) in which the power module (4) is arranged, wherein the power module (4) has a housing (10) in which the power electronics (7) are arranged, and wherein the power module (4) has a cooling arrangement (11) via which heat generated by the power electronics (7) is dissipated by means of an air flow (12), characterized bythat the charging station housing (9) has a station air inlet (14) through which air flows into the charging station housing (9) to generate the air flow (12), that the charging station housing (9) has a station air outlet (15) from which the air exits again, that the station air inlet (14) is arranged completely below the station air outlet (15) along the vertical, and that the cooling arrangement (11) is arranged at least partially, in particular completely, between the station air inlet (14) and the station air outlet (15) along the vertical. [2] Fast charging station according to claim 1, characterized bythat the cooling arrangement (11) has an air inlet (16) through which air flows into the housing (10) for cooling, that the cooling arrangement (11) has an air outlet (17) from which the air exits after flowing through the air duct (18), that the cooling arrangement (11) has an air duct (18) which connects the air inlet (16) and the air outlet (17) and along which the air flows through the housing (10), and that the air duct (18) runs obliquely or parallel to the vertical and is flowed through from bottom to top. [3] Fast charging station according to claim 2, characterized bythat the air inlet (16) and the air outlet (17) are located on opposite sides of the housing (10), so that the air duct (18) extends along one, in particular the longest, extension of the housing (10) over approximately 100% of the extension, and / or that the air between the air inlet (16) and the air outlet (17) can flow straight through the housing (10) in places without being diverted. [4] Fast charging station according to one of the preceding claims, characterized by that the air duct (18) extends along two extensions of the housing (10) over at least 50%, preferably at least 75%, more preferably at least 90% of the respective extension. [5] Fast charging station according to one of the preceding claims, characterized bythat at least part of the power electronics (7), in particular part of the power converter arrangement (8) or the entire power converter arrangement (8), is arranged in the air duct (18) and is flowed through by air, and / or that the cooling arrangement (11) has radiators (13) via which heat from the power electronics (7) is radiated, that the radiators (13) are arranged in the air duct (18), preferably that the radiators (13) extend along the air duct (18). [6] Fast charging station according to claim 5, characterized byin that the power module (4) has a mounting plate (19) on which at least parts of the power electronics (7), in particular at least parts of the power converter arrangement (8), are arranged on one side and the radiators (13) are arranged on another side, preferably in that the mounting plate (19) is arranged in the air duct (18) and divides the air flow (12) in two, so that the air flow (12) is divided between the power electronics (7) and the radiators (13), further preferably in that 10% to 30% of the volume flow of the air flow (12) in the power module (4) flows through the power electronics (7) and 70% to 90% of the volume flow of the air flow (12) flows through the radiators (13). [7] Fast charging station according to one of the preceding claims, characterized bythat the power module (4) has at least one module fan (5), in particular an axial fan, which is arranged at the air inlet (16) inside the housing (10), preferably that the power module (4), in particular on a housing wall, has at least two, preferably at least or exactly three, air inlets (16), behind each of which a module fan (5), in particular an axial fan, is arranged. [8] Fast charging station according to one of the preceding claims, characterized by that the rapid charging station (1) has a station fan (22), in particular a radial fan, which is arranged at the station air inlet (14), preferably that the station fan (22) is mechanically decoupled from the charging station housing (9), in particular coupled by means of a damping arrangement. [9] Fast charging station according to claims 7 and 8, characterized bythat the station fan (22) has a lower speed in full load operation than the module fan (5), preferably that the station fan (22) does not exceed a maximum speed of XXX in full load operation. [10] Fast charging station according to one of the preceding claims, characterized by that the rapid charging station (1) has at least three, preferably at least 4, more preferably at least 5, power modules (4) which are arranged in the charging station housing (9), preferably that the power modules (4) are aligned parallel to one another, and / or that at least 80%, preferably at least 90%, of the air flow (12) in the rapid charging station (1) flows through the power modules (4). [11] Fast charging station according to one of the preceding claims, characterized bythat the path of the air flow (12) between the station air inlet (14) and the station air outlet (15) runs through the power modules (4) for at least 40% and / or at most 60% of its length, and / or that the rapid charging station (1) has a dust filter (23) at the station air inlet (14) through which the air flow (12) flows. [12] Fast charging station according to one of the preceding claims, characterized bythat the uppermost point of the station air inlet (14) is spaced apart in the vertical direction from the lowermost point of the station air outlet (15), preferably that the distance between the uppermost point of the station air inlet (14) and the lowermost point of the station air outlet (15) in the vertical direction is at least 50 cm, preferably at least 80 cm, more preferably at least 1 m, even more preferably at least 1.2 m, and / or that the distance between the uppermost point of the station air inlet (14) and the lowermost point of the station air outlet (15) in the vertical direction is greater than the greatest distance between the station air inlet (14) and the station air outlet (15) in horizontal projection. [13] Fast charging station according to one of the preceding claims, characterized bythat at least 50%, preferably at least 70%, more preferably at least 90%, even more preferably 100%, of the power module (4) are arranged between the station air inlet (14) and the station air outlet (15). [14] Power module for a rapid charging station (1) according to one of the preceding claims. [15] Method for operating a rapid charging station (1) according to one of claims 1 to 13.

Images