Vehicle module CPM for inductive charging systems for vehicles

Abstract

To improve heat dissipation from a vehicle module (CPM) of a vehicle inductive charging system without using active components such as a fan. The present invention relates to a vehicle module CPM for converting electromagnetic energy of an electromagnetic field generated by a ground module GPM of a vehicle inductive charging system into electrical energy of current, the vehicle module CPM having at least one main coil assembly (101) having a main coil (102) for converting the electromagnetic field into alternating current AC, and one or more heat tubes (103) arranged within the vehicle module CPM so that heat generated locally within the vehicle module CPM during energy conversion operation is dispersed within the vehicle module CPM and / or within the housing of the vehicle module CPM.

Description

[Technical Field]

[0001] The present invention relates to a vehicle module CPM of an inductive charging system for a vehicle. [Background technology]

[0002] As is known, an inductive charging system for a vehicle typically consists of a grounding module GPM ("ground pad module") that is fixed to the ground and connected to a power grid, and a vehicle module CPM ("car pad module") that is typically located under the vehicle. Typically, in such an inductive charging system, energy is inductively transferred by a main coil of the grounding module GPM to a main coil of a vehicle module CPM located on the vehicle to charge an electrical storage device / battery and / or supply an electrical load. The grounding module GPM and the vehicle module CPM may also be configured for bidirectional energy transfer, from the GPM to the CPM and from the CPM to the GPM.

[0003] Both GPMs and CPMs typically include a main coil assembly with an electronic assembly and a main coil. The main coil of the GPM and the main coil of the CPM must be optimally positioned relative to each other to allow optimal electromagnetic coupling of the two main coils for energy transfer.

[0004] During operation, i.e., during energy transfer from main coil to main coil, GPMs and CPMs generate heat in essentially two areas: (a) each electronic assembly generates a lot of heat that is relatively concentrated in specific locations with high local heat density, and (b) each main coil assembly (main coil and ferrite) generates a small amount of heat that is relatively well distributed relative to the electronic assembly. The electronic assembly typically consists of power electronics. Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to improve heat dissipation from a vehicle module CPM of an inductive charging system for a vehicle without the use of active components such as fans.

[0006] The invention arises from the features of the independent claims. Advantageous refinements and embodiments are the subject of the dependent claims. Other features, uses and advantages of the invention will become apparent from the following description and from consideration of exemplary embodiments of the invention depicted in the drawings. [Means for solving the problem]

[0007] A first aspect of the present invention relates to a vehicle module CPM for converting electromagnetic energy of an electromagnetic field generated by a ground module GPM of a vehicle inductive charging system into electrical energy of a current, the vehicle module CPM having at least one main coil for converting the electromagnetic field into alternating current AC, characterized in that one or more heat tubes are arranged in the vehicle module CPM so that heat generated locally in the vehicle module CPM during energy conversion operations is dispersed within the vehicle module CPM and / or within a housing of the vehicle module CPM.

[0008] Heat generated locally within the CPM during energy conversion operation is thus guided by the heat tubes to areas of the CPM with less local heat generation, distributing the generated heat as homogeneously as possible within the CPM or its housing, improving heat transfer from the CPM to the environment and eliminating the need for fans to locally cool thermal "hot spots" within the CPM.

[0009] The term "heat tube" refers to a heat exchanger that utilizes the enthalpy of vaporization of the medium to allow for high heat flux densities. In this way, large amounts of heat can be transferred over a small cross-sectional area. There are two types of heat tubes: the so-called "heat tube" and the so-called "two-phase thermosiphon." The basic working principle is the same in both, the difference lies in the method of transport of the gaseous working medium back to the evaporator, i.e., the point where heat is supplied. In both designs, the return transport is passive, so there are no auxiliary devices such as circulation pumps.

[0010] The thermal resistance of heat tubes is significantly lower than that of metals at operating temperatures. Therefore, the behavior of heat tubes is very close to isothermal. There is a nearly constant temperature along the length of the heat tube. For the same heat transfer capacity, they can be designed to be significantly lighter than conventional heat exchangers under the same operating conditions. By carefully selecting the working medium for the heat tube, operating temperatures from a few Kelvin up to about 3,000 Kelvin can be achieved.

[0011] The energy transport capacity of a heat tube depends largely on the specific enthalpy of vaporization of the working medium (kJ / mol or kJ / kg), and is independent of the thermal conductivity of the vessel wall or working medium. For efficiency reasons, heat tubes are typically operated with the hot end just above the boiling temperature of the working medium and the cold end just below the boiling temperature.

[0012] In one embodiment of the proposed vehicle module CPM, only the main coil assembly with the main coil is arranged inside the CPM housing, and in this embodiment, the electronic assembly, in particular with the power electronics, is designed as an additional external device.

[0013] In an alternative embodiment of the proposed vehicle module CPM, both a main coil assembly with a main coil and an electronic assembly for converting alternating current power AC into direct current DC are arranged within the housing of the CPM.

[0014] Advantageously, one or more heat tubes each having a tube length L are arranged relative to one another such that directly adjacent heat tubes are spaced apart by a distance D in the range of 3 < L / D < 10. This indicates that the distance D of the heat tubes is optimal so that a sufficient number of heat tubes are available to make the temperature distribution in the CPM substantially uniform.

[0015] Advantageously, in areas of the vehicle module CPM where local heat generation is high during the energy conversion operation (so-called heat “hot spots”), the heat tubes are arranged with a higher spatial density (with a smaller distance between directly adjacent heat tubes) than in areas of the vehicle module CPM where local heat generation is low.

[0016] Advantageously, at least some of the plurality of heat tubes are arranged in two or more parallel planes within the vehicle module CPM. It is assumed that the heat tubes are designed such that their longitudinal extension passes through a plane. The heat tubes may be straight or curved. Advantageously, at least some of the plurality of heat tubes are arranged in at least two non-parallel planes within the vehicle module CPM. Advantageously, at least some of the plurality of heat tubes are arranged in two or more non-parallel planes in the vehicle module CPM.

[0017] Advantageously, at least one heat tube is arranged in the housing material of the CPM housing or is arranged directly on the housing.

[0018] An advantageous embodiment of the vehicle module CPM is characterized in that the housing of the CPM has at least one thermal interface (e.g., a mechanical connection between the CPM and the vehicle) in at least one area for coupling an external heat sink (e.g., a vehicle body or a heat exchanger connected to the vehicle's cooling circuit), and one or more heat tubes are in thermally conductive contact with the thermal interface. Through this thermal interface, additional heat from the CPM is transferred to the environment, in this case advantageously to a heat sink inside / on the vehicle.

[0019] The main coil of the CPM advantageously consists of at least one coil wire arranged in a predetermined shape as a coil wire arrangement, in particular the main coil of the CPM is designed as a flat coil.

[0020] Advantageously, the material adjacent to the main coil is ferrimagnetic or ferromagnetic.

[0021] Advantageously, at least one portion of the at least one heat tube is positioned substantially coincident above and / or below at least one portion of the coil wire, such that heat generated in the coil wire is directly transferred to the heat tube and dispersed by the heat tube within the CPM.

[0022] If the coil wire arrangement has an increased coil wire density in at least one region of the CPM, portions of the plurality of heat tubes are advantageously arranged in this region at a higher density than in other regions of the coil wire arrangement where the coil wire density is lower.

[0023] Advantageously, the main coil comprises at least one coil wire, and the main coil has at least one region of increased coil wire density, in which portions of the plurality of heat tubes (103) are arranged at a higher density than in other regions of the main coil.

[0024] Advantageously, a portion of the heat tube or portions of the heat tubes are arranged above and / or below the coil wire arrangement in the intermediate regions between the individual coil wire windings.

[0025] Advantageously, at least one coil wire of the coil wire arrangement is arranged / wound in only one coil wire plane, and at least one heat tube or heat tubes are arranged parallel to the coil wire plane.

[0026] Advantageously, at least one heat tube is arranged along the coil wire wound around the coil wire.

[0027] Advantageously, the at least one coil wire is wound around at least a portion of the at least one heat tube.

[0028] In an advantageous embodiment, at least one coil wire is designed as a heat tube.

[0029] Advantageously, the main coil of the main coil assembly of the CPM is embedded in a first thermally conductive material, and advantageously, the power electronics of the electronic assembly of the CPM are embedded in a second thermally conductive material thermally connected to the first thermally conductive material.

[0030] Advantageously, the housing of the CPM is made of a material with a thermal conductivity λ>100 W / (m*K), in particular >150 W / (m*K).

[0031] Advantageously, the housing of the CPM has an outer structural surface in thermally conductive contact with the one or more heat tubes.

[0032] A second aspect of the invention relates to an inductive charging system for a vehicle for charging an electric storage device of the vehicle and / or for supplying an electric consumer, comprising at least one grounding module GPM and one vehicle module CPM, wherein energy is transferred from at least the grounding module GPM to the vehicle module CPM, the vehicle module CPM being designed as described above.

[0033] A third aspect of the invention relates to a vehicle equipped with a vehicle module CPM as described above.

[0034] Further advantages, features and details will become apparent from the following description, in which identical, similar and / or functionally identical parts are designated with the same reference numerals. [Brief explanation of the drawings]

[0035] [Figure 1] 1 is a schematic diagram of a vehicle module CPM of the invention with a main coil assembly; [Figure 2] 1 is a schematic diagram of a vehicle module CPM of the invention with a main coil assembly and an electronic assembly; DETAILED DESCRIPTION OF THE INVENTION

[0036] 1 shows a schematic diagram of a vehicle module CPM according to the present invention for converting electromagnetic energy of an electromagnetic field generated by a ground module GPM of a vehicle inductive charging system into electrical energy of a current, the vehicle module CPM comprising one main coil assembly 101 having a main coil 102 for converting the electromagnetic field into alternating current AC. In the vehicle module CPM, thirteen heat tubes 103 are arranged above the main coil 102 so that heat generated locally in the vehicle module CPM during energy conversion operation (in this case, heat generated in the main coil) is dispersed within the housing of the vehicle module CPM. For this purpose, the heat tubes 103 are arranged above the main coil 102 in thermally conductive contact with the housing.

[0037] Advantageously, the main coil 102 consists of at least one coil wire, and the main coil 102 has at least one region of increased coil wire density, in which the portions of the heat tubes 103 are arranged more densely than in other regions above / below the main coil.

[0038] Advantageously, the heat tube 103 is positioned above and / or below the main coil 102 .

[0039] Advantageously, the heat tubes 103 are arranged in one plane or in several planes, which planes are advantageously arranged parallel to the main coil plane of the main coil 102 .

[0040] Advantageously, at least one heat tube 103 is arranged along the coil wire of the main coil 102 wound on the coil wire.

[0041] Advantageously, the main coil 102 consists of at least one coil wire, at least one coil wire being designed as a heat tube 103 .

[0042] 2 is a schematic diagram of a vehicle module CPM according to the present invention, including an electronic assembly including a main coil assembly and power electronics. Heat generated locally within the main coil and power electronics during energy conversion operation is substantially evenly distributed over the relevant housing area by heat tubes 103 shown in FIG. 2, which are thermally conductively connected to the vehicle module CPM housing for optimal heat transfer through the CPM housing to the environment.

[0043] While the present invention has been further illustrated and described in detail by preferred exemplary embodiments, the present invention is not limited to the disclosed examples, and those skilled in the art may derive other modifications therefrom without departing from the scope of the present invention. Thus, it is apparent that various possible modifications exist. It is also apparent that the illustrated embodiments are merely exemplary in nature and should not be construed in any way as limiting the scope, applicability, or configuration of the present invention. Rather, the foregoing description and drawings will enable one skilled in the art to practice the exemplary embodiments, and such a person, knowing the disclosed inventive concepts, may make various modifications, such as making more extensive statements in the description, with respect to the function or arrangement of individual elements recited in the exemplary embodiments, without departing from the scope defined by the claims and their legal equivalents. [Explanation of symbols]

[0044] 101: Main coil assembly 102: Main coil 103: Heat tube 104: Electronic Assembly

Claims

1. A vehicle module CPM for converting electromagnetic energy of an electromagnetic field generated by a grounding module GPM of a vehicle inductive charging system into electrical energy of an electric current, said vehicle module CPM comprises at least one main coil assembly (101) having a main coil (102) for converting said electromagnetic field into an electrical alternating current; A vehicle module CPM, characterized in that one or more heat tubes (103) are arranged within the vehicle module CPM so that heat generated locally within the vehicle module CPM during energy conversion operation is dispersed within the vehicle module CPM and / or within a housing of the vehicle module CPM.

2. 2. The vehicle module CPM of claim 1, wherein each of the one or more heat tubes (103) having a respective tube length L is positioned relative to one another such that immediately adjacent heat tubes are spaced a distance D from the range 3<L / D<10.

3. 3. A vehicle module CPM as described in claim 1 or 2, characterized in that in areas of the vehicle module CPM where local heat generation is high during energy conversion operation, the heat tubes (103) are arranged more densely, i.e., the distance between directly adjacent heat tubes is smaller, than in areas of the vehicle module CPM where local heat generation is low.

4. 3. The vehicle module CPM according to claim 1, wherein the housing of the vehicle module CPM has a thermal interface in at least one area for coupling to an external heat sink, and the one or more heat tubes are in thermally conductive contact with the thermal interface.

5. 3. The vehicle module CPM according to claim 1, wherein the main coil (102) is made up of at least one coil wire, and the main coil (102) has at least one region where the coil wire density is increased, and in this region, portions of the multiple heat tubes (103) are arranged more densely than in other regions of the main coil.

6. 3. Vehicle module CPM according to claim 1 or 2, characterized in that the heat tube (103) is arranged above and / or below the main coil (102).

7. 3. The vehicle module CPM according to claim 1 or 2, characterized in that the heat tubes (103) are arranged in one or more planes arranged parallel to the main coil plane of the main coil (102).

8. 3. The vehicle module CPM according to claim 1, wherein at least one of the heat tubes (103) is arranged along the coil wire of the main coil (102) wound around the coil wire.

9. 3. Vehicle module CPM according to claim 1 or 2, characterized in that the main coil (102) consists of at least one coil wire, said at least one coil wire being designed as a heat tube (103).

10. 1. An inductive charging system for a vehicle for charging an electric storage device of the vehicle and / or for supplying an electric consumer, comprising at least one ground module GPM and one vehicle module CPM, wherein energy is transferred from at least said ground module GPM to said vehicle module CPM, said vehicle module CPM being designed according to one of claims 1 or 2.

11. A vehicle equipped with a vehicle module CPM according to any one of claims 1 to 9.

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