Vehicle module CPM for inductive charging systems for vehicles

Abstract

To improve heat dissipation from the vehicle module (CPM) of a vehicle inductive charging system. [Solution] The present invention relates to a vehicle module CPM, comprising a main coil assembly (101) and an electronic assembly (102) including power electronics (105). The vehicle module CPM is provided with one or more heat tubes (103) for transferring / distributing heat locally generated in the main coil assembly (101) and / or the electronic assembly (102) during energy conversion operation. The heat tubes (103) are characterized by transferring locally generated heat, particularly from the main coil assembly (101) to the electronic assembly (102) and vice versa. The electronic assembly (102) has a flow path (104) through which a refrigerant fluid flows and which can be connected to an external heat exchanger. The flow path (104) is designed to transfer heat from the electronic assembly (102) to the refrigerant fluid.

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 well known, an inductive charging system for a vehicle typically comprises a grounding module (ground pad module; GPM) that is fixed to the ground and connected to a power grid, and a vehicle module (car pad module; CPM) that is typically located underneath 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.

[0006] The invention arises from the features of the independent claims. Advantageous refinements and embodiments are the subject of the dependent claims. Other features, possible applications and advantages of the invention will become apparent from the following description and from a 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 grounding module GPM of an inductive charging system for a vehicle into electrical energy of a current to charge an electrical storage device and / or operate an electrical load in the vehicle, the vehicle module CPM comprising: a main coil assembly having a main coil for converting an electromagnetic field into alternating current AC; -Electronic assembly with power electronics that converts alternating current AC into direct current DC.

[0008] The proposed vehicle module CPM is characterized in that one or more heat tubes are provided to transfer / disperse heat generated locally within the main coil assembly and / or the electronic assembly during energy conversion operation, the heat tubes transfer the locally generated heat from the main coil assembly to the electronic assembly and vice versa, the electronic assembly has a flow path through which a refrigerant fluid can flow, the flow path can be connected to an external heat exchanger, and the flow path is configured and designed to transfer heat from the electronic assembly to the refrigerant fluid.

[0009] Thus, localized heat generated in the vehicle module CPM during energy conversion operations in the main coil assembly and the electronic assembly is transferred between the aforementioned assemblies by the heat tubes, distributing the heat substantially evenly between the two assemblies. Typically, the amount of localized heat generated in the electronic assembly is greater than that in the main coil assembly. The flow channels through which the coolant fluid flows, making thermally conductive contact with the electronic assembly and acting as a heat sink, further dissipate heat from the area of ​​the electronic assembly. Overall, on the one hand, the heat tubes distribute heat locally generated within the vehicle module essentially evenly within the vehicle module or its housing, and, at the same time, the flow channels through which the coolant fluid flows dissipate heat from the electronic assembly. This combination enables improved cooling of the vehicle module CPM and improved power conversion by the vehicle module CPM.

[0010] 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.

[0011] 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.

[0012] The energy transport capacity of the heat tube depends greatly on the specific evaporation enthalpy (kJ / mol or kJ / kg) of the working medium and does not depend on the thermal conductivity of the container wall or the working medium. For efficiency reasons, the heat tube usually operates with the hot end just above the boiling temperature of the working medium and the cold end just below the boiling temperature.

[0013] Advantageously, in regions where the local heat generation during the energy conversion operation of the main coil assembly and / or the electronic assembly is high, the heat tubes are arranged more densely (with a smaller distance between directly adjacent heat transfer elements) than in regions with low local heat generation.

[0014] Advantageously, one or more heat tubes each having a tube length L are arranged relative to each other such that directly adjacent heat tubes are separated by a distance D within 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 can be utilized to make the temperature distribution in the CPM approximately uniform.

[0015] 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.

[0016] Advantageously, at least some of the plurality of heat tubes are arranged in two or more parallel planes to each other within the vehicle module CPM.

[0017] Advantageously, at least some of the plurality of heat tubes are arranged in at least two non - parallel planes within the vehicle module CPM.

[0018] Advantageously, at least one heat tube or in particular all heat tubes are arranged in the housing material of the housing of the vehicle module CPM and / or directly on the housing of the CPM and / or at least in heat-conducting contact with the housing.

[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 is made of at least one coil wire, and the main coil has at least one region of increased coil wire density, in which the portions of the plurality of heat tubes 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] Advantageously, the main coil assembly and the electronic assembly are arranged spatially separated from one another in the vehicle module CPM, and a wall designed as a heat conducting element is arranged between the two assemblies. Advantageously, the heat conducting element consists of a material with a thermal conductivity λ > 10 W / (m*K) or λ > 100 W / (m*K) or λ > 150 W / (m*K) or λ > 200 W / (m*K) or λ > 300 W / (m*K). Advantageously, at least one heat tube is thermally connected to the heat conducting element.

[0033] Advantageously, the main coil assembly includes a main coil, the main coil being embedded in a first thermally conductive material.

[0034] Advantageously, the electronic assembly includes power electronics, the power electronics being embedded in a second thermally conductive material that is thermally conductively connected to the first thermally conductive material.

[0035] Advantageously, the housing of the vehicle module CPM has an outer surface configured to be in thermally conductive contact with the one or more heat tubes, the outer surface advantageously facing downwards and advantageously freely exposed to ambient airflow when the vehicle module is mounted on the vehicle.

[0036] A second aspect of the invention relates to an inductive charging system for a vehicle for charging an electric storage device of the vehicle, comprising at least one ground module GPM and one vehicle module CPM, wherein energy is transferred from at least the ground module GPM to the vehicle module CPM, the vehicle module CPM being designed as described above.

[0037] A third aspect of the invention relates to a vehicle equipped with a vehicle module CPM as described above.

[0038] 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]

[0039] [Figure 1] 1 is a schematic diagram of a vehicle module CPM according to the invention; DETAILED DESCRIPTION OF THE INVENTION

[0040] 1 is a schematic diagram of a vehicle module CPM according to the present invention for converting the electromagnetic energy of the electromagnetic field generated by the grounding module GPM of a vehicle inductive charging system into electrical energy of a current for charging an energy storage device and / or operating an electrical load in the vehicle. The vehicle module CPM comprises a main coil assembly 101 with a main coil 106 for converting the electromagnetic field into an alternating current, and an electronic assembly 102 with power electronics 105 for converting the alternating current AC into a direct current DC.

[0041] The vehicle module CPM is provided with five heat tubes 103 positioned above the main coil to transfer / disperse heat locally generated within the main coil assembly 101 and / or the electronic assembly 102 during energy conversion operation, and the heat tubes 103 transfer locally generated heat from the main coil assembly 101 to the electronic assembly 102 and vice versa.

[0042] The electronic assembly 102 has a flow path 104 through which a refrigerant fluid flows and which is connectable to an external heat exchanger, the flow path 104 being configured and designed to essentially transfer heat from the electronic assembly 102 to the refrigerant fluid and thereby evacuate the refrigerant fluid.

[0043] The coolant fluid flows through flow paths 104 as indicated by the associated arrows.

[0044] 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]

[0045] 101: Main coil assembly 102: Electronic Assembly 103: Heat tube 104: Flow path 105: Power Electronics 106: Main coil

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 a current and for charging an electrical storage device and / or operating an electrical load in the vehicle, a main coil assembly (101) having a main coil for converting an electromagnetic field into an alternating current AC; an electronic assembly (102) having power electronics (105) for converting alternating current AC into direct current DC; Equipped with one or more heat tubes (103) are provided for transferring / distributing heat locally generated in the main coil assembly (101) and / or the electronic assembly (102) during energy conversion operation, the heat tubes (103) transferring the locally generated heat in particular from the main coil assembly (101) to the electronic assembly (102) and vice versa; The vehicle module CPM is characterized in that the electronic assembly (102) has a flow path (104) through which a refrigerant fluid can flow and which can be connected to an external heat exchanger, and the flow path (104) is configured and designed to transfer heat from the electronic assembly (102) to the refrigerant fluid.

2. 2. The vehicle module CPM of claim 1, wherein the heat tubes (103) are arranged more densely in areas of the main coil assembly (101) and / or the electronic assembly (102) where local heat generation is greater during energy conversion operation than in areas where local heat generation is less.

3. 3. A vehicle module CPM as claimed in claim 1 or 2, characterized in that at least some of the plurality of heat tubes (103) are arranged in two or more parallel planes within the vehicle module CPM.

4. 3. A vehicle module CPM according to claim 1 or 2, characterized in that at least one heat tube (103) is arranged in a housing material of a housing of the vehicle module CPM or directly on said housing.

5. 3. A vehicle module CPM according to claim 1, characterized in that the main coil assembly (101) and the electronic assembly (102) are arranged spatially separated from each other in the vehicle module CPM, and a wall designed as a heat conducting element is arranged between the two assemblies (101, 102).

6. 6. The vehicle module CPM according to claim 5, characterized in that the heat conducting element is made of a material with a thermal conductivity of λ > 10 W / (m*K), λ > 100 W / (m*K), λ > 150 W / (m*K), λ > 200 W / (m*K), λ > 300 W / (m*K).

7. 3. The vehicle module CPM according to claim 1, wherein the main coil is embedded in a first thermally conductive material and the power electronics (105) is embedded in a second thermally conductive material thermally connected to the first thermally conductive material.

8. 3. A vehicle module CPM according to claim 1 or 2, characterized in that the housing of the vehicle module CPM has a structured outer surface in thermally conductive contact with one or more of the heat tubes (103).

9. 9. An inductive charging system for a vehicle for charging an electrical storage device of the vehicle, 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 any one of claims 1 to 8.

10. A vehicle equipped with a vehicle module CPM according to any one of claims 1 to 8.

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