Vehicle charging system with optimized cooling
The vehicle charging device addresses cooling challenges by separating components into distinct cooling paths and using a fluid accelerator to efficiently cool magnetic and power electronics compartments, ensuring safe and fast charging.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- BRUSA ELEKTRONIK AG
- Filing Date
- 2023-08-30
- Publication Date
- 2026-07-23
AI Technical Summary
Existing vehicle charging devices face challenges in efficiently cooling components with different cooling requirements, such as varying power densities, temperature tolerance, and environmental exposure, within a compact, flat charger housing.
A vehicle charging device with a cooling system that spatially separates components into two sections, using distinct cooling paths and a fluid accelerator to transport fluid between them, with customized cooling geometries and materials to address the diverse cooling needs of magnetic and power electronics compartments.
This design enables efficient, safe, and fast charging by effectively cooling components with different heat dissipation characteristics, reducing noise, and enhancing safety and electromagnetic compatibility.
Smart Images
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Abstract
Description
Technical Field
[0001]
[0001] The present invention relates to a vehicle charging device for inductively charging an energy accumulator of a vehicle.
Background Art
[0002]
[0002] Wireless charging electric vehicles offer many benefits. For example, charging may be automatically performed without driver intervention and operation, thereby providing a smooth user experience.
[0003]
[0003] Also, the reliability of a wireless power transmission system is ensured because there are no exposed electrical contacts and no mechanical wear and tear. Cable and connector operations are not required, and there may be no cables, plugs, or sockets that are accessible to or exposed to moisture and water in an outdoor environment, thereby improving safety and preventing damage.
[0004]
[0004] An inductive power transmission system designed to transmit up to 11 kW of power requires active cooling on both the charging device and the vehicle-side power receiving unit. This is particularly important when the vehicle charging device is embodied in one compact housing incorporating a power electronics assembly and a magnetic assembly. The combined package must be flat so that the vehicle can move over the combined package.
[0005]
[0005] Generally, about 500 W of power needs to be consumed with 90% efficiency and there needs to be a 50% distribution between the charger side and the vehicle side. Depending on the specific embodiment, this power is distributed approximately equally between the magnetic section and the power electronics section of the vehicle charging device.
[0006]
[0006] One technical problem in this art is to efficiently cool multiple components within the magnetic and power electronics compartments inside a flat charger housing, where the components have very different cooling requirements, some components have a distributed power density, while others are very locally heated.
[0007]
[0007] Some components can withstand high temperatures, while others require relatively low temperatures. Some components have potentially wide cooling interfaces, while others do not. Some components require additional high-voltage protection, which can be detrimental to the implementation of an efficient cooling interface. Some components require protection from environmental impacts, while others may be exposed to the environment, such as air used as a cooling fluid. Purpose of the invention
[0008]
[0008] Accordingly, the present invention provides an improved vehicle charging device. In particular, the present invention provides an improved cooling system for a vehicle charging device. The vehicle charging device according to the present invention enables a safer, more efficient, and faster vehicle charging process. [Overview of the Initiative]
[0009]
[0009] The present invention relates to a vehicle charging device for inductively charging the energy accumulator of a vehicle, wherein the vehicle charging device is An interface for receiving power, A first section comprising at least a coil, A second section comprising power electronics configured to convert the power received at the interface into a specified AC current, A cooling system comprising a fluid accelerator, a fluid inlet, and a fluid outlet, It is equipped with, The cooling system is configured to cool the vehicle charging device using a fluid, and the first section and the second section are spatially separated. The cooling system is A first cooling path located within the first section, A second cooling path located within the second section, It is equipped with, The fluid inlet is located within the first section, the fluid outlet is located within the second section, and the fluid accelerator is configured to transport fluid from the first cooling path to the second cooling path.
[0010]
[0010] In some embodiments, the second cooling path has a cooling geometry configured to provide heat dissipation from power electronics to a fluid, and in particular, the cooling geometry is formed by at least one fin.
[0011]
[0011] In some embodiments, at least one fin is made of a thermally conductive material, at least in part.
[0012]
[0012] In some embodiments, at least one fin branches at least a portion of the second cooling path into two or more separate channels.
[0013]
[0013] In some embodiments, the total cross-sectional area of the fluid inlet is greater than the total cross-sectional area of the fluid outlet.
[0014]
[0014] In some embodiments, the first section further comprises a magnetizable element.
[0015]
[0015] The vehicle charging device according to any one of the prior claims, wherein the coil is a printed circuit board (PCB) coil.
[0016]
[0016] In some embodiments, the fluid accelerator includes blades.
[0017]
[0017] In some embodiments, the fluid accelerator includes an impeller, a turbine, or a fan.
[0018]
[0018] In some embodiments, the first cooling path includes a first layer and a second layer, and the magnetizable element and the coil are positioned between the first and second layers.
[0019]
[0019] In some embodiments, the magnetizable element is separated from the coil by a thermally insulating electrical insulating substrate.
[0020]
[0020] In some embodiments, the second section includes a first region and a second region.
[0021]
[0021] In some embodiments, the first region has a first type of cooling geometry, the second region has a second type of cooling geometry different from the first type of cooling geometry, the first region includes a first type of power electronics, the second region includes a second type of power electronics, the first type of cooling geometry is sized and / or shaped according to the heat dissipation of the first type of power electronics, the second type of cooling geometry is sized and / or shaped according to the heat dissipation of the second type of power electronics.
[0022]
[0022] In some embodiments, the first type of power electronics is a power factor correction (PFC), and the second type of power electronics is an inverter.
[0023]
[0023] In some embodiments, the vehicle charging device further includes at least one temperature sensor and a control unit configured to adjust a fluid accelerator based on temperature data obtained by the at least one temperature sensor.
[0024]
[0024] In some embodiments, the vehicle charging device further comprises a housing, and the fluid accelerator is fully integrated into the housing.
[0025]
[0025] In some embodiments, at least a portion of the fluid inlet and at least a portion of the fluid outlet are located on both sides of the housing of the vehicle charging device.
[0026]
[0026] In some embodiments, the vehicle charging device further comprises a communication unit and a control unit configured to adjust the fluid accelerator based on command data acquired by the communication unit.
[0027]
[0027] In some embodiments, the fluid is air, and the vehicle charging device includes an exhaust unit configured to transport air from a fluid outlet into an environment isolated from the location of the vehicle charging device.
[0028]
[0028] In some embodiments, the fluid may be a coolant (e.g., oil or water), and the cooling system further comprises a coolant circulation system having a heat sink. [Brief explanation of the drawing]
[0029]
[0029] As merely an example, preferred embodiments of the present invention will be fully described below with reference to the accompanying drawings.
[0030] [Figure 1]
[0030] Figure 1 shows the process of starting the charging of vehicle 1 by the energy accumulator. [Figure 2]
[0030] Figure 2 shows the process of starting the charging of vehicle 1 by the energy accumulator.
[0031] [Figure 3]
[0031] Figure 3 is an abstraction of two exemplary embodiments of the vehicle charging device of the present invention in a horizontal side view. [Figure 4]
[0031] Figure 4 is an abstraction of two exemplary embodiments of the vehicle charging device of the present invention in a horizontal side view.
[0032] [Figure 5]
[0032] Figure 5 shows an exemplary layout of a component comprising at least one magnetizable element and at least one coil.
[0033] [Figure 6]
[0033] Figure 6 is a cross-sectional view defined by the dashed line in Figure 3. [Modes for carrying out the invention]
[0034]
[0034] Figures 1 and 2 illustrate the process of starting the charging of vehicle 1 by an energy accumulator, for example, in an electric vehicle or a hybrid electric vehicle. Vehicle 1 moves over vehicle charging device 2, which is connected to a power outlet 3 by a cable 4 via an interface 5. The charging process is started when vehicle 1 is manually started or automatically detected. Vehicle 1 has an inductive charging receiver 6 positioned on top of vehicle charging device 2. The inductive charging receiver 6 is configured to charge the energy accumulator 7 of vehicle 1.
[0035]
[0035] Figures 3 and 4 show two exemplary embodiments of the vehicle charging device of the present invention in horizontal side views. Referring first to Figure 3, the vehicle charging device 8 comprises (a) a first section 9 comprising compartment 10 having coils, particularly Litz wire coils, and (b) a second section 11 comprising power electronics 12 configured to convert power received from the power outlet 3 into a specified AC current, particularly low-frequency AC current. In the embodiments shown herein, compartment 10 also preferably comprises magnetizable elements, particularly ferrite elements.
[0036]
[0036] The vehicle charging device 8 further comprises a cooling system having a fluid accelerator 13, a fluid inlet 14, and a fluid outlet 15, the cooling system being configured to cool the vehicle charging device using a fluid, in this example, air from the environment. Generally, the fluid inlet and / or fluid outlet may be equipped with screens to prevent particles or insects from entering the cooling system.
[0037]
[0037] Referring further to Figure 3, the first section 9 and the second section 11 of the vehicle charging device 8 are spatially separated, with the first cooling path 16 of the cooling system located within the first section 9 and the second cooling path 17 of the cooling system located within the second section 11. In this example, the first cooling path 16 is located at the bottom of the vehicle charging device 8 and the second cooling path 17 is located at the top of the vehicle charging device 8. However, the cooling paths can be arranged in any vertical alignment or position within each section. In particular, in other embodiments, the first cooling path may also be located at the bottom of the vehicle charging device.
[0038]
[0038] The fluid inlet 14 is located within the first section 9, and the fluid outlet 15 is located within the second section 11. The fluid accelerator 13 is configured to transport fluid from the first cooling path 16 to the second cooling path 17, and in particular, the fluid accelerator 13 is positioned at the boundary between the first section 9 and the second section 11. Specifically, the accelerator 13 is integrated into the housing of the charger so that it can draw fluid only from the first cooling path and discharge fluid only into the second cooling path. The accelerator integrated inside the housing reduces the noise level of the accelerator.
[0039]
[0039] In particular, the second cooling path 17 differs from the first cooling path 16 in at least one of the following ways: (a) the total cross-sectional area of the fluid inlet is greater than the total cross-sectional area of the fluid outlet; (b) the second cooling path has a smaller volume than the first cooling path and the fluid has a faster average velocity when passing through the second cooling path; and (c) the total inner surface area of the second cooling path is greater than the total inner surface area of the first cooling path.
[0040]
[0040] Figure 4 shows an alternative embodiment 18 of the vehicle charging device, in which a component 19 having one or more magnetizable elements and one or more coils is positioned as an intermediate layer between a first layer 20 and a second layer 21 included in a first cooling path. Fluid accesses the first cooling path 20 via an inlet 27. A recess 22 allows air or fluid from the second layer 21 to reach the bottom of a fluid accelerator 23, which is embodied here as an impeller that draws in air from below and allows the air to pass radially outward. Refer to the embodiment in Figure 3 with respect to the separation of the first and second sections and the design of the second section. Other fluid accelerators, such as fans, are also applicable, of course.
[0041]
[0041] Figure 5 shows an exemplary layout of a component comprising at least one magnetizable element and at least one coil, embodiments thereof are shown in Figures 3 and 4 (see reference numeral 10 or 19). The coil unit 24 is positioned on the upper side such that it is closest to the inductive charge receiver 6 of the vehicle 1. The unit 24 is separated from the magnetizable element 26 by a layer 25 made of a material, such as plastic, which is not only electrically insulated but especially thermally insulated.
[0042]
[0042] If layer 25 also provides thermal insulation, the heat dissipation from the coil 24 and the heat dissipation from the magnetizable element 26 are separated so that the respective heat can be dissipated by the air flowing through the first layer 21 of the first cooling path and the air flowing through the second layer 20 of the first cooling path, respectively. However, the layout presented in Figure 5 is also applicable to modifications having a coil compartment at the bottom of the charger 8 or housing in Figure 3.
[0043]
[0043] The magnetic components (coil section) included in the first section and the electronic components included in the second section both have substantially different heat dissipation distributions. In the first section, heat is generated relatively uniformly throughout the first cooling path, whereas in the second section, heat is generated locally concentrated adjacent to the electronic components. These electronic components may also include inverters, particularly power factor correction (PFC). Due to the high voltage, the generated heat is very significant, and therefore effective cooling is required for the vehicle charging system to operate without failure and malfunction.
[0044]
[0044] Separating components with different characteristics so that they are cooled by different cooling paths enables effective cooling, and in this case only one fluid accelerator is required. Using only one accelerator is advantageous because the dimensions of the accelerator become relatively large due to the amount of heat dissipated. However, naturally, according to the present invention, the vehicle charging device can have not just one but more fluid accelerators. The aforementioned increase in efficiency makes a compact, one-box structure for the vehicle charging device possible. The fact that all major components can be housed in the vehicle charging device eliminates the need for high-voltage cables that would otherwise be connected to the charging device, thereby increasing the overall safety and electromagnetic compatibility of the charging.
[0045]
[0045] As described above, a further advantage of the embodiment is that the vehicle charging device can house a fan(or more)(fluid accelerator(or more)) inside, and as a result, the sound is contained by the housing of the vehicle charging device, resulting in less noise emission.
[0046]
[0046] Figure 6 is a cross-sectional view defined by the dashed line in Figure 3. Conversely, Figure 3 is a cross-sectional view of the dashed line drawn in Figure 6. As can be seen in Figure 6, the first cooling path 16 in the first section 9 has a smaller internal cooling surface compared to the second cooling path 17 in the second section 11. Furthermore, in the illustrated example, the fluid moves more slowly and uniformly (at least on average) in the first path 16 because the volume of the first path 16 is larger than the volume of the second path 17. The faster and more winding flow in the second path 17 causes turbulence in particular, which can improve cooling performance. In the second cooling path 17, on average, the fluid moves faster due to the special design of the cooling geometry along the second path 17.
[0047]
[0047] The impeller 13 transports preheated air into the second cooling path 17 by drawing it in from the first cooling path 16 and releasing it radially. Even if the initial temperature of the air in the second cooling path 17 is higher than the initial temperature of the first cooling path 16, the fluid in the second path 17 can still effectively cool the components due to the larger cooling surface.
[0048]
[0048] In the illustrated embodiment, the second section 11 comprises elongated islands (i.e., fins) along which a thin channel of the second cooling path 17 follows. The fins divide the fluid path and can increase turbulence depending on the shape of the fins. The islands or fins increase the surface area in contact with the fluid and thus improve heat dissipation. Further improvements can be obtained if the fins are made of a material having high thermal conductivity, such as aluminum.
[0049]
[0049] These methods of splitting a wider channel into many narrower channels may be branched and labeled. Thus, in a preferred embodiment, the second cooling path 17 comprises a first main branch and a second main branch, and the second section 11 comprises these branches in a first region (branch above the dashed line in Figure 6) and in a second region (branch below the dashed line in Figure 6), respectively.
[0050]
[0050] The first region may comprise a first type of power electronics, and the second region may comprise a second type of power electronics, the first main branch being sized and / or shaped according to the heat dissipation characteristics of the first type of power electronics (first type cooling geometry), and the second main branch being sized and / or shaped according to the heat dissipation characteristics of the second type of power electronics (second type cooling geometry). In this way, the branch can be specifically adapted to precisely dissipate the heat generated from the two main components. These two different types of power electronics are located within the compartment 12, i.e., below (or above in other embodiments) the second cooling path 17. Specifically, these two components may include, but are not limited to, an inverter and / or power factor correction (PFC).
[0051]
[0051] In some embodiments (not shown), the fluid inlet and fluid outlet are tightly separated so as to be located on opposite sides of the housing of the vehicle charging device in order to prevent air that dissipates heat from the fluid outlet from being immediately drawn back in by the fluid inlet.
[0052]
[0052] In further embodiments, the vehicle charging system may include an exhaust unit configured to transport air from a fluid outlet into an environment isolated from the location of the vehicle charging system, i.e., for example, an adjacent room or outside (for example, if the vehicle charging system is located in a garage). Such an exhaust unit may include a suction device and / or a suction hose.
[0053]
[0053] Further embodiments may provide at least one temperature sensor, and the vehicle charging device may be controlled by a control unit based on at least one temperature sensor. In this case, the control unit will adjust the fluid accelerator according to the temperature data obtained by the temperature sensor (i.e., the rotational speed of the fluid accelerator and / or the starting and stopping of the fluid accelerator). Alternatively or additionally, the charging speed / performance may be controlled based on the measured temperature(s).
[0054]
[0054] For example, a vehicle charging device (or its individual components) may have a specific temperature at which it operates optimally, and this specific temperature is different from the ambient temperature. In that case, the control unit may operate / stop / adjust the fluid accelerator to reach and maintain the specific temperature.
[0055]
[0055] Exemplary locations for such temperature sensors are the fluid inlet, in the first path before entering the fluid accelerator, inside the fluid accelerator, the fluid accelerator outlet, the fluid outlet, and locations adjacent to specific components of the charger (e.g., coils, magnetizable elements, inverters, PFCs).
[0056]
[0056] Some embodiments may include a communication unit that receives commands from an external device, such as a smartphone or computer, included in an electric vehicle that is being charged by the vehicle charger, using, for example, wired or wireless technology. For example, if the charging process is scheduled, the fluid accelerator may be activated / stopped / adjusted according to the planned start or progress of charging. Specifically, the vehicle charger may be pre-cooled for the planned charging process and / or post-cooled for a specified time after the charging process is completed or until a desired temperature (monitored by any temperature sensor(s)) is reached.
[0057]
[0057] Although the present invention has been illustrated above with reference to some preferred embodiments in part, it should be understood that numerous modifications and combinations of various features of the embodiments are possible. All of these modifications are within the scope of the appended claims. [Item of the invention] [Item 1] A vehicle charging device (2, 8, 18) for inductively charging the energy accumulator (7) of a vehicle (1), wherein the vehicle charging device is An interface (5) for receiving power, A first section (9) comprising at least a coil (24), A second section (11) comprising power electronics configured to convert the power received at the interface into a specified AC current, A cooling system comprising fluid accelerators (13, 23), fluid inlets (14, 27), and a fluid outlet (15), wherein the cooling system is configured to cool the vehicle charging device using fluid. It is equipped with, The first section and the second section are spatially separated, The aforementioned cooling system The first cooling path (14, 20, 21) located within the first section, A second cooling path (17) located within the second section, It is equipped with, The fluid inlet is located within the first section, and the fluid outlet is located within the second section. A vehicle charging device (2, 8, 18) characterized in that the fluid accelerator is configured to transport the fluid from the first cooling path to the second cooling path. [Item 2] The vehicle charging device (2, 8, 18) according to item 1, wherein the second cooling path (17) has a cooling geometry configured to provide heat dissipation from the power electronics to the fluid, and in particular, the cooling geometry is formed by at least one fin. [Item 3] The vehicle charging device according to item 2 (2, 8, 18), wherein at least one of the fins is made of a thermally conductive material in part. [Item 4] The vehicle charging device (2, 8, 18) according to item 3, wherein at least one fin branches at least a portion of the second cooling path (17) into two or more separate channels. [Item 5] A vehicle charging device according to any one of items 1 to 4 (2, 8, 18), wherein the total cross-sectional area of the fluid inlet is greater than the total cross-sectional area of the fluid outlet. [Item 6] The vehicle charging device according to any one of items 1 to 5, wherein the first section (9) further comprises a magnetizable element (26). [Item 7] A vehicle charging device (2, 8, 18) according to any one of items 1 to 6, wherein the coil (24) is a printed circuit board (PCB) coil. [Item 8] The fluid accelerator (13, 23) is a vehicle charging device (2, 8, 18) as described in any one of items 1 to 7, including blades. [Item 9] The fluid accelerator (13, 23) is a vehicle charging device (2, 8, 18) as described in any one of items 1 to 8, including an impeller, turbine, or fan. [Item 10] The first cooling path comprises a first layer (20) and a second layer (21), A vehicle charging device according to any one of items 1 to 9 (2, 8, 18), wherein the magnetizable element (26) and the coil (24) are positioned between the first and second layers. [Item 11] A vehicle charging device according to any one of items 1 to 10 (2, 8, 18), wherein the magnetizable element (26) is separated from the coil (24) by a heat-insulating electrical insulating substrate (25). [Item 12] The vehicle charging device according to any one of items 1 to 11, wherein the second section (11) comprises a first area and a second area (2, 8, 18). [Item 13] The first region has a first type of cooling geometry, The second region has a second type of cooling geometry that is different from the first type of cooling geometry, The first region comprises a first type of power electronics, The second region comprises a second type of power electronics, The first type of cooling geometry is dimensionalized and / or shaped according to the heat dissipation of the first type of power electronics. The second type of cooling geometry is dimensionally and / or shaped according to the heat dissipation of the second type of power electronics, as described in item 13 (2, 8, 18). [Item 14] The first type of power electronics is power factor correction (PFC), The second type of power electronics described above is an inverter, as in the vehicle charging device described in item 14 (2, 8, 18). [Item 15] At least one temperature sensor, A control unit configured to adjust the fluid accelerator based on temperature data obtained by at least one of the temperature sensors, A vehicle charging device (2, 8, 18) as described in any one of items 1 to 14, comprising:
Claims
1. A vehicle charging device (2, 8, 18) for inductively charging the energy accumulator (7) of a vehicle (1), wherein the vehicle charging device is An interface for receiving power (5), A first section (9) comprising at least a coil (24), A second section (11) comprising power electronics configured to convert the power received at the interface into a specified AC current, A cooling system comprising fluid accelerators (13, 23), fluid inlets (14, 27), and a fluid outlet (15), wherein the cooling system is configured to cool the vehicle charging device using fluid, It is equipped with, The first section and the second section are spatially separated, The aforementioned cooling system A first cooling path (14, 20, 21) is located within the first section, A second cooling path (17) located within the second section, It is equipped with, The fluid inlet is located within the first section, and the fluid outlet is located within the second section. The fluid accelerator is configured to transport the fluid from the first cooling path to the second cooling path, The second cooling path (17) has a cooling geometry configured to provide heat dissipation from the power electronics to the fluid, and the cooling geometry is formed by at least one fin, and The at least one fin causes at least a portion of the second cooling path (17) to branch into two or more separate channels. A vehicle charging device (2, 8, 18) characterized by the above.
2. The vehicle charging device according to claim 1 (2, 8, 18), wherein at least one of the fins is made of a thermally conductive material in part.
3. The vehicle charging device according to claim 1 (2, 8, 18), wherein the total cross-sectional area of the fluid inlet is greater than the total cross-sectional area of the fluid outlet.
4. The vehicle charging device (2, 8, 18) according to claim 1, wherein the first section (9) further comprises a magnetizable element (26).
5. The vehicle charging device (2, 8, 18) according to claim 1, wherein the coil (24) is a printed circuit board (PCB) coil.
6. The vehicle charging device (2, 8, 18) according to claim 1, wherein the fluid accelerator (13, 23) includes blades.
7. The vehicle charging device (2, 8, 18) according to claim 1, wherein the fluid accelerator (13, 23) includes an impeller, a turbine, or a fan.
8. The first cooling path comprises a first layer (20) and a second layer (21), The vehicle charging device (2, 8, 18) according to claim 4, wherein the magnetizable element (26) and the coil (24) are positioned between the first and second layers.
9. The vehicle charging device (2, 8, 18) according to claim 4, wherein the magnetizable element (26) is separated from the coil (24) by a heat-insulating electrical insulating substrate (25).
10. The vehicle charging device (2, 8, 18) according to claim 1, wherein the second section (11) comprises a first region and a second region.
11. The first region has a first type of cooling geometry, The second region has a second type of cooling geometry that is different from the first type of cooling geometry, The first region comprises a first type of power electronics, The second region comprises a second type of power electronics, The first type of cooling geometry is dimensionalized and / or shaped according to the heat dissipation of the first type of power electronics. The vehicle charging device according to claim 10 (2, 8, 18), wherein the second type of cooling geometry is sized and / or shaped according to the heat dissipation of the second type of power electronics.
12. The first type of power electronics described above is power factor correction (PFC), The vehicle charging device according to claim 11, wherein the second type of power electronics is an inverter (2, 8, 18).
13. At least one temperature sensor, A control unit configured to adjust the fluid accelerator based on temperature data obtained by at least one of the temperature sensors, The vehicle charging device according to claim 1 (2, 8, 18), comprising:
14. The vehicle charging device (2, 8, 18) according to claim 1, wherein the fluid accelerator (13) is positioned at the boundary between the first section (9) and the second section (11).