Charging station for electric vehicles

Abstract

A charging station for electric vehicles comprising a battery unit configured to provide electrical power for charging electric vehicles. The charging station further comprises a charging channel, wherein the charging channel is connected to the battery unit and wherein the charging channel comprises a DC-DC converter and a charging outlet configured to couple to an electric vehicle. The charging station further comprises a boost channel, the boost channel being connected to the battery unit, wherein the boost channel comprises a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel. The battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel are located within a housing of the charging station.

Description

[0001] TITLE

[0002] Charging station for electric vehicles

[0003] TECHNOLOGICAL FIELD

[0004] Examples of the disclosure relate to a charging station for electric vehicles. Some relate to a charging station for charging heavy equipment electric vehicles in an off- grid location.

[0005] BACKGROUND

[0006] Many construction or work sites are located off-grid, either because the necessary infrastructure to provide a reliable electricity supply has not yet been implemented, or the location is remote from civilization. In such construction and work sites, it is necessary to provide power to charge heavy equipment electric vehicles, such as earth moving equipment or excavators. Heavy equipment electric vehicles are expensive to operate, and therefore fast charging is desired to maximise the available operating time of the heavy equipment electric vehicles.

[0007] Furthermore, electric grids in rural locations often struggle to meet the growing demands of electric vehicles. Rapid charging may therefore not be available to owners or drivers of electric vehicles in such rural locations.

[0008] BRIEF SUMMARY

[0009] According to various, but not necessarily all, examples there is provided a charging station for electric vehicles comprising: a battery unit configured to provide electrical power for charging electric vehicles; a charging channel, wherein the charging channel is connected to the battery unit and wherein the charging channel comprises a DC-DC converter and a charging outlet configured to couple to an electric vehicle; a boost channel, the boost channel being connected to the battery unit, wherein the boost channel comprises a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel; and a housing, wherein the battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel are located within the housing.

[0010] The DC-DC converter of the charging channel may be configured to deliver power predominantly to the charging outlet of the charging channel. The DC-DC converter of the charging channel may be configured to deliver power solely to the charging outlet of the charging channel.

[0011] The switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the charging outlet of the charging channel.

[0012] The charging station may comprise a second charging channel. The second charging channel may be connected to the battery unit and the second charging channel may comprise a DC-DC converter and a second charging outlet configured to couple to a second electric vehicle. The boost channel may comprise a second switch, the second switch being configured to selectively connect or disconnect the boost channel from the second charging channel. The second switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the second charging outlet of the second charging channel. The DC-DC converter of the second charging channel may be configured to deliver power predominantly to the second charging outlet of the second charging channel. The DC-DC converter of the second charging channel may be configured to deliver power solely to the second charging outlet of the second charging channel. The switch of the boost channel may form part of a first switch unit, and the second switch of the boost channel may form part of a second switch unit. The first switch unit may be coupled to the DC-DC converter of the boost channel via the second switch unit.

[0013] The charging station may comprise a third charging channel. The third charging channel may be connected to the battery unit and the third charging channel may comprise a DC-DC converter and a third charging outlet configured to couple to a third electric vehicle. The boost channel may comprise a third switch, the third switch being configured to selectively connect or disconnect the boost channel from the third charging channel. The third switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the third charging outlet of the third charging channel. The DC-DC converter of the third charging channel may be configured to deliver power predominantly to the third charging outlet of the third charging channel. The DC-DC converter of the third charging channel may be configured to deliver power solely to the third charging outlet of the third charging channel.

[0014] The charging station may comprise a second boost channel. The second boost channel may be connected to the battery unit. The second boost channel may comprise a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel.

[0015] The charging station may further comprise a power generator configured to charge the battery unit. The power generator may be a fuel cell configured to charge the battery unit.

[0016] The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 3:1 . The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 4:1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 6:1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 8:1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be from 3: 1 to 10: 1 .

[0017] The battery unit may have a capacity of at least 150 kWh. The battery unit may have a capacity of at least 200 kWh. The battery unit may have a capacity of at least 300 kWh. The battery unit may have a capacity of at least 400 kWh.

[0018] The battery unit may comprise a plurality of batteries which are electrically parallel.

[0019] The ratio of the maximum power output of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 1 :1. The ratio of the maximum power of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 2:1 . The ratio of the maximum power output of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 3:1. The fuel cell may have a maximum power output of up to 100kW. The fuel cell may have a maximum power output of between 30 kW and 100 kW.

[0020] The fuel cell may be a hydrogen fuel cell.

[0021] The DC-DC converter of the charging channel may be a two-stage converter, wherein the first stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter.

[0022] The DC-DC converter of the boost channel may be a two-stage converter, wherein the first stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter.

[0023] The step-up DC-DC converter may be configured to step-up the voltage to at least 800 V.

[0024] The boost channel may further comprise a charging outlet.

[0025] The battery unit may be liquid cooled. The DC-DC converter of the charging channel may be liquid cooled.

[0026] The charging station may comprise at least three charging channels. At least three charging channels may be provided per boost channel.

[0027] The charging channel may be connected to the battery unit via a power distribution unit.

[0028] The DC-DC converter of the charging channel may be coupled between the power distribution unit and the charging outlet.

[0029] The charging station may comprise a further DC-DC converter, the further DC-DC converter being coupled between the battery unit and the power distribution unit. The charging station may comprise two power inputs coupled to the power distribution unit. The charging station may comprise a power converter for each of two power inputs, each power converter being coupled between the respective power input and the power distribution unit.

[0030] The boost channel and charging channel may be configured such that when the switch of the boost channel is closed, the DC-DC converter of the boost channel and the DC-DC converter of the charging channel are electrically parallel.

[0031] The battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel may form part of a first unit of the charging station. The switch of the boost channel and the charging outlet of the charging channel may form part of a second unit of the charging station, the first unit of the charging station being spaced from the second unit of the charging station. The first unit may be spaced from the second unit by a distance of at least 5 metres.

[0032] The charging station may comprise a power control unit configured to control the power output to the one or more charging outlets of the charging station. The power control unit may be configured to control the power output to the one or more charging outlets based at least in part on a signal received from one of the one or more charging outlets.

[0033] The charging station may comprise a thermal control unit configured to control the flow of cooling liquid to the battery unit. The thermal control unit may be configured to control the flow of cooling liquid to the battery unit based on a signal received from one or more temperature sensors.

[0034] The charging station may comprise one or more hydrogen storage tanks.

[0035] The charging station may comprise an AC outlet connected to the battery unit via an inverter.

[0036] The charging station may comprise one or more mounting points configured to couple to a trailer, a lifting arm or shipping container handling equipment. The charging station may be in the form of a trailer or the charging station may be mountable to a trailer.

[0037] The housing may have substantially the same dimensions as a standardised shipping container.

[0038] Substantially all electrical components of the charging station may be located within the housing.

[0039] The charging station may be a mobile charging station.

[0040] According to various, but not necessarily all, examples there is provided a charging station for electric vehicles comprising: a battery unit; a power generator configured to charge the battery unit; and a charging channel, wherein the charging channel is connected to the battery unit and wherein the charging channel comprises a DC-DC converter and a charging outlet configured to couple to an electric vehicle.

[0041] The charging station may comprise a boost channel, the boost channel being connected to the battery unit, wherein the boost channel comprises a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel.

[0042] The DC-DC converter of the charging channel may be configured to deliver power predominantly to the charging outlet of the charging channel. The DC-DC converter of the charging channel may be configured to deliver power solely to the charging outlet of the charging channel.

[0043] The switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the charging outlet of the charging channel.

[0044] The charging station may comprise a second charging channel. The second charging channel may be connected to the battery unit and the second charging channel may comprise a DC-DC converter and a second charging outlet configured to couple to a second electric vehicle. The boost channel may comprise a second switch, the second switch being configured to selectively connect or disconnect the boost channel from the second charging channel. The second switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the second charging outlet of the second charging channel. The DC-DC converter of the second charging channel may be configured to deliver power predominantly to the second charging outlet of the second charging channel. The DC-DC converter of the second charging channel may be configured to deliver power solely to the second charging outlet of the second charging channel. The switch of the boost channel may form part of a first switch unit, and the second switch of the boost channel may form part of a second switch unit. The first switch unit may be coupled to the DC-DC converter of the boost channel via the second switch unit.

[0045] The charging station may comprise a third charging channel. The third charging channel may be connected to the battery unit and the third charging channel may comprise a DC-DC converter and a third charging outlet configured to couple to a third electric vehicle. The boost channel may comprise a third switch, the third switch being configured to selectively connect or disconnect the boost channel from the third charging channel. The third switch of the boost channel may be provided in series between the DC-DC converter of the boost channel and the third charging outlet of the third charging channel. The DC-DC converter of the third charging channel may be configured to deliver power predominantly to the third charging outlet of the third charging channel. The DC-DC converter of the third charging channel may be configured to deliver power solely to the third charging outlet of the third charging channel.

[0046] The charging station may comprise a second boost channel. The second boost channel may be connected to the battery unit. The second boost channel may comprise a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel.

[0047] The power generator may be a fuel cell configured to charge the battery unit. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 3:1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 4:1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 6:1 . The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be at least 8: 1. The ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW may be from 3:1 to 10:1.

[0048] The battery unit may have a capacity of at least 150 kWh. The battery unit may have a capacity of at least 200 kWh. The battery unit may have a capacity of at least 300 kWh. The battery unit may have a capacity of at least 400 kWh.

[0049] The battery unit may comprise a plurality of batteries which are electrically parallel.

[0050] The ratio of the maximum power output of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 1 :1. The ratio of the maximum power output of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 2:1. The ratio of the maximum power output of the charging outlet in kW to the maximum power output of the fuel cell in kW may be at least 3:1 , at least 5:1 or at least 10:1.

[0051] The fuel cell may have a maximum power output of up to 100kW. The fuel cell may have a maximum power output of between 30 kW and 100 kW.

[0052] The fuel cell may be a hydrogen fuel cell.

[0053] The charging station may further comprise a housing, wherein the battery unit, the DC- DC converter of the charging channel, and the fuel cell are located within the housing.

[0054] The boost channel and charging channel may be configured such that when the switch of the boost channel is closed, the DC-DC converter of the boost channel and the DC-DC converter of the charging channel are electrically parallel.

[0055] The DC-DC converter of the charging channel may be a two-stage converter, wherein the first stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter. The DC-DC converter of the boost channel may be a two-stage converter, wherein the first stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter.

[0056] The step-up DC-DC converter may be configured to step-up the voltage to at least 800 V.

[0057] The boost channel may further comprise a charging outlet.

[0058] The battery unit may be liquid cooled. The DC-DC converter of the charging channel may be liquid cooled.

[0059] The charging station may comprise at least three charging channels. At least three charging channels may be provided per boost channel.

[0060] The charging channel may be connected to the battery unit via a power distribution unit.

[0061] The charging station may comprise a power control unit configured to control the power output to the one or more charging outlets of the charging station. The power control unit may be configured to control the power output to the one or more charging outlets based at least in part on a signal received from one of the one or more charging outlets.

[0062] The charging station may comprise a thermal control unit configured to control the flow of cooling liquid to the battery unit. The thermal control unit may be configured to control the flow of cooling liquid to the battery unit based on a signal received from one or more temperature sensors.

[0063] The charging station may comprise one or more hydrogen storage tanks.

[0064] The charging station may comprise an AC outlet connected to the battery unit via an inverter. The charging station may comprise one or more mounting points configured to couple to a trailer, a lifting arm or shipping container handling equipment.

[0065] The charging station may be in the form of a trailer or the charging station may be mountable to a trailer.

[0066] The housing may have substantially the same dimensions as a standardised shipping container.

[0067] Substantially all electrical components of the charging station may be located within the housing.

[0068] The charging station may be a mobile charging station.

[0069] According to various, but not necessarily all, examples there is provided examples as claimed in the appended claims.

[0070] While the above examples of the disclosure and optional features are described separately, it is to be understood that their provision in all possible combinations and permutations is contained within the disclosure. It is to be understood that various examples of the disclosure can comprise any or all of the features described in respect of other examples of the disclosure, and vice versa. Also, it is to be appreciated that any one or more or all of the features, in any combination, may be implemented by / comprised in / performable by an apparatus, a method, and / or computer program instructions as desired, and as appropriate.

[0071] BRIEF DESCRIPTION

[0072] Some examples will now be described with reference to the accompanying drawings in which:

[0073] Fig. 1 schematically shows an electrical power circuit of a first example charging station for charging electric vehicles;

[0074] Fig. 2 schematically shows an electrical power circuit of a second example charging station for charging electric vehicles; Fig. 3 schematically shows an electrical power circuit of a third example charging station for charging electric vehicles;

[0075] Fig. 4 schematically shows an electrical power circuit of a fourth example charging station for charging electric vehicles;

[0076] Fig. 5 schematically shows an electrical power circuit of a fifth example charging station for charging electric vehicles;

[0077] Fig. 6 schematically shows an electrical power circuit of a sixth example charging station for charging electric vehicles;

[0078] Fig. 7 shows an electrical power circuit of a seventh example charging station for charging electric vehicles;

[0079] Fig. 8 shows an electrical power circuit of an eighth example charging station for charging electric vehicles;

[0080] Fig. 9 schematically shows communication between various components of a charging station for charging electric vehicles;

[0081] Fig. 10 schematically shows an example power control unit;

[0082] Fig. 11 schematically shows a first example cooling circuit;

[0083] Fig. 12 schematically shows a second example cooling circuit;

[0084] Fig. 13 schematically shows a third example cooling circuit;

[0085] Fig. 14 schematically shows a fourth example cooling circuit;

[0086] Fig. 15 schematically shows communication between various components of a thermal management system of a charging station for charging electric vehicles;

[0087] Fig. 16 schematically shows an example thermal control unit;

[0088] Fig. 17 schematically shows a modified version of the electrical power circuit of the second example charging station of Fig. 2;

[0089] Fig. 18 schematically shows a modified version of the electrical power circuit of the fifth example charging station of Fig. 5;

[0090] Fig. 19 shows an electrical power circuit of a ninth example charging station for charging electric vehicles;

[0091] Fig. 20 shows an electrical power circuit of a tenth example charging station for charging electric vehicles; and

[0092] Fig. 21 shows an electrical power circuit of an eleventh example charging station for charging electric vehicles. The figures are not necessarily to scale. Certain features and views of the figures can be shown schematically or exaggerated in scale in the interest of clarity and conciseness. For example, the dimensions of some elements in the figures can be exaggerated relative to other elements to aid explication. Similar reference numerals are used in the figures to designate similar features. For clarity, all reference numerals are not necessarily displayed in all figures.

[0093] DETAILED DESCRIPTION

[0094] Fig. 1 schematically shows an electrical power circuit of a first example charging station 100 for charging electric vehicles. The first example charging station 100 is hereafter referred to as the first charging station 100. The first charging station 100 includes a battery unit 180, a power generator 190, and a charging channel 110.

[0095] The battery unit 180 includes at least one battery cell. The battery cell may be a secondary (i.e., rechargeable) battery cell that can be repeatedly charged, such as a lithium-ion battery cell or a sodium-ion battery cell. The battery cell could include a liquid electrolyte or a solid electrolyte. In some examples, the battery unit 180 includes multiple battery cells. The multiple battery cells may be connected in parallel. In some examples, the battery unit 180 is liquid cooled.

[0096] The battery unit 180 is configured to provide electrical power for charging electric vehicles. The battery unit 180 may be configured to be the primary power source for charging the electric vehicles at the charging station (i.e., the charging station 100 is configured such that at least the majority of the power supplied to the electric vehicles is provided by the battery unit 180). The battery unit 180 does not require a mains power connection and is capable of providing rapid power delivery to enable rapid charging of vehicles. In some examples, the battery unit 180 has a capacity of at least 100 kWh, at least 150 kWh at least 200 kWh, at least 300 kWh, at least 400 kWh, or at least 500 kWh. The battery unit 180 may have a capacity of from 150 kWh to 2000 kWh, or preferably from 300 kWh to 600 kWh. The capacity of the battery unit may be determined as the mean average of multiple cycles, such as 50 cycles. To determine the capacity of the battery unit, 1C is used (i.e., the discharge current of the entire battery unit in 1 hour), measuring the current and time for depleting the battery unit from 100% state of charge to 0% state of charge. For example, for a battery unit with a capacity of 400kWh, the battery unit is depleted from full in 1 hour when discharging at a rate of 400kW. This test is repeated 50 times with a maximum of 4 hours between each cycle, the capacity being the mean average of these cycles. The voltage of the battery unit may be determined between 20 °C and 24 °C at 0 m to 500 m altitude. Measurements are made with external apparatus performing coulomb counting.

[0097] In some examples, the battery unit 180 has a rated voltage of at least 100 V, at least 200 V, at least 300 V, at least 400 V, at least 500 V, at least 800 V, or at least 1000 V. The battery unit 180 may have a rated voltage of from 400 V to 600 V, such as 490 V. To determine the rated voltage of the battery unit an external test apparatus measuring output voltage can be used. The rated voltage is determined at 50% state of charge. The test procedure for determining the rated voltage begins at 100% state of charge, which is determined by a battery management system. The battery is discharged to 50% state of charge at a rate of 1C discharge for 0.5 hours, followed by a rest period of 1 hour. After the rest period the voltage is measured. The voltage of the battery unit may be determined between 20 °C and 24 °C at 0 m - 500 m altitude. Measurements are made with external apparatus performing coulomb counting.

[0098] In some examples, the battery unit 180 has a maximum power of at least 200 kW, at least 400 kW, at least 800 kW, or at least 1600 kW. The maximum power of the battery unit is the maximum power that can be discharged continuously over a period of 10 minutes. The maximum power test is repeated for 100 cycles with a maximum of 30 mins between each cycle, the maximum power being the mean average of these cycles. The battery unit can be operated with standard cooling. The maximum power of the battery unit may be determined between 20 °C and 24 °C at 0 m to 500 m altitude. Measurements are made with external apparatus performing coulomb counting.

[0099] The power generator 190 is configured to charge the battery unit 180. Preferably, the power generator 190 comprises a fuel cell. Most preferably, the fuel cell 190 is a hydrogen fuel cell. The hydrogen fuel cell could be for instance a proton exchange membrane fuel cell or an alkaline fuel cell. The hydrogen fuel cell may include a stack of multiple cells in series. In some examples, the power generator 190, which may comprise a fuel cell, has a maximum power output of up to 50 kW, up to 60 kW, up to 70 kW, up to 80 kW, up to 90 kW, or up to 100kW. In some examples, the power generator 190, which may comprise a fuel cell, has a maximum power output of at least 10 kW, at least 20 kW or at least 40 kW. The power generator 190, which may comprise a fuel cell, may have a maximum power output of from 40 kW to 80kW, such as 60 kW. In examples where the power generator 190 comprises a fuel cell, the maximum power output of the fuel cell is the maximum power that can be output continuously over a period of 60 minutes. The maximum power test is repeated for 20 cycles with a maximum of 30 mins between each cycle, the maximum power being the mean average of these cycles. The fuel cell can be operated with standard cooling. The maximum power of the fuel cell may be determined between 20 °C and 24 °C at 0 m to 500 m altitude. Measurements are made with external apparatus performing coulomb counting.

[0100] As described in the paragraph above, in some examples, the power generator 190 comprises a fuel cell, such as a hydrogen fuel cell. Alternatively or additionally, the power generator 190 may comprise an engine generator such as a diesel generator, a solar panel, and / or a wind turbine.

[0101] In some examples, the ratio of the capacity of the battery unit 180 in kWh to the maximum power output of the power generator 190, which may comprise a fuel cell, in kW is at least 3: 1 , at least 4:1 , at least 6: 1 , or at least 8:1.

[0102] The battery unit 180 and power generator 190 are connected in parallel in this example. In some examples, the power generator 190 may include a DC-DC converter, in order to adapt the voltage supplied to the battery unit 180 from the power generator 190.

[0103] The charging channel 110 is connected to the battery unit 180. The battery unit 180 provides power to the charging channel 110. The charging channel 110 comprises a DC-DC converter 112 and a charging outlet 114.

[0104] The charging outlet 114 is configured to couple to an electric vehicle. The electric vehicle could be for instance an electric car, a heavy equipment electric vehicle, an electric bus or truck, an electric bike, an electric drone, or an electric boat. In some examples, the charging outlet 114 includes a charging socket configured to couple to an electric vehicle charging plug of an electric vehicle charging cable. The charging socket may be configured to couple to any suitable type of electric vehicle charging plug. For instance, the charging socket could be configured to couple to an IEC 62196 type 2 plug, an SAE J 1772 plug, an SAE J 1772 combined charging system (CCS) plug, a SAE J3068 plug, a NACS plug, a CHAdeMO plug, an IEC 62196-3 CCS combo 2 plug, an IEC 62196-3 CCS plug, a GB / T 20234.2 plug, a GB / T 20234.3 plug, an NACS plug, a ChaoJi plug, other proprietary electric vehicle plugs, or combinations thereof. In other examples, the charging outlet could include an integrated charging cable with a charging handle for coupling to a charge port on an electric vehicle, or a cable configured to couple to a charging point. The charging handle could include an IEC 62196 type 2 connector, a SAE J 1772 connector, a SAE J 1772 combined charging system (CCS) connector, a SAE J3068 connector, a NACS connector, a CHAdeMO connector, an IEC 62196-3 CCS combo 2 connector, an IEC 62196-3 CCS, a GB / T 20234.2 connector, a GB / T 20234.3 connector, a ChaoJi connector, other proprietary electric vehicle connectors, or combinations thereof. The charging outlet 114 may comprise a switch (not shown) configured to cut off the power supply to the charging outlet when an electric vehicle is not coupled to the charging outlet 114. In other examples, the charging outlet 114 may comprise a cable configured to couple to an electric vehicle charging point or a socket configured to couple to a cable for coupling to an electric vehicle charging point.

[0105] The DC-DC converter 112 is between the battery unit 180 and the charging outlet 114, and is configured to adapt the voltage supplied by the battery unit 180 to the charging outlet 114. The DC-DC converter 112 may be a variable output DC-DC converter. The DC-DC converter 112 may be liquid cooled.

[0106] In some examples, the ratio of the maximum power output of the charging outlet 114 of the charging channel 110 in kW to the maximum power output of the power generator 190, which may comprise a fuel cell, in kW is at least 1 :1 , at least 2:1 , or at least 3:1. The ratio of the maximum power output of the charging outlet 114 of the charging channel 110 in kWto the maximum power output of the power generator 190, which may comprise a fuel cell, in kW may be from 3:1 to 10:1. The maximum power of the charging outlet is the maximum power that can be output continuously over a period of 5 minutes. The maximum power test is repeated for 10 cycles with a maximum of 30 mins between each cycle, the maximum power being the mean average of these cycles. The charging station can be operated with standard cooling. The maximum power of the charging outlet may be determined between 20 °C and 24 °C at 0 m to 500 m altitude. Measurements are made with external apparatus performing coulomb counting.

[0107] In some examples, the DC-DC converter 112 is a two-stage converter. In a first example two-stage converter, the two-stage converter may comprise a step-down DC- DC converter (not shown), which acts as the first stage of the two-stage converter. The step-down DC-DC converter decreases the voltage supplied from the battery unit 180. The step-down DC-DC converter may be a variable input step-down DC-DC converter. In the first example two-stage converter, the two-stage converter may further comprise a variable output step-up DC-DC converter, which acts as the second stage of the two- stage converter. The variable output step-up DC-DC converter may be configured to selectively increase the voltage supplied to the charging outlet 114. The combination in a two-stage converter of the step-up and step-down DC-DC converters, at least one of which being a variable output DC-DC converter, allows the charging channel 110 to cater for a wide range of electric vehicles, including those with high input voltages. For instance, the charging outlet 114 could charge an electric car at 200 V or a heavy equipment electric vehicle at 800 V or higher, which might be different to the voltage supplied by the battery unit 180. The step-up DC-DC converter may be configured to increase the voltage supplied to the charging outlet 114 to at least 200 V, at least 400 V, at least 800 V, or at least 1000 V. In a different example two-stage converter, the first stage of the two-stage converter comprises a step-up converter, which may be a variable input step-up DC-DC converter, and the second stage of the two-stage converter comprises a step-down DC-DC converter, which may be a variable output step-down DC-DC converter.

[0108] The battery unit 180 is the primary power source for the charging outlet 110, i.e., at least the majority or all of the power supplied to the charging outlet 110 is supplied from the battery unit 180. Utilising the battery unit 180, rather than the power generator 190, as the primary power source for the charging outlet 110 provides a number of advantages. The battery unit 180 can provide large power outputs for spikes in demand with little to no delay. A relatively small and low-cost power generator 190, which may comprise a fuel cell, can be utilized to continuously charge the battery unit 180. A fuel cell operates more efficiently during continuous operation (e.g., operating 24 hours a day) when compared to intermittent operation. Furthermore, a fuel cell operates more efficiently at power outputs that are lower than the maximum power output of the fuel cell, and the useful lifetime of the fuel cell can also be extended. The power reserves in the battery unit 180 enable the fuel cell to operate at low power outputs for long periods to slowly charge the battery unit 180, thereby optimizing the power generated from each unit of fuel.

[0109] In some examples, both the power generator 190, which may comprise a fuel cell, and the battery unit 180 may provide power to the charging outlet 110.

[0110] Fig. 2 schematically shows an electrical power circuit of a second example charging station 200 for charging electric vehicles. The second example charging station 200 is hereafter referred to as the second charging station 200. The second charging station 200 is the same as the first charging station 100, but has the following differences.

[0111] The second charging station comprises a boost channel 250. The boost channel 250 is connected to the battery unit 280.

[0112] The boost channel 250 comprises a DC-DC converter 252 and a switch 254. The switch 254 is configured to selectively connect or disconnect the boost channel 250 from the charging channel 210. The switch 254 is provided in series between the DC-DC converter 252 of the boost channel 250 and the charging outlet 214 of the charging channel 210. In the example of Fig. 2, when the switch 254 is closed (i.e., when the boost channel 250 is connected to the charging channel 210), the DC-DC converter 212 of the charging channel 210 and the DC-DC converter 252 of the boost channel 250 are in parallel and provide power to the charging outlet 214 in parallel.

[0113] In some examples, the DC-DC converter 252 of the boost channel 250 is the same as the DC-DC converter 212 of the charging channel 210. The DC-DC converter 252 of the boost channel 250 may be liquid cooled. The DC-DC converter 252 of the boost channel 250 may be a variable output DC-DC converter. In some examples, the DC-DC converter 252 of the boost channel 250 is a two-stage converter. In a first example two-stage converter, the two-stage converter may comprise a step-down DC-DC converter (not shown), which acts as the first stage of the two-stage converter. The step-down DC-DC converter (not shown) decreases the voltage supplied from the battery unit 280. The step-down DC-DC converter may be a variable input step-down DC-DC converter. In the first example two-stage converter, the two-stage converter may comprise a variable output step-up DC-DC converter, which acts as the second stage of the two-stage converter. The variable output step-up DC-DC converter may be configured to selectively increase the voltage supplied to the charging outlet 214, when the switch 254 connects the boost channel 250 to the charging channel 210. The combination in a two-stage converter of the step- up and step-down DC-DC converters, at least one of which being a variable output DC-DC converter, allows the charging outlet 214 coupled to the DC-DC converter 252 of the boost channel 250 to cater for a wide range of electric vehicles, including those with high input voltages. For instance, the charging outlet 214 could charge an electric car at 200 V or a heavy equipment electric vehicle at 800 V or higher, which might be different to the voltage supplied by the battery unit 280. The boost input DC-DC converter may increase the voltage supplied to the charging outlet to at least 200 V, at least 400 V, least 800 V. In a different example two-stage converter, the first stage of the two-stage converter comprises a step-up converter, which may be a variable input step-up DC-DC converter, and the second stage of the two-stage converter comprises a step-down DC-DC converter, which may be a variable output step-down DC-DC converter.

[0114] In some examples, such as the example of Fig. 2, the boost channel 250 does not include a charging outlet. In other words, the DC-DC converter 252 of the boost channel 250 is only able to supply the charging outlet 214 of a different channel, which in the example of Fig. 2 is the charging outlet 214 of the charging channel 210.

[0115] The boost channel 250 allows the power delivered to the charging outlet 214 to be selectively boosted. For instance, if a heavy equipment electric vehicle, which has a large battery capacity and requires fast charging, is connected to the charging outlet 214, the switch 254 may connect the boost channel 250 to the charging channel 210 to enable the heavy equipment electric vehicle to be charged quickly. Furthermore, in the arrangement of Fig. 2, when the switch 254 is closed, the two DC-DC converters 212, 252 of a relatively lower power rating can provide the same power output as a single DC-DC converter with a relatively higher power rating. DC-DC converters with a lower power rating are generally much more cost efficient than DC-DC converters with a higher power rating.

[0116] In some examples, a second boost channel (not shown) is provided, which is substantially the same as the boost channel. The second boost channel may be connected to the battery unit and comprise a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel 210. In such examples, two or more boost channels are provided for a single charging channel. Such an example is described in relation to Fig. 17.

[0117] Fig. 3 schematically shows an electrical power circuit of a third example charging station 300 for charging electric vehicles. The third example charging station 300 is hereafter referred to as the third charging station 300.

[0118] The third charging station 300 comprises a battery unit 380 and a power generator 390, which may be the same as the battery unit 180 and power generator 190 of the first charging station 100. The third charging station 300 further comprises first, second and third charging channels 310, 320, 330. The first, second and third charging channels 310, 320, 330 of Fig. 3 may each be the same as the charging channel of Fig. 1. In other examples, the charging station according to Fig. 3 may have two, four, five, six or more charging channels.

[0119] The third charging station 300 further comprises a power distribution unit 305 configured to distribute power to the charging channels 310, 320, 330. The power distribution unit 305 connects different elements of the electrical power circuit. The power distribution unit 305 may comprise one or more switches to control the power output to the charging channels 310, 320, 330. The power distribution unit 305 may further comprise a pre-charge circuit configured to pre-charge the charging channels 310, 320, 330, in order to mitigate inrush currents. As shown in Fig. 3, the power distribution unit 305 is connected to the battery unit 380 and the first, second and third charging channels 310, 320, 330. The first, second and third charging channels 310, 320, 330 are connected to the battery unit 380 via the power distribution unit 305. The power distribution unit 305 is configured to receive power from the battery unit 380 and supply the power from the battery unit 380 to the first charging channel 310, the second charging channel 320 and / or the third charging channel 330.

[0120] In this example, the power distribution unit 305 is also connected to the power generator 390. The power distribution unit 305 may be configured to receive power from the power generator 390 and supply the power from the fuel cell 390 to the battery unit 380, in order to charge the battery unit. In some examples, the power distribution unit 305 may be further configured to direct power from the power generator 390 to the first charging channel 310, the second charging channel 320 and / or the third charging channel 330.

[0121] Fig. 4 schematically shows an electrical power circuit of a fourth example charging station 400 for charging electric vehicles. The fourth example charging station 400 is hereafter referred to as the fourth charging station 400. Similarly to the third charging station 300, the fourth charging station 400 includes a battery unit 480, a power generator 490 and power distribution unit 405. The fourth charging station 400 comprises first and second charging channels 410, 420 along with a boost channel 450. The first and second charging channels 410, 420 are each the same as the charging channel of the first charging station 100.

[0122] In the example of Fig. 4, the DC-DC converter 412 of the first charging channel 410 is coupled between the power distribution unit 420 and the charging outlet 414 of the first charging channel 410. The DC-DC converter 422 of the second charging channel 420 is coupled between the power distribution unit 420 and the charging outlet 424 of the second charging channel 420. The DC-DC converter 452 of the boost channel 450 is coupled between the power distribution unit 405 and the charging outlets 414, 424 of both the first charging channel 410 and the second charging channel 420.

[0123] The boost channel 450 of the fourth charging station 400 includes first and second switches 454, 456. The first switch 454 is configured to selectively connect or disconnect the boost channel 450 from the first charging channel 410, and the second switch 456 is configured to selectively connect or disconnect the boost channel 450 from the second charging channel 420. The first switch 454 is provided in series between the DC-DC converter 452 of the boost channel 450 and the charging outlet 414 of the first charging channel 410. In the example of Fig. 4, when the first switch 454 is closed (i.e., when the boost channel 450 is connected to the first charging channel 410), the DC-DC converter 412 of the first charging channel 410 and the DC- DC converter 452 of the boost channel 450 are in parallel and provide power in parallel to the charging outlet 414 of the first charging channel 410. The second switch 456 is provided in series between the DC-DC converter 452 of the boost channel 450 and the charging outlet 424 of the second charging channel 420. In the example of Fig. 4, when the second switch 456 is closed (i.e., when the boost channel 450 is connected to the second charging channel 420), the DC-DC converter 422 of the second charging channel 420 and the DC-DC converter 452 of the boost channel 450 are in parallel and provide power in parallel to the charging outlet 424 of the second charging channel 420.

[0124] In the example of Fig. 4, the switches 454, 456 of the boost channel 450 can be used to selectively boost power to only one of the charging outlets 414, 424 of the first or second charging channel 410, 420, or alternatively the boost channel 450 can be used to selectively boost power to the charging outlets 414, 424 of both the first and second charging channels 410, 420 at the same time. Thus, a single boost channel 450 can be used to selectively boost multiple channels. Some example charging stations may have more than two charging channels, such as three, four, five, six or more charging channels). Each charging channel may be connected to the battery unit and comprise a DC-DC converter along with a charging outlet configured to couple to a second electric vehicle. Each charging channel may be connected to a switch of a single boost channel, the switch being configured to selectively connect or disconnect the boost channel from the respective charging channel, in the same manner as the switches 454, 456 of the boost channel 540 of Fig. 4. At least two, three, or four charging channels may be provided per boost channel.

[0125] Fig. 5 schematically shows an electrical power circuit of a fifth example charging station

[0126] 500 for charging electric vehicles. The fifth example charging station 500 is hereafter referred to as the fifth charging station 500. The fuel cell 590, battery unit 580 and power distribution unit 505 arrangement is the same as the previously described examples in Figs. 3 & 4.

[0127] The fifth charging station 500 includes a first charging channel 510 and a second charging channel 520. The first charging channel 510 includes a DC-DC converter 512 and a charging outlet 514, which may be the same as the DC-DC converter 112 and charging outlet 114 respectively of the first charging station 100. The second charging channel 520 also includes a DC-DC converter 522 and a charging outlet 524, which may be the same as the DC-DC converter 112 and charging outlet 114 respectively of the first charging station 100.

[0128] The first and second charging channels 510, 520 are connected to one another via a switch 554. The switch 554 is configured to selectively connect or disconnect the first charging channel 510 and the second charging channel 520. The switch 554 is provided in series between the DC-DC converter 512 of the first charging channel 510 and the charging outlet 524 of the second charging channel 520. The switch 554 is also provided in series between the DC-DC converter 522 of the second charging channel 520 and the charging outlet 514 of the first charging channel 510. In the example of Fig. 5, when the switch 554 is closed (i.e. , when the first charging channel 510 is connected to the second charging channel 510), the DC-DC converter 512 of the first charging channel 510 and the DC-DC converter 522 of the second charging channel 520 are in parallel and provide power in parallel to the charging outlet 514 of the first charging channel 510 and / or the charging outlet 524 of the second charging channel 520.

[0129] When the switch 554 is closed, the first charging channel 510 can thus provide additional power to the charging outlet 524 of the second charging channel 520, and vice versa. This can provide faster charging at the charging outlet 524 of the second charging channel 520 if for instance a vehicle is coupled to the charging outlet 524 of the second charging channel 520, but no vehicle is coupled to the charging outlet 514 of the first charging channel 510, and vice versa. The first and second charging channels 510, 520 in this example can thus each be considered as both charging channels and boost channels. Fig. 6 schematically shows an electrical power circuit of a sixth example charging station 600 for charging electric vehicles. The sixth example charging station 600 is hereafter referred to as the sixth charging station 600. The power generator 690, battery unit 680 and power distribution unit 605 arrangement of the sixth charging station 600 is the same as the previously described examples in Figs. 3, 4 and 5.

[0130] The sixth charging station 600 comprises one or more charging channels 610, one or more boost channels 650, and one or more ancillary power outputs 660. The one or more charging channels 610, one or more boost channels 650, and one or more ancillary power outputs 660 are connected to the power distribution unit 605. The one or boost channels 650 may include a charging outlet as in the example of Fig. 5, or might not comprise a charging outlet as in the examples of Figs. 2 and 4. The ancillary outputs 660 may include a low voltage DC output for powering other system components such as lighting, and / or an output for a thermal management system.

[0131] The sixth charging station 600 further includes a mains input 602, which is connected to the power distribution unit 605. The mains input may comprise a rectifier (not shown) such that DC power is supplied to the power distribution unit 605. The power distribution unit 605 is configured to receive power from the mains input 602 and supply the power from the mains input 602 to the battery unit 680, in order to charge the battery unit 680.

[0132] Fig. 7 shows an electrical power circuit of a seventh example charging station 700 for charging electric vehicles. The seventh example charging station 700 is hereafter referred to as the seventh charging station 700.

[0133] The seventh charging station 700 includes first, second, third, and fourth charging channels (not labelled), along with a boost channel (not labelled). The first, second, third, and fourth charging channels and the boost channel are each connected to a power distribution unit 705.

[0134] The first, second, third, and fourth charging channels each include a two-stage DC-DC converter comprising a step-down DC-DC converter 712, 722, 732, 742 and a step-up DC-DC converter 713, 723, 733, 743. The step-down DC-DC converters 712, 722,

[0135] 732, 742 of each of the first, second, third, and fourth charging channels may be a variable input step-down DC-DC converter. The step-up DC-DC converters 713, 723,

[0136] 733, 743 of each of the first, second, third, and fourth charging channels may be a variable output step-up DC-DC converter. The first, second, third, and fourth charging channels each also include a charging outlet 714, 724, 734, 744.

[0137] The boost channel of the seventh charging station 700 includes a two-stage DC-DC converter comprising a step-up DC-DC converter 752 and a step-down DC-DC converter 753. The step-down DC-DC converter 752 of the boost channel may be a variable input step-down DC-DC converter. The step-up DC-DC converter 753 of the boost channel may be a variable output step-up DC-DC converter.

[0138] The boost channel further comprises first, second, third, and fourth switches 754, 755, 756, 757. The first, second, third, and fourth switches 754, 755, 756, 757 are configured to selectively connect or disconnect the boost channel from one of the charging channels. The first, second, third, and fourth switches 754, 755, 756, 757 are provided in series between the DC-DC converter of the boost channel and the charging outlet 714, 724, 734, 744 of the respectively numbered charging channel. In the example of Fig. 7, when the first, second, third, or fourth switch 754, 755, 756, 757 is closed, the DC-DC converter of the boost channel and the DC-DC converter of the respective first, second, third, or fourth charging channel are in parallel and provide power in parallel to the charging outlet 714, 724, 734, 744 of the respective first, second, third, or fourth charging channel.

[0139] The battery unit 780 of the seventh charging station 700 comprises first and second batteries 782, 784. The first and second batteries 782, 784 may be connected in parallel. The battery unit 780 is connected to the power distribution unit 705. As shown in Fig. 7, each of the first and second batteries 782, 784 may comprise a pre-charge circuit for mitigating inrush currents.

[0140] The power generator is a fuel cell 790 in this example, which is connected to the power distribution unit 705. In the example of Fig. 7, the fuel cell 790 comprises a DC-DC converter 792 configured to adapt the voltage supplied from the fuel cell 790 to charge the battery unit 780 via the power distribution unit 705. The DC-DC converter 792 of the fuel cell 790 may be a step-up DC-DC converter.

[0141] A mains input 702 is also connected to the power distribution unit 705 in the example of Fig. 7. The mains input 702 may be used to charge the battery unit 780 via the power distribution unit 705. The mains input 702 may comprise a socket or plug for coupling to a mains power supply or an electric grid. The mains input 702 comprises a rectifier 704 such that DC power is supplied to the power distribution unit 705.

[0142] The seventh charging station 700 further comprises a DC output 760 for powering other systems of the seventh charging station 700 such as a lighting system. The DC output is connected to the power distribution unit 705. A power outlet 770 for a thermal management system is also connected to the power distribution unit 705.

[0143] Fig. 8 shows an electrical power circuit of an eighth example charging station 800 for charging electric vehicles. The eighth example charging station 800 is hereafter referred to as the eighth charging station 800. The eighth charging station 800 is similar to the seventh charging station 700, with the following differences.

[0144] The eighth charging station 800 does not include a separate boost channel, but rather the first, second, third, and fourth charging channels (not labelled) each also act as boost channels, in a manner similar to the charging channels 510, 520 of Fig. 5. The first, second, third, and fourth charging channels each include a two-stage DC-DC converter comprising a step-up DC-DC converter 812, 822, 832, 842 and a step-down DC-DC converter 813, 823, 833, 843. The step-down DC-DC converters 812, 822,

[0145] 832, 842 of each of the first, second, third, and fourth charging channels may be a variable input step-down DC-DC converter. The step-up DC-DC converters 813, 823,

[0146] 833, 843 of each of the first, second, third, and fourth charging channels may be a variable output step-up DC-DC converter. The first, second, third, and fourth charging channels each also include a charging outlet 814, 824, 834, 844.

[0147] The first and second charging channels of the eighth charging station 800 are connected to one another via a first switch 854. The first switch 854 is configured to selectively connect or disconnect the first charging channel and the second charging channel. The first switch 854 is provided in series between the step-up DC-DC converter 813 of the first charging channel and the charging outlet 824 of the second charging channel. The first switch 854 is also provided in series between the step-up DC-DC converter 823 of the second charging channel and the charging outlet 814 of the first charging channel. As shown in Fig. 8, the third and fourth charging channels are connected by a second switch 856 in the same way that the first and second channels are connected by the first switch 854.

[0148] The eighth charging station 800 in this example does not include a mains input.

[0149] In some examples, the charging stations described herein can be modified to include a further boost channel, such that a single charging channel is connected to a boost channel and a further boost channel. The further boost channel includes a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the further boost channel from the charging channel. This provides greater flexibility in respect of the power output from the charging outlet of the charging channel. An example is provided in Fig. 17, which illustrates a modified version 2200 of the charging station 200 of Fig. 2. The charging station 2200 of Fig. 17 includes a further boost channel 2260 in addition to the boost channel 2250. The further boost channel 2260 which includes a DC-DC converter 2262 and a switch 2266. The switch 2266 is configured to selectively connect or disconnect the further boost channel 2260 from the charging channel 2210. The switch 2266 of the further boost channel 2260 is provided in series between the DC-DC converter 2262 of the further boost channel 2260 and the charging outlet 2214 of the charging channel 2210. None, only one of, or both of the boost channel 2250 and further boost channel 2260 can selectively be connected to the charging outlet 2214 of the charging channel 2210 to alter the power output from the charging outlet 2214. In some examples yet further boost channels connected to a single charging channel could be included in the charging stations described herein.

[0150] In some examples, the charging stations described herein can be modified to include a further charging outlet, wherein the further charging outlet does not form part of a charging channel with a DC-DC converter. The further charging outlet may be connected to one or more other charging channels such that the DC-DC converter(s) of the one or more other charging channels can supply power to the further charging outlet. The further charging outlet may be connected to one or more other charging channels via a switch or switches, such that the power from the other charging channels may be selectively provided to the further charging outlet. An example is provided in Fig. 18, which illustrates a modified version 2500 of the charging station 500 of Fig. 5. The charging station 2500 of Fig. 18 includes a further charging outlet 2534 which is connected to the first and second charging channels 2510, 2520 via respective first and second switches 2536, 2538. As shown in Fig. 18, the first and second switches 2536, 2538 are provided in series between the further charging outlet 2534 and the DC-DC converter 2512, 2522 of the respective charging channel 2510, 2520. In some examples yet further charging outlets may be included in the charging stations described herein.

[0151] A ninth example charging station 3000 is shown in Fig. 19. The ninth charging station 3000 is similar to the seventh example charging station 700, with the following differences.

[0152] Rather than a two-stage DC-DC converter, the four charging channels and single boost channel of Fig. 19 include a single-stage DC-DC converter 3012, 3022, 3032, 3042, 3052. In this example of Fig. 19, the single-stage DC-DC converter of each of the charging channels and the boost channel comprises a variable step-down DC-DC converter 3012, 3022, 3032, 3042, 3052. The single-stage DC-DC converters 3012, 3022, 3032, 3042, 3052 of the charging channels and boost channel are coupled between the power distribution unit 3005 and the respective charging outlets.

[0153] The ninth example charging station 3000 further comprises at least one further DC-DC converter 3086, 3088 coupled between the battery unit 3080 and the power distribution unit 3005. The at least one further DC-DC converter 3086, 3088 coupled between the battery unit 3080 and the power distribution unit 3005 comprises at least one stepdown DC-DC converter 3086, 3088 in this example. In the example of Fig. 19, the battery unit 3080 includes two batteries 3082, 3084, and a further DC-DC converter 3086, 3088 is coupled between each battery 3082, 3084 and the power distribution unit 3005. This configuration enables fewer DC-DC converters to be used in the system, relative to for instance the seventh example charging station 700. The voltage at the power distribution unit 3005 can also more readily be controlled, providing a more adaptable system. A more constant voltage for ancillary systems such as the thermal management system 3070 can be provided. Furthermore, a higher voltage battery unit can be utilized, enabling reduced cable size.

[0154] As an example, the battery unit 3080 could provide an output voltage of 1200 V, the fuel cell 3090 could provide an output voltage of 400 V, and the AC inlet 3002 could provide an output voltage of 400 V. The at least one DC-DC converter 3086, 3088 coupled between the battery unit 3080 and the power distribution unit 1305 may stepdown the voltage from the battery unit 3080 to 800 V, the DC-DC converter 3092 coupled between the fuel cell 3090 and the power distribution unit 3005 may step-up the voltage from the fuel cell 3090 to 800 V, and the rectifier 3004 coupled between the AC inlet 3002 and the power distribution unit 3005 may step-up the voltage from the AC inlet 3002 to 800 V. This enables the power distribution unit 3005 to operate at a voltage of 800 V. The variable DC-DC step down converters 3012, 3022, 3032, 3042, 3052 of the charging channels and boost channels can then step down the voltage to the voltage depending on the voltage required at the charging outlets 3014, 3024, 3034, 3044.

[0155] A tenth example charging station 4000 is shown in Fig. 20.. The tenth charging station 4000 is similar to the seventh example charging station 700, with the following differences.

[0156] The tenth charging station 4000 comprises a first switch unit 4008 and a second switch unit 4009. A switch 4054 of the boost channel may form part of the first switch unit 4008, the switch 4054 of the boost channel being configured to selectively connect or disconnect the boost channel from a charging channel comprising a charging outlet 4014. A further switch 4056 of the boost channel may form part of the second switch unit 4009, the further switch 4056 of the boost channel being configured to selectively connect or disconnect the boost channel from a further charging channel comprising a further charging outlet 4034. The first switch unit 4008 may be spaced from the second switch unit 4009. The charging outlet 4014 of the charging channel may be spaced at least one metre, at least two metres, at least three metres, or at least four metres from the further charging outlet 4034 of the further charging channel. In the example of Fig. 20, the first switch unit 4008 comprises first and second switches 4054, 4055 of the boost channel, which are configured to selectively connect or disconnect the boost channel from the first and second charging channels respectively. Furthermore, in the example of Fig. 20, the second switch unit 4009 comprises third and fourth switches 4056, 4057 of the boost channel, which are configured to selectively connect or disconnect the boost channel from the third and fourth charging channels respectively. The first charging channel comprises the first charging outlet 4014, the second charging channel comprises the second charging outlet 4024, the third charging channel comprises the third charging outlet 4034, and the fourth charging channel comprises the fourth charging outlet 4044.

[0157] As shown in Fig. 20, the DC-DC converter 4052, 4053 of the boost channel may be coupled to the second switch unit 4009, for instance directly coupled by one or more cables. As shown in Fig. 20, the second switch unit 4009 may be coupled to the first switch unit 4008, for instance directly by by one or more cables. The first switch unit 4008 is coupled to the DC-DC converter 4052, 4053 of the boost channel via the second switch unit 4009. The second switch unit 4009 may be located closer to the DC-DC converter 4052, 4053 of the boost channel than the first switch unit 4008. The second switch unit 4009 may be located closer to the power distribution unit 4005 than the first switch unit 4008. Such an arrangement enables less high power cabling to be used for the boost channel. A shorter length of higher power cabling can be used to couple the DC-DC converter 4052, 4053 of the boost channel to the second switch unit 4009, and a longer length of lower power cabling can be used to couple the second switch unit 4009 to the first switch unit 4008. For instance, in the example of Fig, 20, the second switch unit 4009, the DC-DC converter 4052, 4053 of the boost channel, the power distribution unit 4005, and the third and fourth charging outlets 4034, 4044 could be provided at a first end of the tenth charging station 4000, and the first switch unit 4008 along with the first and second charging outlets 4034, 4044 could be provided at a second end of the tenth charging station 4000. Thus a shorter section of higher power cabling can be used to couple the DC-DC converter 4052, 4053 of the boost channel to the second switch unit 4009, and a longer length of lower power cabling can be used to couple the second switch unit 4009 to the first switch unit 4008. Lower power cables are lower cost and have smaller bend radiuses so can more readily be located in the charging station 4000. In some examples, three or more switch units 4008, 4009 may be provided. Multiple such switch units could be utilised in any of the charging stations described herein with a boost channel configured to couple to two or more charging channels. Multiple switch units 4008, 4009 can for instance enable a boost channel that is of much higher power than the charging channels to be utilised. The switch unit that is closest to DC-DC converter 4052, 4053 of the boost channel can be coupled to the DC-DC converter 4052, 4053 of the boost channel, and one, some, or all of the remaining switch units can couple to the DC-DC converter 4052, 4053 of the boost channel via the switch unit that is closest to DC-DC converter 4052, 4053 of the boost channel. A relatively short length of high power cable between the DC-DC converter 4052, 4053 of the boost channel and the switch unit that is closest to DC-DC converter 4052, 4053 of the boost channel can be utilised, and lower power cabling can be utilised between the switch unit that is closest to DC-DC converter 4052, 4053 and the other switch unit(s).

[0158] The charging channels of the tenth charging station 4000 each include an isolation switch 4015, 4025, 4035, 4045. Any of the charging channels of any of the charging stations herein, such as the seventh example charging station 700, could include an isolation switch. The isolation switches 4015, 4025, 4035, 4045 are configured to isolate the respective charging outlet 4014, 4024, 4034, 4044 when not in use. In the example of Fig. 20, the isolation switches 4015, 4025, 4035, 4045 form part of the first and second switch units 4008, 4009, but in other examples the isolation switch(es) 4015, 4025, 4035, 4045 might not form part of switch units 4008, 4009.

[0159] An eleventh example charging station 5000 is shown in Fig. 21. The eleventh charging station 5000 comprises a first unit 5100 and a second unit 5200. The second unit 5200 may be spaced from the first unit 5100. The second unit 5200 may be spaced from the first unit 5100 by a distance of at least 5 metres, at least 10 metres, at least 20 metres, at least 50 metres or at least 100 metres. As an example, the first unit 5100 may be located at a first end of a car park and the second unit may be located at a second end of a car park. As a further example, the first unit 5100 may be located on shore adjacent to a pier and the second unit 5200 may be located at the end of a pier. In this example the charging station 5000 includes a charging channel, wherein the DC-DC converter 5012 of the charging channel forms part of the first unit 5100 and the charging outlet 5014 of the charging channel forms part of the second unit 5200. The charging station 5000 further comprises a boost channel, wherein the DC-DC converter 5022 of the boost channel forms part of the first unit 5100 and the switch 5054 of the boost channel forms part of the second unit 5200, the switch 5054 being configured to selectively connect or disconnect the boost channel from the charging channel. In this example, the charging station 5000 includes three such boost channels with DC-DC converters 5022, 5032, 5042 that form part of first unit 5100 and switches 5054, 5055, 5056 that form part of the second unit. The boost channels are configured to supply power to the charging outlet 5014 of the charging channel through the respective switches 5054, 5055, 5056. The boost channels each include a respective charging outlet 5024, 5034, 5044 in this example so can also act as a charging channel. The DC-DC converters 5012, 5022, 5032, 5042 of the charging and boost channels are located in a housing 5500 of the eleventh charging station 5000 in the example shown in Fig. 21.

[0160] The switch(es) 5054, 5055, 5056 of the boost channel(s) being located in the same unit 5200 as the outlet(s) 5014 of the charging channel(s) allows for a reduced amount of high power cabling to be used for the charging channel(s). For instance, in the example of Fig. 21 , the cabling for the charging channel between the first unit 5100 and the second unit 5200, which could cover a relatively large distance, can be rated for lower power (e.g. 120 kW) than the cabling between the switch(es) 5054, 5055, 5056 of the boost channel(s) and the outlet(s) 5014 of the charging channel(s) (e.g. 360 kW), which could cover a relatively short distance. This can lead to significant savings in the bulk and cost of cabling for the charging station 5000.

[0161] The first unit 5100 includes the housing 5500. A power distribution unit 5005 is located in the housing 5500 in this example, which is connected to the DC-DC converters 5012, 5022, 5032, 5042, 5052, 5062 of the charging channels and boost channels. As shown in the example of Fig. 21 , a battery unit 5080, a power outlet 5070 for a thermal management system, a DC output 5060 for powering other systems of the eleventh charging station 5000, a rectifier 5004 for a mains input 5002, a DC-DC converter 5096 for a solar power input 5094 and a fuel cell 5090 are also provided in the housing 5500. The fuel cell 5090 may be coupled to a hydrogen grid 5600.

[0162] The example eleventh charging station 5000 comprises one or more further charging channels, wherein the DC-DC converter(s) 5052, 5062 of the further charging channel(s) form part of the first unit 5100 and the charging outlet(s) 5054, 5056 of the further charging channel(s) also form part of the first unit 5100. In some examples, a further boost channel (not shown) could be provided with a switch configured to connect to one or more of the charging outlet(s) 5054, 5056 of the further charging channel(s).

[0163] In the example of Fig. 21 , one of the charging outlets 5044 further comprises an AC outlet. An inverter 5041 is provided coupled between the charging outlet 5044 and the power distribution unit 5005.

[0164] Any of the charging stations described herein may comprise a mains input instead of, or in addition to, the power generator. The mains input may be configured to charge the battery unit when connected to a mains power supply. The mains input may comprise a rectifier configured to supply DC power to the battery unit. In some examples the mains input may provide power to the one or more charging channels and the one or more boost channels of the charging station, for instance when the battery unit is fully charged. As an example, the power generator 290 of Fig. 2 may be replaced with a mains input for charging the battery unit 280. As a further example, the charging station 700 of Figs. 7 might not include a fuel cell 790, and the mains input 702 of Fig. 7 may be used as the primary power source for charging the battery unit 780.

[0165] Figs. 1 to 4, 6, 7, 17, and 19 to 21 each illustrate a DC-DC converter 112, 212, 412, 422, 712, 722, 732, 742, 2212, 3012, 3022, 3032, 3042, 4012, 4022, 4032, 4042, 5012, 5052, 5062 of a charging channel, the DC-DC converter being configured to deliver / provide power predominantly to the respective charging outlet 114, 214, 414, 714, 724, 734, 744, 2214, 3014, 3024, 3034, 3044, 4014, 4024, 4034, 4044, 5014, 5054, 5056 of that charging channel. In other words, the DC-DC converter 112, 212, 412, 422, 712, 722, 732, 742, 2212, 3012, 3022, 3032, 3042, 4012, 4022, 4032, 4042, 5012, 5052, 5062 of the charging channel is configured to supply at least the majority of the power outputted from the DC-DC converter to the charging outlet 114, 214, 414, 714, 724, 734, 744, 2214, 3014, 3024, 3034, 3044, 4014, 4024, 4034, 4044, 5014, 5054, 5056 of that charging channel. This is opposed to for example of Fig. 8, in which the DC-DC converters 812, 822, 832, 842 are not configured to deliver / provide power predominantly to a particular charging outlet. For instance, the DC-DC converter 812 of the first charging channel of Fig. 8 can provide power to the charging outlet 814 of the first charging channel and the charging outlet 824 of the second charging channel similarly. In the examples of Figs. 1 to 4, 6, 7, 17, and 19 to 21 , the DC-DC converter 112, 212, 412, 422, 712, 722, 732, 742, 2212, 3012, 3022, 3032, 3042, 4012, 4022, 4032, 4042, 5012, 5052, 5062 of the respective charging channel is configured to deliver / provide power solely to the charging outlet 114, 214, 414, 714, 724, 734, 744, 2214, 3014, 3024, 3034, 3044, 4014, 4024, 4034, 4044, 5014, 5054, 5056 of that charging channel. In other words, the DC-DC converter 112, 212, 412, 422, 712, 722, 732, 742, 2212, 3012, 3022, 3032, 3042, 4012, 4022, 4032, 4042, 5012, 5052, 5062 of the charging channel supplies power only to the charging outlet 114, 214, 414, 714, 724, 734, 744, 2214, 3014, 3024, 3034, 3044, 4014, 4024, 4034, 4044, 5014, 5054, 5056 of that charging channel. The DC-DC converter 112, 212, 412, 422, 712, 722, 732, 742, 2212, 3012, 3022, 3032, 3042, 4012, 4022, 4032, 4042, 5012, 5052, 5062 of the respective charging channel might therefore not be connected, either via a switched connection or fixed connection, to a load other than the charging outlet 114, 214, 414, 714, 724, 734, 744, 2214, 3014, 3024, 3034, 3044, 4014, 4024, 4034, 4044, 5014, 5054, 5056 of that charging channel.

[0166] For example, the DC-DC converter 212 of the charging channel 210 of Fig. 2 is configured to supply power only to the charging outlet 214 of that charging channel 210. As a further example, the DC-DC converter 3012 of one of the charging channels of Fig. 19 is configured to supply power only to the charging outlet 3014 of that charging channel. As shown for instance, in Fig. 19, this provides a simple arrangement where only a single two way switch is required to provide boost power to each of the multiple charging channels. Furthermore, each of the charging outlets with a dedicated DC-DC converter is capable of providing at least some power at any time without requiring switching. The example charging stations 600, 700, 800, 3000, 4000, 5000 shown in Figs. 6 to 8 and 19 to 21 comprise two or more power inputs coupled to the power distribution unit 605, 705, 805, 3005, 4005, 5005. The other examples described herein may also comprise two or more power inputs coupled to the power distribution unit in some instances. The two or more power inputs could comprise two types of power generator, which could be selected from for instance an engine generator, a solar panel or a wind turbine. The two or more power inputs could also comprise a single type of power generator along with an AC inlet (e.g., a mains inlet). The charging station may comprise a power converter, such as a rectifier (for an AC power source) or a DC-DC converter (for a DC power source), for each of the two or more power inputs. The power converter may be coupled between the respective power input and the power distribution unit, as shown for instance in Figs. 7, 8, 19, 20 and 21. The power converters may be different from the DC-DC converter(s) of the charging channel(s) or the boost channel(s).

[0167] As described above, Figs. 1 to 8 and 17 to 21 illustrate electrical power circuits of charging stations for charging electric vehicles according to examples of the disclosure. The charging stations of Figs. 1 to 8, 17 to 21 each include a housing (not shown). Substantially all electrical components of the charging station may be within the housing (i.e., the charging station is a single module), which is possible in the examples of Figs. 1 to 8 and 17 to 20. The battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel may be located within the housing. In other words, the battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel are not in separate housing units and are within a single module.

[0168] Any of the charging stations described herein may be configured to be moved from one location to another. The charging stations described herein may therefore be considered as mobile charging stations. The term mobile is used herein to specify that the charging station can be relocated (i.e., the charging station can be moved without significant disassembly). The housing may be dimensioned to be mounted onto transportation means, such as a trailer. The housing may have substantially the same dimensions as a standardised shipping container. For instance, the housing may be dimensioned as an intermodal container or an intermediate bulk container. The housing of the charging station may include a mounting point configured to (mechanically) couple to a trailer, shipping container handling equipment or a lifting arm. For instance, the mounting point may be configured to (mechanically) couple to a hook, a three-point hitch, a locking pin, or a twist lock. The housing may be sealed. The housing may be weatherproof. The housing may comprise adjustable legs for supporting the charging station on uneven ground.

[0169] In some examples the housing is substantially cuboid in shape. The housing may have a volume of up to 20 m3, up to 11 m3, or up to 4 m3.

[0170] The housing could include tracks or wheels to facilitate transport. The housing may be in the form of a trailer, such as a semi-trailer, or the housing may be a skid-mounted unit. In some examples, the charging station includes a traction motor and steering to allow the charging station to be driven. In examples where the charging station can be driven, the charging station may include a seat or a standing platform from which the charging station can be driven by a user.

[0171] In examples where the charging station includes a power distribution unit, the total length of the positive lead cable or the negative lead cable connecting the power distribution unit and one of the one or more charging outlets may be from 6 metres to 20 metres, such as 14 metres.

[0172] The charging stations described herein may include one or more hydrogen storage tanks. The hydrogen storage tank may have a capacity to supply a fuel cell of the charging station for at least 27 hours of continuous operation of the fuel cell. In some examples, the hydrogen storage tank may be coupled to a hydrogen inlet. The hydrogen inlet may be configured to couple to an external hydrogen tank or a mains hydrogen gas supply. The charging stations described herein may include a hydrogen storage tank bay for locating one or more hydrogen storage tanks. The charging stations described herein may be provided with or without one or more hydrogen storage tanks.

[0173] Power Control Unit Any of the charging stations described herein, such as those of Figs. 1 to 8 and 17 to 21 , may further comprise a power control unit 80. The power control unit 80 is configured to control the power output to the one or more charging outlets of the charging station. The power control unit 80 may be configured to control the power output to the one or more charging outlets based at least in part on a signal received from one of the one or more charging outlets.

[0174] An example power control unit 80 is shown in Figs. 9 and 10. The example of Fig. 9 schematically shows the power control unit 80 coupled to one or more charging outlets 914, a power distribution unit 905, one or more switches 954 of a boost channel, and one or more DC-DC converters 912. The one or more DC-DC converters 912 comprises one or more variable output DC-DC converters. The one or more charging outlets 914, the power distribution unit 905, the one or more switches 954, and the one or more DC-DC converters 912 of Fig. 9 could be the charging outlet(s), the power distribution unit(s), switch(es), and the DC-DC converter(s) of any of the charging stations described herein, such as those of Figs. 1 to 8, 17 and 18.

[0175] As shown in Fig. 9, the power control unit 80 is operationally coupled to at least one of the one or more charging outlet(s) 914, the power distribution unit 905, the at least one of the one or more switches 954 and / or at least one of the one or more DC-DC converters 912. Any number or combination of intervening elements can exist between the power control unit 80 and each of the at least one of the one or more charging outlet(s) 914, the power distribution unit 905, the at least one of the one or more switches 954 and / or the at least one of the DC-DC converters 912 (including no intervening elements).

[0176] The power control unit 80 may be configured to cause at least one of the one or more DC-DC converters 912 to change the DC-DC converter output voltage based at least in part on a signal received from one of the one or more charging outlets 914. The signal may indicate that an electric vehicle has been coupled to the charging outlet, the charge level of the electric vehicle coupled to the charging outlet, the capacity of the battery of the electric vehicle coupled to the charging outlet, and / or the operating voltage of the charge apparatus of the electric vehicle coupled to the charging outlet. For example, the power control unit 80 may receive a signal from the charging outlet indicating that the operating voltage of the charge apparatus of the coupled electric vehicle is 800 V, and based at least in part on this signal the power control unit 80 may send a signal to the at least one of the one or more DC-DC converters 912 to change the DC-DC converter output voltage to at least 800 V.

[0177] The power control unit 80 may be configured to cause at least one of the one or more switches 954 to close or open based at least in part on a signal received from one of the one or more charging outlets 914. The signal may indicate that an electric vehicle has been coupled to the charging outlet, the charge level of the electric vehicle coupled to the charging outlet, the capacity of the battery of the electric vehicle coupled to the charging outlet, and / or the operating voltage of the charge apparatus of the electric vehicle coupled to the charging outlet. For example, the power control unit 80 may receive a signal from a first charging outlet of a first charging channel indicating that a vehicle is coupled to the first charging outlet and no signal is received at the power control unit 80 within a predetermined time period to indicate that an electric vehicle is coupled to the other charging outlets, and based at least in part on this signal the power control unit 80 may send a signal to the at least one of the one or more switches 954 between the first charging channel and a boost channel to close, to cause additional power to be directed to the first charging outlet. The power control unit 80 may be configured to cause at least one of the one or more switches 954 to close based on a signal indicating that the first charging channel and the boost channel are at substantially the same voltage (i.e., the voltage output of the DC-DC converter of the first charging channel matches the voltage output of the DC-DC converter of the boost channel).

[0178] The power control unit 80 may be configured to cause the power distribution unit 905 to direct power to a charging channel based at least in part on a signal received from one of the one or more charging outlets 914. The signal may indicate that an electric vehicle has been coupled to the charging outlet, the charge level of the electric vehicle coupled to the charging outlet, the capacity of the battery of the electric vehicle coupled to the charging outlet, and / or the operating voltage of the charge apparatus of the electric vehicle coupled to the charging outlet. For example, the power control unit 80 may receive a signal from a first charging outlet of a first charging channel indicating that a vehicle is coupled to the first charging outlet, and based at least in part on this signal the power control unit 80 may send a signal to the power distribution unit 905 to cause the power distribution unit 905 to direct power to the first charging channel.

[0179] In some examples, the power control unit 80 may send a signal based at least in part on a signal from a user input device (not shown), the signal being to: cause the power distribution unit 905 to direct power to a charging channel; cause at least one of the one or more switches 954 to close or open; and / or cause at least one of the one or more DC-DC converters 912 to change the DC-DC converter output voltage. The signal from the user input device may indicate user instructions, a priority level of an electric vehicle coupled to the charging station, a payment amount, and / or a charging time.

[0180] The user input device may include user input circuitry such as buttons or a touch display. The user input device may be an electronic communications device such as a personal computer. The user input device may be a portable electronic communications device such as a handheld electronic communications device or a wearable electronic communications device. The user input device may be configured for mobile cellular communication. The user input device may be a smartphone, a smartwatch, or another type of portable personal computer. For instance, a user could provide an input to an application on their smartphone, which causes the smartphone to send a signal to the power control unit 80.

[0181] The power control unit 80 is shown schematically in Fig. 10. The power control unit 80 may be implemented in hardware alone, have certain aspects in software including firmware alone or can be a combination of hardware and software (including firmware).

[0182] The power control unit 80 may be implemented using instructions that enable hardware functionality, for example, by using executable instructions of a computer program in a general-purpose or special-purpose processor 82 that may be stored on a computer readable storage medium (disk, memory etc.) to be executed by such a processor 82.

[0183] The processor 82 is configured to read from and write to the memory 84. The processor 82 may also comprise an output interface via which data and / or commands are output by the processor 82 and an input interface via which data and / or commands are input to the processor 82.

[0184] The memory 84 stores a computer program 86 comprising computer program instructions (computer program code) that controls the operation of the power control unit 80 when loaded into the processor 82. The computer program instructions, of the computer program 86, provide the logic and routines that enables the controller 80 to perform the actions described herein. The processor 82 by reading the memory 84 is able to load and execute the computer program 86.

[0185] The computer program 86 may arrive at the controller 80 via any suitable delivery mechanism. The delivery mechanism may be, for example, a machine readable medium, a computer-readable medium, a non-transitory computer-readable storage medium, a computer program product, a memory device, a record medium such as a Compact Disc Read-Only Memory (CD-ROM) or a Digital Versatile Disc (DVD) or a solid state memory, an article of manufacture that comprises or tangibly embodies the computer program 86.

[0186] Although the memory 84 is illustrated as a single component / circuitry it may be implemented as one or more separate components / circuitry some or all of which may be integrated / removable and / or may provide permanent / semi-permanent / dynamic / cached storage.

[0187] Although the processor 82 is illustrated as a single component / circuitry it may be implemented as one or more separate components / circuitry some or all of which may be integrated / removable. The processor 82 may be a single core or multi-core processor.

[0188] The power control unit 80 comprises at least one transceiver that is under control of the processor 82. The at least one transceiver may comprise any suitable means for receiving and / or transmitting information. The delivery mechanism may be a signal configured to reliably transfer the computer program 86. The power control unit 80 may propagate or transmit the computer program 86 as a computer data signal. The at least one transceiver may comprise one or more transmitters and / or receivers. The at least one transceiver may enable a wireless connection between the power control unit 80 and at least one of the one or more charging outlet(s) 914, the power distribution unit 905, the at least one of the one or more switches 954, at least one of the one or more DC-DC converters 912, and / or a user input device (not shown). The wireless connection could be via short-range radio communications such as Wi-Fi or Bluetooth, for example, or over long-range cellular radio links or any other suitable type of connection.

[0189] Thermal Management System

[0190] Any of the charging stations described herein, such as those of Figs. 1 to 8, 17 and 18, may further comprise a thermal management system. The thermal management system may include one, a number of, or all of the cooling circuits 1100, 1200, 1300, 1400 shown in Figs. 11 to 14. For the avoidance of doubt, the circuits 1100, 1200, 1300, 1400 shown in Figs. 11 to 14 are liquid circuits rather than electrical circuits. The liquid used in the cooling circuits described herein may be water.

[0191] The thermal management system may improve the maximum power output and / or the efficiency of the charging station, by heating and / or cooling the relevant components of the charging station.

[0192] Fig. 11 illustrates a first example cooling circuit 1100 for the thermal management of a battery unit 780. In this example, the battery unit 780 is the battery unit 780 of the seventh charging station 700 shown in Fig. 7. The battery unit 780 comprises two batteries 782, 784 as shown in Fig. 11. It is to be appreciated that the battery unit 780 of Fig. 11 could be the battery unit of any of the other charging stations described herein. The battery unit may include a single battery or more than two batteries.

[0193] As shown in Fig. 11 , the first cooling circuit 1100 comprises a first loop 1101. The first loop 1101 includes a condenser 1110, a compressor 1120, a heat exchanger 1150, and an expansion valve 1130. The heat exchanger 1150 also forms part of a second loop 1102 of the first cooling circuit 1100. In addition to the heat exchanger 1150, the second loop 1102 comprises a pump 1140, the two batteries 782, 784 in a parallel flow configuration, and an electric heater 1160. The electric heater 1160 may be used to heat the battery unit 780 of the charging station 700 in cold environments.

[0194] Fig. 12 illustrates a second example cooling circuit 1200 for the thermal management of a fuel cell 790, a DC-DC converter 792 of the fuel cell 790 and a rectifier 704. In this example, the fuel cell 790, DC-DC converter of the fuel cell 790 and the rectifier 704 are those of the seventh charging station 700 shown in Fig. 7. It is to be appreciated that the second cooling circuit 1200 could be used to cool the power generator, which may be a fuel cell, of any of the other charging stations described herein.

[0195] As shown in Fig. 12, the second cooling circuit 1200 comprises a condenser 1210, a pump 1240, and the fuel cell 790, the DC-DC converter of the fuel cell 790 and the rectifier 704. The fuel cell 790, the DC-DC converter of the fuel cell 790 and the rectifier 704 are provided in a parallel flow configuration. The second cooling circuit 1200 includes a manifold 1270 to distribute to flow of liquid between parallel channels for the fuel cell 790, the DC-DC converter of the fuel cell 790 and the rectifier 704.

[0196] Fig. 13 illustrates a third example cooling circuit 1300 for the thermal management of charging outlets 714, 724, 734, 744. In this example, the charging outlets 714, 724, 734, 744 are those of the seventh charging station 700 shown in Fig. 7. It is to be appreciated that the charging outlets 714, 724, 734, 744 of Fig. 11 could be replaced with the charging outlets of any of the other charging stations described herein. One, two, three, five, six or more charging outlets may be provided in other examples.

[0197] As shown in Fig. 13, the third cooling circuit 1300 comprises a first loop 1301. In some examples, the first loop 1301 of the third cooling circuit 1300 and the first loop 1101 of the first cooling circuit 1100 may be the same. In other words, the second loops 1102, 1302 of each of the first and third cooling circuits 1300 may be connected to the same first loop 1101 , 1301 by a heat exchanger 1150, 1350. Use of a common first loop 1101 , 1301 may reduce manufacturing and operating costs. The first loop 1301 includes a condenser 1310, a compressor 1320, a heat exchanger 1350, and an expansion valve 1330. The heat exchanger 1350 also forms part of the second loop 1302 of the third cooling circuit 1300. In addition to the heat exchanger 1350, the second loop 1302 comprises a pump 1340, four charging outlets 714, 724, 734, 744 in a parallel flow configuration. The second loop 1302 includes a manifold 1370 to distribute the flow of liquid between the parallel channels for the four charging outlets 714, 724, 734, 744.

[0198] Fig. 14 illustrates a fourth example cooling circuit 1400 for the thermal management of DC-DC converters of charging channels and / or boost channels. In this example, the DC-DC converters are those of charging channels and boost channel of the seventh charging station 700 shown in Fig. 7. It is to be appreciated that the fourth cooling circuit 1400 could be used to cool the DC-DC converters of charging channels and / or boost channels of any of the other charging stations described herein.

[0199] As shown in Fig. 14, the fourth cooling circuit 1400 comprises a condenser 1410, a pump 1440, the DC-DC converters of the charging channels 712, 713, 722, 723, 732, 733, 742, 743 and boost channel 752, 753 of Fig. 7 in a parallel flow configuration, and a manifold 1470 to distribute to flow of liquid between the parallel channels for the DC- DC converters.

[0200] Thermal Control Unit

[0201] In some examples, the thermal management system of any of the charging stations described herein further comprises a thermal control unit 90. The thermal control unit 90 is configured to control the flow of liquid to the battery unit, the DC-DC converter(s), the power generator (which may comprise a fuel cell), and / or the charging outlet(s) of the charging station. The thermal control unit 90 may be configured to control the flow of liquid to the battery unit, the DC-DC converter(s), the power generator (which may comprise a fuel cell), and / or the charging outlet(s) based at least in part on a signal received from one or more temperature sensors.

[0202] An example thermal control unit 90 is shown in Figs. 15 and 16. The example of Fig. 15 schematically shows the thermal control unit 90 coupled to one or more sensors 1502 and a pump 1540. The pump 1540 could be the pump 1140, 1240, 1340, 1440 of any of the cooling circuits 1100, 1200, 1300, 1400 described herein. As shown in Fig. 15, the thermal control unit 90 is operationally coupled to the pump 1540. Any number or combination of intervening elements can exist between the thermal control unit 90 and the pump 1540 (including no intervening elements).

[0203] The one or more sensors 1502 may sense the temperature of the battery unit of the charging station, the temperature of the DC-DC converter(s) of the charging station, the temperature of the power generator, which may comprise a fuel cell, of the charging station, and / or the temperature of the charging outlet(s) of the charging station.

[0204] The thermal control unit 90 is configured to cause the pump rate of the pump 1540 to increase, cause the pump rate of the pump 1540 to decrease, cause the pump 1540 to activate, and / or cause the pump 1540 to deactivate based at least in part on a signal received from the one or more sensors 1502. The signal may indicate the temperature of the battery unit of the charging station, the temperature of DC-DC converter(s) of the charging station, the temperature of the power generator of the charging station, and / or the temperature of the charging outlet(s) of the charging station. For example, the thermal control unit 90 may receive a signal from one of the one or more sensors 1502 indicating the temperature of the battery unit. The thermal control unit 90 may determine that the temperature is above a predetermined threshold and cause the pump rate of the pump 1540 to increase or cause the pump 1540 to activate.

[0205] In some examples, the thermal control unit 90 is operationally coupled to other components of the cooling circuits 1100, 1200, 1300, 1400 described herein, such as the electric heater 1160. The thermal control unit 90 may cause the components to activate and / or deactivate based at least in part on a signal received from the one or more sensors 1502.

[0206] The thermal control unit 90 is shown schematically in Fig. 16. The thermal control unit 90 may be implemented in hardware alone, have certain aspects in software including firmware alone or can be a combination of hardware and software (including firmware).

[0207] The thermal control unit 90 may be implemented using instructions that enable hardware functionality, for example, by using executable instructions of a computer program in a general-purpose or special-purpose processor 92 that may be stored on a computer readable storage medium (disk, memory etc.) to be executed by such a processor 92.

[0208] The processor 92 is configured to read from and write to the memory 94. The processor 92 may also comprise an output interface via which data and / or commands are output by the processor 92 and an input interface via which data and / or commands are input to the processor 92.

[0209] The memory 94 stores a computer program 96 comprising computer program instructions (computer program code) that controls the operation of the thermal control unit 90 when loaded into the processor 92. The computer program instructions, of the computer program 96, provide the logic and routines that enables the controller 90 to perform the actions described herein. The processor 92 by reading the memory 94 is able to load and execute the computer program 96.

[0210] The computer program 96 may arrive at the thermal control unit 90 via any suitable delivery mechanism. The delivery mechanism may be, for example, a machine readable medium, a computer-readable medium, a non-transitory computer-readable storage medium, a computer program product, a memory device, a record medium such as a Compact Disc Read-Only Memory (CD-ROM) or a Digital Versatile Disc (DVD) or a solid state memory, an article of manufacture that comprises or tangibly embodies the computer program 96.

[0211] Although the memory 94 is illustrated as a single component / circuitry it may be implemented as one or more separate components / circuitry some or all of which may be integrated / removable and / or may provide permanent / semi-permanent / dynamic / cached storage.

[0212] Although the processor 92 is illustrated as a single component / circuitry it may be implemented as one or more separate components / circuitry some or all of which may be integrated / removable. The processor 92 may be a single core or multi-core processor. The thermal control unit 90 comprises at least one transceiver that is under control of the processor 92. The at least one transceiver may comprise any suitable means for receiving and / or transmitting information. The delivery mechanism may be a signal configured to reliably transfer the computer program 96. The thermal control unit 90 may propagate or transmit the computer program 96 as a computer data signal.

[0213] The at least one transceiver may comprise one or more transmitters and / or receivers. The at least one transceiver may enable a wireless connection between the one or more sensors 1502, the pump 1540, and / or other components of the cooling circuits 1100, 1200, 1300, 1400 described herein.

[0214] In some examples, the power control unit 80 and thermal control unit 90 may be the same control unit. In other words, the power control unit 80 and thermal control unit 90 may share the same processor and memory.

[0215] There is thus described a charging station for charging electric vehicles with a number of advantages. The charging station can be provided as a single module, which enables the charging station to readily be transported and be readily provided for instance in a forecourt or in a building site. Providing the charging station as a single module enables efficiency savings. For instance, the amount of costly cabling is minimized and components, such as cooling system components, can be shared between different elements of the charging station. The charging station can rapidly charge electric vehicles with large battery capacities such as heavy equipment electric vehicles. The charging station can operate in off-grid and / or rural locations. The charging station can be deployed rapidly and safely in many different environments, including in hot or cold climates. The charging station provides an optimum packaging volume, mass and cost required for intermittent high-power charging. Different charging channels can provide different power outputs at the same time. The battery unit can provide large power outputs for spikes in demand with little to no delay. A relatively small and low-cost power generator, which may be a fuel cell, can be utilized to continuously charge the battery unit. The power reserves in the battery unit enable a fuel cell to operate at low power outputs for long periods, thereby optimizing the power generated from each unit of fuel. The battery unit of the charging station may be charged via energy supplied from an electric vehicle coupled to the charging outlet(s) in some examples.

[0216] Various other modifications may be made without departing from the scope of the disclosure. For instance, the battery unit could be charged via one of the charging outlets by an attached electric vehicle. A thermal outlet, which could be a hot water outlet, may be provided to output excess heat from the thermal management system. The AC inlet may also be used as an AC outlet in some examples. The step-up and step-down DC-DC converters may be provided in the opposite configuration (i.e. , the step-up converter is the first stage and the step-down converter is the second stage).

[0217] The term ‘comprise’ is used in this document with an inclusive not an exclusive meaning. That is any reference to X comprising Y indicates that X may comprise only one Y or may comprise more than one Y. If it is intended to use ‘comprise’ with an exclusive meaning then it will be made clear in the context by referring to “comprising only one...” or by using “consisting”.

[0218] In this description, the wording ‘connect’, ‘couple’ and ‘communication’ and their derivatives mean operationally connected / coupled / in communication. It should be appreciated that any number or combination of intervening components can exist (including no intervening components), i.e., so as to provide direct or indirect connection / coupling / communication. Any such intervening components can include hardware and / or software components. The terms coupled or connected in relation to electrical components such as a switch, a power distribution unit, a DC-DC converter, a power generator, a battery unit or a charging outlets can be understood as electrically coupled or electrically connected respectively (possibly via a switch), unless stated otherwise.

[0219] A charging channel could also be considered as a charging path. A boost channel could also be considered as a boost path.

[0220] The term “switch” is used throughout this specification. It is appreciated that this term can refer broadly to any component able to interrupt an electric current in a circuit. In an open position the current is interrupted, and in a closed position the current is allowed to flow.

[0221] As used herein, the term "determine / determining" (and grammatical variants thereof) can include, not least: calculating, computing, processing, deriving, measuring, investigating, identifying, looking up (for example, looking up in a table, a database or another data structure), ascertaining and the like. Also, "determining" can include receiving (for example, receiving information), accessing (for example, accessing data in a memory), obtaining and the like. Also, " determine / determining" can include resolving, selecting, choosing, establishing, and the like.

[0222] In this description, reference has been made to various examples. The description of features or functions in relation to an example indicates that those features or functions are present in that example. The use of the term ‘example’ or ‘for example’ or ‘can’ or ‘may’ in the text denotes, whether explicitly stated or not, that such features or functions are present in at least the described example, whether described as an example or not, and that they can be, but are not necessarily, present in some of or all other examples. Thus ‘example’, ‘for example’, ‘can’ or ‘may’ refers to a particular instance in a class of examples. A property of the instance can be a property of only that instance or a property of the class or a property of a sub-class of the class that includes some but not all of the instances in the class. It is therefore implicitly disclosed that a feature described with reference to one example but not with reference to another example, where possible be used in that other example as part of a working combination but does not necessarily have to be used in that other example.

[0223] Although examples have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the claims.

[0224] Features described in the preceding description may be used in combinations other than the combinations explicitly described above.

[0225] Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not. Although features have been described with reference to certain examples, those features may also be present in other examples whether described or not.

[0226] The term ‘a’, ‘an’ or ‘the’ is used in this document with an inclusive not an exclusive meaning. That is any reference to X comprising a / an / the Y indicates that X may comprise only one Y or may comprise more than one Y unless the context clearly indicates the contrary. If it is intended to use ‘a’, ‘an’ or ‘the’ with an exclusive meaning then it will be made clear in the context. In some circumstances the use of ‘at least one’ or ‘one or more’ may be used to emphasis an inclusive meaning but the absence of these terms should not be taken to infer any exclusive meaning.

[0227] The presence of a feature (or combination of features) in a claim is a reference to that feature or (combination of features) itself and also to features that achieve substantially the same technical effect (equivalent features). The equivalent features include, for example, features that are variants and achieve substantially the same result in substantially the same way. The equivalent features include, for example, features that perform substantially the same function, in substantially the same way to achieve substantially the same result.

[0228] In this description, reference has been made to various examples using adjectives or adjectival phrases to describe characteristics of the examples. Such a description of a characteristic in relation to an example indicates that the characteristic is present in some examples exactly as described and is present in other examples substantially as described.

[0229] The above description describes some examples of the present disclosure however those of ordinary skill in the art will be aware of possible alternative structures and method features which offer equivalent functionality to the specific examples of such structures and features described herein above and which for the sake of brevity and clarity have been omitted from the above description. Nonetheless, the above description should be read as implicitly including reference to such alternative structures and method features which provide equivalent functionality unless such alternative structures or method features are explicitly excluded in the above description of the examples of the present disclosure.

[0230] Whilst endeavoring in the foregoing specification to draw attention to those features believed to be of importance it should be understood that the applicant may seek protection via the claims in respect of any patentable feature or combination of features hereinbefore referred to and / or shown in the drawings whether or not emphasis has been placed thereon.

Claims

CLAIMS1 . A charging station for electric vehicles comprising: a battery unit configured to provide electrical power for charging electric vehicles; a charging channel, wherein the charging channel is connected to the battery unit and wherein the charging channel comprises a DC-DC converter and a charging outlet configured to couple to an electric vehicle; a boost channel, the boost channel being connected to the battery unit, wherein the boost channel comprises a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel; and a housing, wherein the battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel are located within the housing.

2. The charging station according to claim 1 , wherein the DC-DC converter of the charging channel is configured to deliver power predominantly to the charging outlet of the charging channel.

3. The charging station according to claim 1 or 2, wherein the DC-DC converter of the charging channel is configured to deliver power solely to the charging outlet of the charging channel.

4. The charging station according to any of the preceding claims, wherein the switch of the boost channel is provided in series between the DC-DC converter of the boost channel and the charging outlet of the charging channel.

5. The charging station according to any of the preceding claims, wherein the charging station comprises a second charging channel, the second charging channel being connected to the battery unit and the second charging channel comprising a DC-DC converter and a second charging outlet configured to couple to a second electric vehicle.

6. The charging station according to claim 5, wherein the boost channel comprises a second switch, the second switch being configured to selectively connect or disconnect the boost channel from the second charging channel.

7. The charging station according to claim 6, wherein the second switch of the boost channel is provided in series between the DC-DC converter of the boost channel and the second charging outlet of the second charging channel.

8. The charging station according to any of claims 5 to 7, wherein the charging station comprises a third charging channel, the third charging channel being connected to the battery unit and the third charging channel comprising a DC- DC converter and a third charging outlet configured to couple to a third electric vehicle.

9. The charging station according to claim 8 when dependent on claim 7, wherein the boost channel comprises a third switch, the third switch being configured to selectively connect or disconnect the boost channel from the third charging channel.

10. The charging station according to claim 9, wherein the third switch of the boost channel is provided in series between the DC-DC converter of the boost channel and the third charging outlet of the second charging channel.

11. The charging station according to any of the preceding claims, wherein the charging station comprises a second boost channel, the second boost channel being connected to the battery unit, wherein the second boost channel comprises a DC-DC converter and a switch, the switch being configured to selectively connect or disconnect the boost channel from the charging channel.

12. The charging station according to any of the preceding claims, wherein the charging station further comprises a power generator configured to charge the battery unit.

13. The charging station according to claim 12, wherein the power generator is a fuel cell configured to charge the battery unit.

14. The charging station according to any of the preceding claims, wherein the battery unit has a capacity of at least 150 kWh.

15. The charging station according to claim 13 or 14, wherein the ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW is at least 3:1.

16. The charging station according to claim 15, wherein the ratio of the capacity of the battery unit in kWh to the maximum power output of the fuel cell in kW is at least 8:1.

17. The charging station according to claim 13 or any claim dependent on claim 13, wherein the fuel cell is a hydrogen fuel cell.

18. The charging station according to any of the preceding claims, wherein the housing comprises one or more mounting points configured to couple to a trailer, a lifting arm or shipping container handling equipment.

19. The charging station according to any of the preceding claims, wherein the housing has substantially the same dimensions as a standardised shipping container.

20. The charging station according to any of the preceding claims, wherein the charging station is in the form of a trailer or the charging station is mountable to a trailer.

21. The charging station according to any of the preceding claims, wherein substantially all electrical components of the charging station are located within the housing.

22. The charging station according to any of the preceding claims, wherein the charging station is a mobile charging station.

23. The charging station according to any of the preceding claims, wherein the DC-DC converter of the charging channel is a two-stage converter, wherein thefirst stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter.

24. The charging station according to any of the preceding claims, wherein the DC-DC converter of the boost channel is a two-stage converter, wherein the first stage comprises a step-down DC-DC converter and the second stage comprises a variable output step-up DC-DC converter.

25. The charging station according to claim 23, wherein the step-up DC-DC converter of the charging channel is configured to step-up the voltage to at least 800 V.

26. The charging station according to any of the preceding claims, wherein the charging channel is connected to the battery unit via a power distribution unit.

27. The charging station according to claim 26, wherein the DC-DC converter of the charging channel is coupled between the power distribution unit and the charging outlet.

28. The charging station according to claim 27, wherein the charging station comprises a further DC-DC converter, the further DC-DC converter being coupled between the battery unit and the power distribution unit.

29. The charging station according to any of the preceding claims, wherein the charging station comprises two power inputs coupled to the power distribution unit.

30. The charging station according to claim 29, wherein the charging station comprises a power converter for each of two power inputs, each power converter being coupled between the respective power input and the power distribution unit.

31. The charging station according to any of the preceding claims, wherein the boost channel further comprises a charging outlet.

32. The charging station according to claim 13 or any claim dependent on claim13, wherein the fuel cell has a maximum power output of up to 100 kW.

33. The charging station according to any of the preceding claims, wherein the battery unit, the DC-DC converter of the charging channel, and the DC-DC converter of the boost channel form part of a first unit of the charging station, and wherein the switch of the boost channel and the charging outlet of the charging channel form part of a second unit of the charging station, the first unit of the charging station being spaced from the second unit of the charging station.

34. The charging station according to claim 33, wherein the first unit is spaced from the second unit by a distance of at least 5 metres.

35. The charging station according to any of claims 1 to 32 when dependent on claim 6, wherein the switch of the boost channel forms part of a first switch unit and the second switch of the boost channel forms part of a second switch unit, the first switch unit being coupled to the DC-DC converter of the boost channel via the second switch unit.

36. The charging station according to any of the preceding claims, wherein the battery unit comprises a plurality of batteries which are electrically parallel.

37. The charging station according to any of the preceding claims, wherein the battery unit is liquid cooled.

38. The charging station according to any of the preceding claims, wherein the DC- DC converter of the charging channel is liquid cooled.

39. The charging station according to claim 38, wherein the charging station comprises a thermal control unit configured to control the flow of cooling liquid to the battery unit.

40. The charging station according to any of the preceding claims, wherein the charging station comprises a power control unit configured to control the power output to the one or more charging outlets.

41. The charging station according to any of the preceding claims, wherein the charging station comprises an AC outlet connected to the battery unit via an inverter.

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