DE102020125512A1 - Process for using the waste heat generated in a stationary charging station to control the temperature of an area and stationary charging station - Google Patents

Abstract

The invention relates to a method for using the waste heat generated by at least one electrical component (5) of a stationary charging station (1) for e-mobility during a charging process, comprising the following steps: Production of an electrical current for the charging process and starting of the charging process at the stationary charging station (1),• generation of waste heat by the at least one electrical component (5) of the stationary charging station,• use of the generated waste heat to temperature control a housing (3) of the stationary charging station (1) directly adjacent to the outside Area (15) of a given area or a given volume. The invention also relates to a stationary charging station (1).

Description

• • Produktion eines elektrischen Stroms für den Ladevorgang und Starten des Ladevorgangs an der stationären Ladesäule,
• • Erzeugung von Abwärme durch die mindestens eine elektrische Komponente der stationären Ladesäule,
• • Nutzung der erzeugten Abwärme zur Temperierung eines außen an ein Gehäuse der stationären Ladesäule unmittelbar angrenzenden Bereichs einer vorgegebenen Fläche oder eines vorgegebenen Volumens.

The invention relates to a method for using the waste heat generated by at least one electrical component of a stationary charging station for e-mobility during a charging process, comprising the following steps:

• • Production of an electric current for the charging process and starting the charging process at the stationary charging station,
• • Generation of waste heat by the at least one electrical component of the stationary charging station,
• • Utilization of the generated waste heat for temperature control of an area of a specified area or a specified volume directly adjacent to a housing of the stationary charging station.

Stationary charging stations are used to charge battery-powered vehicles. The electrical components, such as the battery, generate waste heat during the charging process, which has to be dissipated using a cooling circuit.

In the CN 109 703 408 A describes a stationary charging station with a high-temperature fuel cell, the heat stored in the exhaust gas of the high-temperature fuel cell being used to temper the fuel. the WO 2019 080 953 A1 describes a temperature control device for a charging station for inductively charging an energy store of a mobile device, such as a smartphone. The energy storage of the mobile device is tempered by thermoelectric elements and protected against overheating. the KR 20 130 136 290 A discloses a charging connector of a charging station, the charging connector having a heating element on the contact surface between the charging connector and the electric vehicle in order to melt any ice that may be present on the charging connector.

Modern vehicles have air conditioning to control the temperature of the vehicle interior. When leaving the vehicle, for example when charging or refueling the vehicle, the occupant comes into contact with the ambient temperature. A very high or very low ambient temperature can lead to physical limitations, for example for the cardiovascular system.

The object of the present invention is to provide a method and a stationary charging station with which the physical strain during charging or refueling is reduced.

This object is achieved by a method having the features of claim 1 and by a stationary charging station having the features of claim 8. Advantageous configurations with expedient developments of the invention are specified in the dependent claims.

The method according to the invention is characterized in that the waste heat already produced at the stationary charging station by the at least one electrical component is used for temperature control, ie for heating and/or cooling the area immediately adjacent to the housing of the stationary charging station. This area has a predetermined area or volume. The specified area preferably has a maximum radius of 4 meters, particularly preferably a maximum radius of 2 meters and very particularly preferably a maximum radius of one meter around the stationary charging station. The predetermined volume preferably has a radius in the range between 0 meters and 3 meters with a height in the range between one meter and 3 meters. This enables optimal temperature control of the area around the charging station, so that charging/refueling can take place in a physically comfortable environment.

At the same time, the area around the charging station can serve as a gathering or meeting point.

In this context, it is advantageous if the temperature control of the area is used to melt any snow and/or ice that may be present in the area. This increases safety and accessibility to the stationary charging station. In addition, there is no need for additional manual clearing or spreading.

In particular, it is advantageous if the at least one electrical component is a battery. In this case, this internal battery is preferably charged by an energy source such as the electrical network. The waste heat produced can then be used to cool the area, while the battery then provides sufficient power to quickly charge an electrically powered vehicle. The waste heat generated by the battery during fast charging of the electrically operated vehicle can also be used to heat the area.

Furthermore, it is advantageous if a further electrical component is present in the form of a fuel cell, in particular a high-temperature fuel cell, if the fuel cell or high-temperature fuel cell is used in the production of electrical current for charging a battery Waste heat generated, which is stored in the fuel exhaust gas and is used to temper the area. The use of the waste heat or heat output stored in the fuel exhaust gas makes it possible that the efficiency of the charging station is not reduced, which increases the economic usability of the charging station.

Fuel cells serve to provide electrical energy in a chemical reaction between a hydrogen-containing fuel and an oxygen-containing oxidizing agent, usually air. In a high-temperature fuel cell, for example a solid oxide fuel cell (SOFC), there is an electrolyte layer made of a solid material that gives it its name, for example ceramic yttrium-doped zirconium dioxide, which is able to conduct oxygen ions while electrons are not conducted. The electrolyte layer is sandwiched between two electrode layers, namely the cathode layer, which is supplied with the air, and the anode layer, which is supplied with the fuel, which may be formed by H ₂ , CO, CH ₄ or similar hydrocarbons. If the air is conducted through the cathode layer to the electrolyte layer, the oxygen takes up two electrons and the oxygen ions O ^2- formed move through the electrolyte layer to the anode layer, where the oxygen ions react with the fuel to form water and CO ₂ . The following reaction takes place on the cathode side: ½ O ₂ + 2e ^- → 2O ^2- (reduction/electron acceptance). The following reactions take place at the anode: H ₂ + O ^2- → H ₂ O + 2e- and CO + O ₂ - → CO ₂ + 2e ^- (oxidation/donation of electrons).

Solid oxide fuel cells require high temperatures above 700°C at which they are operated. The fuel exhaust gas of a solid oxide fuel cell, in turn, has a high temperature in the range of 200°C to 450°C. Thus, the high temperature of the fuel exhaust gas can be used to temper the area around the stationary charging station.

Alternatively or additionally, the waste heat from other electrical components present in the stationary charging station, such as electrical converters, can also be used for temperature control of the area.

In order not only to heat the area, but also to be able to cool it, it makes sense for at least a first part of the waste heat to be routed to a refrigeration machine, and for the cooling capacity produced with the first part of the waste heat to be at least partly used to control the temperature of the Housing of the stationary charging station outside adjacent area is used. It is particularly advantageous if the cooling capacity is provided by a compression refrigeration cycle, or an absorption refrigeration system, or a thermocompressor by means of a jet pump. Absorption chillers are less prone to failure due to only a few moving components and are therefore low-maintenance and inexpensive to run. Furthermore, they are characterized by a long service life and use and have a good use of waste heat. Thermocompressors are characterized by a long service life, a simple design and low investment costs. Alternatively, the cooling capacity can also be provided by thermoelectric cooling elements and alternative cooling circuits such as a cold gas process.

In order for the temperature of the area to be controlled within a predetermined or specifiable temperature range, preferably between 10° C. and 30° C., particularly preferably between 15° C. and 25° C., it is advantageous if the temperature of the area is controlled by proportionately combining the from a second portion of the waste heat produced heat output and the cooling output produced from the first portion of the waste heat. The heat output can be mixed or mixed with the cooling output. This can be controlled in particular by a temperature control unit.

In a particularly simply designed embodiment, it is advantageous if the waste heat only produces cooling capacity. This is particularly useful if the location of the charging station has a particularly and consistently hot or warm climate. In a further alternative, particularly simply designed embodiment, the waste heat also only produces thermal output, so that the area is only heated up. This can make sense if the climate at the installation site of the charging station is rather cold to moderate, so that there is no need to implement a comparatively complex cooling machine in the stationary charging station.

Furthermore, it makes sense if the heat output produced from the waste heat is stored in a memory. The heat output that is generated when the charging station is heavily used can be stored at a point in time when the charging station is used less. This achieves an even heat output. In other words, the area can also be warmed up when no power is being taken from or added to the stationary charging station.

It is also advantageous if the waste heat generated is guided out of the interior of the housing to the area adjoining the housing by means of a guide means.

The stationary charging station according to the invention with a housing and with at least one electrical component arranged inside the housing is characterized in that there is at least one flow-connected guide means to the interior of the housing for guiding the waste heat produced by the at least one electrical component to the outside of the Housing adjacent area of a given area or volume. This enables the area immediately adjacent to the housing to be heated and/or cooled, so that the vehicle can be charged with little physical or health stress and with optimum safety and accessibility.

It makes sense here if the at least one guide means is formed as a tube or as a slot or as an opening. This allows the heating and/or cooling capacity produced by the waste heat to be directed to the area to be tempered.

In order to increase the efficiency of the temperature control, it is particularly advantageous if the guide means is assigned a deflection element, for example a screen, for deflecting the waste heat produced to the area adjacent to the housing.

The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the leave invention. Embodiments are therefore also to be regarded as included and disclosed by the invention which are not explicitly shown or explained in the figures, but which result from the explained embodiments and can be generated by means of separate combinations of features.

• 1 eine schematische Darstellung einer stationären Ladesäule mit einer Batterie,
• 2 eine schematische Darstellung einer stationären Ladesäule bei der die Kühlleistung mittels eines Kompressionskältekreislaufs zur Verfügung gestellt wird,
• 3 eine schematische Darstellung einer stationären Ladesäule mit zwei Frischluftleitungen,
• 4 eine schematische Darstellung einer stationären Ladesäule mit einem Heizer,
• 5 eine schematische Darstellung einer stationären Ladesäule mit einer Batterie und einer Hochtemperaturbrennstoffzelle, sowie einem Thermokompressor mittels Strahlpumpe,
• 6 eine schematische Darstellung einer stationären Ladesäule nach 5 mit einem Speicher,
• 7 eine schematische Darstellung einer weiteren stationären Ladesäule mit einer Batterie und einer Hochtemperaturbrennstoffzelle, sowie einem Thermokompressor mittels Strahlpumpe,
• 8 eine schematische Darstellung einer stationären Ladesäule nach 7 mit lediglich einem Ventilator,
• 9 eine schematische Darstellung einer stationären Ladesäule, welche ausschließlich Kühlleistung produziert.
• 10 eine schematische Darstellung einer stationären Ladesäule mit Fördermitteln und
• 11 eine schematische Darstellung einer stationären Ladesäule mit einem Umlenkelement.

Further advantages, features and details of the invention result from the claims, the following description of preferred embodiments and with reference to the drawings. show:

• 1 a schematic representation of a stationary charging station with a battery,
• 2 a schematic representation of a stationary charging station in which the cooling capacity is provided by means of a compression refrigeration cycle,
• 3 a schematic representation of a stationary charging station with two fresh air lines,
• 4 a schematic representation of a stationary charging station with a heater,
• 5 a schematic representation of a stationary charging station with a battery and a high-temperature fuel cell, as well as a thermocompressor using a jet pump,
• 6 a schematic representation of a stationary charging station 5 with a memory
• 7 a schematic representation of another stationary charging station with a battery and a high-temperature fuel cell, as well as a thermocompressor using a jet pump,
• 8th a schematic representation of a stationary charging station 7 with just one fan
• 9 a schematic representation of a stationary charging station, which only produces cooling capacity.
• 10 a schematic representation of a stationary charging station with funds and
• 11 a schematic representation of a stationary charging station with a deflection element.

the 1 1 shows a stationary charging station 1 for a battery-powered motor vehicle 2, a hybrid vehicle also being included in this definition. The charging station 1 has a housing 3 and includes an electrical component 5 formed as a battery 4 which is recharged using an electrical power network 6 .

The battery 4 then provides sufficient power for the charging process of the motor vehicle 2 which can be operated electrically from a battery.

A cooling circuit 7 is assigned to the battery 4 for cooling purposes. The cooling circuit 7 includes a pump 10 to circulate a coolant in the cooling circuit, a heat exchanger 9 and a first valve 8. The coolant heated by the waste heat from the battery 4 can be routed to the heat exchanger 9 when the first valve 8 is open. The heat exchanger 9 is supplied with a first mass flow 13 for cooling the battery 4 by means of a fresh air line 11 to which a fan 12 is assigned. The heated coolant conducted into the heat exchanger 9 transfers its heat output to the first mass flow 13 and heats it. The heated first mass flow 13 is routed out of the housing 3 via a temperature control line 14 and is used for temperature control, in this exemplary embodiment for heating, an externally directly adjoining housing 3 Area 15 used a predetermined area and a predetermined volume.

In addition, the waste heat generated by other electrical components 5, such as the electrical converters 16, can also be used to temper the region 15. 1 also shows an optional memory 17 which is coupled into the temperature control line 14 . This enables the area 15 to be heated even if no vehicle 2 or battery 4 is being charged. At the system after 1 it is also advantageous if the first mass flow 13 conveyed by the fan 12 is set in such a way that too much or too little heat is withdrawn from the cooling circuit 7 . This prevents insufficient battery cooling and extends the service life of the stationary charging station 1.

The embodiment after 1 serves to heat the area 15. In contrast, the stationary charging station 1, as in the 2 is disclosed, the region 15 also cool in addition. The stationary charging station 1 has a refrigeration machine 18 designed as a compression refrigeration circuit for providing cooling capacity. The refrigerating machine 18 is fluidically connected to the temperature control line 14 so that the heat output produced by the waste heat from the battery 4 is combined with the cooling output produced by the refrigerating machine 18 and mixed or intermixed. This makes it possible to control the temperature in the area 15 adjoining the housing 3 on the outside within a predetermined or predeterminable temperature range.

In addition, in the embodiment according to 2 two control elements 19, 20 are provided. These control elements 19, 20 are preferably formed as valves or flaps. The first control element 19 is coupled into the fresh air line 11 downstream of the fan 12 and upstream of the optional accumulator 17 . If the area 15 is to be cooled, the first mass flow 13 flows out of the fresh air line 11 by opening the first control valve 19 by means of the temperature control line 14 into the refrigerating machine 18 and is cooled there. The second control element 20 is designed as a 3/2-way valve and is coupled into the temperature control line 14 downstream of the heat exchanger 9 and upstream of the optional accumulator 17 . The task of the second control element 20 is, on the one hand, to direct the first mass flow 13 heated in the heat exchanger 9 by means of the waste heat from the battery 4 into the temperature control line 14 for temperature control of the area 15 . On the other hand, if the area 15 is to be cooled, the first mass flow 13 is supplied to the exhaust system 21 by means of the second control element 20 .

3 12 shows a further exemplary embodiment, a cooling mass flow 24 being provided to the refrigeration machine 18 by means of a second fresh air line 23 having a second fan 22 . The second fresh air line 23 is fluidically connected to the optional memory 17 . This stationary charging station also provides heating and cooling capacity for tempering the area.

4 shows an exemplary embodiment in which, in addition to the refrigeration machine 18, a heating element 25 is fluidically connected to the second fresh air line 23 for the additional generation of thermal output, in particular an electric heating element.

In the following exemplary embodiments 5 until 9 there is another electrical component 5 in the form of a fuel cell 26, in particular a high-temperature fuel cell. Using a fuel 27, for example natural gas provided from a natural gas network, or hydrogen, this provides electric current for charging the battery 4. In this case, waste heat stored in the fuel waste gas 31 is used to control the temperature of the area 15 .

The refrigerating machine 18 is designed as a thermocompressor by means of a jet pump 29 in order to generate cooling capacity. In this refrigeration circuit 18, the propellant mass flow of the coolant is conducted from the waste heat source 28 via the jet pump 29 to a condenser 37, whereupon the coolant is condensed. A portion of the coolant is subsequently throttled via an expansion valve 36, as a result of which it is cooled. The coolant is then evaporated in the evaporator 38 and provides the cooling capacity. The coolant is then compressed in the jet pump 29 . The part of the coolant that is not throttled is compressed by a pump 30 and then heated by the waste heat source 28 with the waste heat stored in the fuel exhaust gas 31 of the high-temperature fuel cell 26 . For this purpose, the waste heat source 28 is connected to the high-temperature fuel cell 26 by means of a fuel exhaust gas line 32 . The coolant is then expanded in the driving nozzle of the jet pump 29 and acts as driving energy for the intake mass flow within the refrigeration circuit.

The first mass flow 13 for cooling the battery and the second mass flow 33 for temperature control of the area 15 are supplied with two separate fans 8, 22. A third control element 34, which is designed as a 3/2-way valve, is assigned to the fuel exhaust gas line 32 downstream of the waste heat source 29. By means of this third control element 34, the waste heat storing combustion fuel waste gas 31 can be routed to a further heat exchanger 35 to provide thermal output and thus to heat area 15. If area 15 is only to be cooled, the fuel waste gas 31 is routed exclusively into the refrigerating machine 18 by means of the third control element 34, bypassing the further heat exchanger 35 .

Furthermore, the fuel cell exhaust gas line can also be assigned a storage device 17, as in 6 shown. This enables the region 15 to be tempered even when the fuel cell 27 is switched off.

7 shows another embodiment. The third control element 34, designed as a 3/2-way valve, is not coupled into the fuel exhaust gas line 32, but downstream of the evaporator 38 in the temperature control line 14. As a result, the third control element 34 is not exposed to the high temperatures of the fuel exhaust gas 31, which extends its service life.

In the embodiment according to 8th the first mass flow 13 for cooling the battery 4 and the second mass flow 33 for temperature control of the area 15 are supplied by means of exactly one fresh air line 11 and one fan 12 . The fresh air line 11 is fluidically connected to the heat exchanger 9 of the cooling circuit 7 of the battery 4 and to the evaporator 38 of the refrigerating machine 18 . The mass flows 13, 33 are controlled via an additional control element 39 as required.

The embodiment after 9 , represents a stationary charging station 1 in which the waste heat generated by the high-temperature fuel cell 26 is used exclusively for cooling the area 15 . The fuel off-gas 31 is fed exclusively into the refrigerating machine 18 .

The refrigerator 18 in the embodiments of 5 until 9 can also be formed as an absorption chiller.

10 shows an embodiment of the stationary charging station 1 in which four flow-connected to the interior of the housing 3 guide means 40 are provided. The guide means 40 are formed as slots arranged laterally on the housing 3 and guide the mass flow 13, 24, 33, which has been tempered by means of the waste heat, to the region 15 of a predetermined area and a predetermined volume adjoining the housing 3 on the outside. In addition, the fuel exhaust line 32 formed as a tube is shown.

Another embodiment of the stationary charging station 1 is in 11 shown, with two guide means 40 in the form of slots being arranged on the upper side of the housing 4 associated with the fuel exhaust gas line 32 . In addition, a deflection element 41 curved in the direction of the charging station 1 and in the direction of the region 15 to be temperature-controlled is arranged on the fuel exhaust gas line 32 . This deflects the temperature-controlled mass flow 13 , 24 , 33 to the area 15 immediately adjacent to the housing 3 . The deflection element 41 is in the form of a screen which is attached to the pipe of the fuel exhaust line 32 .

Reference List

1

Stationary charging station

2

battery-powered motor vehicle

3

housing

4

battery

5

electrical component

6

electric power grid

7

cooling circuit (battery)

8th

first valve

9

heat exchanger

10

pump

11

fresh air line

12

fan

13

first mass flow

14

temperature control line

15

Area

16

electrical converter

17

Storage

18

chiller

19

first rule element

20

second rule element

21

exhaust system (battery)

22

second fan

23

second fresh air line

24

cooling mass flow

25

heating element

26

fuel cell

27

fuel

28

waste heat source

29

jet pump

30

pump (thermocompressor)

31

fuel exhaust

32

fuel exhaust line

33

second mass flow

34

third rule element

35

further heat exchanger

36

expansion valve

37

capacitor

38

Evaporator

39

additional control element

40

means of guidance

41

deflection element

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• CN109703408A [0003]
• WO 2019080953 A1 [0003]
• KR 20130136290 A [0003]

Claims (10)

Method for using the waste heat generated by at least one electrical component (5) of a stationary charging station (1) for e-mobility during a charging process, comprising the following steps: • Production of an electric current for the charging process and starting the charging process at the stationary charging station (1), • Generation of waste heat by the at least one electrical component (5) of the stationary charging station, • Utilization of the waste heat generated for temperature control of an area (15) of a predetermined area or a predetermined volume directly adjoining a housing (3) of the stationary charging station (1) on the outside. procedure after claim 1 , characterized in that the at least one electrical component (5) is a battery (4). procedure after claim 1 or 2 , characterized in that a further electrical component (4) is present in the form of a high-temperature fuel cell (26), that the high-temperature fuel cell generates waste heat during the production of electrical power for charging a battery (4), which is stored in the fuel exhaust gas (31) and used for Temperature control of the area (15) is used. Procedure according to one of Claims 1 until 3 , characterized in that at least a first portion of the waste heat is routed to a refrigeration machine (18), and that the cooling capacity produced with the first portion of the waste heat is at least partially used to control the temperature of the outside of the housing (3) of the stationary charging station (1). adjacent area (15) is used. procedure after claim 4 , characterized in that the temperature of the area (15) is controlled by a proportionate merging of the heat output produced from a second portion of the waste heat and the cooling output produced from the first portion of the waste heat. Procedure according to one of Claims 1 until 5 , characterized in that the heat output produced from the waste heat is stored in a memory (17). Procedure according to one of Claims 1 until 6 , characterized in that the waste heat generated is conducted by means of a guide means (40) from the interior of the housing (3) to the outside of the housing (3) adjacent area (15). Stationary charging station (1) for carrying out the method according to one of Claims 1 until 7 , having a housing (3) and having at least one electrical component (5) arranged inside the housing (3), characterized in that at least one guide means (40) flow-connected to the interior of the housing (3) is present for guiding the at least one electrical component (5) produces waste heat to the area (15) of a predetermined area or a predetermined volume directly adjoining the housing (3) on the outside. Stationary charging station (1) after claim 8 , characterized in that the at least one guide means (40) is formed as a tube or as a slot or as an opening. Stationary charging station (1) after claim 8 or 9 , characterized in that the guide means (40) is assigned a deflection element (41) for deflecting the waste heat produced to the area (15) adjoining the housing (3).

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