PATENT DOCUMENT

Publication Number: US-10717367-B1
Application Number: US-201715446431-A
Country: US
Kind Code: B1

Title: Thermal control systems for battery charging

Abstract:
One thermal control system for use during electric vehicle battery charging includes a charging station thermally conditioning a fluid and sending the fluid to a vehicle charge inlet. The vehicle charge inlet thermally conditions the fluid and sends the fluid to one of a vehicle thermal loop or a vehicle heat exchanger. Another thermal control system includes a charging station thermally conditioning a fluid and sending the fluid to a vehicle charge inlet. The vehicle charge inlet thermally conditions the fluid and sends the fluid back to the charging station. In another thermal control system, a vehicle thermal loop supplies a fluid at a first temperature to a vehicle charge inlet. The vehicle charge inlet thermally conditions the fluid to a second temperature and returns the fluid to the vehicle thermal loop.

Claims:
What is claimed is: 
     
       1. A thermal control system, comprising:
 a charging station fluid source supplying a charging station fluid at a first temperature; 
 a charging station connector receiving the charging station fluid at the first temperature and thermally conditioning the charging station fluid to a second temperature; 
 a vehicle charge inlet receiving the charging station fluid at the second temperature and thermally conditioning the charging station fluid to a third temperature; and 
 a vehicle thermal loop receiving the charging station fluid at the third temperature, thermally conditioning the charging station fluid to a fourth temperature by mixing the charging station fluid with a vehicle fluid, and sending the mixed fluid at the fourth temperature to the vehicle charge inlet. 
 
     
     
       2. The system of  claim 1 , wherein the second temperature is warmer than the first temperature, wherein the third temperature is warmer than the second temperature, and wherein the fourth temperature is warmer than the third temperature. 
     
     
       3. The system of  claim 1 , wherein the second temperature is cooler than the first temperature and the charging station fluid warms the charging station connector. 
     
     
       4. The system of  claim 1 , wherein the charging station fluid at the third temperature and the mixed fluid at the fourth temperature travel along separate conduits between the vehicle charge inlet and the vehicle thermal loop. 
     
     
       5. The system of  claim 1 , wherein the vehicle thermal loop receives the charging station fluid at the third temperature, further comprising:
 a valve system comprising one or more valves having first valve positions preventing the charging station fluid from entering and exiting the vehicle thermal loop and second valve positions allowing the charging station fluid to enter and exit the vehicle thermal loop. 
 
     
     
       6. The system of  claim 1 , wherein the vehicle thermal loop includes a vehicle heat exchanger and vehicle components that generate or require heat during a charging process of a vehicle. 
     
     
       7. The system of  claim 6 , wherein the vehicle components include at least one of a battery, a charger, a converter, a motor, a gearbox, and an HVAC system. 
     
     
       8. The system of  claim 6 , wherein the charging station fluid thermally conditions the vehicle fluid within the vehicle heat exchanger during operation of the thermal control system to form the mixed fluid. 
     
     
       9. A thermal control system, comprising:
 a charging station fluid source supplying a charging station fluid at a first temperature; 
 a charging station connector receiving the charging station fluid at the first temperature and thermally conditioning the charging station fluid to a second temperature; 
 a vehicle charge inlet receiving the charging station fluid at the second temperature and thermally conditioning the charging station fluid to a third temperature; and 
 a vehicle heat exchanger receiving the charging station fluid at the third temperature, thermally conditioning the charging station fluid to a fourth temperature using a vehicle fluid supplied from a vehicle thermal loop located wholly within a vehicle, the vehicle thermal loop fluidly coupling a battery and the vehicle heat exchanger, and sending the charging station fluid at the fourth temperature to the charging station connector. 
 
     
     
       10. The system of  claim 9 , wherein the second temperature is warmer than the first temperature and the third temperature is warmer than the second temperature. 
     
     
       11. The system of  claim 9 , wherein the second temperature is cooler than the first temperature and the fluid warms the charging station connector. 
     
     
       12. The system of  claim 9 , wherein the charging station fluid at the second temperature and the charging station fluid at the third temperature travel along separate conduits between the charging station connector and the vehicle charge inlet. 
     
     
       13. The system of  claim 9 , wherein the vehicle heat exchanger receives the vehicle fluid at a fifth temperature from the vehicle thermal loop, thermally conditions the vehicle fluid to a sixth temperature using the charging station fluid, and sends the vehicle fluid at the sixth temperature to the vehicle thermal loop. 
     
     
       14. The system of  claim 13 , wherein the vehicle fluid at the fifth temperature and the vehicle fluid at the sixth temperature travel along separate conduits between the vehicle heat exchanger and the vehicle thermal loop. 
     
     
       15. The system of  claim 13 , wherein the charging station fluid thermally conditions the vehicle fluid within the vehicle heat exchanger during operation of the thermal control system. 
     
     
       16. The system of  claim 15 , wherein the vehicle fluid is isolated from the charging station fluid in the vehicle heat exchanger. 
     
     
       17. A thermal control system, comprising:
 a vehicle heat exchanger receiving a first fluid from a vehicle charge inlet and a second fluid from a vehicle thermal loop, 
 wherein the first fluid circulates in a charging station thermal loop that couples a charging station fluid source, a charging station connector, the vehicle charge inlet, and the vehicle heat exchanger, 
 wherein the vehicle charge inlet thermally conditions the first fluid during a charging process of a vehicle, 
 wherein the second fluid circulates in the vehicle thermal loop that fluidly couples the vehicle heat exchanger and couples vehicle components that generate or require heat during the charging process of the vehicle, 
 wherein the first fluid thermally conditions the second fluid within the vehicle heat exchanger during operation of the thermal control system, and 
 wherein the first fluid and the second fluid mix within the vehicle heat exchanger. 
 
     
     
       18. The system of  claim 17 , wherein the vehicle components include at least one of a battery, a charger, a converter, a motor, a gearbox, and an HVAC system. 
     
     
       19. The system of  claim 17 , further comprising:
 a valve system comprising one or more valves having first valve positions preventing the first fluid from entering and exiting the vehicle thermal loop and second valve positions allowing the first fluid to enter and exit the vehicle thermal loop.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims priority to U.S. Provisional Patent Application Ser. No. 62/306,994, filed Mar. 11, 2016, and entitled “Thermal Control Systems for Battery Charging,” the contents of which are incorporated herein by reference. 
    
    
     FIELD 
     This disclosure relates generally to charging electric vehicle batteries. More particularly, described embodiments relate to thermal control systems used to improve battery charging rates and raise or lower charging temperatures. 
     BACKGROUND 
     Electric and hybrid-electric vehicles use a power-storing device in the form of a battery to generate driving force, either alone or in combination with an internal combustion engine. In a fully-electric vehicle, the battery must be externally charged, for example, at a vehicle charging station using a charging cable extending from the charging station to a connector that interfaces with a charge inlet on the vehicle. The charging rate depends on the temperature of the various components within the charging system. The more quickly the battery charges at the charging station, the less wait time is required for the user. 
     During charging, and particularly during direct-current fast charging, resistive heat is generated by the charging current based on a change in entropy of the battery, and heat is released into the charging cable, the connector, the charge inlet, and the battery, raising the temperature of these current-carrying components. The higher the charging rate or the charging current, the higher the heat generation, limiting the overall rate of charge and increasing the wait time for the user. Existing charging systems rely on vehicle-based components such as a radiator and a fan to cool the battery during charging. The battery or internal combustion engine must expend power to operate these components, creating a noisy charging environment for the user and increasing charging time. 
     SUMMARY 
     The disclosure relates to thermal control systems for use during electric vehicle battery charging, for example, using a charging station. 
     In a first aspect of the disclosure, a thermal control system includes a charging station fluid source supplying a fluid at a first temperature; a charging station connector receiving the fluid at the first temperature and thermally conditioning the fluid to a second temperature; a vehicle charge inlet receiving the fluid at the second temperature and thermally conditioning the fluid to a third temperature; and one of a vehicle thermal loop or a vehicle heat exchanger receiving the fluid at the third temperature, thermally conditioning the fluid to a fourth temperature, and sending the fluid at the fourth temperature to the vehicle charge inlet. 
     In another aspect of the disclosure, a thermal control system includes a charging station fluid source supplying a fluid at a first temperature to a charging station connector. The charging station connector receives the fluid at the first temperature, thermally conditions the fluid to a second temperature, and sends the fluid at the second temperature to a vehicle charge inlet. The vehicle charge inlet receives the fluid at the second temperature, thermally conditions the fluid to a third temperature, and sends the fluid at the third temperature to the charging station connector. 
     In another aspect of the disclosure, a thermal control system includes a vehicle thermal loop supplying a fluid at a first temperature to a vehicle charge inlet. The vehicle charge inlet receives the fluid at the first temperature, thermally conditions the fluid to a second temperature, and sends the fluid at the second temperature to the vehicle thermal loop. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The disclosure is best understood using the following detailed description in conjunction with the accompanying drawings. Similar reference numerals in the drawings designate similar elements. Note that the dimensions of the various features can be expanded or reduced for clarity. 
         FIG. 1  is a schematic of a charging station and an electric vehicle. 
         FIG. 2  is a schematic of a first thermal control system for use with an electric vehicle. 
         FIG. 3  is a schematic of a second thermal control system for use with an electric vehicle. 
         FIG. 4  is a schematic of a third thermal control system for use with an electric vehicle. 
         FIG. 5  is a schematic of a fourth thermal control system for use with an electric vehicle. 
     
    
    
     DETAILED DESCRIPTION 
     Thermal control systems for use with charging stations and electric vehicles are described below. The described thermal control systems can manage temperature changes during battery charging while limiting user inconvenience in order to improve the charging experience. The charging station can include a fluid source, either heated or cooled, to implement thermal control. In the case of a cooled fluid, various components of the charging station and the electric vehicle can be cooled to improve charging speed and passenger comfort. In the case of a heated fluid, flexibility of a charging cable can be improved, battery temperature can be optimized for charging in cold environments, and occupant comfort during charging can be maintained. 
     In one thermal control system, a circulation path for a first fluid flows between a charging station and a vehicle heat exchanger in an electric vehicle, heating or cooling an interface between a charging station connector and a vehicle charge inlet. The thermal control system also includes a second circulation path for a second fluid that flows between the vehicle heat exchanger and a vehicle thermal loop, heating or cooling vehicle components along the thermal loop such as the vehicle battery, electric motors, gearboxes, cables, bus bars, and power electronics. 
     The first fluid in the first circulation path is used to change the temperature of the second fluid in the second circulation path, improving the user charging experience by reducing the time required to charge the vehicle battery. The use of a thermally-controlled, external fluid can also reduce noise during charging when various vehicle components such as fans and compressors are not required to control vehicle component temperatures. Additional thermal control systems are further described herein. 
       FIG. 1  is a schematic of a charging station  100  and an electric vehicle  102  including a vehicle battery  104  being charged at the charging station  100 . The electric vehicle  102  can be a fully-electric vehicle including only the vehicle battery  104  for use in powering a drive system of the electric vehicle  102 . In an alternative embodiment, the electric vehicle  102  can be a hybrid electric vehicle including an internal combustion engine working in cooperation with the vehicle battery  104 . The electric vehicle  102  can include a controller (not shown) coupled to vehicle battery  104  for determining a charge state for the vehicle battery  104  and for regulating the charging and cooling processes described below. 
     The charging station  100  can be a commercial charging station, a residential charging interface, or any type of charging system including a charging source (not shown) configured to supply an electrical charge from the charging source to a charging station connector  106 , which may include cabling for connection to the electric vehicle  102 . The charging source can be a battery, a super capacitor, electric grid with a rectifier, or any other source capable of high power charging of the vehicle battery  104 . The charging station connector  106  can be coupled to a vehicle charge inlet  108 , which may include cabling for connection to the electric vehicle  102 , in order to deliver the electrical charge to the vehicle battery  104 . An electrical path  110  is shown by a connection including arrows indicating the movement of the electrical charge between the charging station  100 , the vehicle charge inlet  108 , and the vehicle battery  104  during charging. 
     In some embodiments, components of a thermal control system (various embodiments of which are described further below) can be housed within the charging station  100  and configured to supply a thermally-conditioned fluid to the charging station connector  106  for subsequent sending to the vehicle charge inlet  108 . Both the charging station connector  106  and the vehicle charge inlet  108  can include fluid conduits that allow the fluid to pass from the charging station connector  106  to the vehicle charge inlet  108 . Similarly, the charging station connector  106  and the vehicle charge inlet  108  can include fluid conduits to allow the fluid to pass from the vehicle charge inlet  108  back to the charging station connector  106 . The term fluid, or fluid media, encompasses both liquid and gaseous media such as water, glycol-based coolant, pressurized refrigerant, ambient air, and argon gas. The design of the interface between the charging station connector  106  and the vehicle charge inlet  108  can be based on the type of fluid being transferred. 
       FIG. 2  is a schematic of a first thermal control system  201  for use with an electric vehicle  202 . The thermal control system  201  can include a charging station fluid source  212  housed within a charging station  200  and configured to supply a fluid, which travels through fluid path portions  214   a - 214   f . As an example, the fluid path portions  214   a - 214   f  may each include one or more conduits. The charging station  200  can also supply an electrical charge from a charging source (not shown) to the electric vehicle  202  through a charging station connector  206  in the manner described in  FIG. 1 . 
     The fluid is supplied from the charging station fluid source  212  at a first temperature to the charging station connector  206 , which may include cabling for connection to the electric vehicle  202 . The charging station fluid source  212  is designed for fluid communication with the charging station connector  206 , for example, via a first fluid path portion  214   a . The charging station fluid source  212  can be a fluid reservoir sized to allow components within the thermal control system  201  to thermally condition the fluid during the charging process. Alternatively, the charging station fluid source  212  can include additional components such as fans, heat exchangers, heaters, or chillers (not shown) to thermally condition the fluid. The terms “thermal conditioning” and “thermally conditioned” are used to indicate heat transfer in either direction between components and the fluid as described both in respect to the thermal control system  201  and additional thermal control systems described in respect to  FIGS. 3-5 . 
     In the example of  FIG. 2 , the fluid can be a glycol-based coolant already in use by the electric vehicle  202 . The temperature and flow direction for the fluid at the first temperature is shown by the first fluid path portion  214   a  between the charging station fluid source  212  and the charging station connector  206 . 
     The charging station fluid source  212  can include any form of heat exchanger capable of heating or cooling the fluid, such as a heat exchanger connected to a refrigeration unit or a radiator (not shown). The charging station fluid source  212  “supplies” the fluid in that it thermally conditions the fluid before it is transferred to the charging station connector  206 . “Supply” is used throughout this description to denote both fluid conditioning and fluid transfer between components in fluid communication. The charging station fluid source  212  can be housed within the charging station  200  as shown, or, for example, located remotely from the charging station  200  in the case where several charging stations  200  receive thermally conditioned fluid from a central fluid supply. 
     The charging station connector  206  can operate in a similar manner to the charging station connector  106  of  FIG. 1 . The charging station connector  206 , which may include cabling for connection to the electric vehicle  202 , can thermally condition the fluid during charging to a second temperature and send the fluid to a vehicle charge inlet  208 , which may also include cabling for connection to the electric vehicle  202 , through a second fluid path portion  214   b . In an example where the charging station fluid source  212  supplies a chilled fluid during battery charging, the second temperature associated with the second fluid path portion  214   b  can be warmer than the first temperature associated with the first fluid path portion  214   a  since the charging station connector  206  can exchange heat with the fluid during the charging process. 
     As the fluid travels through the thermal control system  201 , heat may be exchanged between components throughout the thermal control system  201 . In some implementations, large heat gains or losses occur at certain components, as will be explained herein. Although reference may be made herein to specific temperatures observed at certain points within the thermal control system  201  (first temperature, second temperature, third temperature, etc.) it should be understood that heat gains and losses occur at locations other than those specifically noted. 
     The charging station connector  206  can also receive the fluid through a fifth fluid path portion  214   e  from the vehicle charge inlet  208 , with the fluid being returned from the electric vehicle  202  through the fifth fluid path portion  214   e . The charging station connector  206  “sends” and “receives” the fluid in the sense that the charging station connector  206  is in fluid communication with the charging station fluid source  212  and the vehicle charge inlet  208 . “Sending” and “receiving” are used throughout this description to denote fluid transfer between components in fluid communication. Sending and receiving can be implemented, for example, using components such as pumps (not shown.) 
     The charging station connector  206  can be designed so that the fluid sent through the second fluid path portion  214   b  and the fluid received through the fifth fluid path portion  214   e  flow along separate fluid conduits within the charging station connector  206 . Thus, in the example where the charging station fluid source  212  supplies a chilled fluid, the fluid sent through the second fluid path portion  214   b  experiences some heat exchange based on passing through the charging station connector  206 , and the fluid received from the fifth fluid path portion  214   e  has experienced additional heat exchange having been returned from the electric vehicle  202 . The fluid that is received at the charging station connector  206  from the fifth fluid path portion  214   e  is returned to the charging station fluid source  212  through a sixth fluid path portion  214   f.    
     The thermal control system  201  of  FIG. 2  also includes several components housed within the electric vehicle  202 . As described above, the vehicle charge inlet  208  receives the fluid from the charging station connector  206  through the second fluid path portion  214   b  and returns the fluid to the charging station connector  206  through the fifth fluid path portion  214   e . The vehicle charge inlet  208  can include both vehicle-based charging cables (not shown) and/or a physical interface to the electric vehicle  202 . 
     During electric charging of the vehicle battery  104  at moderate ambient temperatures, both the charging station connector  206  and the vehicle charge inlet  208  can increase in temperature. To reduce this temperature increase, enable higher charging rates, and improve charging efficiency, the fluid passing through the charging station connector  206 , the second fluid path portion  214   b , and the vehicle charge inlet  208  can be used to absorb heat and keep the charging station connector  206  and the vehicle charge inlet  208  cool to the touch of an operator while rapid charging of the vehicle battery  104  occurs. The fluid exiting the vehicle charge inlet  208  does so along a third fluid path portion  214   c . The temperature of the fluid along the third fluid path portion  214   c  is a third temperature, often differing from the first and second temperatures associated with the first and second fluid path portions  214   a ,  214   b  based on the heat exchange that occurs across both the charging station connector  206  and the vehicle charge inlet  208 . 
     The thermal control system  201  can also include a valve system having one or more valves  218   a ,  218   b  that allow or prevent the fluid from traveling between the vehicle charge inlet  208  and a vehicle thermal loop  222 . The vehicle thermal loop  222  may include any components that may generate or require heat during charging, such as a battery, a charger, DC/DC converters, motors, gearboxes, a radiator, an HVAC system, terminals, bus bars, and contactors. 
     For example, an upper valve  218   a  can be positioned along the third fluid path portion  214   c  that extends from the vehicle charge inlet  208  to the vehicle thermal loop  222 , and a lower valve  218   b  can be positioned along a fourth fluid path portion  214   d  that extends from the vehicle thermal loop  222  to the vehicle charge inlet  208 . In a first position, as shown, the upper valve  218   a  is open and can allow fluid at the third temperature to travel between the vehicle charge inlet  208  and the vehicle thermal loop  222  through the third fluid path portion  214   c . In the first position, the lower valve  218   b  (if present) is also open to allow the fluid to return to the vehicle charge inlet  208  from the vehicle thermal loop  222  along the fourth fluid path portion  214   d.    
     The vehicle charge inlet  208  is configured to send the fluid to the vehicle thermal loop  222  through the upper valve  218   a  and to receive the fluid at the second temperature from the vehicle thermal loop  222  through the lower valve  218   b , if it is present. The third temperature associated with the fluid sent from the vehicle charge inlet  208  to the vehicle thermal loop  222  is based on heating or cooling that occurs at the charging station connector  206  and the vehicle charge inlet  208  interface, while the temperature of the fluid returned to the vehicle charge inlet  208  from the vehicle thermal loop  222  along the fourth fluid path portion  214   d  is a fourth temperature that is based on heating or cooling that occurs within the vehicle thermal loop  222 . 
     Though these temperatures can be the same, in many cases they will differ, with the fluid at the fourth temperature being warmer than the fluid at the third temperature in the case where heat loss occurs across the vehicle thermal loop  222  in addition to the heat loss that occurs across the charging station connector  206  and the vehicle charge inlet  208  during the charging process. When the fluid from the charging station fluid source  212  enters the vehicle thermal loop  222  through the interface of the vehicle charge inlet  208 , mixing with fluid already present within the vehicle thermal loop  222  occurs. Thus, the fluid can be of the same type within the charging station  200  and within the electric vehicle  202  in the  FIG. 2  example. 
     The valves  218   a ,  218   b  in the valve system can also be moved to a second position in which the valves  218   a ,  218   b  are closed and fluid flow is not permitted through the third fluid path portion  214   c  and the fourth fluid path portion  214   d  in order to prevent the fluid from entering or exiting the vehicle thermal loop  222 . Diagrammatically, the illustrated valve symbols for the valves  218   a ,  218   b  would be rotated counterclockwise approximately 90 degrees (not shown) to represent the second position. This second position of the valves  218   a ,  218   b  can be useful when no fluid is needed within the vehicle thermal loop  222  or when thermal conditioning using the fluid is to be isolated to the vehicle charge inlet  208 . In the case where only the vehicle charge inlet  208  thermally conditions the fluid and the vehicle thermal loop  222  does not receive fluid from the third fluid path portion  214   c , the third and fourth temperatures would be equal or near equal since the third fluid path portion  214   c  would directly connect with the fourth fluid path portion  214   d  when the valves  218   a ,  218   b  are in the second position. 
     Finally, the valves  218   a ,  218   b  can be moved to a third position in order to isolate the vehicle thermal loop  222  from the vehicle charge inlet  208 , for example, while driving the electric vehicle  202  or during periods when the electric vehicle  202  is not being charged. Diagrammatically, the illustrated valve symbols for the valves  218   a ,  218   b  would be rotated clockwise approximately 90 degrees (not shown) to represent the third position. Both the charging station connector  206  and the vehicle charge inlet  208  can include quick-disconnect valves (not shown) or other mechanisms sufficient to retain residual fluid and protect the fluid from contamination. 
     When the charging station fluid source  212  supplies fluid to the vehicle thermal loop  222 , the use of vehicle components traditionally required during heating or cooling of the vehicle battery  104 , such as a fan, a radiator, a compressor, a heater, or an accessory drive unit (not shown), etc. can be avoided. The charging experience can be quiet for the user, and the charging station fluid source  212  can be designed to provide hotter or colder temperatures and a higher flow rate for the fluid than would be possible with the use of the vehicle thermal loop  222  alone. 
     Though the above examples in  FIG. 2  are generally described as having a chilled fluid supplied by the charging station fluid source  212  to the electric vehicle  202  during the charging process, the charging station fluid source  212  can also supply a heated fluid, for example, prior to or during the early stages of charging in order to heat the charging station connector  206  and associated cabling to improve flexibility of the cables and ease use of the charging station  200  for the user before or during connection to the electric vehicle  202 . The charging station connector  206  and associated cabling can also be coupled to the vehicle charge inlet  208  automatically, for example, by a robot, in which case, improved flexibility of the charging station connector  206  and associated cabling as achieved using heated fluid may be useful to allow the robot better control in making the connection between the charging station  200  and the electric vehicle  202 . 
       FIG. 3  is a schematic of a second thermal control system  301  for use with an electric vehicle  302 . The thermal control system  301  can include a charging station fluid source  312  housed within a charging station  300  and supplying a fluid at a first temperature to a first circulation path that includes fluid path portions  314   a - 314   f . The charging station  300  can also supply an electrical charge from a charging source (not shown) though a charging station connector  306  to the electric vehicle  302  in the manner described in  FIG. 1 . 
     A first fluid path portion  314   a  provides the fluid from the charging station fluid source  312  to the charging station connector  306 , which may include cabling for connection to the electric vehicle  302 . The charging station connector  306  can thermally condition the fluid to a second temperature and send the fluid to a vehicle charge inlet  308 , which may include cabling for connection to the electric vehicle  302 , through a second fluid path portion  314   b . The charging station connector  306  can also receive the fluid from the vehicle charge inlet  308  through a fifth fluid path portion  314   e , which returns the fluid from the electric vehicle  302 . The fluid that is received at the charging station connector  306  from the electric vehicle  302  is returned to the charging station fluid source  312  through a sixth fluid path portion  314   f.    
     The first circulation path represented by fluid path portions  314   a - 314   f  is similar to the circulation path represented by the fluid path portions  214   a - 214   f  for the fluid within the charging station  200  and the electric vehicle  202  of  FIG. 2 . The charging station fluid source  312  also has the ability to supply either heated fluid or chilled fluid to the charging station connector  306  in a manner similar to that described in  FIG. 2 . However, the vehicle-side component design of the thermal control system  301  in  FIG. 3  differs from that of  FIG. 2 . 
     In  FIG. 3 , the vehicle charge inlet  308  receives the fluid from the charging station connector  306  through the second fluid path portion  314   b  and returns the fluid to the charging station connector  306  through the fifth fluid path portion  314   e . The vehicle charge inlet  308  is also in fluid communication with a vehicle heat exchanger  324  by a third fluid path portion  314   c  through which the fluid thermally conditioned to a third temperature is sent to the vehicle heat exchanger  324  from the vehicle charge inlet  308  and by a fourth fluid path portion  314   d  through which the fluid thermally conditioned to a fourth temperature returns to the vehicle charge inlet  308  from the vehicle heat exchanger  324 . The fluid passing through the vehicle charge inlet  308  from the second fluid path portion  314   b  is thermally conditioned by the vehicle charge inlet  308  to attain the third temperature. The vehicle charge inlet  308  sends the fluid to the vehicle heat exchanger  324  through the third fluid path portion  314   c  and receives the fluid at the fourth temperature from the vehicle heat exchanger  324  through the fourth fluid path portion  314   d.    
     The fluid sent from the vehicle charge inlet  308  to the vehicle heat exchanger  324  through the third fluid path portion  314   c  is thermally conditioned to the third temperature based on heating or cooling that occurs at the charging station connector  306  and the vehicle charge inlet  308  interface. The fluid returned to the vehicle charge inlet  308  from the vehicle heat exchanger  324  through the fourth fluid path portion  314   d  is thermally conditioned to the fourth temperature based on heating or cooling that occurs within the vehicle heat exchanger  324 . In an example where the charging station fluid source  312  supplies a chilled fluid, the fluid at the third temperature along the third fluid path portion  314   c  is not as warm as the fluid at the fourth temperature along the fourth fluid path portion  314   d , though in other examples, the reverse could occur. The first circulation path for the fluid that extends through the charging station  300 , the vehicle charge inlet  308 , and the vehicle heat exchanger  324  though the fluid path portions  314   a - 314   f  is isolated from a second circulation path. The second circulation path is a dedicated circulation path within the electric vehicle  302  associated with the vehicle thermal loop  322  and includes a seventh fluid path portion  326   a  and an eighth fluid path portion  326   b.    
     The vehicle heat exchanger  324  can be configured to send a second fluid at a fifth temperature to the vehicle thermal loop  322  through the seventh fluid path portion  326   a . The fifth temperature of the second fluid sent through the seventh fluid path portion  326   a  is based on heating or cooling that occurs within the vehicle heat exchanger  324 . The heating or cooling that occurs within the vehicle heat exchanger  324  is based only on the proximity of first and second circulation paths, as the vehicle heat exchanger  324  can be designed to keep the fluid within the first circulation path including the fluid path portions  314   a - 314   f  separate from the second fluid in the second circulation path including the fluid path portions  326   a - 326   b , for example, using separate conduits within the vehicle heat exchanger  324 . Given this separation, the fluid in the first circulation path can be water, glycol-based coolant, pressurized refrigerant, or gaseous media such as ambient air or argon gas while the second fluid in the second circulation path can be a traditional glycol-based coolant since the two different fluid do not mix. 
     The vehicle thermal loop  322  receives the second fluid at the fifth temperature from the vehicle heat exchanger  324  through the seventh fluid path portion  326   a  and chills or warms the second fluid during the charging process to a sixth temperature. The second fluid at the sixth temperature is then returned to the vehicle heat exchanger  324  through the eighth fluid path portion  326   b . By keeping the second fluid that circulates within the electric vehicle  302  separate from the fluid at the that circulates between the charging station  300  and the electric vehicle  302 , contamination of the vehicle-based second fluid is avoided. In an example where both the charging station fluid source  312  and the vehicle thermal loop  322  supply chilled fluid, the second fluid at the sixth temperature along the eighth fluid path portion  326   b  may be warmer than both the fluid at the third temperature along the third fluid path portion  314   c  and the fluid at the fourth temperature along the fourth fluid path portion  314   d , though in other examples, the reverse could occur. The amount of heating or cooling within the first and second circulation paths depends on the heating or cooling provided to the first and second fluid by the charging station fluid source  312  and the vehicle thermal loop  322 . 
       FIG. 4  is a schematic of a third thermal control system  401  for use with an electric vehicle  542 . The thermal control system  401  can include a charging station fluid source  412  housed within a charging station  400  and supplying a first fluid at a first temperature to a first circulation path that includes fluid path portions  414   a - 414   b . The charging station  400  can also supply an electrical charge from a charging source (not shown) to the electric vehicle  402  through a charging station connector  406  in the manner described in  FIG. 1 . 
     The first fluid is supplied from the charging station fluid source  412  at the first temperature to the charging station connector  406 , which may include cabling for connection to the electric vehicle  402 , through a first fluid path portion  414   a . In this example, there is no fluid communication between the charging station connector  406  and a vehicle charge inlet  408 , and thermal conditioning of the first fluid is implemented by the charging station connector  406  and any associated cabling. The charging station connector  406  thermally conditions the first fluid to a second temperature and sends the first fluid along a second fluid path portion  414   b  back to the charging station fluid source  412 . 
     In one example, the first fluid supplied from the charging station fluid source  412  can be heated in order to soften a housing material of the charging station connector  406  and create flexibility in the associated cabling before or during the early stages of charging. Thus, in the example of  FIG. 4 , the charging station fluid source  412  may send heated first fluid along the first fluid path portion  414   a  to the charging station connector  406  and through its associated charging cables to ease use of the charging station  400 . Though this example describes that the charging station connector  406  is heated by the first fluid, the charging station fluid source  412  can also be configured to supply a chilled first fluid, for example, once charging occurs and a decrease in temperature is desired at the charging station connector  406  and the vehicle charge inlet  408  (through conduction). 
     The thermal control system  401  is also implemented using vehicle-based components as, for example, cooling of the vehicle charge inlet  408  and its associated cabling can be beneficial during the charging process since heat is produced across the charging station connector  406  and the vehicle charge inlet  408 . The electric vehicle  402  includes a vehicle thermal loop  422  that is configured to supply a second fluid at a third temperature to a second circulation path that includes fluid path portions  426   a - 426   b . The second fluid is supplied from the vehicle thermal loop  422  at the third temperature to the vehicle charge inlet  408  and associated cabling through the third fluid path portion  426   a . The second fluid can run across or through the vehicle charge inlet  408  and can be heated during charging to a fourth temperature that is warmer than the third temperature. The vehicle charge inlet  408  sends the second fluid at the fourth temperature back to the vehicle thermal loop  422  through the fourth fluid path portion  426   b  to begin the cooling process and return the second fluid to the third temperature. 
     In the thermal control system  401  in  FIG. 4 , the vehicle thermal loop  422  is configured to supply sufficient cooling to reduce charging temperatures of both the various components traditionally within the vehicle thermal loop  422 , such as a vehicle battery (not shown) and the vehicle charge inlet  408 , and the charging station connector  406  (through conduction) in order to improve charging speed. Though a single second circulation path including the third and fourth fluid path portions  426   a ,  426   b  is shown, other circulation paths within the electric vehicle  402  are possible. For example, the electric vehicle  402  can circulate the second fluid between the vehicle charge inlet  408  and a vehicle heat exchanger (not shown) and separately circulate the second fluid (or a third fluid of a different type) between the vehicle heat exchanger and the vehicle battery using, for example, one or more pumps (not shown). 
     Since the first circulation path including the fluid path portions  414   a ,  414   b  is fully isolated from the second circulation path including the fluid path portions  426   a ,  426   b , the first fluid in the first circulation path can be water, glycol-based coolant, pressurized refrigerant, or gaseous media such as ambient air or argon gas while the second fluid in the second circulation path can be a traditional glycol-based coolant since the two different fluid do not mix. Given this separation, either the vehicle-based components or the charging-station-based components of the thermal control system  401  can be operated independently. 
       FIG. 5  is a schematic of a fourth thermal control system  501  for use with an electric vehicle  502 . The thermal control system  501  can include a charging station fluid source  512  housed within a charging station  500  and supplying a fluid at a first temperature to a circulation path that includes fluid path portions  514   a - 514   d . The charging station  500  can also supply an electrical charge from a charging source (not shown) to the electric vehicle  502  through a charging station connector  506  in the manner described in  FIG. 1 . 
     The fluid at the first temperature is supplied from the charging station fluid source  512  to the charging station connector  506 , which may include cabling for connection to the electric vehicle  502 , through a first fluid path portion  514   a . The charging station connector  506  can thermally condition the fluid to a second temperature and send the fluid at the second temperature along a second fluid path portion  514   b  to a vehicle charge inlet  508 , which may include cabling for connection to the electric vehicle  502 . The vehicle charge inlet  508  can thermally condition the fluid to a third temperature and return the fluid at the third temperature to the charging station connector  506  along a third fluid path portion  514   c . Finally, the charging station connector  506  can return the fluid back to the charging station fluid source  512  along a fourth fluid path portion  514   d.    
     In one example, the fluid supplied from the charging station fluid source  512  can be heated in order to soften a housing material of the charging station connector  506  and create flexibility in associated cabling before or during the early stages of charging. In another example, the fluid supplied from the charging station fluid source  512  can be chilled in order to decrease temperatures in the charging station connector  506  and the vehicle charge inlet  508  during the charging process.

Metadata:
Filing Date: 20170301
Publication Date: 20200721
Grant Date: 20200721
Priority Date: 20160311
Inventors: PRICE, WILLIAM M.
AUGENBERGS, PETERIS K.
de Bruijn, Wulfer
Assignee: APPLE INC
CPC Classifications: [{"code": "B60L53/18", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60L53/302", "inventive": true, "first": false, "tree": "[]"}, {"code": "Y02T10/7072", "inventive": false, "first": false, "tree": "[]"}, {"code": "Y02T90/14", "inventive": false, "first": false, "tree": "[]"}, {"code": "Y02T90/12", "inventive": false, "first": false, "tree": "[]"}, {"code": "Y02T10/70", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60L53/14", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60L53/30", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60L53/14", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60L2230/12", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60L53/30", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60L53/14", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 71611779