WO2022117282A1

WO2022117282A1 - Charging station having at least one inductive charging zone

Info

Publication number: WO2022117282A1
Application number: PCT/EP2021/080912
Authority: WO
Inventors: Taleb Janbein; Christoph Woll
Original assignee: Robert Bosch Gmbh
Priority date: 2020-12-03
Filing date: 2021-11-08
Publication date: 2022-06-09
Also published as: DE102020215327A1; EP4255766A1; CN116635266A

Abstract

The invention relates to a charging station having at least one inductive charging zone (30, 58) with a plurality of parking spaces (38, 40, 42, 44, 46, 48; 60, 62, 64). The charging station comprises at least one mobile primary coil (22) which is self-propelled or can be positioned, by means of a handling device (10) or by a service person, underneath an electric vehicle (50, 54, 56) to be charged.

Description

Charging station with at least one inductive charging area

technical field

The invention relates to a charging station with at least one inductive charging area with a number of parking spaces. Furthermore, the invention relates to the use of the charging station in a publicly accessible outdoor parking lot or in a publicly accessible multi-storey car park or in a publicly accessible underground car park.

State of the art

Today's traction batteries in electrically powered vehicles are primarily conductive, i. H. charged via lines forming galvanic connections. In the future, electric vehicles will increasingly be equipped with inductive charging technology, especially with regard to automated parking in multi-storey car parks. In particular, the existing multi-storey car parks are not yet equipped or equipped for inductive charging. When new multi-storey car parks are built, a certain number of parking spaces are already being prepared for this charging method. This means that, for example, at least one primary coil including the electronics is embedded in the floor of the parking area and the connection to the electrical supply system is made. Each of these parking spaces with an electric charging option is extremely expensive. In addition, a correspondingly high supply capacity for all charging points, i. H. all parking spaces in an inductive charging area.

Not every parking space, be it outdoors, be it in an underground car park, be it in a multi-storey car park, will have to be equipped with an inductive charging option in the future. Taking into account the fact that not all parking spaces are permanently occupied and that electric vehicles often start up after the charging process stand still in the parking lot if there is no active automated re-parking of the vehicles, not every parking lot has to be equipped with the necessary hardware in the form of a coil of electronics and sensors. Furthermore, it is not necessary for each of the parking spaces or each of the primary coils installed in the parking spaces to be provided by the energy supplier with a correspondingly high energy for all parking space coils. The construction of such a parking lot is extremely expensive.

Presentation of the invention

According to the invention, a charging station is proposed with at least one inductive charging area and several parking spaces, the charging station comprising at least one mobile primary coil which has its own drive or can be positioned below an electric vehicle to be charged by means of a handling device or by means of a service person.

The solution proposed according to the invention can, for example, have a number of parking spaces with only one mobile primary coil, i. H. a number of vehicles with a primary coil, are electrically charged. This results in high cost savings compared to equipping all parking spaces with the equipment required for electric charging. The solution proposed according to the invention is an ideal retrofit solution for existing parking areas, be they

Underground parking spaces, be they open-air or in multi-storey car parks, have been created.

In a further advantageous embodiment of the charging station proposed according to the invention, each inductive charging area is assigned at least one mobile primary coil.

In an advantageous further possible embodiment of the charging station proposed according to the invention, the at least one mobile primary coil is electrically connected via a cable to a connection which is located essentially centrally within the inductive charging area. There is thus the possibility that the mobile primary coil, be it self-propelled, whether it can be moved by a handling device or a handling robot, whether it can be moved by a service person, all parking spaces in the inductive charging area can be reached, so that there is a high level of flexibility. An inductive charging area can, of course, also be provided with a larger number of primary coils, which can be moved in the manner described above, in order to electrically charge several electric vehicles in parallel.

In a first embodiment variant of the charging station proposed according to the invention, the at least one mobile primary coil is equipped with its own drive, so that it can be moved in the x-direction and in the y-direction within a range of movement that essentially corresponds to a surface of the inductive charging area.

In a second embodiment variant of the charging station proposed according to the invention, the at least one mobile primary coil can be moved in the x-direction or in the y-direction by means of a handling device or a robot within a movement range that essentially corresponds to a surface of the inductive charging area.

Finally, in a third embodiment variant, the charging station is characterized in that the at least one mobile primary coil can be moved in the x-direction and in the y-direction with the help of a service person within a range of movement that essentially corresponds to an area of the inductive charging area.

In the case of the charging station proposed according to the invention, the at least one mobile primary coil in the state positioned below an electric vehicle to be inductively charged is advantageously adjusted to a battery area of an electric vehicle to be charged in an efficiency-optimal manner by means of a height adjustability in the z direction. As a result, an air gap between the primary and secondary coils can be adjusted in an efficiency-optimized manner such that an optimal electrical charging result is achieved.

The charging station proposed according to the invention is advantageously connected to a DC network or to a buffer battery with downstream electronics, in particular with at least one DC/AC converter. In addition, the invention relates to the use of the charging station in a publicly accessible outdoor parking lot or in a publicly accessible multi-storey car park or in a publicly accessible underground car park.

Advantages of the Invention

The solution proposed according to the invention advantageously offers the possibility of equipping existing outdoor parking spaces or existing parking decks of multi-storey car parks or underground car parks with inductive charging areas. At least one primary coil is provided, which is permanently connected to a supply network, but which, due to its mobility, can be positioned on several electric vehicles and charge their batteries. The charging station proposed according to the invention makes it possible to achieve considerable cost savings compared to previous solutions. In addition, there is the possibility of using a modular structure to successively expand the parking spaces, whether outdoors, on the parking decks of multi-storey car parks or underground garages, as required. Several primary coils can be provided for n neighboring parking spaces within the inductive charging area. Furthermore, provided the appropriate areas are available, several inductive charging areas can be networked. Furthermore, a handling device or a robot can advantageously serve several inductive charging areas.

The charging station proposed according to the invention represents an ideal retrofit solution for existing multi-storey car parks or outdoor parking spaces. Furthermore, a significantly higher degree of utilization of the existing infrastructure can be achieved. The solution proposed according to the invention enables an optimal air gap adjustment between the primary coil and the secondary coil formed on the traction battery of the electric vehicle, whereby charging with optimum efficiency and a correspondingly adapted, advantageously smaller dimensioning of both the primary coil and the secondary coil can be achieved. Furthermore, no foreign object detection is required in the case of the charging station proposed according to the invention. In addition, a high supply of energy can be avoided, which in turn results in strongly fluctuating Energy consumption from the provider of the inductive charging station can be largely ruled out.

Brief description of the drawings

The invention is described in more detail below with reference to the drawings.

Show it:

FIG. 1 shows a plan view of a handling device,

Figures 2a, 2b variants of a mobile primary coil,

Figures 3.1, 3.2 parking spaces of an inductive charging area with an electric vehicle, which is charged by the at least one mobile primary coil,

Figures 4.1, 4.2 an inductive charging area with several parking spaces, on which an electric vehicle is parked, which is charged with the at least one mobile primary coil, which is moved by means of a handling robot and

FIG. 5 shows an embodiment variant with two adjacent inductive charging areas and several electric vehicles to be charged.

Embodiments of the invention

In the following description of the embodiments of the invention, the same or similar elements are denoted by the same reference symbols, with a repeated description of these elements being dispensed with in individual cases. The figures represent the subject matter of the invention only schematically. The illustration according to FIG. 1 shows a plan view of a handling device 10, for example a handling robot. The handling device 10 has a drive, which is not designed in more detail, which moves the handling device 10 in an x-direction 16 and a y-direction 18 running perpendicularly thereto. A fork 12 can be accommodated on the handling device 10 . Furthermore, according to the schematic illustration in FIG. 1, the handling device 10 can be designed in such a way that a movement of the fork 12 and a mobile primary coil 22 arranged thereon in the z-direction 20 is possible. In the illustration according to FIG. 1, the course of the z-direction 20 runs perpendicularly to the plane of the drawing.

A mobile primary coil 22 can be seen in a schematic manner from the representation according to FIG. 2a. This can either be designed with a self-drive or without one. Power is supplied via a cable 24 which is connected to an outlet 28 (cf. FIG. 3.1). If the mobile primary coil 22 has its own drive, it can be moved analogously to the handling device 10 as shown in FIG. The mobile primary coil 22 is also designed in such a way that it can adjust its height in the z-direction 20 in order to adapt an air gap between the mobile primary coil 22 on the one hand and one in the floor area of a first electric vehicle 50, cf. Figure 3.1, on the other hand, in an efficiency-optimal manner .

FIG. 2b shows a self-propelled mobile primary coil 22 which includes a battery unit 32. FIG. As a result, the mobile primary coil 22 is self-sufficient; in this case there is no fixed connection to the outlet 28. The battery unit 32 is used for the self-propulsion of the mobile primary coil 22 and for charging by this.

An inductive charging area 30 can be seen in FIGS. 3.1 and 3.2. The inductive charging area 30 includes a number of parking spaces, namely a first parking space 38, a second parking space 40, a third parking space 42, a fourth parking space 44, a fifth parking space 46 and a sixth parking space 48. A first electric vehicle 50 is on the fifth Parking lot 46 parked. Within the inductive charging area 30 is essentially in central arrangement an outlet 28 of an electrical connection to which a cable 24 is connected, via which the at least one mobile primary coil 22 is supplied with electrical energy. The at least one mobile primary coil 22 shown in Figure 3.1 is located in a passage between the first parking space 38, second parking space 40 and third parking space 42 arranged in a row on the one hand and the fourth parking space 44, the fifth parking space occupied by the first electric vehicle 50 46 and the sixth parking lot 48.

FIG. 3.2 shows how the at least one mobile primary coil 22 is positioned under the first electric vehicle 50 and assumes its positioned state 52 there. The mobile primary coil 22 is essentially transferred to the positioned state 52, which can be achieved in particular by the mobile primary coil 22 being driven by itself. Using a transmitter/receiver mimic, the at least one mobile primary coil 22 can be positioned below the first electric vehicle 50 via GPS signals in such a way that the mobile primary coil 22 is located directly below a secondary coil of at least one traction battery of the first electric vehicle 50, whose at least a traction battery is to be charged. As soon as the mobile primary coil 22 has reached its positioned state 52 below the first electric vehicle 50, the air gap between the secondary coil of the at least one traction battery of the first electric vehicle 50 on the one hand and the self-propelled mobile primary coil 22 on the other hand is adjusted. The air gap between the mobile primary coil 22 and the secondary coil of the at least one traction battery is adjusted in an efficiency-optimal manner, so that the shortest charging time and the highest possible charging power can be used.

For the sake of completeness, it should be mentioned that the inductive charging area 30 can be traveled over by the at least one mobile primary coil 22 in the x-direction 16 and running perpendicular thereto in the y-direction 18 . It is therefore possible for each of the parking spaces 38, 40, 42, 44, 46, 48 to be reached by the at least one mobile primary coil 22, so that other electric vehicles (not shown here) parked there can be electrically charged. According to the illustration in FIGS. 3.1 and 3.2, the inductive charging areas 30 illustrated there each have a mobile primary coil 22. There is certainly the possibility of arranging several mobile primary coils 22 at the outlet 28 of the electrical power supply, so that several of the parking spaces 38, 40, 42, 44, 46, 48 located within the inductive charging area 30 can be served. The mobile primary coil 22 , which is connected to the outlet 28 via the cable 24 , can also include power electronics 26 , not shown in detail here, which are then also mobile because they move with the mobile primary coil 22 .

A further variant embodiment of the charging station proposed according to the invention can be seen in FIGS. 4.1 and 4.2. It can be seen from Figures 4.1 and 4.2 that the inductive charging area 30 is analogous to the inductive charging area 30 shown in Figures 3.1 and 3.2, the first parking space 38, the second parking space 40, the third parking space 42, the fourth parking space 44, the fifth Parking lot 46 and the sixth parking lot 48 includes. The first electric vehicle 50 is located in the fifth parking space 46. The mobile primary coil 22—designed here without its own drive—is to be moved to this vehicle or to its at least one traction battery. The handling device 10 shown in FIG. 1 is used for this purpose. This moves under the mobile primary coil 22 with its fork 12. The arrangement of handling device 10 and mobile primary coil 22 is then moved to the fifth parking space 46 in such a way that the mobile primary coil 22 comes into position below the secondary coil of the at least one traction battery of the first electric vehicle 50 . In the positioned state 52, the mobile primary coil 22, which is moved by the handling device 10 in the representations according to Figures 4.1 and 4.2, is ideally located below the secondary coil of the at least one traction battery of the first electric vehicle 50 to be charged. In the positioned state 52, a height adjustment takes place for setting the air gap between the mobile primary coil 22 on the one hand and the secondary coil of the at least one traction battery of the first electric vehicle 50 to be charged, on the other hand, for optimum efficiency.

While in the figure sequence of Figures 3.1 and 3.2 the mobile primary coil 22 by means of its own drive within its range of motion 14 in 4.1 and 4.2 by means of the handling device 10. Both the mobile primary coil 22 with its own drive and the handling device 10, which moves the mobile primary coil 22 within the inductive charging area 30 moves, have a controller, such as GPS coordinates, so that the positions in which the mobile primary coil 22 has to arrive in the positioned state 52 can be approached without any problems. The length of the cable 24 between the mobile primary coil 22 and the outlet 28 of the electrical supply, which is arranged essentially centrally in the inductive charging area 30, is selected accordingly.

In addition to handling or moving the at least one mobile primary coil 22 by means of a self-propelled drive according to Figures 3.1 and 3.2 or by means of a handling device 10 in the form of a robot according to Figures 4.1 and 4.2, there is the option of having the mobile primary coil 22 operated by a service person below the secondary coil of the to move at least one traction battery of the first electric vehicle 50 shown in Figures 3.1, 3.2, 4.1 and 4.2. Since the mobile primary coil 22 is connected to the outlet 28 of the electrical supply via the cable 24, the service person is only concerned with properly positioning the mobile primary coil 22 below the at least one traction battery of the first electric vehicle 50, to name one example . The service person does not have to adjust the height of the mobile primary coil 22 in the z-direction 20 . The mobile primary coil 22 can do this automatically in order to set an efficiency-optimal air gap between the mobile primary coil 22 on the one hand and the secondary coil of the at least one traction battery of the first electric vehicle 50 to be charged on the other hand.

FIG. 5 shows a further embodiment variant of the charging station proposed according to the invention. In contrast to the inductive charging area 30 shown in FIGS. 3.1, 3.2, 4.1 and 4.2, this has been expanded to include a further inductive charging area 58 in a modular manner. Additional parking spaces 60 have been added to the first parking space 38, the second parking space 40, the third parking space 42, the fourth parking space 44, the fifth parking space 46 and the sixth parking space 48, with the first electric vehicle 50 is parked and a third electric vehicle 56 is parked in a second additional parking space 64 , while a second electric vehicle 54 is in the fourth parking space 44 of the inductive charging area 30 . In the embodiment variant of the charging station proposed according to the invention according to the schematic illustration in FIG. 5, a mobile primary coil 22 is connected centrally in each of the inductive charging areas 30, 58. The mobile primary coils 22 are connected via cables 24 to the outlets 28 of the electrical energy supply, which outlets are arranged essentially centrally in the respective inductive charging areas 30, 58. In the illustration according to FIG. 5, the mobile primary coil 22 can be moved by means of the handling device 10 and therefore does not have its own drive.

In the embodiment variant according to FIG. 5, the essentially autonomously operated handling device 10 can operate the two inductive charging areas 30, 58. While the first electric vehicle 50 is being charged via the mobile primary coil 22 in the positioned state 52, the second electric vehicle 54, for example, parked in the fourth parking space 44 of the inductive charging area 30, reports its need for charging. The handling device 10, for example configured as an autonomously operated robot, now transports a mobile primary coil 22 into the positioned state 52 under the at least one traction battery or its secondary coil of the second electric vehicle 54. At the same time, for example, when the third electric vehicle 56 a process of the mobile primary coil 22 from the positioned state 52 to the third electric vehicle 56 then take place when the inductive charging process on the first electric vehicle 50, parked on the first additional parking space 62 of the additional inductive charging area 58, is complete. The mobile primary coil 22 , which here does not have its own drive in the x-direction 16 and y-direction 18 , can be moved via the handling device 10 . In this embodiment variant of the charging station, the mobile primary coil 22 also has a height adjustment device, which moves the mobile primary coil 22 in the z-direction 20 in order to create an air gap that is optimal in terms of efficiency between the mobile primary coil 22 on the one hand and the secondary coil of the at least one traction battery of the electric vehicles 50, 54, 56 on the other hand. The charging station proposed according to the invention can be connected to a DC network, for example. Alternatively, there is the possibility of operating the charging station with a backup battery, which is followed by electronics that include at least one DC/AC converter.

The charging station proposed according to the invention can advantageously be used in parking areas with outdoor parking spaces, on parking decks of multi-storey car parks or in underground car parks.

With the charging station proposed according to the invention, as described above with reference to Figures 3.1 to 5 and the inductive charging areas 30, 58 shown schematically there, multi-storey car parks or public parking spaces can be operated in such a way that at least one mobile primary coil 22, which is permanently connected to the supply network , Multiple batteries of multiple electric vehicles 50, 54, 56 are charged.

The invention is not limited to the exemplary embodiments described here and the aspects highlighted therein. Rather, within the range specified by the claims, a large number of modifications are possible, which are within the scope of expert action.

Claims

Expectations

1. Charging station with at least one inductive charging area (30, 58) with several parking spaces (38, 40, 42, 44, 46, 48; 60, 62, 64), characterized in that the charging station comprises at least one mobile primary coil (22). which has its own drive or can be positioned below an electric vehicle (50, 54, 56) to be charged by means of a handling device (10) or by a service person.

2. Charging station according to claim 1, characterized in that each inductive charging area (30, 58) is assigned at least one mobile primary coil (22).

3. Charging station according to claims 1 to 2, characterized in that the at least one mobile primary coil (22) is connected via a cable (24) to an outlet (28) which is essentially centrally located within the inductive charging area (30, 58 ) is located.

4. Charging station according to claims 1 to 2, characterized in that the at least one mobile primary coil (22) has its own battery unit (32) for supplying energy to a self-propulsion system or for self-supply of the mobile primary coil (22).

5. Charging station according to claims 1 to 3, characterized in that the at least one mobile primary coil (22) equipped with its own drive can be moved in an x-direction (16) and a y-direction (18) within a range of movement (14) can be moved, which essentially corresponds to a surface of the inductive charging area (30, 58).

6. Charging station according to Claims 1 to 3, characterized in that the at least one mobile primary coil (22) is moved by means of a handling device (10) in an x-direction (16) and in a y-direction (18) within a range of movement (14 ) is movable, which essentially corresponds to a surface of the inductive charging area (30, 58). Charging station according to Claims 1 to 3, characterized in that the at least one mobile primary coil (22) can be moved in an x-direction (16) and a y-direction (18) within a movement range (14) with the help of a service person Essentially corresponds to an area of the inductive charging area (30, 58). Charging station according to Claims 1 to 3, characterized in that the at least one mobile primary coil (22) in the state (52) positioned below an electric vehicle (50, 54, 56) to be inductively charged is optimally efficient by means of a height adjustability in the z direction (20). can be placed on a battery area of the electric vehicle (50, 54, 56) to be charged. Charging station according to Claims 1 to 8, characterized in that the charging station is connected to a DC network or to a buffer battery with downstream electronics, in particular with at least one DC/AC converter. Use of the charging station according to one of Claims 1 to 9 in a publicly accessible outdoor parking lot or in a publicly accessible multi-storey car park or in a publicly accessible underground car park.