CN104842808B - 多电源电气车辆 - Google Patents
多电源电气车辆 Download PDFInfo
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- CN104842808B CN104842808B CN201510164448.1A CN201510164448A CN104842808B CN 104842808 B CN104842808 B CN 104842808B CN 201510164448 A CN201510164448 A CN 201510164448A CN 104842808 B CN104842808 B CN 104842808B
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- charging
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
- B60L8/006—Converting flow of air into electric energy, e.g. by using wind turbines
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/11—DC charging controlled by the charging station, e.g. mode 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Secondary Cells (AREA)
- Automation & Control Theory (AREA)
Abstract
本发明涉及多电源电气车辆。一种用于电气车辆和混合电气车辆的充电的感应电力传输(IPT)衬垫和系统。这种车辆的电池可被有选择地耦合到用于快速充电的高电力电源或用于使用IPT的充电的较低电力电源。车辆的电池用在通过所供给电力的频率的变化对电气网络中的负载需求进行控制的系统中。
Description
本申请是中国专利申请201310012148.2的分案申请,中国专利申请201310012148.2是中国专利申请200880023317.X的分案申请,原申请的国际申请日是2008年5月9日,优先权日是2007年5月10日,发明名称是“多电源电气车辆”。
技术领域
本发明涉及感应电力传输(IPT)衬垫(pad)、用于使用多电源对电气车辆的电池进行充电的系统、方法和装置以及由所述电池供电的电气车辆。特别地,本发明涉及有选择地使用用于以高速率充电的高电源或用于以低速率充电的较低电源对电气车辆的电池充电。
背景技术
在纯电气车辆(与混合动力车辆相反,即单纯由电力供给动力的车辆)的开发中,在这些车辆能获得广泛接受之前,存在待解决的多种问题。这些问题包括与更为传统的燃料车辆相比有限的范围、必须记住对车辆重新充电的不便(即使可在用户家中或房屋中这样做)以及如果车辆未充电所发生的严格限制。由于关于全球变暖的更多的忧虑,这些问题在近来受到较多的考虑。纯电气车辆可在减少全球变暖效应中扮演角色,因为很清楚,它们在所有车辆类型中是污染最小的,并且,与由更为广泛以及传统的装置供给动力的车辆相比,能以较低的“碳足迹”运行。
电气车辆的许多问题直接来自用于存储能量以便向车辆供给动力的电池。实际上,所有电池类型必须以小于可允许放电速率的速率充电,其具有有限的容量,其其寿命不长。因此,对车辆充电花费相当长的时间,充电之间的时间比理想的要短,且电池的功能随着年龄迅速下降。
然而,在使用中,电气车辆非常方便,并产生理想的购物篮和短程通勤车辆。送儿童到学校以及跑腿的其他任务也很好地适合。如果一天内行驶的累积距离在车辆的范围内,则电池可整夜重新充电,服务能够在下一天恢复。这是理想的方案。然而,如果超过可用范围,或者如果电池没有充分充电,驾驶者和乘员可能困留,可能存在恢复费,电池将需要以与常规充电周期相比更长的时间段来彻底充电,当使用传统电池时,这些电池几乎确定地发生劣化,使得其可用容量由先前的容量永久性地减少。趁机充电(opportunitycharging)可有助于解决此问题,并涉及每当机会呈现时部分地对车辆进行充电。
在可能更为严重的环境要求车辆进行长行程的情况下,可用的方法很少。这里,混合动力车可能是好的方案,因为它们可借助化石燃料行驶长的距离并在传统的加油站补充燃料。
出于这些原因,传统的纯电气车辆尚未满足乘员运送车辆的所有现代要求。
感应电力传输(IPT)提供了对更为传统的充电的有用的替代方案。使用IPT的充电在名为“Single Phase Power Supply for Inductively Coupled Power TransferSystems”的新西兰发明申请No.545664中介绍,并且并入此处作为参考。这种充电器提供了许多优点,其能由典型地在家中可用的标准单相电源运行,具有非常好的功率因数和非常低的谐波。结果,可以在几千个充电器连接到市电网的情况下运行,而没有电源品质的降低。另外,IPT的使用排除了用户手动地将电缆连接到电池的需要。
发明内容
本发明的目的在于提供一种改进的感应电力传输(IPT)衬垫。
本发明的目的在于提供一种用于对车辆充电的装置,其减轻了上面提到的与传统电气车辆相关联的问题。
本发明的替代目的在于提供一种用于对电气车辆充电的系统。
本发明的替代目的在于提供一种对电气车辆进行充电的方法。
或者,本发明的目的在于至少提供有用的选择。
根据本发明第一实施形态,提供了一种感应电力传输(IPT)衬垫,其包含:具有至少一匝导体的线圈;一个或一个以上的铁磁性板;屏蔽元件,其布置在所述线圈和所述铁磁性板的周围,用于在使用中设置电磁通量的路径。
优选为,导体为辫编线(litz wire)。
优选为,线圈包含多匝导线。
优选为,铁磁性板为整块的板。
优选为,铁磁性板为铁氧体板。
优选为,各个铁磁性板被布置在基本相同的平面中。
优选为,各个铁磁性板被布置为使得其长度从公共点径向延伸但与之间隔开。
优选为,各个铁磁性板与邻近的板以基本上相同的角度间隔开。
根据优选实施例,IPT衬垫包含八个铁磁性板,各个板与邻近的板以大约45°间隔开。取决于系统要求,也可选择其他的配置。
或者,在另一实施例中,IPT衬垫包含多个铁磁性板,由此,铁磁性板的子集从公共点径向延伸但与之间隔开,铁磁性板的另一子集从一不同的公共点径向延伸但与之间隔开,铁磁性板的又一子集垂直于连接所述公共点的假想线的方向对准,由此,铁磁性板的所述又一子集从假想线等距离地定位,但沿着其长度相等地并在假想线的各侧相等地间隔开。
优选为,线圈被布置在基本上与铁磁性板的平面平行的平面中。
优选为,线圈被定位为绕卷在公共点周围,使得其基本上在各个板的长度中心经过各个板。
优选为,IPT衬垫包含基本上为刚性的背板。
优选为,背板基本上是平面的。
优选为,背板的平面基本上平行于线圈和铁磁性板的平面,板的平面在线圈和背板的平面之间。
优选为,各个铁磁性板通过透热和机械绝缘的材料从背板间隔开,以便允许热在其间传送,并保护板免受机械震动。根据一实施例,各个板可使用泡沫或橡胶衬垫从背板间隔开。构成板的材料是脆性的,且这些步骤用于防止由于快速温度变化以及施加在IPT衬垫上的机械应力引起的板的碎裂。
根据优选实施例,背板用这样的材料构成:其基本上防止磁通从之经过。在一个实施例中,这种材料为铝。
优选为,屏蔽元件用材料带构成,其末端接合以构成环。
优选为,屏蔽元件用铝构成。
优选为,屏蔽元件被耦合到背板。
优选为,IPT衬垫包含元件,该元件具有:在其中形成的空间,用于将铁磁性板保持在适当的位置;沟道,用于容纳线圈。
优选为,该元件由不会显著影响磁通的材料构成。在一个实施例中,使用泡沫或橡胶。
优选为,该元件由模塑(moulding)工艺形成。
优选为,IPT衬垫包含由基本上对磁通透明的材料构成的盖板。在一个实施例中,此材料为无毒塑料。
根据优选实施例,盖板和背板提供了用于IPT衬垫的封装的前壁和后壁,侧板由屏蔽元件提供,屏蔽元件优选为被配置为从背板延伸到盖板。
根据第一实施形态的IPT衬垫通过对来自充电衬垫的通量的流动设置路径提供了使用中的改进性能。具体而言,背板和屏蔽元件用于从背板平面向上引导通量,在背板平面中以及平行于背板平面具有较小的通量展开。这不仅改进了感应耦合,还减少了任何不希望的物体受到使用中的感应场影响的机会。重要的是,注意,如果这种泄漏没有受到控制,其能导致这些物体的损坏。例如,在电气车辆的情况下,这种泄漏可导致车轮轴承的侵蚀。
本发明的IPT衬垫也是有利的,因为其相比于更为传统的IPT拾取器(pickups)相对较为细长。这一点在拾取衬垫被耦合到电气车辆底侧时特别重要,因为保持离地高度(ground clearance)很重要。
根据第二实施形态,提供了一种感应电力传输系统,其包含两个感应电力传输衬垫,其中,两个感应电力传输衬垫结合使用,一个衬垫用作拾取衬垫,另一个衬垫用作充电衬垫。
优选为,充电衬垫可耦合到电源,并将电力感应传输到拾取衬垫,拾取衬垫可耦合到负载,例如电池。
根据第三实施形态,提供了一种用于对电气车辆或混合电气车辆的电池进行充电的设备,该设备包含:第一装置,用于有选择地将电池耦合到高电力电源;第二装置,用于有选择地将电池耦合到较低电力电源,其中,用于耦合的第二装置包含电气耦合到电池的拾取衬垫,其中,电力从充电衬垫通过感应电力传输被传送到拾取衬垫。
优选为,用于耦合的第一装置包含电气耦合到电池的插座,其中,电力通过将连接到高电力电源的电缆插入插座来传送。因此,使用用于耦合的第一装置,电能可被迅速传送到电池,产生快速的充电。
本领域技术人员将会明了,或者,用于耦合的第一装置包含电气耦合到电池的插头,其中,电力通过将插头插入连接到电缆的插座来传送,其中,该电缆连接到高电力电源。
优选为,用于耦合的第二装置包含根据本发明第一实施形态的拾取衬垫。
IPT的使用避免了用户为趁机充电插入电缆的需求,包括当车辆整夜停泊时。作为替代或作为附加的是,第二插座可被提供,或者,如果需要,第一插座可被改变,使得电池可用电缆连接到较低的电源。再一次地,在替代性实施例中,第二插座可用插头代替,该插头被配置为与连接到较低电源的插座匹配。这样的实施例提供了改进的灵活性,因为,在被提供以及时间允许时,电池可使用IPT充电。如果需要快速充电且高电源可用,电池可被连接于其上。然而,还存在IPT充电衬垫或高电源均不可用时电池需要充电的可能。用户可能在运输中将充电衬垫放在车辆内,使得在需要时,其可从车辆移动、适当定位并用于充电。因为涉及IPT的本发明的实施例优选为以广泛可用的家用电压工作,这一点是可能的,但这是不便的。因此,第二插座可提供,优选为在车辆的外表面上,以便使得电池能经由电缆被连接到低电源,例如经由传统的家用插座。根据优选实施例,用于耦合到高电源的插座也可用于耦合到较低电源。因此,可以经由大多数家用电路对电池充电,仅需要在车辆中承载一条电缆。
因此,取决于需要和可用的电源类型以及传输形式,用户可有选择地将电池耦合到高电源或较低电力电源,优选为使用传送来自较低电源的电力的IPT。
优选为,高电源具有10kW和500kW之间的传送额定值。
优选为,较低电源具有0.5kW和2.5kW之间的传送额定值,因此,其可通过传统家用布线提供。更为优选的是,较低电源在1.0kW和2.2kW之间。
贯串本说明书,术语“电池”的使用不是用于限制方式,而是可包括一个或任何数量的电池单体或电池或超级电容器。
优选为,设备包含指示装置,用于指示充电衬垫和拾取衬垫之间的对准。
优选为,设备包含用于指示电池正在充电的指示装置。
根据本发明第四实施形态,提供了一种电气车辆,其包含可再充电的电池以及用于对所述电池进行充电的第三实施形态的设备。
电气车辆可以为“纯电气车辆”,因为其可仅仅由电能供给动力。然而,本发明不限于此,并可应用于可由电能和至少一个其他能源——例如可燃烧燃料——供给动力的混合动力车。因此,这里提到的“电气车辆”包括纯电气车辆和将电能作为一动力源的的混合动力车二者。
根据本发明第五实施形态,提供了一种对电气车辆或混合电气车辆的电池进行充电的方法,该方法包含有选择地将电池耦合到高电源或较低电源,其中,所述将电池耦合到较低电源包含在感应电力传输充电衬垫附近定位电气耦合到电池的感应电力传输拾取衬垫。
优选为,将电池连接到高电源的步骤包含将插头与插座匹配,其中,插头与电池以及高电源中的一个相关联,插座与电池以及高电源中的另一个相关联。
更为优选的是,拾取衬垫耦合到车辆底侧,充电衬垫设置在地上,其中,所述有选择地将电池耦合到较低电源包含将车辆行驶到一位置,使得拾取衬垫被定位在充电衬垫上方,或可操作地邻近充电衬垫。
优选为,充电和拾取衬垫彼此之间的距离可变。通过升高以及降低装置,充电衬垫可从地面升高以及降低。或者,通过升高以及降低装置,拾取衬垫可从车辆底侧升高以及降低。
优选为,该方法包含指示充电衬垫和拾取衬垫之间的对准。
优选为,该方法包含指示电池正在被充电。
出于美学原因,优选为将IPT拾取衬垫放在车辆底侧上,因为这种布置不会在车辆充电时对车辆周围的移动物提供物理障碍,并且因为人或其他外部物体不太可能受到充电过程中的感应场的影响。然而,本发明不限于这种放置。实质上,在充电衬垫安装为使得IPT传输在车辆停在适当的位置时成为可能的情况下,拾取衬垫可放在车辆上的任何地方。例如,在充电衬垫安装在车库墙壁上的情况下,拾取衬垫可被设置在车辆的前表面或后表面,使得它们在车辆停泊时感应耦合。尽管由于对于用户干预的需要不是优选的,本发明不排除将拾取衬垫和/或充电衬垫安装在可移动装备或衔铁上,由此,在车辆停泊后,用户可移动衬垫中的一个或二者,使得IPT传输成为可能。尽管具有需要更大用户干预的缺点,这样的实施例允许对车辆停泊位置的更大的容差。
根据第六实施形态,提供了一种用于对电气车辆或混合电气车辆的电池进行充电的系统,系统包含:电气网络或子网络,具有至少一个发电机;电缆,用于在网络中传送由所述至少一个发电机产生的能量;IPT耦合装置,用于将网络耦合到电池;控制装置,用于控制从所述至少一个发电机到电池的电力传输。
优选为,网络被耦合到对应的多个电气车辆或混合电气车辆的多个电池。
任何能量源可由发电机用于产生电能。然而,根据优选实施例,使用可再生的能量源。通过使用控制装置,可以克服与再生源所产生电力的可波动性相关联的问题,并通过改变供到电池的电力来增强网络稳定性,使得网络上的电力需求更好地匹配可用电力。这些好处根据该系统的实施例更加显著,其中,网络被耦合到对应的多个电气车辆或混合电气车辆的多个电池。
优选为,控制装置被配置为改变电力传输以便使得负载系数最优化。因此,网络控制者(例如市电公司)可改变到连接到其网络的电池的电力传输,以便更好地匹配供给与需求。
根据一实施例,车辆中的电池由运行网络的网络控制者所有,并被租借给车辆所有者。
第六实施形态的系统优选为包含至少一个根据第一实施形态的IPT衬垫和/或至少一个根据第三实施形态的用于充电的设备和/或至少一个根据第四实施形态的电气车辆。
优选为,控制装置借助通信通道受到控制。
根据本发明第七实施形态,提供了一种对电气车辆或混合电气车辆的电池进行充电的方法,该方法包含以下步骤:使用感应电力传输将电池耦合到电气网络或子网络;经由网络向电池传送电能;根据至少一个预定的标准改变电力传送。
优选为,所述至少一个预定的标准可包含下列中的一个或多于一个:一天中的时间;网络上的需求水平;网络中的可用供给水平,其在用于网络的能量源可波动时特别重要。
优选为,该方法进一步包含这样的步骤:将多个电气车辆的电池耦合到网络,并有选择地向其全部或其子集传送电力。
优选为,该方法还包含这样的步骤:将多个电气车辆的电池耦合到网络;有选择地向所有电池或其子集传送电力。
优选为,该方法包含这样的步骤:改变电气干线频率,以便确定网络上的电池负载。
根据本发明第八实施形态,提供了一种向电气网络供给电力的系统,该系统包含:电气网络或子网络,具有至少一个发电机;多个电气车辆或电气混合车辆的多个电池;用于对存储在所述多个电池中的能量进行传送的电缆;IPT耦合装置,用于将电池耦合到网络;控制装置,用于控制从所述多个电池到网络的电力传送。
根据本发明第九实施形态,提供了一种向电气网络供给电力的方法,该方法包含以下步骤:使用感应电力传输将多个电气车辆或混合电气车辆的多个电池耦合到网络;从电池向网络传送电能;根据至少一个预定标准改变电力传送。
根据本发明的第十实施形态,提供了一种系统,其用于控制电气网络中的负载需求,该系统包含:电气网络,其具有至少一个发电机,允许由网络供给的电力的频率变化;至少一个负载,其被连接到网络;控制装置,其监视由网络供给的电力的频率,控制装置取决于频率来增大或减小负载所消耗的电力。
根据本发明第十一实施形态,提供了一种控制电气网络上的负载需求的方法,该方法包含:允许由网络供给的电力的频率变化;监视由网络供给的电力的频率;取决于频率,增大或减小由负载消耗的电力。
通过阅读提供了本发明的至少一个实际应用实例的下列说明,本领域技术人员将会想到本发明的其他实施形态,其应当被认为是在本发明的所有新实施形态中。
附图说明
参照附图,本发明的一个或一个以上的实施例将在下面介绍,其仅仅以举例的方式,而不是为了进行限制,在附图中:
图1为一透视图,其示出了在充电过程中IPT充电衬垫和电气车辆的优选的相对定位;
图2为IPT衬垫的优选实施例的透视图;
图3-5为图2的IPT衬垫的实施例的替代透视图,某些部分在图3和5中移除,某些部分在图4中用幻影轮廓线示出,以便显示内部细节;
图5A为IPT衬垫配置的替代性实施例;
图5B为图5A的IPT衬垫的替代性实施例的平面图;
图6为根据本发明一实施例正在充电的电气车辆的原理图;以及
图7为根据本发明的系统的一实施例的原理图。
具体实施方式
本发明的实施例提供了一种多电源电气车辆,其能在可能在行程的类型、长度、频率方面发生的大多数情况下运行。“多电源电气车辆”用于指配置或能够以本发明的实施例运行的电气车辆,其中,用于对车辆供给动力的电池和/或电池单体可使用多种电源来充电。本发明的实施例提供了插入式电气车辆的所有优点,因为其能“在家中”整夜重新充电,但根据优选实施例,其在没有需要插入电缆的缺点的情况下做到这一点。具体而言,根据优选实施例,充电衬垫优选为设置在车辆通常停泊的地板上,例如在用户车库的地板上。在车辆停泊时,通过感应电力传输(IPT),经由在车辆底侧提供的拾取器,充电衬垫向车辆的电池传送能量。在不插入任何东西的情况下,不需要记住做任何事,电池将会仅仅依靠可用时间来彻底充电。
设置在地板上的充电衬垫通过电源来通电,由此产生的磁场将电力耦合到附着到车辆的拾取器中,并对车载电池充电。直到大约2.2kW的电力传送速率与大多数市电网络上的家用输出兼容。这种电力流动的控制可使用美国专利No.5,293,308中介绍的技术来实现,其并入此处作为参考。其他的方法也在本发明的范围内。
图1示出了在充电过程中充电衬垫20和车辆10的优选的相对定位。拾取衬垫(未示出)优选为与充电衬垫20为相同的形状和配置,并定位在车辆10的底侧,使得当车辆停泊时其基本上直接处于充电衬垫20的上方。由充电衬垫20产生的磁通交链两个衬垫。不存在拾取衬垫定位在车辆下方的功能要求,但是,出于美学原因和改进车辆安装的相对容易性,这是优选的。
图2-5示出了根据本发明优选实施例的充电衬垫20的替代性透视图。具体而言,图2示出了衬垫的外封装,图3示出了外封装的部分切除的情况下的衬垫,以便显示内部细节,图4对应于图3的视图,外部特征被示为是透明的,以便提供部件的内部布置的附加细节,图5示出了上盖移除的情况下的衬垫。注意,拾取衬垫与充电衬垫20具有相同的配置,充电衬垫20的介绍也适用于拾取衬垫,除了充电衬垫20被耦合到电源(例如干线电源)而拾取衬垫被附着到负载(即将被充电的车辆电池)以外。
衬垫20优选为放在由基本上对磁通经过进行限制的材料构成的物体上,例如金属背板21(其在优选实施例中由铝构成),背板21具有相对于彼此位移45度的8个铁氧体棒22。棒22通过橡胶模塑(rubbery moulding)23保持在适当的位置。辫编线的线圈27(见图5)被经过铁氧体棒22的磁通交链。优选为,在衬垫20的区域24内,辫编线的线圈27被定位在铁氧体棒22上,使得线圈沿棒22的长度的大约一半绕卷在衬垫的一般为圆形的主体的周围。铝带25耦合到或一体地形成到背板21,以便帮助控制所产生的磁通的模式。盖板28被耦合到衬垫的圆形主体的顶部。盖板28用例如PVC或优选为无毒塑料的材料构成,其不妨碍通量在其中经过。所显示的特别的配置使得衬垫相对较为细长,其在改进现有车辆时对于拾取衬垫特别重要,从而维持离地高度。
具体而言,背板21和带25适当地耦合以便在一起工作,从而以大体上垂直于背板21的方向将由充电衬垫产生的通量引导通过盖板28,由此,提供充电衬垫和拾取衬垫之间的改进的耦合,这是因为存在由于大体上平行于背板21的通量的伸展导致的较小的泄漏。背板21和带25在本发明一实施例中电气连接。
提供机械或震动隔离衬垫26,其优选为用泡沫或橡胶构成,以便防止棒22与衬垫20的其他部件接触。棒22是易碎且对热敏感的,故衬垫26理想地是透热的,以便保持棒22的凉爽。机械隔离衬垫26也限制由于衬垫20上的敲击或撞击以及由于振动引起的机械应力到棒22的传递,例如在衬垫20被安装在车辆上时产生的那些。
使用如图所示配置并具有400mm的直径以及22mm的厚度的衬垫,,对于直到+/-50mm的横向不对准以及25mm到75mm的垂直间隔,可容易地实现直到2kW的速率的电力传送。具有更大容差的电力传送是可能的,但这需要较大的衬垫,增大了成本。当充电衬垫在地板上提供以便耦合车辆底侧的拾取衬垫时,这些容差变为车辆停泊位置的容差。可使用相对较为简单的方法以帮助驾驶者停泊在正确的位置。例如,带子上的球可从天花板上垂下,并在车辆处于正确的位置时与挡风玻璃上的点对准。
或者,充电指示器可在车辆上提供,其在电池正充电且因此车辆处于正确的位置时点亮。本领域技术人员将会容易地想到其他的替代方法,所有这些替代方案属于本发明的范围。
根据涉及直到2kW左右的传送速率的优选实施例,棒22优选为具有10mm的高度、30mm的宽度以及120mm的长度,线圈27优选为包含3.77cm2以上具有120股的个体0.2mm直径绝缘线的辫编线。带25优选为具有大约4mm的厚度,盖板28优选为具有大约5mm的厚度。应当注意,本发明不限于这些特定值,本领域技术人员将会明了,取决于希望的运行特性,可选择其他值。
根据本发明的实施例,车辆下方地板上的电力衬垫在更为传统的IPT系统中代替“轨道”,附着到车辆且在车辆下方的电力衬垫为拾取线圈。使用上面提到新西兰专利申请No.545664介绍的技术,线圈的这种布置允许电力以高效率从地板电力衬垫被传送到车辆电力衬垫,使得车辆上的电池可整夜充电。
IPT系统的实施例不仅对于家中的单个车辆、而且对于例如一系列运输车辆等等使得电气车辆的趁机充电成为可能,如果工作日程表包含车辆能在地板安装的电力衬垫上停泊的相对较长的时间,允许基于24×7的连续运行。然而,2kW的典型充电速率不能克服总能量需求超过可用存储能量的电气车辆的受限范围的问题。
为了解决此问题,高电力插入式(plug-in)充电器可使用分立的高电力插头连接到车辆,以便提供电池的快速充电。不是所有电池类型能够接收设想大小的电力,锂电池具有增大的做到这一点的能力。
如上面提到的,电力衬垫免干预充电器是基于家庭的IPT充电系统,其提供了大约2kW的充电电力,以便停留在传统家用布线的额定值范围内。电气车辆中的典型电池可存储50kWh的能量或300V时的170AH(安培-小时),使得标称充电速率为0.04C(其中,C代表AH为单位的电池容量)。这是保守的也是安全的推定。在一个12小时的充电中,24kWh的能量可被传送,如果车辆以10kW的平均电力需求运行,其可具有每天大约160km或大约2小时的行驶的范围。采用较长的充电时间,此范围可通过使车辆彻底充电来加倍。另一方面,高电力电池充电器的实施例可提供6分钟的10kW-500kW速率的电力,对应于10C的充电速率。因此,在6分钟内,电池被彻底充电,车辆在需要再次充电之前为下一个300km设置。注意,500kW的电力流动是高的,但相比于将汽油或柴油燃料泵入油箱时的能量流动速率仍然较低。
如同对于泵入汽油所需要的那样,这种快速的充电将需要仔细监视,并且出于几个原因不适用于家庭应用。很少有房屋具有对于500kW市电网的接入,在这种电力等级下,供给源可处于与一般配电网络相比较高的电压。还存在所涉及的风险程度,使得需要商用额定设备。相反,IPT系统安全且容易使用,使其适合安装在家庭中或车辆可停泊的其他地方,例如公用停车场中。
这些技术的组合提供了具有优越性能的车辆。在日常基础上,其对短暂行程、通勤和购物是理想的,以最小的维护允许对于典型为160km/天的相对较低成本的行驶,且不需要排队加油。其可用于较长的行程,需要大约每300km补充燃料。
图5A和5B示出了根据本发明的充电衬垫配置20的替代实施例。在图5A和5B中,衬垫20设计为椭圆形。椭圆形电力衬垫可通过延伸圆形电力衬垫并在中间增加同样的矩形部分来构建。再一次地,两个电力衬垫的构造优选为是相同的。在图5B中,显示为线圈27是加长的且添加了附加的铁氧体或铁磁性棒22A的子集,其间距和与上面介绍的圆形电力衬垫的那些等价的棒的子集的相类似。
这种椭圆形布置的优点在于,衬垫对于横向移动的容差(在图5A所示的x方向上)超越圆形衬垫得到改进。这一点是有利的,因为相对较难调节车辆在x方向上的位置,其对应于车辆的左右移动。拾取y方向的移动——当定位在衬垫上时,对应于车辆的前后方向——的衬垫的容差与圆形衬垫的相比较小。然而,这在停泊车辆时关键性较低,因为在这个方向进行调节相对容易得多,从而最优地在y方向上定位在衬垫上方。
控制充电衬垫和附着到车辆的拾取衬垫之间的间距的能力也是有利的。这可使用多种方法来实现。例如,地板上的充电衬垫可包含用于将其从地板升高和降低的装置,例如千斤顶。千斤顶可为手动或电动的。或者,车辆底侧的拾取衬垫可包括用于增大或减小其距车辆底侧的距离的装置。再一次地,其可为千斤顶或其他的已知机构。
这里介绍的系统的主要优点之一是安全性。不像替代性电气车辆充电系统中那样,感应充电器装置在这里是充电器和车辆之间的无插头连接。如果用户在仍连接在插入式系统中的同时意外地驱动车辆,设备可能损坏,可能通过破裂的电流承载设备产生危险情况。相反,使用不需要首先安全地松脱任何插头的IPT系统,车能能够安全驶开,而没有损坏设备的恐惧或电气危险的风险。另外,在洪水情况下,IPT系统可非常安全地运行,而没有替代性插入式系统的明显危险。
图6为经由电缆53通过高电力电源52充电的电气车辆10的电池51的原理图。在趁机充电过程中,电池51经由布线54被供以来自拾取器20的电力。高电力电源52可包含高电力发生器,或者,替代性地仅仅提供高电力网络和电缆53之间的导线管或接口。电缆53具有插头(未示出),其与车辆10上提供的插座(未示出)匹配。插座与电池51之间的布线向电池51传送电力。优选为,插头具有安全外壳,以便防止接触电气触点。插座可在车辆10上的任何点设置,布线设置在插座和电池51之间。因此,本发明不限于图6所示的插座的位置。
图7为一般地标为60的根据本发明一实施例的系统的原理图。发电机61向包含图6的高电力电源52的设备63提供高电力。示出了两个高电力电源52。然而,如本领域技术人员将会明了的那样,本发明不限于此,设备63可包含一个或任何数量的电源52,仅仅由可用空间和发电机61的容量限制。高电力电缆62作为到设备63以及到变压器64的高电力传送的导线管,变压器64将供给减小到较低电力的,例如在家庭中传统地找到的。较低电力电缆65于是向优选为设置在用户车库地板上的充电衬垫20传送较低电力。尽管示出了一个发电机61,系统60可包含多个发电机,并可包含用于高电源和较低电源的分立的发电机。
电气车辆的重要方面在于其基建成本。由于电池的高成本,它们典型地比传统机动车更为昂贵。然而,根据本发明的实施例,电池和车辆可由不同方所有。具体而言,根据本发明的方法和系统的一实施例,电池可由市电公司所有,并租借给车辆的所有者。根据这种实施例,电气车辆的用户清楚地具有在订购车辆时具有减小的耗资的优点。有利的是,市电网公司也实现了好处,且不仅仅通过对于供给电力征收的费用。特别是,通过供到IPT充电衬垫的电力的适当的控制,市电公司可拉平其电气负载,特别是在电气车辆的大量电池可被充电时的整夜。
采用对电子系统的某些修改,也可从电池向市电网相反地传送电力。通过这种方式,在市电网的波峰电力时,电力可从车辆电池取出并用于供给波峰。采用较大数量的车辆,这种相反的电力可非常大,且可避免电力缺乏。总能量可在可能短暂的相反电力流动发生时较低。
能够具有为1的负载系数的市电公司存在显著的财务优点,如果没有达到的话,需求侧负载的这种源侧控制将允许趋近这种理想。
通信信道可在网络(典型地为市电公司)的控制者和被充电的车辆之间提供,以便使得对车辆充电的监视成为可能。简单的蜂窝电话信道可用于此目的。由于可用电力变化,网络控制者可改变电池充电需求以便对之进行匹配。这可允许市电公司在安全的情况下接近其最大电力运行,因为可如此之快地改变电气车辆负载。这类似于通常用于控制热水加热的脉动控制(ripple control)系统,但更为成熟。本质区别在于部分负载是可能的,且可更为迅速且精确地改变负载。
操纵需求的能力使得可以更为容易地将可高度波动的“可再生”能量源集成在电力网络中。通过允许网络或电网的频率响应于可波动源的变化而改变,操作可交替地进行。因此,在整个风电厂的强阵风中,功率骤增可使得干线频率以1Hz的小分数增大。频率中的这些变化由到IPT充电衬垫的电源测量,并用于控制电力衬垫或追踪电流。原理上,使得所传送的电力与衬垫电流成比例,因此,通过改变衬垫电流,可使充电负载与可用电力匹配。变化可在干线电力的一个周期那么短的时间段中发生。
对于大量的电池充电器,例如100,000个,衬垫电流可被编程为:例如在49.5Hz上,衬垫电流为零,在高1Hz的频率上,衬垫电流为完整的额定电流。如果所有充电器处于满需求,充电负载将从50.5Hz的频率处的100,000×2kW=200MW变化到49.5Hz的频率处的零。49.5Hz设置点当然也可改变,使得完整的电力在需要的任何频率处发生。例如,如果设置点为49Hz,则完整的功率可在50Hz或更高处取得。通过这种方式,大型风电场上的强阵风引起的高功率骤增可得到补偿。
另一方面,在风力到电力网络的集成中,通常还存在风力完全“死掉”的时间段。实际上,这些时间段必须通过具有备用的、具有相同电力容量的分立旋转发电机来冲抵。因此,如果将使用200MW风电场,则旋转储备的200MW必须被连接到电网,在理想情况下,其根本不提供有功功率。这种保护非常昂贵,在许多情况下使得风力不经济。根据本发明,不需要这种预防措施。如果风力“死掉”,则所有电池充电负载在干线频率到达给定设置点(例如49.5或50Hz)时马上下降。随着车辆充电,一旦其电池被彻底充电,它们将个体地松脱,故实际负载不确定,且并不简单地为所连接车辆总数。负载可使用上面讨论的与各个车辆的通信信道来确定,但这样是耗时的,可用较为简单的选择方案。如果设置点为49.5Hz,如果频率为50Hz,则仍在充电的所有所连接车辆处于50%的电力。如果设置点改变为49.6Hz,则充电车辆将下降到其额定电力的40%,且在整个区域中,电力的变化为所连接(总的)电力阱(power sink)的10%。在这种特定实例中,所取的实际电力可以以这种变化的6倍增大,或以4倍减小。实际上,可控制的电池充电负载已被准确确定。
在这些情况下,风力和/或其他可波动能量源的非常高的百分比现在可包含在混合发电中,而没有已知在风力死掉的情况下具有多少可用电力以及在出现骤增的情况下有多少空闲阱容量可用的备用发电机。这是超越大多数风电厂集成方案的显著优点,并在必需零个或最小的备用发电机的情况下将允许增大风力的百分比超过现在一般地在例如爱尔兰和德国使用的6%。用于实现这种灵活性的其他方案使用风电场本地的巨大的电池来存储剩余的电力,但是,如果能量直接传送到其目的地——即车辆中的电池——则更为高效,因为这仅仅需要一次电池充电操作。如果能量的最终使用是在电气车辆中的话,风电场中的电池因此显著较为低效。
本发明的财务验证明是吸引人的。如果典型的电池成本为$10,000,其可以以在所用电量的基础上收取的12c/kWH的电费加上$40/周租借给车主。每周行驶300km的用户可以以$5.4的花费使用45kWH,外加$40的电池租借费,总花费是$45.40或15c/km。某些形式的道路使用费也可类似地涉及在内,并再度加到电费中。这种花费/km也许较高、但却是对于非常适中的使用,如果所行驶的距离翻倍,花费/km显著减小为600km$50.80或8.5c/km。
除风力以外的可再生源(例如太阳能、潮汐)产生的电力也适用于本发明的实施例。所有不是特别稳定且类似于风力的这些可在相对较短的时间量度内相当大地变化。例如,由200MW的标称额定值的风电场,对于新西兰的风力测量到的变化率已经高达5分钟200MW。因此,这种高波动源到电气网络的集成具有大的优点。采用所概述的源侧控制,使用电源频率中的小变化,以周期为基础,在几乎一个周期中,充电负载以足够匹配可波动电力的速率变化,使得否则将会被简单地浪费的能量的使用成为可能。与来自更为传统的源的电力相比,这种能量可以以低得多的成本产生。
因此,本发明允许非尖峰电力安全且有效地用于电气车辆充电。其还允许由可再生源产生的能量便利地投入对电气车辆进行充电的使用。另外,本发明使得负载需求能够受到控制。
除非上下文中明确另有要求,否则,贯穿本说明书,术语“包含”、“包括”等用于包括性意义而不是排他性或穷举性意义,也就是说,用于“包括但不限于”的意义。
应当注意,本领域技术人员将会想到对这里介绍的当前优选实施例的多种修改和改变。在不脱离本发明的精神和范围且不减损其伴随的优点的情况下,可作出这种修改和改变。因此,这些改变和修改包含在本发明之内。
Claims (24)
1.一种用于对电气车辆的电池进行充电的设备,该设备包含:
第一装置,用于有选择地将电池耦合到高电力电源,所述高电力电源具有10kW和500kW之间的传送额定值;以及
第二装置,用于有选择地将电池耦合到较低电力电源,其中,用于耦合的第二装置包含电气耦合到电池的拾取衬垫,其中,电力从充电衬垫通过感应电力传输被传送到拾取衬垫。
2.根据权利要求1的设备,其中,所述拾取衬垫和充电衬垫是松耦合的。
3.根据权利要求1的设备,其中,较低电力电源具有0.5kW和2.5kW之间的传送额定值。
4.根据权利要求1的设备,其中,较低电力电源具有1.0kW和2.2kW之间的传送额定值。
5.根据权利要求1的设备,其中,第一装置包含电气耦合到电池的插座。
6.根据权利要求1的设备,其中,第一装置包含电气耦合到电池的插头。
7.根据权利要求5的设备,其中,第一装置包含用于确定何时插头与插座接合的装置。
8.根据权利要求1的设备,其中,用于有选择地将电池耦合到高电力电源的第一装置也可用于有选择地将电池耦合到较低电力电源。
9.根据权利要求1的设备,其中,用于有选择地将电池耦合到高电力电源的第一装置可被改变为有选择地将电池耦合到较低电力电源。
10.根据权利要求1的设备,其中,该设备包含用于有选择地将电池耦合到高电力电源或较低电力电源的附加装置。
11.根据权利要求1的设备,其中,所述第二装置包含用于确定何时车辆处于的位置使得拾取衬垫被定位在充电衬垫上方、或可操作地邻近充电衬垫的装置。
12.根据权利要求1的设备,其中,设备包含用于指示电池正在充电的指示装置。
13.根据权利要求1的设备,其中,所述拾取衬垫包含:
两个或多于两个的导磁材料板,其被布置在第一层中;
线圈,其具有至少一匝导体,该线圈被布置在与所述板的层平行的第二层中;以及
屏蔽元件,其包含背板,背板限定了与所述板的层平行的第三层,所述背板被布置为与所述背板垂直地引导由所述线圈产生的磁通。
14.根据权利要求7的设备,其中,所述较低电力电源具有1.0kW和2.2kW之间的传送额定值。
15.根据权利要求1的设备,包括升高和降低装置,用于从地面或者从车辆升高或者降低充电衬垫。
16.根据权利要求1的设备,包括对准装置,用于指示充电衬垫和拾取衬垫之间的对准。
17.一种用于对电气车辆的电池进行充电的方法,该方法包含:
有选择地将电池耦合到高电力电源或较低电力电源,所述高电力电源具有10kW和500kW之间的传送额定值,其中,所述将电池耦合到较低电力电源包含:在感应电力传输充电衬垫附近,定位电气耦合到电池的感应电力传输拾取衬垫;以及
垂直于所述较低电力电源的背板引导由所述较低电力电源产生的磁通。
18.根据权利要求17的方法,其中,将电池连接到高电力电源的步骤包含将插头与插座匹配,其中,插头与电池以及高电力电源中的一个相关联,插座与电池以及高电力电源中的另一个相关联。
19.根据权利要求17的方法,其中,感应电力传输拾取衬垫耦合到车辆底侧,感应电力传输充电衬垫设置在地上,且其中,有选择地将电池耦合到较低电力电源包含:将车辆行驶到一位置,使得拾取衬垫被定位在充电衬垫上方。
20.根据权利要求19的方法,其中,充电衬垫和拾取衬垫彼此之间的距离能够变化。
21.根据权利要求20的方法,其中,通过升高以及降低装置,充电衬垫能从地面升高以及降低。
22.根据权利要求20的方法,其中,通过升高以及降低装置,拾取衬垫能从车辆底侧升高以及降低。
23.根据权利要求19的方法,其中,该方法包含指示充电衬垫和拾取衬垫之间的对准。
24.根据权利要求20的方法,其中,该方法包含指示电池正在被充电。
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