DE102010041454A1 - Method for transmitting energy between at least two vehicles - Google Patents

Abstract

The present invention relates to a method for energy transmission between at least two vehicles (2, 3, 4, 5). The energy in the form of electrical or electromagnetic energy is transmitted directly or indirectly between the at least two vehicles (2, 3, 4, 5) during the movement of the at least two vehicles (2, 3, 4, 5).

Description

The present invention relates to a method for transmitting energy between at least two vehicles.

Drives for vehicles, especially passenger cars (PKW), usually include internal combustion engines or electric motors. Although vehicles with electric motors are more environmentally friendly and operate at a higher efficiency, storing and carrying the stored electrical energy is problematic. Fuels for internal combustion engines have a higher storable energy density than z. B. electric batteries. This leads without refueling to a limited range of movement of electrically driven vehicles compared to vehicles with internal combustion engine, in this context, under refueling the inclusion of fuels or the electrical charging of batteries to understand.

The expansion of the range of motion without refueling can be done by improving the storage density of batteries or by increasing the battery capacity carried by the vehicle via additional batteries. The technological improvement of batteries is a slow, time consuming and costly process. A rapid technical improvement of the storage density of batteries is not foreseeable. Carrying additional battery capacity through additional batteries is limited by the volume of congestion that each vehicle has and degrades the efficiency of the vehicle as the weight of the additional batteries must be accelerated and decelerated while driving. This leads to additional electrical power, which is consumed while driving.

Currently, with lithium-ion batteries, an optimum has emerged in purely electric-powered cars, also referred to below as the e-car, in which battery capacity is carried along, sufficient for a movement radius of about 100 km between charges. Alternatively, in hybrid vehicles, batteries can be recharged while driving via an internal combustion engine. The entrainment of fuel, combustion engine and associated parts and generator, however, also leads to a deterioration of the efficiency of a vehicle by the additional weight of the fuel, the internal combustion engine and the associated parts and the generator. Another disadvantage of hybrid vehicles compared to purely electric vehicles is that the combustion of fuels releases environmental toxins or harmful compounds such as CO ₂ , and exclusive operation of the vehicle with renewable energy at long ranges is impossible.

The alternatives of energy conversion or energy generation in the vehicle in hybrid or fuel cell vehicles not only lead to a reduction in the efficiency of the vehicle by the weight increase by the internal combustion engine or z. As the fuel cell, but are also very expensive in general.

A fast charging of the batteries of purely electric vehicles, analogous to the fuel tanks in internal combustion engine driven vehicles, is not possible for technical reasons. One idea is the complete replacement of batteries at so-called gas stations. Although this saves time, but is technically very complicated and leads to the problem of evaluating the time value of batteries, since an exchange includes the replacement of batteries with a first remaining life against batteries with a different residual life. Since the battery is a high cost factor, an exchange of old for newer batteries or vice versa is problematic.

Alternatively, there is the idea of inductive coupling of energy and charging the batteries in the vehicle via means in the roadway. But this would mean a considerable technical effort and high investment costs, as long roadways with technical facilities for inductive energy transfer between the road and z. B. vehicle floor would have to be equipped.

Vehicle density on roads and highways is increasing. In order to move a higher number of vehicles without congestion on existing roads, z. As optical driver assistance systems, in particular based on cameras known. These can provide a constant distance between adjacent vehicles. Alternatively, intelligent routes with z. B. communicate the board electronics of vehicles, and thereby regulated or controlled by the board electronics to ensure a uniform distance between vehicles. Precisely with regard to high truck (truck) densities on the highways, with the trucks often traveling in columns one behind the other at almost the same speed, distance-regulating systems make sense.

Even for cars intelligent routes are known, which interact with the board electronics of the vehicle and thus allow a distance control between vehicles in a row. Such a system is z. B. in the US Pat. No. 6,276,542 B1 described.

By the aforementioned systems is for vehicles, eg. As trucks and / or cars / e-cars, driving in columns possible. A column is usually given by two or more vehicles, which drive one behind the other with defined distances from each other. For more than two vehicles, the vehicles drive with predefined, in particular equal distances from the respective preceding vehicle. In this case, the speed of the column is often determined by the first vehicle, which is the vehicle at the top of the column in the direction of movement.

The vehicles traveling in the column each have at least one self-sufficient drive with its own power supply. In e-cars, as described above, the power supply via a battery. The associated disadvantages, which apply to a single vehicle, thus also apply to the column. With multiple vehicles, the problem of short range and limited battery capacity is exacerbated because the vehicle with the least amount of residual energy stored determines the performance of the overall column. Frequent coupling and uncoupling of vehicles into and out of the column to reload the battery leads to loss of speed and higher consumption of the overall column and congestion on busy roads.

Object of the present invention is therefore to provide a method for transmitting energy between at least two vehicles, which solves the problems described above associated with the short range of purely electrically powered vehicles. In particular, it is an object to provide a cost-effective, technically easy to implement method to supply vehicles while driving with energy.

The specified object is achieved with respect to the method for energy transmission between at least two vehicles having the features of claim 1.

Advantageous embodiments of the method according to the invention for energy transmission between at least two vehicles emerge from associated dependent subclaims. In this case, the features of the main claim with features of the subclaims and features of the subclaims can be combined with each other.

The method according to the invention for transmitting energy between at least two vehicles comprises transmitting the energy in the form of electrical or electromagnetic energy directly or indirectly between the at least two vehicles during the movement of the at least two vehicles. Thus, after a prolonged stay, a vehicle may have stored or generated energy, and another vehicle to which the energy is being transferred may travel without stopping, thus increasing its range. Elaborate and costly facilities in roadways for charging, and associated increase the range of a vehicle, can be saved. The vehicle to which the energy is transferred, with less battery capacity can achieve greater ranges up to unlimited range, without having to accept the disadvantages of decreasing efficiency due to higher battery capacity and thus increased weight. There are in the vehicle to which energy is transmitted, no energy-generating device such. As internal combustion engine, fuel cell necessary, which saves costs and weight.

The transmission of energy between the vehicles can be done inductively. This means that a transmission can take place without direct mechanical contact between the vehicles. As a result, the vehicles can be at a distance from each other in the transmission of energy, which allows a simplified control and coordination of the speeds of the vehicles, the distance between the vehicles and a simplified energy transfer. On direct electrical contact devices on the vehicles, which can pollute and / or wear, can be dispensed with.

Alternatively, the transmission can take place via at least one direct mechanical and electrical contact of the vehicles. Although this does not avoid the disadvantages described above, a transmission of electrical energy is connected directly via a mechanical and electrical contact with less electrical losses than an electrical energy transmission via inductive coupling.

The transmission may be between at least three or more vehicles moving in the form of a column. Driving in a convoy is very energy efficient, since air friction losses due to slipstreaming can be reduced. Furthermore, congestion on busy traffic routes can be avoided or reduced, since the capacity of the traffic routes is maximally utilized by the same speed and the same distance when driving in a column.

At least for vehicles moving between other vehicles in the convoy, transmission of power may be via energy transfer devices facing the previous vehicle Side and which are arranged on the side facing the vehicle behind. This results in energy transfer between adjacent vehicles over the shortest possible distance between the vehicles.

There may also be a transfer of energy from the foremost vehicle of the column to vehicles that are not moving directly behind the foremost vehicle. This energy transfer can take place via a non-direct path between the two vehicles, but indirectly via intervening vehicles. This principle is not limited to an energy transfer from the foremost vehicle, but can also be done by any vehicle in the column. Thus, an indirect transfer of one or more vehicles in the convoy to other vehicles in the convoy may occur via intervening vehicles in the convoy. Transmission over intervening vehicles reduces the distance of more lossy energy transmission over z. B. air between vehicles and thus leads to a reduction of losses during transmission.

Different vehicles can communicate with each other while traveling in the convoy and transmitting energy via their respective board electronics. Thus, a communication between the board electronics of at least one vehicle with the board electronics of at least one further vehicle take place, which moves in front of and / or behind the at least one vehicle. Thereby, a control or regulation of the distance of the vehicles from each other is simplified and reliably possible, and also an energy transfer can be controlled or regulated thereby.

It can also be done on, off or decoupling vehicles from the column. Thus, vehicles can be added to the column after a driveway on a traffic route, the vehicles to repel the column newly, or line up in it. Before a departure of the traffic route, such. As a motorway exit, one or more vehicles from the column can be disconnected or decoupled, if they have a different spatial target than the rest of the column.

The arrival, decoupling or decoupling of vehicles in or out of the column can be done automatically, in particular controlled or regulated by the board electronics of at least one vehicle. In this case, an optimization or minimization of speed fluctuations between vehicles and / or between vehicles of the column can take place.

So z. B. when docking a gradual approach controlled or controlled, in particular done by the board electronics. Upon contact and / or falling below a predetermined distance, the energy transfer can be switched on between the approaching vehicle and at least one of the vehicles of the column.

When disconnecting and / or decoupling at least one vehicle from the column, the energy transmission of the other vehicles in front of and / or behind it can be interrupted and / or the energy transmission devices can be switched off.

A decoupling and / or decoupling of a vehicle from the column can be carried out such that when decoupling and / or decoupling the vehicles, which are arranged in front of the off and / or auskoppelndem vehicle in the column, move faster than vehicles, which are arranged behind the off and / or auskoppelndem vehicle in the column. After completion of the decoupling and / or decoupling of the vehicle or the vehicles in several off and / or decoupled vehicles, in the further sake of simplicity, only a vehicle is mentioned, the vehicles, which before the off and / or auskoppelndem Vehicle are arranged in the column to move slower than vehicles, which are arranged behind the off and / or auskoppelndem vehicle in the column. Thereby, the column can be closed again or be formed with predetermined equal distances between all vehicles.

At least one of the vehicles described above can generate electrical energy. In a column this is advantageous the vehicle at the beginning of a column. So z. For example, a truck may be located in front of or in front of a passenger car column, and provide the energy that is transmitted to the passenger cars. The vehicle can z. B. be designed as a push or towing vehicle. In this case, the electrical energy in the at least one vehicle which generates the energy can be generated from a battery and / or from gasoline, diesel, hydrogen or alcohol. For example, via an internal combustion engine / generator and / or a fuel cell, electrical energy can be generated in the at least one vehicle that generates or provides the energy and then transmitted to the other vehicles, in particular for charging the batteries of the other vehicles and / or to the direct electrical drive while driving in the column.

At least one of the vehicles described above can be used as a passenger car, be formed in particular as an e-car. It is under E-car a purely electrically powered car without z. B. internal combustion engine or fuel cell to understand.

The energy transfer can be done using at least one energy transfer device, which z. B. is integrated on or in a bumper of a vehicle.

A preferred embodiment of the invention with advantageous developments according to the features of the dependent claims will be explained in more detail with reference to the single figure, but without being limited thereto.

The figure shows:

1 a schematic representation of a column of vehicles 1 with energy transmission devices 6 . 7 for energy transfer between the vehicles 2 . 3 . 4 . 5 according to the invention.

In the 1 is a column of vehicles 1 shown, according to the invention. The column 1 includes three cars 3 . 4 . 5 and a truck as a push and / or towing vehicle 2 , This is only an example in the figure for simplicity with three cars 3 . 4 . 5 and a push and / or towing vehicle 2 shown. It can also have two or more than three cars or two or more trucks in the column 1 move. There are also any other column structures or compositions possible, such as. B. only trucks or just cars.

The push and / or towing vehicle 2 moves at the top of the column 1 , ie in the direction of movement as the first vehicle of the column 1 , After that, the cars move 3 . 4 . 5 one behind the other, each with the same distance from the vehicle in front of it. The column 1 including the cars 3 . 4 . 5 and the push and / or towing vehicle 2 moves on a street. It may be z. B. act on a highway, a highway or a highway. On highways, because of the possibility of long, uniform motion, ie, at a constant speed, the described principle or method is to be used particularly advantageously.

The push or towing vehicle 2 includes an energy generating device 8th such as As an internal combustion engine or a fuel cell, or it includes a large number of batteries or accumulators with a high total capacity. This allows the push or towing vehicle 2 Provide electrical energy while driving for a long time, especially many minutes to hours.

At a rear end of the push or towing vehicle 2 is an energy transfer device 6 integrated as a transmitter of electrical energy. So this z. B. be installed in the rear impact level as electrical coil or coil system. In a direct electrical energy transfer, the energy transmission device 6 as an electrically conductive spring contact or sheet metal contact z. B. be integrated in the bumper.

In the directly behind the push or towing vehicle 2 moving or moving vehicle 3 , the second vehicle, is an energy transfer device 7 as a receiver of electrical energy z. B. integrated in the front bumper. About this electrical energy can be received directly or inductively or transmitted to the second vehicle, depending on the transmission of energy and training the energy transmission device 6 of the push or towing vehicle 2 , Thus, an electrically conductive spring contact or sheet metal contact, which z. B. is integrated in the bumper, directly electrical energy in the form of a current flow between the push or towing vehicle 2 and the vehicle 3 transfer.

In the second vehicle 3 can transfer the transmitted energy directly to propel the vehicle 3 be used via an electric motor, or to charge batteries of the second vehicle 3 , The second vehicle 3 has at its rear end a power transmission device 6 as a transmitter analogous to that of the push or towing vehicle 2 z. B. integrated in the bumper. With this electrical energy can be on the directly behind driving third vehicle 4 be transferred, analogous to the transmission from the push or towing vehicle 2 on the second vehicle 3 , The energy transfer device 7 the front bumper is in direct or indirect electrical contact with the energy transfer device 6 the rear bumper. Thus, a direct transfer, ie without caching or conversion into other forms of energy, of electrical energy from the push or towing vehicle 2 , only transmitted via the second vehicle 3 , to vehicles driving further behind 4 . 5 possible.

For the sake of simplicity, in 1 no drive and energy storage devices shown, but only a closed circuit between the energy transfer device 7 and 6 , Drive and energy storage devices are integrated into this circuit, and this circuitry may eventually become the vehicle's board electronics 3 supplied with electrical energy.

The previously described principle of energy transfer between vehicles 2 . 3 is transferable to any number of vehicles. For the sake of simplicity, in 1 four vehicles 2 . 3 . 4 . 5 shown, between which electrical energy in the form of electromagnetic radiation, ie can be transmitted inductively. In this case, a transmission in both directions is usually possible, that is, any energy transmission device 6 . 7 can serve as transmitter or receiver. This also allows the arrangement of the push or towing vehicle 2 inside the column, with vehicles in front of and behind the push or towing vehicle 2 can be supplied with electrical energy. In an electrical energy transmission via direct electrical contacts instead of induction are in the vehicles 2 . 3 . 4 . 5 in the coil instead of coils z. B. spring contacts arranged. The vehicles 2 . 3 . 4 . 5 are in direct mechanical contact and via the spring contacts in direct electrical contact with each other. For simplicity this is in 1 not shown. The arrangement of the vehicles 2 . 3 . 4 . 5 in a column 1 but is also in the case of direct electrical energy transmission analogous to the inductive transmission, with the exception of the distance of the vehicles 2 . 3 . 4 . 5 from each other.

The transmission of electrical energy and the speed and / or direction control for driving in the column 1 can be from the board electronics of the vehicles 2 . 3 . 4 . 5 regulated or controlled, with the sake of simplicity in 1 the board electronics of the vehicles 2 . 3 . 4 . 5 not shown. In inductive energy transmission, the vehicles with an equal distance z. B. in the range of centimeters to a few meters from the nearest neighbor drive and transfer energy. In direct electrical energy transmission via a current flow between the vehicles 2 . 3 . 4 . 5 the vehicles must be brought into direct mechanical and electrical contact without spacing and at the same speed in the column 1 drive. This can also be done by the board electronics of the vehicles 2 . 3 . 4 . 5 controlled or controlled done, however, compared to the inductive energy transfer, the requirement for the board electronics is higher. In the latter case, regulation or control must be carried out at a higher speed and with smaller tolerances.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been 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.

Cited patent literature

• US 6276542 B1 [0009]

Claims (15)

Method for transmitting energy between at least two vehicles ( 2 . 3 . 4 . 5 ), characterized in that the energy in the form of electrical or electromagnetic energy, directly or indirectly, between the at least two vehicles ( 2 . 3 . 4 . 5 ) during the movement of the at least two vehicles ( 2 . 3 . 4 . 5 ) is transmitted. A method according to claim 1, characterized in that the transmission is effected inductively. A method according to claim 1, characterized in that the transmission via at least one direct mechanical and electrical contact of the vehicles ( 2 . 3 . 4 . 5 ) he follows. Method according to one of the preceding claims, characterized in that the transmission between at least three or more vehicles ( 2 . 3 . 4 . 5 ), which takes the form of a column ( 1 ) move. Method according to claim 4, characterized in that at least for vehicles ( 3 . 4 ), which is between other vehicles ( 2 . 3 . 4 . 5 ) in the column ( 1 ), a transfer of energy via energy transfer devices ( 6 . 7 ), which is on the previous vehicle ( 2 . 3 . 4 . 5 ) facing side ( 7 ) and which on the vehicle behind ( 2 . 3 . 4 . 5 ) facing side ( 6 ) to be ordered. Method according to one of claims 4 or 5, characterized in that a transmission of energy from the foremost vehicle ( 2 ) of the column ( 1 ) on vehicles ( 4 . 5 ), which are not directly behind the frontmost vehicle ( 2 ), not directly, but indirectly via intermediate vehicles ( 3 . 4 ). Method according to one of claims 4 to 6, characterized in that a communication between the board electronics of at least one vehicle ( 2 . 3 . 4 . 5 ) with the board electronics of at least one other vehicle ( 2 . 3 . 4 . 5 ), which is located in front of and / or behind the at least one vehicle ( 2 . 3 . 4 . 5 ) emotional. Method according to one of claims 4 to 7, characterized in that a connection, disconnection or decoupling of vehicles ( 2 . 3 . 4 . 5 ) from the column ( 1 ) he follows. Method according to claim 8, characterized in that an automatic connection, disconnection or decoupling of vehicles ( 2 . 3 . 4 . 5 ) in or out of the column ( 1 ) controlled or regulated by the board electronics of at least one vehicle ( 2 . 3 . 4 . 5 ), in particular with an optimized, in particular minimized speed variation between vehicles ( 2 . 3 . 4 . 5 ) and / or the column ( 1 ). Method according to one of claims 8 or 9, characterized in that when docking a gradual approach controlled or controlled in particular by the board electronics, wherein upon contact and / or falling below a predetermined distance between the approaching vehicle ( 2 . 3 . 4 . 5 ) and at least one of the vehicles of the column ( 1 ) the power transmission is turned on. Method according to one of claims 8 to 10, characterized in that at a decoupling and / or decoupling at least one vehicle ( 2 . 3 . 4 . 5 ) the energy transmissions of the other vehicles in front of and / or behind it are interrupted and / or the energy transmission devices ( 6 . 7 ) turned off. Method according to one of claims 8 to 11, characterized in that at a decoupling and / or decoupling the vehicles ( 2 . 3 . 4 . 5 ), which before the off and / or decoupled vehicle ( 2 . 3 . 4 . 5 ) in the column ( 1 ) are moving faster than vehicles ( 2 . 3 . 4 . 5 ), which behind the disconnected and / or herauskoppelndem vehicle ( 2 . 3 . 4 . 5 ) in the column ( 1 ) are arranged, and that after completion of decoupling and / or decoupling the vehicles ( 2 . 3 . 4 . 5 ), which before the off and / or decoupled vehicle ( 2 . 3 . 4 . 5 ) in the column ( 1 ) are moving slower than vehicles ( 2 . 3 . 4 . 5 ), which behind the disconnected and / or herauskoppelndem vehicle ( 2 . 3 . 4 . 5 ) in the column ( 1 ) are arranged to the column ( 1 ) closed again or with predetermined equal distances between all vehicles ( 2 . 3 . 4 . 5 ) train. Method according to one of the preceding claims, characterized in that at least one vehicle ( 2 . 3 . 4 . 5 ) generates electrical energy, in particular a vehicle which is used as a push or towing vehicle ( 2 ), wherein the electrical energy is generated from a battery and / or from gasoline, diesel, hydrogen or alcohol, in particular via an internal combustion engine, a generator and / or a fuel cell ( 8th ). Method according to one of the preceding claims, characterized in that at least one vehicle ( 2 . 3 . 4 . 5 ) is designed as a passenger car, especially as an e-car. Method according to one of the preceding claims, characterized in that the energy transfer using at least one Energy transfer device ( 6 . 7 ), which is integrated on or in a bumper of a vehicle.

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