DE102019108484A1 - Arrangement and device for charging an electrically powered vehicle while driving - Google Patents

Abstract

The invention relates to an arrangement and a device for charging an electrically operated vehicle while driving, which vehicle is provided with an electrically operated traction motor and an accumulator which supplies the traction motor with energy and which can be charged. According to the invention it is proposed that a swivel arm is present, which is mounted on the vehicle so that it can be swiveled laterally next to the vehicle and which has a contact head with two contact elements at its free end, which engages in a correspondingly designed contact rail next to and above a roadway in such a way that the contact elements come into an electrically conductive connection with strip conductors running along the contact rail in order to charge the accumulator.

Description

The invention relates to an arrangement and a device for charging an electrically operated vehicle while driving, which vehicle is provided with an electrically operated traction motor and an accumulator which supplies the traction motor with energy and which can be charged. Such vehicles are known in principle and are often referred to as electric vehicles. The advantage of these vehicles is that they can be operated emission-free while driving. Therefore, such vehicles are becoming more and more popular, especially in city traffic.

The electric vehicles can be a truck or a passenger car or a van. In the following, therefore, we will mainly speak of an electric vehicle.

So-called hybrid vehicles are also known which, in addition to an electric motor, also have an internal combustion engine in order to move the vehicle. The accumulator required to operate the electric motor is charged with the internal combustion engine while driving. In so-called plug-in hybrid vehicles, the accumulator can also be charged via an external energy source.

In any case, however, it is necessary to charge the accumulator from time to time so that the vehicle can be operated. At the moment there is also a major disadvantage here with electric vehicles, since on the one hand the range of a battery charge for a vehicle is relatively short. On the other hand, the charging process takes a relatively long time, so that electric vehicles have not yet established themselves, especially when driving overland.

In the DE 10 2014 223 940 A1 a power supply system for electric vehicles is proposed with which it is possible to charge an electric vehicle while driving. A current guide rail is provided which is embedded in the roadway. On the underside of the vehicle there is a supply arm which is provided with a supply head which engages in the power supply rail. The contact elements of the supply head come into an electrically conductive connection with conductor tracks in the power supply rail, so that the battery of the electric vehicle can be charged. This power supply system, however, has the disadvantage that the power guide rail is designed to be open at the top. It is therefore directly exposed to the weather. In particular, there is the risk that the rail will become clogged by dirt and / or snow and / or water and / or ice and can then no longer be used. Furthermore, animals or people can get into the power supply rail, so that health-endangering situations can arise. At the same time, such a power supply system allows the battery of an electric vehicle to be charged while driving.

The invention is based on the object of designing an arrangement and a device for charging an electrically operated vehicle according to the type described at the outset in such a way that charging is easy and safe while driving.

The object is achieved according to the invention in that there is a swivel arm on the vehicle, which is pivotably mounted on the vehicle to the side of the vehicle and which has a contact head with at least two contact elements at its free end, which is inserted into a correspondingly designed contact rail next to and above a roadway engages in such a way that the contact elements come into electrically conductive connection with strip conductors running along the contact rail in order to charge the accumulator. Such an arrangement makes it possible that the accumulator can be charged while driving. The arrangement of the contact rail above the roadway reduces the risk of contamination and clogging by ice and / or snow. In particular, if the contact rail is designed to be open at the bottom, clogging of the contact rail due to dirt, snow or ice is completely prevented. The contact bar is therefore always free and can be used regardless of the weather.

It can be provided that the swivel arm is located below the vehicle in its retracted rest position. This has the advantage that the swivel arm does not interfere with the external visual appearance of the vehicle when it is not in use. Furthermore, there it is also protected from external influences.

However, it can also be provided that the swivel arm is in its retracted rest position in a receptacle which is arranged on the side of the vehicle and can be closed by a flap. This also does not affect the external appearance of the vehicle by the swivel arm. The swivel arm and its contact head are also safely protected from the weather by the flap.

The last-mentioned arrangements are particularly useful in a car. It is easier to attach the swivel arm to a truck, as it is usually under the loading area and in the area of the chassis between the axles there is enough space to attach the swivel arm.

In any case, it is expedient if the swivel arm can be moved from its retracted rest position into its extended position of use and, at least in the position of use, can be pivoted about a vertical axis and a horizontal axis. This ensures that the contact head is held freely on the pivot arm in relation to the vehicle. As a result, the contact head can be safely guided in the contact rail and any fluctuations in the distance between the contact rail and the vehicle can be compensated for.

It can also be provided that the swivel arm is held by spring means at a predeterminable height and a predeterminable lateral distance from the vehicle. This ensures that the contact head is in a predetermined position relative to the vehicle so that it can be safely inserted into the contact rail. During the journey with the swivel arm extended, the swiveling mounting allows for compensation of relative movements between the vehicle and the contact rail.

It can also be provided that the swivel arm is adjustable in length against the force of a spring. This also allows for a compensation of fluctuations in the distance between the vehicle and the contact rail, for example due to steering movements.

According to a preferred embodiment of the invention it is provided that the contact head at the free end of the swivel arm extends upwards away from the swivel arm such that in the position of use it engages from below into the free space of a contact rail open at the bottom, in which the conductor tracks run. The conductor tracks there are protected from external weather conditions by a contact rail that is open at the bottom. Touching the conductor tracks by animals or people is also made much more difficult.

It can also be provided that the contact head is movably held on the swivel arm. As a result, the contact head can always be held in the desired position relative to the contact rail, so that reliable contact with the conductor tracks is possible.

According to a preferred embodiment it is provided that the contact elements are resiliently held on the contact head in such a way that they are pressed against the spring force when moving into the contact rail. This ensures that the contact elements are always in safe electrical contact with the conductor tracks. This prevents power interruptions or fluctuations in the charging process.

It can be provided that the contact head is mushroom-shaped and is held with its thickened end in the undercut free space of the contact rail. This creates a form-fitting connection between the contact head and the contact rail, so that reliable electrical contact can be maintained.

In this case, in particular, it is advantageous if the swivel arm has a predetermined breaking point which tears open when the tensile force is too high in order to release the vehicle. This prevents the vehicle from remaining firmly connected to the contact rail, even if an evasive maneuver is required. The predetermined breaking point on the swivel arm largely prevents damage to the contact rail.

Furthermore, it can be provided that the contact elements have contact rollers that roll on the conductor tracks. This has the advantage that the friction between the contact head on the one hand and the conductor track on the other hand is kept low. Quiet operation is also possible.

In principle, it does not matter where the swivel arm is linked to the vehicle. However, it is useful if the swivel arm is arranged on the driver's side of the vehicle. The driver then has the option of continuously checking that the contact head is properly engaged in the contact rail.

The invention also relates to an arrangement for charging an electrically operated vehicle while driving. It is provided that a roadway is present, on one side of which there is a contact rail running above the road surface, in which the contact head of the swivel arm engages, so that the contact rail delimits a downwardly open space in which the conductor paths run with the contact elements of the contact head are in an electrically conductive connection, and that the contact rail runs at an essentially constant lateral distance from the roadway and at an essentially constant height from the road surface. This ensures that the swivel arm attached to the side of the motor vehicle can on the one hand be easily inserted into the contact rail and on the other hand is securely in conductive connection with the conductor tracks during passage.

It can be provided here that the roadway is arranged, for example in the form of a separate lane, next to the actual roadway of a road. This makes it possible that the motor vehicles that are being charged, in addition to the For example, drive the road on the separate lane at a lower speed during the charging process. This does not hinder ongoing operations. Billing stations can also be easily integrated in such a separate lane.

In principle, such an arrangement allows the vehicle to be charged without the vehicle having to be stopped in order to establish an electrical connection between the contact rail on the one hand and the swivel arm on the other. For a reliable threading of the contact head into the contact rail, it is provided that the contact rail has an inlet funnel tapering towards the contact rail for threading the contact head into the contact rail at the beginning of the charging section. This enables the contact head to be safely inserted into the contact rail. In particular, it is possible for the driver to extend the swivel arm shortly before the start of the charging route along which the contact rail is located and slowly approach the start of the contact rail. The contact head is securely grasped by the inlet funnel and inserted into the contact rail in the desired orientation. The inlet funnel can be designed such that it compresses the contact elements of the contact head against the force of a spring and thus brings them into secure contact with the conductor tracks on the inside of the contact rail. The conductor tracks preferably run on opposite sides of the enclosed free space.

According to the invention, it is further provided that the roadway on the side facing the contact rail has a recessed track groove or a lateral stop in which or on which a tire of the vehicle is guided laterally in order to keep the vehicle at a predetermined distance from the contact rail. This means that the distance between the vehicle and the contact rail does not change or changes only insignificantly, so that the contact head is well held in the contact rail. Safe charging without interrupting the power supply to the accumulator is thus possible.

The contact bar itself can be supplied with electricity from a local power supply. However, it is expedient if the contact bar is supplied with energy via a photovoltaic system or solar system or wind power system arranged along the roadway. As a result, a roadway with a loading section can be arranged at any point along a road. The excess energy from the photovoltaic system or solar system or wind power system can be fed into a local power grid.

Furthermore, it can be provided that detection and control means are present which switch the contact rail currentless when no vehicle is connected to the contact rail. This can avoid dangerous situations.

It can also be provided that the contact rail is divided into sections along its length and that a control device is present through which only the section or sections of the contact rail in which a vehicle is located for charging are under voltage. This, too, can largely prevent accidents from electric shock.

According to a further embodiment of the invention it is provided that the lateral boundary walls of the contact rail facing the vehicle and the conductor tracks running on them have predetermined breaking points which tear open when the lateral force is too high by the contact head in order to release the vehicle. This avoids accidents if the vehicle has to move away from the contact rail, although the contact head is still in the contact rail. The damage that occurs is then limited to a point that can be repaired with simple means.

• 1 die Draufsicht auf eine Straße mit einer separaten Fahrbahn für die Aufladung eines elektrisch betriebenen Fahrzeugs und
• 2 die Frontansicht auf ein Fahrzeug während des Aufladevorgangs.

The invention is explained in more detail below with reference to the schematic drawings. Show it:

• 1 the top view of a road with a separate lane for charging an electrically powered vehicle and
• 2 the front view of a vehicle during the charging process.

In the 1 an arrangement for charging an electrically powered vehicle while driving is shown. The arrangement is next to a street 11 , for example a federal highway or a motorway. It's a departure 12 present leading to a roadway 13 leads, next to which the contact rail 14th is arranged for charging the battery of a vehicle. At the end of the lane 13 there is a driveway 15th to the street 11 .

A vehicle 16 , which has an electrically operated drive motor and an accumulator 17th has, comes through the driveway 12 to the roadway 13 . At the vehicle 16 is on his the contact rail 14th facing side 18th a swivel arm 19th present, which can be pivoted laterally next to the vehicle in its position of use. The swivel arm is in its rest position, not shown 19th either in a receptacle on the side of the vehicle, which can be closed by a flap. Or the swivel arm is in his retracted rest position below the vehicle 16 . In both cases the swivel arm is a nuisance 19th in its rest position the proper driving of the vehicle 16 Not.

It can be provided that the swivel arm 19th is first brought below the vehicle into a starting position in which it can be rotated about a horizontal and vertical axis in its in the 2 shown position of use can be pivoted. The joint can for example be designed as a universal joint.

The swivel arm is advantageously held at a predetermined height and at a predetermined distance from the vehicle by means of springs (not shown). This ensures that the swivel arm 19th well in contact with the contact rail 14th can be brought.

In particular, it can be provided that the swivel arm or the contact head is held at a predetermined height relative to the road surface. The contact rail is also located at this specifiable height. This makes it possible to provide a standard such that all vehicles can be charged. In the case of a truck it can be that the swivel arm is inclined downwards or horizontally, while in the case of a car the swivel arm is inclined upwards. It can also be provided that two contact rails are arranged one above the other, so that the pivot arm of a higher truck on the one hand and that of a lower car on the other hand can be easily received by the contact rail.

In detail, the arrangement is made so that the swivel arm 19th a contact head at its free end 20th has, which from below into the downwardly open contact rail 14th intervenes. The contact rail 14th thus has the shape of an inverted U, so that a free space 21st is limited in which the contact head 20th intervenes. The side walls 22nd , 23 the contact rail 14th each have conductor tracks 24 , 25th on that in contact with contact elements 26th , 27 at the contact head 20th kick when the contact head 20th from the contact rail 14th is recorded. The contact elements 26th , 27 are springy on opposite sides of the contact head 20th stored so that they are preloaded on the conductor tracks 24 , 25th issue. This creates a good contact.

The contact head 20th can be moved at the free end of the swivel arm 19th be arranged. The pivotable mounting of the pivot arm on the vehicle on the one hand and the movable mounting of the contact head on the free end of the pivot arm on the other hand mean that the contact elements 24 , 25th always in contact with the conductor tracks 24 , 25th stand when the vehicle is on the road 13 Moved while charging.

The vehicle 16 moves along the road during the charging process 13 to the end of the contact bar 14th . There the contact head comes out of engagement with the contact bar and can be pivoted back into its rest position. The length of the track or the contact rail 14th also depends on the charging time required to at least partially recharge a battery. The length can be 500 m to 2,000 m, for example. The vehicle is intended for charging 16 is only moved at a low speed. This leaves enough time to at least partially recharge an accumulator.

At the beginning of the charging process, a billing office 28 in front of the contact rail 14th be ordered to record the cost of recharging. This enables billing.

In the embodiment shown in the drawing, the contact head 20th substantially cylindrical and extends vertically upward into the free space 21st the contact rail 14th . But it is also possible that the contact head 20th has a terminal thickening which engages in a recess of the contact rail that is open at the end and undercut at the bottom. This ensures that the contact head 20th safe in the free space 21st the contact rail 14th is held. The contact elements 26th , 27 therefore remain even with a relative movement of the vehicle 16 to the contact rail 16 in a conductive contact with the conductor tracks 24 , 25th . It can be beneficial if the swivel arm 19th with a predetermined breaking point 29 is provided, which tears open if the pulling force is too high so that the vehicle is released.

For easy insertion of the contact head 20th in the contact rail 14th can be an inlet funnel at the beginning of the contact rail 30th be provided, which tapers in the direction of the contact rail. The vehicle 16 approaches the feed hopper with the swivel arm extended 30th so that the contact head 20th automatically into the free space 21st the contact rail 14th got. This automatically ensures that the contact elements 26th , 27 in a conductive contact with the conductor tracks 24 , 25th in the free space 21st reach. In any case, it is advantageous if the position of the contact elements on the contact head 20th on the one hand and the position of the conductor tracks in the contact rail 14th have standardized dimensions so that the charging route can be used by any vehicle.

The power supply of the contact rail 14th can be via a self-sufficient solar system or photovoltaic system 31 take place next to the roadway 13 is arranged. There is usually enough space here for the arrangement of the required photovoltaic elements or solar modules. Alternatively or additionally, a wind turbine can also be used 32 be provided that the contact rail via a transformer station 34 supplied with energy.

It can be a ruts 33 or a shoulder for the tire of the vehicle facing the contact rail 16 in or on the roadway 13 to be available. The ruts 33 can be designed as a depression with a curved profile in cross section. This has the effect that the vehicle is easily guided. At the same time, it is still possible to leave the ruts. As a result, the vehicle can be guided laterally in such a way that it is at an approximately constant lateral distance from the contact rail 14th on the roadway 13 emotional. The one from the swivel arm 19th or contact head 20th compensatory movements to be carried out then remain small.

In principle, the vehicle can also be guided by the swivel arm during the charging process so that the driver does not have to take any action. The driver only has to intervene in emergency situations or lightly control the steering wheel.

QUOTES INCLUDED IN THE DESCRIPTION

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

Patent literature cited

• DE 102014223940 A1 [0005]

Claims (20)

Device for charging an electrically operated vehicle (16) while driving, which vehicle is provided with an electrically operated drive motor and an accumulator (17) which supplies the drive motor with energy and which is chargeable, characterized in that a swivel arm (19) is present, which is pivotably mounted on the vehicle to the side of the vehicle (16) and which has a contact head (20) with two contact elements (26, 27) at its free end, which is inserted into a correspondingly formed contact rail (14) next to and above a The track (13) engages in such a way that the contact elements (26, 27) come into an electrically conductive connection with conductor tracks (25, 25) running along the contact rail (14) in order to charge the accumulator (17). Device according to Claim 1 , characterized in that the swivel arm (19) is in its retracted rest position below the vehicle (16). Device according to Claim 1 , characterized in that the swivel arm (16) is in its retracted rest position in a receptacle which is arranged on the side of the vehicle (16) and can be closed by a flap. Device according to one of the Claims 1 to 3 , characterized in that the swivel arm can be moved from its retracted rest position into its extended position of use and is pivotable at least in the position of use about a vertical axis and about a horizontal axis. Device according to one of the Claims 1 to 4th , characterized in that the swivel arm (19) is held by spring means at a predeterminable height and a predeterminable lateral distance from the vehicle (16). Device according to one of the Claims 1 to 5 , characterized in that the swivel arm (19) is adjustable in length against the force of a spring. Device according to one of the Claims 1 to 6th , characterized in that the contact head (20) at the free end of the swivel arm (19) extends upwards away from the swivel arm such that in the position of use it engages from below into the free space (21) of a contact rail (14) open at the bottom, in which the conductor tracks (24, 25) run. Device according to one of the Claims 1 to 7th , characterized in that the contact head (20) is movably held on the pivot arm (19). Device according to one of the Claims 1 to 8th , characterized in that the contact elements (26, 27) are resiliently held on the contact head (20) such that they are pressed against the spring force when moving into the contact rail (14). Device according to one of the Claims 1 to 9 , characterized in that the contact head (20) is mushroom-shaped and is held with its thickened end in the undercut free space (20) of the contact rail (14). Device according to one of the Claims 1 to 10 , characterized in that the swivel arm (19) has a predetermined breaking point (29) which tears open when the tensile force is too high in order to release the vehicle (16). Device according to one of the Claims 1 to 11 , characterized in that the contact elements (26, 27) have contact rollers which roll on the conductor tracks. Device according to one of the Claims 1 to 12 , characterized in that the swivel arm (19) is arranged on the driver's side (18) of the vehicle (16). Arrangement for charging an electrically operated vehicle (16) while driving, which vehicle has an accumulator (17) which can be charged via a swivel arm (19) mounted on the vehicle, characterized in that a roadway (13) is present on its on one side a contact rail (14) running above the road surface, in which a contact head (20) of the swivel arm (19) engages so that the contact rail (14) delimits a free space (21) open at the bottom, in which the conductor tracks (24, 25), which are in electrically conductive connection with the contact elements (26, 27) of the contact head (20), and that the contact rail (14) is at a substantially constant lateral distance from the roadway (13) and at a substantially constant height runs to the road surface. Arrangement according to Claim 14 , characterized in that the contact rail (14) at the beginning of the loading section has an inlet funnel (30) tapering towards the contact rail for threading the contact head (20) into the contact rail (14). Arrangement according to Claim 14 or 15th , characterized in that the track (13) at least on the side facing the contact rail (14) has a recessed track groove or a lateral Has stop, in or on which a tire of the vehicle (16) is guided laterally in order to keep the vehicle at a predetermined distance from the contact rail. Arrangement according to one of the Claims 14 to 16 , characterized in that the contact rail (14) is supplied with energy via a photovoltaic system (31) or solar system arranged along the roadway (13). Arrangement according to one of the Claims 14 to 17th , characterized in that detection and control means are present which switch the contact rail currentless when no vehicle is connected to the contact rail. Arrangement according to one of the Claims 14 to 18th , characterized in that the contact rail is divided into sections along its length and that a control device is present through which only the section or sections of the contact rail in which a vehicle is to be charged are under voltage. Arrangement according to one of the Claims 14 to 19th , characterized in that the lateral boundary walls of the contact rail facing the vehicle and the conductor tracks running on them have predetermined breaking points which tear open when the lateral force is too high by the contact head in order to release the vehicle.

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