DE2330255A1 - Battery electric road vehicle system - uses automatic contacts above, below or level with vehicle and spaced intermittently - Google Patents

Abstract

At the base-depot and terminus of each journey, and intermittently if the length of the run should require it, simple automatic connection with replenishing current supply are arranged. Supplies could be drawn from alternating and rotatory current or direct current grids. The number of vehicles and charge-rate determine the supply required at any point. Connection to vehicles could be by pantograph, end plug coupling or under-floor contact with control by the driver and activated in co-ordination with the hand brake application.

Description

Andrejewski, Honke & Gesthuysen patent attorneys

Physicist Dr. Walter Andrejewski Diploma Engineer Dr.-lng. Manfred Honke graduate engineer Lawyer files: 41 323 / Sch- Hans Dieter Gesthuysen

4300 Essen, June 12, 1973 Theaterplatz 3

Patent and utility model registration GES society for electrical
Road traffic ltd.

4 Düsseldorf, Tersteegenstrasse 77

Method and system for operating motor vehicles with an electrically chargeable energy store

The invention relates to a method for operating motor vehicles with an electrically chargeable energy store, the have a statistical mean downtime during an operation, which is usually longer than their driving time, and which stop between routes at standstill locations for a stopping time or are parked for a parking time. The invention thus relates, for. B. on passenger vehicles that are used between the home garage and parking garage or parking lot

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen!, Theaterplatz3

are on taxi vehicles waiting in taxi parking spaces Line bus vehicles that are waiting at terminus or bus stops etc. continue. The invention also relates to a System for carrying out such an operating procedure.

In the case of the methods of the type mentioned known (from practice), the energy storage devices are stored at the location of the vehicle charged in the vehicle itself, but mostly changed in special charging stations, for which purpose they were removed from the motor vehicle and replaced by a charged energy store. So you mainly work with alternating energy storage. The standstill areas defined in the context of the above statements are equipped with energy supply devices for charging the energy storage is not equipped. The motor vehicles are equipped with a charged energy store on their route and return to the starting point with a completely or almost completely discharged battery. Permanent Monitoring of the battery charge status is necessary while driving and requires considerable attention from the driver. Occasional charging when returning to the starting point is also practiced in some cases, but has none of great importance and is not suitable in this form for a supply network, because the operators cannot be expected to use Handling heavy and dirty cables and plugs in public parking lots every time you stop, aside from the possible damage to cables and connectors that can easily occur. A refueling process in which a tight network is proposed by changing stations, is also known, but because of the disadvantages inherent in this method in general not practical. It is also because of the economic and

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time investment is only suitable for largely discharged batteries and if practiced very often, it leads to significant external wear. It needs to be supplemented by reloading options, which must be offered in a large number.

During the service life of the vehicle, the saved Amount of energy from, whereby the driving behavior of the motor vehicle is influenced, which in the course of an operation soon the Operating state "full throttle" no longer permits. That makes a difference an electric vehicle from a common automobile. But motor vehicles also differ in other ways Electrically chargeable energy storage devices with liquid fuel operated motor vehicles.

Because of the high energy content of liquid fuels, these can be used in conventional vehicles with internal combustion engines in a small volume with a relatively low weight in the motor vehicle. One tank of fuel allows you to travel long distances to drive or to refuel every few days. The petrol station network is therefore correspondingly extensive created. Motor vehicles with electrical energy storage, however, have to because of the great weight of the energy storage and the required volume always manage with significantly lower energy capacity. Added to this is another Disadvantage is the long charging time. For physical reasons, electricity cannot be stored in the storage tank as quickly as gasoline fill in, on the contrary, the slower the recharging can be done, the more economical it can be made electrically. That is to this day a considerable handicap for the use of strength

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

vehicles with electrically chargeable energy storage. Furthermore It has long been known that almost all motor vehicles have long standais driving times. This is especially true for private transport in the short and medium distance range. Even in long-distance transport and regular service, you don't travel around the clock, but rather parks the vehicles for several hours, mainly at night. So far, this has caused problems with the operation of motor vehicles not affected by an electrically chargeable energy store.

The invention is based on the object of specifying a method that for a motor vehicle with an energy storage device that can only be electrically charged slowly (this also includes, for example, heat storage devices, flywheel storage devices u. Ä.), allows an operation that the operating behavior of a motor vehicle with internal combustion engine, at least in local transport is similar. The invention is also based on the object of providing a system for carrying out such a Procedure to be specified.

The invention relates to a method for operating motor vehicles with an electrically chargeable energy storage device which, on a statistical average, results in a downtime during an operating period have that total at least a few hours per day and that stop between driving routes at standstill areas for a stopping time or for a parking time be turned off. The invention consists in that the energy storage of the motor vehicles (those with a charged energy storage have been sent on their route) at at least some standstill places during the usual stopping

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

time or parking time of the motor vehicle automatically reloaded and move it to a predetermined position at the standstill area and connect it to an electrical supply device installed there be coupled. - It is within the scope of the invention, the motor vehicles that are connected to the supply network are also to be connected to the supply network with regard to heating, possibly via special heat storage.

The invention is based on the knowledge that the downtimes of the motor vehicles are available in sufficient number and length for recharging the electrical energy storage, if Appropriate facilities are only provided at all or a sufficient number of standstill locations. One goes assume that it is possible for most of all normally occurring The requirement then arises to use downtimes of a motor vehicle in this sense for "refueling" after larger storage tanks that allow you to refuel at intervals of several days, this is not the case for most motor vehicles more. Snow charging, which has disadvantages for the supplying electrical network, is also unnecessary. Exceptions are only made in the Give long-distance transport. In this context, the invention recommends that the energy store for motor vehicles can be recharged at practically all standstill areas during the usual stopping time. Man for most motor vehicles with electrically chargeable energy storage devices, driving is practically always in the lowest range of the operating state of the energy storage expires, on the other hand z. B. an electrical energy storage then at the same time in the area of the best possible receptivity is located. The motor vehicle itself shows a corresponding driving behavior or can drive accordingly will.

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Andrejewski, Honke & Gesthuysen, Palentanwälte, 4300 Essen 1, Theaterplatz 3

The best possible receptivity of the energy storage means the greatest possible amount of energy in the shortest: time to be able to recharge. The total charging time required, based on the amount of energy absorbed compared to the time required in order to continuously recharge an empty battery, it is considerably shorter, sometimes up to 30%. The invention makes use of the knowledge that z. B. an electrochemical storage, due to the lower counter voltage if battery that is only briefly discharged, can absorb higher currents and thus more energy per unit of time.

The process thus consciously strives for a mode of operation that alternates between loading and unloading by driving, the battery then only knows the state of charge or discharge.

The low mean charge voltage and the higher mean discharge voltage lead, on the one hand, to an improvement the charging efficiency and on the other hand to a higher useful energy consumption from the battery. It also has lasting Cyclization of the plate surface, e.g. B. lead-acid batteries, and the only occasional load on the deeper Layers a load on the inside of the plate with a small direct current mean value and thus an additional increase in the total usable storage energy. In addition, the deep layers of the plate, since they are not discharged, experience no change in volume and do not impair the permeability of the outer layers, which accelerates one Acid equilibrium allowed and better utilization of capacity benefits.

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Andrejewda, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterpiatz 3

In the method according to the invention, the batteries are not only reconnected to the charging network when they have reached a certain state of discharge. Especially the uneven use of the vehicles and the resulting different state of discharge of the Batteries that are connected to a charging point enable the battery that is the most discharged to receive the absorb the greatest amount of energy, d. H. a thorough mixing and thus possible uneven distribution of the amount of energy presented is desirable. At the same time, this method has the advantage that the amount of energy offered by the charging system is predominantly fully used and thus taken from the network with good efficiency and under network-friendly conditions can be.

The method also provides for the entire recharge by preselecting the desired recharging time in the vehicle to be able to extend the intended service life in order to avoid peak loads on the network. A set long-term charge can be remunerated due to the purchase of grid-friendly base load energy, which creates an incentive for the user, Set long-term charging. In the charging process itself z. B. a dead battery by a predetermined length of time Reload time compared to the other batteries that are connected to the same supply system as a slightly discharged one. You decreased the total load of the supply network or gives other vehicles the use of a larger amount of energy free for a short time.

The invention also consists in counting systems for the recorded Specify the amount of energy that increases depending on the charging method

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

Billing purposes can be used, also taking into account different tariffs. These billing meters can be on board, in the battery, in the charger or at the coupling point as well as be installed in a central location controlled by impulses.

According to the invention, the motor vehicle no longer knows "refueling at a gas station"; rather, it charges itself during downtimes as it were by itself. For the owner of the motor vehicle with an electrical energy store, this means considerable convenience even compared to motor vehicles that run on liquid fuel. There is also more convenience in that the motor vehicle, if it is already connected to an electrical power supply network, whenever desired, without special attention from the operator, automatically preheated electrically or warm during short downtimes can be held. There are no noises or exhaust fumes. Also z. B. the battery during downtimes of any length be kept at the desired state of charge without having to pay attention to the dreaded self-discharges and moreover the battery can be preheated in winter in order to have the full capacity available. For all storage systems you can in this way optimal storage and operating conditions are created. If so-called hot batteries are used later, It is imperative to keep the storage tank warm if it is not used for a longer period of time. That offers the prerequisite for this specified procedure already now.

Within the scope of the invention, the parking spaces, parking garages, garages, - in certain zones also roadsides - for lines

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vehicles prefer terminal stops, in freight transport especially places at loading ramps, an energy supply facility have, d. H. be equipped with an electrical supply line in direct current, alternating current or three-phase current can also be designed with higher frequencies, depending on the type of recharging system chosen.

Of course, the reloading system must match the system of the Vehicle harmonize, which is easy to achieve through standardization. The electrical supply connection can be above ground as well as underground or in special cases at any intermediate height, but preferably so that the Motor vehicle takes over the protection against unintentional contact with the electrical contacts even in the coupled state. For particularly simple solutions in relation to the coupling process you come when a part of the line to be bridged during the charging process comes from a mechanics of the vehicle and another part is taken over from the electrical supply connection.

In the case of high-voltage systems, protective devices are also part of the facilities or devices. B. both operated by pulling the handbrake. At the same time , if necessary, the power supply of the motor vehicle drive is interrupted, so that starting up in the coupled state is impossible. The extension of the contact device of the supply device is z. B. initiated by signaling devices, e.g. B. by contact thresholds that respond to weight load by the wheels of the motor vehicle or the motor vehicle itself.

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Andrejewski, Honice & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

If a motor vehicle is correctly parked and the electrical coupling is properly established, the current flow is queried and the correct charging function is displayed to the operator via a display device.

Instead of using contacts, you can also use contactless, e.g. B. use inductive couplings. An advantageous solution results when one z. B. Jlochstromnachladungen via contacts, preferably with Direct current, carries out and long-term charges as well as equalization charges necessary for batteries, which always require low currents, made possible by inductive coupling. A mixed method is also possible, but not mandatory, because the different ones Standstill locations do not necessarily need to have both coupling options at the same time. An inductive coupling for small currents alone are also particularly suitable as a contactless method for equipping garages (home chargers).

Simultaneously with the coupling of the vehicle to the supply network a connection between the vehicle and the supply network is provided according to the invention, which the signaling and / or control of electrical switching devices outside the vehicle or vice versa. This signal connection, which is in the rest also contactless *, z. B. can be a light barrier, is also able to transmit impulses that the billing serve the amount of energy drawn.

As a result, if in a certain density, energy supply devices are achieved are installed at standstill places, as it were automatically, that the energy storage of the motor vehicles, which are integrated with the method according to the invention, during the day

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaferpbtz 3

are almost always fully charged, but in any case in the morning when driving, because every time the vehicle is parked for shorter periods of time inevitably initiate a reloading process. This fact increases the life of at least one electrochemical Energy storage and thus increases the profitability. This is due to the fact that the lower layers of the active Electrodes are discharged less and volume changes, which cause increased sludging of the active material, far occur less. In addition, when discharging only the upper layers, the grid corrosion is limited, due to the fact that few chemical reactions occur directly on the grid. On the other hand, it can also be used for vehicles that are only in one traffic in a certain area, significantly smaller energy storage devices accepting shorter ranges per filling.

In the following the invention will be explained with reference to schematic drawings explained in detail; show it:

Fig. 1 shows a first embodiment of a standstill area motor vehicle coupled to an energy supply device,

FIG. 2 shows a circuit diagram of the energy supply device according to FIG. 1,

3 shows a second embodiment of a standstill area motor vehicle coupled to an energy supply device,

FIG. 4 shows a circuit diagram of the energy supply device according to FIG. 3,

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5 shows a third embodiment with a standstill location motor vehicle coupled to an energy supply device,

FIG. 6 shows a circuit diagram of the energy supply device according to FIG. 5.

The embodiment shown in Figs. 1 and 2 shows a standstill with a system for the supply of preferably Individual vehicles 1 with electrically chargeable energy storage devices 2. In the exemplary embodiment, the standstill area has parking spaces 3, one of which is used as a Transporter running motor vehicle 1 is occupied, the motor vehicle 1 is coupled to a central energy supply device via a coupling device described in more detail below. The energy supply device of the standstill area consists of a direct current network 4, which is supplied via a rectifier charger 5 is connected to an alternating voltage network 6. The rectifier charger. 5 ensures a constant Voltage in the direct current network 4 and for limiting the current to a maximum, which in the exemplary embodiment is five times as high Value of the assumed mean charging current for the individual floor space 3. Such a standstill can be a spectrum of vehicles 1, which ranges, for example, from cars to vans with approx. It payload.

For coupling, the vehicle 1 drives to a parking space 3 of the standstill area and comes to two contact thresholds 7 Standstill. When the handbrake is applied, mating contacts 8 connected to the energy store 2 of the vehicle 1 on the driving

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Andrejewski, Honke & Gesfhuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

IA

tool 1 exposed by moving cover plates 9. Due to the weight of the vehicle 1, the contact thresholds 7 two working cylinders 10 with return springs 11 actuated. The overpressure generated by the working cylinder 10 is above a Storage tank 12 on solenoid valve 13. A light barrier 14 asks whether there is a reflector (not shown) on vehicle 1 is present to determine if it is a storage vehicle. Is that given and the vehicle is standing correctly, A command device (not shown) opens the solenoid valve 13. The existing pressure acts on the working cylinder 15 through which in the rest position de-energized contact pins 16 pierce a protective device 17 .. In the end position connect the Contact pins 16 via sliding contacts 18, the mating contacts 8 with the direct current network 4 (see. Fig. 2).

To drive off the vehicle 1, the handbrake is released. When the handbrake is released, the reflector becomes the light barrier 14 covered, as a result of which the solenoid valve 13 is reversed. The pressure applied to the solenoid valve 7 is now used to retract the contact pins 16 are used. The pressure equalization takes place via a second storage container 12. After releasing the mating contacts 8 and SchMfkontakte 18 slide the cover plates 9 again via the mating contacts 8 and the vehicle 1 is ready to leave.

In the exemplary embodiment, it is assumed that the remaining four parking spaces 3 shown in FIG. 2 are unoccupied or vehicles are on them that either have almost fully charged batteries or are set to long-term charging, d. H. little electricity from the network. It is well known that parallel loading branches out

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

batteries - and that's what this is all about - electricity. The battery with the lowest counter voltage gets the full one Current that can exceed 5 χ In depending on the size of the battery.

As soon as the vehicle 1 is connected to the network 4 after the automatic coupling has taken place, the current begins to flow. Simultaneously a current-time measuring element located in the vehicle 1 - better in the battery trough in the case of exchangeable batteries - starts up, which in its time behavior must be matched to the thermal load capacity of the battery. The higher the charging current, the shorter it is Duration of this monitoring element. When the specified time mark is reached, the current flow through a load switching device, which can be arranged both in the vehicle itself or in the battery tray, as well as in the charger 5, it being irrelevant whether it is a mechanical switching device or power electronics, interrupted. If the load switching element is outside Arranged of the vehicle, a control pulse must be transmitted from the vehicle there. After interruption of the current flow, a second timer starts running that must also be adapted to the thermal time constant of the battery. To A minimum time elapses or, if desired, after a previously set time - the timer is actually Bur wanted Extension of the charging process adjustable - the load switch is switched on again and the current flow begins again. This The process is repeated at maximum current in the same time intervals until an opposing voltage has built up and the current flow is reduced accordingly. The impulses are then longer until the current is counter-voltage at full counter-voltage Zero goes and the load switch remains switched on continuously.

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterpicrfz 3

The mode of operation of the time current-dependent measuring element is thus divided the presented energy, as it were, in blocks of the same size with a certain energy content. Based on this fact, so you only need to register the switching operations on a counter and the amount of energy consumed can be, for. B. calculate and charge for the next battery service. The adjustable timer, which specifies the pause times, takes over also a double function, namely the guarantee the minimum pause time to protect the battery and the influence on the network load through an adjustable extension the currentless break. With the setting of a long-term charging preferred by the network, z. B. a second pulse counting device Counter can be controlled. The numbers displayed on this then later allow the determination of the amount of energy that is grid-friendly were taken.

In order to achieve the equalization charges necessary for batteries from time to time, one could at certain times, e.g. B. during the night, pretend a higher tension. That should also be the case with the few batteries that were used exceptionally at this time are not yet fully charged, no harm, because one can assume that closed systems will soon be available Are available who no longer know the problem of water consumption through gassing.

The system shown in FIGS. 3 and 4 is used to supply small vehicles 1 with electrically rechargeable energy stores 2 by inductive coupling to the alternating current network 19. A floor space 3 of the standstill area is of one Vehicle 1 occupied by a bumper transformer or bumper carrier is coupled to a loading board 20.

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3

Afc

The arrangement in the vehicle 1 is as follows: The vehicle 1 receives a wide bumper in the form of a rubber bead, which in the middle is flattened. An inductive coupling part 21 sits cast in here. The entire structure is resiliently mounted in order to Coupling vibrations not to be transmitted to the chassis and body. The transmission ratio of this coupling part 21 depends on the operating voltage used. A rectifier 22 is located downstream in the vehicle, its Regulation can take place both in the vehicle and in the stationary part of the system. Also the measurement of energy consumption can take place both in vehicle 1 and in the feeding network. In the vehicle there is also a time switch 23 that is on Delayed onset of the charging process allows to z. B. to be able to use the cheaper night tariff, through the one Grid-friendly withdrawal is rewarded. The stationary Part of the arrangement is made up of so-called loading planks 20, which are preferably made of easily assembled plastic carriers with a rubber insert exist. Charging transformers 24 are cast in it, which together with the coupling part 21 become common core transformers add to.

The charging planks 20 are given clearly visible color markings at the coupling points, which mark the cast-in charging transformer 24 symbolize. The connection of the charging transformers 24 to the alternating current network 19 takes place centrally via a distribution with protective and possibly measuring devices that are not shown. The charging transformers 24 are always switched on. The idle losses when not in use they are crering and are just enough to keep the coupling surface free of ice in winter. The coupling process limited to touching charging transformer 24

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and the coupling part 21. Da coupling part 21 and charging transformer 24 are resiliently mounted, the transformer parts can be joined together without any air gaps. This can be done by simply nudging the vehicle bumper at a correspondingly marked point on the loading plank 20. There is also an exact positioning not mandatory. An inclined position of the vehicle 1 is caused by the flexibility of the coupling part 21 and the charging transformer 24 as well as the effectiveness of the magnetic field balanced. Lateral offset as well as different ground clearances of the vehicle play no role within the tolerance field. However, if the permissible tolerance is exceeded, this can be done are displayed optically on the dashboard of vehicle 1. The vehicle must then be repositioned. The charging process begins immediately after the coupling has taken place. A switching operation or an interruption of the vehicle circuit is not necessary. The charging process is interrupted when the vehicle 1 starts up, with part of the start-up energy still remaining can be taken from the network.

The system shown in FIGS. 5 and 6 is preferably used to supply public buses via one above the vehicle 1 arranged supply rail 25. The system can be used both at the terminus of a line and at the depot be installed. In both cases, several arrangements are usually present next to one another or one behind the other at the same time be. This arrangement is also suitable for supplying buses to some or all of the stops in the The course of the line. The mechanical design of the supply rails 25 will be the same in all three use cases, but the charging procedures are the same on all three.

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz

game points different.

The vehicle 1 drives into the parking space 2 of the standstill area. Current collector 26, from the vehicle battery 2 below There are voltage, touch the supply rails 25 arranged above. The current collectors 26 can consist of split brackets exist, which are equipped with rollers or grinders. The operating voltage that is now present up to the charger 27 is activated Switching element 28, which initiates the charging process. Between charger A memory 30 and / or a current limiter 31 can be interposed between 27 and switching element 28. The vehicle can after any downtime, as stipulated in the timetable, leave the standstill area again. As can be seen from FIG is, the bus remains on the supply rails 25 even during start-up. This advantageously allows the largest Cover part of the energy-consuming start-up process from the feeding network 24. Just before leaving the supply rails 25, the current collector 26 touches a control rail 4 #, here not shown, which brings the switching element 28 to fall in order to leave the pantograph 26 without power from the To enable supply rail 25. The supply rail is then tension-free again. The charger 27 on the The terminus preferably works on the principle of the IU characteristic. Because the consumption of individual vehicles in regular service does not need to be registered, because it is always the same operator, the count is made on the Three-phase side. The fact that there is almost always more than one loading space at a terminus usually leads to relatively high connection values. Through a selection circuit, the most discharged vehicle has a high charging current enables and blocks the others, the maximum connection value can be kept within limits and the total period of use can be extended,

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as far as the storage capacity, based on the overall line layout, permitted.

At the stops in the course of the route, you will expediently work with a high-current charge, because here the energy must be supplied in the shortest possible time. Let an example make this clear. The mean holding time is 60 seconds. The average stop distance should be 500 meters. Of the Average consumption of the vehicle is assumed to be 1.6 kWh per kilometer. If a high-current charge takes place at every fourth holding, place, the power of the DC voltage source must be around 200 KW to enable continuous operation of the bus. In order to prevent such load surges from acting undamped on the feeding network, the interconnection of the energy store is essential 30 provided. This storage is used between the high-current charges with low power from the feeding network reactivated. Stationary energy storage devices are suitable for equalizing the network load and reducing the connected load in the form of batteries, gyroscopes and also heat storage in connection with suitable energy converters, possibly combined with capacitors. The energy emitted is expediently counted also on the incoming three-phase current side.

According to the proposal, charging at the depot takes place according to the IU-Ia charging process or because there are a large number of parking spaces here with supply device must be available, according to the charging process according to patent application P 22 11 966.0-32. This Procedure guarantees a balanced network load.

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Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplafz

Another charging technology that can be used advantageously at terminal stops and depots can also be used. Here, the vehicle batteries are connected to the supply rails a constant voltage is specified which corresponds to the maximum permissible gassing voltage in the second part of the IU characteristic. The current limiting device 31 prevents charging with impermissibly high currents at the beginning of the charging process. The advantage this charging method is to use a large number of vehicles at the same time can be operated with high current from just one charger. Those recorded are also counted at the depot Energy on the three-phase side.

All of the methods of reloading shown in the exemplary embodiments can of course be combined. Also the use of other charging methods that are not listed here is conceivable. By relocating the rectifier in the vehicle area, the execution of the supply rails with alternating or three-phase current also conceivable.

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Claims (10)

Andrejewski, Honke & Gesthuysen, tenwälte / 4300 Essen 1, Theaterpkriz 3 Expectations (1.) Method for operating motor vehicles with electric Energy storage systems which, on a statistical average, have a downtime during a period of use, which in total at least a few hours per day, and which stop between driving routes at standstill areas for a stopping time or for a parking time be parked, characterized in that that the energy storage device of the motor vehicle (which has been sent on its route with a charged energy storage device are) at at least some .stoppages during the usual Holding time or parking time at these standstill areas are connected to the public network and the motor vehicles Drive into a predetermined position at the standstill area and connect to an installed there based on the principles of electrical power supply technology following, the supply facility must be coupled. 2. The method according to claim 1, characterized in that a uniform network load is provided, namely by that is recharged with the lowest possible power over the entire downtime predetermined by the vehicle. 3. The method according to claims 1 and 2, characterized in that regardless of the charging process with a uniform network load High-current charges for individual vehicles are possible, and that for this purpose a higher charge adapted to the state of charge of the battery Electricity is offered for recharging within the framework of the total connected load. 409883/0482 Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterpkriz 3 4. Plant for performing the method according to claims 1 to 3 for motor vehicles with electrically chargeable energy storage devices, assigned fixed or arbitrary routes and assigned standstill locations, characterized in that that the standstill places electrical energy supply devices (4, 5, 6, 19, 24, 25, 27, 28, 29) and the motor vehicles (1) have energy storage devices (2) that can be coupled to it, and that the energy supply devices and / or the motor vehicles Coupling devices (8, 16, 18, 21, 24, 26) are assigned which automatically switch on the energy storage device (2) of the motor vehicle when a motor vehicle (1) enters the standstill area couple the energy supply device. 5. Plant according to claim 4, characterized in that the coupling device from the energy supply device (4, 5, 6) associated, forward and backward movable contacts (16) and on the vehicle (1) arranged mating contacts (8). 6. Plant according to claims 4 and 5, characterized in that that the coupling device consists of a transmitter (21, 24), its charging transformer (24) in a loading board (20) of the standstill area and its coupling part (21) on the vehicle z. B. is arranged in a bumper. 7. Plant according to claims 4, 5 and 6, characterized in that that the coupling device consists of stationary supply rails (25) assigned to the energy supply device (25, 27, 28, 29) and current collector brackets attached to the motor vehicle (1) exist (26) and which are set up so that not only during the downtime of the vehicle but also during the storage tank is recharged during the retraction and extension phases and the starting current of the vehicle is covered by the supply network. 409883/0482 Andrejewski, Honke & Gesthuysen, patent attorneys, 4300 Essen 1, Theaterplatz 3 8. Installation according to claims 4,5,6 and 7, characterized in that the energy supply device consists of an exchange or Three-phase network exists. 9. Plant according to claims 4, 5, 6 and 7, characterized in that that the energy supply device consists of a direct current network (6, 25), which via a rectifier charger (5, 27) is connected to an alternating or three-phase network (4, 29). 10. System according to claims 4 to 9, characterized in that a slowly chargeable high current emitting on the network side Storage is arranged stationary and the charging device for the energy storage of motor vehicles is designed for high-current charging. 409883/0482 Vl Blank page