Classifications

• • 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
  • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
  • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
• • 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
  • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
• • 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
  • 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
• • 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
  • 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
  • B60L53/30—Constructional details of charging stations
  • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
  • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
• • 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
  • 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
  • B60L53/30—Constructional details of charging stations
  • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
  • 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
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
  • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
  • G05D1/02—Control of position or course in two dimensions
  • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
  • G05D1/0259—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means
  • G05D1/0265—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means using buried wires
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
• • 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
  • B60L2200/00—Type of vehicles
  • B60L2200/26—Rail vehicles
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
  • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
  • H01F38/14—Inductive couplings
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/14—Plug-in electric vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

• the invention relates to a device for inductive energy supply and guidance of a movable object.
• Inductive energy transmission enables a mobile consumer to be supplied with energy without mechanical or electrical contact.
• Devices provided for this purpose each comprise a primary and a secondary part, which are electromagnetically coupled similar to the principle of the transformer.
• the primary part consists of feed electronics and a conductor loop laid along a route with an outgoing conductor and a return conductor, which run parallel to one another and merge into one another at the end of the route or are connected to one another.
• One or more customers, each arranged on movable consumers, and the associated customer electronics form the secondary side.
• the transformer of conventional design In contrast to the transformer of conventional design, it is a loosely coupled system that is operated at a relatively high frequency in the kilohertz range and can bridge large air gaps up to a few centimeters.
• the advantages of this type of energy supply include, in particular, freedom from wear and maintenance, as well as protection against contact and high availability.
• Typical applications are automatic material transport systems in manufacturing technology, but also passenger transport systems such as elevators and electrically powered buses.
• the movement path of a consumer must not deviate from the course of the conductor loop, the consumer must be guided accordingly if it is not a rail-bound vehicle.
• Such guidance can take place, for example, in that the vehicle has a rotatably mounted front axle, the angular position of which is determined directly by a rudder which slides in a groove running in the roadway.
• the pickup is expediently arranged on this steered front axle so that it is always optimally aligned with the conductor loop embedded in the carriageway, even in curves.
• the disadvantage of this solution is Effort for milling the groove, the unevenness of the road, and the inevitable mechanical wear of the rudder.
• the magnetic field emanating from the conductor loop is detected by an inductive sensor arrangement, the output signals of which are fed to an evaluation device. This determines the position of the vehicle in the transverse direction to the conductor loop and controls the steering of the vehicle as a function of this.
• the sensor arrangement provided is arranged in the center of the vehicle and consists of one sensor each with a vertical and horizontal sensitivity axis, the latter extending transversely to the direction of travel.
• the signal from the sensor with the vertical sensitivity axis reaches a maximum when the vehicle is in the center of the conductor loop, while the signal from the other sensor has a zero crossing.
• the object of the invention is to provide an expedient function for realizing data communication for a device for inductive energy supply and guiding a movable object.
• Advantageous embodiments of the invention can be found in the subclaims.
• a method designed for the operation of the device according to the invention is the subject of claim 28.
• a major advantage of the invention is that the inductivities which are anyway required for determining the position on the mobile consumer are also used for data reception, ie only a single inductive antenna is required for guidance and data reception.
• An arrangement of two rows of flat coils which are offset with respect to one another and which are arranged on the movable consumer transversely to the direction of movement and with a vertical axis direction is particularly suitable for this.
• Such flat coils can be easily mounted on a circuit board and, in an extreme case, could even be implemented completely planar on a circuit board.
• this receiving coil arrangement is wide enough to cover at least one of the conductors of the conductor loop serving for energy transmission laterally, and the data line is adjacent to a conductor of the loop, accurate positioning is also both in curved sections of the movement path of the consumer and also a coupling of at least one receiving inductance with the data line which is sufficient for interference-free data reception is ensured.
• the antenna cannot be arranged in the center of the steered front axle of the moving consumer and therefore experiences a lateral deflection in a curve.
• the conductor position can be determined very precisely from a comparison of the measurement signals of the individual receiving coils or from an interpolation of the amplitude profile between the individual receiving coils.
• the reception inductances could also be used to send data signals, but it appears to be more advantageous to provide a separate arrangement of inductors with a ferromagnetic core for this purpose, in order to better concentrate the field on the data line, with two rows of inductances offset against one another represent particularly useful solution.
• the transmission inductors as well as the reception inductors are always selected for the communication mode which has the best coupling to the data line due to its current lateral position.
• this procedure can be applied to any inductive antenna arrangement with a plurality of transmitting and / or receiving coils.
• FIG. 1 is a schematic cross-sectional view of part of a device according to the invention.
• FIG. 2 shows a schematic top view of the part of the device according to FIG. 1,
• FIG. 4 shows an enlarged and simplified section of a view as in FIG. 1,
• FIG. 6 shows a schematic cross-sectional view of an arrangement of inductors suitable for bidirectional communication
• FIG. 7 shows a schematic top view of the arrangement according to FIG. 6,
• FIGS. 6 and 7 shows a block diagram of an evaluation, reception and transmission device for operation in connection with the inductance arrangement of FIGS. 6 and 7.
• FIG. 1 part of a device according to the invention is shown schematically in cross section or in plan view.
• a roadway 1 on which an electrically driven transport vehicle is to move two grooves 2a and 2b are machined.
• the outgoing conductor 3a and the return conductor 3b of a conductor loop 3 are embedded, of which only a short section can be seen in FIG. 2.
• the conductor loop 3 is fed with a high current by a feed electronics (not shown) and acts as a spatially distributed primary inductance of a transformer, the secondary inductance of which is formed by a customer mounted on the vehicle. In this way, the vehicle is supplied with the electrical energy required for its operation.
• Typical operating parameters of such a system are 100 mm for the primary conductor center, 10 mm for the air gap, 100 A for the current and 20 kHz for the frequency.
• a two-wire data line 4 with the wires 4a and 4b is arranged in the groove 2b.
• the cross section of the data line 4 is perpendicular to the plane defined by the conductor loop 3, ie the connecting line between the centers of the wires 4a and 4b is perpendicular to the connecting line between the centers of the conductors 3a and 3b.
• An inductive receiving antenna 5 consisting of five flat coils 5a-5e is attached to the vehicle, not shown, at a distance of the order of 10 mm from the surface of the roadway 1.
• the coils 5a - 5e are all parallel to one another and with the end faces parallel or with the axes drawn in dashed lines in the figures perpendicular to the surface of the roadway 1.
• the coils 5a - 5c form a straight row which, when the vehicle is correctly oriented, crosswise whose direction of movement, which then coincides with the longitudinal direction of the conductor loop 3, extends. This also applies to the coils 5d and 5e, which are shifted both in the longitudinal direction of the return conductor 3b and in the transverse direction with respect to the coil row 5a-5c.
• the displacement in the longitudinal direction corresponds to slightly more than the dimension of a coil in this direction
• the displacement in the transverse direction corresponds to half the dimension of a coil in this direction.
• the representation of the coils with an oval cross section in Fig. 2 is meant purely by way of example, i.e. the cross section could just as well be circular or approximately rectangular.
• the cross-sectional dimensions of the coils may, for example, be in the order of 10 to 30 mm.
• the receiving coils 5a-5e are initially intended to measure the magnetic field of the current in the conductor loop 3 in order to determine the position of the antenna 5 and thus also of the vehicle to which it is attached, transversely to the direction of movement.
• the coils 5a-5e are connected to an electronic evaluation device, which determines, compares and evaluates the amplitudes of the voltages induced by said magnetic field in the coils 5a-5e and determines a measure for the position of the antenna 5 relative to the return conductor 3b. Based on this position determination, control signals for one or more servomotors are generated by a controller in order to automatically steer the vehicle along a path that follows the course of the conductor loop 3.
• the position determination is based on the fact that the amplitude of the induced voltage U as a function of the lateral position S of a receiving coil 5a-5e shows a characteristic course with several extreme values, with the vertical distance remaining the same.
• this course is shown qualitatively, which reflects the field image of a double line with two unidirectional current-carrying wires.
• the origin of the abscissa lies exactly in the middle between the outgoing conductor 3 a and the return conductor 3 b.
• the positions of the conductors 3a and 3b are marked H and R in FIG. 3.
• the radius of curvature of the conductor loop 3 in curves of the movement path of the vehicle must be large compared to the distance between the two rows of coils 5a-5c and 5d-5e in Longitudinal direction, so that the error caused by this longitudinal distance does not negate the gain in accuracy in curves.
• a lateral curvature of the conductor loop 3 in a curve or at a branching point of two movement paths, hereinafter referred to as a switch as usual based on rail-bound systems, is noticeable in the fact that the location of a minimum determined by the evaluation device begins to migrate laterally. This deviation of the actual position from a target position predetermined by the position of the antenna 5 on the vehicle can be used to control the path of the vehicle.
• Another function of the antenna 5 is the inductive reception of data signals which are sent from a central control unit (not shown) to the vehicle via the data line 4 arranged directly next to the return conductor 3b.
• the position of the data line 4 to two flat receiving coils 5d and 5e, each with a vertical axis, is shown enlarged in FIG. 4.
• a thin bridge of insulation mechanically connects the two conductors 4a and 4b and keeps them at a constant distance from each other.
• the current in the data cable 4 as indicated by the cross and the point in the conductors 4a and 4b, penetrates the illustrated cross-sectional plane to the rear in the upper conductor 4a and to the front in the lower conductor 4b
• the space between the line 4 and the receiving coils 5d and 5e has a magnetic field profile of the type shown, ie the field lines run in a clockwise direction around centers that lie above the upper conductor 4a on the connecting straight line of the conductor centers.
• the horizontal components B H and the vertical components By of the magnetic flux density are entered as examples at two points in the sketched field line B.
• the inductive coupling assumes a minimum due to the purely horizontal course of the magnetic field B there, ie it even disappears there theoretically.
• the amount of the flux density B decreases as the distance of a coil 5d or 5e from the line 4 increases. It follows that for a given vertical distance between a coil 5d or 5e and the upper conductor 4a in the vicinity of the data line 4, but away from said central position gives a maximum of the inductive coupling.
• one of the receiving coils 5a-5e is obviously always closest to this maximum and is therefore best suited for data reception.
• the aforementioned evaluation device for position determination continuously selects the best lying receiving coil 5a-5e based on the position and connects only this to the data receiving device via a multiplexer.
• the selection of the cheapest receiving coil 5a - 5e can change repeatedly in the course of the movement of the vehicle, in particular when changing direction in a curve or on a switch where the receiving antenna 5, despite the steering control, intermittently out of its normal position relative to the conductor loop 3 and thus also opposite the data line 4 migrates sideways. The latter is even inevitable if the antenna cannot be placed centrally under the steered front axle of the vehicle.
• perfect data reception is guaranteed even in odd sections of the movement path.
• an antenna 5 of the type described above could also be used to inductively transmit data from the vehicle on which it is mounted via the data line 4 to a central control center.
• the left transmitter coil 6 is particularly suitable for use with a data line 4 with conductors 4a and 4b lying vertically one above the other, as is already shown in FIGS. 1 and 4.
• the iron core 7 is U-shaped and the coil 6 is attached to the vehicle in such a way that the two legs of the U core 7 point vertically to the data line 4.
• the winding 8 is located on the horizontal section between the two legs. In this arrangement, the inductive coupling is maximally in the shown central position of the coil 6 above the data line 4.
• the right transmitter coil 9 is particularly suitable for use with a data line 4 with horizontally adjacent conductors 4a and 4b.
• This conductor arrangement is less optimal than the vertical arrangement with regard to the undesired inductive coupling between the data line 4 and the conductor loop 3 and the mechanical flexibility with horizontal curvatures of the line assembly, but it is also fundamentally possible.
• the iron core 10 is E-shaped and the coil 9 is attached to the vehicle in such a way that the three legs of the E core 10 point vertically to the data line 4.
• the winding 11 is located on the middle leg.
• the inductive coupling is at a maximum in the shown central position of the coil 9 above the data line 4.
• an inductive transmission antenna consists of a plurality of transmission coils which are arranged regularly linearly transversely to the direction of movement of the vehicle, in order to ensure that constantly, i.e. even when cornering, a transmitter coil that is sufficiently well positioned for interference-free data transmission to data line 4 is available.
• the advantage of an arrangement of two rows of coils lying behind one another and laterally offset from one another to increase the spatial resolution can also be transferred directly from the receiving antenna 5 to a transmitting antenna.
• a transmitting antenna must be mounted in the transverse direction of the vehicle at the same location as the receiving antenna 5, so that it must be shifted in the longitudinal direction with respect to the receiving antenna.
• the best transmitter coil As far as the selection of the best transmitter coil is concerned, this can be done with a fixed spatial assignment between receiver and transmitter coils on the basis of the selection of the best receiver coil.
• the best transmitting coil does not necessarily have to be in the same lateral position as the best receiving coil, but a transmitting coil which is laterally offset with respect to the best receiving coil can also be in the most favorable position in a curved section of the movement path , Taking this effect into account in the selection of the transmitter coil requires temporary storage of movement path data by the evaluation device.
• FIGS. 6 and 7 show a management and communication system according to the invention with maximum functionality in cross section or in plan view. It has one Receiving antenna 12, which corresponds in principle to that described above with reference to FIGS. 1 and 2, but in contrast to this not only covers the return conductor 3b but also the outgoing conductor 3a, that is to say the full width of the conductor loop 3. Shifted in the longitudinal direction with respect to the receiving antenna 12, an analog structured transmission antenna 13 is arranged which in the same way completely covers the conductor loop 3 and is composed of transmission coils 6 of the type shown on the left in FIG. 5. As can be seen in FIG. 6, a second data line 14 is also located in the vertical position in the groove 2a adjacent to the forward conductor 3a.
• the advantage of the system according to FIGS. 6 and 7 is that it can also function in the area of switches (rail junctions), at which the vehicle and thus also the antennas 12 and 13 move away from one of the conductors 3a or 3b and temporarily only one of them Conductor 3a or 3b in the vicinity of antennas 12 and 13 is present.
• switches rail junctions
• each of the conductors 3a and 3b is assigned a data line 14 and 4, and that each of these data lines 14 and 4 is covered by the receive and transmit antennas 12 and 13, enables interference-free data communication at all times.
• the block diagram of a combined evaluation and data communication device 15 is shown in FIG. 8.
• the centerpiece of this device 15 is a microcomputer 16, which performs all digital processing functions of the device 15.
• the microcomputer 16 has an AnalogXDigital converter 17 for reading in the analog position measurement signals received by the receiving antenna 12 and a digital input / output unit 18 for reading in the digital data signals received via the receiving antenna 12 from the data lines 4 and 14 and for outputting digital data signals which are to be transmitted via the transmission antenna 13 on the data lines 4 and 14.
• the microcomputer 16 also has suitable digital interfaces for communication with the control electronics of the vehicle.
• a separate CAN bus interface 19 can be provided to deliver the calculated position data to the steering control unit, while a serial RS232 can be used to issue control commands and to read in status information that is to be sent to a central control center via data lines 4 and 14 Interface is used.
• z. B. RS485 are also suitable.
• the receiving antenna 12 is connected to the device 15 via a multiplexer 21 which is controlled by the microcomputer 16 via a control bus 22. This means that only a single receive coil connection of the receive antenna 12 is always selected via the control bus 22 and is switched through by the multiplexer 21 to its output.
• the multiplexer 21 is followed in parallel by two bandpass filters 23 and 24. While the bandpass filter 23 is tuned to the operating frequency of the conductor loop 3 used for energy transmission, which is, for example, in the order of 20 kHz, the bandpass filter 24 is adapted to that for data transmission on the data lines 4 and 14 selected frequency band, which can for example be in the order of 1 MHz.
• bandpass filters 23 and 24 separate the position measurement signal originating from the magnetic field of the conductor loop 3 and the data signal originating from the data lines 4 and 14.
• the position measurement signal from the first bandpass filter 23 is then fed to a sample and hold element 25 which, like the multiplexer 21, is controlled by the microcomputer 16 via further control lines 26.
• the output of the sample and hold element 25 is connected to the input of the A / D converter 17.
• the data signal from the second bandpass filter 24 is then fed to a demodulator 27, which recovers the digital baseband signal and outputs it to the digital input / output interface 18 of the microcomputer 16.
• the counterpart to the demodulator 27 is a digital modulator 28.
• This is supplied with data to be transmitted from the vehicle to the control center as a baseband signal from the digital input / output interface 18 of the microcomputer 16, which it modulates onto a carrier signal, for example by frequency shift keying (FSK). It transmits the transmission signal generated in this way to a driver unit 29 to which the transmission antenna 13 is connected.
• This driver unit 29 amplifies the data signal arriving from the modulator 28 and switches it under the control of the microcomputer 16 exercised via the control bus 22 to only one transmission coil connection of the transmission antenna 13.
• the driver unit 29 itself does not have another, in FIG. 8, specifically includes the multiplexer shown.
• the control bus 22 contains separate address lines for the multiplexer 21 and the further multiplexer contained in the driver unit 29.
• the microcomputer 16 makes the selection of the transmission and reception coil used at a specific point in time on the basis of the position of the antennas 12 and 13 calculated by it.
• the position measurement signals of all reception coils of the reception antenna 12 are included in this calculation, which are successively switched through and read in via the multiplexer 21 become. Therefore, only the transmitting and receiving coil with the most favorable position is used for data communication.
• the selection criterion for this could also be the amplitudes of the data signals supplied by the individual receiving coils of the receiving antenna 12, i.e.
• the receiving antenna 12 can also be used to receive signals from transmitters arranged for position marking at predetermined locations along the conductor loop 3. Such position mark transmitters are usually used to signal an automatically controlled vehicle that predetermined positions have been reached or passed along a route.
• Such a transmitter expediently has a transmitter coil, which is arranged next to the conductor loop 3 so that at least one of the coils of the receiving antenna 12 temporarily passes through an inductive coupling to the transmitter coil as it passes, thereby briefly transmitting a data signal from the stationary transmitter coil to the receiving antenna 12 is possible.
• This data signal contains a digital code that indicates the position of the transmitter along the conductor loop 3.
• the frequencies or frequency bands of the three fields must differ sufficiently, i.e. it must be possible to extract the position data signal by means of a further bandpass filter to be provided in addition to the filters 23 and 24.
• a further demodulator must also be connected downstream of the bandpass filter, which corresponds to a duplication of the middle signal path 24-27-18 in FIG. 8. The decoding and forwarding of the position mark data can easily be taken over by the microcomputer 16 as an additional function.
• the best reception coil for reception of the further data signal from one of the position mark transmitters can be determined in a simple manner, whereby it will usually be two different receiving coils.
• the receiving antenna 12 can therefore even be used quasi simultaneously for receiving three different signals.
• the invention represents a combined system for inductive energy supply and management of a moving object with simultaneous inductive data communication, with which the minimum requirements (single master, half duplex, 9600 baud transmission rate, 100 ms response time), which in the present context apply to a Data communication are provided, are feasible.
• the performance data of the system can easily be adapted to an increased need. This applies not only to the transmission speed and the response time.
• the provision of a second data line 14, as was described with reference to FIGS. 6 and 7, also opens up the possibility of full duplex operation.
• the receiving antenna, the transmitting antenna and the evaluation and data communication device each form a structural unit, or even all of these components are combined into a single structural unit, this is not a prerequisite for realizing the present invention.
• the use of a large number of separate coils and the implementation of the evaluation device and the data receiving device as integral components of central control electronics of the vehicle also represent embodiments of the invention, which are covered by the scope of the claims.

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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)
• Aviation & Aerospace Engineering (AREA)
• Radar, Positioning & Navigation (AREA)
• Remote Sensing (AREA)
• General Physics & Mathematics (AREA)
• Automation & Control Theory (AREA)
• Near-Field Transmission Systems (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Current-Collector Devices For Electrically Propelled Vehicles (AREA)

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• 2002
  • 2002-04-12 DE DE10216422A patent/DE10216422C5/de not_active Expired - Lifetime
• 2003
  • 2003-02-20 MX MXPA04009521A patent/MXPA04009521A/es unknown
  • 2003-02-20 CN CNA038083086A patent/CN1738733A/zh active Pending
  • 2003-02-20 JP JP2003583788A patent/JP2005528068A/ja active Pending
  • 2003-02-20 KR KR1020047016347A patent/KR100795439B1/ko not_active IP Right Cessation
  • 2003-02-20 WO PCT/EP2003/001713 patent/WO2003086807A1/de not_active Application Discontinuation
  • 2003-02-20 CA CA002481445A patent/CA2481445A1/en not_active Abandoned
  • 2003-02-20 AU AU2003206933A patent/AU2003206933A1/en not_active Abandoned
  • 2003-02-20 EP EP03704661A patent/EP1503918A1/de not_active Withdrawn
• 2004
  • 2004-10-01 US US10/956,483 patent/US7243752B2/en not_active Expired - Lifetime

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