EP4308408A1 - Borne de recharge pour un véhicule pouvant être entraîné électriquement - Google Patents

Borne de recharge pour un véhicule pouvant être entraîné électriquement

Info

Publication number
EP4308408A1
EP4308408A1 EP22728491.6A EP22728491A EP4308408A1 EP 4308408 A1 EP4308408 A1 EP 4308408A1 EP 22728491 A EP22728491 A EP 22728491A EP 4308408 A1 EP4308408 A1 EP 4308408A1
Authority
EP
European Patent Office
Prior art keywords
charging station
magnetic core
voltage
inverter
winding
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22728491.6A
Other languages
German (de)
English (en)
Inventor
Manuel Blum
Monika POEBL
Matthias DE VIGNEUX
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP4308408A1 publication Critical patent/EP4308408A1/fr
Pending legal-status Critical Current

Links

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
    • 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
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F29/00—Variable transformers or inductances not covered by group H01F21/00
    • H01F29/14—Variable transformers or inductances not covered by group H01F21/00 with variable magnetic bias
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0064—Magnetic structures combining different functions, e.g. storage, filtering or transformation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/01—Resonant DC/DC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
    • H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
    • H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
    • H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
    • H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/33569—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having several active switching elements
    • H02M3/33573—Full-bridge at primary side of an isolation transformer
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/42—Voltage source inverters
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F29/00—Variable transformers or inductances not covered by group H01F21/00
    • H01F29/14—Variable transformers or inductances not covered by group H01F21/00 with variable magnetic bias
    • H01F2029/143—Variable transformers or inductances not covered by group H01F21/00 with variable magnetic bias with control winding for generating magnetic bias
    • 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
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • 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
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/01—Resonant DC/DC converters
    • H02M3/015—Resonant DC/DC converters with means for adaptation of resonance frequency, e.g. by modification of capacitance or inductance of resonance circuit

Definitions

  • the present invention relates to a charging station for inductively charging an electrically drivable vehicle with a connection for an electrical energy source, an inverter and an electronic coil connected to the inverter for wireless energy-related coupling of the electrically drivable vehicle.
  • the inverter is set up to apply an electrical AC voltage to the electronic coil.
  • the invention also relates to a method for operating the charging station.
  • Charging stations for the inductive charging of an electrically drivable vehicle are known in principle. They are used to supply an electrically driven vehicle with energy during a loading operation in order to charge its energy store, commonly referred to as a battery.
  • the energy-related coupling happens inductively, i.e. wirelessly, through the inductive coupling of two electronic coils, one of which is assigned to the charging station and the other is part of the vehicle.
  • the charging station is connected to an electrical energy source, for example to the public power grid, to an electrical generator, to a battery or the like. It generates an alternating magnetic field while absorbing electrical energy from the energy source.
  • the electrically powered vehicle uses its electronic coil to detect the magnetic alternating field, extracts energy from it and provides electrical energy on the vehicle side.
  • Such arrangements are known from KR 102012 0016521 A, for example.
  • the properties of the transformer formed by the two electronic coils are strongly influenced by the distance between the electronic coils and by the existing horizontal offset. With an inductive charging station, these are Properties vary, since the parked car contains the secondary coil and the parking location and the distance between the secondary coil and the ground cannot be precisely determined. Among other things, this influences the resonant frequency of the circuit on the primary side, i.e. on the charging station side. However, a variation of the working frequency is severely limited by normative specifications. It is known from US 2010/026747 A1 to use compensation circuits to compensate for the influences mentioned and ultimately to keep the frequency constant. These compensation circuits include variable construction elements, such as variable capacitors and / or va riable inductors.
  • a variable inductance in the sense of a change in the inductance value seen over the period mean can be achieved, for example, by means of a type of phase control, as is known from US Pat. No. 9,755,576 B2.
  • phase control as is known from US Pat. No. 9,755,576 B2.
  • this requires a controllable, bidirectional blocking element in the working current path. This element must then be designed for both the voltage that occurs, which is often more than 1 kV, and for the current.
  • Another possibility is to achieve a partial saturation of desired bottlenecks in the magnetic circuit through the working current through clever dimensioning. Although this also leads to a change in the inductance value, it cannot be controlled independently of the operating current.
  • the invention proposes a charging station according to independent claim 1 as a solution.
  • the invention proposes a method for operating a charging station according to independent claim 10 before.
  • Advantageous configuration The features and properties of the invention result from the features and properties of the dependent claims.
  • the charging station according to the invention for an electrically drivable vehicle comprises a connection for an electrical energy source, a control device, an inverter and an electronic coil connected to the inverter for wireless energy-related coupling of the electrically drivable vehicle.
  • the inverter is set up to apply an alternating voltage to the electronic coil.
  • the electronic coil is in turn connected to the inverter via a compensation circuit, the compensation circuit having an adjustable inductive component.
  • the adjustable inductive component comprises a winding which is arranged on a magnetic core and is connected to the current path of the alternating voltage. Furthermore, it comprises a second winding arranged in the air gap of the magnetic core on a second magnetic core. In this case, the second winding is connected to an auxiliary power supply which is designed to supply the second winding with an auxiliary voltage which has a DC component.
  • the charging station draws electrical energy from an electrical energy source and, by means of an inverter and an electronic coil connected to the inverter via a compensation circuit, generates an alternating electrical voltage, by means of which the electronic coil turns on provides magnetic alternating field for wireless energy-technical coupling of the electrically driven vehicle.
  • the inductance of an adjustable inductive component of the compensation circuit is thereby applied by applying an auxiliary Voltage set, wherein the auxiliary voltage has a DC component.
  • an adjustable inductive element can be created by partially saturating the magnetic circuit.
  • the partial saturation is not caused by the working current itself, i.e. the current flow in the winding triggered by the AC voltage, but by a separately adjustable DC pre-magnetization of a small part of the magnetic circuit.
  • This pre-magnetization is made possible by inserting the second winding in the air gap area.
  • the second winding is supplied with a current that has a DC component and is expediently a pure DC current in order to achieve a DC bias of the flux in the core.
  • This DC bias means that the starting point of the AC flow is locally shifted into the saturation range on the B-H curve of the material, for example ferrite N87. As a result, a different flux density acts locally, which in turn causes a different local permeability and thus reduces the total inductance.
  • the gradient (permeability) and thus the inductance can also be adjusted within a certain range via the level of the DC bias.
  • the invention advantageously requires no controllable, bidirectionally blocking element designed for high voltages in the working current path for changing the inductance. This leads to a reduction in the necessary hardware deployment and losses. Furthermore, the decoupling of saturation and operating current enables the inductance value to be regulated independently of the operating point. As a result, improved control and regulation is achieved overall, with which the normative specifications with regard to the working frequency for inductive charging are complied with.
  • Advantageous refinements of the charging station according to the invention emerge from the claims dependent on claim 1 .
  • the embodiment according to claim 1 can be combined with the features of one of the subclaims or preferably also with the features from several subclaims. Accordingly, the following features can also be provided for the charging station:
  • the control device can be designed to keep the frequency of the AC voltage in a frequency band, in particular to keep the frequency constant. This may be necessary in particular due to normative specifications.
  • the control device can be designed to maximize the efficiency of the inductive transmission and/or the inductively transmitted power by adjusting the auxiliary voltage.
  • the applied auxiliary voltage can be iteratively increased or decreased until maximum efficiency or a maximum transmitted power is reached or the control range of the auxiliary voltage is exhausted.
  • the auxiliary voltage can be a DC voltage, ie it has no intended AC component. This is the best way to predict what change in inductance will result. An AC component of the auxiliary voltage is undesirable.
  • the magnetic core can be a ferrite core and example, be constructed as an EE core.
  • the second magnetic core is preferably located in the air gap of the central E-arm.
  • the second magnetic core can also be designed as an EE core.
  • the second magnetic core has a material which has a higher saturation flux density than the material of the magnetic core.
  • the second magnetic core can be made of this material al pass.
  • the second magnetic core may consist of a nanocrystalline material such as kOr 120. With such materials, a significantly higher flux density is required to bring about a change in permeability.
  • This has the advantage that the working current can have a significantly higher AC modulation without causing a significant change in the permeability in the second magnetic core. This makes it possible to design the magnetic circuit more efficiently as a whole, thus saving costs and material.
  • a higher adjustment range of the inductance value is to be expected.
  • FIG. 1 shows a schematic circuit diagram of a charging station in wireless energy-technical coupling by means of a magnetic field with a matching receiving circuit of an electrically drivable vehicle during charging operation
  • FIG. 2 shows a component with variable inductance
  • FIG. 3 shows a section of a B-H diagram of a ferrite material.
  • FIG. 1 shows a charging station 10 for electrically charging an electrically operated vehicle.
  • FIG. 1 also shows an exemplary receiving circuit 60 which is part of such a vehicle and is inductively coupled to the charging station 10 .
  • the charging station 10 includes an inverter 11, which is connected on the input side to a DC voltage source, for example a DC voltage intermediate circuit 14.
  • a DC voltage source for example a DC voltage intermediate circuit 14.
  • the DC voltage source can, for example, be fed from the supply network, with connection to a local network or also to a medium-voltage source being possible.
  • the inverter 11 comprises a full bridge with four power semiconductor switches 12. Two of the switches 12 each form a series circuit and the two series circuits are in turn connected in parallel. The outputs 13 of the inverter 11 are formed by the potential points between the switches 12 connected in series.
  • a first of the outputs 13 is connected to a first node 15 via a first variable inductive component LI.
  • the second of the outputs 13 is connected to a second node 16 via a second variable inductive component L2.
  • a first capacitive component 18 is connected between the first and second nodes 15, 16. Pa rallel to the first capacitive component 18 is a series circuit of a second capacitive component 19, a coil 20 and a third capacitive component 21 swimmingal switched.
  • the coil 20 effects the inductive coupling to a coil 61 on the vehicle side, if one is present, ie if a vehicle is parked in the area of the charging station.
  • the vehicle-side coil 61 is connected in series with a fourth, fifth and sixth capacitive component 62, 63,
  • a third node 65 is formed between the fourth and fifth capacitive components 62,63 and a fourth node 66 is formed between the fifth and sixth capacitive components 63,64.
  • the capacitive components 62, 63, 64 can be individual capacitors or networks of several capacitors.
  • the third and fourth nodes 65, 66 are each connected via a variable capacitance 67, 68 and an LC filter 69, 70 to a fifth and sixth node 71, 72, respectively tied together.
  • the fifth and sixth nodes 71, 72 form the input points of a passive rectifier in this case with four interconnected diodes 73 in a known manner.
  • the charging system from charging station 10 and reception circuit 60 forms a DC/DC converter structure with galvanic isolation, with the properties of the transformer consisting of the two coils 20, 61 being able to vary widely due to the parking position of the vehicle and its structural properties.
  • variable inductive component LI, L2 is based on a first magnetic core 31 with an air gap 32.
  • the first magnetic core 31 is designed as an EE core and carries the main winding 33 around the middle arms 311.
  • the main winding 33 is in the current path of the alternating current connected as shown in FIG.
  • a two-ter magnetic core 35 is arranged in the air gap 32 in the middle arms 311.
  • the second magnetic core 35 is also an EE core, the size of which is adapted to the size of the air gap 32 so that it can be accommodated therein.
  • the second magnetic core 35 preferably has no air gap and fills the air gap 32 in the area of the central arms 311 of the first magnetic core 31 largely off.
  • the middle arms 351 of the second magnetic core 35 carry an auxiliary winding 36.
  • the orientation of the turns of the auxiliary winding 36 is shown in FIG.
  • the auxiliary winding 36 is not connected to the current path of the alternating current, but is connected to an auxiliary voltage source that supplies a DC voltage.
  • the level of the DC voltage is adjustable.
  • the auxiliary voltage source can be a DC/DC converter, for example, which is connected to an otherwise available low-voltage source.
  • a DC bias can be specified for the auxiliary winding 36 by means of the auxiliary voltage. This DC bias results in the starting point of the AC flow of the working current being shifted locally into the saturation range on the B-H curve of the material of the second magnetic core 35 .
  • a different flux density acts locally there, which in turn causes a different local permeability and thus reduces the total inductance.
  • the gradient (permeability) and thus the resulting inductance can also be adjusted within a certain range via the level of the DC bias. It is advantageous if the applied AC modulation is small enough not to cause a significant change in permeability at certain points in time.
  • FIG. 3 shows a section of a magnetization curve for the second magnetic core 35.
  • Various values for the DC bias 41...43 specified by the auxiliary voltage determine a certain basic magnetization.
  • the alternating current in the main winding causes a variation in the magnetization, which is indicated by arrows. It can be seen that different values for the DC bias result in different effective values for the differential permeability.
  • the material of the second magnetic core 35 is freely selectable bar and in particular the first and the second magnetic see core 33, 35 be ferrite cores.
  • the first magnetic core 33 is a ferrite core
  • the second magnetic core 35 consists of nanocrystalline kOr 120.
  • This material has a higher saturation flux density than ferrite.
  • significantly higher flux densities are required for the second magnetic core 35 in order to bring about a change in permeability than for the magnetic core 31 made of ferrite.
  • the DC magnetization required to set the desired inductance on the other hand, can be specifically set. This minimizes the limitation to a small AC amplitude.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention se rapporte à une borne de recharge pour un véhicule pouvant être entraîné électriquement, comprenant un élément inductif variable qui possède un second enroulement agencé sur un second noyau magnétique dans l'entrefer de son noyau magnétique, le second enroulement étant connecté à une alimentation électrique auxiliaire qui est conçue pour fournir une tension auxiliaire au second enroulement, ladite tension auxiliaire ayant une fraction de courant continu.
EP22728491.6A 2021-06-09 2022-05-10 Borne de recharge pour un véhicule pouvant être entraîné électriquement Pending EP4308408A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021205817.5A DE102021205817A1 (de) 2021-06-09 2021-06-09 Ladestation für ein elektrisch antreibbares Fahrzeug
PCT/EP2022/062563 WO2022258278A1 (fr) 2021-06-09 2022-05-10 Borne de recharge pour un véhicule pouvant être entraîné électriquement

Publications (1)

Publication Number Publication Date
EP4308408A1 true EP4308408A1 (fr) 2024-01-24

Family

ID=81975057

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22728491.6A Pending EP4308408A1 (fr) 2021-06-09 2022-05-10 Borne de recharge pour un véhicule pouvant être entraîné électriquement

Country Status (4)

Country Link
US (1) US20240270093A1 (fr)
EP (1) EP4308408A1 (fr)
DE (1) DE102021205817A1 (fr)
WO (1) WO2022258278A1 (fr)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3631534A (en) * 1969-09-05 1971-12-28 Matsushita Electric Ind Co Ltd Variable inductance device
US4630013A (en) * 1984-01-30 1986-12-16 Toko Kabushiki Kaisha Current controlled variable inductor
EP0246377A1 (fr) 1986-05-23 1987-11-25 Royal Melbourne Institute Of Technology Limited Inductance variable électriquement
DE102008064640B4 (de) 2008-05-21 2024-08-22 Sew-Eurodrive Gmbh & Co Kg Anordnung zur berührungslosen Energieübertragung
JP2010036353A (ja) 2008-07-31 2010-02-18 Seiko Epson Corp 印刷装置、及び、ノズル列の調整方法
KR101201292B1 (ko) 2010-08-16 2012-11-14 한국과학기술원 자기유도식 전력전달 장치 및 이를 이용한 이동체
FR2972865B1 (fr) * 2011-03-18 2013-04-12 Electricite De France Regulateur de tension serie a electronique protegee des courts-circuits par un decouplage par circuit magnetique a trous et fenetres
KR102638385B1 (ko) 2014-12-19 2024-02-21 메사추세츠 인스티튜트 오브 테크놀로지 위상 스위치 소자를 갖는 튜너블 매칭 네트워크
CN112104100A (zh) 2020-09-07 2020-12-18 北京有感科技有限责任公司 可调无线充电系统

Also Published As

Publication number Publication date
WO2022258278A1 (fr) 2022-12-15
US20240270093A1 (en) 2024-08-15
DE102021205817A1 (de) 2022-12-15

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