WO2009024122A2

WO2009024122A2 - Vehicle driven by electric motor

Info

Publication number: WO2009024122A2
Application number: PCT/DE2008/001320
Authority: WO
Inventors: Ina Fischer
Original assignee: Ina Fischer
Priority date: 2007-08-21
Filing date: 2008-08-12
Publication date: 2009-02-26
Also published as: WO2009024122A3

Abstract

The invention relates to a vehicle which is driven exclusively by means of one or more electric motors and which has at least one replaceable and/or rechargeable battery for supplying energy to these electric motors. In order to permit consumption-dependent billing together with a battery change which is as quick as possible, according to the invention the battery has an integrated data acquisition and storage device which acquires the instantaneous charge state and/or the time when the battery was last changed and/or the charge cycles which have occurred overall or which have occurred since the last time the battery was changed.

Description

Electric motor driven vehicle

The invention relates to a vehicle which is driven exclusively by one or more electric motors and which has at least one exchangeable and rechargeable battery for supplying energy to these electric motors.

According to the prior art hybrid vehicles are known, which have one or more electric motors in addition to an internal combustion engine. In concrete applications, the drive energy is initially applied almost exclusively by the high-torque electric motor when accelerating from a standstill. If the acceleration is still increased or if high speeds are to be achieved, the internal combustion engine is automatically connected, so that the vehicle is driven by both drive motors. In individual cases, especially when driving evenly with only a small load, the electric motor is switched off. For energy supply powerful batteries are needed, which are charged via the intended alternator while driving. In addition, such vehicles have a regenerative braking system in which the braking energy - as far as possible - is converted back into electrical energy. The disadvantage of such vehicles is that in addition to the internal combustion engine and other units to the exhaust gas cleaning an electric motor must be provided with the appropriate coupling elements. In addition, sufficient battery capacity must be available to ensure sufficiently efficient acceleration. The objective of saving fuel with such a hybrid engine is partially offset by the higher weights to be moved. Another disadvantage of such hybrid vehicles is that the space required for the additional units is relatively large.

The desirable alternative is a purely electric motor-powered vehicle, which can be operated pollutant and emission-free due to the lack of combustion engines. However, efforts are currently failing because the range of a powered exclusively with an electric motor vehicle is relatively low. A longer range can only be achieved with an increase in battery capacity reach, which loads the vehicle with additional weight and occupy further vehicle space.

An even greater problem arises from the fact that a discharged (car) battery can be charged only gently, since too high a charging current leads the battery life due to the high heat generated to a destruction of the battery. In addition, the power requirement of the charging station would be very high and a nationwide power supply for stochastic power peaks would be problematic. For this reason, the range of a vehicle powered by an electric motor is limited, since on longer trips always unreasonably long times for the recharging of the battery must be spent. In practice, therefore, purely electric motor vehicles are known only as a forklift or golf cart for transporting a golf bag.

It is an object of the present invention to provide a remedy with a vehicle that can be equipped after consumption of the available battery power in a short time of a maximum of 5 minutes to 10 minutes to continue.

This object is achieved by the vehicle according to claim 1, which is characterized according to the invention in that the battery has an integrated data acquisition and data storage device, which detects the current state of charge and / or the time of the last battery change and / or total or since the last battery change charge cycles , The aforementioned equipment of the battery results in the result that the battery can be replaced without detriment to the vehicle user and replaced by a charged battery. The data acquisition and storage device allows immediate control of which energy has actually been consumed. The vehicle owner or vehicle user expects only the energy removed from the battery with the energy supplier, who may be a gas station, for example. As is currently practiced in propane gas bottles, billing can thus be carried out in a consumption-oriented manner. Changing the battery can be greatly facilitated by their location and their attachment to or in the vehicle. Preferably, the battery change should be possible without the driver having to leave the vehicle. The removed battery can then be recharged in a battery-saving manner and installed in another vehicle. The billing the vehicle operator receives is consumption-based, with the respective data collection and storage facilities of the battery, combined with battery coding, providing sufficient information as to the age of the battery. The change of a battery to another vehicle is also advantageous because in this way a one-sided load condition, as it is often encountered in pure city riders or frequent travelers, is avoided. Instead, the batteries are subjected to a mixed operation by correspondingly many vehicle changes, which has an overall lifetime-increasing effect.

The integrated data acquisition and storage allows a control system at any time to detect the remaining charge capacity of the battery, so that it is up to the vehicle user to make a recharge or postpone. This cheap electricity tariffs can be exploited, such that - except for exceptional cases - always only as much charge is returned to the battery, as is actually required for the next journey section or the next drive sections, but in principle a recharge takes place only if favorable electricity tariff can be exploited.

In particular, in the motor vehicle, an internal combustion engine including the additional units can be completely saved up to the catalyst. This not only brings a price advantage, but also a significant weight reduction. In addition, compared to hybrid vehicles, but also vehicles that are equipped with an internal combustion engine, the space otherwise required for the internal combustion engine and ancillaries saved, which benefits the passengers. Preferably, the battery consists of several individual cells with respective outputs, which are automatically connected in series only in case of need, namely in the connected state in the vehicle or in a charging station by a required voltage of 300 V to 600 V, preferably 500 V to 600 V, to tap. This has the advantage that the extremely high voltage is applied only when needed, and thus personal injury to short circuits of stored stored batteries are excluded.

According to a further embodiment of the invention, the battery or each battery is mounted on the underside of the vehicle, preferably below a designed as a fire wall (firewall) floor platform and / or between the vehicle axles. Such attachment has the particular advantage that the center of gravity of the vehicle is placed as low as possible. In commercial vehicles or trucks or such vehicles, which have a sufficiently large ground platform, if necessary, two or more batteries can be arranged, approximately to increase the range accordingly. The batteries used should be as flat as possible, whereas the length and width can be adjusted according to the available length / width ratio of the vehicle type adapted.

According to a further embodiment of the invention, the battery has a tapered to the top, preferably conical shape, which is inserted into a correspondingly adapted corresponding cavity on the underside of the vehicle from below or from the side, preferably the battery side walls abut under slight compressive stress on the vehicle cavity side walls so that the vehicle floor rigidity is thereby increased. The conical shape assists in automatically inserting the battery into the corresponding vehicle cavity so that any misdirection of the vehicle relative to the reciprocator with which the battery is raised into the cavity can be compensated. Further preferably, an elastic seal is provided, by which an ingress of dirt or moisture is prevented at the terminal poles between the battery and the vehicle. In addition, this seal can also contact Avoid noise between the battery and the battery box, but at least minimize it considerably.

In order to make a battery change without external auxiliary devices, an on-board lifting and quick release device is also provided, which is designed to release the battery or batteries, to their storage, to receive a new battery and to attach it to the vehicle. Optionally, this may be spindle-guided brackets that are driven either by hand or by means of an emergency generator.

If - according to one embodiment of the present invention - a vehicle-integrated data acquisition and storage device is provided with a data input which receives via existing lines or wirelessly transmitted signals relating to the energy taken in the battery replaced, the usage time, any charge cycles and which from Data collection and storage device of the battery are read before the exchange or sent from here, the automation of a billing system is largely possible. All billing-related data, in particular the energy consumed, are recorded both at the place where the deflated battery is left for recharging and in the vehicle, so that the driver receives control of the energy consumption or the amount to be paid there.

According to a further embodiment of the invention, the battery and the charging and power electronics can also be designed for feeding power into a pipeline network.

If necessary, the battery can thus also be used to supply other energy sources that are connected to the line network. A preferred use is as an emergency power supply to selected power consumers such as hospitals, elevators, traffic lights or the like. Private or only slightly used vehicles have significantly longer lives than periods of use. The typical vehicle life cycle is approx. 12 years (= 100,000 h) with a net useful life of 3,500 hours, ie a service life of less than 4%. Not infrequently, vehicle service life coincides with the periods when there is a high electricity demand, on which the network must be designed. Experience has shown that peak currents occur during lunch time when energy is needed for cooking in many households. The present invention makes it possible that energy previously fed into the battery of the vehicle is taken from the batteries of the vehicles except for a rest still required for driving. The vehicle owner can use this recovered energy privately or feed it into the grid as usable electricity. In this way, a large amount of battery capacity can be harnessed so that the electricity supplier can reduce its capacity designed for peak times accordingly. This benefits both the generators and the electric vehicle owners, who measure the amount of energy taken from the battery by means of existing electricity meters and are reimbursed for this an appropriate compensation.

According to a further refinement, the vehicle has a device with which the current electricity price of the energy supplier for charging the battery and / or for feeding it back into the network is detected. Depending on requirements, electricity prices vary considerably, including price fluctuations during a single day. The mentioned device can be used so that the battery is not only recharged at fixed times or when a residual capacity has been exceeded, but that used for charging low-cost periods and for energy recovery such periods in which for the recycled energy is reimbursed in each case a high electricity price.

Preferably, the vehicle has a controllable device for setting an upper current price threshold, is exceeded when power is fed into the network of a power supplier and / or for setting a lower electricity price threshold, below which power from the network to Charging the battery is removed. By means of such a controllable device, an inexpensive recharging of the battery and / or a high-price return of energy into the network can be achieved.

According to a development of the invention, it is provided that, after delivery of an emergency signal to the battery, power is taken from the battery and fed into a power grid for emergency power supply of selected power consumers. In the event of a power failure, hospitals, for example, must be supplied with energy via an emergency generator without significant delay. For this purpose, according to the prior art usually serves a driven by an internal combustion engine generator, which must be maintained so that it is ready for use in an emergency. Such an emergency generator can be saved if the energy supplier can remove the necessary amount of residual electricity from existing batteries. All recovered energy will be reimbursed to the owner of the battery according to the current kWh price. In this way, the car battery undergoes an extended permanent use value, which can be made economically usable in the vehicle downtime.

As already mentioned above, it is possible to take advantage of particularly favorable electricity tariffs, ie to charge the battery at times when the price of electricity is low. In order to be able to implement this, the vehicle-mounted charging station is connected to a monitoring device which controls the times, the duration and the amount of energy according to adjustable specifications, preferably such that the charging processes are dependent on the actually required or desired energy, the temporary electricity price or the battery condition be controlled to avoid a deep discharge. If the residual capacity of a battery corresponds to 100 km, for example, and if the driver wants to travel a little further, for example by 50 km, including a safety margin, it is sufficient to only charge a battery capacity that is sufficient for approximately 200 km. The full recharge of the battery can then be postponed to a time when the electricity tariff is more favorable. However, in such a process always a so-called deep discharge of the battery to avoid, which irreversibly destroys the battery.

Preferably, the data acquisition and storage device integrated in the battery is connected to a navigation device which transmits automatic route guidance as a function of the available residual capacity of the battery. If the residual capacity of the battery is insufficient, the driver is guided via the route guidance to the next possible battery replacement station. Optionally, the power provided is reduced to have sufficient capacity available to the target or battery replacement station. Under certain circumstances, unneeded secondary consumers, such as an air conditioner, are forcibly shut down.

According to a further embodiment of the invention, the electric motor present as the sole drive motor conducts at least more than 60% of the drive energy, preferably more than 70% of the drive energy, to the rear wheels of the vehicle and only the remainder to the front wheels. The recoverable from braking energy, however, is removed via the front wheels to recharge the battery.

Further preferably, the regeneration is controlled by a distance and braking point control, i. H. that the driving and braking behavior of the vehicle is partially automated in order to avoid unnecessary braking and acceleration operations.

The same objective is pursued by a distance sensor which measures the distance to stationary or moving objects in the direction of travel and whose signals are used to control or regulate the accelerator pedal return force. If an obstacle appears in front of the vehicle that makes the initiation of a braking process sensible, the accelerator pedal return force is increased slightly in order to avoid further acceleration or to initiate a speed minimization. The driver can prevent them, however, by pressing the gas pedal with a correspondingly greater force.

It is also useful to select other transmission ratios during braking than when accelerating. The latter should be carried out at the highest possible speeds (in comparison to the braking operations). In order to ensure an appropriate setting here, depending on the power flow direction via an existing gear, a different ratio is adjustable.

The simplest form of battery replacement may be that the vehicle enters a transfer station, where at a first location the battery to be replaced is released from a tensioning device and stored. Thus, the (battery-less) vehicle can be moved automatically, a second circuit with a separate accumulator is provided, which allows a short-distance drive to the second station in which the new battery is added and connected. This circuit is also useful for the reason that during the battery change existing electrical facilities such as in particular the navigation system, car phone, radio, existing air conditioning, etc. continue to be powered.

In a particular embodiment of the invention, the vehicle may be equipped with at least one electrical connector and a socket for power connection to the battery of another vehicle. This is useful for towing and other emergencies in which the electrical power supply or the battery itself fail.

For greater security, it is provided that the battery (s) is stored in such a way that when a pulse is exceeded, for example, caused by a collision with another vehicle, the battery cells are electrically separated from each other by existing predetermined breaking points and / or decoupled the battery (s) become. In this way, the existing high voltage of For example, up to 600 V, so that in the worst case, only the voltages are open, each supplying the cells individually (ie, for example, 6 V or 12 V).

The heat from the waste heat of the electric motor, the battery and braking and damping processes can be used as additional heating via a heat exchanger. For cooling, Peltier elements integrated in the seats can be used as control or adjustable heatsinks.

In principle, it is also possible to provide each drive wheel with a separate drive, whereby an otherwise necessary differential can be saved. The drive synchronization of the two opposite drive wheels can be controlled electronically, preferably to set optimal traction conditions. In particular, the most favorable torque distribution can be adjusted in uphill or downhill.

Battery replacement is required only for long-distance use, ie. H. when the maximum range of 400 km is reached. In short-haul traffic, however, it is still useful to replenish the battery capacity via existing sockets or similar sources of power. However, if the power grid of a third party to be used for energy supply to the battery, a consumption-based billing is only possible if a counter is provided at each current collection point Efforts should be a charging station for electric vehicles in parking garages or other public places unprofitable.

In order to enable cost-neutral power take-off without detriment to those who provides its power grid by making arrangements for direct billing between the power company and the driver, the vehicle has next to the parts already mentioned a transmitting device, the connection to a power source for recharging the battery emits a coded signal and continuously or after completion of the charging process sends signals that relate to the amount of electrical power removed. This measure ensures that consumption-dependent electricity bills can be allocated directly to the customer. Since each battery in conjunction with each vehicle transmits an individual signal indicative of the vehicle owner, misallocation is also eliminated since any vehicle owner / vehicle / built-in battery combination is simply assigned. Conversely, it can be provided that a missing coded signal "locks" the relevant power take-off point, ie that a current drain for recharging the battery is only possible if the pantograph is identified by a code signal Without misuse it is possible for utilities, parking garages, public squares or other places to provide the appropriate power take-off facilities that any owner of an electric vehicle can use, although in principle it is also possible for other users to use these outlets in that the relevant power consumer has a corresponding transmitter on the device side, which identifies the current collector by means of a code.

The amount of electricity drawn during battery charging, which is controlled by the charging and power electronics, is simultaneously passed on to the electricity supplier (EVU) in the form of a measuring signal. Preferably, the charging current is controlled via an integrated control device such that too fast recharging of the battery, which can lead to damage, is prevented. The transmitted signals can either be wired directly into the socket or delivered wirelessly in the form of electromagnetic signals.

In addition to saving the installation effort with its own meters at each outlet, the operator of the system or the owner of the footprint where the respective outlet is, relieved from the collection task. The provision of the socket itself is calculated together with the parking fee, but is not proportional to the energy and thus more economically useful. Furthermore, this billing system ensures that each electricity customer always gets his or her special tariff, regardless of where the electricity was taken from. Especially for large customers, company fleets, rental car or haulage companies, this results in economic and organizational advantages.

Furthermore, it can preferably be provided that the charging current is switched off in the absence of an input acknowledgment signal or when a threshold value that can be regulated by the control device is exceeded. An appropriate protective device can also be used to ensure that, for certain transmitted coded signals, a defaulting payer or an insolvent person is detected and a power take-off is blocked from the outset.

The advantage of the vehicle described is that even outside of your own domestic or commercial area any power sources can be tapped to z. During work hours at the employer or during meetings or visits in a foreign city recharging operations can be started regardless of the network operator.

For a transitional phase in the introduction of electric vehicles, however, it can be expected that the conditions for a usable direct billing system between the energy supplier and the end customer are not met. In addition, from an economic point of view, the willingness to install such direct billing systems can only be expected if a sufficiently large number of customers, ie. H. Owners or users with electric vehicles.

In order alternatively or additionally to offer the possibility of correctly detecting quantities of electricity taken from a foreign network when the vehicle battery is being charged, a vehicle is proposed in which the storage device comprises an electricity meter integrated in the vehicle, which is preferably calibrated and is sealed. In principle, calibrated and sealed electricity meters in private households have proven to be effective, since at regular intervals, usually within 12 months, readings can be made that allow for consumption-based billing. Thus, before and after the removal of electricity from a foreign network for recharging the car battery, the actual amount of electricity taken can be determined and correctly calculated on the basis of the kilowatt hourly rate to be credited.

The electricity meter preferably has an input device for the kWh price at the time of the charging process, so that the costs for the withdrawn amount of electricity can be calculated and displayed directly via an integrated computer. In this way, the electricity tariffs of the remuneration calculation can be taken as an individual basis, which pays the one who provides his power grid for recharging the battery.

According to a further embodiment of the invention, the electricity meter has a printer that prints out the recorded charge data, in particular the amount of electricity fed into the battery and the charging times as well as the electricity price to be paid.

In practical application, the vehicle user or the operator present at a gas station or parking garage enters the kWh transfer price to be charged into the input device, which can be done manually or by means of a signal transmitted by wire or wirelessly. In the subsequent charging process, the electricity meter records in particular the amount of electricity, from which the remuneration to be paid can be calculated. When charging is complete, the integrated printer ejects a receipt that will eject the relevant data such as the date, duration and time of charging, owner or owner of the power network used for the charging process. Remuneration may be paid either directly or periodically via a summary accounting system. Since all the facilities necessary for the registration of the electricity withdrawn are integrated on or in the vehicle, the person who makes his power grid available for recharging need not have any special facilities; In principle, each private individual's electricity consumption can be reimbursed according to the individual electricity tariff.

Alternatively, it is also possible to settle on the basis of the individual receipt receipts with the energy supply companies that have supplied the electricity.

Further advantages and exemplary embodiments of the invention will also be discussed below with regard to the required battery replacement stations. The core idea of the present invention is that the vehicle, which is driven exclusively with one or more electric motors, has an easily accessible flat and below a base platform battery with a range of up to 400 km at a battery replacement station because of their easy accessibility quickly exchangeable. Replacing a battery saves the waiting time necessary for battery-saving recharging. In order to implement this system in practice profitably, each battery is inventively provided with an integrated data acquisition and storage device that detects the current state of charge and / or the time of the last battery change and / or total or since the last battery change charging cycles. The aforementioned data allow consumption-based billing, which is as transparent for the vehicle owner or driver as for the operator of a battery changing station. It makes sense to have the batteries in terms of their size and the pole arrangement to be standardized, with a limited number of different standards for cars, trucks and trucks is conceivable. However, the larger battery capacity required for utility vehicles or trucks because of the longer travel distances can be provided even when using only a single type of battery, that two or more batteries are attached to the vehicle floor, which are successively used for power collection. The service stations at which the battery is changed must also be started up only if, for a gentle recharging, the battery There is no time. On the other hand, when the power grid is accessible, car downtimes can be used so that the battery is charged in a controlled manner during standstill time. For this purpose, the vehicle has its own charging station, but also outside the vehicle, z. B. in the garage of the driver or at the workplace can be permanently installed, which has the advantage that the charging station does not have to be moved with the vehicle. For short-distance operation, therefore, the battery does not need to be changed. The costs associated with using the battery over the period of time used, as well as wear and tear resulting from spent charge cycles that are critical to battery life, can be detected and read using the battery-integrated device. The vehicle owner does not have to be the owner of the battery at the same time. Instead, a battery is borrowed for a period of use and then billed according to usage based on the charging cycles. With this proviso, a system can be realized in which service companies own the batteries and a chain of charging and changing stations, so that a precise cost allocation for the return of the battery for each customer is possible. Customer-specific data can be recorded at the first edition of the vehicle or at the owner change in the data storage of the battery as well as the time usage, the consumed energy and the used charging cycles by own recharges, which the customer has made. As additional security against abuse or theft, in a further embodiment of the invention an additional chip can be attached to the vehicle, which is read out at each changeover stop. Location and time creates a redundant collection and transparency for a billing similar to cell phone charges or credit card debits.

In the current state of the art are thus z. For example, when using lithium-ion polymer batteries for a mid-range vehicle ranges of 200 km at driving performance corresponding to a 100 kW internal combustion engine, with a battery mass of about 300 kg. On a 600 km drive, three battery change stops of about 2 minutes would be required if the vehicle is to be fully loaded again at the destination. A passenger car of conventional design with an internal combustion engine would require a refueling stop in comparison, in which the driver has to get out, refuel, lock the car, checkout, pay, go back to the car, unlock, start and drive off, which usually takes 5 to 10 minutes. The time required with the system according to the invention is thus not higher for the same range, but more comfortable for the driver, since he can remain in the vehicle during the battery change. The vehicle driver has control over an appropriate registration via an on-board data acquisition system, possibly with an advertisement.

The particular advantage of the vehicle according to the invention is of course in the exhaust-free operation. With a pure electric motor drive, which has undisputed advantages anyway due to the higher torques available in city traffic, even long journeys can be covered more comfortably with the same performance and travel time. Another advantage results from the fact that the recharging of the batteries at the service stations can be done at times when the price of electricity is low. If energy consumption is billed as a function of the temporarily current demand in the course of a power exchange, a favorable electricity price based on low consumption can thus be used effectively. This additional power take-off in low-consumption times makes it possibly unnecessary even the existing energy in storage power plants z. B. for pumping water to a higher level, the kinetic energy then has to be converted into electrical energy to use. For the end user, there are no additional costs, since he only has to pay the proportion of the battery, which he has consumed by charging cycles, etc. The overall life of the batteries increases, as each battery is usually burdened by different drivers with different usage profiles, which is cheaper than extreme loads, which occasionally batteries are exposed by unilateral use.

By networking with an on-board navigation system, the driver is automatically shown the cheapest location for the next battery change. The on-board energy and cycle cycle system allows billing to be controlled, providing further redundancy of costing. The replaceable battery is preferably attached in the vehicle floor and accessible from below, as there fast access through an automatic handling system is possible. The vehicle's center of gravity can be set low. In addition, the crash safety can be maximized by an appropriately equipped floor group. This already follows from the fact that complex vehicle superstructures, as required by internal combustion engines and the exhaust system, are avoided from the outset by a stable floor chassis on which the passenger compartment, etc. are arranged. With regard to the vehicle design, this results in greater freedom.

Of course, and as known in principle according to the prior art, the battery can be charged via a regenerative braking, with only a charged battery and a descent with an above-average number of braking operations must be prevented via a controller that a battery overcharge takes place. In normal driving conditions such situations (for lack of alternator) can not occur.

Preferably, the battery change should be done in a battery replacement station by a machine. In the simplest case, the charged batteries are lined up on the floor. After the driver has deposited his deflated battery in a designated location either via the on-board mechanism, the vehicle is moved (either via an emergency generator or passive) to a location where the battery to be picked up is lying on the ground. About an automaton, this battery is now introduced into the existing compartment and locked there and connected, so that the battery replacement takes only a short time. The emptied batteries are led via a transfer line to a charging station, where, possibly at times with a favorable electricity tariff, the recharging is carried out before the batteries are made available for replacement. Alternatively conceivable, however, are also stations in which the driver drives over a floor opening (pit) in which a battery changing machine is installed, which is designed both for the battery removal and for the battery supply. In such constructions, the emergency generator is dispensable for a short-distance movement of the vehicle. On the other hand should be to maintain the on-board voltage for navigation systems, car phone, radio, etc. optionally a voltage during the battery change available.

In principle, mobile battery changing stations are also possible, which can be driven on a truck or a trailer to need places. Similar to breakdown vehicles, such a vehicle can be ordered to avoid a detour to a stationary battery changing station via radio to a motorway parking lot, where the removable battery is provided at the desired time. Such mobile vehicles also suitably have a change machine.

In order to increase the degree of utilization of the respective vehicle battery, the battery and the charging and power electronics are also designed to feed electricity into a pipeline network.

An important and ultimately performance-determining component of the vehicle is the battery, which consists of Li-ion cells, which in turn are combined into one accumulator. The structure of this battery contains on the one hand electronic components that controls the charging and power of the individual cells, on the other hand, the supply lines with which the electrical energy is supplied and removed or combined to the desired voltage values by series connection and finally a mechanical Structure (housing), which gives the whole structure stability.

In addition, this case should allow the dissipation of heat when charging the cells or under high load and also prevent a chain reaction in which by a disruption of a cell, for example by short circuit, the adjacent cells would also be overheated and destroyed. Upon initiation of such a chain reaction, the entire charge energy could be released in a very short time and produce an excess temperature, as a result of which an oxidation process of the lithium is triggered, which is a chemical reaction in addition to the electric Reaction releases more energy. In order to prevent this, the housing is usually divided by partition walls into individual areas, so that the reaction can be localized.

For the electric vehicle according to the invention is now provided to manufacture the battery housing made of a composite material with aramid fibers (Kevlar), so that in a mechanical disturbance from the outside initially no cracks and no collapse of the housing occur, but only a deformation. In addition, a double-walled sandwich construction of a polyamide composite material is provided in order to maximize both the stability and the working absorption of the housing with respect to external loads.

Furthermore, in a particular variant of the space within the housing between the individual cells with a metal fire powder such as sodium chloride or similar. filled so that in case of damage or excess temperature of a cell, the powder melts and the damaged cell airtight insulation.

In a preferred embodiment, a medium in the housing is filled between the cells which prevents oxidation of the lithium, e.g. a noble gas. Alternatively, the box is evacuated so that lack of air also prevents oxidation. In this variant, the box is made of an elastic material, so that the rigidity and working absorption of the crash energy of the box is generated by using the firmly pressed Li cells. The box can then deform without the outer skin ruptures and the exclusion of air by vacuum is maintained.

In order to control the temperature of the battery cells, the interstices between the cells are filled with a material that changes state of aggregation in a specific temperature window, ie melts or solidifies, the resulting enthalpy of melting being used for temperature stabilization (latent heat storage). In a particular design, the desired objectives of the metal firing powder effect, the heat conduction and the latent heat effect are achieved together by a suitable combination of fillers.

Claims

claims

A vehicle powered solely by one or more electric motors and having at least one replaceable and rechargeable battery for powering said electric motors, characterized in that the battery has an integrated data acquisition and storage device which determines the current state of charge and / or the time of the battery last battery change and / or total or since the last battery change charging cycles detected.

2. Vehicle according to claim 1, characterized in that the battery consists of several individual cells with respective outputs, which are automatically connected in series only in case of need, namely in the connected state in the vehicle or in the charging station to a voltage of 300 V. up to 600 V, preferably 500 V to 600 V, to be able to tap.

3. Vehicle according to one of claims 1 or 2, characterized in that the battery or each battery is mounted on the underside of the vehicle, preferably below a designed as a fire wall protection platform and / or between the vehicle axles.

4. Vehicle according to claim 3, characterized in that the battery has a tapered to the top, preferably conical shape, which is insertable into a correspondingly adapted corresponding cavity on the underside of the vehicle from below or from the side, preferably the battery side walls under lighter Compressive stress in the vehicle cavity side walls, so that thereby the vehicle floor stiffness is increased.

5. Vehicle according to claim 3 or 4, characterized by a preferably elastic seal, by the penetration of dirt and / or moisture action and / or contact noise in relative movements of the battery and the battery box prevents each other, but at least minimized.

6. Vehicle according to one of claims 1 to 5, characterized in that an on-board lifting and quick-release device is provided, which is designed for releasing the battery (s), to the storage, recording a new battery and its attachment to the vehicle.

7. Vehicle according to one of claims 1 to 6, characterized in that an in-vehicle data acquisition and storage device is provided with a data input which receives via existing lines or wirelessly transmitted signals, the energy taken in the replaced battery, the usage time and / or any charging cycles and which are read from the data acquisition and storage device of the battery before the exchange or sent from here.

8. Vehicle according to one of claims 1 to 7, characterized in that the battery and the power and charging electronics is also designed for feeding electricity into a pipeline network,

9. Vehicle according to claim 8, characterized by a device with which the current electricity price of the energy supplier for charging the battery and / or to feed back into the network is detected.

10. Vehicle according to claim 9, characterized by a controllable device for setting an upper current price threshold value, when exceeded, power is fed into the network of an energy supplier, and / or for setting a lower electricity price threshold, below which power from the grid to charge the battery is removed.

11. Vehicle according to one of claims 8 to 10, characterized in that taken after delivery of an emergency signal to the battery from the battery power and is fed into a power grid for emergency power of selected power consumers such as hospitals, elevator systems, traffic lights.

12. Vehicle according to claim 9, 10 or 11, characterized in that the electricity fed into the network from the battery and the respective current price of electricity are detected reproducibly in a counter.

13. Vehicle according to one of claims 1 to 12, characterized in that the on-board charging station is connected to a monitoring device which controls the times, the duration and the amount of energy according to adjustable specifications, preferably such that charging operations depending on the actual required or desired Amount of energy, the temporary electricity price or the battery condition to avoid a deep discharge to be controlled.

14. Vehicle according to one of the preceding claims, characterized in that the battery-integrated data acquisition and storage device is connected to a navigation device that sends an automatic route guidance to the destination and / or the nearest battery replacement station in dependence on the available remaining capacity of the battery.

15. Vehicle according to one of the preceding claims, characterized in that the sole drive motor present as an electric motor at least more than 60% of the drive energy, preferably more than 70% of the drive energy to the rear wheels of the vehicle passes and / or that the battery via a regenerative braking is essentially loaded via the front wheels.

16. Vehicle according to one of the preceding claims, characterized in that the regeneration of the battery is controlled by a distance and braking point control, wherein preferably a distance sensor which measures the distance to stationary or moving objects in the direction of travel, and its signals for control or regulation the accelerator pedal return force can be used.

17. Vehicle according to one of the preceding claims, characterized in that adjust depending on the power flow direction via a transmission different ratios when accelerating or braking.

18. Vehicle according to one of the preceding claims, characterized by a second circuit with a further accumulator for supplying energy for a slow movement during battery replacement in a transfer station, which must be traversed for storing the largely discharged battery and for subsequently receiving a new battery.

19. Vehicle according to one of the preceding claims, characterized in that the vehicle has at least one electrical connector and at least one socket for power connection to the battery or the power grid of another vehicle.

20. Vehicle according to one of the preceding claims, characterized in that the battery (s) is mounted / are such that when a pulse is exceeded, for example, caused by a collision with another vehicle, the battery cells separated by existing predetermined breaking points and / / or the battery (s) are disconnected.

21. Vehicle according to one of claims 1 to 20, characterized in that the heating energy necessary for the passenger compartment at least in part from the Waste heat of the electric motor, the battery as well as obtained from braking and made available via a heat exchanger controllable or controllable.

22. Vehicle according to one of claims 1 to 21, characterized in that in the seats Peltier elements are integrated as a control or adjustable heat sink.

23. Vehicle according to one of claims 1 to 22, characterized in that each drive wheel is provided with a separate drive, wherein the drive powers are electronically synchronized, preferably to set optimal traction conditions.

24. Vehicle according to one of claims 1 to 23, characterized by a charging and power electronics with an integrated data acquisition and storage device that detects the current state of charge and fed into the battery amounts of electricity, and by a transmitting device when connected to a power source for recharging a battery emits a coded signal and continuously or after completion of the charging process sends signals concerning the withdrawn amount of electrical power.

25. Vehicle according to claim 24, characterized in that the coded signal contains an individual identification number.

26. Vehicle according to claim 24 or 25, characterized in that the charging current is regulated by an integrated control device.

27. Vehicle according to one of claims 24 to 26, characterized in that the entire signals are fed into the socket (socket) of the power source for recharging or delivered wirelessly.

28. Vehicle according to one of claims 24 to 27, characterized in that the charging current is switched off in the absence of an input acknowledgment signal or when exceeding a controllable by the control means threshold value.

29. Vehicle according to one of claims 24 to 28, characterized in that the electricity customer gets his personal electricity tariff calculated at each removal after his identification.

30. Vehicle according to one of claims 24 to 29, characterized in that in addition to the code of the vehicle and / or the battery a code of the customer is entered and transmitted.

31. Vehicle according to one of claims 24 to 30, characterized in that a redundancy for security of the billing is generated by the affiliation between the battery code and / or vehicle code and / or driver code is checked.

32. Vehicle according to one of claims 24 to 31, characterized in that the storage device comprises an integrated electricity meter in the vehicle.

33. Vehicle according to claim 32, characterized in that the electricity meter is calibrated and sealed.

34. Vehicle according to one of claims 32 or 33, characterized in that the electricity meter is equipped with an input device for the kWh price at the time of charging.

35. Vehicle according to claim 32 to 34, characterized in that the electricity meter has a printer to the recorded charge data, in particular To be able to print out the amount of electricity fed into the battery and the charging times.

36. Vehicle according to one of Ansprüchel to 6, 20 or 21, characterized in that the housing of the battery cells of fibrous or sheet-shaped aromatic polyamide (polyaramide, Kevlar) and is divided into individual areas, the chain reactions between the individual Li in case of failure Prevent cells.

37. Vehicle according to claim 36, characterized in that the housing walls are double-walled and / or executed in a sandwich construction, preferably with interspaces arranged metal fire powder such as alkali chlorides.

38. Vehicle according to one of claims 36 or 37, characterized in that the Gehäuseleerräume filled with a noble gas, evacuated and / or provided with an elastic outer wall.

39. Vehicle according to one of claims 36 to 38, characterized in that the housing is filled with a latent heat material to control the battery temperature, wherein the latent heat material is preferably used simultaneously as a metal fire powder.