WO2010060720A2 - Procédé de charge automatique de véhicules entièrement ou partiellement électriques et système pour établir un contact de charge - Google Patents

Procédé de charge automatique de véhicules entièrement ou partiellement électriques et système pour établir un contact de charge Download PDF

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Publication number
WO2010060720A2
WO2010060720A2 PCT/EP2009/064267 EP2009064267W WO2010060720A2 WO 2010060720 A2 WO2010060720 A2 WO 2010060720A2 EP 2009064267 W EP2009064267 W EP 2009064267W WO 2010060720 A2 WO2010060720 A2 WO 2010060720A2
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WO
WIPO (PCT)
Prior art keywords
charging
vehicle
loading
contact
location
Prior art date
Application number
PCT/EP2009/064267
Other languages
German (de)
English (en)
Other versions
WO2010060720A3 (fr
Inventor
Andreas Stopp
Original Assignee
Andreas Stopp
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
Priority claimed from DE102008055881A external-priority patent/DE102008055881A1/de
Priority claimed from DE202009000259U external-priority patent/DE202009000259U1/de
Application filed by Andreas Stopp filed Critical Andreas Stopp
Priority to EP09756275A priority Critical patent/EP2349774A2/fr
Publication of WO2010060720A2 publication Critical patent/WO2010060720A2/fr
Publication of WO2010060720A3 publication Critical patent/WO2010060720A3/fr

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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
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    • 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
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • 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
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the invention relates to a method for the automatic charging of fully or partially electrically operated vehicles by means of autonomous vehicle movement and an automated charging process, and associated devices and arrangements for charging a power storage of electrically operated road vehicles.
  • the share of fully or partially electrically powered vehicles in the total number of vehicles will increase.
  • a crucial task is efficient and convenient battery charging.
  • the battery charging requires residence times / charging times by manually connecting the vehicle to an external power source at certain charging locations.
  • the charging contact between the charging station and the vehicle is made by manually plugged cable connection.
  • electric vehicles usually have sockets on the vehicle, comparable to the usual filler neck of vehicles. The driver manually connects the vehicle sockets by cable to the power sockets or fixed power cables at the charging locations.
  • the cables for the normal shop overnight at the place of residence or during the day at the place of work differ from the cables and connections for fast loading while resting on motorways with correspondingly high required current protection.
  • the presence of people is required to initiate the charging process and perform. This leads to the fact that the charging process can be complicated and cost-intensive.
  • the invention has for its object to mitigate or avoid one or more disadvantages of the prior art.
  • the object is achieved on the procedural side by providing a method for the automatic charging of fully or partially electrically operated vehicles, characterized in that: a) a vehicle is used, which is equipped with: i) sensors for environmental detection, navigation and collision avoidance; ii) a vehicle controller for self-propelled driving of the vehicle; iii) a charging system for electrically charging the vehicle and vi) at least one charging contact operatively connectable to at least one charging contact of the charging station at the charging location; b) a loading location is used, which is equipped with at least one charging station, which has at least one charging contact, which is designed to be functionally connectable to a charging contact of a vehicle to be charged; c) the vehicle starts at any starting point in a transfer area; d) the vehicle automatically controls a selected loading location; e) there is a charging contact at the selected charging location between the vehicle and the charging station of the charging location; f) the vehicle leaves the loading location on its own and moves to a selected takeover area.
  • the object is achieved by providing an arrangement for producing a charging contact of fully or partially electrically operated road vehicles, comprising a) an electrical contact, which is functionally connected to a power storage device of a road vehicle; b) an electrical contact operatively connected to an external power source; c) a leading guide, which is formed such that the two electrical contacts are at least laterally aligned with each other, so that it is directed to a
  • a positioning aid for the road vehicle which is designed such that the road vehicle is fixable in a direction of travel, wherein the two electrical contacts are so functionally interconnected by entering the fixed position, that a charging contact is formed and the power storage of the road vehicle on the external power source can be charged.
  • the fully or partially electrically operated vehicles for example road vehicles, include modern vehicle and drive technologies, such as pure electric vehicles and all hybrid variants, which operate with power stores, batteries, accumulators of appropriate capacity and drive at least temporarily or in parallel. These may be, for example, cars, vans, trucks, commercial vehicles and / or buses.
  • the vehicles have sensors for environmental detection, in particular for determining their own position. Furthermore, the vehicles have sensors for autonomous vehicle navigation, which allow an autonomous self-controlled driving of the vehicle, as well as sensors for distance and free space measurement, which are used for collision avoidance.
  • sensors for autonomous vehicle navigation which allow an autonomous self-controlled driving of the vehicle, as well as sensors for distance and free space measurement, which are used for collision avoidance.
  • camera and laser-based measuring principles supported by in-vehicle odometry methods in the outdoor and indoor area, can be used, and in the outdoor area additionally supported by satellite-based position determination. Corresponding technologies are known to the person skilled in the art.
  • the vehicles have a vehicle control which allows an autonomous, self-controlled movement of the vehicle.
  • vehicle control systems are already known to the person skilled in the art and are described by way of example in DE 102005029336 A1.
  • the vehicles have a charging system for electrically charging the respective vehicle's own storage system.
  • This charging system is functionally connected to charging contacts, which are arranged on the vehicle so that the charging contacts are accessible.
  • the charging contacts are formed so that they can be functionally connected to at least one charging contact of the charging station at the charging location and there is a charging contact, which allows the loading of the on-board storage system.
  • a charging location which is equipped with at least one charging station, which has at least one charging contact, which is designed to be functionally connectable to a charging contact of a vehicle to be charged.
  • the charging contacts are designed in such a way that a charging contact is made, which allows charging the vehicle's own storage system.
  • the thereby coming charging contact between charging station and vehicle can be designed galvanic or inductive.
  • the charging contact at the charging location can be formed in a punctiform manner at a location or linearly along a travel path or travel path section.
  • the charging contact between vehicle and charging station can be made automatically or on instruction after reaching the charging station.
  • the charging contact can be released automatically after the charging process or on instructions.
  • the charging contact between the vehicle and the charging station can be produced by automatically extending the charging contacts of the vehicle during and / or after reaching the charging station and connecting them functionally to the charging contacts of the charging station.
  • the charging contact with the vehicle can also be produced automatically by sensorically controlled robotic contacting on the part of the charging station, wherein the charging contact of the vehicle is detected by sensors and the kinematics for contacting is controlled accordingly.
  • the loading location may be designed to have one or more loading or waiting lines.
  • Several vehicles can be accommodated on a loading or waiting line.
  • the loading line or waiting line is designed so that it has a starting position and an end position, the self-controlled vehicle annd the starting position, then autonomously self-controlled up to the front vehicle to a first minimum distance and then each up as long as the sensory distance to the front vehicle until the End position of the line is reached.
  • the vehicle can start at an arbitrary starting point in a transfer area.
  • a transfer area can be any area that is situated in such a way to the loading location used that the vehicle to be loaded can reach the selected loading location with autonomous, self-controlled travel from the transfer area.
  • the transfer area is thus a virtually defined area that can vary and may depend, for example, on the vehicle type and / or state of charge.
  • the transfer area is the area where the driver stops the vehicle before charging is initiated.
  • the driver can leave the vehicle. There, the driver gives the direct control of the vehicle.
  • the transfer area is not loading location at the same time.
  • the vehicle now steers autonomously and self-controlled to a selected loading location.
  • Systems that allow such self-propelled travel of a vehicle from a viewpoint to a particular destination using the given road and road conditions and avoiding collisions and safety hazards are known to those skilled in the art.
  • sensors of the vehicle are used.
  • the selection of a loading location which is approached by the vehicle self-controlled according to definable criteria.
  • the charging location is preferably determined in accordance with the charging requirement, the defined dwell time and / or the vehicle parameters. Arrived at the charging location, the vehicle moves self-controlled in a loading position relative to the charging station of the charging location, so that a charging contact is formed. At the selected charging location there is a charging contact between the vehicle and the charging station of the charging location.
  • a charging contact can be formed for example by driving or starting from the automatic movement out.
  • the contact can be made for automated conductive or inductive charging of the vehicle by the vehicle, for example by driving on contacts or by extending contacts on the floor of the vehicle in the direction of the floor surface to secure punctiform or linear formed safe konduk- tive or inductive Power supply facilities of the charging stations and their surcharge for loading.
  • the production of the contact for automated conductive or inductive charging of the vehicle is carried out by control commands of the charging station in which a robotic device on the charging station, the connector or the contact location sensory determined and the contact by mechanical movement conductively or inductively produces and according to instruction of the control accordingly solves. With this solution structurally different charging contacts and different contact locations can be handled.
  • Upon instruction of the vehicle control takes place after the charging process, the shutdown and the release of the conductive or inductive contacts of the charging station.
  • the charging contact may be, for example, for a predetermined or indefinite period or on demand.
  • a takeover area can be any area that is located at the loading location used in such a way that the loaded vehicle can reach the selected takeover area in the case of autonomous, self-controlled travel.
  • the basically selectable transfer area is thus a virtually defined area which can vary and may depend, for example, on the type of vehicle and / or state of charge.
  • the takeover area is the area which the driver specifies in order to receive the vehicle again.
  • the transfer area is preferably not the same loading location.
  • the driver can board the vehicle again. There, the driver regains direct control over the vehicle.
  • the vehicle can independently leave the loading location and start a selected transfer area.
  • the method according to the invention can be configured such that either the transfer area or the transfer area or both the transfer area and the transfer area are not loading location at the same time.
  • the charging location and the vehicle used may each have a communication interface that allows preferably direct communication and preferably direct data exchange between the vehicle and the charging location, wherein the communication may be radio, mobile, optical, cable, RFID or the like.
  • the communication interface of the vehicle and the charging location can be configured such that communication with different charging locations and / or with different vehicles is possible.
  • the loading location may have a loading location system and / or the vehicle used may comprise a loading assistance system.
  • the power storage of the vehicle with consent and within the requirements of each current order can also be used as a power buffer of network energy by a Ladeortsystem according to the current availability decides when and how long when existing charging or network contact down or uploaded to the respective vehicle, ie whether electricity is taken from the grid or fed into the grid. The execution takes place over the vehicle charge control.
  • the present invention also relates to a location system, comprising: a) a transmitting and receiving unit allowing communication with a charging assistance system according to the invention; b) a storage unit; and c) an arithmetic unit that recognizes incoming data of a charging assistance system, charges and outputs a result that may consist in data that is returned to the charging assistance system or transmitted to a charging station.
  • the charging system according to the invention may additionally comprise a guidance control which can functionally communicate with a vehicle control for the self-controlled driving of a vehicle to be loaded in such a way that the vehicle is guided to a selected charging location.
  • a loading location can also consist of one or more loading lines.
  • linear charging stations charging lines in sections or continuously from transfer points to takeover locations are available at loading locations.
  • Charging lines can be punctiform or linear charging contacts.
  • a vehicle can stop on a loading line and load while standing, eg for the advantageous procedure according to the invention: moving up to the fore vehicle, stopping, lowering the charging contacts, switching on, charging, switching off, lifting the charging contacts, driving on, etc. This automated process is both at fixed punctiform charging contacts as well as any virtual loading positions on loading lines usable.
  • the automated charging of fully or partially electrically powered vehicles can also be carried out while driving, wherein the vehicle is automatically guided while driving from a transfer area in the vicinity of a loading location to the appropriate loading line by precise sensor-controlled navigation, i. automatically engages on the loading line and autonomously precisely guides and loads it autonomously along the loading line at a controlled speed using sensor-controlled guidance along the load line and tracks it after loading or at the end of the loading line
  • Transfer area is taken over by the driver while driving again.
  • the loading may be carried out on loading lines along designated road sections, e.g. in urban areas, e.g. for the delivery, bus or loading locations for the quiescent traffic on connecting roads, access roads in slow speed, on suitable roads, also on depots, factories, logistics yards, etc. done.
  • designated road sections e.g. in urban areas, e.g. for the delivery, bus or loading locations for the quiescent traffic on connecting roads, access roads in slow speed, on suitable roads, also on depots, factories, logistics yards, etc. done.
  • Loading while driving may take place on suitable road / motorway / loading lanes equipped with appropriate charging infrastructure and on which the vehicles can be automated by means of automated, reliable lane guidance with a nominal travel / loading
  • the invention also relates to a charging assistance system comprising: a) a transmitting and receiving unit allowing communication with a charging site system according to the invention; b) a display unit on which the user data is visually and / or acoustically displayed; c) an input unit with which the user can enter data into the charging assistance system; d) an arithmetic unit which selects loading locations taking into account predefinable parameters.
  • the charging assistance system according to the invention may be characterized in that a specification can be set via the input unit, in particular a time specification for which the vehicle is to be at a specified pickup location and / or a range specification which is at least achievable after the charging process has been completed.
  • the charging assistance system according to the invention can be configured in such a way that vehicle parameters, in particular vehicle dimensions, type, charging contact type, state of charge and / or desired residence time can be communicated to a charging location system.
  • the charging assistance system offers the option of "transfer" to the driver during the journey in the transfer area of existing loading points, lines, if desired or measured loading demand, which the driver can then confirm Charging line, loading lane, eg a position on the loading lane itself, whereby the start of the loading location, the loading lane, is signaled to the driver or, for example, the vehicle is in the fast lane of a loading lane with loading line from which it is autonomously self-controlled after transfer from the movement
  • the vehicle is then advanced to loading by the vehicle control through precise sensor-controlled navigation and with a nominal cruising speed for charging and regulated charging contact production at the intended guideline speed until handover hrt, preferably from the beginning to the end of a load line of a road section or of the time of a driver's decision to handover to a load line of a road section until the decision of the operator to acquire.
  • the driver At the end of loading lines the driver is signaled the end of the loading line and the takeover is offered.
  • the takeover area is then the automatic tracking at top speed after the end of the loading line, on which the vehicle is automatically continued until it is taken over by the driver. If the driver does not take over the vehicle and leaves the vehicle, the vehicle will continue to be automatically tracked, possibly to the next loading lane section with loading line and then preferably with automated transfer.
  • the loading assistance system includes the exact coordinates of the loading locations, loading lines, beginning and end of the current or next loading line, as well as the coordinates of the waypoints, the loading direction speed, local feed data and the environment characteristics for precise vehicle localization within the meaning of the invention as world model data (from the loading location system and / or Ladeassistenzsystem) as target data available. From their comparison with the constantly sensory determined position data from the environment characteristics and the vehicle data as actual data and in knowledge of the own driving geometry is the Steering angle control and the speed control of the vehicle calculated and given to the vehicle control for precise navigation and tracking.
  • the invention also relates to a charging system comprising a charging system according to the invention and a vehicle-side charging assistance system according to the invention, which are so functionally coordinated with each other that preferably direct communication between a charging point system and a charging assistance system is possible.
  • the invention also relates to a vehicle with a complete or partial electric drive, comprising a charging assistance system according to the invention.
  • the invention also relates to a charging location which is equipped with at least one charging station, which has at least one charging contact, which is designed to be functionally connectable to a charging contact of a vehicle to be charged and which is an inventive
  • the vehicle in the transfer area of a loading location can communicate the charging requirement, the state of charge and the vehicle / charging parameters to the charging point system via the charging assistance system.
  • the loading location system or the charging assistance system can accordingly determine a suitable charging station.
  • the Ladeort- system can then, according to the selection of the loading location, communicate the navigation data to the vehicle, as a prerequisite for autonomous startup of the charging station.
  • the driver may agree to the handover of the vehicle control to the guidance control of the location system, preferably by closing the vehicle.
  • the loading location system then takes over the control of the vehicle and the vehicle is thereby in the autonomous mode.
  • the vehicle can then travel autonomously from the vehicle controller to the charging station determined by the charging system for the vehicle, taking into account the specifications of the pilot control. After loading or after expiry of the dwell time or after a call or at the direction of the control system, the vehicle autonomously leaves the charging station and drives independently to the desired takeover area of the loading location. With takeover by the driver in the transfer area, the loading location system via the main control system exits control of the vehicle control and the vehicle leaves the autonomous mode.
  • the driver can notify the loading location system of a planned, estimated, and / or desired dwell time and / or a planned time of transfer before or during the transfer.
  • the loading site system can cost-effectively optimize the loading process.
  • the loading location system can select a suitable charging station or else a waiting station or a maneuvering or moving of the vehicle via the guidance control on the basis of the charging requirement, the requirements, the time conditions and / or the vehicle parameters and charging parameters and optimize the charging process in accordance with the task.
  • the driver may at any time conduct a dialogue with the charging point system, preferably via a charging assistance system of the vehicle charging system and / or directly or indirectly, for example via a terminal or a dialogue interface in the vicinity of the charging location or via mobile terminals from any distance to the charging location.
  • the driver can query at any time at least the current state of charge or the range available with it via the charging system or directly from the charging assistance system.
  • the driver can influence and / or change the dwell time or takeover time at any time via communication with the loading location system and indirectly with the charging assistance system.
  • the loading location system can set the loading process for it and, in particular in case of immediate early recall of the vehicle, inform the driver about the consequences, for example about the current state of charge and the current range available therewith.
  • the communication interface and communication protocol of the charging system between the cargo location system and the vehicle's charging system may be designed to be location independent, that is, the instructions, data exchange, and / or commands of the location system are clearly understood by each vehicle.
  • the location information transmitted for each vehicle is understandable for the purpose of being able to unambiguously determine its own vehicle position at any time, to be able to communicate with the location system and to use it for automatic navigation.
  • the driver can then hand over the vehicle control to the loading location system and its master control in authorized manner, so that then the communication and / or any data exchange between the vehicle controller and the loading location system is authorized.
  • the charging contact can automatically be made to charge the battery of the vehicle, by the vehicle charging system and / or by the charging system or on the instructions thereof.
  • the charging contact can be released automatically after loading.
  • the charging contact can be galvanic or inductive.
  • the vehicle can be measured for safety by taking over the loading location system, in order to determine if necessary differences of the current dimensions with the communicated vehicle parameters. It can be determined sensory, whether Persons, living beings or dangerous goods, as far as they can be detected by sensory means, in or on the vehicle.
  • the vehicle control system has access to the steering, braking, and accelerator actuators, the so-called drive-by-wire technology required for autonomy and assistance functions.
  • the vehicle control is used inter alia. for infrastructure planning, control of driving behavior.
  • the vehicle charging system is used inter alia. for controlling the charging, as well as for controlling the charging contacts.
  • the vehicles are also equipped with a communication system with transmitting and receiving unit for preferably direct communication with the Ladeortsystem.
  • a charging assistance system serves as a man-machine interface in the vehicle for dialogue with the driver, in particular the interactive display of the vehicle and charge status, the respective range, as well as the navigation information and the dialogue with the loading location system.
  • the charging locations with charging point system comprise at least one charging station and can have charging areas with the arrangements of charging stations and / or charging lines adapted to the respective local conditions.
  • the charging assistance system informs the driver in the vehicle about the state of charge and the remaining range of the vehicle.
  • the driver can be reached with available charging locations with available free charging stations along the route.
  • the driver decides which charging location to charge the power storage unit he would like to select and then receives the navigation information with which he is guided to a transfer area of the selected charging location.
  • Facilities with loading locations such as rest areas, shopping centers, etc., can provide their position data and loading location data, the map data of the navigation systems.
  • the driver can, in dialogue with the charging assistance system of the vehicle for optimized charging, determine the estimated length of stay or the desired takeover time, the minimum range to be loaded and / or the desired charging mode.
  • the requirements are communicated to the loading system by the charging system of the vehicle charging system.
  • the site system sends a confirmation / offer as a response.
  • the offer can be used as a reservation of the charging station at the place of loading.
  • the driver confirms the offer and thus selects the autonomous mode.
  • the autonomy mode starts after getting off in the transfer area with the locking of the vehicle.
  • the autonomy starts in the transfer area (entrance with driver - arrival of the loading location driverless, autonomous) and ends in the takeover area (approach from the loading point driverless autonomous - exit with driver).
  • the loading location system sends autonomous driving guidance instructions to the assigned charging station and the required navigation data to the vehicle.
  • Lead control is the high-level control, the mission control.
  • the vehicle autonomously starts along a planned route / T theory with autonomous control and autonomous collision avoidance in the direction of charging station, either directly to the specified charging station or via predetermined intermediate stations, possibly with implementation and after charging, if necessary via waiting position or holding pattern.
  • the vehicle autonomously arrives at the desired takeover area. Opening the vehicle with the key / key / driver identifies the autonomous mode. The driver takes over the loaded vehicle.
  • the optimization of the charging process depends on the degree of expansion of the charging location infrastructure, the functionality and number of available charging stations and the demand, i. the associated best possible coordination of the needs of all vehicles at the place of loading.
  • the optimization in the interest of the customer then provides a quality feature and a
  • Request changes of the desired takeover time are possible at any time via remote call or directly on site via mobile telephony, and / or via the Internet or via service terminals. These changes may lead to changes in the charging process, according to the remaining dwell time or the available remaining charging time and lead to the calculation of the consequences of the changes in the expected state of charge and the expected range with a corresponding message to the driver in the dialog with a request for confirmation , As a rule, the goal remains that a full load and thus maximum range is available at the time of takeover.
  • the driver Upon handover, the driver receives the authorized communication access to the charging point system for the purpose of querying the state of charge and range and, if desired, further operating and charging data of the own vehicle, for changes or call of the vehicle.
  • the loading site system receives the communication access to the mobile terminal of the user for optional completion notification of the loading process.
  • the driver can specify a desired new takeover time, as far as this is feasible.
  • the driver is notified of the earliest possible time of takeover, ie the time is calculated which the vehicle may need to shut down, undock and return to the takeover area, and from this the driver is calculated the time of arrival in the takeover area.
  • the driver may also change to load at the earliest possible time a desired range (possibly with appropriate reserve), for example 100 km plus 10%, whereupon the charging system will, if necessary, schedule a fast charge for the differential charge and the driver the earliest possible takeover time calculated. If the driver accepts, the site system changes the procedure accordingly.
  • a desired range possibly with appropriate reserve
  • the design of the charging contacts may differ structurally.
  • a standard for charging systems is desirable but not yet available. Differences result from different functionalities such as fast charging with heavy current, normal charging with household electricity, from different standards, manufacturer standard, constructive arrangements / designs on the vehicle.
  • Different charging contacts on vehicles can be treated on the one hand by universal charging stations or by the assignment of specialized charging stations by the charging point system. With the automated solution according to the invention, this problem remains invisible to the driver.
  • Heterogeneous charging systems can be integrated by the charging system. In exceptional cases, specialization stations with service personnel may also be useful for handling special cases and incidents.
  • the power storage of the vehicle can be used with consent and in the context of the requirements of the current current order as a cache of network energy by the control of the charging point system according to power availability decides when existing charging or network contact, when and how long for the respective vehicle down or uploaded, ie whether electricity is taken from the grid or fed into the grid. The execution takes place over the vehicle charge control.
  • a waiting line in the transfer area preferably has a larger automated organized vehicle distance to facilitate the manual shearing of the vehicle after being taken over by the driver.
  • the automated provision of the vehicle for pick-up by the driver, the pick-up in the desired time window for example, by autonomously moving up the vehicles in a transfer line or loop in the transfer area with a distance of the vehicles comfortable bypassing, boarding, loading and ultimately manual Ausscheren facilitates the vehicle for the driver.
  • the released gap becomes from the still waiting vehicles by autonomously moving up with this distance, again closed.
  • long-waiting vehicles may possibly be made a query to the user and, if necessary, a retraction of the vehicle in the holding pattern. In this case, a reset or react, for example, take place in a circular loop of the vehicle.
  • the opening of the vehicle by the driver to take over from the autonomous mode only in the designated takeover area and in the presence of the authorized driver without access by third parties usually leave only when the vehicle is opened by the driver of the autonomous mode and in the manual mode is transferred.
  • the driver climbs in, loads the vehicle if necessary and leaves the transfer loop in driver-controlled mode, the vehicles provided move up automatically.
  • the uniform communication interface is independent of charging location, freely expandable in its command language with basic commands and understandable for each vehicle, eg drive to location A; Drive to line B; Establish / release charging contact, etc.
  • the entire cargo logistics remain hidden from the driver.
  • the driver-side interfaces and behavior routines remain the same.
  • Premature picking up in blockwise dense arrangement takes place automatically by autonomous conversion of the vehicles eg by means of a maneuvering loop, comparable to a ring buffer.
  • the vehicle in the first position of the line in question drives the loop and drives close to the last vehicle, the other vehicles follow until the desired vehicle has arrived in the first position of the loading line and can leave them.
  • the following vehicles move up and continue charging.
  • An example arrangement as a block with maneuvering loop (s) for the autonomous resorting of the vehicles is shown in FIG. This solution offers high flexibility and efficiency and can be expanded as required.
  • the vehicles are logistically pre-sorted by the loading location system according to the loading order and the planned takeover time.
  • the functional and constructive design of the charging contacts of the respective vehicle requires the choice of the right charging station through the charging point system.
  • the invention also allows for variable organization by the loading location system in that a fully loaded vehicle can also be converted to a place without a charging station, if required, i.e., a full load vehicle. there does not necessarily have to be excess capacity at charging stations.
  • a vehicle for an urgent fast charge is prioritized charged at the corresponding higher normal rate.
  • a vehicle that has been stationary for a longer period of time can be charged at a reduced cost (more cost-effective), possibly at charging stations located further away in space or at other charging locations.
  • decentralized transfer / takeover locations may be distributed as needed near loading locations, e.g. distributed access to shopping centers, i. the place of delivery may be different from the place of takeover, or it may be subsequently changed by the user if the service is offered by the loading system and then organized by the loading site system and the control center.
  • fast full loads of the power storage are usually desirable on the move, often in locations unfamiliar or unknown to the driver, e.g. at motorway service stations, motorways on motorways or highways, also parking garages in cities.
  • the quick charges are required for long distance travel of pure electric vehicles or desirable and ecologically sensible in hybrid vehicles.
  • Fast loading at a service area then takes place, for example, during a driver's break.
  • the driverless autonomous operation of the vehicle then counts not as driving time but as a rest period of the driver.
  • Preferred loading locations are located at or near car parks and / or penthouses, at places of residence, at work places, in inner cities, at shopping centers, restaurants, sports facilities, leisure facilities, tourist or cultural facilities, park & ride facilities, at public Means of public transport etc.
  • the inventive solution allows a uniform, variable and scalable use, can be installed in an individual private area advantageously a minimal loading system, which optionally manages several private charging stations.
  • the private loading point system can also be taken over by the vehicle loading system, if it is, for example, the "home loading place" and the map information of the loading location is stored in the vehicle loading system.
  • the map information is activated.
  • the trajectory to the charging station is calculated, for example, from the transfer area in front of the front door and approached autonomously.
  • the map information can also be stored in the private area with the vehicle sensor system once in the initial manual operation by driving the route from the usual transfer location to the selected loading location (transfer transfer area to loading location and charging stations).
  • the trajectory / the route is calculated on the basis of the map information and the sensory determined current situation, optimized and sensory monitored autonomously driven.
  • This also includes loading sites with multiple heterogeneous "densely packed” charging stations, whereby the spatially separate transfer / takeover areas can be in front of the house door, the lift, in multi garages, underground car parks, etc.
  • the driver drives to his front door, gets out, closes the vehicle door, the vehicle drives autonomously to the place of loading (garage, carport, underground car park, etc.) and charges the vehicle battery overnight.
  • the driver calls or orders the vehicle at the desired time at the front door, the vehicle docks in time at the charging station, drives autonomously in front of the front door, the driver opens the vehicle door and takes over the vehicle.
  • the map information also does not necessarily have to be completely transmitted each time. Changes can then be communicated as an update.
  • the invention is also suitable for an automated car rental or car sharing service of fully or partially electrically operated vehicles as a simplified and convenient interface between public and private transport, including vehicle order (place, transfer area and time) via mobile devices, provision of fully charged electric vehicles in the desired takeover area at exits directly in front of hotels, train stations, airports, etc. and ultimately after individual use return in a transfer area also directly in front of the entrances of the desired destinations without additional shuttle -Service. Then automated startup of a loading location and preparation for the next user. Waiting at charging station possibly also as a current buffer.
  • the loading site system can incorporate the preparation of the vehicle into the automated process, in particular the regular or sensory washing processes, robotic cleaning, automated optical and vehicle inspection.
  • the method according to the invention can be used in urban freight traffic with fully or partially electrically operated vehicles.
  • distribution centers and logistics centers or in customers with multiple loading ramps, the combination of loading and unloading stations and ramps with charging stations makes sense, whereby the start-up of these stations is likewise automated in the same way.
  • the inventive method also provides the flexibility to include equipped with conveyor automated or semi-automated parking facilities / car parks as loading areas of a loading location especially in the inner city area, this involvement is hidden from the user and thus just the previous shortcomings of this automated parking garage technology are eliminated, especially the With the inclusion in the automated solution according to the invention, on the one hand, the above-mentioned deficiencies of such systems are eliminated, on the other hand, upgrading takes place as loading locations in the sense of the invention.
  • the time throughput for the user is improved and waiting times are avoided.
  • the integration is carried out by the master control, preferably with a planned longer shutdown time.
  • charging contacts for automated contacting with the power supply are then provided at the parking spaces.
  • the relevant process sequence eg: control of the conveyor system
  • the relevant process sequence is integrated into the overall process by the control system. For the driver, the entire loading organization is invisible.
  • This variant is particularly advantageous if transfer takeover areas of the loading locations are placed directly in front of the entries / exits of the respective destinations, e.g. before home, hotel, company entrance etc. and thereby at least a short-term autonomous drive in the public up to the entrance into the loading areas and after the loading takes place back.
  • a larger free space around the vehicle is secured in the transfer takeover area than in the space-saving organized loading areas. This also facilitates getting in and out as well as loading and unloading.
  • the driver drives in public transport to his entrance (underground car park, parking garage, vehicle lift, etc.), at his place of residence, place of work, hotel / motel, CarSharing place, car rental service, etc. These are in particular places where personal, private or vehicle assigned charging stations exist and where entry and exit, loading and unloading can be done easily and safely.
  • the entrance is here also the transfer area.
  • the driver starts, for example by driver ID, the autonomous mode. In this case, not by closing the empty vehicle from the outside, but by a command from the driver from the inside. The driver and possibly other passengers remain in the vehicle.
  • the autonomous mode takes control of the vehicle and integrates further automated processes in the autonomous approach, for example opening the gates, barriers, the barrier, call lift, select destination floor, etc.
  • the vehicle navigates autonomously to the charging station, docks , the contacts are closed and the loading is released on the contact side.
  • the driver starts the charging process from his charging assistance system in the vehicle, if necessary with desired specifications or with his remote control or a mobile terminal from the inside or outside.
  • the network connection is made to charge and charged according to specification or program, the battery or vice versa fed power from the battery into the network.
  • An immobilizer may be activated while charging.
  • One or more doors can be opened and closed during the charging process, for example for independent loading and unloading, as well as for getting in and out.
  • the vehicle can be loaded, for example, in peace before the departure time and parallel to the battery charge to take place immediately before take-off.
  • the solution is advantageous for all users whose charging stations are also exit / entry and / or loading and unloading in protected, secure, roofed areas, but are difficult and uncomfortable to approach manually. It is particularly advantageous for elderly and / or disabled people and if e.g. the parking space for loading (the charging station) is on the same level as the apartment or directly next to or in the apartment.
  • the automated process can be designed so that an intermediate stop is used, ie. autonomous drive with driver from the transfer area (entrance) to the exit and unloading point, autonomous onward journey without driver to the charging station and docking with automated loading, call after loading and autonomous driving without driver to the entry and loading point, autonomous onward journey with driver up to the takeover area (Exit) and assumption of responsibility by the driver.
  • an intermediate stop ie. autonomous drive with driver from the transfer area (entrance) to the exit and unloading point, autonomous onward journey without driver to the charging station and docking with automated loading, call after loading and autonomous driving without driver to the entry and loading point, autonomous onward journey with driver up to the takeover area (Exit) and assumption of responsibility by the driver.
  • the autonomous function according to the invention eliminates the need for the driver to regularly search for a free and suitable charging station with corresponding driving and pedestrian paths and the risk of docking at charging stations, especially in the case of space-saving, dense arrangements of charging stations
  • An important advantage in this context is the avoidance of damage by the automated solution according to the invention, in contrast to the constant "manual" approach of charging stations (parking) in narrow Parking garages either with self-caused damage or with damage in conflict with other road users to vehicles, persons or the infrastructure. This will especially benefit older road users, who are particularly dependent on mobility and who are virtually predestined as users of electrically powered vehicles.
  • the inventive arrangement comprises a contact set for e-vehicles, in particular a convenient, inexpensive, retrofittable solution especially for the private sector, a lightweight vehicle-side contact set for mounting on the vehicle, and a compact contact sets on the Charging station for mounting, for example, in the garage.
  • a charging contact between an electrical contact, which is operatively connected to a power storage of a road vehicle and an electrical contact, which is operatively connected to an external power source made.
  • the term contact is to be understood as meaning an arrangement of electrically conductive materials which, when two such matched contacts are connected, allow a current flow from one contact to another contact, which is suitable for charging a current memory which is functionally connected to one of the contacts provided by a power source operatively connected to the other of the contacts.
  • a contact according to the invention may comprise a plus pole and a minus pole for direct current or poles for alternating or three-phase current and possibly further conductive connections or also an inductive contact.
  • the electrical contacts of the road vehicle and the external power source are designed so that when forming a charging contact, an electrically conductive connection is formed between the power storage of the road vehicle and the external power source.
  • These can be galvanic or inductive contacts.
  • the contacts may be designed, for example, as plates, loops, plugs or in any other way that allow the formation of a stable charging contact.
  • the two contacts are matched to one another such that they are in a kind of key-lock relationship, knife-sheath relationship or male-female relationship. They can also be comb-like and / or knife-shaped coordinated.
  • a charging contact between the two contacts can be made for example by that the contacts enter each other, drive towards each other and / or pressed against each other.
  • the force necessary to form a charging contact can be provided, for example, by the movement of the approach of the road vehicle into the positioning aid or directly or indirectly by the vehicle weight.
  • at least one contact is brought into a position only by a triggering event, in which the contact is available for the formation of a charging contact.
  • a triggering event may be, for example, the movement of the approach of the road vehicle into the positioning aid or directly or indirectly the vehicle weight.
  • the contacts can be pressed or extended and pressed or extended for retraction or swung out.
  • the contacts of the road vehicle can be mounted on the vehicle floor and a charging contact can be formed by driving on ground contacts or by retracting / pressing of resilient contact connections.
  • the contacts of the road vehicle can also be mounted forward / frontward, laterally / laterally or backwards / backward on the vehicle in the direction of travel, and a charging contact can be formed by retracting / pressing on resilient contact connections.
  • the electrical contacts can be designed such that the contacts retract into one another by the movement of the approach of the road vehicle into the positioning aid and / or ascend one another to establish a charging contact.
  • At least one of the contacts may be resiliently supported, so that a force exceeding a force necessary to form a charging contact can be absorbed and not increased Damage to the inventive arrangement leads.
  • Suitable resilient bearings are known in the art.
  • the inventive arrangement has a leading guide, which is designed such that the two electrical contacts are at least laterally aligned with each other, so that it can come to a directed contact between the two contacts.
  • the leading guide is positioned in the arrangement such that upon entry of the road vehicle in the positioning aid, the two contacts automatically, without manual adjustment, aligned such that a charging contact can be successfully formed.
  • the leading guide may comprise a protruding mandrel and a funnel configured such that the protruding mandrel is insertable into the funnel with either the funnel or the protruding mandrel connected to the road vehicle.
  • a leading guide may comprise, for example, a funnel-shaped guide and a protruding mandrel insertable therein.
  • the alignment (centering) of the two contacts to each other take place in that a self-centering guide (eg funnel-shaped guide, protruding mandrel moves into funnel) centered on the vehicle a spring-mounted contact block of a charging station on the fixed contact block of a road vehicle and thereby the driving tolerances especially in the horizontal, but also in the vertical direction and in the rule compensates only to a small extent in the remaining degrees of freedom.
  • a self-centering guide eg funnel-shaped guide, protruding mandrel moves into funnel
  • the horizontal alignment of the contacts can be achieved via a fork-like lateral guidance of the stationary charging contacts.
  • the contacts can be protected in the non-contacted and / or in the contacted state by covering against contact. Such a protective cover is then removed only to form the charging contact.
  • the arrangement according to the invention can be designed such that the contacts are covered again in the current-carrying state.
  • the free sliding / uncovering / unfolding of the protective covers of the contacts on the vehicle contacts and on the stationary contacts can be achieved, for example, from the movement (approach) by force contact.
  • the arrangement according to the invention has a positioning aid for the road vehicle, which is designed such that the road vehicle can be fixed in one direction of travel, wherein the two electrical contacts are so functionally interconnected by entering the fixed position that a charging contact is formed and the power storage of Road vehicle can be charged via the external power source.
  • the positioning aid can be designed in such a way that at least one wheel of the road vehicle can be fixed forward in one direction of travel and optionally backwards, so that the vehicle can neither continue to roll in the direction of travel nor back.
  • the positioning aid may have at least one wheel stop, a threshold or a parking barrier.
  • the positioning aid may have an easily accessible threshold, which is upstream of a wheel stop, a further threshold or a parking barrier in a direction of travel of the road vehicle and is designed such that a wheel of the road vehicle between the easy to be crossed threshold and the wheel stop, the other Threshold or the parking barrier is fixed, thereby preventing backward rolling of the road vehicle during the charging process is prevented.
  • the positioning aid can be a wheel well.
  • the arrangement according to the invention may additionally comprise a device which is designed such that one or more of the electrical contacts are brought into a position by the approach movement of the road vehicle in the positioning aid, which allows the formation of a charging contact.
  • the device may be designed such that at least one electrical contact is positioned to form a charging contact by the loading pressure of a wheel of the road vehicle and / or the vehicle weight.
  • this device may have a (lever) mechanism, which causes the contact pressure of a wheel of the road vehicle at least one contact extended, swung out, lifted or brought in any other way in a suitable position to form a charging contact. This can be achieved, for example, with a spring bearing surface mounted on one side in front of the wheel stop of the positioning aid.
  • a particular embodiment of the arrangement according to the invention is characterized in that from the movement of the vehicle when starting a charging station of the charging contact is made by the charging contacts at least laterally (horizontally) aligned or centered on the approach by a leading guide and the position is fixed in the direction of travel by a wheel stop.
  • At least one switch can be actuated by the vehicle weight and / or the loading pressure of a wheel, which regulates a release for power connection.
  • the arrangement is designed so that only when correctly positioned by means of the positioning aid road vehicle, with correct vehicle contact and authorized Karland ist a power connection or a network contact can be made.
  • the arrangement according to the invention can be designed so that it is ensured that the road vehicle can only be moved out of the loading position if the power / charging contact has previously been switched off.
  • the arrangement is designed so that an electronic Ladewegfahrsperre ensures that the vehicle can not start / move while mains contact, while still the access to load and unload the vehicle in the state of charge with the normal vehicle key remains permitted (eg for parallel loading and battery charging until just before departure!).
  • the previous description of the invention is based primarily on a mechanical arrangement of the functional elements, which, however, can be realized in an analogous manner completely or in parts electromechanically and or electronically and executed as an arrangement.
  • the mechanical stop for position fixation can also be performed virtually by measuring sensors and position-accurate braking with immobilizer.
  • the leading guide and thus the lateral alignment of the charging contacts to each other can be performed by sensor-guided vehicle control and / or sensory (lateral) control of the contacts.
  • the positioning aid enables a precise positional alignment of the vehicle to the charging contacts and fixation in the longitudinal / driving direction by sensor-controlled or signal transmission controlled braking / starting.
  • An electronic immobilizer ensures that the safe power connection is made only in the contacted state.
  • the contact production can be carried out by sensory triggered and / or controlled extension / swinging / lifting / lowering of contacts, as well as the reverse of the release of the contacts after loading.
  • the arrangement according to the invention may also advantageously be used in whole or in part for the quasi-automated wireless charging of fully or partially electrically powered two-wheeled road vehicles, e.g. for e-motorcycles, e-scooters, e-mopeds, e-bikes.
  • the leading guide and / or the positioning aid can be designed in such a way that the vehicle is also kept in the upright position during loading, e.g. by positive locking or traction in the loading position.
  • the arrangement then replaces the conventional two-wheeled bicycle stand with a new e-charging bicycle stand for charging.
  • the power storage can advantageously be loaded or recharged at stops or on driveways or Fahrwegabschitten, at stops or points as a line section, inductively via coils or conductively via galvanic contacts.
  • the conductive and / or inductive charging stations, lines are automatically controlled by the vehicle (bus) sensor-controlled, so that a sensor-controlled precise alignment of the contacts to each other and a precise positioning on the charging contact, on the loading line is achieved, whereby the inductive charging an improved Efficiency of energy transfer and thus a more efficient charging (faster or higher amount of energy) is achieved, possibly with automated lowering / applying the charging contacts, for example, in the state each lowering to the zero gap and before continuing the lifting takes place.
  • the position of the charging contacts at the stops is arranged in an advantageous manner to the stop, that in addition to the improved efficiency of the store by the automated accurate position starting of the charging contacts, lines also achieved the safe and wear-free dense stop approach, creating a higher level of comfort for passengers level and virtually gap-free entry / exit, an advantageous driver relief by sensor-controlled automated vehicle management and collision avoidance and lower damage costs (eg avoidance of damage to wheels / tires by curb collisions in manual driving) for the operator is achieved.
  • the pallets can each be provided with charging contact, wherein the contact is already made during manual, assisted or automated on / off on pallets and power switching either immediately or at the pallet storage.
  • the power and network connection can be made immediately after the contact. Otherwise, the power is switched on only at the place of storage of the pallet by a second contact making the pallet with the network at the parking.
  • the charging contact production and power connection takes place according to the invention at the parking place of the vehicle.
  • the speed-dependent regulated lowered charging contact is sensory monitored in the direction of travel and the ground clearance regulated to avoid damage (by soil conditions, obstacles), depending on the quality of the road infrastructure and the roadway profile.
  • the present invention also includes a use of an inventive arrangement for producing a charging contact of fully or partially electrically operated road vehicles, wherein the road vehicle can be moved autonomously and / or wherein no person is present in the road vehicle for the production of the charging contact.
  • the inventive arrangement is used primarily for privately reserved charging stations and for regular battery charging and network connection of batteries at home over night or during the day at work.
  • the arrangement can be used for reserved charging stations for rental cars or in CarSharing service, but also as a uniform standard solution in general.
  • the proposed compact design of the arrangement according to the invention provides for charging stations / columns a closed assembly, which is electrically connected by permanently installed cable to the wall station.
  • An adjustment of the zero position of the laterally alignable charging contacts allows the adaptation of the geometric relationships between the wheel and the arrangement of the charging contacts for the relevant vehicle type.
  • Standardization of the dimensions is desirable.
  • the wall station manages and controls the power supply, charging and the power grid connection. So far, the charging stations is removed from the wall stations and connected to the vehicle socket.
  • the assembly of the assembly is preferably carried out as an on-floor mounting, flat on the ground comparable to a bumper in play streets or in the ground embedded or as a pillar in the room or with partial wall mounting e.g. on the back wall in garage or parking garage.
  • Outdoor use driving in charging stations in public areas on car parks with principles comparable to the external sockets with covers.
  • the solution is preferably the quasi-automated charging contact during manual start by individual driver, possibly also with the assistance of assistance systems or by automatic start. By approaching the loading position tolerances are compensated by the device.
  • the quasi-automated mechanical production of the charging contact for charging electric vehicles takes place in particular without additional auxiliary energy, i. quasi-automatic docking at charging stations.
  • the approach can generally, actively driving controlled manually by the driver, pushed or pulled by conveyor or on a sloping plane, rolling at a low speed, comparable to rolling into the garage done, i. the production of the charging contact is made with the remaining kinetic energy from the driving movement to
  • the tolerances of positioning and alignment and the tolerances against different strong starting forces in individual driving style differences are compensated by a guided suspension of the contact holder, which is achieved with a guided suspension and a floating bearing, the lots and the game for centering and tolerance compensation and that after releasing the contact, the return of the stationary charging contacts in the middle zero position takes place.
  • Another advantage is the low-wear guided centering and suspension of the contacts.
  • the protective cover of the contacts on the vehicle and the charging stations are used to protect against splash or rainwater and to protect people, animals, etc.
  • the leading centering guide (e.g., mandrel tip) may also serve to push / unfold protective covers over the contacts.
  • Mains contact will generally remain in operation for the entire service life in order to efficiently charge low-cost renewable electricity or to be optionally available as mains electricity storage.
  • the protected arrangement of the charging contacts on the vehicle floor is preferably suitable.
  • the arrangement of integrated sockets frontally or at the rear of the vehicle to the automated charging contact production described here offers low-cost solutions, but strongly intervenes in the vehicle design.
  • FIG. 1 Schematic representation of a method for charging fully or partially electrically powered vehicles
  • FIG. 2 Schematic representation of a loading location in relation to the transfer / takeover area
  • FIG. 2A Schematic representation of a loading location in relation to the transfer / takeover area with space-saving automated reverse approach
  • FIG. 2B Schematic representation of a loading location in relation to the transfer / takeover area with Ausscher option
  • FIG. 3 Schematic representation of selected automated charging contacts
  • FIG. 4 Preparation of the charging contact of electrically operated road vehicles
  • FIG. 5 examples of charging contacts of electrically powered road vehicles
  • FIG. 6 Example of a positioning aid with a device for positioning a
  • FIG. 7 examples of contacts and leading leadership
  • FIGS. 1 to 3 clearly show the method for charging fully or partially electrically operated vehicles, the display of loading locations in relation to the transfer / transfer area and examples of automated charging contacts.
  • FIG. 4 shows by way of example how a charging contact can be produced by means of an arrangement according to the invention.
  • the road vehicle has a power storage and a contact functionally connected thereto.
  • the vehicle contact is arranged at the bottom of the road vehicle.
  • On the floor there is a positioning aid with an easy to cross threshold and a wheel stop, which are mounted so that the road vehicle can be fixed in a desired position.
  • the contact of the external power source is arranged so that a charging contact can be made between the contact of the road vehicle in the fixed position and the contact of the external power source.
  • the charging process can be initiated, for example, by a command from the driver or automatically by a command of the road vehicle.
  • Fig. 5 various embodiments of suitable contacts of the inventive arrangement are shown by way of example.
  • the contacts can be designed so that they are brought only when needed in a position that allows the formation of a charging contact. This can be achieved, for example, by unfolding and / or unfolding.
  • at least one of the contacts is sprung mounted to dampen an impact of the two contacts each other in the formation of the charging contact and thus to avoid damage to the arrangement.
  • FIG. 6 shows by way of example how a positioning aid can be arranged with a device for triggering the formation of a charging contact.
  • the threshold to be traveled in the direction of travel is connected to a switch, which is triggered when a wheel of the road vehicle has reached the fixed position.
  • a switch can be used to control the initiation and interruption of a charging process.
  • a lever mechanism Between the threshold to be crossed and the fixing wheel stop is a lever mechanism, which, triggered by the reaching of the fixed position by a wheel of the road vehicle, ensures that a contact is brought into a position which allows the formation of a charging contact.
  • Fig. 7 shows an example of how the contacts can be configured together with a leading guide. In each case, a contact and a part of the guide can be structurally connected to each other in the form of a plug or a matching socket.
  • the contacts and the leading-edge guide of the arrangement according to the invention can also be present independently of one another, structurally not arranged directly in one another in a common device.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

La présente invention concerne un procédé de charge automatique de véhicules entièrement ou partiellement électriques se caractérisant en ce que : a) on utilise un véhicule équipé de i) capteurs destinés à la détection de l'environnement extérieur, à la navigation et à l'évitement de collisions, ii) une commande de véhicule destinée à réaliser une conduite automatique du véhicule, iii) un système de charge destiné à réaliser la charge électrique du véhicule et vi) au moins un contact de charge qui peut être relié fonctionnellement à au moins un contact de charge de la station de charge située sur le site de charge; b) on emploie un site de charge équipé d'au moins une station de charge qui présente au moins un contact de charge conçu pour pouvoir être relié fonctionnellement à un contact de charge d'un véhicule à charger; c) le véhicule est démarré en un point de démarrage arbitraire d'une zone de transfert; d) le véhicule est commandé automatiquement pour être dirigé vers un site de charge sélectionné; e) un contact de charge est établi sur le site de charge entre le véhicule et la station de charge du site de charge; f) le véhicule est commandé automatiquement pour quitter le site de charge et être dirigé vers une zone de prise en charge sélectionnée. L'invention a également pour objet des dispositifs correspondants ainsi qu'un système pour établir un contact de charge.
PCT/EP2009/064267 2008-11-03 2009-10-29 Procédé de charge automatique de véhicules entièrement ou partiellement électriques et système pour établir un contact de charge WO2010060720A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09756275A EP2349774A2 (fr) 2008-11-03 2009-10-29 Procédé de charge automatique de véhicules entièrement ou partiellement électriques et système pour établir un contact de charge

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102008055881A DE102008055881A1 (de) 2008-11-03 2008-11-03 Verfahren zum automatischen Laden von vollständig oder teilweise elektrisch betriebenen Fahrzeugen
DE102008055881.8 2008-11-03
DE202009000259U DE202009000259U1 (de) 2009-01-08 2009-01-08 Anordnung zur Herstellung eines Ladekontaktes von vollständig oder teilweise elektrisch betriebenen Straßenfahrzeugen
DE202009000259.4 2009-01-08

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WO2010060720A2 true WO2010060720A2 (fr) 2010-06-03
WO2010060720A3 WO2010060720A3 (fr) 2010-07-22

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