WO2011110620A2

WO2011110620A2 - Assembly for inductive energy transmission to electrically operated road vehicles

Info

Publication number: WO2011110620A2
Application number: PCT/EP2011/053595
Authority: WO
Inventors: Johannes Wittmann
Original assignee: Johannes Wittmann
Priority date: 2010-03-12
Filing date: 2011-03-10
Publication date: 2011-09-15
Also published as: WO2011110620A3

Abstract

The invention relates to an assembly for the inductive energy transmission to electrically operated road vehicles in the standard frequency range, wherein for the purpose of economical energy transmission, even for vehicles not mounted on rails, primary transformer cores (02, 03, 05) the open pole ends (02) of which are directed toward the road surface (14) are installed in the longitudinal direction in series one after the other, and wherein at least one secondary transformer core (04, 06, 12) the open pole ends (12) of which are directed toward the track is installed in the road vehicle in the longitudinal direction, wherein surface-increasing magnetic metal parts (01) are provided at the open ends (02) of the primary transformer cores (03, 05).

Description

Arrangement for inductive energy transmission to electric powered road vehicles

The invention relates to an arrangement for inductive energy transmission to electric-powered road vehicles in the normal frequency range. In view of the current environmental impact of powered by internal combustion engines motor vehicles, there is currently a great interest in building emission-free vehicles, with essentially only electric-powered vehicles are eligible. However, these powered with batteries electric vehicles have the disadvantage that they have a low range and thus a small radius of action. Furthermore, the vehicle has a high weight, since the currently in use batteries are still very heavy. Furthermore, it is necessary to schedule longer downtime between trips, in order to recharge the batteries during this time can. As an alternative to the accumulator-powered vehicles is a hydrogen-powered internal combustion engine, which, however, has the disadvantage that on the one hand, the storage of hydrogen is not dangerous and on the other hand, the generation of hydrogen has a very high energy demand. A further alternative would be to provide hydrogen instead of internal combustion engines, fuel cells, which are operated with methane or hydrogen and which would generate electrical energy directly. Such vehicle drives are still at a very early stage of development, bearing in mind that fuel cells operated with methane also emit CO ₂ as exhaust gas. It has therefore tried a middle ground by using vehicles with so-called hybrid drives, so vehicles that both an internal combustion engine and

Own electric motors. In these hybrid vehicles, a distinction is made between genuine hybrid vehicles, that is to say those which, alternatively, can only be driven by the electric motors powered by the accumulators without an internal combustion engine. It serves the Internal combustion engine only for charging the batteries, it being possible to switch to the drive via the internal combustion engine on longer journeys.

The other alternative are those hybrid vehicles in which the normal drive of the motor vehicle via a lower power engine, which charges in parallel with accumulators, which in case of need, ie during acceleration maneuvers and the like dazuschalten the force of the electric motors in order to achieve a corresponding acceleration value.

The hybrid vehicles mentioned have the disadvantage that they must carry a high proportion of dead weight, namely on the one hand the engine and on the other hand, but not inconsiderable batteries.

The invention is based on the object to provide a drive for road vehicles, in which the vehicles are driven only with one or more electric motors, with only a limited number of batteries must be carried as dead weight.

According to the invention this is achieved in that in the road construction several directed with the open pole ends to the road surface primary transformer cores (3-phase three-phase) in the longitudinal direction, in the middle of the lane, are installed in series one behind the other and that in the road vehicle at least one directed with the open poles to the roadway Secondary transformer core (1-phase AC) is installed in the longitudinal direction, wherein at the open pole ends of the primary transformer cores surface

magnifying (for example, to 1000 x 1000 mm) magnetic metal parts (magnetic laminated) are mounted. This ensures that inductive electrical energy is transmitted from the primary transformer cores to the moving secondary transformer core in the vehicle, which transfers the electrical energy - AC voltage - to a defined transfer point of any electric vehicle - the rectification takes place in the scooter - is. The invention is not in competition with the already developed electromobility but is a supplement to the reach even more. The energy for driving the electric motors is always from the batteries of the

Electric Mobility, wherein the invention, an energy transfer with so high Energy density also allows while driving, so that the excess supply of transmitted electrical energy is additionally used for the charge of the battery.

It is based on a state of the art, in which the induction or transformer principle is used inasmuch as a fixed primary installation (in the traffic route) and a mobile secondary installation (in the vehicle) is used.

Such a prior art is described in US 2003 201 862 AI, wherein in rail vehicles, a primary core is provided in the longitudinal direction between the rails, and wherein this primary core is overlapped by a secondary core, which then delivers the induced current to the vehicle. The entire system is in one

Hollow profile arranged, which has on its upper side a longitudinal slot through which the current-collecting secondary part of the motor vehicle projects into the interior and there engages over the primary core. Such a design is useful only for rail vehicles, since this training requires a very accurate guidance of the vehicle, which, however, is not feasible for road vehicles, since evasive and overtaking maneuvers must be performed.

So that this lateral Auspendelmöglichkeit is given, as indicated at the open ends of the primary transformer cores, the surface magnifying magnetic metal parts are attached, which means that the current induction not only takes place at certain points of the road but on specific road width ranges.

In the KR 2008 004 0271 a method for transmitting power from a stationary network to a rail vehicle is described, which takes place in that a primary device, ie an open iron core at a defined position across the

Direction of travel is fixed, the secondary part is also provided in the rail vehicle transverse to the direction of travel, and wherein for charging the rail vehicle in precise position above the primary device to bring to a standstill so that the induction of the primary part can be made on the secondary part in the appropriate strength. In addition, power transmission can take place only for a limited time, namely over the period in which the rail vehicle stops at the specified position. In GB 657 036 A a method is described in which in the high frequency range, a power transmission is performed. This has the disadvantage that only a low energy density can be transmitted. All the disadvantages mentioned are avoided by the invention explained above.

In order to achieve a continuous energy transfer, provided with open pole ends primary transformer cores (3-phase AC), by series connection of the magnetic iron cores in any recurring sequence of

Three-phase systems, at will, be connected.

To achieve a greater transmission of energy, a plurality of secondary transformer cores can be installed one after the other in the road vehicle in the longitudinal direction. It can also be built on vehicle trailers, truck trains, semi-trailers and the like on the trailers or semi-trailers secondary transformer cores, which is then passed the induced current to a defined transfer point of the drive unit of each trailer or semi-trailer.

Since, for optimum energy transfer, the air gap between the open ends of the

Primary transformer cores and the secondary transformer cores must be as low as possible, the secondary transformer cores can be arranged lowered and raised on the motor vehicle. This is in the area in which primary transformer cores in the

Road surface are installed, the required small air gap between the two transformer cores are complied with, in the event that the operating condition is prevailing without energy transfer, the secondary cores can be raised to achieve a corresponding ground clearance of the vehicle.

In order to keep the unsprung masses as low as possible, can / can

Secondary transformer cores be provided with hinged at its middle part end portion. Thus, the central region is firmly attached to the vehicle and to achieve the small air gap between the pole ends of the primary transformer core and the

Secondary transformer cores, the end portions are pivoted downwards so far that the open pole ends are guided freely over the ground. In order to the small one Distance of the air gap to be able to comply and the impact of the pole ends at

To avoid compression of the vehicle, supporting wheels for support on the road surface may be provided on the secondary transformer cores at the free ends or the articulated end regions. The support wheels prevent the one hand, as already stated, a striking of the pole ends on the road surface at compression of the

Vehicle takes place and on the other hand, they act on the magnetic forces between the

Poling ends of the two transformer cores counteract.

In order to provide a power supply which is as efficient and energy-efficient as possible, the primary transformer cores can be sectionally disconnected or partially connected to the power supply or can be switched off. This serves only in those areas that

Primary transformer cores are supplied with power in which there are currently vehicles that take power via secondary transformer cores and thus also the idling losses are kept as low as possible.

The principle of the invention is defined as follows:

1. All previous existing technologies for electric vehicles remain completely untouched and thus also the further technical development unaffected.

This means that the rectifier for the charger, the accumulators, the technical equipment for the operation of the electric motors are located on / in the electric vehicle.

2. The invention provides the electric vehicle only energy (AC voltage), even while driving, at the transfer point available. The rectifier and the charger for charging the batteries are located in the electric vehicle. This means that the invention ends with the measured energy in kWh at the

Transfer point of the electric vehicle.

3. This principle applies consistently for every application from standstill to <150 km / h.

4. Definition of use cases as electric vehicles:

4.1. Passenger cars

4.2. Lorry

4.3. Trailer for trucks

4.4. Semitrailer for trucks 4.5. autobus

4.6. Formula racing car (e.g., Formula Ford)

5. Therefore, this invention is not a competition to existing electric mobility but a supplement to the previously insufficient range of electric mobility for the future to improve significantly.

In the drawing, embodiments of the subject invention are shown schematically. Fig. 1 shows schematically the overall arrangement wherein only only the effective parts are shown.

Fig. 2 shows a plan view of the primary plant and Fig. 3 shows this primary plant in a side view again. Fig. 4 shows the secondary plant schematically in a view transverse to the vehicle longitudinal extension.

Fig. 5 is a plan view of this secondary plant. FIG. 6 shows the secondary installation in a side view in a state lowered to the primary installation, wherein the gap between the ends of the pile, which is small for the energy transfer, is clearly recognizable.

Fig. 7 shows the overall arrangement in side view, wherein the secondary plant is lifted and additionally the support wheels are indicated.

Fig. 8 illustrates another embodiment variant with hinged

End regions of the secondary transformer core, wherein the one end is already completely lowered and rises above the support wheel on the ground and the second end is still shown in a raised position. Fig. 9 shows the voltage and current waveform at AC voltage and a frequency of 50 hertz at phase shift between voltage and current at inductive load.

Fig. 10 shows the course of the magnetic hysteresis in transformers with air gap in the iron core and smaller remanence (laminated iron core) again.

11 shows a diagram of the limit speed for f = 50 hertz and an effective length of the pole face of 1 = 500 mm. Up to the limit speed of 90 km / h, the transmitted electric power is P = 100 KW, so when the limit speed is exceeded, therefore, the transmitted electric power drops considerably.

Figure 1 shows the schematic representation of the energy transfer over a schematic path (07) of the primary system (01-03, 05) in the road (14) to the secondary system (04, 06, 07, 12) in the electric vehicle. It can also be seen that the pole faces (01) of the primary system must be absolutely plan with the road (14). Furthermore, the pole faces (01) of the primary plant over the entire course of the road (14) must

Carrying capacity for road traffic. The schematically indicated distance (07) can be traveled both in one direction and in the other direction. The energy transfer from the primary plant in the road to the secondary plant in the

Electric vehicle works direction independent, that is with a diversion of the

Road traffic on the opposite lane of particular importance. By means of technical measures / sensors in the street is the constant monitoring, whether a

Road vehicle with built-in secondary plant located in the track area of primary facilities in the road. After locating yes / no, the primary system is automated and automatically switched on / off in sections or subsections so that only a small section of primary systems in the street where the electric vehicle is located is in operation. This is especially important at night or in low traffic.

Figure 2 shows the primary plant in plan view of the pole face (01) and Figure 3 shows the primary plant (side view) and the essential inventive features by the iron core (03), for example, 100 x 100 mm at the poles, on a Pole surface (01) of, for example, 1000 x 1000 mm is increased. The enlarged pole faces (01) connect one of the pole ends (02) of the one primary transformer core (03) to the one following pole (02) of the following primary transformer core (03). The feature of the invention is that by technical modification of the poles on the one hand beneficiary and on the other hand forced magnetic flux of force takes place. By this technically forced change in the magnetic flux of force - the Polflächenvergrößerung - it is possible to transfer the energy from the primary plant in the road to the moving secondary plant, ie also while driving to the electric vehicle. The measure of the Polflächenvergrößerung in its length is a parameter for energy transfer while driving up to the limit speed and in the width of a parameter for the hysteresis of the tracking.

Figure 4 shows the secondary plant (cross-crack) when in the inactive state, i. There is no energy transfer, in the transmission tunnel (08) via the stroke (10) is raised. This situation exists when no primary equipment is installed in the road and the electric vehicle derives the energy exclusively from the batteries. By means of technical measures / sensors in the electric vehicle is the permanent

Monitoring whether primary systems are installed in the street and whether they are also active for the energy output or not. After locating yes / no, in the case of a yes, the secondary system of the electric vehicle is mechanically automated via the stroke path (10) or automatically lowered downwards to the primary system or, if no, raised from the primary system upwards. This means that the ground clearance of the electric vehicle in the period of no energy transmission of the technical magnitude corresponds, as is usual in motor vehicles with internal combustion engines. The energy billing (kWh) takes place according to actual energy consumption by means of value card of any energy provider on a BLACK-BOX, similar to the km-dependent road toll. However, this also means that as soon as the energy balance is used up, the secondary system of the electric vehicle drives up and no energy transfer can take place.

FIG. 5 shows the secondary system (top view). In this case, the side attached to the poles (12) of the secondary system wheels (11) are shown. These wheels (11) mounted laterally on the poles (12) perform 3 essential tasks during energy transfer: a) Constant guidance of the poles (12) of the secondary system, for example <5 mm above the primary system in the road, as the smallest possible Air gap (13).

b) recording of the magnetic forces caused by the magnetic flux between the Primary plant in the road and secondary equipment in the electric vehicle are effective.

c) recording the dead weight of the unsprung masses of the secondary plant in the

Electric vehicle is installed. FIG. 6 shows the secondary installation, which is lowered in the street for energy transmission to the primary installation (without representation of the lateral wheels 11 for constant guidance of the air gap). In this operating state, energy is transferred from the primary system in the street to the secondary system in the electric vehicle. The energy of the secondary system is transferred to the electric vehicle at a defined transfer point. During the energy transfer, the secondary plant is affected by the mechanical vibrations of the

Electric vehicle decoupled. This allows the electric vehicle, regardless of the secondary element compensate for the spring travel and the roughness of the road without the

Electric vehicle is influenced by the mechanical movements of the secondary element.

FIG. 7 shows the secondary system (side view) with lateral wheels for the constant guidance of the air gap of <5 mm, in the non-active, i. in the raised or not lowered state, there is no energy transfer. Figure 8 shows the embodiment in which the ends (12 ') of the

Secondary transformer core (04 ') via joints on the iron core (04) can be raised or lowered. The end of the lowering process is limited by the support wheels 11.

Figure 9 shows the voltage (14) and current waveform (15) and the phase shift at inductive load of the primary system in the street.

Figure 10 shows the magnetic hysteresis curve of transformers with air gap in the iron core and small remanence, as is true in the interaction of the primary system in the street and the secondary system in the electric vehicle. The maximum permissible, effective magnetic flux density (18) in Tesla (Bmax = 1.3 - 1.5 T), for reasons of health protection for humans, is limited to 1.5 T. FIG. 11 shows a diagram of the limit speed for the frequency f = 50 Hz and an effective length of the pole face of L = 500 mm. The speed limit is 90 km / h or 25 m / s. If the pole face (01) increases in length, the value of the limit velocity also increases. This makes it possible to transmit the energy with such high energy density that it is sufficiently large both for the operation of the electric vehicle and for charging the battery while driving on the road. It can be seen that the limit speed in m / s or km / h and therefore the transmitted energy density, by the parameters of frequency and the effective length of the (01) Polflächen

continuous exposure time is determined. In addition, the transmitted energy density is still determined by the air gap (13) between the primary plant in the road and the secondary plant in the electric vehicle, i. the smaller the air gap, the larger the transmitted

Energy density to the electric vehicle on the road. The technical design for

Achieving the smallest possible, constant air gap, is not part of this patent.

If there is no possibility for the installation of a primary plant in the road, as under special conditions z. B. bridge, junction or the like, then this area remain without the installation of primary equipment in the street, that is, the secondary system pivots while driving up and the distance is overcome or continued from the batteries in electrical operation without energy intake. The operating modes for the application of the arrangement according to the invention can be summarized as follows:

Only electric operation from the batteries: there are no "primary plants in the street" built in. Urban area, rural area, subordinate

Road network. The "secondary system in the vehicle" remains completely raised in every operating condition, so that the entire ground clearance of the vehicle remains ensured.

A range of 70 - 100 km in battery operation is generally sufficient.

Mixed operation: track sections with and without "primary systems" are available in the road The "secondary system" in the vehicle recognizes by means of a sensor whether "primary systems" are installed in the road and in operation, and controls this Lowering / raising the "secondary system" in the vehicle automatically and automatically depending on the availability of "primary systems" in the road to energy absorption. A range of 70 - 100 km in battery operation is sufficient.

3. Predominant operation with energy intake: Predominantly in the superior (e.g.

Highways) road network. The vast majority of the stretch sections is with

The "secondary system" in the vehicle uses a sensor to detect if "primary systems" are installed in the street and during operation, controls and controls the lowering / raising of the "secondary system" in the vehicle fully automatically and automatically depending on the availability of "primary systems" in the road to energy absorption.

A range of 70 - 100 km in battery operation is sufficient.

This invention and application of the method lays the foundation for the extensive operation of electric powered road vehicles. It should not only in the car or truck (towing vehicle), a drive system with electric motor and batteries are installed, but it should also be in the trailer or semitrailer a full-fledged

Drive system to be installed with electric motor and accumulators. The trailer or semitrailer is controlled by the towing vehicle (similar to the subway) by means of a flexible control line.

It therefore also applies to trailers or semi-trailers, it is a fully-fledged drive system with electric motors and batteries to install, the same is also true for the installation of the "secondary system" for energy absorption.

Below is an example of the calculation of the energy consumption.

example

Example of the limit speed at normal frequency f = 50 Hz and an increase of the pole face to a length of the pole face of 500 mm. The width of the pole face is irrelevant to the limit speed. ou Hz au

Regardless of the total length of the primary unit, only the length of the pole surface determines the limit speed. This is derived from the exposure time / pole as a function of the speed as follows:

1. At 50 km h = 13.89 m / s = 0.036 s / pole

2. At 80 km / h = 22.22 m / s = 0.0225 s / pole

3. At 90 km / h = 25.00 m / s = 0.02 s / pole limit speed

4. At 100 km / h = 27.78 m / s = 0.018 s / pole

5. At 150 km / h = 41.66 m / s = 0.012 s / pole

At L = 500 mm, the limit speed is 90 km / h or 25 m / s.

In this case, with an air gap of <5 mm, at <90 km / h, of the primary plant at U = 20,000 V, 1 = 5 A to the mirror-inverted open and moving iron core, i. be transmitted to the "secondary system" in the vehicle at U = 900 V, 1 = 110 A up to P = 100 kW electrical power, see diagram in Figure 11.

In summary, the advantages of the arrangement according to the application or its application are as follows:

1. The power supply is not only stationary at the outlet, but also while driving on the road possible.

2. This makes it largely irrelevant if the maximum, real range of the battery capacity is only 70 - 100 km.

3. As a result, the vehicle weight can be kept as low as possible, if due to the range of 70 - 100 km, the batteries do not need to be increased further.

4. This invention and the method not only for cars, but also for trucks,

Buses, trucks + trailers or semitrailers and also in Formula racing cars (such as Formula Ford) can be used.

5. This will no longer require a hybrid drive system.

6. This will no longer require a fuel cell drive system.

7. This will no longer require a hydrogen drive system. Elimination of the internal combustion engine (means weight reduction). Elimination of the transmission (means weight reduction). Elimination of the differential (means weight reduction). Possibility to drive each drive wheel individually by means of its own electric motor. The "Primary-Anlage", which is primarily to be built in the high-ranking road network, has been redeveloped or refurbished so far in the superordinate one

Road network (highways / expressways) in about every 20 to 25 years. In the course of this construction work, the installation of the "primary system" infrastructure would be successively possible, while the "secondary system" is to be built exclusively in vehicle construction. The procedure is only a supplement to the previous developments of electromobility. The security aspect with automated support, such as For

Speed limit, for distance, etc. would be so easy to use. The energy bill can be made by means of charged value card (kWh) via a "black box" of the car, any energy provider, according to actually transmitted energy, similar to the road toll.

Claims

claims

1. Arrangement for inductive energy transmission to electric road vehicles in the normal frequency range, characterized in that in the road construction with the open pole ends (02) to the road surface (14) directed primary transformer cores (02, 03, 05) are longitudinally installed in series one behind the other, and that in the road vehicle at least one secondary transformer core (04, 06, 12) directed towards the roadway with the open pole ends (12) is longitudinally installed, the magnetic metal parts (01) enlarging the surface at the open ends (02) of the primary transformer cores (03, 05) are attached.

2. Arrangement according to claim 1, characterized in that the open

Polenden (02) running primary transformer cores (03) in 3-phase AC, by series connection of the magnetic iron cores in any recurring sequence of Drehstomsystemen connected.

3. Arrangement according to claim 1 or 2, characterized in that in

Road vehicle in the longitudinal direction a plurality of secondary transformer cores (04, 06) in 1-phase alternating current, one behind the other or offset one behind the other, are installed.

4. Arrangement according to claim 3, characterized in that, for example, in vehicle combinations, truck trains, semitrailers and the like. in addition to the trailers or semi-trailers secondary transformer cores (04) are installed.

5. Arrangement according to one of claims 1 to 4, characterized in that the secondary transformer cores (04, 06) both on the motor vehicle and on the trailer are lowered and arranged liftable.

6. Arrangement according to claim 5, characterized in that the or the secondary transformer cores (04, 06) is provided with hinged at its central part end portions (12 ').

7. Arrangement according to claim 6, characterized in that on the secondary transformer cores (04, 06), in particular at the poles (12) and the articulated poles (12 ') supporting wheels (11) for supporting and for the constant guidance of the air gap the road surface (14) are provided.

8. Arrangement according to one of claims 1 to 7, characterized in that the primary transformer cores (02, 03) are separated sectionally or partially connected to the power supply or can be switched off.