WO2012049001A2

WO2012049001A2 - Method for transferring energy between at least two vehicles

Info

Publication number: WO2012049001A2
Application number: PCT/EP2011/066541
Authority: WO
Inventors: Rolf Hellinger; Johannes Reinschke
Original assignee: Siemens Aktiengesellschaft
Priority date: 2010-09-27
Filing date: 2011-09-22
Publication date: 2012-04-19
Also published as: WO2012049001A3; DE102010041454A1

Abstract

The present invention relates to a method for transferring energy between at least two vehicles (2, 3, 4, 5). The energy is thereby directly or indirectly transferred between the at least two vehicles (2, 3, 4, 5) in the form of electrical or electromagnetic energy during the motion of the at least two vehicles (2, 3, 4, 5).

Description

description

Method for transmitting energy between at least two vehicles

The present invention relates to a method for transmitting energy between at least two vehicles.

Drives for vehicles, especially passenger cars (PKW), usually include internal combustion engines or electric motors. Although vehicles with electric motors are more environmentally friendly and operate at a higher efficiency, storing and carrying the stored electrical energy is problematic. Fuels for

Internal combustion engines have a higher storable energy density ^¬ than, for example, electric batteries. This leads without refueling to a limited range of movement of electrically driven vehicles compared to vehicles with internal combustion engine, in this context, under refueling the inclusion of fuels or the electrical charging of batteries to understand.

The expansion of the range of motion without refueling can be done by ei ^¬ ne improve the storage density of batteries or by increasing the entrained with the vehicle battery capacity via additional batteries. The technolo ^¬ cal improvement of batteries is a slow, time-consuming and expensive process. A rapid technical improvement of the storage density of batteries is not foreseeable. The entrainment of additional battery capacity via additional batteries is limited by the congestion ^¬ men, which has the respective vehicle and worsen ^¬ tert the efficiency of the vehicle, since the weight of the additional ^¬ union batteries must be accelerated and decelerated while driving. This leads to additional electrical power, which is consumed while driving. Currently has lithium-ion batteries optimum emerged in all-electric ^cars' s, also referred to below as E-Car wherein battery capacity mitge ^¬ leads is sufficient for a movement radius of about 100 km between charges. Alternatively, in hybrid vehicles, batteries can be recharged while driving via an internal combustion engine. The entrainment of

However, fuel, engine, as well as their parts and the generator also leads to a deterioration of the efficiency of a vehicle by the additional weight of the fuel, the internal combustion engine and the dazugehöri ^¬ gene parts and the generator. Another disadvantage of Hyb ^¬ ridfahrzeugen over purely electric vehicles that the combustion of the fuels environmental toxins or climate-harmful compounds such as CO ₂ release, and an eventual from ^¬ operation of the vehicle is impossible with renewable energies at long ranges.

The alternatives of energy conversion or energy generation in the vehicle in hybrid or fuel cell vehicles not only lead to a reduction in the efficiency of the vehicle by the weight gain by the Verbrennungsmo ^¬ tor or eg the fuel cell, but are also very expensive in general.

A fast charging of the batteries of purely electrically operated vehicles, analogous to the fuel tanks at

Internal combustion engine driven vehicles, is not possible for technical reasons. One idea is the complete replacement of batteries at so-called gas stations. Although this saves time, but is technically very complicated and leads to the problem of evaluating the time value of batteries, since an exchange includes the replacement of batteries with a first remaining life against batteries with a different residual life. Since the battery is a high cost factor, an exchange of old for newer batteries or vice versa is problematic. Alternatively, there is the idea of inductive coupling of energy and charging the batteries in the vehicle via means in the roadway. However, this would entail a considerable technical outlay and high investment costs since long roadway sections would have to be equipped with technical devices for inductive energy transmission between the roadway and, for example, the vehicle floor.

Vehicle density on roads and highways is increasing. To be able to move a higher number of vehicles without congestion on existing traffic routes, for example, optical driver assistance systems, in particular based on cameras are known. The ^¬ se can provide a constant distance between adjacent vehicles. Alternatively, intelligent routes can communicate with, for example, the board electronics of vehicles, and thus provide regulated or controlled via the board electronics for an even distance between vehicles. Especially with regard to high truck (truck) densities on the motorways, where the trucks often travel in troughs at almost the same speed, distance-regulating systems make sense.

Even for cars intelligent routes are known, which interact with the board electronics of the vehicle and thus allow a distance control between vehicles in a row. Such a system is e.g. in the

No. 6,276,542 B1.

By the aforementioned systems, a drive in columns is possible for vehicles, such as trucks and / or cars / e-cars. A column is usually gege ^¬ ben by two or more vehicles, which drive one behind the other with defined distances from each other. For more than two vehicles, the vehicles drive with predefined, in particular equal distances from the respective preceding vehicle. This is often the

Speed of the column determined by the first vehicle, which is the vehicle at the top of the column in the direction of movement. The driving in the column vehicles have all we each ^¬ nigstens an autonomous drive with its own power supply. In e-cars, as described above, the energy ^¬ supply via a battery. The associated Nachtei ^¬ le, which apply to a particular vehicle, thus also apply to the column. In case of several vehicles, the prob lem ^¬ the limited range and limited battery capacity is further exacerbated because the vehicle with the lowest ge ^¬ stored residual energy amount determined the performance of the overall column. A frequent coupling and uncoupling of vehicles in and out of the column to recharge the battery leads to loss of speed and higher consumption of the Gesamtko ^¬ lonne and congestion hazard on busy roads.

Object of the present invention is therefore to provide a method for transmitting energy between at least two vehicles, which solves the problems described above associated with the short range of purely electrically powered vehicles. In particular, it is an object to provide a cost-effective, technically simple to realize procedural ^¬ ren to supply vehicles while driving with energy.

The specified object is achieved with respect to the method for energy transmission between at least two vehicles having the features of claim 1.

Advantageous embodiments of the method according to the invention for energy transmission between at least two vehicles emerge from associated dependent subclaims. In this case, the features of the main claim with features of the subclaims and features of the subclaims can be combined with each other.

The inventive method for energy transmission between at least two vehicles comprises that the energy in Form of electrical or electromagnetic energy is transmitted directly or indirectly between the at least two vehicles during the movement of the at least two vehicles. So, a vehicle may have energy after a longer stay vomit ^¬ chert or create them, and another vehicle to which the energy is transferred, can move around without intermediate stop ^¬, so its range is increased. Elaborate and costly facilities in Straßenstre ^¬ bridges for charging, and associated increase the range of a vehicle, can be saved. The driving ^¬ convincing to which the energy is transferred could gain with Weni ^¬ ger battery capacity greater distances to non ^¬ schränkter reach without the disadvantages of sin ^¬ kenden effectiveness through higher entrained Batteriekapazi ^¬ ty and thus heavier purchase to have to. There are in the vehicle, which is transmitted to energy, no energy-producing device such as combustion ^¬ engine, fuel required, which saves cost and weight.

The transmission of energy between the vehicles can be done inductively. This means that a transmission can take place without direct mechanical contact between the vehicles. As a result, the vehicles can be at a distance from each other in the energy transmission, which allows a simplified control and coordination of the speeds of the vehicles, the distance between the vehicles and a ^{simpli ¬} te energy transfer. On direct electrical contact devices on the vehicles, which can pollute and / or wear, can be dispensed with.

Alternatively, the transmission can take place via at least one direct mechanical and electrical contact of the vehicles. Although this does not avoid the disadvantages described above, a transmission of electrical energy is connected directly via a mechanical and electrical contact with less electrical losses than an electrical energy transmission via inductive coupling. The transmission may be between at least three or more vehicles moving in the form of a column. Driving in a convoy is very energy efficient, since air friction losses due to slipstreaming can be reduced. Furthermore, congestion on busy traffic routes can be avoided or reduced, since the capacity of the traffic routes is maximally utilized by the same speed and the same distance when driving in a column.

At least in vehicles which move between other vehicles in the column, a transfer of energy via energy transfer devices take place, which are arranged on the side facing the preceding vehicle and which on the vehicle behind the side facing. This results in energy transfer between adjacent vehicles over the shortest possible distance between the vehicles.

There may also be a transfer of energy from the foremost vehicle of the column to vehicles that are not moving directly behind the foremost vehicle. This energy transfer can take place via a non-direct path between the two vehicles, but indirectly via intervening vehicles. This principle is not limited to an energy transfer from the foremost vehicle, but can also be done by any vehicle in the column. As an indirect transfer of one or more vehicles in the column to other vehicles in the column via intermediate vehicles in the co ^¬ lonne can take place. The transmission via intermediate vehicles reduces the distance the lossy energy ^¬ transmission via, for example, air between vehicles and so leads to a reduction of losses in the transmission.

Different vehicles can travel through the column and transfer energy via their respective board Electronics communicate with each other. Thus, a communication between the board electronics of at least one vehicle with the board electronics of at least one further vehicle take place, which moves in front of and / or behind the at least one vehicle. Thereby, a control or regulation of the distance of the vehicles from each other is simplified and reliably possible, and also a Energieübertra ^¬ tion can be controlled or regulated.

It can also be done on, off or decoupling vehicles from the column. Thus, vehicles can be added to the column after a driveway on a traffic route, the vehicles to repel the column newly, or line up in it. Before a departure of the traffic route, such as

a highway exit, one or more vehicles can be disconnected or decoupled from the column if they have a ^¬ ones spatial target than the rest of the column.

The arrival, decoupling or decoupling of vehicles in or out of the column can be done automatically, in particular controlled or regulated by the board electronics of at least one vehicle. In this case, an optimization or minimization of speed fluctuations between vehicles and / or between vehicles of the column can take place.

For example, during docking, a gradual approach can be regulated or controlled, in particular by the board electronics. Upon contact and / or below a predetermined distance, the energy ^¬ transmission can be switched between the oncoming vehicle and at least one of the vehicles of the column.

When disconnecting and / or decoupling at least one vehicle from the column, the energy transmission of the other vehicles in front of and / or behind it can be interrupted and / or the energy transmission devices can be switched off. A decoupling and / or decoupling of a vehicle from the column can be carried out such that when decoupling and / or decoupling the vehicles, which are arranged in front of the off and / or auskoppelndem vehicle in the column, move faster than vehicles, which are arranged behind the off and / or auskoppelndem vehicle in the column. After completion of the decoupling and / or decoupling of the vehicle or the vehicles in several off and / or decoupled vehicles, in the further sake of simplicity, only a vehicle is mentioned, the vehicles, which before the off and / or auskoppelndem Vehicle are arranged in the column to move slower than vehicles, which are arranged behind the off and / or auskoppelndem vehicle in the column. Thereby, the column can be closed again or be formed with predetermined equal distances between all vehicles.

At least one of the vehicles described above can generate electrical energy. In a column this is before ^¬ geous the vehicle at the beginning of a column. Thus, for example, a truck can be arranged in front of a passenger car column or be covered by it, and provide the energy that is transmitted to the cars. The vehicle can be designed as a push or towing vehicle, for example. The electrical energy in the at least can be generated from a battery and / or gasoline, diesel, alcohol What ^¬ serstoff or a vehicle, which generates the energy provided or the ^¬. For example, via an internal combustion engine / generator

and / or a fuel cell electrical energy in which we ^¬ least one vehicle, which generates the energy or be ^¬ reitstellt, are generated and then transmitted to the other vehicles, in particular for charging the batteries of the other vehicles and / or their direct electric drive while driving in the column.

At least one of the vehicles described above can be designed as a passenger car (PKW), in particular as an e-car. It is under electric car a purely electric powered Passenger car without eg internal combustion engine or fuel cell to understand.

The energy transfer may be performed using at least one energy transfer device, which may be e.g. is integrated on or in a bumper of a vehicle.

A preferred disclosed embodiment of the invention with vorteilhaf ^¬ th developments according to the features of the dependent claims will he ^¬ explained below with reference to the single figure closer, but without being limited thereto.

The FIGURE shows: FIG. 1 a schematic representation of a column of FIG

Vehicles 1 with energy transmission devices 6, 7 for energy transmission between the vehicles 2, 3, 4, 5 according to the invention. In Fig. 1 a column of vehicles 1 is shown, according to the invention. The column 1 comprises three cars 3, 4, 5 and a truck as a push and / or towing vehicle 2. This is only an example in the figure for simplicity with three cars 3, 4, 5 and a push and / or towing vehicle 2 shown. It is also possible to move two or more than three cars or two or more trucks in the column 1. There are also any other column structures or compositions possible, such as only trucks or just cars. The push and / or towing vehicle 2 moves at the top of the column 1, ie in the direction of movement as the first vehicle of the column 1. Following this, the cars 3, 4, 5 move one behind the other, each with the same distance from the vehicle in front of it. The column 1 comprising the cars 3, 4, 5 and the thrust and / or traction vehicle 2 travels on a road ^¬ SSE. It may be, for example, a highway, a federal ^¬ road or a highway. On highways is due to the possibility of long uniform motion, ie At a constant speed, the described principle or method to apply particularly advantageous.

The push or towing vehicle 2 comprises a power generating device 8 such as a power generator. an internal combustion engine or a

Fuel cell, or it includes a large number of Batte ^¬ rien or batteries with a high total capacity. This allows the push or towing vehicle 2 electrical energy while driving for a long time, especially many minutes to hours provide.

At a rear end of the push or towing vehicle 2, an energy transmission device 6 is integrated as a transmitter of electrical energy. So this can be installed as an electric coil or coil system, for example, in the rear impact level. In a direct electrical energy transfer, the energy transfer device 6 as an electrically conductive spring contact or sheet metal contact eg in the bumper be integ ^¬ riert.

In the case of the vehicle 3, which is moving or moving directly behind the push or towing vehicle 2, the second vehicle, an energy transmission device 7 is integrated as a receiver of electrical energy, for example, in the front bumper. This electrical energy may be directly or inductively emp ^¬ catch or be transferred to the second vehicle depending on the transmission of energy and formation of the power transmission device 6 of the pushing or towing vehicle 2. Thus, an electrically conductive spring contact or sheet metal contact WEL rather example is integrated in the bumper, directly electrical ^¬ cal energy in the form of a current flow between the push ^¬ or towing vehicle 2 and the vehicle 3 transmitted.

In the second vehicle 3, the transmitted energy can be used directly for driving the vehicle 3 via an electric motor, or for charging batteries of the second vehicle 3. The second vehicle 3 has at its rear end a power transmission device 6 as a transmitter analogous to that of Push or towing vehicle 2 eg integrated in the bumper on. With this electrical energy can be transmitted to the directly behind ^¬ moving, third vehicle 4, analogous to the transmission from the push or towing vehicle 2 on the second vehicle 3. The power transmission device 7 of the front bumper is directly or indirectly in electrical contact with the power transmission device 6 of the rear bumper. Thus, direct transmission, ie without intermediate storage or conversion into other forms of energy, of electrical energy from the push or towing vehicle 2, transmitted only via the second vehicle 3, to vehicles driving further behind it 4, 5 becomes possible.

For the sake of simplicity, no drive and energy storage devices are shown in FIG. 1, but only a closed circuit between the energy transfer devices 7 and 6. In this circuit, drive and energy storage devices are integrated and under certain circumstances, the board electronics of the vehicle zeugs 3 supplied with electrical energy.

The principle of energy transfer between vehicles 2, 3 described above is about ^¬ portable to any number of vehicles. For the sake of simplicity, four vehicles 2, 3, 4, 5 are shown in FIG. 1, between which electrical energy in the form of electromagnetic radiation, ie, can be transmitted inductively. As a rule, transmission in both directions is possible, that is, each energy transmission device 6, 7 can serve as transmitter or receiver. This also allows the arrangement of the push or train ^¬ vehicle 2 within the column, with vehicles in front of and behind the push or towing vehicle 2 can be supplied with electrical energy. In an electrical energy transmission via direct electrical contacts instead of induction, for example, spring contacts are arranged in the vehicles 2, 3, 4, 5 in the region of the coils instead of coils. The vehicles 2, 3, 4, 5 are in direct mechanical contact and in direct electrical contact via the spring contacts. each other. For the sake of simplicity, this is not shown in Fig. 1. The arrangement of the vehicles 2, 3, 4, 5 in a column 1 but also in the case of direct electrical energy transmission analogous to the inductive transmission, with the exception of the distance of the vehicles 2, 3, 4, 5 from each other.

The transmission of electrical energy and the Velocity and / or direction control for the drive of the column 1 can be carried regulated or controlled by the electronic board of the vehicles 2, 3, 4, 5, wherein the simplicity hal ^¬ about in Fig. 1, the board electronics of the vehicles 2, 3, 4, 5 is not shown. With inductive energy transmission, the vehicles can travel at an equal distance, eg in the range of centimeters to a few meters from the nearest neighbor, and transmit energy. In the case of direct electrical energy transmission via a current flow between the vehicles 2, 3, 4, 5, the vehicles must be brought into direct mechanical and electrical contact with no distance from each other and drive at the same speed in the column 1. This can also be controlled or controlled by the board electronics of the vehicles 2, 3, 4, 5, but compared to the inductive power transmission, the requirement for the board electronics is higher. In the latter case, regulation or control must be carried out at a higher speed and with smaller tolerances.

Claims

claims

A method for energy transfer between at least two vehicles (2, 3, 4, 5), characterized in that the energy in the form of electrical or electromagnetic energy directly or indirectly between the at least two vehicles (2, 3, 4, 5) during the movement of the at least two vehicles (2, 3, 4, 5) is transmitted.

2. The method according to claim 1, characterized in that the transmission is effected inductively.

3. The method according to claim 1, characterized in that the transmission via at least one direct mechanical and electrical contact of the vehicles (2, 3, 4, 5).

4. The method according to any one of the preceding claims, characterized in that the transmission between at least three or more vehicles (2, 3, 4, 5) takes place, which in the form of a column (1) move.

5. The method according to claim 4, characterized in that at least in vehicles (3, 4), which move between other vehicles (2, 3, 4, 5) in the column (1), a transfer of energy via energy transfer devices (6 , 7), which on the preceding vehicle (2, 3, 4, 5) facing side (7) and which on the vehicle behind the (2, 3, 4, 5) facing side (6) are arranged ,

6. The method according to any one of claims 4 or 5, characterized in that a transfer of energy from the front ^¬ th vehicle (2) of the column (1) on vehicles (4, 5), which is not directly behind the frontmost vehicle (2 move) is not direct, but indirectly through intervening lie ^¬ constricting vehicles (3, 4).

7. The method according to any one of claims 4 to 6, characterized in that a communication between the board electronics of at least one vehicle (2, 3, 4, 5) with the board electronics of at least one further vehicle (2, 3, 4, 5) takes place, which moves in front of and / or behind the at least one vehicle (2, 3, 4, 5).

8. The method according to any one of claims 4 to 7, characterized in that a arrival, decoupling or decoupling of vehicles (2, 3, 4, 5) from the column (1).

9. The method according to claim 8, characterized in that an automatic on, off or decoupling of vehicles (2, 3, 4, 5) in or out of the column (1) controlled or regulated by the board electronics of at least one vehicle (2, 3, 4, 5) takes place, in particular with an optimized, in particular minimized speed variation between vehicles (2, 3, 4, 5) and / or the column (1).

10. The method according to any one of claims 8 or 9, characterized in that when docking a gradual approach controlled or controlled in particular by the board Elek ^¬ tronics, wherein upon contact and / or ^falling below a predetermined distance between the approaching vehicle (2 , 3, 4, 5) and the energy transmission is switched on at least one of the vehicles of the column (1).

11. The method according to any one of claims 8 to 10, characterized in that at a decoupling and / or decoupling at least one vehicle (2, 3, 4, 5) the energy transmission of the other vehicles before and / or interrupted behind and / or the energy transmission devices (6, 7) are turned off.

12. The method according to any one of claims 8 to 11, characterized in that at a decoupling and / or decoupling the vehicles (2, 3, 4, 5), which before the off and / or auskop ^¬ pelndem vehicle (2, 3, 4, 5) in the column (1) are, move faster than vehicles (2, 3, 4, 5), which are arranged behind the off and / or auskoppelndem vehicle (2, 3, 4, 5) in the column (1), and that after he ^¬ followed by decoupling and / or decoupling the vehicles (2, 3, 4, 5), which are arranged in front of the off and / or herauskoppelndem vehicle (2, 3, 4, 5) in the column (1) be slower be ^¬ because as vehicles (2, 3, 4, 5), which are arranged behind the off and / or auskoppelndem vehicle (2, 3, 4, 5) in the column (1) to the column (1) closed again or with predetermined equal distances between all vehicles (2, 3, 4, 5) form.

13. The method according to any one of the preceding claims, characterized in that at least one vehicle (2, 3, 4, 5) generates electrical energy, in particular a vehicle which is designed as a push or towing vehicle (2), where ^¬ in the electric Energy from a battery and / or from gasoline, diesel, hydrogen or alcohol is generated, in particular ^¬ special via an internal combustion engine, a generator

and / or a fuel cell (8).

14. The method according to any one of the preceding claims, characterized in that at least one vehicle (2, 3, 4, 5) is designed as a passenger car, in particular as an e-car.

15. The method according to any one of the preceding claims, characterized in that the energy transfer using at least one energy transfer device (6, 7) takes place, which is integrated on or in a bumper of a Fahr ^¬ zeugs.