Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
  • B60L53/12—Inductive energy transfer
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
  • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L9/00—Electric propulsion with power supply external to the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
  • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
  • B60M3/04—Arrangements for cutting in and out of individual track sections
• • H02J5/005—
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
  • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/40—Circuit arrangements or systems for wireless supply or distribution of electric power using two or more transmitting or receiving devices
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
  • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2200/00—Type of vehicles
  • B60L2200/18—Buses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2200/00—Type of vehicles
  • B60L2200/26—Rail vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/10—Road Vehicles
  • B60Y2200/14—Trucks; Load vehicles, Busses
  • B60Y2200/143—Busses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/91—Electric vehicles
  • B60Y2200/912—Electric vehicles with power supply external to vehicle, e.g. trolley buses or trams
• • 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
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • 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
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • 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
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/14—Plug-in electric vehicles

Definitions

• Track bound vehicles such as conventional rail vehicles, mono-rail vehicles, trolley busses and vehicles which are guided on a track by other means, such as other mechanical means, magnetic means, electronic means and/or optical means, require electric energy for propulsion on the track and for operating auxiliary systems, which do not produce traction of the vehicle.
• auxiliary systems are, for example, lighting systems, heating and/or air condition system, the air ventilation and passenger information systems.
• the present invention is related to a system for transferring electric energy to a vehicle which is not necessarily (but preferably) a track bound vehicle.
• a vehicle other than a track bound vehicle is a bus, for example.
• An application area of the invention is the transfer of energy to vehicles for public transport.
• the vehicle may be, for example, a vehicle having an electrically operated propulsion motor.
• the vehicle may also be a vehicle having a hybrid propulsion system, e.g. a system which can be operated by electric energy or by other energy, such as electrochemically stored energy or fuel (e.g. natural gas, gasoline or petrol).
• WO 2010/000495 A1 describes a system for transferring electric energy to a vehicle, wherein the system comprises an electric conductor arrangement for producing an alternating electromagnetic field and for thereby transferring the energy to the vehicle.
• the electric conductor arrangement comprises at least two lines, wherein each line is adapted to carry a different one of phases of an alternating electric current.
• the conductor arrangement comprises a plurality of segments, wherein each segment extends along a different section of the path of travel of the vehicle.
• Each segment comprises sections of the at least two lines and each segment can be switched on and off separately of the other segments.
• Each one of successive segments of the conductor arrangement can be connected via a separate switch for switching on and off the element to a mainline.
• WO 2010/000495 A1 describes the field of invention and possible embodiments of the conductor arrangement in more detail.
• the serpentine-like embodiment of the conductor arrangement can also be chosen for the present invention.
• converters for converting the voltage level and/or frequency may be used instead of the inverters.
• Producing a constant alternating current in the line or lines of the segments has several advantages compared to the operation of the segment at constant voltage.
• One advantage is that the constant current may be a sinus function of time. This means that only a single frequency of electromagnetic waves is produced.
• Operating the segment at constant voltage in contrast produces non-sinusoidal functions, which means that harmonics at different frequencies are produced, unless a corresponding filter is provided.
• a constant current on the primary side the side of the conductor
• the system of the present invention comprises an alternating current supply for conducting electric energy to a plurality of the segments.
• the segments are electrically connected in parallel to each other with the alternating current supply, i.e. each of the segments which is fed by the alternating current supply is operated using the same voltage.
• a common alternating current supply for a plurality of segments does not exclude the existence of further segments which are connected to a separate, second alternating current supply.
• not all segments which are fed by the alternating current supply must be segments for providing vehicles on the same track with energy.
• a railway or a road may comprise, for example, two tracks extending in parallel to each other and each of the tracks may be provided with consecutive segments. At least some of the segments of different tracks may be fed by a common alternating current supply.
• Each of the plurality of segments is coupled to the alternating current supply via an associated switching unit adapted to switch on and off the segment by connecting or disconnecting the segment to/from the supply.
• Each switching unit may comprise a number of switches which corresponds to the number of lines of the associated segment, wherein the lines are adapted to carry a different phase of an alternating current.
• the switches of the switching unit are synchronously switched on and off, for example by using a common control device for controlling the operation of the switches. More generally speaking, the switching unit enables automatically switching on and off the associated segment. This means that the segment can be switched on if a vehicle is travelling along the segment or shortly before the vehicles is reaching the region of the segment. Since the segment and the other segments which are fed by the same alternating current supply are connected to an alternating current supply, there is no inverter (more generally speaking: no converter for converting the current through the current supply) required at the interface between the alternating current supply and the respective segment.
• an inverter control device comprises individual low-level control units (so-called GDU, Gate Drive Units, for example) for each individual switch (IGBT, for example) and a higher-lever control unit for controlling and coordinating the operation of the low-level control units.
• GDU Gate Drive Units
• IGBT Insulated Gate Driver Unit
• the switching unit at the interface between the segment and the alternating current supply may also comprise the low-level individual control units for each switch of the switching unit, but the construction and operation of any higher-level control unit (if required at all) is facilitated.
• Switching off and on the switching unit is only required if the operation of the segment is started or stopped.
• the length of the time interval during which the segment is operated may, for example, be in the range of some seconds.
• switching the frequency of an inverter or converter may be in the range of some kHz.
• Coupled includes a direct electric connection and alternatively includes inductive coupling, for example using a transformer. The same applies to the coupling described in the following.
• each segment is coupled to the supply via the associated switching unit and via a constant current source adapted to keep the electric current through the segment constant, independently of the electric power which is transferred to one or more vehicles travelling along the segment.
• the segment is coupled to the associated switching unit via the constant current source.
• the switching unit and the constant current source are connected in series to each other.
• at least a part (e.g. an inductance) of the constant current source is arranged at the supply-side of the switching unit.
• a basic idea of the present invention is the combination of the switching unit mentioned above with a constant current source at the interface between the respective segment and the alternating current supply. Since the segment is electrically separated from the supply while the associated switching unit is switched off, the constant current source does not produce heat while the segment is switched off. Furthermore, since the length of the time interval during which the segment is operated is typically much smaller than the off-time (at least if the length of the segment in travel direction is in the order of magnitude of the length of the vehicle), passive cooling of the constant current source is typically sufficient. Heat produced during operation can be dissipated to the ambience during off-time.
• cooling of any inverter or inverters at a central location for producing the alternating current, which is fed into the alternating current supply, can be performed in an effective manner, for example using closed circuit liquid cooling.
• the total (with respect to the whole system) effort for cooling is reduced, since several segments can be provided with energy originating from a central inverter or a central or distributed arrangement of a few inverters.
• At least one inverter can be located at the feeding point, where electric energy is fed into the alternating current supply.
• the inverter or inverters produce the desired alternating voltage at the feeding point.
• voltage level and voltage frequency are predetermined and the at least one inverter is operated accordingly.
• the desired alternating voltage at the feeding point can be generated in a different manner.
• a generator can be used which produces the desired alternating voltage and which is driven, for example, by an internal combustion motor.
• at least one converter may be arranged at the feeding point which converts the voltage level (i.e. the amplitude) and/or voltage frequency of an alternating voltage at an input side of the converter to the desired alternating voltage at the output side (i.e. at the feeding point). Therefore, at least one inverter, at least one generator and/or at least one converter may be used to feed the alternating current supply.
• detection and corresponding control of the operation of the respective segment can be integrated in a common module comprising the switching unit and the constant current source. Therefore, the disadvantage of constant current operation mentioned above can be overcome.
• a further advantage of the invention is the reduced number of active components, in particular the number of controlled switches, compared to solutions comprising one inverter per segment or one inverter for segments which cannot be operated at the same time.
• the solution of the present invention allows individual operation of each segment independently of the other segments.
• a system for transferring electric energy to a vehicle, in particular to a track bound vehicle such as a light rail vehicle or to a road automobile such as a bus, wherein
• the system comprises an electric conductor arrangement for producing an alternating electromagnetic field and for thereby transferring electromagnetic energy to the vehicle,
• the conductor arrangement comprises a plurality of consecutive segments, wherein each segment extends along a different section of the path of travel of the vehicle,
• the system comprises an alternating current supply for conducting electric energy to a plurality of the segments, wherein the segments are electrically connected in parallel to each other with the alternating current supply,
• each segment is coupled to the supply via an associated switching unit adapted to switch on and off the segment by connecting or disconnecting the segment to/from the supply,
• segment is coupled to the supply via the associated switching unit and via a constant current source adapted to keep the electric current through the segment constant, independently of the electric power which is transferred to one or more vehicles travelling along the segment.
• each segment to the supply via an associated switching unit, wherein the switching unit is adapted to switch on and off the segment by connecting or disconnecting the segment to/from the supply,
• each segment to the supply via a constant current source, wherein the constant current source is adapted to keep the electric current through the segment constant - while the segment is switched on - independently of the electric power which is transferred to one or more vehicles travelling along the segment.
• each segment can be switched on and off separately of the other segments which are coupled to the same alternating current supply.
• the alternating current supply and the segments may comprise a plurality of lines, wherein each line is adapted to carry a different phase of a multi-phase alternating current, wherein each line of the plurality of the segments is coupled to a corresponding line of the alternating current supply via a corresponding switch of the associated switching unit.
• the switching unit of at least one of the segments is connected with a control device adapted to automatically control the switching state of the switching unit and thereby to control the operation of the segment.
• the control device may be connected with a signal receptor, wherein the signal receptor is adapted to receive a signal indicating that a vehicle is located in the section of the path of travel along the segment or is about to reach the section and the signal receptor and the signal receptor is adapted to trigger the control device and the switching unit
• a vehicle travelling along the track may comprise a signal transmitter which repeatedly or continuously emits an enable signal to the track.
• the enable signal is received by the signal receptor associated to the respective segment while the receiver of the vehicle is travelling above the segment.
• the enable signal received enables the operation of the segment (i.e. the switching unit of the segment is in the on-state). If the enable signal is not received or is not received any more within an expected period of time, the segment is not operated, i.e. the switching unit is in the off- state.
• Stopping the operation of the segment if there is no longer an enable signal from the vehicle overcomes another disadvantage of constant current operation:
• the receiver of the vehicle may be overheated if there is a malfunction or if the load is too small. Then, the vehicle can stop transmitting the enable signal. As a result, the operation of the segment is stopped and overheating is prevented/stopped.
• the transmission of the enable signal may be realized by inductive coupling or by other procedures.
• control device may be connected with a current sensor for measuring the current through the segment or through one of the lines of the segment and wherein the control device is adapted to switch off the segment if the measured current fulfils a predetermined condition.
• the control device may be adapted to compare the size of the measured current with the expected size corresponding to the configuration of the constant current source. If the measured and expected values differ by at least a predetermined value, the control device switches off the segment, for example.
• This embodiment increases reliability of the constant current operation.
• a corresponding failure signal can be transferred to a central system control or monitoring device.
• the electric conductor arrangement comprises three lines, each line carrying a different phase of a three-phase alternating current.
• each of the segments may comprise sections of each of the lines, so that each segment produces an electromagnetic field which is caused by the three phases.
• At least one of the segments may comprise an associated constant current source and an associated switching unit which are integrated in a common module.
• the common module may comprise the constant current sources and switching units associated to two segments which are consecutive segments with respect to the path of travel and/or the common module may comprise the constant current sources and switching units associated to two segments which are segments of different paths of travel extending in parallel or transversely to each other. Integrating a plurality of constant current sources and switching units facilitates the mounting of the system on site.
• the switching units and constant current sources may be buried in the ground. Furthermore, not only the effort for placing the units is reduced, but also the effort for establishing the electric connections between the units and the constant current sources on one side and the alternating current supply on the other side.
• the common module may also comprise auxiliary equipment, such as a cooling fan or a liquid cooling arrangement. Furthermore, as mentioned above, the control device and/or any current sensor can be integrated in the common module.
• the common module may comprise a housing and/or a rack, wherein the components and units are arranged within the interior of the housing and/or fixed to the rack.
• the common module may comprise a first and a second connection for connecting different sections of the alternating current supply to the common module.
• the common module itself comprises a further section of the alternating current supply. This further section electrically connects the first and second connections for connecting the external sections of the alternating current supply.
• Fig. 1 an arrangement comprising a track for a rail vehicle and the vehicle, wherein the track is equipped with a plurality of segments for producing
• modules comprising a switching unit and a constant current source
• Fig. 2 an embodiment of a module comprising a switching unit and a constant
• Fig. 3 a further embodiment of a module comprising a switching unit and a constant current source, wherein the module also comprises a control device for controlling the operation of switches and comprises a current sensor for measuring the current through at least one of the lines which are to be connected to the lines of the associated segment,
• Fig. 4 another embodiment of a module, additionally comprising capacitances for compensating inductances of the lines of the associated segment,
• Fig. 5 a further modification of the module comprising a transformer for transforming the alternating voltage on the side of the alternating current supply to an alternating voltage of the side of the segment,
• Fig. 6 schematically two tracks extending in parallel to each other, wherein each track comprises a plurality of segments and wherein switching units and constant current sources of in each case four segments are integrated in a common module, and
• Fig. 7 a track comprising segments of different lengths.
• Fig. 1 schematically shows a vehicle 81 , in particular a light rail vehicle such as a tram, travelling along a track.
• the vehicle 81 comprises two receivers 1 a, 1 b for receiving electromagnetic fields which are produced by segments T1 ,
• the receivers 1 a, 1 b are located at the bottom of the vehicle 81 , in a middle section of the front part and back part of the vehicle 81 .
• the receivers may comprise a plurality of lines for producing different phases of an alternating current.
• a vehicle may have any other number of receivers.
• the receivers 1 a, 1 b are connected with other equipment within the vehicle 81 , such as with a converter (not shown) for converting an alternating current produced by the receivers 1 to a direct current.
• the direct current can be used to charge batteries or other energy storages 5a, 5b of the vehicle 81 .
• the direct current can be inverted into an alternating current used to feed at least one traction motor of the vehicle 81 with electric energy.
• the receivers 1 a, 1 b may be connected with a control device for controlling the operation of signal transmitters (not shown) which are also located at the bottom of the vehicle 81 , so that signals emitted by the signal transmitters are emitted towards the track.
• the track comprises a series of consecutive segments T1 , T2, T3, T4, T5, T6 (in practice, further segments can be provided) which can be operated (i.e. energized) separately of each other and which produce during operation an electromagnetic field in order to transfer energy to the vehicle 81 .
• Each segment extends across a section of the path of travel of the vehicle.
• each loop may be, for example, a single or multiple winding of an electric conductor. Electromagnetic waves produced by a signal transmitter of the vehicle induce a corresponding electric voltage in the loop.
• Each loop may be connected, as will be described below, directly or indirectly to a control device for controlling the operation of switching units by switching on or off an associated segment T.
• the switching units and optionally the control devices are integrated in modules M1 , M2, M3, M4, M5, M6 shown in Fig. 1 .
• the modules M1 , M2, M3, M4, M5, M6 are connected to a three-phase supply line 3 for conducting a three-phase alternating current which is generated by an inverter or AC/ AC converter 55.
• the receivers 1 a, 1 b of the vehicle 81 are located above segments T2, T4, respectively. Therefore, these segments T2, T4 are operated (i.e. are in the on-state, a current is flowing through the segment which causes the electromagnetic field) and the other segments T1 , T3, T5, T6 are not operated (i.e. are in the off-state, there is no current through the segment).
• Fig. 2 shows a module 1 1 comprising a constant current source 12 and a switching unit 13.
• Each line has a first contact 14a, 14b, 14c for connecting the line with the alternating current supply (for example the alternating current supply 3 of Fig. 1 ).
• each line has a second contact 15a, 15b, 15c for connecting the line with the three alternating current lines of the associated segment, for example segment T1 or T2 of Fig. 1 .
• module 1 1 of Fig. 2 is module M1 of Fig. 1 .
• a solid state switch in particular an IGBT 16, and a free-wheeling diode 17 are connected in parallel to each other.
• a corresponding control device for controlling the operation of the switches 16 is not shown in Fig. 2.
• the line is connected to and comprises an inductance 18, followed by a junction 21 and a second inductance 19.
• the junctions 21 of each line are connected to a common star point 1 1 via a capacitance 20.
• the switches of the switching unit can be arranged in between the respective first inductance 18 and the respective junction 21 .
• first inductances 18 and the capacitances 20 form a constant current source, i.e. while operated the associated segment is provided with a constant alternating current which is independent of the load.
• the second inductance 19 is optional, but preferred, in order to avoid the generation of reactive power during operation of the segment.
• the first and second inductances are dimensioned to be equal.
• the constant current source 12 shown in Fig. 2 is a passive network, which means that none of the components of the constant current source 12 is actively controlled as it would be in the case of a transistor in the line which is used for current limitation. Due to the two inductances, the junction and the capacitance for each line, the network shown in Fig. 2 can be referred to as a T-network. Other passive networks could alternatively be used, for example a so-called n-network, having two junctions and one passive element on the line between the junctions. Passive networks, such as the T-network or the ⁇ -network can also be referred to as a six-pole filter, since there are connections to three lines on both sides.
• a switching unit and a constant current source shown in Fig. 2 comprises a line which connects the first contact 14 with the second contact 15. There is no inductive coupling.
• An alternative comprising such an inductive coupling will be described with reference to Fig. 5.
• Fig. 3 - Fig. 5 Same reference numerals will be used to designate components having the same function as the components shown in Fig. 2.
• the term "same function" means that the dimension of the inductances and capacitances is not necessarily the same.
• the examples of Fig. 2 - Fig. 5 comprise three phase lines. However, although unusual, the number of the phase lines may differ.
• the module 31 shown in Fig. 3 additionally comprises a second switch 32a, 32b, 32c in each line between the first contact 14a, 14b, 14c and the controllable switch 16a, 16b, 16c.
• the second switch 32 is adapted to interrupt the line in case of an over-current. For example, an earth leakage or ground fault may be the reason for the over-current.
• the second switches 32 are mechanically or otherwise combined with each other so that the opening of the line performed by one of the switches 32 causes the other switches 32 also to open the respective line.
• a low-lever control unit 34 is provided within the module 31 for performing the actions needed to switch the controllable switches 16a, 16b, 16c.
• the low-level control unit 34 may be realized by individual gate drive units of the IGBTs.
• the operation of the low-level control unit 34 is controlled by a higher-level control device 36.
• the control device 36 receives a current signal from a current sensor 37 in one of the lines, wherein the current sensor 37 is connected with the control device 36 via a signal line 35.
• the control device 36 is adapted to evaluate the current signal and to compare it with a comparison value which corresponds to the expected value of the constant current which is to be produced by the constant current source.
• the current sensor 37 is located at one of the lines between the constant current source and the second contact 15.
• the current sensor may be located outside of the module 31 within the line of the segment. For example, if the deviation between the expected current value and the value measured by the current sensor differs by more than a predetermined threshold value, the control device 36 controls the low-level control units 34 to open the controllable switches 16. The current value may also be transmitted back to the inverter for adjustment of the voltage in order to generate the desired current.
• control device 36 is connected to a vehicle detection loop 38 for detecting the presence of a vehicle in the vicinity of the associated segment.
• the control device 36 is adapted to evaluate a corresponding vehicle detection signal received from the vehicle detection loop.
• the control device 36 controls the low-level control unit 34 to close or open the controllable switches 16 so that the associated segment is only operated while a vehicle is in the vicinity of the segment.
• vicinity means that the vehicle is located or travelling above the segment.
• Fig. 3 also shows a further optional feature.
• Two of the phase lines of the module are connected with the control device 36.
• the junctions 40a, 40b of these connection lines 33 with the phase lines are located between the first contact 14 and the switches 16 or -if present - the second switches 32.
• This arrangement allows powering the control device directly from the alternate current distribution (i.e. the supply) without the necessity of an additional power distribution for the control device.
• the control device 36 can also measure the voltage between two of the phase lines of the alternating current supply. This information can be used for the decision whether the controllable switches 16 shall be switched on. For example, if the voltage is too small the control device 36 does not trigger the low-level control unit 34 to switch on the switches 16.
• the control device can be integrated in a common housing and/or attached to a common rack with the switching unit. More generally speaking, the combination of the controllable switches and the control device can be pre-fabricated and can be installed afterwards on site.
• control device 36 may be connected to a distant central control device via a signal connection 39, for example via a digital data bus, such as a CAN-bus
• Fig. 4 shows an embodiment comprising an additional capacitance 42a, 42b, 42c.
• the second capacitance 42 is arranged between the junction 21 and the second contact 15 within the phase line.
• the purpose of the second capacitance 42 is to compensate the inductance of the corresponding line of the associated segment.
• “Compensation” in this context means tuning the segment to be resonant at the desired frequency and avoiding reactive power draw.
• Fig. 5 shows a module 51 comprising a transformer arrangement 52 instead of the inductances 18 of Fig. 3, Fig. 4.
• the transformer arrangement 52 provides a galvanic separation of the primary side and the secondary side.
• the primary side is the side of the controllable switches 16.
• the secondary side is the side of the second contacts 15.
• the transformer arrangement 52 may be a three-phase transformer or a set of individual transformers for each line.
• the inductances on the secondary side of the transformer arrangement function in the same manner as the inductances 18 with respect to the production of a constant current through the segment.
• the module 51 may comprise a pre-fabricated unit 53 comprising the transformer arrangement 52 and the capacitances 20, including the junctions 21 and the star point 10.
• the arrangement shown in Fig. 6 comprises pre-fabricated combined modules CM, one of which is enlarged at the bottom of Fig. 6.
• the combined modules CM1 comprises a plurality of individual modules M1 a, M2a, M1 b, M2b which are associated to a
• the pre-fabricated combined modules CM may comprise a housing 69 and/or rack which receives and/or carries the individual modules M.
• the combined modules CM may comprise electric connectors, such as plug-in connectors, for electrically connecting the modules M to the alternating current supply 3 and to the segments T.
• a first connector 61 a is to be connected to the alternating current supply 3.
• a second connector 61 b is shown which is also to be connected to the alternating current supply 3.
• the three-phase connection there is a three-phase connection within the combined module CM extending from the first connector 61 a to the second connector 61 b so that this three- phase connection forms part of the alternating current supply 3.
• the three-phase connection between the connectors 61 a, 61 b is not shown completely in the enlarged view.
• each individual module M1 a, M2a, M1 b, M2b is connected to the first or second connector 61 a, 61 b via corresponding junctions.
• each individual module M1 a, M2a, M1 b, M2b is connected to a further connector 62, 63, 64, 65 which is preferably accessible from the outside of combined module CM, for connecting the respective module M with the associated segment T.
• each combined module CM can be cooled by an additional cooling unit, such as a fan.
• an additional cooling unit such as a fan.
• one cooling device is sufficient for each combined module CM.
• the combined modules CM can be arranged in between the two tracks which extend in parallel to each other and which are defined by the consecutive segments T1 a, T2a, T3a, T4a, T5a, T6a; T1 b, T2b, T3b, T4b, T5b, T6b.
• the tracks may be tracks for rail vehicles or lanes for road automobiles, such as busses.
• each inverter is connected at its alternating current side to a transformer 14 via a connection line 4a, 4b.
• the individual modules M shown in Fig. 6 and Fig. 7 can, for example, be configured as described with reference to Fig. 3 - Fig. 5.
• Fig. 7 schematically shows a vehicle 91 , in particular a bus for public transport of people, comprising a single receiver 1 for receiving the electromagnetic field produced by segments on the primary side of the system.
• a vehicle 91 in particular a bus for public transport of people, comprising a single receiver 1 for receiving the electromagnetic field produced by segments on the primary side of the system.
• the contained individual modules M comprise the switching unit and constant current source associated to the respective segment T.
• the combined module DM shown in Fig. 7 is constructed in the same manner as described for combined module CM shown in Fig. 6 with the exception that combined module
• the first and second connector 61 a, 61 b are connected to the alternating current supply 3 and the additional external connectors 72, 73 of combined module DM are connected to segment T1 or T2, respectively.
• the external connectors 61 a, 62b may be connected by a three-phase line extending within combined module DM which forms a section of alternating current supply 3.
• the effective alternating voltage of the alternating current supply may be, for example, in the range of 500 - 1 .500 V.
• the constant current which is produced the constant current sources and which flows through the associated segment may be in the range of 150 - 250 A.
• the frequency of the alternating current may be in the range of 15 - 25 kHz.
• switching units at the interface between the current supply to the respective segment has the advantage - compared to using inverters at the interface - that switching losses during operation of an inverter can be reduced: the number of inverters is reduced and one or more than one parallel inverter/s which is/are located at the input of the alternating current supply can be operated in constant-voltage mode.
• central inverters can be cooled in a more effective manner than a plurality of de-centralized inverters.
• Another advantage is that the switches of the switching unit at the interface between the alternating current supply and the segment can be configured with respect to smaller heat losses, since these switches are operated only for starting and stopping the operation of the associated segment.
• switches of inverters at the interface are operated at operating frequencies of at least some kHz. This means that the switches of the switching units need to perform and to withstand less switching operations during their life time. Therefore, costs are decreased, reliability can be increased and the construction volume of the switching unit is smaller than for inverters.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Computer Networks & Wireless Communication (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Inverter Devices (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Current-Collector Devices For Electrically Propelled Vehicles (AREA)

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• 2011
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