WO2018174832A1 - Procédé de charge de batteries de véhicule électrique pendant la conduite et dispositif de charge de batterie mécanique-électrique - Google Patents

Procédé de charge de batteries de véhicule électrique pendant la conduite et dispositif de charge de batterie mécanique-électrique Download PDF

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Publication number
WO2018174832A1
WO2018174832A1 PCT/SK2018/050001 SK2018050001W WO2018174832A1 WO 2018174832 A1 WO2018174832 A1 WO 2018174832A1 SK 2018050001 W SK2018050001 W SK 2018050001W WO 2018174832 A1 WO2018174832 A1 WO 2018174832A1
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WIPO (PCT)
Prior art keywords
servomotor
charging
auxiliary
electric vehicle
driven disc
Prior art date
Application number
PCT/SK2018/050001
Other languages
English (en)
Inventor
Jaroslav MOLDA
Roman HOZLÁR
Original Assignee
Molda Jaroslav
Hozlar Roman
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Filing date
Publication date
Application filed by Molda Jaroslav, Hozlar Roman filed Critical Molda Jaroslav
Publication of WO2018174832A1 publication Critical patent/WO2018174832A1/fr

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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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

  • the invention relates to a method of charging electric vehicle batteries while driving and a mechanical-electrical device for charging electric vehicle batteries while driving.
  • the invention falls within the automotive industry.
  • a decisive factor when purchasing an electric vehicle is also the density of the charging station network, not only on motorways and express roads, but also within locations of interest of electric vehicle users.
  • charging stations should be fitted with fast chargers. But even so, with each fast charging the travel time would increase by about 30 minutes.
  • the situation with charging electric vehicles is different in cities where fast-charging stations or stand-alone charging points are being built at parking spaces.
  • city centers and neighborhoods start having problems with the capacity of their existing electrical grids. Building a dense network of fast charging stations or stand-alone charging points would overload the existing grids, thus requiring energy infrastructure upgrades.
  • There are a number of ways how to stationary charge electric vehicle batteries One way is to charge batteries with alternating current, for example, from a 230V socket (schuko).
  • Such charging requires cars to have a built-in "charger” that converts AC power supply voltage to DC battery charging voltage.
  • Battery charge time depends on: the power of the integrated charger built into the car and max. power rating of the electrical output or the charging station defined by its voltage (230 V or 400 V), max. current (A) and number of phases (1 or 3).
  • DC battery charging i.e. charging by direct current, which however is more expensive than AC charging.
  • Electroad are being tested in Israel, too. They allow wireless charging of electric vehicles while driving.
  • the Israeli startup Electroad trying to pave the way for a greener world, has rebuilt several existing roads and fitted them with coils for inductive charging of electric vehicles.
  • the team has successfully tested their technology and now they want to conduct a larger scale demonstration using a public bus line in Tel Aviv.
  • the goal of Electroad is to reduce CO2 emissions and offer a cost-effective, efficient and cleaner way of traveling.
  • the technology is based on electromagnetic induction. This technology is flexible, with its implementation requiring only copper and rubber and its deployment being quick and easy.
  • One kilometer of roads can be fitted with the technology in half a day, i.e. overnight.
  • An 8 cm deep grove needs be cut out in the pavement, which is then fitted with wireless charging strips and filled with asphalt. Fitted to the bottom of an electric vehicle will be an energy receiving coil.
  • the technology is designed for public transport. Do to driving on an electric road, such bus would not need to be charged, but in spite of that it would be fitted with a small battery allowing it to run for five kilometers without electric power.
  • Solar roadways are discussed as the future of transport and travel. These are roadways built of modular solar panels, which are made of tempered glass. Cores of individual modules are fitted with microprocessors that communicate with other panels, the control centre, as well as other vehicles on the road. LED lights built directly into the panels also contain heating elements, i.e. they provide more than just illumination. Snow and ice should not be problem for solar panels.
  • One of the main questions regarding solar roadways is their secondary use. Other than providing road lighting, such roads are expected to be able to charge passing electric vehicles.
  • the term 'electric vehicle' is to be understood to include dual-track electric vehicles, such as electric cars, electric quadricycles and the like, as well as tripple-track electric vehicles such as tricycles, and possibly even single-track vehicles.
  • the method is applied to the non-steering rear axle.
  • the principle of the method is that the charging of the entire electric vehicle battery pack is divided into simultaneous charging of one 1 ⁇ 2 of the battery pack and simultaneous charging of the other 1 ⁇ 2 of the battery pack.
  • this is a method where one 1 ⁇ 2 of the battery pack is recharged by charging current generated by an unconventional left AC electric generator, which is a left servomotor with an electrical output, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor, while the third stator coil of the servomotor is not engaged. Subsequently, generated current is rectified in a left rectifier with a DC output.
  • an unconventional left AC electric generator which is a left servomotor with an electrical output, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor, while the third stator coil of the servomotor is not engaged.
  • the other 1 ⁇ 2 of the battery pack is recharged by charging current generated by an unconventional right AC electric generator, which is a right servomotor with an electrical output, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor, while the third stator coil of the servomotor is not engaged. Subsequently, generated current is rectified in a right rectifier with a DC output.
  • an unconventional right AC electric generator which is a right servomotor with an electrical output, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor, while the third stator coil of the servomotor is not engaged.
  • this is a method where torque is applied to the input of the unconventional left AC electric generator, which is the shaft of the left servomotor and simultaneously torque is applied to the input of the unconventional right AC electric generator, which is the shaft of the right servomotor.
  • the torque may be transferred to the left servomotor shaft from a left parallel auxiliary driven disc or from the left tire tread or from the road surface via a left auxiliary friction wheel or via a left auxiliary gear wheel.
  • the torque for the right servomotor shaft can be transferred from a right parallel auxiliary driven disc or from the right tire tread or from the road surface via a right auxiliary friction wheel or via a right auxiliary gear wheel.
  • the mechanical- electrical device for charging electric vehicle batteries while driving comprises a left AC electric generator, which is the left servomotor in a configuration where the output of the left AC electric generator is formed by two stator coils of the left servomotor coupled by a capacitor, with the third stator coil of the left servomotor being disengaged.
  • the two stator coils of the left servomotor are connected to the left rectifier, the DC output of which is connected to the first 1 ⁇ 2 of the battery pack.
  • the mechanical-electrical device for charging electric vehicle batteries while driving also comprises a right AC electric generator, which is the right servomotor in a configuration where the output of the right AC electric generator is formed by two stator coils of the right servomotor coupled by a capacitor, with the third stator coil of the right servomotor being disengaged.
  • the two stator coils of the right servomotor are connected to the right rectifier, the DC output of which is connected to the second 1 ⁇ 2 of the battery pack.
  • An electronic charging control circuit may also be fitted before the battery pack.
  • the input of the left AC electric generator is the left servomotor shaft.
  • the left servomotor shaft is fitted with a left auxiliary friction wheel pressing against the left parallel auxiliary driven disc or the left tire tread or the road surface.
  • the left servomotor shaft is fitted with a left auxiliary gear wheel engaged with the left parallel auxiliary driven disc.
  • the input of the right AC electric generator is the right servomotor shaft.
  • the right servomotor shaft is fitted with a right auxiliary friction wheel pressing against the right parallel auxiliary driven disc or the right tire tread or the road surface.
  • the right servomotor shaft is fitted with a right auxiliary gear wheel engaged with the right parallel auxiliary driven disc.
  • the left parallel auxiliary driven disc which is mounted on the shaft of the electric vehicle's left electric motor before the left wheel hub and similarly the right parallel auxiliary driven disc, which is mounted on the shaft of the right electric motor before the right wheel hub.
  • This arrangement can be further improved by incorporating a left coupling between the left parallel auxiliary driven disc and the left wheel hub, which left coupling engages/disengages the left motor and the left wheel of the electric vehicle and similarly by incorporating a right coupling between the right auxiliary parallel driven disc and the right wheel hub, which right coupling engages/disengages the right motor and the right wheel of the electric vehicle.
  • the left and right parallel auxiliary driven discs may be overdimensioned to function also as left and right flywheels.
  • the left and right parallel auxiliary driven discs are specially designed for taking of torque by having friction surfaces for cases when the torque for driving the left and right AC electric generators, formed by the left and right servomotors, is taken via left and right auxiliary friction wheels.
  • the left and right parallel auxiliary driven discs may also be geared and then the left and right auxiliary gear wheel would also be geared.
  • friction wheel pressure control for the drive methods described earlier, i.e. tire tread or road surface.
  • This can be achieved in such a way that the friction wheel pressing against the tire tread or against the circumference of the auxiliary disc or against the road surface is coupled with a mechanical-pneumatic or servo-electric press device controlling the downward pressure force. If the electric vehicle exceeds the speed of about 90 km/h, it is not effective to keep the pressure of the friction wheel against the tread or the road surface any more. It is then possible to set the down pressure force to zero causing the charging system to disconnect from the electric vehicle's electrical system.
  • An essential feature of the design is also the material the friction wheel is made of.
  • Fe/PUR material is suitable for this purpose. To ensure full usability of the charging system, the installation includes elements of protection against water and dust with adequate coverage.
  • the mechanical-electrical device for charging electric vehicle batteries while driving is applied to the non-steered axle where the torque for driving the AC electric generators, which are servomotors, if taken from the tire treads of the electric vehicle wheels, results in stressing the tire tread.
  • the torque is taken from parallel auxiliary discs fitted close to the electric vehicle wheels, this solution saves the tire tread, but on the other hand it adds an additional component to the axle.
  • Another advantage of incorporating the auxiliary parallel wheels may be that, if properly sized, they can also function as flywheels, thus contributing to the driving economy of the electric vehicle.
  • This solution also meets a possible requirement for the diameter of the parallel auxiliary wheel plus the diameter of the friction wheel to be smaller than the diameter of the tire tread.
  • the parallel auxiliary wheel is connected to the inner side of the wheel disk.
  • this solution saves the tire tread, but on the other hand it adds an additional component to the electric vehicle.
  • a common auxiliary friction wheel mounted on an auxiliary suspension frame presses against the road surface.
  • the battery pack is divided into two 200 volt systems due to the power generated by the AC electric generator, which is a servomotor.
  • the AC electric generator which is a servomotor, is required to have higher speed. It was also discovered and mathematically confirmed that at about 4000 rpm and the total required charging power the maximum torque on the AC electric generator axis is about 5.5 Nm.
  • the mechanical part of the solution needs to be properly dimensioned, especially with regards to the diameter of the auxiliary friction wheel driving the AC electric generator. Using an iterative method, it was found that there is a relationship between the auxiliary friction wheel diameter and the speed of travel.
  • the optimal diameter of the auxiliary friction wheel is 50 to 70 mm, with the diameter of the electric vehicle wheel being an optional parameter.
  • the essence of the invention in general also includes the use of an AC servomotor as an electric generator for the generation of alternating voltage and current.
  • the essence of the solution lies in the fact that the function of an electric generator of alternating current and voltage is not performed by a standard alternator, but rather by an AC servomotor, the shaft of which serves, for this purpose, as a mechanical torque input and the stator coils serve as an electrical output of alternating voltage and current.
  • the stator coils are an electrical input and the shaft is a mechanical torque output.
  • the maximum torque on the AC electric generator axis is about 5.5 Nm.
  • the friction wheel is mounted on the non-drive axle, but if the invention authors had sufficient technical means available, the system could also be mounted on the drive axle with an additional designing of the electric vehicle differential.
  • the AC electric generator which is a servomotor (AC servomotor), makes it possible to use it as a generator, but the servomotor needs to be brought to high speeds, requiring better bearings and a different type of lubricant in the bearings.
  • the servomotor When wired as a generator with all three stator coils, the servomotor was able, at the speed of more than 3500 rpm, to deliver about 3 A at 320 to 340 V. With further speed increase, voltage did not increase anymore and current increased to about 6 A at 5000 rpm. However, measurement showed small gain in the net generated power. When only two out of three stator coils were connected, with a capacitor connected in parallel between them, the net gain of the generated power was higher by about 30%. It can be concluded that the connection of two, rather then three, stator coils in a 200 volt system under testing conditions showed better results. Last but not least, a lower torque is needed to achieve the desired outcome, compared to the connection of all three stator coils.
  • FIG. 1 shows a perspective view of the first design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the tire tread.
  • Fig. 2 shows the top view of the first design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the tire tread.
  • Fig. 3 shows a perspective view of the second design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the road surface.
  • Fig. 4 shows the top view of the second design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the road surface.
  • Fig. 5 shows the wiring diagram of the electric charging system.
  • FIG. 6 shows the parameters of the electric charging system in a tabular form.
  • Fig. 7 shows the top view of the combined design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the tire tread and from the road surface.
  • Fig. 8 shows the perspective view of the combined design implementation where torque for the AC electric generator is taken by an auxiliary friction wheel from the tire tread and from the road surface.
  • Fig. 9 shows the blog diagram of the design where torque for the AC electric generator is taken via an auxiliary gear wheel from a parallel auxiliary driven disc.
  • Fig. 10 shows the wiring diagram of an AC electric generator, which is a servomotor.
  • This example of a particular embodiment of the invention describes a method of charging batteries of a dual-track electric vehicle while driving, based on the principle that the charging of the entire electric vehicle battery pack 4 is divided into simultaneous charging of one 1 ⁇ 2 of the battery pack 4 and simultaneous charging of the other 1 ⁇ 2 of the battery pack 4.
  • One 1 ⁇ 2 of the battery pack 4 is recharged by charging current i generated by a left AC electric generator 1_, which is a left servomotor with an electrical output 7, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor 1_0, while the third stator coil of the servomotor is not engaged.
  • the charging current _ ⁇ and the charging voltage jJ are rectified by a left rectifier 3 with a DC output 8.
  • the other 1 ⁇ 2 of the battery pack 4 is recharged by charging current _ ⁇ generated by a right AC electric generator 1_, which is a right servomotor with an electrical output 7, in which the generated current is drawn from two stator coils of the servomotor coupled by a capacitor 1_0, while the third stator coil of the servomotor is not engaged.
  • the charging current _ ⁇ and the charging voltage LJ are rectified by a right rectifier 3 with a DC output 8.
  • torque is applied in three alternative ways to the input of the left AC electric generator 1_, which is the shaft of the left servomotor, and simultaneously to the input of the right AC electric generator, which is the shaft of the right servomotor.
  • the torque is transferred to the shaft of the left AC electric generator which is the left servomotor, from a left parallel auxiliary driven disc 1J_ via a left auxiliary friction wheel 2 or a left auxiliary geared wheel 2.
  • the torque is transferred to the shaft of the right AC electric generator which is the right servomotor, from a right parallel auxiliary driven disc 1J_ via a right auxiliary friction wheel 2 or a right auxiliary geared wheel 2.
  • the torque is transferred to the shaft of the left AC electric generator which is the left servomotor, from a left tire tread 5 via the left auxiliary friction wheel 2.
  • the torque is transferred to the shaft of the right AC electric generator which is the right servomotor, from a right tire tread 5 via the right auxiliary friction wheel 2.
  • the torque is transferred to the shaft of the left AC electric generator which is the left servomotor, from the road surface 6 via the left auxiliary friction wheel 2.
  • the torque is transferred to the shaft of the right AC electric generator which is the right servomotor, from the road surface 6 via the right auxiliary friction wheel 2.
  • This example of a particular embodiment of the invention describes the actual design of the mechanical-electrical device for charging electric vehicle batteries while driving according to the present technical solution as shown in Figs. 9, 10 and 5, based on the method of charging dual-track electric vehicle batteries while driving
  • the design of the mechanical-electrical device for charging electric vehicle batteries while driving is based on the fact that it is applied to the non- steered rear axle, where the left auxiliary friction wheel 2 presses against the left parallel auxiliary driven disc 1J_.
  • the left parallel auxiliary driven disc 1J_ is mounted on the shaft 12 of the left electric motor 1_3 before the hub 1_4 of the left wheel 5.
  • the left parallel auxiliary driven disc 1J_ also functions as a flywheel accumulating kinetic energy.
  • a left coupling 1_5 is fitted between the left parallel auxiliary driven disc 1J_ and the hub 1_4 of the left wheel 5.
  • left auxiliary gear wheel 2 engages with the left parallel auxiliary driven disc 1J_.
  • left parallel auxiliary driven disc 1J_ is geared.
  • the left auxiliary friction wheel 2 acts as a drive for the left AC electric generator - the servomotor, the AC electric output 7 of which is connected to the left rectifier 3 of the charging voltage ]J, the DC output 8 of which is connected to the first 1 ⁇ 2 of the battery pack 4.
  • the left AC electric generator - the servomotor is configured so that two stator coils coupled by a capacitor 10 form its output, with the third stator coil of the left servomotor being disengaged, while the two stator coils of the left servomotor form its AC electric output 7.
  • the axes of both friction wheels 2 are parallel with the axes of the electric vehicle tires 5.
  • the right side of the non-steered rear axle is arranged correspondingly.
  • Left and right AC electric generators 1_ - servomotors are housed separately in the suspended part of the axle of the electric vehicle near the wheels 5 of the electric vehicle.
  • a servomotor was used as the AC electric generator 1_, the AC electric output 7 of which, formed by two stator coils, is coupled by a capacitor 1_0.
  • the left auxiliary friction wheel 2 presses against the left parallel auxiliary driven disc 1J_ in such a way that its diameter is smaller than that of the tire 5 tread.
  • the parallel auxiliary driven disc is connected to the inner side of the wheel disc.
  • the left parallel auxiliary driven disc 1J_ also functions as a flywheel, thus contributing to the driving economy of the electric vehicle.
  • This example of a particular embodiment of the invention describes another design of the mechanical-electrical device for charging electric vehicle batteries while driving according to the present technical solution as shown in Figs. 1, 2 and 5.
  • the mechanical- electrical device is again applied to the non-steered rear axle, where the left auxiliary friction wheel 2 presses against the left tire thread 5 and acts as a drive for the left AC electric generator 1 - the servomotor, the AC electric output 7 of which is connected to the left rectifier 3 of the charging voltage jJ, the DC output 8 of which is connected to the first 1 ⁇ 2 of the battery pack 4.
  • the left AC electric generator - the servomotor is configured so that two stator coils coupled by a capacitor 1_0 form its output, with the third stator coil of the left servomotor being disengaged, while the two stator coils of the left servomotor form its AC electric output 7.
  • the axes of both auxiliary friction wheels 2 are parallel with the axes of the electric vehicle tires 5.
  • the right side of the non-steered rear axle is arranged correspondingly.
  • Left and right AC electric generators 1_ - servomotors are housed separately in the suspended part of the axle of the electric vehicle near the wheels 5 of the electric vehicle.
  • Fig. 6 shows the achieved parameters of the electric charging system in a tabular form, where the measured net gain of the generated output was approximately 30% higher. Additionally, a lower torque is needed to achieve the desired outcome.
  • This example of a particular embodiment of the invention describes another design of the mechanical-electrical device for charging electric vehicle batteries while driving according to the present technical solution as shown in Figs. 3, 4 and 5.
  • the mechanical- electrical device is again applied to the non-steered rear axle so that left and right auxiliary friction wheels 2 are independently mounted on an auxiliary suspension frame 9 of the electric vehicle and pressing against the road surface 6.
  • the left auxiliary friction wheel 2 acts as a drive for the left AC electric generator 1 - the servomotor, the AC electric output 7 of which is connected to the left rectifier 3 of the charging voltage LJ, the DC output 8 of which is connected to the first 1 ⁇ 2 of the battery pack 4.
  • the right side of the non-steered rear axle is arranged correspondingly.
  • AC electric generators - servomotors are housed on the chassis or on the fixed part of the axle of the electric vehicle.
  • a common friction wheel 2 is mounted on the auxiliary suspension frame 9.
  • a servomotor was chosen for the AC electric generator 1_, the AC electric output 7 of which, formed by two stator coils, is coupled by a capacitor 1_0, with the third stator coil being disengaged.
  • auxiliary friction wheel 2 pressing against the road surface 6 is coupled with a not shown mechanical-pneumatic or servo-electric pressing device controlling the downward pressure force from zero to maximum.
  • This example of a particular embodiment of the invention describes a combined method of charging batteries of a two-track electric vehicle while driving, based on the fact that it simultaneously applies the solution of Example 4 and one of Examples 2 or 3 in a single electric vehicle, i.e. it comprises four AC electric generators 1 as shown in FIG. 7 and 8. It applies to all the examples that if necessary, a not shown electronic circuit for controlled recharging of 1 ⁇ 2 of the battery pack 4 may be incorporated before the battery pack 4 to the electrical output 7 of the AC electric generator 1 AC - the servomotor, or to the output 8 of the DC rectifier 3 of the charging voltage jJ. And/or, a not shown a charging voltage disconnector with a control circuit is integrated before the battery pack 4 to the electric output 7 of the AC electric generator - the servomotor, or to the output 8 of the DC rectifier 3.
  • This example of a particular embodiment of the invention describes the use of an AC servomotor as an electric generator for the generation of alternating voltage and current.
  • Such method of implementation is used, for example, in small hydropower plants where the AC servomotor, connected as an electric generator, provides a minimum load to the water turbine.
  • Such method of implementation is used, for example, in small wind power plants where the AC servomotor, connected as an electric generator, provides a minimum load to the wind turbine.
  • Such method of implementation is used, for example, in any small torque devices where the AC servomotor, connected as an electric generator, provides a minimum load to the device.
  • An AC servomotor can be used as an AC electric generator, with an electrical output made of its three stator coils, but a higher effect is achieved if the electric output of the AC servomotor is only made of two of its stator coils bridged by a capacitor, with the third stator coil being disengaged.
  • Industrial applicability of the method of charging electric vehicle batteries while driving and a mechanical-electrical device for charging electric vehicle batteries while driving according to the present invention represents a technology applicable in automotive industry.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un procédé de charge de batteries de véhicule électrique pendant la conduite reposant sur le fait que la charge de l'ensemble du bloc-batterie du véhicule électrique (4) est divisée en une charge simultanée d'une moitié du bloc-batterie (4) et une charge simultanée de l'autre moitié du bloc-batterie (4), où : - une moitié du bloc-batterie (4) est chargée avec un courant (I) qui est : généré par un générateur électrique en courant alternatif gauche (1), qui est un servomoteur gauche comprenant une sortie électrique (7), dans laquelle le courant (I) est tiré à partir de deux enroulements de stator du servomoteur couplés par un condensateur (10) tandis que le troisième enroulement de stator du servomoteur est désengagé ; redressé par un redresseur gauche (3) avec une sortie en courant continu (8) ; - un couple étant appliqué à l'entrée du générateur électrique en courant alternatif gauche (1), qui est l'arbre du servomoteur gauche : à partir d'un disque entraîné auxiliaire parallèle gauche (11) par l'intermédiaire d'une roue de friction auxiliaire gauche (2) ou d'une roue à engrenages auxiliaire gauche (2) ; ou à partir d'une bande de roulement de pneu gauche (5) par l'intermédiaire de la roue de friction auxiliaire gauche (2) ; ou à partir de la surface de route (6) par l'intermédiaire de la roue de friction auxiliaire gauche (2). Cela s'applique de manière correspondante au côté droit du véhicule électrique.
PCT/SK2018/050001 2017-03-20 2018-01-23 Procédé de charge de batteries de véhicule électrique pendant la conduite et dispositif de charge de batterie mécanique-électrique WO2018174832A1 (fr)

Applications Claiming Priority (4)

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SK500212017 2017-03-20
SK500222017 2017-03-20
SKPP50021-2017 2017-03-20
SKPP50022-2017 2017-03-20

Publications (1)

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WO2018174832A1 true WO2018174832A1 (fr) 2018-09-27

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109361257A (zh) * 2018-11-26 2019-02-19 庞黎禹 一种纯高速电动车轮胎摩擦力的再生发电充电系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2420765A (en) * 2004-12-04 2006-06-07 Charles Robert Massie Battery driven vehicle
US20100006351A1 (en) * 2008-07-08 2010-01-14 Howard J Scott Electric vehicle with contra-recgarge system
EP2258569A2 (fr) * 2006-04-03 2010-12-08 BluWav Systems, LLC Propulsion de véhicule en forme d'un axe rattrapable avec deux moteurs électriques et un embrayage de connexion
US20150204741A1 (en) * 2014-01-22 2015-07-23 Ford Global Technologies, Llc Traction-Battery Vehicle Test Trailer

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2420765A (en) * 2004-12-04 2006-06-07 Charles Robert Massie Battery driven vehicle
EP2258569A2 (fr) * 2006-04-03 2010-12-08 BluWav Systems, LLC Propulsion de véhicule en forme d'un axe rattrapable avec deux moteurs électriques et un embrayage de connexion
US20100006351A1 (en) * 2008-07-08 2010-01-14 Howard J Scott Electric vehicle with contra-recgarge system
US20150204741A1 (en) * 2014-01-22 2015-07-23 Ford Global Technologies, Llc Traction-Battery Vehicle Test Trailer

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ZULKIFLI S.A. ET AL: "Split-Parallel Through-the-Road Hybrid Electric Vehicle: Operation, Power Flow and Control Modes", 2015 IEEE TRANSPORTATION ELECTRIFICATION CONFERENCE AND EXPO (ITEC), 17 June 2015 (2015-06-17), pages 1 - 7, XP055431956, ISBN: 978-1-4673-6741-7, Retrieved from the Internet <URL:http://ieeexplore.ieee.org/ielx7/7154563/7165721/07165774.pdf?tp=&arnumber=7165774&isnumber=7165721> [retrieved on 20171205], DOI: 10.1109/ITEC.2015.7165774 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109361257A (zh) * 2018-11-26 2019-02-19 庞黎禹 一种纯高速电动车轮胎摩擦力的再生发电充电系统

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