WO2023084044A1 - Procédé d'alimentation en énergie de traction, en particulier faisant intervenir un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires pour le transport lourd électrique - Google Patents

Procédé d'alimentation en énergie de traction, en particulier faisant intervenir un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires pour le transport lourd électrique Download PDF

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Publication number
WO2023084044A1
WO2023084044A1 PCT/EP2022/081655 EP2022081655W WO2023084044A1 WO 2023084044 A1 WO2023084044 A1 WO 2023084044A1 EP 2022081655 W EP2022081655 W EP 2022081655W WO 2023084044 A1 WO2023084044 A1 WO 2023084044A1
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WO
WIPO (PCT)
Prior art keywords
voltage
vehicle
charging
energy
lines
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PCT/EP2022/081655
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German (de)
English (en)
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WO2023084044A4 (fr
Inventor
Gerold Sluka
Kai André Böhm
Original Assignee
Hofer Powertrain Innovation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE202021106214.2U external-priority patent/DE202021106214U1/de
Priority claimed from DE202021106215.0U external-priority patent/DE202021106215U1/de
Priority claimed from DE202022102525.8U external-priority patent/DE202022102525U1/de
Priority claimed from DE102022125116.0A external-priority patent/DE102022125116A1/de
Application filed by Hofer Powertrain Innovation Gmbh filed Critical Hofer Powertrain Innovation Gmbh
Priority to EP22808859.7A priority Critical patent/EP4217223A1/fr
Publication of WO2023084044A1 publication Critical patent/WO2023084044A1/fr
Publication of WO2023084044A4 publication Critical patent/WO2023084044A4/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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • B60M7/003—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway for vehicles using stored power (e.g. charging stations)
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles

Definitions

  • Traction energy supply method in particular using an energy supply system for motor vehicles, preferably for commercial vehicles for electrically operated heavy traffic
  • the present invention deals with the electrical supply of transport traffic, in particular heavy traffic, with at least one heavy traffic vehicle, with an associated vehicle being electrically driven with at least one drive motor, such as a truck (truck) or a passenger transport vehicle (car or bus).
  • Electrical energy from a supply line can be received in a traction accumulator of the vehicle as a buffer energy supply for intermediate storage by means of an energy supply tap from a line-guided energy supply.
  • the present invention deals with a system for supplying heavy-duty vehicles with electrical energy.
  • the present invention deals with a traction energy supply method, in particular for electrically supplied heavy traffic, according to the preamble of patent claim 1.
  • a mobility system according to the preamble of claim 22 for several electrically powered vehicles is presented.
  • a balance must generally be sought between a reliably achievable range or a maximum travel distance, the points with available electrical energy and the type of supply that is required to provide the energy required by the respective vehicle.
  • the technical equipment such as B. sufficiently dimensioned in size or in the storage capacity electrochemical energy storage, and the devices for their operation are carried along by the respective electrified vehicle. Because of the required storage capacity of the electrochemical store, the weight of a vehicle of this type increases. Consequently, the energy consumption of a vehicle designed in this way increases simply because of the need for an electrochemical store, such as an accumulator.
  • the known types of lithium accumulators which are characterized by their lower dead weight, actually by a particularly high gravimetric power density, are usually also characterized by numerous disadvantages.
  • the lithium-nickel-cobalt-aluminum battery especially those types in which the cobalt content is reduced in favor of the nickel content, tends to "thermal runaway". Consequently, the power density gained or the advantage in the gravimetric power density is compensated for by safety precautions such as e.g. B. by small charge and discharge currents, partially abandoned.
  • Lithium titanate battery A lithium accumulator type that survives a higher number of charging and discharging cycles but appears unsuitable for an automotive application because it only has a very low gravimetric power density (compared to other lithium accumulator types) is the Lithium titanate battery.
  • WO 2010/023 033 A1 (applicant: Siemens AG; date of publication: 03/04/2010), power supply systems for electrified train networks are used to drive the rail vehicles and to supply a catenary system.
  • power supply systems for electrified train networks are used to drive the rail vehicles and to supply a catenary system.
  • substations of the energy supply device with an energy storage device. These substations are used to transform electrical energy and to supply sections of line.
  • the energy storage device can have, for example, an electrical and an electrochemical energy store, which are connected via power electronic and/or mechanical switches. Those energy stores can also contribute to the stability of supply through an energy supply network if wind turbines or photovoltaic systems are used as energy sources, which are generally to be regarded as less stable energy sources.
  • EP 3210 820 B1 (owner: Kabushiki Kaisha Toshiba; patent publication date: 07.08.2019) mainly refers to transport systems for electric rail traffic. Due to the fact that the vehicles, which operate in start-stop mode, are supplied with energy via overhead lines, the overhead line voltage should vary greatly. Similar to WO 2010/023 033 A1, EP 3210 820 B1 therefore also proposes equipping substations with energy stores. Different typical DC operating voltages, e.g. B. 600 V or z. B. also 1500 V, are addressed in that document. The document EP 3210 820 B1 also explains that the operating voltage also has to be varied because the storage element of the station is exposed to temperature-related voltage changes or SOC-related voltage changes.
  • the distances between the individual sections with a recharging infrastructure should be selected in such a way that even if an intermediate recharging infrastructure section fails, a rail vehicle can continue to operate without a total discharge of the Accumulator can reach a subsequent section with a reloading infrastructure.
  • Rail vehicles that are battery powered.
  • the power supply is to be provided via a 25 kV high-voltage network with coupling via a transformer and subsequent conversion, in particular to a 3-phase alternating current, to supply a drive motor of the rail vehicle.
  • a bidirectional AC-DC converter is used in the vehicle to charge a storage battery. If the external supply has an error (“when the bow net system is abnormal”), the storage battery should be disconnected from the external supply and the power supply of the vehicle, in particular the power supply of the drive motor, should come from the storage battery, and via the bidirectional DC/AC inverter, which should also be suitable for charging the accumulator or the storage battery. With such an emergency drive, the vehicle should at least be able to reach a nearby maintenance workshop.
  • CN 113 183 766 A (Applicant: Univ. Hunan; Date of publication: July 30, 2021) is also likely to relate mainly to rail vehicles and their vehicles due to the described subject entitled "multi-source multi-flow electric locomotive traction transmission system topology". Supply with alternating current and direct current via a tap using a pantograph to be used. The document lists individual vehicle components that are part of the vehicle's electrical and electronic equipment. The "lithium titanate battery” type is mentioned as a possible option for the accumulator technology to be used. The authors of CN 113 183 766 A also deal with a possible "pantograph error". If such a fault occurs, an electric locomotive should remain operational due to the on-board hybrid energy storage system.
  • US 2011/0 166 736 A1 discloses a drive control system for an electric vehicle, such as for a commuter train with 10 cars or for a subway.
  • a voltage of 1500 V is specified as the nominal voltage on an overhead line.
  • a voltage window that can be varied in a voltage field between 1000 V and 1800 V is described as a possible range of a variable voltage.
  • DC voltages from 600 V to 3000 V are mentioned as supply voltages. in case of error, More precisely, if there is insufficient overhead line voltage, such a train should be able to be switched to battery operation.
  • a control unit for an electric vehicle e.g. B. a rail vehicle described that in an electrified route area from an overhead line, which has a predetermined DC voltage of z. B. provides 600 V, draws electricity and converts it into a "three-phase current" for the motor drive or for the operation of additional devices such as air conditioning systems.
  • An electrical storage device carried in the vehicle the energy from which is provided for operating the vehicle in areas without overhead lines, is also to be charged from the overhead line.
  • the control device is equipped with a charging device, which should also be able to be supplied in hybrid operation from an additional energy source, which includes a so-called additional device group.
  • the control unit adjusts the amount of electrical charge to be taken from the overhead line to a route that is then to be traveled without an overhead line, i. i.e. loading quantities are calculated for the future route and related accordingly.
  • pantograph with equalizing contacts for overhead lines can be found in WO 2018/158235 A1 (applicant: Siemens AG; date of publication: September 7, 2018).
  • CN 113 644679 A (applicant: Tsinghua University; date of publication: November 12, 2021) describes a so-called flexible DC voltage supply system for the traction drive.
  • the "flexibility" is seen in the fact that the energy should be obtained from different energy sources.
  • DE 10 2012 007 906 A1 (applicant: Audi AG; disclosure date: Oct. 24, 2013) describes a method for preparing an energy supply of a vehicle.
  • the publication deals with the initial phase in which a vehicle is connected to a DC fast charging station via a connector, the fast charging station being able to provide DC voltages between 0 V and 1500 V.
  • This allocates via power-line communication charging electric vehicle in an initialization phase with which permissible maximum charging voltage and which target voltage after charging the battery of the vehicle should have, so that the DC charging station sets the desired charging voltage for the vehicle following the specifications of the vehicle.
  • US 10293 699 B2 owner: GM Global Technology; patent publication date: May 21, 2019
  • a charging control system in conjunction with a server is intended to make information available as to which vehicle in a fleet is on an intended route has sufficient charge level.
  • the batteries should be supplied with an appropriate and therefore sufficient electrical charge.
  • US Pat. No. 9,984,522 B2 (proprietor: NIO USA, Inc.; patent publication date: May 29, 2018) deals, among other things, with with the handling and with the handling of special vehicle data.
  • a car with a pantograph on the roof is shown in FIG. 8 of US Pat. No. 9,984,522 B2.
  • US 2019/0 107 406 A1 (applicant: NIO USA, Inc.; publication date: April 11, 2019) is devoted to a similar subject and mentions, among other things, stationary charging using a plug.
  • EP 2 962 891 B1 owner: MAN Truck & Bus AG; patent publication date: November 22, 2017
  • Suitable charging times for e-buses and trams are those times when these vehicles are at (bus) stops. Particular attention is paid to the available charging voltage.
  • EP 2 962 891 B1 is to be understood, this should be firmly specified from the network.
  • a control device should make it possible to reduce a charging power transmitted via a power path.
  • a charging concept similar to that described in EP 2 962 891 B1 can also be found in US Pat. No. 9,030,163 B2 (owner: Alstom Transport SA; patent publication date: May 12, 2015) for rail vehicles.
  • CN 1 546 339 A discloses a battery charging system for a trolleybus that is said to be present at bus stops.
  • a supercapacitor or a battery of the bus is to be charged via a pantograph using a so-called high-current pulsed fast charger on board the bus.
  • DC electrical power is to be provided over a pair of supply overhead lines along a road at the stations using a rectifier from a power grid.
  • CN 102 593 899 A discloses a charging system for electric vehicles, which can draw energy for the vehicle using an overhead line tap while driving along a route such as a highway.
  • the electric vehicle Before charging can take place after opening an insulating cover of the overhead lines to release contacting by a pantograph, the electric vehicle must send identifying information to a “management center” of a base station. In this way, i.a. Access to a charging facility and the number of vehicles to be charged can be controlled and controlled, e.g. B. to avoid overloading the charging station.
  • WO 2018/167286 A2 (applicant: Fraunhofer Society for the Promotion of Applied Research eV; publication date: 20.09. 2018) Possibilities of how company networks can be set up.
  • various components are combined into a so-called substation.
  • a suitable DC voltage for the operation of rail-bound railways is to be provided by substations by means of conversion in the substations.
  • WO 2018/167286 A2 proposes using a separate feed device to generate a "different" voltage level (than the Usual for the operating network) for temporarily existing consumers of electrical energy.
  • Hybrid drives for a motor vehicle are described in US Pat. No. 6,053,842 A (owner: Nissan Motor Co., Ltd.; publication date: April 25, 2000), which are presented with different arrangements of “combustion engines”, electric motors and transmissions.
  • a supply of the motor vehicle from overhead lines is not considered.
  • the authors would also like to take precautions for various faults in the drive system. If a charging current-generating motor, which is supposed to start when the accumulator's state of charge falls below a standard threshold, should have failed, various warning lamps are intended to indicate to a driver the type of fault present. In the event of an error, it should be possible to release a residual state of charge down to a still permissible lowest state of charge threshold.
  • US 2010/0 300 780 A1 (applicant: AN Carusco et al.; publication date: December 2nd, 2010) describes a passenger transport system with a charging infrastructure using overhead lines in which a 150 Ah vehicle battery is to be charged at a voltage level of 600 V in two minutes using a 2.1 MW system.
  • a charging station in such a charging infrastructure should be able to deliver an output of 3,000 kW, with the charge controller being arranged in the vehicle.
  • the authors of the US patent application claim to be able to enable significantly faster charging in their electrical systems than with conventional lead-acid or lithium-based batteries; however, they do not specifically address the battery technology to be used.
  • Examples of battery technologies include Li-ion batteries, Ni-metal hydride batteries and molten salt batteries.
  • US Pat. No. 8,975,866 B2 owner: Proterra Inc.; date of issue: March 10, 2015 mentions bulky vehicles, such as electrically powered local buses and heavy-duty trucks, which are both guided by overhead lines and also move independently of the overhead lines can.
  • a larger part of the description of US Pat. No. 8,975,866 B2 deals with the lithium accumulator type lithium iron phosphate accumulator; Incidentally, however, it is also shown that a lithium titanate accumulator can be operated with the same charging cycles, through which, for example, energy of 36 kWh can be retrieved from the accumulator, although the LTO accumulator has only half the storage capacity of its volume similarly designed lithium iron phosphate accumulators.
  • 8,975,866 B2 takes away the knowledge that a motor vehicle supplied with an accumulator should only use the smallest possible proportion of energy from the maximum available accumulator storage through charging and discharging processes.
  • a lithium accumulator regardless of whether it is a lithium iron phosphate or a lithium titanate accumulator, should neither be charged to maximum charging nor should such an accumulator experience complete discharge. The power can only be drawn from the accumulator if the accumulator is in a medium state of charge.
  • a truck with an additional battery which can be in the form of a lithium-ion battery, is intended to serve as the mobile charging station.
  • a typical truck speed of 80 km/h is mentioned as a typical vehicle speed.
  • the overhead line sections should be present at regular intervals, although their exact size or length is not specified in more detail.
  • DE 10 2019214622 A1 contains various information on the size of an accumulator to be installed in the vehicle, according to which the battery could be in the order of 50 kWh or in the order of 200 kWh.
  • US 2020/0 086 750 A1 deals with electric vehicles and with charging stations. Electrically operated heavy-duty vehicles as well as multi-axle trucks and buses are also mentioned.
  • the charging stations should be designed for these vehicle types. These vehicles should have contact plates or rails on their roofs. A contact from the charging station to the vehicle should be made by means of a pantograph. In this way, it should be possible for vehicles to form electrical contacts that have different heights. Despite the different heights, they should be able to be supplied with electricity. When reading the document, it should therefore be assumed that the charging stations can only be operated in a meaningful way by vehicles that regularly drive to certain stations in order to stay there for a certain time.
  • a charging controller should be in the Be able to communicate a state of charge of the electric vehicle under his care to a charging station.
  • a battery monitor in the vehicle should report the vehicle's need for electrical energy and be able to query the availability of electrical energy from the charging stations. With the help of demand forecasts, decisions about driving to charging stations or changing routes should be made by the vehicle.
  • the accumulator should be able to be partially or fully charged as desired. It is important to have an emergency supply in the form of a stationary energy buffer, which is also intended to stabilize the mains power supply at the charging station.
  • the loading logistics should also be suitable for motorcycles or trucks that do not run on rails.
  • a distance to the next charging zone should first be determined in order to estimate the route to this subsequent charging zone as manageable.
  • the object according to the invention is achieved by a method for supplying power to line-supplied vehicles, in particular for electrically powered heavy-duty traffic according to claim 1 .
  • a power supply system is defined in claim 10.
  • a suitable mobility system emerges from claim 22.
  • vehicles such as B. Trucks (abbreviated: trucks), which are intended primarily for transport tasks in a long-distance operation (long-distance trucks, abbreviated: long-distance trucks), d. H. a tour of more than 500 km, in particular more than 1,000 km, can be constructed in such a way that they are driven exclusively by an electric motor or by several electric motors (non-combustion engine drive; exclusively electric drive). Such vehicles are usually classified in the heavy vehicle category.
  • heavy traffic does not only refer to trucks. Under the term “heavy traffic” includes all those vehicles that have a dead weight beyond a (typical car) minimum weight, e.g. B. due to a desired maximum payload and therefore a sufficiently stable frame design of the vehicle.
  • a vehicle can be classified as heavy traffic or light traffic based on its own weight, but also based on its total weight. Exactly where the line is to be drawn, i.e. which vehicles are heavy-duty vehicles and which vehicles are still designated as light-duty vehicles, is determined in many countries by the applicable national legislation.
  • the limit for heavy vehicles is set at a gross vehicle weight of more than 2.8 tons, in other states a vehicle is considered to be part of the heavy vehicle if the vehicle has a total weight of more than 3, may have 5 tons. Occasionally, the term "heavy traffic" is only used for vehicles with a total weight of more than 7.5 tons. Regardless of the weight limit between heavy traffic and light traffic, the group of heavy traffic vehicles includes many different types of vehicles: trucks, vans, coaches, construction vehicles, agricultural machinery, etc.
  • Such an electric drive obtains the energy required for the drive, at least in phases, from an electric storage device such as a fuel cell system or an accumulator, the so-called traction accumulator.
  • the traction accumulator is therefore for the electrical supply of the drive motor or the drive motors of the vehicle, z. B. the truck, responsible, provided that it is not connected to a high-voltage line (or an overhead line) or a supply rail.
  • the traction accumulator thus assumes the task of being available as a buffer store for buffer energy supply.
  • a traction accumulator may also provide electrical power to an electric vehicle's secondary systems, such as its remote communication device.
  • the traction accumulator comprises at least one accumulator and can have several accumulator cells.
  • Energy to be stored or absorbed can be transmitted via a line connection, e.g. B. an overhead line, the vehicle, z. B. the truck, are made available.
  • the catenary can also be referred to as the overhead line.
  • This is a line arrangement that serves to supply the trucks or heavy traffic with drive energy, among other things.
  • the over z. B. the overhead line available electrical energy is provided by an overhead line tap, ie, from an overhead line voltage tap, the vehicles (z. B. the trucks) are available.
  • the transmission of the electrical current and the application of a corresponding voltage takes place via a suitable tap (e.g. an overhead line tap) to continuing conductors or cables of the vehicle.
  • the tap is usually preceded by a contact closure, which can also be referred to as docking the vehicle to the line connection to an electrical supply source.
  • tapping for the transfer of electrical energy to the motor vehicle can also take place inductively, in particular in the case of a stationary supply, but this usually involves a lower transmission capacity due to electrical induction and thus, among other things, longer accumulator charging time than can be assumed for a contact closure at an electrical supply source.
  • Trucks driven by electric motors are included in the "heavy goods vehicle” category.
  • the category “heavy goods vehicles” also includes passenger transport vehicles powered by electric motors.
  • the heavy traffic vehicles are advantageously equipped with wheels and tires so that they can drive on paved roads.
  • the road is made up of individual pieces, with individual road pieces being equipped with a power supply section. Ideally, other parts of the path are not equipped with electrical power supply lines. There are therefore sections of the road (sections of road) with power supply lines and sections of the road without additional lines for supplying traffic with electrical energy to drive the individual vehicles.
  • the energy supply section is used to supply the at least one heavy vehicle. In this case, the power supply can also be carried out when the heavy-duty vehicle is in motion.
  • Line-free stretches are, in other words, stretches on which there are no power lines for electrical energy to be tapped by heavy goods vehicles, in particular for driving them or for temporarily storing the energy in the vehicle. If electrical power is available and this power can be obtained from a heavy-duty vehicle, suitable transmission technology is required, e.g. B. a corresponding tap.
  • the tap in particular the overhead line tap, is advantageously in direct electrical connection with the electric storage device, e.g. B.
  • the conductors carrying power in the vehicle can be designed as superconductors, but also as copper conductors with a resistance of less than 10 mOhm.
  • Lithium titanate cells are characterized by their particular robustness and low aging behavior.
  • NCA accumulators lithium nickel cobalt aluminum accumulators
  • NCM accumulators lithium nickel cobalt manganese accumulators
  • LFP accumulators lithium iron phosphate accumulators
  • the energy supply system is to supply the heavy traffic with electrical energy as drive energy.
  • the heavy traffic vehicle is therefore equipped with at least one electric motor, which is a drive motor of the vehicle.
  • the energy supply system can also be used for vehicles that are powered by more than one electric motor, e.g. B. with two or more than two wheel hub motors.
  • Asynchronous motors, reluctance motors, but also direct current motors for driving one or more wheels of the motor vehicle can be installed in the vehicle as motor types.
  • a suitable vehicle in the "heavy traffic" category has a contact for the supply of electrical energy.
  • a contact can be offered or implemented by an energy supply tap.
  • the electrical energy should be usable to drive the vehicle, i.e. as drive energy.
  • a special form of a bracket catenary is a pantograph, which enables a particularly reliable contacting of overhead lines (even with uneven ground conditions) guaranteed.
  • the pantograph is able to extend and retract the hanger's sliders (so-called "docking"), depending on the distance of the catenary from a roof of the heavy vehicle.
  • Electrical recharging energy is required during the movement of the heavy vehicle, which is advantageously temporarily stored in an electrical energy store (in particular the traction accumulator) and can be presented to the electric motor or the drive motor at a later point in time.
  • the electrical energy can be temporarily stored in an electric storage device of the heavy-duty vehicle.
  • the energy can be temporarily stored in the (heavy-duty) vehicle due to the energy store.
  • the electrical voltage that is impressed on the lines of a power supply section is not fixed in terms of amount, but can be adjusted to the required voltage of the vehicle, in particular due to its traction battery.
  • the traction accumulator has a state of charge (SOG) that requires a very specific charging voltage (if it is to be recharged).
  • a suitable charging voltage is e.g. B. can be provided by voltage conversion of an applied power supply section voltage. The voltage conversion can take place in a DC voltage converter (DC-DC converter). If the automobile is equipped with an appropriate voltage converter such as a DC-DC converter, the power supply section voltage in the automobile can be converted into an allowable charging voltage. When the power supply section voltage is present, which is higher than the permissible charging voltage, the DC-DC converter protects the accumulator against overvoltage. Motor vehicles with different charging voltages can each draw energy with the charging voltage suitable for their accumulators.
  • the lines through which the heavy-duty vehicle (or several heavy-duty vehicles) is to be supplied with electrical energy are electrically connected to a controlled substation (sometimes a "substation” is also referred to as a "substation”).
  • the substation can be adjusted in terms of the voltage it supplies to the lines.
  • the substation has a control device for this purpose.
  • the substation includes a control device.
  • the control device determines which voltage and which current should be present on the lines (e.g. the overhead lines).
  • the voltage and current are matched to that with the Heavy-duty vehicle equipped with an energy supply tap.
  • the voltage from the substation is applied to at least one line of the power supply section.
  • the tension is imprintable.
  • the second line for the voltage can be given as ground potential.
  • the second line, the reference potential can be provided by a second overhead line. Accordingly, the vehicle (e.g. heavy traffic) is supplied with cables, in particular overhead lines.
  • the substation can also be equated with a charging station or with an energy source.
  • the substation receives - usually - electrical energy via high-voltage lines and converts the electrical energy to another voltage level, e.g. B. from 30 kV to 1,200 volts. If the voltage of the substation is used to charge traction accumulators, the part of the substation that is responsible for charging one or more of the accumulators can be referred to as the charging station.
  • the charging station has a connection to a catenary supply. In an equivalent embodiment, there is a connection to a ground contact rail.
  • the ground contact rail has the advantage that the distance between different vehicles and the ground contact rail is limited by the chassis design, whereas vehicles can differ greatly in terms of the height of their bodies. A catenary supply is less affected by possible contamination.
  • a charging station can also be referred to as a charging station.
  • the voltage on the line intended to supply the heavy vehicle can be adjusted.
  • the control unit can be designed as part of the control device.
  • the control unit receives the information about the voltage required for the heavy-duty vehicle from the heavy-duty vehicle.
  • the control unit has a memory or works together with a memory.
  • the heavy-duty vehicle has a communication interface, which can exchange data remotely, for forwarding the information about which voltage is desired by the vehicle and its accumulator. A requirement profile can be transmitted via the remote communication interface.
  • the voltage can be tracked. While a charge is in progress, particularly while a fast charge is in progress, the voltage on the lines is tracked and adjusted.
  • control unit in the "electricity charging station” or in the substation includes several components and “sub-units”, e.g. B. a communication unit or the transmitting and receiving unit, in particular for long-distance communication, a computing unit and a power control unit, which is specifically responsible for setting the deliverable power of the substation.
  • sub-units e.g. B. a communication unit or the transmitting and receiving unit, in particular for long-distance communication, a computing unit and a power control unit, which is specifically responsible for setting the deliverable power of the substation.
  • Traction accumulators can be recharged in individual heavy-duty vehicles using lines, e.g. As overhead lines or ground contact rails, can be carried out particularly effectively. It helps here if the energy made available by a substation or a charging station, the electric current made available and/or the voltage made available, depending on - on the one hand - the state of charge (of the traction battery) and - on the other hand - the planned driving route (of the heavy goods vehicle) is set, e.g. B. by a control unit of the substation or the charging station.
  • the amount of energy to be requested or other electrical parameters such as current and voltage between the heavy-duty vehicle and the substation or charging station can be coordinated via a remote communication interface, in particular in the run-up to the charging process, and then a charging process for the one (or more) heavy-duty vehicle that is in a specific piece of street can be set.
  • the traction accumulator takes over the task of a buffer supply; it is a component of the backup power supply.
  • the substation can be operated in different modes. If the controller can calculate what energy is drawn from the vehicles connected to the energy supply lines in the section of the route, it is even known in which operating modes the vehicles are moving or operating, a very specific mode of the substation can be set.
  • traction accumulators can be charged at the same time by a substation.
  • the voltage on the lines that are supplied by the substation is higher than the highest charge-dependent no-load voltage, i.e. the voltage of the traction accumulator, which (usually) still has the greatest electrical charge or which requires the highest voltage.
  • the no-load voltage is considered to be the voltage that occurs when (almost) no current is drawn from the drive motor, i.e. the vehicle is operated in "idle".
  • the control of the power supply in particular the substation or the substation, can make the electrical voltage available on two of the lines of the power supply in such a way that at least one of the following three controls takes place:
  • the control is advantageously carried out as a function of values from a computing unit using a parameter setting.
  • the arithmetic unit calculates data that is transmitted via a transmission/reception unit of at least one vehicle were received.
  • a parameter can indicate how many vehicles in a route section are supplied by the same substation.
  • Another parameter can determine the power provided by the power supply.
  • the corresponding power control can therefore operate with a number of parameters and can be set and controlled on the basis of different parameters.
  • a first parameter is used to determine what energy one of the vehicles requires.
  • Another, in particular a second, parameter can determine the power requirement of a second vehicle.
  • the power control of the substation must deliver enough energy or such a power that all vehicles connected to the lines are sufficiently supplied.
  • the (overall) parameter setting must therefore serve to provide each vehicle in a route section that is connected to the lines with the energy (or power) it needs.
  • the individual parameter settings are included in the (overall) parameter setting. Consequently, the (overall) parameter setting is a summary of the first, second, third, etc. parameter setting.
  • the arithmetic unit preferably takes into account data that has been received from more than one vehicle, all of which are located in a coherent line-supplied route section.
  • a power control unit can be present in the substation, which receives its data via the transceiver unit.
  • the charging processes are carried out very efficiently.
  • the charging times are limited to the periods of time that are actually required for the transfer of energy to the drive along the planned route.
  • the invention can also be described in more detail in that it is an object of the invention to reduce the dead weight of the heavy-duty vehicle.
  • a component or a device for power control in the motor vehicle can be significantly lighter than in supply and mobility systems where no adaptive output voltage is available at the output of the substation.
  • the heavy-duty vehicle is ideally a light vehicle (compared to other electric vehicles), but its design is nevertheless suitable for larger loads (total weight of e.g. 40 tons) or larger groups of people (e.g. a group of people with a number of people between 30 and 30 people). and 60, as in coaches, or between 70 and 90 people as in double-decker buses).
  • the charging current limitation is ideally designed for DC operation.
  • the power supply tap as a current tap, z. B. as a catenary tap and / or z. B. as a BodenANDabgriff formed.
  • the current collector can be moved in a vertical direction and can also be moved in a direction that runs parallel to a standing direction of the (heavy-duty) vehicle, that is to say in the horizontal direction.
  • Pantographs are examples of such pantographs. To put it simply, they move up and down and at the same time swivel forwards and backwards, viewed from the vehicle. In a favorable configuration or advantageous embodiment is the
  • Power supply section in which electric power can be transmitted to one or more vehicles, as a catenary section and/or as a
  • the power supply section has a section length that is shorter by a factor than a section without any power supply, e.g. B. with a power supply section with a length in a range from five meters to several kilometers, in particular in a range from ten meters to one thousand meters.
  • a section without any power supply e.g. B. with a power supply section with a length in a range from five meters to several kilometers, in particular in a range from ten meters to one thousand meters.
  • Route sections with power supply are preferably provided repeatedly along the entire length of the road, but these are only relatively short, e.g. B. from ten to fifty meters up to one to five kilometers. On these short sections, the heavy-duty vehicle absorbs electrical energy, stores it and then drives on the larger sections without contact to the energy supply.
  • a direct connection between the energy supply tap and the electric accumulator is particularly preferably established by the heavy-duty vehicle, so that an electrical voltage present at the energy supply tap, in particular a high-voltage DC voltage, is present with at least 95% of its peak value as a charging voltage on the electric accumulator, in particular in a charging phase, or the high-voltage DC voltage is at most 105% a current charging voltage.
  • the heavy-duty vehicle has at least one pair of contactors, preferably at least two pairs of contactors, which are connected in an electrical connection comprising at least two lines between the energy supply tap and the electric accumulator and/or in an electrical connection comprising at least two lines between the energy supply tap and an electric drive motor are arranged.
  • a pair of contactors is preferably designed for selectively disconnecting and/or isolating a pair of conductors following the pair of contactors. In particular, one pair of contactors is followed by the heavy vehicle's electric motor in the direction of energy flow and one pair of contactors is followed by the electric accumulator in the direction of energy flow.
  • the heavy vehicle has a long-distance communication device, in particular in the form of a mobile radio system, by a Contacting the heavy vehicle can be handled with the substation, preferably the contact is started before a loading process.
  • the (long-distance) communication device is designed for transmission of route data of the heavy goods vehicle, with the substation preferably being equipped with a prognosis device which is designed on the basis of the route data to calculate charging scenarios. In this way, a charging energy, a charging voltage and/or a charging current that can be supplied to the line from the substation can be determined. In this way, every heavy-duty vehicle that drives in the electrically supplied route section can be supplied with exactly the amount of electrical energy that it needs for its entire journey.
  • the remote communication device is preferably an autonomously communicating device.
  • the long-distance communication device is equipped for communication with at least one transmitting station and at least one receiving station, in particular for receiving and sending out digital data.
  • Data transmission by the long-distance communication device preferably takes place at the instigation of a control program, i. H. automatically, without initiation by a person such as a driver.
  • the control program can be present on the control unit of the substation.
  • An autonomously working control program is preferably also in a control device, e.g. B. a battery management system (BMS), a vehicle available. The driver is not distracted.
  • BMS battery management system
  • Data can be transmitted using a network-specific data key, in particular tailored to long-distance communication devices such as transmitting and receiving stations of a substation network, in particular one's own. Eavesdropping or external manipulation of a data stream is thus almost impossible.
  • the remote communication device is individually addressable. Mutual interference between data streams from several vehicles is almost impossible, especially in the case of automated repetition. Data transmission is secure.
  • the communication preferably takes place on a layer of a typical mobile radio standard or using and incorporating a typical long-distance communication infrastructure according to a mobile radio standard, such as e.g. B. communication via an LTE connection (a "Long Term Evolution” connection).
  • a mobile radio standard such as e.g. B. communication via an LTE connection (a "Long Term Evolution” connection).
  • the protocol used in the transport medium "mobile phone radio connection” between the communication participants, ie how the communication takes place, can be carried out using another standard, e.g. B. on the basis of MCS standardization (specifications and protocols welcome, the recommendations according to the "Megawatt Charging System").
  • MCS Mobility Control System
  • On the basis of the standardization typical of communication media another Communications logging on top of basic, connection-establishing communication.
  • the data exchange takes into account e.g. B. the specifications according to the MCS standards.
  • LTE communication layers that can exist instead of LTE communication or in addition to LTE communication are a powerline connection with a suitable powerline protocol, use of the LIN bus with a LIN-specific protocol (“Local Interconnected Network”) ) and/or CAN communication with a CAN protocol (“Controller Area Network”- Protocol II”) such as CANOpen or CiA (“CAN in Automation”).
  • the substation is preferably equipped with a switch-off device for the lines, in particular for the overhead lines, which in particular provides a safety circuit in the substation which—in one embodiment variant—prevents more than one heavy goods vehicle from being charged at the same time. In other words, if there are several vehicles in a power supply section at the same time, only a single heavy vehicle is charged in this preferred embodiment.
  • the substation can also be set up in such a way that more than one vehicle, in particular of the heavy vehicle type, obtains electrical energy from the same substation (at the same time).
  • the route section can be designed to supply electricity to more than one vehicle at a specific (same) point in time.
  • the substation can use the remote communication device to send one or more vehicles to the vehicles, e.g. B. to switch-off devices of the battery management system (BMS), take transmitted interrupt commands from the charging network or from the power supply section. In this way, the available electrical energy can be distributed to several vehicles as needed.
  • vehicles e.g. B. to switch-off devices of the battery management system (BMS)
  • BMS battery management system
  • the substation has not only a controller, but also a regulator that is designed to control a voltage that can be increased in the three to four-digit volt range during a charging process.
  • a charging current limiter In addition to this or as an alternative, it includes a charging current limiter. The control and/or the charging current limitation can be exercised in a time-related or power-related manner.
  • An evaluation logic is particularly preferably present in the heavy-duty vehicle, which determines a health and/or state of charge of the electric accumulator in order to be in communication with the Substation to set a voltage adapted to the electric storage and its condition. Damage to the electric accumulator is avoided in this way in order to enable the longest possible service life of the same.
  • a release device which includes two or four contactors, for example, is installed in the heavy-duty vehicle.
  • the positioning of the same is preferably carried out in a housing of the energy store, the z. B. can have the shape of a battery housing.
  • the heavy-duty vehicle preferably has a single contacting device, but no more than two contacting devices, via which charging energy can be conducted.
  • the substation is designed to receive electrical energy from a heavy-duty vehicle on a line, so that energy can be drawn off again from a heavy-duty vehicle and fed into the substation.
  • the substation is suitable for both charging and discharging electrical energy.
  • the substation can extract excess electrical charge from a heavy vehicle and send it to another heavy vehicle, which is connected to the voltage supply section at the same time, as driving or charging energy.
  • This is an "energy sharing" of several heavy goods vehicles, the z. B. drive in a convoy, possible, especially if there are not enough external energy sources available at the power supply section.
  • the electrical potentials required for the "reloading" of electrical energy between vehicles can be set with the aid of remote communication devices and, if necessary, DC-DC converters that are present in the vehicles.
  • the electric accumulator (or the traction accumulator) preferably comprises a storage technology for electrical energy, to which one or more LTO accumulators (lithium titanate accumulators), one or more NCA accumulators (lithium nickel cobalt aluminum accumulators), one or more NCM accumulators (lithium nickel cobalt manganese accumulators) and/or one or more LFP accumulators (lithium iron phosphate accumulators) belongs to.
  • LTO accumulators lithium titanate accumulators
  • NCA accumulators lithium nickel cobalt aluminum accumulators
  • NCM accumulators lithium nickel cobalt manganese accumulators
  • LFP accumulators lithium iron phosphate accumulators
  • the heavy vehicle (particularly in addition to the substation) a DC/DC converter, e.g. B. a boost converter (step-up converter) or a buck converter (step-down converter).
  • a DC/DC converter e.g. B. a boost converter (step-up converter) or a buck converter (step-down converter).
  • the DC/DC converter is a boost converter, it can cause the electrical voltage present at the energy supply section to be increased, in particular by more than 50%, into a battery charging voltage.
  • a voltage adjustment can e.g. B. done by a load-independent, self-oscillating charging circuit with a charge capacity, the charging circuit preferably oscillates with a natural frequency in the kilohertz range.
  • the DC/DC converter is a buck converter, it can bring about a reduction, in particular a reduction of more than 50%, in the electrical voltage present at the energy supply section in a battery charging voltage, e.g. B. by a load-independent, self-oscillating charging circuit with a charge capacity, wherein the charging circuit preferably oscillates with a natural frequency in the kilohertz range.
  • the substation has a first voltage adjustment (e.g. a first DC/DC converter) and the heavy-duty vehicle offers a second voltage adjustment (e.g. a second DC/DC converter), it is possible to operate in a flexible voltage range.
  • the second DC/DC converter can be designed or configured for lower power levels than the first DC/DC converter.
  • a signal for determining a minimum distance such as e.g. B. a target distance in a range of five meters to fifty meters, to a driving distance control system of at least a second heavy vehicle requiring charging energy, e.g. B. by radio.
  • the charging energy can be divided between the two heavy-duty vehicles that are in electrical contact with the substation.
  • the charging energy available from the substation and/or the charging current available from the substation is divided between the two heavy-duty vehicles in electrical contact with the substation, in particular due to the distance between the two heavy-duty vehicles and due to their respective driving speeds, in particular while maintaining an electrical limit load of the substation .
  • This principle can also be applied to more than two heavy-duty vehicles located in the section of road that is supplied with electricity.
  • At least one, preferably a large number of photovoltaic modules are provided at least in sections on the energy supply section. Under this or these photovoltaic modules are in particular the lines, preferably spaced from the Photovoltaic modules, guided along. In this way, the electrical lines are largely protected from the weather and the existing construction for the line routing is used for the installation of photovoltaic modules.
  • a charging station for overhead line supply or for supplying a ground contact rail in a road section.
  • This charging station is preferably used to supply the heavy traffic according to the invention with electricity.
  • the charging station has a control unit that communicates with a memory for a requirement profile received via a remote communication interface for a heavy-duty vehicle to be connected or connected to a catenary of the catenary supply or to a line of the ground contact rail of the road section.
  • the control unit is designed in such a way that it conducts an electrical voltage on the overhead lines (or the overhead lines) or in the ground contact rail, depending on the profile of requirements for charging an accumulator during the charging process of the heavy-duty vehicle.
  • a method is also provided for supplying heavy goods vehicles with electricity, the available charging energy, charging voltage and/or charging current depending on a programmed route of the first heavy goods vehicle requesting the charging energy being set by a substation responsible for the supply.
  • the first heavy-duty vehicle preferably drives in a charging mode and switches from the charging mode to an electromotive power consumption mode when a charging state setpoint value is reached. If the state of charge falls below the target value, the consumption mode switches back to the charging mode. Switching preferably takes place without load interruption. In the loading mode, the heavy vehicle drives due to an electrical connection of its electric drive motor with the substation.
  • a signal for determining a minimum distance such as, for. B. a target distance in a value range of five meters to fifty meters, to a driving distance control system of at least a second heavy vehicle requiring charging energy.
  • This transfer takes place e.g. B. by radio.
  • This measure makes it possible for the charging energy available from the substation and/or the charging current available from the substation to be in electrical contact with at least two of the substation heavy goods vehicle is/are divided. In particular, the electrical limit load of the substation is observed.
  • the target distance is determined, for example, based on a distance between the at least two heavy-duty vehicles and the driving speed of the at least two heavy-duty vehicles.
  • the first heavy-duty vehicle travels in a charging mode and, in particular without load interruption, switches from the charging mode to an electromotive power consumption mode when a charging status setpoint is reached, in which the heavy-duty vehicle continues to travel due to an electrical connection of its electric drive motor to the substation.
  • a truck according to the invention can also cover distances electrically that are longer than the distance that is equipped with an overhead line.
  • the energy requirements of the vehicle and the amount of energy to be charged are very different.
  • a vehicle only needs 100 kWh of energy to cover the next 100 km, but it may also be that the vehicle has to have sufficiently charged accumulators that it can convert more than 600 kWh of energy or can consume.
  • the available power should be in the range of 600 kW to 700 kW.
  • the voltage level on the catenary depends on the State of charge of the battery or the traction accumulator (SOC) and is like, a preferred embodiment in a range of about 600 V to about 1,250 V.
  • the electric motor power is preferably about 200 kW to 500 kW. Pure EV operation for all road conditions is thus possible.
  • the battery or the traction accumulator is preferably on the order of 100 kWh to 1,000 kWh.
  • direct MCS charging with up to 3,000 A and driving with up to 1,000 A are preferred. Charging via the overhead line while driving can be done using an external DC/DC charger. Charging via on-board charge boosters allows up to 2,000 A.
  • the length of the catenary depends on the charging capacity and the energy to be charged: up to 3,000 A; 1,250V; 3.75MW.
  • the length of the catenary is the length of a section of the power supply line on which a moving motor vehicle is connected to the power supply line, e.g. B. to the overhead line, remains docked. There is therefore no need for a continuous catenary, but the vehicles drive without a catenary and are dependent on a power supply line or catenary when they are in a corresponding section of track with a catenary. However, current is drawn depending on the state of charge of your battery or traction accumulator and depending on the traffic density and the number of vehicles that are also connected to the same power supply line or overhead line.
  • the distance between the catenary sections ie the sections on which power supply lines are available for moving heavy goods traffic, depends on the truck traffic. In an initial expansion phase, large gaps between the catenary sections can be started. Depending on usage and truck traffic density, further sections can then be electrified. It is also preferably provided that other charging options can also be used via a standardized, compatible CCS or MCS charging connector system.
  • the charger is preferably preconditioned via the air to minimize the start-up charging process.
  • the total current on a power supply line can be compiled in such a way that different currents such as 100 amps, 1,000 amps, 2,000 amps and 3,000 amps are intended for the various vehicles (in a section of track).
  • the voltage can then be tracked (e.g. from an initial 650 volts up to 1,250 volts). If a substation can supply 6,000 amps, one vehicle can operate in a direct megawatt charging mode on the section of track (with overhead lines), while up to 30 other vehicles can operate in a 100 amp mode (e.g . in a transport driving mode). Instead of operating with a constant voltage, it is possible to operate with tracked voltages.
  • a (vehicle) power control is required, alternatively or additionally a battery management system of the truck.
  • the accumulator can be fully discharged and/or fully charged.
  • the energy flow can be adjusted both in the charge control and in the battery management system.
  • Each of the components can take over part of the charge control.
  • another component of the truck is a display that communicates the state of charge and possibly also the “state of health” of the accumulator to a driver of the truck.
  • the display can visualize determined, calculated and recorded values for the SOC ("state-of-charge") of the accumulator, i.e. the traction accumulator, so that the driver receives information on how far the vehicle, or more precisely, the truck, is at its current Loading, can still drive before a phase of charging must take place during operation.
  • the truck's power control is configured or assembled for standard operation.
  • a power reserve is held back in the accumulator.
  • the power reserve can e.g. B. be designed in the order of 10% of the SOC.
  • the priority is that an emergency operation run or an emergency operation trip can be implemented with the help of the additionally stored amount of energy or the reserved energy portion.
  • a truck as described above can therefore, when driving through a route section equipped with an electrical supply (line-guided acceptance areas for electrical energy), e.g. B. on a highway, where there is an overhead line, energy from the electrical supply, such as the overhead line, related.
  • an electrical supply line-guided acceptance areas for electrical energy
  • e.g. B. on a highway where there is an overhead line
  • the routes or sections of routes that exist without overhead lines for lorries are likely to remain in operation for a long time without being reconstructed, i. H. i.e. unchanged in character, so that such route sections can be driven, driven through or overcome due to power reserves in the accumulator.
  • the truck is designed to run in the patchy along individual routes existing charging routes equipped, ie with an incompletely equipped energy supply system during a transport journey, ie continuously in phases (as long as the truck is in the section with overhead lines) charge.
  • the truck therefore has an overhead line tap, via which electrical charging energy can be made available to one (or at least one) traction accumulator installed in the truck.
  • transport trips For a transport specialist, it is of course part of the natural or usual transport business that individual empty trips have to be made between transport trips, which in the transport industry, although transport services are not provided for a fee, are generally also referred to as transport trips (because they are on the way from one transport order to the next). .
  • the energy supply system only has charging sections through which the truck can drive in individual sections, which preferably each have an overhead line section no longer than 10 km.
  • the overhead lines are thus on highways such. B. on highways out, d. H. are along a highway such as B. out a highway.
  • the sections where there are no catenaries are several times longer than the sections where there are catenaries for coupling a truck to the catenary.
  • the multiple can z. B. more than five times, ie z. B.
  • the overhead line-free sections along a typical trunk road are longer than the sections equipped with overhead lines (between the sections a ratio can be formed using a factor, in particular an integer multiple as a factor between the different section types (factor 3, 5, 7, 10, 15 and the like)).
  • each route section can also only be equipped with an overhead line for routes of (approx.) 1 kilometer (alternatively over a distance of 5 km or 10 km).
  • three or four heavy goods vehicles can be connected to the overhead line.
  • the substation can be designed for currents of 6,000 amperes. If a vehicle has to undergo a quick charge, another vehicle can be offered “booster charging” (charging operation via a voltage adjustment) and a third vehicle can still draw propulsion power from the electrical supply. If necessary, a fourth vehicle can also Obtain drive power from the energy supply. So it is possible to use a direct quick charge with e.g. B.
  • At least one vehicle is in direct megawatt charge mode.
  • a vehicle may also be in a charge booster mode.
  • a mode change of a vehicle can also be carried out while a heavy-duty vehicle is traveling in a route section with a power supply line.
  • recuperation mode of a heavy-duty vehicle can be used to the effect that the "recovered" energy, e.g. B. due to braking, on the one or more lines other vehicles is made available.
  • a truck can always recharge its traction accumulator when passing a route where there is a catenary. Thanks to the rapid charging technology (e.g. an 80% charge within 90 seconds) and the high energy that is made available by the overhead lines during the charging phase, the traction accumulator is charged so extensively within a few minutes, ideally even in the range of seconds that he then many kilometers, z. B. more than 50 km, possibly even more than 60 km, ideally even more than 100 km, can continue without a line-guided power supply.
  • the rapid charging technology e.g. an 80% charge within 90 seconds
  • the high energy that is made available by the overhead lines during the charging phase the traction accumulator is charged so extensively within a few minutes, ideally even in the range of seconds that he then many kilometers, z. B. more than 50 km, possibly even more than 60 km, ideally even more than 100 km, can continue without a line-guided power supply.
  • Such a system which includes a truck and a (highway) road where there are overhead contact lines in individual route sections, can provide a phased charging operation for several trucks located within a route section.
  • Lorries can be operated in such a way that they are repeatedly charged via their catenary taps or their accumulators are charged, the amount of energy charged in this phase being sufficient for the lorry to travel several 10 km (50 km, 70 km or even 80 km), ideally even more than 100 km.
  • the truck not only has a catenary voltage tap such. B. a pantograph, but the truck also has a charging connector (z. B. of the type "CCS" or type “MCS").
  • z. B. of the type "CCS” or type “MCS” Trucks are usually operated in such a way that they are repeatedly driven into a trucking yard so that they can be loaded from the trucking company's warehouse. While a truck is in a loading position, in front of or at e.g. B. a loading ramp, is parked and loaded, the charging plug of the truck can be used to provide electrical energy to be charged again to the traction battery of the truck.
  • an overhead line in the area of a freight forwarding company is often an obstacle to vehicle picking. There should be no overhead line in these areas, so that the truck can ideally be loaded or charged at such points using a charging plug.
  • the loading area of the truck can be loaded with goods while the (traction battery) is loaded with electrical energy. If the logistical processes are organized advantageously, the battery can be fully charged at the same time or synchronously with the loading of the truck's loading space.
  • the energies to be loaded can be particularly favorable to the heavy goods vehicle, e.g. B. the truck, and thus its traction accumulator (or its traction accumulators) are made available if the overhead lines are designed to be voltage-resistant in the kilovolt range, z. B. by appropriate distances between the potentials and thus between the live conductors.
  • a system voltage of more than 800 volts is already an attractive system voltage for the overhead lines.
  • voltages that are even higher are more advantageous.
  • the overhead lines above routes must not pose any danger to the vehicles driving below, in particular to vehicles that are driving under the overhead lines without an overhead line tap.
  • the system voltage can therefore advantageously be set between 800 volts and 2 kV, e.g. B. to a voltage level of 1,250 volts (DC - direct voltage) or even to a voltage level of 1,500 volts (DC - direct voltage).
  • the overhead lines or ground contact rails for safety reasons only then, z. B. gradually, energized when at least one heavy goods vehicle has established a data exchange, in particular a future energy requirement, with the substation of the supply section to which the overhead lines or ground contact rails belong by means of a remote communication device.
  • the lines emit sufficiently strong electrical currents as charging currents e.g. B. each connected truck up to 3,000 amperes
  • the charging electronics of the truck can be dimensioned for a charge control of services in the order of megawatts.
  • a favorable size is a charging capacity of 3 megawatts.
  • a charging capacity of around one megawatt is already advantageous.
  • the charging section is dimensioned for a maximum speed, e.g. B. for a maximum speed of 100 km / h, a distance of a few kilometers is sufficient for a full charge of the accumulator, even if it should be almost completely empty, even with charging controls that use a starting ramp or multiple charging ramps during the operate cargo.
  • the power supply system and communication with a single truck, e.g. B. by means of remote communication devices of the truck and one or more centers of the power supply system can be significantly improved if between trucks and the electrical energy controlling center, z. B. a substation or z. B. a power plant, a charging communication exists on the power amounts, amounts of energy, amount calculations, times of the energy requirement and type and number (e.g. license plate number) of the motor vehicle can be exchanged.
  • charging communication can be used to register with the central energy management system.
  • the charging communication preferably takes place autonomously.
  • the substations known at which point of the energy supply system which services are accessed at what time. Energy flow controls allow individual overhead lines to receive more energy than other overhead lines, which means that losses, transients and other oscillations in the power supply system can be reduced (ideally even avoided entirely).
  • the energy supply system according to the invention is designed in such a way that trucks with a total weight of 40 tons or motor vehicles with a maximum speed of no more than 100 km/h can be supplied by the energy supply system and their accumulators can be charged without any problems.
  • Electric drive systems have the advantage that not only one drive motor can be installed, but there can be more than one motor in the truck to drive it. In this way, trucks that are unevenly loaded across their loading area (particularly in terms of load weight per area) can be driven differently on different axles. Axles that are attached or mounted in the area of the loading area, in which there is only a low load (low loading weight), can be equipped with less drive energy for their drive motors than those axles that have to provide the main transport performance. This allows further energy savings; This also means that the traction accumulator is used more gently.
  • the power control (alternatively or additionally the battery management) (in the motor vehicle) is required for rapid charging of the ( T r hopess) accumulator designed. It is particularly advantageous if a quick cell charge can be processed within a maximum of three minutes. B. two minutes, possibly even within just one minute, 80% of the energy to be stored in the battery can be introduced into the battery (due to the voltage, the current, the available power, the battery type, etc.).
  • a motor vehicle such. B. a truck, a dashboard that tells a driver via its display panels, in particular its gauge, in which state the individual components of the drive train are, z. B. how the state of charge of the battery is.
  • a display that announces that the accumulator is charged, or at least signals the state of the accumulator in relation to its state of charge. Beyond the discharge of the accumulator, when the residual charge or the reserve charge of the accumulator is required, use of the residual charge, e.g. B. be highlighted by a red light.
  • the standard operation of the truck is that from loading zone to loading zone, e.g. B.
  • the lithium accumulator i. H. primarily of the LTO type, "driven” (operated) through its charge and discharge cycles in a very wide charge window between 10% SOG and (almost) 100% SOG. Nevertheless, there is a reserve that is at 10% SOG (or slightly less than 10% SOG, e.g. at 5% SOG or at 7% SOG).
  • the power supply or the power supply system can include a controlled current-voltage source, which can be a component or part of a substation in particular.
  • This current-voltage source should advantageously be equipped with a switchable or variable resistor in a current path. It is also possible, alternatively or additionally, to equip the current path with a connectable current-limiting inductor.
  • the current path should be for delivery of an electric current on the electric lines such as high voltage lines, Catenary rails or ground contact rails, be designed.
  • the resistor and/or the choke in the current path of the energy supply can be short-circuited during the charging process, in particular after a calculation by the computing unit, depending on a total load resulting from all traction accumulators connected to the electrical lines.
  • a charging voltage impressed on the lines or overhead lines is ideally higher than a voltage of that traction accumulator which has a highest output voltage depending on its state of charge in comparison with all traction accumulators connected to the overhead lines.
  • the comparison of the "open circuit voltages" of the traction accumulators should be carried out between all traction accumulators located in a section of track.
  • the electrical voltage can then be increased within no more than 10 seconds, preferably within a maximum of 5 seconds.
  • the energy supply or the energy supply system should lower the voltage before a vehicle docks on lines for supplying a section of track where at least one other vehicle is already docked.
  • the drop should preferably be in a range that is no more than 10% of the current voltage.
  • the method of energizing can disconnect all vehicles that require a higher voltage on the lines due to a state of charge of their traction accumulator before a voltage drop on the lines is performed. Only then should another vehicle establish contact with the lines as a new docking station.
  • the undocking and re-docking can e.g. B. be initiated by means of remote communication device from the power supply system in the vehicle.
  • the power supply or the power supply system is equipped with a current limiter that can set a maximum charging current on the lines.
  • the procedure for the energy supply accesses the transmitting/receiving station or the transmitting / receiving unit for communication with a vehicle back.
  • a second communication unit such as a radio module, which can inform the vehicle at which position in a vehicle network the vehicle may enter the section of road.
  • the vehicle that has received position information controls its speed to take position according to its position information.
  • the speed adjustment takes place before the vehicle enters the section of road with the lines.
  • a capacitive loading buffer e.g. B. on a roof of the vehicle, which means below the pantograph, be present, in which the charging energy that is intended for the accumulator is introduced. The energy would be temporarily stored there (if an additional capacitive charging buffer is available), which is then made available to the accumulator.
  • a pantograph that works with rolling contacts and possibly even with inductive power transmission works much more reliably; sparking is reduced.
  • Another option for contacting and power transmission is via drive-on contacts (e.g. via bumpers).
  • drive-on contacts e.g. via bumpers.
  • Energy can also be inductive, e.g. B. via conductors or coils, a vehicle are made available.
  • cables are installed in the trucks that have the lowest possible resistance, ideally no resistance at all, i.e. superconductors. Due to the operating temperature of a truck, these should be high-temperature superconductors.
  • the lines have a voltage that is several percent higher than the accumulator in the Trucks at the time the contact is made
  • the capacitors behave "at the moment when the contact is made7" more or less like short circuits, ie at the moment when the contact is made only the resistance R o limits the current.
  • the other R/C elements which result from the individual cells of the traction accumulator, act through their time constants (resulting from the respective resistance and from the respective capacity). They transiently reduce the current in the traction accumulator to the DC charging current. This effect of the increased inrush current occurs only briefly.
  • the inrush current should not be more than 100% above the regular charging current.
  • a limiting resistor is integrated in a current path from the DC/DC converter to the lines or power supply lines. This limiting resistor is advantageously after a certain pre-charging by z. B. a relay or by z. B. a power transistor can be bridged. The possibility of bridging keeps power loss low and charging efficiency high.
  • a choke or a coil could be present to limit the inrush current.
  • This choke or this coil could also be bridged after the "pre-charging" phase, above all in order to make the otherwise necessary freewheeling diode for disconnecting the vehicle from the line (so-called “undocking") or from the external energy supply superfluous .
  • a combination of series resistor and choke is also possible, advantageously also with an option for bridging the combination of series resistor and choke.
  • a method of intelligent control of the voltage on the overhead lines is particularly advantageous, with the previously presented wireless communication between the vehicles and the substation being advantageously integrated for this purpose.
  • Wireless communication can also be handled in such a way that the heavy vehicle to be electrically charged, which is presented below as a freight vehicle by the abbreviation “truck” for the designation “lorry”, as an example, transmits its current traction battery voltage to the Control of the corresponding catenary section (i.e. the corresponding route section) reports.
  • trucks using trucks
  • many of the following statements also apply to all other heavy-duty vehicles, such as tractors or construction vehicles.
  • the design can also be transferred to other heavy goods vehicles, e.g. B. on buses and other vehicles of passenger transport.
  • the controller sets a voltage value (just a few volts) above the traction battery voltage.
  • the voltage on the lines preferably the power supply lines or power supply rails, is then adjusted to the target value either linearly or with a curve shape, in particular after a contact has been made (“after docking”).
  • the data transmitted via the wireless communication repeatedly and at short time intervals contain the charging voltage desired by the vehicle. In this way, an optimized charging of the electrical energy can take place. Power losses are reduced in this way.
  • a level of the adjustable voltage on the power supply lines, in particular on the overhead lines, is set in accordance with the desired charging current of the vehicle. In this way, a time-variable target value specified by the vehicle's BMS can be achieved and maintained.
  • a second vehicle is to be connected to the lines, e.g. B. a second truck z. B. has a higher traction battery voltage than the truck connected first, the voltage on the lines, especially the power supply lines such as the overhead lines, should be briefly lowered.
  • the no-load voltage of the second traction battery is higher than the voltage at the input of the first battery or the traction battery of the first truck, the voltage must be reduced before making contact in order to limit the inrush current.
  • this does not have to be reduced to a value close to 0 amperes. In many cases it is sufficient to keep this inrush current below the maximum charging current of e.g. B. to hold 1,000 A.
  • the voltage is "raised up" again, i.e. (controlled) increased.
  • the voltage for connecting the second truck (taking into account a maximum inrush current of e.g. 1,000 A) had to be set to a lower voltage than the first truck needs to charge its accumulator with a current (flowing in the positive direction), it could (undesirable) feedback, especially into the overhead line, can occur for a short time.
  • the first truck must be disconnected from the lines for a short time. In this state of the first truck being “uncoupled” for a short time, the electric charging of the first truck can be ended and the electric charging of the second truck can be started.
  • a further improvement can be achieved in that the vehicles are sorted in the order in which they entered the route section equipped with power supply lines such as overhead lines. It is advantageous if the trucks on the route section with a power supply line, such as an overhead line, do not drive arbitrarily, but are sorted according to the charging voltage that is suitable for them. This (optimal) charging voltage, which is determined individually for each truck, results from the current voltage of the traction battery. In addition, the maximum charging current or (also) the desired charging current can be included in the calculation of the processing unit of the substation. Ideally, the internal resistance of each traction battery that is to be charged at the same time is taken into account.
  • the control values can be calculated in a separate computing unit, in the BMS or in a charging manager of the vehicle, in particular the truck.
  • This data is communicated wirelessly to the controller of the overhead line system via the communication interface, such as the long-distance communication interface, ie via the radio module to the transmitter/receiver unit of the transmitter/receiver station.
  • the control is based on the control device of the substation, which has a computing unit.
  • the controller or its program logic advantageously collects the value for the desired or required charging voltage and positions of all trucks that are to be moved in a section of the route - the section of the route possibly also including several sections of power supply lines or several overhead lines.
  • a sequence of the trucks can be set or determined. Thanks to the sorting, the loading process can be improved.
  • a next group with a charging voltage different from the charging voltage of the first group of trucks should be at a distance from the first group of trucks that is more than the length of the route section with power supply lines or overhead lines.
  • Trucks can be sorted by temporarily reducing their speed.
  • the substation controller sends information via the transmitter/receiver unit to the truck that is to be decelerated. This information as to why the truck is being slowed down can be transmitted via means of communication - e.g. B. via a display panel on the driver's console, via the navigation system or via a separate display - the driver of the vehicle.
  • the vehicles only have to be sorted in this way a few times, ideally only once at the beginning of the journey, or rarely, the loss of time over the entire route in the journey time calculations is negligible. After sorting, the trucks can drive hundreds of kilometers in the same order without further time loss due to sorting.
  • Access control or sorting can also be effected by allowing a driver of a vehicle, e.g. B. by means of remote communication devices, when the optimal time to continue driving is. Furthermore, it is possible to calculate the times and lengths of breaks in advance and to inform the driver when and how long he should take his breaks.
  • a merging into a sorting of heavy-duty vehicles, calculated by the computing unit and observed by the driver of a vehicle, can be additionally promoted and motivated by a discount or bonus system. Instead of making this information available to the driver of a vehicle, interventions in a driver assistance system can have the same effect on speeds, distances and/or entrances.
  • a communication could operate with a truck ID, whereby the energies recorded per truck and transmitted to a truck can be traced.
  • the current that is carried over the line to the truck (or other heavy goods vehicle) can be varied. It is thus possible to set different modes of operation.
  • Power is supplied to line-supplied vehicles, each with at least one traction accumulator as a buffer power supply for a drive motor, via at least two lines and one power supply tap each, such as a pantograph.
  • the energy supply includes a transmitting/receiving station, a computing unit and a (first) power control unit (preferably located in the substation).
  • a power an electric current and/or an electric voltage that are available via the lines is controlled using a parameter setting.
  • the computing unit takes into account data received via the transceiver station from at least one vehicle in a line-supplied route section.
  • FIG. 1 shows a load transport system with its energy supply system
  • Figure 2 shows another embodiment in a schematic representation
  • Figure 3 shows another embodiment in a schematic representation
  • Figure 4 shows the interaction between a charging station and an overhead line tap
  • Figure 5 shows an alternative embodiment of an interaction between charging station and overhead line tap
  • Figure 6 shows a first embodiment of a charging station
  • Figure 7 shows a second embodiment of a charging station
  • Figure 8 shows an embodiment of a truck on an overhead line in a schematic representation
  • Figure 9 shows an alternative embodiment of a truck on an overhead line in a schematic representation
  • FIG. 10 shows another embodiment with two charging stations along a road
  • FIG. 11 shows another embodiment of a truck with a step-up converter integrated in it
  • Figure 12 shows current curves in the step-up converter
  • Figure 13 shows an excerpt from a dashboard of a heavy vehicle
  • Figure 14 shows a basic equivalent circuit diagram of a typical traction accumulator
  • Figures 15 a), 15 b) and 15 c) first possible curves (more precisely: Figure 15 a) one
  • FIG. 18a shows a Voltage curve, Figure 15 b) shows a current curve and Figure 15 c) shows a power consumption) when a vehicle with a traction battery makes contact with an overhead voltage line
  • Figures 16 a), 16 b) and 16 c) show second possible curves (more precisely Figure 16 a) one Voltage curve, Figure 16 b) shows a current curve and Figure 16 c) shows a power consumption) when a vehicle with a traction battery makes contact with an overhead voltage line
  • Figures 17 a), 17 b) and 17 c) show possible curves (more precisely: Figure 17 a) a Voltage curve, Figure 17 b) shows a current curve and Figure 17 c) shows a power consumption) when contact is made between a vehicle with a traction battery and a high-voltage line in parallel operation of several trucks on the high-voltage line
  • FIGS. 18a), 18b) and 18c) show possible courses (more precisely: FIG. 18a).
  • Figure 1 shows a load transport system 1, which can also be referred to as heavy traffic 1, in which individual trucks, in particular long-distance trucks 20, 201 , 20", drive over a transport route 4, which includes a lane 6.
  • a Transport systems employees understand that the trucks shown are an example of suitable heavy-duty vehicles, which are drawn in as examples for buses, vans, small buses, rail vehicles and similar vehicles.
  • the transport route 4, over which individual trucks (short: trucks) of the long-distance truck type 20, 20 1 , 20" can drive" can be divided into individual sections 10, 10 1 , 10".
  • the load transport system 1 works with an overhead line infrastructure 8.
  • the catenary infrastructure 8 is built on the transport route 4 (in the sense of above).
  • a first catenary 60 which is located between a first catenary mast 62, which also stands for a section entry 62 for trucks 20, 20 1 , 20", and a second catenary mast 64, which also stands for a section exit 64 for trucks 20, 20 1 , 20" is stretched.
  • the overhead line 60 is connected to a power supply network 90 .
  • the power supply network 90 is an efficient high-voltage network for DC voltages, with the current preferably being provided via superconductors.
  • the catenary 60 is two cables which extend over the roadway 6 and along the roadway 6 with the aid of the catenary poles 62, 64.
  • Figure 1 shows an arrangement in the form of a snapshot, in which a first long-distance truck 20, which has five wheel axles, is standing under the overhead line 60 (actually it is driving, but the snapshot shows the long-distance trucks 20, 20 1 , 20" in For the load transport system 1, however, it is provided over time that the long-distance truck 20 moves with its truck front 26 in the direction of travel along the roadway 6 in order to cover the transport route 4 in this way.
  • the long-haul truck 20 includes a tractor 24 and a trailer 22 .
  • a truck tail 28 is located on the trailer 22.
  • the trailer 22 is used to store transport loads.
  • the tractor 24 is moved with or by an electric drive 30 and can thus pull the trailer 22 over the entire transport route 4 .
  • the electric drive 30 is equipped with an electric drive motor 32 and a gear 34 .
  • the tractor 24 has an accumulator 40 which is arranged above the electric motor-gear unit (de drive 30).
  • the accumulator 40 can also be referred to as an electric storage device.
  • the electric drive 30 is supplied with electric energy via a (second) power control 42, which the electric drive motor 32 converts into kinetic energy. If the electric drive motor 32 is operated in a recuperation mode when braking or on a downhill gradient, i. H.
  • the long-distance truck 20 or its tractor 24 is equipped with a pantograph 50, which has an overhead line tap 54 to the first overhead line 60 in the charging state.
  • an electrical power line connection can be formed between the overhead line 60 and the pantograph 50 by setting up the pantograph 50 .
  • the overhead line tap 54 is via a sliding contact.
  • the battery management system 44 obtains electrical power for charging the accumulator 40 via the overhead line tap 54.
  • the power is provided via the power supply network 90 along the overhead line 50, so that the accumulator 44 can be charged when the long-distance truck 20, in particular its tractor 24, is between the first trolley pole 62 and the second trolley pole 64 (as well as when standing at a position between the poles 62, 64).
  • the battery management system 44 is equipped with a mobile radio device 80 .
  • the mobile radio device 80 communicates via a radio connection with a radio station 72 which belongs to a billing station 70 .
  • the billing station 70 is part of a Energy management system, which in turn coordinates a power supply system 2.
  • the battery management system 44 When the battery management system 44 sends a tariff request for electricity costs to the billing station 70 via the mobile radio device 80, the billing station 70 replies via its radio station 72 with a cost estimate for a decrease in an amount of energy, e.g. B. in the unit of euros per kilowatt.
  • the battery management system 44 knows the current state of charge of the accumulator 40 and can, from the knowledge of the length of a second leg 10 1 , predict an energy requirement that must be additionally charged into the accumulator 40 to cover the leg 10 1 . If a tariff sent from billing station 70 proves to be particularly economical, an artificial intelligence programmed into battery management system 44 can decide to take up a larger amount of energy so that route 4 can be covered as cost-effectively as possible.
  • the battery management system 44 works in conjunction with an on-board computer (not shown) of the long-haul truck 20 .
  • the battery management system can work as software on the on-board computer with the help of connected sensors and mobile radio equipment.
  • the battery management system thus comprises at least one data memory and one calculator or computer as well as sensors for monitoring the accumulator 40 in order to carry out its tasks.
  • billing station 70 sends information about the length of first overhead line 60 or first leg 10 to battery management system 44, as well as information about the length of a second leg 10 1 , which is an overhead line-free distance from a third leg 10".
  • a third leg 10 According to FIG. 1, along the third section 10" there is again an overhead contact line 60", namely a second overhead contact line 60", which is electrically separated from the first overhead contact line 60.
  • the battery management system 44 1 continuously monitors the state of charge of the accumulator 40 1 .
  • the battery management system 44 1 establishes a communication connection via its mobile radio device 80 1 and via neighboring radio stations 72", 72 or billing stations 70", 70 in order to use location information to obtain distance information from the next Overhead line 60", 60.
  • Battery management system 44 specify a consumption-efficient window for operating points of the (second (in particular of the second type) or third (because in another truck)) power control 42 1 in emergency operation, so that the long-distance truck 20 1 can reach a connection to the overhead line infrastructure 8 , if unforeseeable events should have led to an increased energy consumption of the long-distance truck 20 1 .
  • the next loading section begins for the second long-distance truck 20 1 , a third section 10 ′′ on the transport section 4 , at a third catenary mast 66 , up to which the second long-distance truck 20 1 must reach.
  • a third long-distance truck 20" is already being loaded via the second overhead line 60", towards which the second long-distance truck 201 is heading.
  • the pantograph 50" of the third truck 20" is in the charging state, with, similar to the first long-distance truck 20, current from a power supply network 90" via the second catenary 60" and via the pantograph 50" in an accumulator 40". .
  • the battery management system 44" regulates the charging process of the accumulator 40" of the third long-distance truck 20".
  • the battery management system 44" can parallel the (second (in particular of the second type) or fourth (because in another truck)) power control 42 "of the electric drive 30" with power from the overhead line 60" while the third long-distance truck 20" travels the third leg 10".
  • the third leg 10" is larger than the first leg 10.
  • the second overhead line 60" is powered by further catenary masts 68, 68 1.
  • the mobile radio device 80" and the radio station 72" the correct consumption billing takes place at the billing station 70.
  • Data transmission, in particular the consumption data and the route data, is encrypted.
  • the first power supply network 90 draws power from a solar park as a power source, which is located near the leg 10 . If required, electricity from a power plant (not shown) can be switched on by the billing station 70, which is equipped as a network control system.
  • the second power supply network 90" is operated from several wind turbines and a fuel cell device as power sources (not shown). The fuel cell device generates electricity from hydrogen, which is kept as "fuel” in an intermediate energy store in the wind power plant.
  • the power supply networks 90, 90" belong to the power sources , which can also be referred to as energy sources, to the energy supply system 2 for the long-distance trucks 20, 20 1 , 20".
  • Figure 2 shows an exemplary embodiment of a load transport system 201 with an energy supply system 202, with two trucks 220, 220 1 and with sections of overhead line 260, 260 1 as an alternative to the section shown in Figure 1 with three trucks 20, 20 1 , 20".
  • 1 shows the trucks 20, 20 1 , 20 "in different positions relative to the overhead lines 60, 60".
  • a truck 220, 220 1 supplied by a charging station 203, 203 1 in each case a truck 220, 220 1 supplied by a charging station 203, 203 1 .
  • the two trucks 220, 220 1 according to FIG. 2 are each equipped with a traction accumulator 240, 240 1 . Electrical energy can be stored in the traction accumulators 240, 240 1 and can be called up for the ferry operation of the trucks 220, 220 1 .
  • each individual charging station 203, 203 1 can be supplied from different power sources. Accordingly, the charging station 203 1 can also be referred to as a substation 209 (or as a substation). While the first filling station 203 is supplied via an underground cable (not shown), the second charging station 203 1 receives its energy from photovoltaic elements 294 or a photovoltaic module 294 and a wind turbine 292. For better transmission of the electricity from the photovoltaic module 294 for the supply 269, 269 1 with direct current (DC), the direct current (DC) provided by the photovoltaic modules is first converted into alternating current (AC). The energy is transmitted with AC voltage in order to be transported in this form to the charging station 203 1 .
  • DC direct current
  • AC alternating current
  • the electricity is converted back into direct current (DC) in the 203 1 charging station.
  • the charging station 203 1 has an AC/DC converter 215 for conversion into DC voltage.
  • AC/DC converter 215 converts the AC voltage into a DC voltage, which can be referred to as an intermediate circuit voltage.
  • the DC voltage that the charging station 203 1 delivers is not only at a different voltage level; but it is also customizable.
  • the charging station 203 1 therefore has a DC/DC converter 213 with an adaptable output voltage.
  • a radio module cf. radio module 80 in FIG. 1
  • the truck 220, 220 1 transmits its electricity and energy requirements or registers them.
  • This information is received by a receiving station 270, 270 1 (which also serves as a billing station; which can also be referred to as a communication unit or fixed long-distance communication device), which forwards the information to the charging station 203, 203 1 in order to calculate its DC/DC converter 213 to control.
  • the trucks 220, 220 1 are each on a stretch of road 206, 206 1 or a lane 206, 206 1 , which is assigned to a receiving station 270, 270 1 and a charging station 203, 203 1 .
  • Each of the trucks 220, 220 1 has its respective pantograph 250, 250 1 above it Energy supply tap 254, 254 1 connected to exactly one charging station 203, 203 1 .
  • a control device 211, 211 1 arranged in a charging station 203, 203 1 provides a current and voltage supply in the charging station 203, 203 1 which corresponds to an adequate current or voltage magnitude specified via the receiving station 270, 270 1 .
  • a safety circuit 212 protects the substation 209 from overloading, which is z. B. could result from an additional, second vehicle.
  • a first power supply section 210 which is supplied by the first charging station 203, has a first section length 207. On a second section 210 1 no external power supply is provided.
  • a second energy supply section 210" which is supplied by a second charging station 203 1 has a second section length 207 1 .
  • Each of the control devices 211, 211 1 is equipped with its own computing unit 218, 218 1 .
  • the computing units 218, 218 1 each have access to data storage (not shown).
  • the arithmetic units 218, 218 1 can evaluate data received in the respective programmed arithmetic routines and convert them into parametrically adapted control signals for process control in the energy supply.
  • the computing units 218, 218 1 can, among other things, cause electrical energy to be released via the respective overhead lines 260, 260 1 to be supplied, as required, or cause the electrical energy release to be interrupted.
  • FIG. 3 shows a load transport system 301 with an energy supply system 302, in which the power supply of a charging station 303 by means of substation 309 (or substation) from a variety of energy sources, eg. B. from several photovoltaic cells 394, 394 1 , 394 "and from several wind turbines 392, 392 1 , can be made available.
  • the overhead line infrastructure 308 is assigned to a route section 310.
  • Each energy source 392, 392 1 , 394, 394 1 , 394" works with its own electrical voltage.
  • the charging station 303 which acts as a substation 309, adjusts the voltages to the appropriate voltage level, so that the accumulator 340 of the truck 320 receives its optimal charging voltage. As the state of charge of the accumulator 340 of the truck 320 increases, the voltage can be tracked, ie increased.
  • An overhead line 360 extends in route section 310 from a first catenary mast 362, which also forms a route section entry 362, to a second overhead line mast 362 1 , which also forms a route section exit 362 1 .
  • the electrical energy and thus also the voltage from the wind turbine 392 can be transmitted to the charging station 303 via a transformation path with voltages U1, U2, U3, U4 in the medium voltage range, in the high voltage range and in the extra high voltage range (preferably as alternating voltage). It is thus possible to transform the voltage Ui of the wind turbine 392 in the low voltage range (in an alternative embodiment in the medium voltage range) over two stages to a maximum voltage for long-distance transmission.
  • the voltage Ui which is 30 kV
  • the voltage U 2 which is 110 kV
  • the 110 kV is transformed to 380 kV, so that the voltage U 3 is 380 kV in long-distance transmission.
  • the voltage U 3 of 380 kV is transformed back to an intermediate stage U 4 of 110 kV.
  • the voltage U 4 is then transformed down to a level of the voltage U 5 of 30 kV.
  • the charging station 303 itself is supplied with a three-phase current with a voltage U 6 of 400 V.
  • the intermediate circuit in the charging station 303 is operated with a variable voltage U 9 .
  • Other voltages U 7 , U 8 which originate from photovoltaic cells 394 1 , 394 ′′, can also be fed into the intermediate circuit.
  • the charging station 303 which is programmed in such a way that it can impress a voltage U L on the overhead line 360 .
  • the voltage U L lies in a voltage window formed by the voltages U and Un.
  • the voltage U L can change between a lower voltage Uw and an upper voltage Un.
  • the charging station 303 can switch the overhead line 360 free of current and voltage.
  • the upper voltage Un is a four-digit voltage value, e.g. B. at 1,500 volts.
  • a lower voltage Uw is set, e.g. B. with mega-charging lithium titanate at 480 volts.
  • the voltage U L can also be varied in a range of 100 V as the lower voltage Uw and an upper voltage Un of 9,000 volts.
  • the accumulator 340 of the heavy-duty vehicle 320 determines which voltage U L the heavy-duty vehicle 320 ultimately desires, ie which voltages Uw, Un must be made available as limit voltages by the charging station 303
  • Computing unit 318 of the charging station 303 receives the requested amounts of energy and the types of energy and the voltages as input parameters.
  • at least one electrochemical converter system e.g. B. as a component of a substation.
  • An example of this is a converter system that converts excess electricity into hydrogen via an electrolyser, which is temporarily stored in a tank. The hydrogen can, if necessary, z. B. at night, with the help of a fuel cell converted back into electricity for the supply of charging stations.
  • Another example of a suitable converter system is a stationary accumulator connected to the substation.
  • each individual charging station 403 is connected to an overhead line 460, 460 1 or to its two lines 460, 460 1 by switches 419, 419 1 such as contactors 419, 419 1 can be decoupled.
  • the decoupling is initiated by a control device 411 .
  • the supply voltage is set to 0 V. Consequently, the pantograph 450 is voltage-free via the power supply taps 454, 454 1 . Maintenance work can be carried out on the towing vehicle 424 without endangering the supply voltage 499 (e.g. also in the area of its roof).
  • voltage controls 514 can also be provided in the charging station 503 instead of contactors (see Figure 4), which regulate the voltage 599 on the overhead lines 560 down to 0 volts in certain states or on the basis of certain control parameters “.
  • the charging station 503 can also be referred to as a substation. Due to the voltage control, the specified voltage can be applied to the overhead line 560, which can be carried by a truck, e.g. B. with a pantograph (cf. truck 220 with pantograph 250 in FIG. 2).
  • An AC voltage is provided to the charging station 503 via a supply line 598 .
  • An AC/DC converter at the 503 charging station generates a DC voltage from the AC voltage.
  • An associated direct current reaches the DC/DC converter via an intermediate circuit 597, in which the control 514 for providing the desired voltage on the overhead lines is integrated.
  • the voltage that the charging station 503 can deliver has been adjusted via the AC/DC converter 513 and the DC/DC converter 515 to the value that is desired on the overhead lines 560 .
  • the voltage value can be any set value in the range from 100 volts (DC) to 9,000 volts (DC).
  • the electrical current can be made available on the overhead lines 560 by power blocks connected in parallel.
  • the Voltage adjustment takes place via a high-low converter, which can transform or convert the voltage in all directions from the intermediate voltage circuit.
  • FIG. 6 shows a charging station 603 with its supply line 698, via which AC voltage is made available to the charging station 603.
  • the AC voltage is transformed into a first DC voltage by an AC/DC converter 615 .
  • This DC voltage reaches an intermediate circuit 697.
  • the voltage from the intermediate circuit 697 is converted into a regulated or controlled output voltage (ideally also a DC voltage);
  • the charging station 603 has a DC/DC converter 613 for this.
  • the electrical energy is initially transported at a higher AC voltage level via a supply line 798 to the charging station 703.
  • the AC voltage is "step down" and then rectified.
  • the actual charging station 703 determines a charging voltage 796 (e.g. 2,500 volts) from an output voltage level (e.g. 1,250 volts), which can extend into the range of the output voltage (e.g. 0 volts to 1,250 volts; e.g e.g. 0 volts to 2,500 volts).
  • the electric charging station 703 allows a return feed for receiving 796 1 direct current, which is then output on the supply line 799 with a predetermined alternating voltage level 795 .
  • a feedback can be done to stored electrical energy of an accumulator, z. B. for the safest possible replacement of a damaged battery.
  • a power supply system 802 has both a pair of overhead lines 860 and a pair of busbars 859 on the ground.
  • the truck 820 is located between the pair of overhead lines 860 and the pair of conductor rails 859 .
  • a second, floor-side pantograph 852 can be extended or lowered onto the busbars 859 to form a (second) power supply tap 855, 855 1 .
  • Figures 8 and Figure 9 With the energy supply system 902) are viewed together, it can be seen that the accumulator 840 arranged in the floor area of the truck 820 in the embodiment according to Figure 8 is directly connected to the overhead line 860 the overhead line tap 854, 854 1 can be electrically connected 846. However, it is also possible (see Figure 9) additional contactors 948 to be provided for decoupling the accumulator 940 from an electrical connection 947 or its two lines. If there are contactors 948 between the overhead line tap 954 and the battery 940, the overhead line tap 954 can be switched off from the power supply.
  • the overhead line tap 954 can be electronically decoupled. This allows the truck driver to carry out maintenance on the roof of the truck 920, which is located in a stationary direction 925 under the overhead lines 960 that have been switched off, without exposing himself to the risk of an electric shock due to a voltage in the accumulator 940.
  • FIG. 10 shows a further exemplary embodiment of the long-distance communication between a truck 1020 and the charging stations 1003, 10031 for a load transport system 1001, which is equipped with an overhead line infrastructure 1008.
  • the truck is in a charging connection with a first charging station 1003.
  • the truck 1020 has transmitted route data 1005 to the charging station 1003, based on which the charging station 1003 calculates the electricity requirements of the truck 1020 and delivers a sufficient amount of electricity.
  • the truck 1020 is located on a first energy supply section 1010. According to its route plan 1005 1 , the truck 1020 is to cover a first transport route 1004 and a second transport route 1004 1 , with the transport routes 1004, 1004 1 also being able to have different height profiles.
  • the route plan also includes a route section 1010 1 without an external power supply.
  • the truck 1020 is sufficiently supplied with energy from a charging station. At a second point in time t2, the truck 1020 has almost used up its energy, but at the second point in time t2 it is already in a second energy supply section 1010".
  • the second energy supply section 1010" corresponds to a third transport route 1004", which the truck 1020 uses the energy or electricity, which is provided directly for locomotion by the second charging station 1003 1.
  • the second charging station 1003 1 is sent an adapted, so to speak second route plan 1005 1 from the truck 1020, from which the charging station 1003 1 calculates , after which stretch of your supply area the accumulator of the truck will be sufficiently recharged or charged 1020. According to the energy requirement for its further route, the Truck 1020 from the second charging station 1003 1 provided a sufficient amount of energy.
  • Figure 11 shows another embodiment of a possible design of a truck 1120 (or heavy vehicle 1101) according to the invention, which can also draw electrical energy from overhead lines 1160, 1160 1 , on which the voltage is lower than the voltage that the accumulator 1140 expects .
  • there is an intermediate step-up converter 1117 in the opposite case, however, if the voltage is too high, a step-down converter can also be provided to reduce the voltage), whereby the voltage present at a certain point in time (which is adjusted over time is raised) on the overhead lines 1160, 1160 1 to a voltage level (or reduced in the case of the step-down converter) with which the accumulator 1140 can be charged through the pantograph 1150 of the truck 1120 by means of direct current.
  • the individual current flows of the self-oscillating circuits of the step-up converter 1117 supply sinusoidal currents which, by superimposing the individual currents, result in a pulsating overall current. This leaves only a small ripple on the lines, z. B. provide a standard charging current of 180 (one hundred and eighty) amps and a superimposed sine wave of up to 15 (fifteen) amps.
  • the accumulator 1140 and the step-up converter 1117 can be electrically connected or disconnected due to the (first) pair of contactors 1148 .
  • the step-up converter 1117 can be connected to the electric drive 1130 of the truck 1120 via a (second) pair of contactors 1149 or can be uncoupled from it.
  • FIG. 13 shows a section of an interior 102 of a tractor, such as the tractor 24 in FIG.
  • a driver's console 106 is located between the windshield 104 and the steering wheel 110.
  • the driver's console 106 includes a display panel 108 with digital displays of gauges of the tractor.
  • other display instruments (not shown) are present, e.g. B. serve to monitor compressed air and braking systems.
  • the steering wheel 110 comprises a steering wheel rim 112 which is equipped with a wavy grip surface and which is connected to a steering column (not shown) via a spoke 114 (or via two spokes).
  • the spoke assembly 114 is equipped with a horn 116, an airbag cover 118, a first control 120 and a second control 122.
  • the controls 120, 122 are used to input operating instructions to an on-board computer (not shown). That on-board computer works with the battery management system and the power control, such as the battery management systems 44, 44 1 , 44" and the (second, third and fourth) power controls 42, 42 1 , 42" in FIG.
  • the sensor system connected to the power control or the battery management system supplies the on-board computer, among other things, with the operating data, based on which the on-board computer displays information, such as measurement information, on the display panel 108 .
  • the display panel 108 has a speed display 130 and a monitoring display 140 for accumulator monitoring.
  • a distance display 132 is combined with the speed display 130 in the same field of the digital display.
  • An operating mode display 136 and a travel time display 134 are arranged between the speed display 130 and the monitoring display 140 .
  • the displays can be dynamically controlled and are designed as an OLED display.
  • the OLED display is supplied with power from the accumulator.
  • Various operating modes such as a load driving mode, an empty driving mode, an energy saving mode and a reverse driving mode, can be selected using the first control element 120 in the on-board computer and, depending on the current selection, are shown on the operating mode display 136 using capital letters.
  • the second operating element 122 is used to select desired operating states of secondary systems of the tractor, such as setting a suspension.
  • the monitoring display 140 has a plurality of display fields 142,144,146,148,150.
  • the monitoring display 140 serves, among other things, to monitor the operation of the accumulator.
  • a first display field 142 of the monitoring display 140 shows the current state of charge of the accumulator (cf. accumulators 40, 401 , 40" in FIG. 1). ", which indicates a full charge, to a state "0", which indicates a complete discharge of the accumulator. If a reserve display field 146 lights up in the monitoring display 140, a driver should find out how to connect to a power supply system, such as as soon as possible the energy supply system 1 in Figure 1 or an overhead line infrastructure, such as the overhead line infrastructure 8 in Figure 1.
  • the on-board computer intervenes in the operating parameters that can be set by the power control on the drive, so that the most energy-efficient operating point of the drive, in particular of the electric motor, is selected in order to achieve the greatest possible range.
  • the emergency operating range display field 150 indicates the maximum distance that can still be traveled according to the on-board computer's calculations. If the long-distance truck (cf. Figure 1) is connected to an energy supply system or an overhead line infrastructure, the accumulator can be charged like the accumulators 40, 40 1 , 40" in Figure 1.
  • the charging of the accumulator is indicated in the display field charging process 144 of the monitoring display 140
  • a driver can read from the speed of a progressive change of a light pointer in the charging process display field 144 how fast the charging process is running and at the same time observe on the state of charge display field 142 how far the accumulator has been charged in the meantime.
  • a charging operating mode can be set by actuating the first operating element 120, in which a cost-efficient charging of the accumulator is coordinated taking into account a tariff for the charging point used and a route to be subsequently covered.
  • FIG. 14 shows a traction accumulator 1340 (colloquially also referred to as a traction battery) in a basic circuit diagram, the impedance of which is described using a Thevenin model.
  • a traction accumulator 1340 can be described by the Thevenin model because the model is the first, good approximation when describing the electrical behavior of an electrical energy source, e.g. B. also of the traction accumulator 1340, especially when the traction accumulator 1340 includes several cells connected in series.
  • a suitable equivalent circuit diagram can be used in arithmetic units, such as the arithmetic unit 218 1 or 318, the substation 209 or 309 or the substation (see Figure 2 or Figure 3) undergo surgery.
  • arithmetic unit 218 1 or 318 the substation 209 or 309 or the substation (see Figure 2 or Figure 3) undergo surgery.
  • vehicles 20, 20 1 , 20", 220, 220 1 , 320 see FIG. 1, see FIG. 2, see FIG.
  • Truck 320 enters section 310.
  • their traction accumulators 40, 40 1 , 40", 240, 240 1 , 240", 340 are charged at the same time in a route section 210", 310, so the computing unit 218 1 , 318 can go to each of the traction accumulators 40, 40 1 , 40", 240, 240 1 , 240", 340 edit your own Thevenin model. If, for example, three traction accumulators 40, 40 1 , 40", 240, 240 1 , 240", 340 are fed from a substation 209 or 309 is loaded, three Thevenin models can be managed in the computing unit 218 1 , 318.
  • the computing unit 218 1 , 318 can create another Thevenin model, which is managed as long as the vehicle 40, 40 1 , 40", 220, 220 1 , 320 is in the route section 210 supplied by the substation 209 or 309 ", 310 located.
  • an open-circuit voltage U O cv - Open circuit voltage.
  • U Batt corresponds (almost) to the no-load voltage U O c - this no-load voltage changes only slowly and steadily, either through a charging process or through a discharging process.
  • the no-load voltage U O cv corresponds to the state of charge (SOC) of the traction battery 1340.
  • the computing unit 218, 218 1 , 318 can be operated with a Thevenin model for each of the traction accumulators 40, 40 1 , 40", 240, 240 1 , 240", 340, 840, 1140, 1340 (See Figures Figure 1, Figure 2, Figure 3, Figure 8, Figure 9, Figure 11 and Figure 14) work.
  • the voltage U Batt at the poles 1341, 1341 1 of the traction battery 1340 which—without current flow—is available as an open-circuit voltage U O cv , changes when a current flow 1343 takes place.
  • a current I B is loaded via the first pole 1341, a voltage drops at the internal resistance or the impedance of the accumulator cell(s). This behaves like a series circuit made up of an ohmic resistor R o and one or more R/C elements R 1 , C 1 , R 2 , C 2 , R 3 , C 3 .
  • the voltage U B att at the poles 1341, 1341 1 is usually lower than the (nominal) no-load voltage U O c -
  • the resistor R o provides all ohmic components such as cell connectors, conductor foils and contacts as well as the internal wiring in the electric heavy-duty vehicle (e.g. the truck). After contact with the overhead line, ie after a so-called docking, there is also the resistance of the overhead line itself and of the contact (which can be approximately described as an ohmic resistance). the pantograph.
  • the R/C elements R ⁇ Ci, R 2 , C 2 , R 3 , C 3 describe double layer and diffusion effects in the traction accumulator 1340.
  • the curves shown in Figures 15, 16, 17, 18 and 19 can be obtained using Thevenin models are determined by simulation (e.g. in a computing unit 218, 2181 or 318 shown in FIG. 2 or FIG. 3); but they can also on the overhead lines, such as the overhead lines 60, 60", 260, 260 1 , 360, 1160, 1160 1 (see Figures Figure 1, Figure 2, Figure 3 and Figure 11), by measuring devices, such as by a Power meter, be determined by an ammeter or by a voltmeter.
  • FIG. 15 a for a voltage U L
  • Figure 15 b for a current I L
  • Figure 15 c for a power P L
  • FIG. 15 a shows an example of a course over time (correspondingly over time t (plotted in seconds) of the electrical quantities of voltage U L , current l L and power P L when a heavy-duty vehicle, shown as a truck V, makes contact with an overhead line O (see legend L), which is also commonly known or colloquially can be referred to as docking, although the vehicle V remains in motion.
  • the overhead line O has a higher voltage (of 780 V, for example) than the traction accumulator in the heavy-duty vehicle “LKW V”, which has a voltage of 760 V.
  • the other R/C elements act according to their time constants (resulting from the respective resistor R ⁇ , R 2 , R 3 and the respective capacitor Ci, C 2 , C 3 ) and reduce the traction accumulator current 1343, l B transiently a DC charging current.
  • the power flow P L has a corresponding time profile as the charging current I L .
  • These components could also be bridged after a pre-charging phase. Above all, this makes a freewheeling diode, which would otherwise be required for contact separation (so-called undocking), superfluous.
  • a combination of series resistor and choke - as a further embodiment variant for current limitation in the substation 209, 309) (see Figure 2 or Figure 3) - is possible, preferably also with an element for producing an (optional) bridging (separation).
  • the voltage U L (taking into account the voltage for the traction accumulator 40, 40 1 , 40", 240, 240 1 , 240", 340, 840, 1140, 1340 (see the figures in Figure 1, FIG. 2, FIG. 3, FIG. 8, FIG. 9, FIG. 11 and FIG.
  • a traction accumulator e.g. the traction accumulator 40, 40 1 , 40", 240, 240 1 , 240", 340, 840, 1140, 1340
  • a CVV method constant voltage method
  • the current I L can be limited, delayed and/or adjusted by the numerous current limiting and current control measures presented above, but also by deliberate current regulation.
  • a traction accumulator e.g. traction accumulator 40, 40 1 , 40", 240, 240 1 , 240", 340, 840, 1140, 1340
  • CCV method constant current method
  • a further possibility is power limitation, power control or power regulation in the charging phase of the traction battery (see e.g. traction battery 40, 40 1 , 40", 240, 240 1 , 240", 340, 840, 1140, 1340).
  • the power can be influenced (e.g. power control) using current control or using voltage control.
  • the charging voltage desired by the truck V should be communicated via communication at all times and at short intervals, so that optimal charging takes place.
  • the inrush current is massively reduced by the intelligent controller.
  • the voltage of the overhead line is ramped up to approx.
  • U L 780 V and then adjusted or gradually increased further so that the specified or The requested 1000 A charging current is maintained.
  • the control of the substation receives the notification that the second truck V2 would like to dock with the overhead line O.
  • the voltage of the overhead line O must be reduced before the second truck V2 docks in order to also limit the inrush current for the current consumption by the second truck V2.
  • This inrush current does not have to be reduced to a value l L for V2 close to zero. It should be sufficient to use this below the maximum charging current of e.g. B.
  • connection of further trucks (not shown) is to be simulated or calculated, which are gradually docked, there is (correspondingly) a further adjustment in the voltage U L , in the current I L and in the power P L .
  • the voltage U L , the current I L and the power P L are averaged (for the voltage) or summed values (for the current).
  • Figures Figure 17 a), which represents a voltage U L , Figure 17 b), which represents a current I L , and Figure 17 c), which represents a power P L , are to be considered together to show the current-voltage behavior when the To understand power flows on the lines (as well as Figures 18 and 19).
  • FIG. 18 a which represents a voltage U L
  • FIG. 18 b which represents a current I L
  • FIG. 18 c which represents a power P L
  • t 45
  • U L (V1) 760 V
  • U L (V2) 750 V to the catenary O (see legend L).
  • the voltage U L of the overhead line O must be lowered further accordingly.
  • There is a technical limit for lowering that overhead line voltage which must be taken into account from the docked first truck V1 on the overhead line. If the voltage U L of the overhead line O for docking truck V2 (taking into account a maximum inrush current l L of e.g. 1000 A) had to be regulated to a lower voltage U L than truck V1 needs to charge a positive current, feedback could occur briefly from the traction accumulator of V1 to the catenary. In order to avoid this feedback, truck V1 is briefly uncoupled from overhead line O.
  • FIG. 19 a which represents a voltage U L
  • FIG. 19 b which represents a current I L
  • FIG. 19 c which represents a power P L
  • the second truck V2 (see legend L) likes it.
  • FIG. 19 a) shows a greatly different traction battery voltage U L compared to the first truck V1 that is already docked.
  • control device in particular control unit for power control
  • electrical storage such as a traction battery, 340, 840, 940, 1140, 1340 in particular electrochemical energy storage pack comprising multiple LTO batteries
  • first trolley line such as a trolley line 860, 960, 1160, 1160 1
  • remote communication device such as a radio module, in particular mobile radio device, to a cellular system belongs
  • P L power especially power in kilowatts (kW)
  • V2 second motor vehicle, especially second truck

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

Abstract

Une alimentation en énergie de véhicules (220, 220I) alimentés par câble, présentant respectivement au moins un accumulateur de traction (240, 240I, 240II) en tant qu'alimentation en énergie tampon d'un moteur d'entraînement, s'effectue par l'intermédiaire d'au moins deux câbles (260, 260I) et respectivement une prise d'alimentation en énergie (254, 254I) comme un pantographe ((250, 250I). L'alimentation en énergie comprend une station d'émission/réception (270, 270I), une unité de calcul (218, 218I) et une unité de commande de puissance (211, 211I). Une puissance, un courant électrique et/ou une tension électrique qui sont fournis par l'intermédiaire des câbles sont commandés en fonction de valeurs de l'unité de calcul à l'aide d'un réglage de paramètre. L'unité de calcul prend en compte les données reçues par l'intermédiaire de la station d'émission/réception d'au moins un véhicule sur un tronçon de ligne (210, 210II) alimenté par câble. Dans un système d'alimentation en énergie (202) pour des véhicules automobiles électriques du transport lourd (201), il est possible de mettre à disposition de leurs accumulateurs de traction de l'énergie de charge pour une alimentation simultanée sur des lignes à haute tension (260, 260I) présentes sur certains tronçons. Un système de mobilité permet à plusieurs véhicules à entraînement électrique de se déplacer simultanément sur le tronçon de ligne alimenté en électricité.
PCT/EP2022/081655 2021-11-12 2022-11-11 Procédé d'alimentation en énergie de traction, en particulier faisant intervenir un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires pour le transport lourd électrique WO2023084044A1 (fr)

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EP22808859.7A EP4217223A1 (fr) 2021-11-12 2022-11-11 Procédé d'alimentation en énergie de traction, en particulier faisant intervenir un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires pour le transport lourd électrique

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DE202021106214.2U DE202021106214U1 (de) 2021-11-12 2021-11-12 Lastkraftwagen mit elektrischem Antrieb, insbesondere in einer streckenweise vorhandenen Oberleitungsinfrastruktur
DE202021106215.0 2021-11-12
DE202021106215.0U DE202021106215U1 (de) 2021-11-12 2021-11-12 Elektrisches Energieversorgungssystem für Fahrzeuge, insbesondere für Schwerkraftlastwagen, mit Oberleitungsabgriff
DE202021106214.2 2021-11-12
DE202022102525.8U DE202022102525U1 (de) 2022-05-09 2022-05-09 Stromversorgungssystem für Kraftfahrzeuge, insbesondere Nutzfahrzeuge für elektrisch betriebenen Schwerverkehr
DE202022102525.8 2022-05-09
DE102022125116.0A DE102022125116A1 (de) 2021-11-12 2022-09-29 Traktionsenergieversorgungsverfahren, insbesondere unter Nutzung eines Stromversorgungssystems für Kraftfahrzeuge, vorzugsweise für Nutzfahrzeuge für elektrisch betriebenen Schwerverkehr
DE102022125116.0 2022-09-29

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PCT/EP2022/081673 WO2023084053A1 (fr) 2021-11-12 2022-11-11 Procédé d'alimentation en énergie de traction, en particulier au moyen d'un système d'alimentation en énergie pour véhicules automobiles, de préférence pour véhicules utilitaires destinés au transport électrique de marchandises lourdes

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