DE102023126703A1 - Inductive charging device for a vehicle charging system - Google Patents

Abstract

The invention relates to an inductive charging device (1) for a vehicle charging system (8) comprising a central sensor unit (18zent) and at least two additional sensor units (18xyz). The central sensor unit (18zent) has a first sensor winding (9a) and a second sensor winding (9b). The additional sensor units (18xyz) each have three sensor windings (9x, 9y, 9z). These are arranged orthogonally to one another.

Description

The invention relates to an inductive charging device for a vehicle charging system and a method for positioning a vehicle according to the preamble of the independent patent claims.

The US 2016380488 A1 shows a method for determining the relative position of a wireless power transmitter relative to a wireless power receiver. The relative position is determined using a 3-axis signal generator and a 3-axis sensor. The signal evaluation is relatively complex. Furthermore, the method is based on only one measurement method with one type of sensor.

The present invention is concerned with the object of providing improved or at least alternative embodiments for an inductive charging device of the type mentioned at the outset.

Being able to charge vehicles inductively offers a number of advantages over conventional conductive charging. First and foremost, the increased convenience is worth mentioning, as it eliminates the need to handle sometimes very heavy charging cables and plugs. However, for inductive charging, it is important that the vehicle's inductive charging device is positioned as precisely as possible in relation to the stationary, for example, floor-mounted inductive charging device. This is difficult if the vehicle is positioned purely manually over the stationary inductive charging device, and the driver requires support from an assistance system that either provides them with information about a positional deviation between the mobile inductive charging device in the vehicle and the stationary inductive charging device, or from an automated positioning system that directly and automatically takes over the parking process. Sensors are required that can detect such a positional deviation. In this case, it is advantageous if no initial calibration between the stationary inductive charging device and the mobile inductive charging device in the vehicle is necessary. Furthermore, the positioning system benefits from the greatest possible range. This means that the positioning system should be able to precisely determine a positional deviation even when the distance between a stationary inductive charging device and a mobile inductive charging device in the vehicle is as large as possible.

The present invention proposes an inductive charging device for a vehicle charging system comprising a central sensor unit and at least two further sensor units, wherein the central sensor unit has a first sensor winding and a second sensor winding and wherein the further sensor units each have three sensor windings arranged orthogonally to one another.

During inductive charging, energy is transferred in the form of a magnetic field between two inductive charging devices, usually between a stationary charging device and a mobile inductive charging device. The term "inductive charging device" therefore refers to only one of at least two components required for energy transfer during an inductive charging process. During inductive charging, an energy transfer winding in an inductive charging device generates an alternating magnetic field. This alternating magnetic field induces a voltage in another energy transfer winding of another inductive charging device. This additional inductive charging device thus serves as a counterpart for this specific charging process. The energy is transferred wirelessly and absorbed by inducing a voltage.

Inductive charging devices can be used for inductive charging of vehicles. In principle, an inductive charging device according to the invention can be used for any type of land, water, or aircraft with an electric or hybrid drive. This applies in particular to passenger cars, buses, and trucks.

A vehicle charging system comprises at least one mobile inductive charging device and another, usually stationary, inductive charging device. A mobile inductive charging device can, for example, be mounted on and/or in a vehicle.

An inductive charging device on and/or in the vehicle is therefore suitable for absorbing the magnetic field and making electrical energy available from an energy storage device in the vehicle, for example a battery or accumulator in the vehicle.

In principle, a vehicle charging system can also be used for bidirectional charging. This allows the vehicle to temporarily feed energy from the energy storage system into the power grid via the vehicle charging system.

An inductive charging device has an energy transfer winding which can efficiently receive a magnetic field from another energy transfer winding and/or can emit a magnetic field during the charging process. Preferably, powers from 3 kW to 500 kW, particularly preferably from 3 kW to 50 kW.

In general terms, a coil is defined here as a component for generating or receiving a magnetic field. A coil can consist of a winding and optionally other elements such as a magnetic core and a coil carrier. A winding is a wound arrangement of a current conductor. A winding can consist of one or more turns, with one turn representing one full revolution of a conductor. In general, however, a winding can also consist of fewer than one turn, for example 0.5 turns. Of course, an incomplete number of turns, such as 2.5 turns, is also possible.

An energy transmission winding can be designed in various forms and can consist, for example, of a high-frequency stranded wire with a diameter between 0.5 mm and 10 mm, preferably made of copper.

The sensor units and especially the sensor windings are required for the positioning process.

A sensor unit can have one or more sensor windings. A sensor unit can be configured such that voltages can be induced in the sensor windings, and information about the position and/or positional deviation and/or orientation and/or directional deviation of the inductive charging device can be determined from the induced voltages. For this purpose, an alternating magnetic field can be generated, for example, in or near another inductive charging device.

If the vehicle is still some distance away, for example between 5 and 10 m, from the stationary inductive charging device, a signal, preferably a magnetic field, can be emitted by the stationary inductive charging device, which induces a voltage in the sensor windings.

A changing magnetic field, such as an alternating magnetic field, can induce a voltage in an electrical conductor, particularly in a winding. In a winding, and thus also in a sensor winding, the component of the changing magnetic field along the winding axis is relevant for the magnitude of the induced voltage. Through appropriate evaluation, for example, a directional deviation between the vehicle and the stationary inductive charging device can be determined, or information about the distance between the stationary and mobile inductive charging device can be obtained. It is also possible for the mobile inductive charging device to transmit the signal and the stationary inductive charging device to receive it.

A sensor winding according to the invention can be designed in various forms and can have half a turn, one turn, or preferably several turns. Of course, a partial number of turns, such as 2.5 turns, is also possible. A conductor of such a sensor winding can, for example, have a cross-sectional area between 0.01 and 2 ^mm² .

A conductor can be implemented as a stranded wire, as a single conductor, or in another form, for example, in the form of a printed circuit board. In a conductor structure implemented on a printed circuit board, the conductor tracks can have cross-sections of, for example, 0.8 mm x 35 µm.

The central sensor unit is arranged in a central area of the inductive charging device. The central area can, for example, extend around the center of the inductive charging device in a plane parallel to the vehicle's ground. The central sensor unit can also be arranged on one side, for example, at the top or bottom, with respect to the dimension perpendicular to the vehicle's ground.

The additional sensor units can be arranged at a distance from the central sensor unit and at a distance from one another. The three sensor windings of an additional sensor unit are arranged perpendicular to one another. They can be arranged such that the three spatial components of an alternating magnetic field can be determined by voltages induced in each winding. This allows an alternating magnetic field to be fully detected at the location of an additional sensor unit via the induced voltages.

An inductive charging device can further comprise one or more flux guiding elements. A flux guiding element is suitable for guiding a magnetic field in a predetermined manner. It has a high magnetic permeability with µ _r > 1, preferably µ _r > 50, particularly preferably µ _r > 100. The flux guiding element represents a magnetic core for the energy transmission winding. In particular, the magnetic field is influenced by the high permeability in such a way that the greatest possible magnetic flux is transmitted to the energy transmission winding. A flux guiding element can be made of a ferromagnetic or preferably a ferrimagnetic material, particularly preferably made of a ferrite. A flux guide element can preferably be designed in a plate-like manner—in the form of a planar core—and can be arranged in the inductive charging device on the side of the energy transmission winding that faces away from the opposite side, i.e., the other inductive charging device.

Advantageously, the first sensor winding of the central sensor unit is arranged at an angle of 45° +/- 10°, preferably at an angle of 45°, to the vehicle longitudinal direction and the second sensor winding of the central sensor unit is arranged at an angle of 45° +/- 10°, preferably at an angle of 45°, to the vehicle longitudinal direction and the first sensor winding and the second sensor winding are arranged at an angle of 70°-110°, preferably perpendicular to each other.

The windings in this case can be designed so that they extend primarily in a plane perpendicular to the winding axis, and such that the extension along the winding axis is relatively small. Therefore, the angles given here refer to the plane perpendicular to the winding axis.

An appropriate arrangement of the angles is advantageous for the highest possible sensitivity in detection and the simplest possible calculation of the directional deviation between the vehicle and the stationary inductive charging device.

When the term “vehicle longitudinal direction” is used in relation to a stationary inductive charging device, it refers to the “vehicle longitudinal direction” to be achieved when the positioning process has been successfully completed, i.e. the “vehicle longitudinal direction” of the vehicle as it is positioned during the energy transfer process.

If the two angles between the sensor windings and the vehicle's longitudinal direction are approximately the same, this means that the sensor windings are arranged symmetrically to the direction of travel.

This is particularly advantageous because the sensor windings are specifically designed to detect a right-left directional deviation between the inductive charging device in the vehicle and the stationary inductive charging device. Due to the symmetrical arrangement of the sensor windings with respect to the direction of travel, the corresponding voltages induced in the sensor windings are also symmetrical for equally large directional deviations to the right or left, thus enabling a relatively simple calculation of the directional deviations from the induced voltages.

If the two angles are 45°, the two sensor windings are at a 90° angle to each other, which is ideal for optimal evaluation of the sensor signals. Advantageously, the two sensor windings extend diagonally across the inductive charging device over as long a distance as possible, parallel to the ground. The first sensor winding and the second sensor winding can cross each other. The sensor windings or the extensions of the main extension directions of the sensor windings can cross in the area of the center of the energy transmission winding. It is also possible for the sensor windings to be arranged in the shape of a V and cross each other in the extension of their main extension direction. Additional sensor windings can be present. In particular, a total of four sensor windings can be provided, arranged in the shape of a cross. The four sensor windings of a cross can be connected in such a way that two diagonally opposite sensor windings interact. In particular, the four sensor windings can be connected or evaluated in such a way that they functionally act like two larger intersecting sensor windings.

The sensor windings can each be arranged around one or more flux guiding elements of the energy transmission winding. The flux guiding elements of the energy transmission winding can thus serve both as flux guiding elements of the energy transmission winding and as flux guiding elements of the sensor winding. The sensor windings can enclose the energy transmission winding. The sensor windings can be arranged above or below the energy transmission winding.

In an alternative embodiment, the first sensor winding of the central sensor unit can be arranged in the vehicle longitudinal direction and the second sensor winding of the central sensor unit can be arranged perpendicular to the vehicle longitudinal direction.

Such an arrangement can be used advantageously when an evaluation is carried out according to absolute values.

In an alternative embodiment, the central sensor device has a further third sensor winding, which is arranged perpendicular to the first sensor winding and perpendicular to the second sensor winding and extends mainly in a plane parallel to the vehicle ground. The winding axis of a corresponding Winding is aligned perpendicular to the vehicle surface.

The energy transfer winding can be the additional sensor winding. It may be advantageous to use the energy transfer winding as an additional sensor winding to save windings. Alternatively, the additional sensor winding can be implemented separately from the energy transfer winding.

Preferably, the central sensor unit is arranged at least approximately centrally in the inductive charging device and the two further sensor units are arranged at a distance from one another in two opposite lateral edge regions of the inductive charging device.

The voltages induced in the sensor windings of the central sensor unit are evaluated and preferably compared directly with each other. A central arrangement of the central sensor unit is advantageous here, as a simple, direct comparison of the induced voltages can provide direct conclusions about any directional deviation. Even with a central arrangement of the central sensor unit, the sensor windings of the central sensor unit can extend as diagonally as possible across the inductive charging device.

The voltages induced in the sensor windings of the two additional sensor devices can be added together for each sensor device, and then the two added voltages of the two additional sensor devices can be compared with each other. For this purpose, it is advantageous if the two additional sensor devices are arranged at a distance from one another, in particular on two opposite lateral edge regions of the inductive charging device. An edge region of an inductive charging device is the outer region, for example in the plane parallel to the vehicle floor. Arranging the additional sensor devices in opposite lateral edge regions of the inductive charging device is advantageous because the sensor devices are thus spaced apart from one another and arranged as far apart as possible, without, however, having to be positioned outside the inductive charging device. By jointly evaluating the voltages induced in the two additional sensor devices, a directional and/or positional deviation can advantageously be determined.

In an advantageous embodiment, the inductive charging device has a shielding plate, wherein the further sensor units are arranged on the shielding plate.

If the inductive charging device is a mobile inductive charging device in a vehicle, a shielding plate can serve to shield the vehicle from disruptive electrical and/or magnetic and/or electromagnetic fields. A shielding plate is generally flat, made of an electrically conductive material, in particular a metal, and can be arranged above the other components of the inductive charging device. A shielding plate can significantly protrude beyond the other components of the inductive charging device in the plane parallel to the ground. An inductive charging device can therefore have its greatest extension parallel to the ground in the area of the shielding plate. It can therefore be advantageous to arrange the two additional sensor devices on the shielding plate. This allows the two additional sensor devices to be arranged with the maximum possible distance from one another without components having to be placed outside the inductive charging device or integrated into the vehicle outside the inductive charging device.

Alternatively, the further sensor units can be arranged at a distance from the further elements of the inductive charging device, preferably in the area of a bumper of the vehicle.

In this case, the "inductive charging device" is no longer to be understood as a compact structural unit, but is defined by its functional task. The additional sensor units are arranged outside of and at a distance from the rest of the inductive charging device. In particular, they can be arranged outside a housing of the inductive charging device. This can be advantageous because the additional sensor units can be positioned further apart and can also be installed flexibly in locations where installation space is available. Furthermore, it can be advantageous to arrange the additional sensor units close to the front bumper, thus detecting a signal earlier during a forward parking maneuver and thus achieving a greater range.

The invention further relates to a method for positioning a vehicle with a mobile inductive charging device in a defined position relative to a stationary inductive charging device, wherein the mobile inductive charging device or the stationary inductive charging device is designed according to the invention and a first directional deviation value is determined from voltages induced in the sensor windings of the central sensor unit and from voltages induced in the sensor windings of the further sensors sensor units, a second directional deviation value is determined and a final directional deviation value is determined from the two directional deviation values.

This allows two directional deviation values to be determined using different methods and different sensors. This allows the two directional deviation values to be fed into a decision-making unit, where a final directional deviation value can be determined. The decision-making unit can then use the two directional deviation values to determine a final directional deviation value, which generally has a higher level of accuracy than either of the two directional deviation values individually. Various mathematical calculations can be performed in the decision-making unit to determine the final directional deviation value. Additional parameters can also be included in the calculation. For example, the final directional deviation value can be calculated from the average of the two directional deviation values.

In one variant, a distance value is determined from voltages induced in the sensor windings of the other sensor units.

From the voltages induced in the orthogonally arranged sensor windings of the additional sensor units, an alternating magnetic field can initially be determined at the location of the respective additional sensor unit, or at least conclusions can be drawn about the alternating magnetic field at that location. If the spatial distribution of an alternating magnetic field is known, a position determination - at least relative - is possible. Position determination can then advantageously be carried out by determining the distances and/or angles from measured values. The measurement can also be differential. A comparison of amplitudes determined at at least two sensor windings opposite the vehicle's center axis in the direction of travel can be carried out. If the spatial distribution of an alternating magnetic field is known, the position in space can be determined from the determination of the alternating magnetic field at at least two, preferably at least three, positions. The alternating magnetic field at a position, in turn, can be determined by the voltages induced in the sensor windings at that position. This makes it possible to determine not only the directional deviation of a vehicle, but also the position and thus also a distance value to the target position.

Advantageously, the distance value is determined from at least one of the voltages induced in the central sensor unit, as well as at least one of the voltages induced in the first of the further sensor units and at least one of the voltages induced in the second of the further sensor units.

Preferably, the distance value is determined from the sum of the voltages induced in the central sensor unit, the sum of the voltages induced in the first of the additional sensor units, and the sum of the voltages induced in the second of the additional sensor units. To determine the alternating magnetic field at the position of a sensor unit, the voltages induced in the respective sensor units are summed.

• • die Spannungen, die in die drei Sensorwicklungen der ersten weiteren Sensoreinheit induziert werden, addiert werden
• • die Spannungen, die in die drei Sensorwicklungen der zweiten weiteren Sensoreinheit induziert werden, addiert werden
• • die Summe der Spannungen der ersten weiteren Sensoreinheit und die Summe der Spannungen der zweiten weiteren Sensoreinheit miteinander verglichen werden.

Advantageously, the first directional deviation value is determined by comparing the voltage induced in the first sensor winding of the central sensor unit with the voltage induced in the second sensor winding of the central sensor unit and the second directional deviation value is determined by:

• • the voltages induced in the three sensor windings of the first additional sensor unit are added
• • the voltages induced in the three sensor windings of the second additional sensor unit are added
• • the sum of the voltages of the first additional sensor unit and the sum of the voltages of the second additional sensor unit are compared with each other.

In this advantageous embodiment, two different methods for determining a directional deviation value are used in combination to achieve greater accuracy. The central sensor device can serve as the sensor device in a first method for determining a directional deviation value, and the two additional sensor devices can jointly serve as the sensor devices in a second method for determining a directional deviation value.

In a first method, the two voltages induced in the sensor windings of the central sensor device can be compared with each other. The two sensor windings of the central sensor device can be arranged in such a way that, in the event of a directional deviation of the vehicle from its desired direction, i.e. an undesired "twisting" of the vehicle with respect to the ground plane, different voltages are induced in the two sensor windings. ized. In contrast, the two voltages can be equal if there is no directional deviation, i.e. no "twisting". The difference between the voltages in the two sensor windings can be greater the greater the directional deviation. It is also possible that this relationship only applies within a certain range of directional deviation. A comparison of the two induced voltages can be carried out using various mathematical calculations. For example, the two voltages can be related, for example, the smaller voltage can be divided by the larger voltage, or the two voltages can be subtracted from one another, or the two voltages can be subtracted from one another and normalized to one of the two voltages.

In a second method, the voltages induced in the sensor windings of the first additional sensor device can be compared with the voltages induced in the sensor windings of the second additional sensor device. For this purpose, the three voltages induced in the sensor windings of the first additional sensor device can first be added to form a sum of the voltages of the first additional sensor unit. Furthermore, the three voltages induced in the sensor windings of the second additional sensor device can be added to form a sum of the voltages of the second additional sensor unit.

A directional deviation value can then be determined by comparing the sum of the voltages of the first further sensor unit and the sum of the voltages of the second further sensor unit.

In general, it is possible for the induced voltages to be first digitized in an analog-to-digital converter. Furthermore, these digital signals can then be transformed into the frequency domain, and individual frequencies or frequency ranges can be filtered out using a mathematical filter.

• 1 eine stark vereinfachte Darstellung eines Fahrzeugs mit einer induktiven Ladeeinrichtung,
• 2 eine Draufsicht auf eine erfindungsgemäße induktive Ladeeinrichtung,
• 3 eine Draufsicht auf eine alternative Ausführungsform einer erfindungsgemäßen induktive Ladeeinrichtung,
• 4 eine Darstellung einer weiteren Sensoreinheit,
• 5 ein Blockschaltbild eines erfindungsgemäßen Verfahrens zur Bestimmung eines Richtungsabweichungswerts.

It shows, schematically

• 1 a highly simplified representation of a vehicle with an inductive charging device,
• 2 a plan view of an inductive charging device according to the invention,
• 3 a plan view of an alternative embodiment of an inductive charging device according to the invention,
• 4 a representation of another sensor unit,
• 5 a block diagram of a method according to the invention for determining a directional deviation value.

1 shows a mobile inductive charging device 1a, which is arranged on a vehicle 2 with an energy storage device 3 and is positioned above a stationary inductive charging device 1b. During operation, energy can be transferred from the stationary inductive charging device 1b to the mobile inductive charging device 1a, and the energy storage device of the vehicle 3 can thereby be charged. The mobile inductive charging device 1a and the stationary inductive charging device 1b together form or are part of a vehicle charging system 8. In principle, it is also possible to operate the vehicle charging system 8 bidirectionally. In this case, energy can be temporarily transferred from the mobile inductive charging device 1a to the stationary inductive charging device 1b. 1 The stationary inductive charging device 1b arranged on the ground can alternatively be recessed into the roadway (not shown here). In a recessed arrangement, the inductive charging device 1b can be covered by certain layers of the roadway or be flush with the road surface.

2 shows a plan view of an inductive charging device 1 according to the invention. This can be a mobile inductive charging device 1a or a stationary inductive charging device 1b. In the present exemplary embodiment, eight flux guiding elements 5 are shown, which are arranged radially in the plane around the center 7 of the energy transmission winding 4. The energy transmission winding 4, which is concealed by the flux guiding elements 5 in the plan view, is indicated by dashed lines. The energy transmission winding 4 here is a flat coil 10. A first sensor winding 9a runs around two flux guiding elements 5, which are diagonally opposite one another with respect to the center 7 of the energy transmission coil 4. A second sensor winding 9b is correspondingly wound around two further flux guiding elements 5, which are also diagonally opposite one another with respect to the center 7. The first sensor winding 9a and the second sensor winding 9b intersect approximately at the center 7 of the energy transmission coil 4. The two sensor windings 9a, 9b are arranged perpendicular to each other and at an angle of 45° to the vehicle's longitudinal direction 6. The sensor windings 9a, 9b are designed here as solenoids, also called cylindrical coils. The first sensor winding 9a is arranged axially symmetrically to the second sensor winding 9b with respect to the vehicle's longitudinal direction 6. The inductive charging device 1 further comprises a shielding plate 12. The shielding plate 12 projects beyond the other components. of the inductive charging device 1. Also shown are two opposing lateral edge regions 14 of the inductive charging device 1. A further sensor device 18xyz is arranged on the shielding plate 12 in each of the two lateral edge regions 14. Each of the two further sensor devices 18xyz has three sensor windings.

3 shows a plan view of an alternative embodiment of an inductive charging device 1 according to the invention. In contrast to the embodiment in 2 The central sensor device 18 cent here has four sensor windings 9a, 9b, 9c, 9d. The four sensor windings 9a, 9b, 9c, 9d are arranged in the form of a cross around the center 7 of the energy transmission winding 4, whereby the center 7 of the energy transmission winding 4 is free of sensor windings. This can be advantageous because stabilizing elements can be arranged here. The sensor windings 9a, 9b, 9c, 9d cross each other vertically in the center 7 of the energy transmission winding 4. Each sensor winding 9a, 9b, 9c, 9d is arranged around a flux guide element 5. All sensor windings 9a, 9b, 9c, 9d are arranged at an angle of 45° to the vehicle's longitudinal direction 6. Two diagonally opposite sensor windings, 9a and 9d, and 9b and 9c, are sensitive to the same component of an alternating magnetic field and can therefore be interconnected or evaluated in such a way that the voltages induced here are evaluated together. Functionally, the diagonally opposite sensor windings therefore act like a single, larger sensor winding.

4 shows a perspective view of another sensor device 18xyz. Here, three sensor windings 9x, 9y, 9z with three perpendicular or orthogonal winding axes are arranged around a flux guide element 5. The field component of a changing magnetic field along the winding axis of the winding is relevant for the induced voltage. Because the three winding axes are perpendicular to one another, all components of a changing magnetic field can be detected via the induced voltages.

5 shows a block diagram of a method according to the invention for determining a directional deviation value. Voltages are induced in the two sensor windings 9a, 9b of the central sensor unit 18zent, in the three sensor windings 9x, 9y, 9z of the first additional sensor unit 18xyz, and in the three sensor windings 9x, 9y, 9z of the second additional sensor unit 18xyz. The three voltages in the three sensor windings 9x, 9y, 9z of the first additional sensor unit 18xyz are added together. The three voltages in the three sensor windings 9x, 9y, 9z of the second additional sensor unit 18xyz are added together. The two sums are compared with one another in a comparison unit 13. From this, a first directional deviation value 17 is determined. The two voltages in the two sensor windings 9a, 9b of the central sensor unit 18zent are compared with each other in a comparison unit 13. From this, a second directional deviation value 17 is determined. The two directional deviation values 17 are input into a decision unit 16. Here, a final directional deviation value 17a is determined.

Reference list

1

inductive charging device

1a

mobile inductive charging device

1b

stationary inductive charging device

2

vehicle

3

Vehicle's energy storage

4

Energy transmission winding

5

Flow guidance element

6

Vehicle longitudinal direction

7

Center of the energy transmission winding

8

Vehicle charging system

9

Sensor winding

9a

first sensor winding of the central sensor unit

9b

second sensor winding of the central sensor unit

9c

third sensor winding of the central sensor unit

9d

fourth sensor winding of the central sensor unit

9x

first sensor winding of another sensor unit

9y

second sensor winding of another sensor unit

9z

third sensor winding of another sensor unit

10

Flat coil

12

shielding plate

13

Comparison unit

14

Edge area of the inductive charging device

16

decision-making unit

17

Directional deviation value

17a

final directional deviation value

18

Sensor unit

18 cent

central sensor unit

18xyz

additional sensor units

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2016380488 A1 [0002]

Claims (13)

Inductive charging device (1) for a vehicle charging system (8) with a central sensor unit (18zent) and at least two further sensor units (18xyz), wherein - the central sensor unit (18zent) has a first sensor winding (9a) and a second sensor winding (9b), and wherein - the further sensor units (18xyz) each have three sensor windings (9x, 9y, 9z) arranged orthogonally to one another. Inductive charging device (1) according to Claim 1 , characterized in that - the first sensor winding (9a) of the central sensor unit (18zent) is arranged at an angle of 45° +/- 10°, preferably at an angle of 45°, to the vehicle longitudinal direction (6), - the second sensor winding (9b) of the central sensor unit (18zent) is arranged at an angle of 45° +/- 10°, preferably at an angle of 45°, to the vehicle longitudinal direction (6) and - the first sensor winding (9a) and the second sensor winding (9b) are arranged at an angle of 70°-110°, preferably perpendicular to one another. Inductive charging device (1) according to Claim 1 , characterized in that - the first sensor winding (9a) of the central sensor unit (18zent) is arranged in the vehicle longitudinal direction (6) and - the second sensor winding (9b) of the central sensor unit (18zent) is arranged perpendicular to the vehicle longitudinal direction (6). Inductive charging device (1) according to one of the preceding claims, characterized in that the central sensor device (18zent) has a further sensor winding (9, 4) which is arranged perpendicular to the first sensor winding (9a) and perpendicular to the second sensor winding (9b). Inductive charging device (1) according to Claim 4 , characterized in that the energy transmission winding (4) is the further sensor winding (9, 4). Inductive charging device (1) according to one of the preceding claims, characterized in that - the central sensor unit (18zent) is arranged at least approximately centrally in the inductive charging device (1) and - the two further sensor units (18xyz) are arranged at a distance from one another in two opposite lateral edge regions (14) of the inductive charging device (1). Inductive charging device (1) according to one of the preceding claims with a shielding plate (12), wherein the further sensor units (18xyz) are arranged on the shielding plate (12). Inductive charging device (1) according to one of the Claims 1 - 6 , wherein the further sensor units (18xyz) are arranged at a distance from the further elements of the inductive charging device (1), preferably in the region of a bumper of the vehicle (2). A method for positioning a vehicle (2) with a mobile inductive charging device (1a) in a defined position relative to a stationary inductive charging device (1b), wherein - the mobile inductive charging device (1a) or the stationary inductive charging device (1b) is designed according to one of the preceding claims, and - a first directional deviation value (17) is determined from voltages induced in the sensor windings (9a, 9b) of the central sensor unit (18zent), and - a second directional deviation value (17) is determined from voltages induced in the sensor windings (9x, 9y, 9z) of the further sensor units (18xyz), and - a final directional deviation value (17a) is determined from the two directional deviation values (17). Method for positioning a vehicle (2) according to Claim 9 , characterized in that a distance value is determined from voltages induced in the sensor windings (9x,9y,9z) of the further sensor units (18xyz). Method for positioning a vehicle (2) according to Claim 10 , characterized in that the distance value is determined from at least one of the voltages induced in the central sensor unit (18zent), as well as at least one of the voltages induced in the first of the further sensor units (18xyz) and at least one of the voltages induced in the second of the further sensor units (18xyz). Method for positioning a vehicle (2) according to Claim 10 , characterized in that the distance value is determined from the sum of the voltages induced in the central sensor unit (18zent), the sum of the voltages induced in the first of the further sensor units (18xyz) and the sum of the voltages induced in the second of the further sensor units (18xyz). Method for positioning a vehicle (2) according to Claim 9 - 12 , characterized in that - the first directional deviation value is determined by comparing the voltage induced in the first sensor winding (9a) of the central sensor unit (18zent) with the voltage induced in the second sensor winding (9b) of the central sensor unit (18zent) and - the second directional deviation value is determined by • adding the voltages induced in the three sensor windings (9x,9y,9z) of the first further sensor unit (18xyz) • adding the voltages induced in the three sensor windings (9x,9y,9z) of the second further sensor unit (18xyz) • comparing the sum of the voltages of the first further sensor unit (18xyz) and the sum of the voltages of the second further sensor unit (18xyz).

Images