WO2022199770A1

WO2022199770A1 - Robotic charging system and method for charging a battery of an intelligent electric vehicle while in motion

Info

Publication number: WO2022199770A1
Application number: PCT/DK2022/050056
Authority: WO
Inventors: Jamshid Arianassl
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-03-25
Filing date: 2022-03-24
Publication date: 2022-09-29
Anticipated expiration: 2023-09-25

Abstract

The present invention comprises of a robotic charging system for charging intelligent electric vehicles (iEV) consisting of one charging infrastructure which includes a power post 3, power rail 5, power line 19, and power source 4 and one iEV Platform which is implemented in an intelligent electric vehicle and consists of a robotic linear arm 10, electromagnetic bearing structure 2, control unit 7, battery pack 8, and iEV chassis 9. The method comprises the steps of: providing a control unit configured to move the robotic arm between a retracted position and an extended position; the extended position being adjacent to the vehicle; connecting the electromagnetic bearing structure which located at the end of the robotic arm to the power rail which is integrated in the power post; and charging the battery while the intelligent electric vehicle is in motion.

Description

ROBOTIC CHARGING SYSTEM AND METHOD FOR CHARGING A BATTERY OF AN INTELLIGENT ELECTRIC VEHICLE WHILE IN MOTION

FIELD OF THE INVENTION

The invention relates to a robotic charging system and method for charging a battery of an intelligent electric vehicle while in motion.

BACKGROUND OF THE INVENTION

Environmental impact of the petroleum-based transportation infrastructure has led to increased interest in an electric transportation infrastructure. Electric vehicles differ from fossil fuel-powered vehicles in that the electricity they consume can be generated from a wide range of sources, including fossil fuels, nuclear power, and renewable sources such as tidal power, solar power, hydropower, and wind power, or any combination of those. The carbon footprint and other emissions of electric vehicles varies depending on the fuel and technology used for electricity generation. The electricity may be stored on board the electric vehicle, e.g. by use of a battery.

Most electric vehicles use lithium-ion batteries. Lithium-ion batteries have higher energy density, longer life span, and higher power density than most other practical batteries. By increasing the battery's lifespan, the costs can be decreased.

Traditionally, electric vehicles are brought to a standstill and connected to a charger in order to charge their battery during a standstill period. Such manual charging is both discomforting and time consuming. Alternatively, electric vehicles, such as busses and trams, are charged by cables hanging above the traffic lane or by via a track integrated in the traffic lane. A further alternative includes mechanical replacement of the batteries at special stations in a few minutes, so-called battery swapping.

While the first electric cars were invented between 1832 and 1839 and after a century of development they still have a number of problems and cannot be considered a long-term alternative to replacing fossil-fueled vehicles.

Currently, instead of working to resolve the limitations of EVs, major car manufacturers are competing against each other by housing bigger batteries, up to 120 kWh in their vehicles. Every battery pack weighs around 400 to 600 kg, which can make up to one third of the weight of the vehicle. They are also made of expensive raw materials such as lithium, graphite and nickel. If we are going to reach the target of 2 billion electric vehicles by 2030, extraction of huge amounts of these raw materials will lead to significant and irreversible environmental damage. Moreover these batteries not only add to the cost of the vehicle but result in a considerable increase in energy consumption. For every 100 km driven they consume from 14 to 20 kWh of energy.

In addition the main limitation of Electric Vehicles “EV”, battery charging time which can take from 8 to 32 hours has not been resolved and superchargers are not the solution as they reduce battery life and require expensive high voltage electricity infrastructure.

Today, after more than 120 years of improvements in new technologies, electric cars can have more acceleration and speed compared to fossil fuel cars. However, we still have a few significant disadvantages with EV today: Charging Method Plug-in, Charging period, Driving Range, Battery Cost, Battery Bulk and Weight, Limited world's raw material reservoirs.

The first iEV Intelligent Electric Vehicle comes with two methods “ Robotic Charging system” and the “Robotic exchange battery system”. From patent number 028381 filed in the year 2003, under the title “Aryana 792 Commuter system”, the intelligent Electric Vehicle (iEV) and the Intelligent Charge stations (ICS) were introduced that exchange data information which leads to a charging system capable of delivering the required energy to the vehicle in 2-15 minutes in a completely robotic manner. From patent number 28380 filed in 2003 refers to “intelligent charging system” which entails the first model of a charging station that works in an intelligent manner with robotic exchange battery system. From W02009156780A1 filed in 2009 it is known with a similar charging station connecting from the top to the intelligent electric vehicle . The present invention includes these technologies in a refined and improved manner with an additional new innovation which is a method of charging the vehicle robotically while the vehicle is in motion.

The solution is a robotic charging system that consists of one charging infrastructure that consists of a power post, power rail, power line and power source and one iEV platform implemented on an electric vehicle which consists of a robotic linear arm, electromagnetic bearing structure, control unit, battery pack and iEV Chassis. The robotic charging system can charge an intelligent electric vehicle when the vehicle is in park or in motion. It does this through an electromagnetic bearing structure which is located at the end of a robotic arm that extends from the intelligent electric vehicle and connects to the power rail which is integrated in the power post. DESCRIPTION OF THE INVENTION

It is an object of embodiments of the invention to provide an improved method of charging a battery of an intelligent electric vehicle (iEV). An iEV is an electric vehicle that transfers data between charging infrastructure and its iEV Platform.

According to a first aspect, the invention provides a method of charging a battery of an intelligent electric vehicle, the vehicle comprising of a iEV platform which consists of a robotic arm that has at its end an electromagnetic bearing structure which is configured to connect to a power rail, the method comprising the steps of:

- providing a power post connected to a power line which gains its energy through a power source, the power rail being integrated in a power post forming a border along a traffic lane;

- providing a control unit configured to move the robotic arm between a retracted position and an extended position;

- moving the robotic arm from the retracted position at the vehicle to the extended position at a distance from the vehicle, the extended position being adjacent to the vehicle;

- connecting the electromagnetic bearing structure to the power rail; and

- charging the battery while vehicle is in motion

The intelligent electric vehicle may be any type of vehicle, such as a car, truck, lorry, bus, tram, a scooter, a motorbike, etc. which comprises a battery allowing the vehicle to be electrically driven.

To allow charging of the battery, the vehicle comprises of a robotic arm that has a electromagnetic bearing structure on its end which is configured for connection to a power rail which is integrated in a power rail that is connected to a power line which provides energy to the robotic charging system. The power post may be configured for supplying a low voltage or high voltage, such as in the form of 12-600 V DC. By the term ‘a robotic arm configured for connection to a power rail’ should be understood that the electromagnetic bearing structure at the ends of the robotic arm can be brought into contact with the power rail.

The power source may be connected to an AC power supply for supply of 240-380 V, and may thus comprise an AC/DC converter to be able to supply the lower voltage, often a DC voltage. The power rail is integrated in a power post forming a border along a traffic lane on which traffic lane the intelligent electric vehicle may be driving. The power rail forms a border along the traffic lane and may in one embodiment be reinforced whereby it may also act as a guiderail.

To allow the battery to be charged during driving, the power rail and the power post may be formed as elongated elements extending along the full length of the traffic lane or extending along a part of the traffic lane.

The power post may be arranged at a height in the range of 400-1000 mm above ground, such as 500-800 mm above ground. By providing the power post in this height, the distance between a vehicle and the power post may be considerably reduced compared to a traditional cable hanging above the traffic lane in a height suitable for a bus, a tram, or the like. In the robotic charging system, the power post is equipped with power rails that are limited by size depending on the post size. The power rails have closed sides for safety reasons. The power rails also come with an ultrasonic sensor with a sensitivity of 20 cm which in case of any movement through the power post, the iECU will disconnect the power of the robotic charging system. Then, after a delay of 5 seconds, if the area is free of any movement activity, the power will be reconnected and return to its normal position.

A control unit may be arranged in the intelligent electric vehicle , which control unit is configured to move the robotic arm between a retracted position and an extended position, where the retracted position is at the vehicle, such as substantially on or within an outer surface of the vehicle, in the vehicle, in a compartment arranged on or in the vehicle. The extended position is at a distance from the vehicle, where the distance may correspond to the distance between an outer surface of the vehicle and the power rail, when the robotic arm is connected to the power rail. In one embodiment, the distance may be in the range of 100-1000 mm, such as in the range of 200-800 mm. The distance may be determined in a substantially horizontal direction.

The robotic arm will be retracted if there presents a risk of a collision between the electromagnetic bearing structure and pedestrians, animals, other cars, etc. When preparing the vehicle for charging of the battery, the robotic arm may be moved from the retracted position at the vehicle to the extended position at a distance from the vehicle.

While the intelligent electric vehicle is in motion, the robotic arm moves to an extended position, which is adjacent to the vehicle. The robotic arm will then connect to the power rail, thereby the vehicle and other traffic do not have to stop. Subsequently, the battery can be charged during driving. By the term ‘adjacent to the vehicle’ should in the context of the present invention, be understood that the power rail is at a side of the vehicle at height in the range of +/- 15 degrees relative to horizontal from the retracted position. The power rail may be positioned so that it, when projected on to a horizontal plane, does not overlap an outline of the vehicle at least with the robotic arm in the retracted position.

The robotic arm may be connected to a chassis of the intelligent electric vehicle or another part of the vehicle. By application of a linear robotic arm the size of the robotic arm may be changed. It may further facilitate positioning of the robotic arm in the extended position. It should be understood, that the robotic arm in an alternative embodiment may be a non-linear structure, such as a hinged structure arranged for pivotal movement around a pivot axis to thereby move the robotic arm from the retracted position to the extended position. Other types of robotic arms may also be applied.

The robotic arm may be arranged at the vehicle at a height above ground corresponding the height above ground for the power rail and the position may be carried out by a movement in only one direction; i.e. a substantially horizontal direction.

In one embodiment, the robotic arm may be integrated in the middle or rear side of the vehicle depending on the design of the vehicle.

To facilitate movement of the robotic arm from the retracted position to the extended position, the robotic arm comprises an actuating element, such as a pneumatic cylinder, a hydraulic cylinder, a spring element, or other suitable elements configured to move the robotic arm.

When a pneumatic cylinder is used it horizontally balances the movement of the intelligent electric vehicle.

The vehicle may further comprise a retraction element configured to retract the robotic arm from the extended position, e.g. after completion of charging or in case charging must be interrupted.

In one embodiment, the retraction element and the actuation element may be a single element, such as a pneumatic two-way cylinder, a hydraulic cylinder, etc.

The power rail consists of 2 poles on the top and bottom which can be different depending on whether the power is AC/DC and can be configured accordingly to the power source available.

The electromagnetic bearing structure may comprise a first electrically conducting element and a second electrically conducting element, where the first electrically conducting element and the second electrically conducting element are configured to engage with the different poles of the power rail. The poles may be arranged with a distance in the range of 50-250 mm, such as in the range of 100-200 mm. In one embodiment, the poles may be arranged substantially vertically above each other. In an alternative embodiment, the poles may be arranged substantially at same height above ground, whereby the distance between the poles is substantially in the horizontal direction.

In one embodiment, the first electrically conducting element and the second electrically conducting element may each comprise at least one ball bearing. As the electromagnetic bearing structure may be in sliding contact with the power rail when charging the battery during driving, the use of at least one ball bearing may reduce the wear on the electromagnetic bearing structure and on the power rail. At least one ball bearing may be as an electromagnetic ball bearing.

In one embodiment, the first electrically conducting element and the second electrically conducting element may each comprise a plurality of ball bearings, such as 2, 3, 4, 5, 6, or even more ball bearings.

The electromagnetic bearing structure may extend between a first end and an opposite second end. In one embodiment, the first electrically conducting element and the second electrically conducting element may be positioned at opposite ends of the electromagnetic bearing structure, e.g. such that the first electrically conducting element is positioned at the first end and such that the second electrically conducting element is positioned at the second end. The distance between the first conducting element and the second conducting element may be in the range of 50-250 mm, such as in the range of 100-200 mm. The distance between the first and second conducting elements may correspond to the distance between the poles to facilitate charging of the battery.

The electromagnetic bearing structure may further comprise a position sensor configured to detect a position of the electromagnetic bearing structure relative to the power rail, where the position sensor may further be configured to communicate a signal representing the position to the control unit. The control unit may be configured to adjust the position of the electromagnetic bearing structure relative to the power rail in response to the received signal.

The position sensor may cooperate with an element in the power rail to thereby detect the position of the electromagnetic bearing structure relative to the power rail. In one embodiment, the position sensor may comprise an electromagnetic element cooperating with an elongated metal element integrated in the power rail. When the position sensor and the elongated metal element are not aligned, the control unit may receive a signal representing the position and as a consequence the control unit may adjust the position of the electromagnetic bearing structure relative to the power rail.

In an alternative embodiment, the cooperation structure integrated in the power rail may comprise a signal emitting element which may emit signals e.g. in the form of an electric field, light, radiation, etc. The emitted signal may be received by the position sensor e.g. when the electromagnetic bearing structure is in the correct position. If the electromagnetic bearing structure is not in the correct position, a signal may not be received, and the position sensor may consequently communicate a signal representing the not-correct position to the control unit which may adjust the position of the electromagnetic bearing structure relative to the power rail in response to the received signal.

The electromagnetic line is used to align the electromagnetic bearing structure which is located at the end of the robotic arm with the power rail, e.g. due to an uneven traffic lane which as an example that may be caused by worn asphalt or debris on the surface.

Additionally, the control unit may compensate the position of the electromagnetic bearing structure in response to the displacement, such as caused by an uneven traffic lane, by sensing movement, such as vertical movement, of the front wheels e.g. by use of an accelerometer. When the robotic arm which has the electromagnetic bearing structure at its end is attached to the vehicle at a position closer to the back part of the vehicle, irregularities sensed by an accelerometer at the front may be communicated to the control unit which may estimate a corresponding movement of the electromagnetic bearing structure and thus compensate the position of the electromagnetic bearing structure relative to the power rail to ensure substantially continuous charging of the battery.

The electromagnetic line may in one embodiment be arranged at a middle portion of the electromagnetic bearing structure between the first electrically conductive element and the second electrically conducting element. A cooperation structure integrated in the power rail may likewise be arranged at a middle portion between the two poles of the power rail to facilitate determination of the electromagnetic bearing structure relative to the power rail.

Multiple position sensors may be provided between the two poles. Then, a position sensor sensing the cooperation structure may be determined and from that, a displacement may be determined.

The electromagnetic bearing structure may be hingedly attached to an end portion of the linear robotic arm. By application of a hinged structure, the electromagnetic bearing structure may be arranged substantially flush with the robotic arm when not in use, such as in the retracted position. In one embodiment, the robotic arm may automatically be arranged in a substantially vertical position when the robotic arm is moved from the retracted position to the extended position, e.g. by releasing the hinged structure during the movement. In an alternative embodiment, the hinged structure may be released as a second step to ensure that the robotic arm is free of the vehicle before changing the position of the robotic arm from a substantially horizontal position to a substantially vertical position.

The linear robotic arm may comprise a vibration dampening element adapted to reduce vibrations in the electromagnetic bearing structure. Such vibrations may stem from the interaction between the vehicle and the road surface and could otherwise result in displacement between the poles and the robotic arm. This may be achieved by including one or more elastically deformable elements, such as rubber elements in the linear robotic arm.

Two sensors are installed in the front of the vehicle, The first sensor is adjusted vertically to the ground so that if the change in height of the vehicle (up or down) is too much, it would cause the robotic arm to be moved from the retracted position at the vehicle by sending a signal to the control unit.

The second Ultrasonic sensor detects any object or human with a specified angle down cover to a width of 1500 mm and a length of 4000 mm by sending a signal to the control unit and the robotic arm may be moved from the retracted position at the vehicle.

For more safety the robotic arm detachment from the vehicle in the event that an object hits the robotic arm if the vehicle crashes, the shock sensor mounted on the robotic arm sends a signal to the control unit to step of moving the robotic arm from the extended position to retracted position.

In case the accident time is very short and the robotic arm cannot be retracted in 1-2 seconds, the two safety spikes installed on the robotic arm will be broken due to the severity of the accident or impact and the robotic arm will be separated from the vehicle.

For safety and ease of this process, we use iEV Power Lock which is used to connect the vehicle and the robotic arm without wires and with magnetism instead.

To reduce the risk of accidents due to the robotic arm extending from the vehicle in the extending position, the control unit may configured to retract robotic arm if an acceleration of the vehicle exceeds a predetermined acceleration threshold and/or if a driving direction of the vehicle is changed above a predetermined threshold angle. The robotic arm may comprise of a biasing structure configured to bias the electromagnetic bearing structure towards the power rail during driving to thereby maintain charging during driving. The biasing structure may be released in response to the intelligent electric vehicle exceeding the predetermined acceleration and/or if the driving direction is changed above the predetermined threshold angle. It may in one embodiment, be possible to retract the robotic arm within 1-2 seconds. In an alternative embodiment, the retraction may be carried out even faster, such as within 5 second. Swift retraction may be obtained by providing an integrated, or a separate, biassing structure biased to retract the robotic arm. This biassing may be locked by a locking mechanism but may, when the locking mechanism is deactivated, swiftly retract the robotic arm.

For safety purposes, the robotic arm will be retracted in case of: the blinker being turned on; the intelligent electric vehicle driving more than limited speed brake pedal used; steering wheel being turned (+/- 15 degrees, left or right); vertical movement of the vehicle moving up or down (more than +/- 4 cm); human, animal, subject movement directly moving towards the vehicle; average distance between intelligent electric vehicle and the power rail increases or decreases (+/- 15 cm); an accident triggering the airbag sensor becoming active;

The power post may comprise a vehicle sensor configured to detect a presence of a vehicle within a predetermined sensing area. In one embodiment, the vehicle sensor may comprise a plurality of photo sensors arranged along the power post. Furthermore, the power post sensor may be configured to turn off power, if no presence is detected. When the power is turned off, safety may be increased as it may be possible to eliminate or at least considerably reduce the risk of persons and/or animals being exposed to electric shock from touching the power rail. The power rail may comprise a plurality of supply sections which may be turned on and off separately. Each supply section is divided by power posts and may as an example have a length in the range of 6-12 metres.

According to a second aspect, the invention provides an intelligent electric vehicle comprising a battery and a robotic arm with a electromagnetic bearing structure at its end configured for connection to a power rail being integrated in a power post which receives its energy from a power line connected to a power source, the power rail forming a border along a traffic lane; the vehicle comprising a control unit configured to move the robotic arm between a retracted position at the vehicle and an extended position a distance from the vehicle, the extended position being adjacent to the vehicle, at which distance the electromagnetic bearing structure is connectable to the power rail for charging the battery while the intelligent electric vehicle is in motion.

It should be understood, that a skilled person would readily recognize that any feature described in combination with the first aspect of the invention could also be combined with the second aspect of the invention, and vice versa.

The method according to the first aspect of the invention is very suitable for charging a battery of the intelligent electric vehicle according to the second aspect of the invention. The remarks set forth above in relation to the method are therefore equally applicable in relation to the intelligent electric vehicle .

According to a third aspect, the invention provides power post for use in the method according to first aspect of the invention, where the power rail is connected to a power source and is integrated in a power post forming a border along a traffic lane, the power post comprising a vehicle sensor configured to detect a presence of a vehicle within a predetermined sensing area, and being configured to turn off power, if no presence is detected.

Sensing of this type may be detection of lights or movement of a vehicle, but also communication with the vehicle may take place, so that the power post determines when the vehicle is within the portion of the power rail powered by the power source, where the power source may then be turned on to charge the vehicle while at the portion where powering may take place.

For permanent and stable contact between the robotic arm and the power post we add the super capacitor 400V Module 200mOhm to limit electrical fluctuations and possible limited sparks between the electromagnetic bearing structure and the power rail.

It should be understood, that a skilled person would readily recognize that any feature described in combination with the first and second aspects of the invention could also be combined with the third aspect of the invention, and vice versa. The remarks set forth above in relation to the method and the intelligent electric vehicle are therefore equally applicable in relation to the power post. BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be further described with reference to the drawings, in which:

Fig. 1 illustrates parts of an intelligent electric vehicle with a robotic arm in a retracted position;

Fig. 2 illustrates parts of an intelligent electric vehicle with a robotic arm in an extended position;

Fig. 3 illustrates the control unit of the charging infrastructure;

Fig. 4. illustrates details of a electromagnetic bearing structure and a linear robotic arm;

Fig. 5 illustrates different views of a electromagnetic bearing structure;

Fig. 6 illustrates an embodiment of a power rail integrated in a power post; power line; and power source;

Fig. 7 illustrates an embodiment of a control diagram.

DETAIFED DESCRIPTION OF THE DRAWINGS

It should be understood that the detailed description and specific examples, while indicating embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.

Figs. 1 and 2 illustrate parts of an intelligent electric vehicle 1 with a electromagnetic bearing structure 2 which is found at the end of robotic arm 10 in a retracted position. The sensor 21 and sensor 22 installed on the vehicle chassis is connected to the control unit (see e.g. Fig. 1 and 7). The electromagnetic bearing structure 2 is configured for connection to a power rail 5 (see e.g. Fig. 3).

The power rail forming a border along a traffic lane 5 is integrated in a power post 3 with a distance of 600 cm between every power post found on the traffic lane. The power line 19 is connected to power source 4 (see Fig. 3) The vehicle 1 further comprises a control unit 7 (illustrated by the dotted box) configured to move the robotic arm 10 between a retracted position at the vehicle (see Fig. 1) and an extended position at a distance from the vehicle (Fig. 2).

In the extended position, the robotic arm 10 is connected to the power rail 5 where the battery 8 (schematically illustrated by the shaded box) can be charged during driving.

The electromagnetic bearing structure 2 is connected to linear robotic arm 10 which is connected to a chassis 9 of the vehicle 1.

Fig. 3 illustrates an embodiment of a control unit of the charging infrastructure 11 and a power rail 5. The power rail 5 is integrated in the power post 3 and the power source 4.

The power rail 5 comprises two polls +/- 12A, 12B arranged substantially vertically above each other. The power source 4 is connected to an AC power supply for supply of 240-400 V, and comprises an AC/DC converter to be able to supply 12 V DC.

The electromagnetic bearing structure 2 comprises a position sensor 13 (see Figs. 4 and 5) configured to detect a position of the electromagnetic bearing structure 2 relative to the power rail 5. The position sensor 13 is configured to communicate a signal representing the position to the control unit 7 which is configured to adjust the position of the electromagnetic bearing structure 2 relative to the power rail 5 in response to the received signal.

In the illustrated embodiment, the position sensor 13 comprises an electro-magnetic element cooperating with an elongated metal element 14 integrated in the electromagnetic bearing structure 2. When the electro-magnetic element 13 and the elongated metal element 14 are not aligned, the control unit 7 comprises a signal representing the position and consequently adjusts the position of the electromagnetic bearing structure 2 relative to the power rail 5.

Fig. 4. Illustrates details of a electromagnetic bearing structure 2 and a linear robotic arm 10.

The electromagnetic bearing structure 2 comprises a first electrically conducting element 15A and a second electrically conducting element 15B, where the first and second electrically conducting elements 15A, 15B are configured to engage different polls 12A, 12B of the power rail 5. In the illustrated embodiment, the first electrically conducting element 15A and the second electrically conducting element 15B each comprises a plurality of electro -magnetic ball bearings.

The first electrically conducting element 15A and the second electrically conducting element 15B are positioned at opposite ends of the electromagnetic bearing structure 2.

The positioning sensor 13 is arranged at a middle portion of the electromagnetic bearing structure 2 between the first and second electrically conductive elements 15 A, 15B.

In the illustrated embodiment, the electromagnetic bearing structure 2 is hingedly attached to an end portion 10’ of the linear robotic arm 10. By application of a hinged structure (not shown), the electromagnetic bearing structure 2 can be arranged substantially flush with the robotic arm 10 when not in use (see upper part of Fig.4), such as in the retracted position. The electromagnetic bearing structure 2 may automatically be arranged in a substantially vertical position, when the robotic arm 10 is moved from the retracted position to the extended position (see lower part of Fig. 4).

To facilitate movement of the robotic arm 10 from the retracted position to the extended position, the robotic arm 10 may comprise an actuating element 16 in the form of a pneumatic cylinder.

The robotic arm 10 further comprises vibration dampening elements 17 to reduce vibrations in the electromagnetic bearing structure. In the illustrated embodiment, the vibration dampening elements 17 comprise elastically deformable elements of rubber.

Fig. 5 illustrates a side view (left) and a front view (right) of a electromagnetic bearing structure 2. The first electrically conducting element 15A in the form of electro -magnetic ball bearings and the second electrically conducting element 15B also in the form of electro-magnetic ball bearings are positioned at opposite ends of the electromagnetic bearing structure 2. The positioning sensor 13 is arranged at a middle portion of the electromagnetic bearing structure 2 between the first and second electrically conductive elements 15 A, 15B.

Fig. 6 illustrates an embodiment of a power rail 5 in a power post 3. The power post 3 is connected to a power source 4.

The power source 4 is connected to an AC power line delivering 240-380 V which power line is located in a support part 19. In the illustrated embodiment, the power rail 5 further comprises auxiliary elements 20, such as light, security camara, vehicle sensor, etc. (see also Fig. 3).

Fig. 7 illustrates an embodiment of a control diagram including a control unit 100 for control of the electromagnetic bearing structure 2 and other elements of an intelligent electric vehicle (not shown), such as hand break, main flexible chassis, energy bank chassis, etc.

The left-side part of Fig. 7 illustrates the electromagnetic bearing structure 2 comprising first electrically conducting element 15A in the form of electro-magnetic ball bearings and second electrically conducting element 15B also in the form of electro-magnetic ball bearings, the ball bearing 15A, 15B being positioned at opposite ends of the electromagnetic bearing structure 2. The electromagnetic bearing structure 2 further comprises the positioning sensor 13 is arranged at a middle portion of the electromagnetic bearing structure 2 between the first and second electrically conductive elements 15 A,

15B.

The left-side part of Fig. 7 further illustrates the linear robotic arm 10 which comprises an actuating element 16 in the form of a pneumatic cylinder.

The Robotic Charging System can be also used without charge while in motion and rails extending along the traffic lane rather in a static position. When the vehicle is in park and connected to the static Robotic Charging System, the power rail is equipped with rails that are limited by size depending on the power post 3 size. The power rails have closed sides for safety reasons. The power rails also come with an Ultrasonic sensor with a sensitivity of 20 cm which in case of any movement through the power post, the control unit will disconnect the power of the robotic charging system. Then, after a delay of 5 seconds, if the area is free of any movement activity, the power will be reconnected and return to its normal position.

The right-side part of Fig. 7 illustrates an external energy bank chassis which provides energy to the intelligent electric vehicle when a power post according to the disclosure is not available. The external energy bank chassis is equipped with four iEV Power Locks which secure the external battery bank or hydrogen fuel cell bank to the intelligent electric vehicle and further provide electric connection between the external energy bank and the intelligent electric vehicle.

To access the external energy bank the driver of the intelligent electric vehicle enters a charge station and stops at the designated place. When the intelligent electric vehicle is in the correct position in the charge station, the red light on the station turns on, and, at the same time, the red light on the intelligent electric vehicle ’s dashboard turns on also.

When the driver turns off the engine and arms the hand break, the charge station locks the intelligent electric vehicle’s wheels for safety and connects robotically to the main chassis from the underside of the vehicle. The charge station then instructs the four “iEV Power Locks” to unlock to fit new external battery bank or hydrogen fuel cell bank inside the main chassis. The Four “iEV Power Locks” revert to lock position. Finally, the light on the charge station and on the dashboard of intelligent electric vehicle change to green and the driver can leave the station.

Claims

1. A method of charging a battery of an intelligent electric vehicle, the vehicle comprising an electromagnetic bearing structure which is implemented on a robotic arm and is configured for connection to a power rail, the method comprising the steps of:

- providing a power post connected to a power source, the power rail being integrated in a power post forming a border along a traffic lane;

- connecting the electromagnetic bearing structure which is located on the end of the robotic arm to the power rail; and

- charging the battery during driving.

2. A method according to claim 1, wherein the electromagnetic bearing structure comprises a first electrically conducting element and a second electrically conducting element, and wherein the first electrically conducting element and the second electrically conducting element engage different polls of the power rail.

3. A method according to claim 2, wherein the first electrically conducting element and the second electrically conducting element each comprises at least one ball bearing.

4. A method according to claim 2 or 3, wherein the first electrically conducting element and the second electrically conducting element are positioned at opposite ends of the electromagnetic bearing structure.

5. A method according to any of the preceding claims, wherein the electromagnetic bearing structure further comprises a position sensor configured to detect a position of the electromagnetic bearing structure relative to the power rail and configured to communicate a signal representing the position to the control unit, and wherein the control unit is configured to adjust the position of the electromagnetic bearing structure relative to the power rail in response to the received signal.

6. A method according to any of the preceding claims, wherein the robotic arm which has the electromagnetic bearing structure at its end is connected to a chassis of the vehicle and wherein the linear robotic arm structure comprises a vibration dampening element adapted to reduce vibrations in the electromagnetic bearing structure.

7. A method according to any of the preceding claims, wherein the control unit is configured to retract the robotic arm for safety reasons if: an acceleration of the vehicle exceeds a predetermined acceleration threshold and/or if a driving direction of the vehicle is changed above a predetermined threshold angle, the blinker being turned on, the intelligent electric vehicle driving more than limited speed, brake pedal used, steering wheel being turned (+/- 15 degrees, left or right), vertical movement of the vehicle moving up or down (more than +/- 4 cm), human, animal, subject movement directly moving towards the vehicle, average distance between intelligent electric vehicle and the power rail increases or decreases (+/- 15 cm), or an accident triggering the airbag sensor becoming active.

8. A method according to any of the preceding claims, where in case of a collision or accident that occurs to the intelligent electric vehicle that is very short and the robotic arm cannot be retracted in 1-2 seconds, the two safety spikes installed on the robotic arm will be broken due to the severity of the accident or impact and the robotic arm will be separated from the vehicle.

9. A method according to any of the preceding claims, wherein the power post comprises a vehicle sensor configured to detect a presence of a vehicle within a predetermined sensing area, and wherein the supply sensor is configured to turn off power, if no presence is detected.

10. An intelligent electric vehicle comprising a battery and a robotic arm which has an electromagnetic bearing structure at its end which is configured for connection to a power rail being connected to a power source, the power rail being integrated in a power post forming a border along a traffic lane; the vehicle comprising

- a control unit configured to move the robotic arm between a retracted position at the vehicle and an extended position a distance from the vehicle, the extended position being adjacent to the vehicle, at which distance the electromagnetic bearing structure is connectable to the power rail for charging the battery during driving.

11. A power rail for use in the method according to any of claim 1-8, wherein the power rail is integrated in a power post which is connected to a power line and forms a border along a traffic lane, the power post comprising a vehicle sensor configured to detect a presence of a vehicle within an predetermined sensing area, and being configured to turn off power, if no presence is detected.