System for inductive charging of a vehicle battery

Abstract

System (100) comprising a vehicle (110) positioned on a roadway (120), comprising one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) located on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) located on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) comprises at least a portion of a chassis component (200).The vehicle component (200) can comprise a magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to encase the magnetically conductive axle body (220). Alternatively, the vehicle component can comprise at least two wheels (150) of the vehicle (110), wherein the wheels (150) are each arranged on opposite sides of a common vehicle axle and each comprises one or more magnetically conductive components, such as a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and wire wool (163) arranged within the wheel (150) between the tread (151) and the rim.

Description

Technical field

[0001] The invention relates to transformers in general and in particular to subunits having adaptations of the magnetic core in order to integrate it into a vehicle and thereby establish the inductive coupling between the two sides of the transformer. background

[0002] Conventional inductive charging systems for vehicle batteries typically employ the magnetic resonance principle (MRC) using an air-core coil and operating in the high-frequency transformation range, encompassing frequencies of 50 kHz and above. Such systems have several significant drawbacks. To achieve the highest energy transfer efficiency, precise positioning of the transmitter and receiver coils is required, with the distance between the two coils ideally limited to approximately 20–30 cm. This creates design limitations in the charging system, particularly in heavy commercial vehicles such as trucks. Furthermore, magnetizing air requires a significantly higher magnetic flux density compared to metallic materials, as air, with a permeability of 1, exhibits a magnetic flux density 100 to 100 times higher.The MRC exhibits 000 times lower magnetic conductivity, necessitating a significantly higher magnetic field strength. This, in turn, requires a greater number of turns in the transmitter coil, resulting in increased material usage and higher ohmic losses. Furthermore, the high-frequency transformation range necessitates the use of additional power electronics in both the transmitter and receiver, leading to the further disadvantage of emitting alternating electromagnetic fields into the surrounding space and increased electromagnetic emissions. This also creates the need for living object protection (LOP) and foreign object detection (FOD). Another negative aspect of the MRC is that bidirectional charging has not yet been satisfactorily implemented due to increased costs and other technical challenges.

[0003] To address these issues, there is a continuous effort to establish technical solutions that aim to minimize the air gap and thus potential losses in energy transmission. State of the art

[0004] The state of the art proposes technical solutions to integrate the vehicle itself or parts thereof into the transformer, thereby making the inductive charging of a vehicle battery more energy-efficient.

[0005] From patent application US5431264A, a system is known in which the secondary side of a transformer is formed from the body of a vehicle, wherein the body is made of a magnetically insulating material and wherein magnetic core elements and coil elements are arranged on that body.

[0006] Systems are known from utility model patents DE 20 2009 012 151 U1 and DE 20 2010 014 990 U1, in which magnetically conductive auxiliary wheels form the secondary side of the transformer. These are accordingly equipped with magnetically conductive elements, such as laminated wheel rims, around which insulation and the secondary coils are arranged. The electrical energy thus transferred is then supplied to the actual vehicle via electrical leads. The auxiliary wheels are located outside the actual vehicle and serve solely for energy transmission.

[0007] Systems and devices are known from documents DE 198 24 290 A1, EP 4 005 829 A1, EP 4 043 233 A1, EP 4 269 160 A1, US8662221B2 and US011845347B2, wherein the wheels of vehicles form the secondary side of the transformer, wherein arrangements are provided within the wheels, each comprising one or more magnetic cores, insulation, coils.

[0008] From patent application CN 115107413 A, a system is known in which the secondary side of the transformer is integrated into the vehicle wheels by means of coils and in which parts of the vehicle wheels and the wheel suspension are made of electrically conductive materials in order to conduct the energy transferred into the wheels as an electric current through the rims, hubs and springs of the wheel and the wheel suspension into the interior of the vehicle.

[0009] Designing the entire body or casing of a vehicle as the secondary side of a transformer according to US005431264A requires significantly increased design effort and a high material input, leading to increased manufacturing costs and placing further demands on vehicle dynamics, EMC (electromagnetic compatibility) and safety.

[0010] Against this background, the arrangement of auxiliary wheels, which are intended to form the secondary side of a corresponding transformer arrangement, is also not practical on road vehicles and is more suitable for special niche applications.

[0011] Approaches to integrating the secondary side of a corresponding transformer arrangement into the vehicle wheels represent only an intermediate step in the development of vehicle transformer systems, as they are too complex and uneconomical in terms of design and requirements for additional auxiliary peripherals, even if the derivation of the transmitted electrical energy is partially carried out via existing vehicle components in accordance with CN 115107413. Brief description

[0012] It is therefore the object of the present invention to improve the integration of the secondary side of a transformer into a vehicle, thereby simplifying the design and optimizing the conduction of the magnetic flux through the secondary magnetic core. This object is achieved by a system (100) according to claim 1, comprising a vehicle (110) positioned on a roadway (120), having one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) arranged on the roadway side, comprising a primary magnetic core (311) and a primary coil (312), and a secondary side (320) arranged on the vehicle side, comprising a secondary core (321) and a secondary coil (322), such that when the vehicle (110) is positioned in the manner described above,that the primary side (310) and the secondary side (320) of the transformer (300) are arranged in alignment opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is formed at least partially from a chassis component (200), comprising at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to enclose the magnetically conductive axle body (220). Subunits are formed according to dependent claims 2 to 10.

[0013] The intention of the invention is therefore to construct the secondary side (320) of a transformer arrangement from potentially existing chassis components (200) of a vehicle (110), wherein the corresponding chassis components (200) comprise a magnetically conductive material. Compared to the prior art, such an arrangement offers the advantages of material cost savings through the use of ferrous materials, such as magnetically conductive steels, a lower required field strength due to increased permeability, improved efficiency due to lower ohmic losses, fewer turns in the coils, a reduction in stray flux and electromagnetic emissions due to an iron core, and a simpler design of the required components due to the possibility of application in the low-frequency range, for example 50 Hz, which also reduces the requirements for LOP and FOD.Furthermore, implementing a bidirectional charging method is significantly simpler in the system presented here, as both the stationary and the mobile, vehicle-side unit can operate at grid frequency by design. Frequency conversion within the stationary unit is therefore unnecessary when energy flows from the vehicle to the grid. Additionally, the proposed system offers the possibility of integrating an inductive charging system, an electric drive, and a magnetic braking system as a single component in the form of an axle, thus offering further potential savings in overall vehicle costs.

[0014] In one embodiment, the invention comprises a system (100) characterized in that the axle body (220) includes a rigid axle (240) made of a magnetically conductive material and having an eddy-current-minimizing cross-sectional profile. Here, the magnetically conductive axle body (220) serves as a magnetic core, so that the magnetic flux is guided through the chassis (200) of the vehicle (110). An alternative embodiment is formed by a system (100) characterized in that the axle body (220) includes a rigid axle (240) made of a non-magnetically conductive material having a cross-sectional profile in the space within which a magnetically conductive laminated core (161A) is arranged. Here, the non-magnetically conductive axle body (220) serves as an insulator and the laminated core (161A) as a magnetically conductive core.An alternative embodiment comprises a system (100) characterized in that the axle body (220) comprises at least one axis of rotation (240) made of a magnetically conductive material, wherein a housing (330) is arranged around the at least one axis of rotation (240), around which the secondary coil (321) is wound, in such a way that neither the secondary coil (321) nor the housing (330) impedes the movement of the axis of rotation (240).

[0015] In a further embodiment, the invention comprises a system (100) characterized in that the chassis component (200) forming part of the secondary magnet core (322) comprises at least two wheels (150) of the vehicle (110), wherein the wheels (150) are each arranged on the opposite side of the at least one common magnetically conductive axle body (220) and each comprises a magnetically conductive element (160). A subunit thereof is formed by a system (100) characterized in that the magnetically conductive element (160) comprises one or more components, such as a magnetically conductive laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread of the wheel (150), and insulated wire wool (163) arranged within the wheel (150) between the tread and the rim.Here, the magnetic core extends to the point where the wheel (150) contacts the road surface (120), thus minimizing any potential air gap (121). The magnetic flux is guided through the ferrous and magnetically conductive elements in the tire tread (151), through the space between the tread (151) and the rim, and through the rim itself.

[0016] In a further embodiment, the invention comprises a system (100) characterized in that the primary magnet core (312) includes at least two transformer pads (341) made of an elastic, magnetically conductive material, wherein the transformer pads (341) are in contact with the primary magnet core (312) on one side and with the two wheels (150) on the opposite side. When the vehicle (110) is positioned appropriately over the primary magnet core (312), the wheels (150) sink at least partially into the transformer pads (341), thus minimizing potential magnetic leakage fluxes. This effect can be further enhanced by the acting magnetic forces, which press the wheels (150) into the transformer pads (341).

[0017] In a further embodiment, the invention comprises a system (100) characterized in that the two wheels (150), each arranged on opposite sides of the at least one common magnetically conductive axle body (220), each comprise a rotor (402) having several permanent magnets (401), and that a stator (403) is arranged at each of the opposite ends of the magnetically conductive axle body (220). This configuration creates a stepper motor on the wheels (150) of the vehicle axle belonging to the magnetically conductive axle body (220) according to the invention, whereby, when an alternating field is applied to the secondary coil (321), propulsion of the vehicle (110) is generated, thus advantageously coupling the charging system with the drive system, so that the system (100) according to the invention can be used to charge a vehicle battery (140) while the vehicle (110) is in operation.

[0018] In a further embodiment, the invention comprises a system (100) characterized in that the chassis component (200) forming part of the secondary magnetic core (322) comprises at least one magnetically conductive axle body (220), wherein the secondary side (320) of the transformer (300) has independently movable transformer arms (323) arranged so that the air gaps (121) between the two transformer sides (310, 320) can be changed due to the movement of the transformer arms (323). A subunit for this is formed by a system (100) characterized in that at least one wheel (150) is arranged at each of the ends of the transformer arms (323) approaching the roadway (120), each wheel comprising at least one magnetically conductive element (160).In this case, only a part of the axle body (220) is used as the magnetic core, with the magnetic core being closed by the movable transformer legs (323). Brief description of the drawings Fig. Figure 1 shows a system (100) for inductively charging a vehicle battery (140). Fig. Figures 2A - 2D show embodiments of the transformer (300) according to the invention, wherein the secondary side (320) is formed by chassis components (200). Fig. Figures 3A - 3B show eddy current optimized cross-sectional profiles of the magnetically conductive axle body (220). Fig. Figures 4A - 4C show embodiments of a magnetically conductive wheel (150) as a chassis component (200). Fig. Figure 5 shows an embodiment of the transformer (300) according to the invention, wherein the primary side (310) is formed by extended pole shoes (340). Fig. Figure 6 shows an embodiment comprising two transformer cushions (341). Fig. Figure 7 shows an embodiment comprising a stepper motor (400). Fig. 8A and Fig. Figure 8B shows embodiments of the transformer (300) according to the invention, wherein the secondary side (320) is formed by movable transformer legs (323). Fig. Figures 9A to 9C show embodiments of a transformer leg foot according to the invention (324). Detailed description

[0019] Fig. Figure 1 shows an overview of a system (100) according to the invention for inductively charging a vehicle battery (140). In one aspect, the system (100) according to the invention comprises a vehicle (110) positioned on a roadway (120), comprising one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) located on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) located on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in thatthat the secondary magnetic core (322) is formed at least partially from a chassis component (200), comprising at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to encase the magnetically conductive axle body (220).

[0020] The vehicle (110) can take on any configuration, in particular it can include road vehicles such as passenger cars (PCs), commercial vehicles (CVs), trucks (Trucks), but also construction machinery or special transport vehicles, provided that such configurations have at least one vehicle axle, comprising at least two wheels (150) arranged on the opposite side of the vehicle axle, and at least one axle body (220) assigned to the vehicle axle, wherein the at least two wheels (150) and the at least one axle body (220) have magnetically conductive properties.

[0021] The track (120) can be configured as any surface on which the vehicle (110) can move or at least be positioned by contact via its at least two wheels (150). Furthermore, the track (120) is configured such that, when the primary side (310) and secondary side (320) are aligned, a magnetic flux Φ can be transmitted between the two transformer sides (310, 320). In an alternative embodiment, in which the primary side (310) of the transformer is arranged on the track side, the track (120) includes a recess at the point where the primary magnet core (312) contacts the track (120), so that the track surface at that point is formed by the primary magnet core (312) itself.

[0022] The vehicle (110) further comprises at least one vehicle control unit (130), one vehicle battery (140), and two wheels (150). The transformer (300) according to the invention is energetically coupled to the at least one vehicle battery (140), so that electrical energy transferred from the primary side (310) to the secondary side (320) can be directed into the at least one vehicle battery (140) in the form of an electric current. Furthermore, both the transformer (300) and the vehicle battery (140) are functionally coupled to the at least one vehicle control unit (130), so that a charging or discharging process of the vehicle battery (140) can be initiated, controlled, or diagnosed by the latter.Furthermore, both the vehicle control unit (130) and the vehicle battery (140) are functionally and energetically connected to one or more vehicle drive trains not shown, so that the electrical energy stored in the at least one vehicle battery (140) can be used to drive the vehicle (110).

[0023] Referring to Fig. 2A - 2D the transformer (300) according to the invention comprises a primary side (310) which is arranged on the road side, comprising a primary magnetic core (312) and a primary coil (311) and a secondary side (320) which is arranged on the vehicle side, comprising a secondary core (322) and a secondary coil (321), so that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320).In the context of the invention, an aligned positioning of the two transformer sides (310, 320) is to be understood as a positioning of the vehicle (110) on the roadway (120) in such a way that the cross-sectional areas of the respective ends of the magnetic cores (312, 322) or of the transformer legs (323) formed thereby are aligned parallel at their end faces and aligned in the conceivable central axis of the respective longitudinal extent of the corresponding transformer legs (323), so that a maximally large cross-sectional area is available for the transmission of electrical energy.

[0024] The primary side (310), which is located on the roadway side, is formed by a primary magnet core (312) and a primary coil (311), wherein the primary coil (311) is arranged to enclose the primary magnet core (312). The primary coil (311) is supplied with a primary voltage U1 in a known manner to induce a magnetic flux Φ in the primary core (312). The primary side (310) can be located completely or partially below the surface of the roadway (120) or integrated into it. The secondary side (320), which is located on the vehicle side, is formed by a secondary magnet core (322) and a secondary coil (321), wherein the secondary coil (321) is arranged to enclose the secondary magnet core (322).If a primary voltage U1 is applied within the primary coil (311) so that a magnetic flux Φ flows within the primary magnetic core (312), this will, if the vehicle (110) is positioned appropriately on the roadway (120), overcome the air gaps (121) which may form between the surface of the roadway (120) and the secondary magnetic core (322), continue to flow in the secondary magnetic core (322) and induce a secondary voltage U2 in the secondary coil (321), which can be tapped and passed on.

[0025] According to the invention, the secondary magnetic core (322) is advantageously formed at least partially from a chassis component (200), but preferably from at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to enclose the magnetically conductive axle body (220). The design of the secondary magnetic core (322) as part of a chassis component (200) offers the advantage that no additional peripherals for inductive energy transfer are required, since the magnetic flux Φ is guided through magnetically conductive, iron-containing components already present in the vehicle (110). In this way, the entire magnetic core can be designed as an iron core, thus eliminating the need for additional components, for example, those containing copper. The system according to the invention therefore also offers an economic advantage.However, to avoid stray losses or unwanted leakage of the magnetic flux Φ, for example into the vehicle interior, components in contact with the secondary magnetic core (322), such as the wheel suspension (210), the axle housing (220), the body mount (230), a differential gear (250), axle joints (251), and other chassis components (200), should be designed to be magnetically insulated for the application of the system according to the invention, so that the magnetic flux Φ is guided within a desired path. In general, the magnetic insulation of the aforementioned components can be achieved, for example, by applying a magnetically insulating layer. Alternatively, the magnetic insulation can be achieved by using non-magnetically conductive materials, such as austenitic steels or aluminum.

[0026] Depending on the embodiment of the vehicle (110) and the associated chassis (200), the axle body (220), which at least partially forms the secondary magnet core (322), can have different configurations. According to Fig. 2A comprises an embodiment of said axle body (220) which includes a rigid axle (240) made of a magnetically conductive material and having an eddy current-minimizing cross-sectional profile. The design of the axle body (220), and thus at least a portion of the secondary magnet core (322), as a rigid axle (240) offers the advantage that a solid, iron-containing, and therefore magnetically conductive component extends almost completely over a vehicle axle from wheel suspension (210) to wheel suspension (210). This advantageously provides the necessary installation space to arrange the secondary coil (321) and other peripheral components in order to tap the secondary voltage U2 generated therein and direct it into the vehicle interior or to the vehicle battery (140).Particularly in light and heavy commercial vehicles, where rigid axles (240) continue to be used, the secondary coil (321) and any necessary electrical insulation of the magnetically conductive axle body (220) can be easily attached. The secondary side (320) is preferably, though not exclusively, arranged on non-driven vehicle axles. Eddy current-minimizing cross-sectional profiles according to the invention comprise strut-like, electrically insulated cross-sections, such as I-, double-T-, or U-profiles, so that the magnetic flux Φ is guided through a cross-sectional area that is small relative to the profile's perimeter and has relatively narrow longitudinal extensions within the cross-sectional area. In contrast to, for example, solid round profiles, this results in lower eddy current losses.

[0027] According to Fig. 3A and Fig. 3B comprises an alternative embodiment of said axle body (220), which includes a rigid axle (240) consisting of a non-magnetically conductive material, having a cross-sectional profile in the space of which a magnetically conductive laminated core (161A) is arranged. The axle body (220) can be made of austenitic steel or aluminum, or any other material that meets the dynamic requirements of its function in the chassis (200), provided that this material is not magnetically conductive. Advantageously, an associated cross-sectional profile, for example in the form of a U- or I-profile, comprises one or more spaces or undercuts into which one or more laminated cores (161A) are integrated.This arrangement allows the non-magnetically conductive part of the axle body (220) to perform the static and dynamic functions within the chassis (200) and the laminated core (161A) to ensure the conduction of the magnetic flux Φ in order to advantageously generate an electric current I. ind to induce. In an alternative embodiment, instead of the magnetically conductive laminated core (161A), alternative magnetically conductive materials are used which, for example, have an electrically insulated grain structure to reduce eddy current losses.

[0028] According to Fig. 2B comprises an alternative embodiment of said axle body (220) which includes a driven rigid axle (240), wherein the driven rigid axle (240) is formed from at least one drive shaft and at least one associated housing (330). In a further embodiment, the driven rigid axle (240) further comprises a differential gear (250) which is arranged centrally within the axle body (220). In one aspect of this embodiment, the housing (330) and the housing of the differential gear (250) comprise a magnetically conductive material such that they form at least a portion of the secondary core (322), wherein the magnetic flux Φ is guided through the housing (330) and the housing of the differential gear (250).By using a differential gear (250), the driven rigid axle (240) can have at least two drive shafts on the same vehicle axle, namely at least one on each side of the differential gear (250). The secondary coil (321) can also be divided, with a first secondary coil (321A) arranged on one side and a second secondary coil (321B) on the other side of the differential gear (250). In this aspect of the embodiment described so far, the magnetic isolation can be achieved by applying an insulating layer to both the outer and inner surfaces of the housing (330) and the housing of the differential gear (250).Alternatively, the drive shafts and individual components of the differential gear (250) can be made of non-magnetically conductive material, so that the magnetic flux Φ is conducted exclusively through the magnetically conductive housing (330) of the differential gear (250). In an alternative aspect of this embodiment, the housing (330) and the housing of the differential gear (250) comprise a non-magnetically conductive material, wherein the secondary core (322) is formed at least partially by the ferrous components, such as the drive shafts and other components of the differential gear (250).

[0029] According to Fig. 2C comprises an alternative embodiment of an axle assembly (220) extending within a vehicle axle from wheel suspension (210) to wheel suspension (210) and arranged parallel to a drive train, comprising a differential gear (250), several drive shafts (260), and several axle joints (251), wherein the axle assembly (220) is designed as a rigid axle (240) made of a magnetically conductive material and having an eddy current-minimizing cross-sectional profile. According to this embodiment, the drive and the rigid axle (240) can be arranged parallel on a vehicle axle, with the magnetic flux Φ being conducted exclusively through the axle assembly (220) and the drive components remaining unaffected. In this embodiment, the several drive shafts (260) are magnetically isolated from the components of the wheel suspension (251) or at the interface between the axle assembly (220) and the drive components.As already described, magnetic insulation can be achieved through the appropriate selection of materials and / or magnetic insulating layers on the respective components.

[0030] According to Fig. An alternative embodiment of Figure 2D comprises an axle body (220) comprising at least one pivot axis (260) made of a magnetically conductive material, wherein a housing (330) is arranged around the at least one pivot axis (260), around which the secondary coil (321) is wound, such that neither the secondary coil (321) nor the housing (330) impedes the movement of the pivot axis (260). The housings (330) on each drive shaft of the pivot axis (260) allow the system according to the invention to also be integrated into driven multi-link axles. In one aspect of this embodiment, the housing (330) comprises a non-magnetically conductive material, wherein the secondary core (322) is formed at least partially by the ferrous components, such as the drive shafts of the pivot axis (260), the axle joints (251), and other components of the differential gear (250).The housing of the differential gear (250) can be made magnetically conductive to guide the magnetic flux Φ. The secondary coil (321) can also be divided, with a first secondary coil (321A) arranged on one side and a second secondary coil (321B) on the other side of the differential gear (250). In this aspect of the embodiment described so far, the magnetic isolation can be achieved by using non-magnetically conductive materials for the housings (330) and the associated body mounts (230).

[0031] According to the Fig. Figures 4A to 4C are a further embodiment characterized in that the chassis component (200) forming part of the secondary magnetic core (322) additionally comprises at least two wheels (150) of the vehicle (110), wherein the wheels (150) are each arranged on the opposite side of the at least one common magnetically conductive axle body (220) and each comprises a magnetically conductive element (160). By arranging magnetically conductive elements (160) within the wheels (150), the magnetic core of the transformer (300) is advantageously closed between the magnetically conductive axle body (220) and the primary side (310) according to the invention. This advantageously reinforces the aspect that existing chassis components (200) are used to form the secondary magnetic core (322) and no additional peripherals need to be provided.Furthermore, by closing the magnetic core to the surface of the roadway (120), possible air gaps (121) are minimized and thus transmission losses are reduced.

[0032] In one aspect of this embodiment, a magnetically conductive element (160) comprises one or more components, such as a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim.

[0033] The magnetically conductive laminated core (161B) can be configured as a series of radially extending laminated sheets, which are electrically insulated from one another. Due to the extension of the laminated core (161B) from the wheel hub to the inside of the wheel rim, the magnetic flux Φ, originating from the magnetically conductive axle body (220), is conducted via other chassis components (200), such as elements of the wheel suspension and the wheel brake, to the wheel hub and into the wheel (150) itself. For this purpose, the aforementioned components are again electrically insulated, for example, by appropriate material combinations with adjacent components or by electrically insulating layers.

[0034] The magnetically conductive particles (162) can comprise any magnetically conductive material. In one aspect of this embodiment, the magnetically conductive particles (162) are arranged in the running surface (151) of the wheel (150) such that their longitudinal extensions are aligned with the respective radial extensions of the wheel (150). In another aspect of this embodiment, the magnetically conductive particles (162) are encased with an electrically insulating layer, so that any eddy current concentration that may occur when several particles (162) accumulate at one location is reduced.

[0035] The insulated wire wool (163), arranged inside the wheel (150) between the tread (151) and the rim, comprises strands of a magnetically conductive material, each strand also being sheathed with an electrically insulating layer. The combination of the described magnetically conductive elements (161B, 162, 163) thus forms a magnetically conductive wheel (150) over which the secondary magnetic core (322) is closed together with the magnetically conductive axle body (220).

[0036] According to Fig. 5. In one embodiment, the transformer legs of the primary magnetic core (312) of the primary side (310) of the transformer (300) according to the invention can be configured as pole shoes (340A, 340B) which extend within the roadway (120) over a certain distance. In combination with the secondary side (320) according to the invention, a vehicle battery (140) can thus be inductively charged while driving, the magnetic core being closed via the magnetically conductive wheels (150) during the movement of the vehicle (110).By designing the secondary magnetic core (322) from the magnetically conductive axle body (220) and the magnetically conductive wheels (150), the primary magnetic core (312) can contain ferrous materials instead of copper or other higher-quality materials, which ultimately leads to a reduction in costs, the possibility of using the low-frequency range, a higher positioning tolerance and lower radiation into space.

[0037] According to Fig. Figure 6 is a further embodiment characterized in that the primary magnet core (312) comprises at least two transformer pads (341) having an elastic, magnetically conductive material, wherein the transformer pads (341) are in contact with the primary magnet core (312) on one side and with the two wheels (150) on the opposite side. When the vehicle (110) is positioned appropriately over the primary magnet core (312), the wheels (150) sink partially into the transformer pads (341), thus minimizing potential magnetic leakage fluxes. This effect can be further enhanced by the acting magnetic forces, which press the wheels (150) into the transformer pads (341).In one aspect of this embodiment, the material of the transformer pads (341) comprises an elastic material which, for example, is studded with an electrically insulated, metallic granulation, analogous to the magnetically conductive running surface according to . Fig. 4B. By arranging appropriate transformer cushions, the material used for pole shoes (340) can be advantageously saved, the positioning tolerance between the primary side (310) and the secondary side (320) can be increased, and the LOP and the force distribution at the wheels (150) can be improved.

[0038] According to Fig. 7 is a further embodiment characterized in that the two wheels (150), which are each arranged on the opposite side of the at least one common magnetically conductive axle body (220), each comprise a rotor (402) having several permanent magnets (401) and in that a stator (403) is arranged at each of the opposite ends of the magnetically conductive axle body (220), so that stepper motors (400) are formed on the two wheels (150), wherein the stepper motors (400) drive the vehicle (110) when an alternating voltage is applied to the secondary coil (321).This application creates a stepper motor (400) on the wheels (150) of the vehicle axle belonging to the magnetically conductive axle body (220) according to the invention. When an alternating field is applied to the secondary coil (321), propulsion of the vehicle (110) is generated, thereby advantageously coupling the charging system with the drive system. This allows the system (100) according to the invention to be used for charging a vehicle battery (140) while the vehicle (110) is in operation. In one aspect of this embodiment, several permanent magnets (401) are integrated into each wheel (150) in such a way that they form a rotor (402) for a stepper motor (400). The permanent magnets (401) are arranged in a typical manner such that the respective south and north poles in the rotor alternate.According to the invention, the associated stator (403) is advantageously formed by the respective ends of the magnetically conductive shaft body (220). These can have a corresponding shape, as for example shown in . Fig. Figure 7 indicates. The shape of the stator is designed to form a stator (403) in a typical manner for the respective rotors (402), thus creating a stepper motor (400). According to the invention, the polarity of the stator (403) is generated by applying an alternating voltage to the secondary coil (321), so that the vehicle (110) can be driven via the stepper motor (400). A recuperation operation is also possible in the opposite manner.

[0039] According to Fig. 8A and Fig. 8B is an alternative embodiment characterized in that the secondary side (320) of the transformer (300) has independently movable transformer arms (323A, 323B) so that the air gaps (121) between the two transformer sides (310, 320) can be changed due to the movement of the transformer arms (323A, 323B). Particularly in heavy commercial vehicles that have sufficient installation space, the magnetic flux Φ can be guided through the magnetically conductive axle body (220) according to the invention and the additionally arranged transformer arms (323A, 323B). This results in additional advantages, such as a vehicle-independent, fixed track width of the transformer legs (323A, 323B) of the transformer secondary side (320) and thus also of the pole shoes (340A, 340B) of the transformer primary side (310), so that different vehicle types and classes, for example, use the same transformer primary side (310) according to Fig. 5 can be used. Furthermore, the resulting option to adjust the air gap (121) variably allows adaptation to potential unevenness or other road surface conditions (120).

[0040] In one aspect of this embodiment, the magnetically conductive axle body (220) comprises a housing (330) having a magnetically conductive material, which thus forms at least a portion of the secondary magnetic core (322), wherein the secondary coil (321) is arranged to enclose the housing (330). The movable transformer arms (323A, 323B) of the transformer secondary side (320) also comprise a magnetically conductive material. In one aspect of this embodiment, the movable transformer arms (323A, 323B) comprise devices for making the transformer arms (323A, 323B) movable in such a way that they can be moved towards the roadway (120).These devices can take any configuration, such as hydraulic or pneumatic, electromechanical, electromagnetic, mechanical or other devices, provided they are designed to move the transformer arms (323A, 323B) in the manner described. The movement of the transformer arms (323A, 323B) can be configured as displacement or extension, or alternatively as a pivoting mechanism as described in [reference to relevant section]. Fig. 6A, wherein the pivoting mechanism is moved in a pivot axis which is aligned with the longitudinal axis of the housing (330) or of the axle body (220).

[0041] In one aspect of this embodiment, the housing (330) is attached to the vehicle (110) by means of a suspension (331), the suspension (331) preferably comprising a non-magnetically conductive material. In an alternative embodiment, the housing is part of the magnetically conductive axle body (220) or at least mechanically connected to it. In each aspect of this embodiment, components adjacent to the components of the secondary magnetic core (322) comprise non-magnetically conductive materials or at least electrical insulation.

[0042] According to Fig. 9B and Fig. 9C is an aspect of this embodiment characterized in that a magnetically conductive coupling element is arranged at each of the ends of the movable transformer legs (323A, 323B) approaching the roadway (120) in order to further minimize potential air gaps (121). In another aspect of this embodiment, the leg feet (324) of the movable transformer legs (323A, 323B) comprise elastic elements (325) configured to make contact with the surface of the roadway (120). These elastic elements (325) can, for example, have the same materials or material compositions as the tread (151) of the wheels (150) on the vehicle. In this aspect, the elastic elements comprise magnetically conductive particles (162) according to Fig. 4B. In this aspect, the charging process preferably takes place when the vehicle (110) is stationary. An alternative aspect of this embodiment is characterized in that at least one wheel (150) is arranged at each of the ends of the transformer legs (323A, 323B) approaching the roadway (120), each wheel comprising at least one magnetically conductive element (160) according to the Fig. 4A to 4C. In this aspect, the charging process can also be carried out while the vehicle is in motion (110) by means of a transformer primary side (310) according to Fig. 5 will follow.

[0043] The following are some exemplary embodiments that combine various advantageous effects of the embodiments according to the invention. Fig. Figure 2A shows a cross-sectional view of a system according to the invention, in frontal view, comprising a non-driven compound link axle. Fig. 2A comprises a preferred embodiment of a system (100) according to the invention, comprising a vehicle (110) positioned on a roadway (120), having one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) arranged on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) arranged on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is at least partially composed of a chassis component (200) is designed,comprising at least one magnetically conductive axle body (220), wherein the secondary coil is arranged to enclose the magnetically conductive axle body (220), the magnetically conductive axle body (220) comprising a non-driven rigid axle (240) or a non-driven compound link axle, having a magnetically conductive material and an eddy current minimizing cross-sectional profile. Additionally, the secondary side (310) of the transformer (300) comprises two wheels (150), each comprising at least one magnetically conductive element (160) according to [reference to relevant section]. Fig. 4A to 4C, preferably a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and magnetically conductive insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim, wherein the two wheels (150) are arranged on the common vehicle axis of the magnetically conductive axle body (220).In addition, the secondary side (310) of the transformer (300) comprises further components consisting of magnetically conductive material, including, but not limited to, wheel hubs and wheel suspensions (210) which are arranged to functionally connect the wheels (150) to the magnetically conductive axle body (220) according to the invention, so that the magnetic core of the transformer (300) is connected via the roadway (120) to a first magnetically conductive wheel (150), a first wheel hub, a first wheel suspension (210), the magnetically conductive rigid (240) or compound link axle, a second wheel suspension (210), a second wheel hub and a second magnetically conductive wheel (150) and again via the roadway (120).

[0044] Fig. Figure 2B shows a cross-sectional view of a system according to the invention, in frontal view, comprising a non-driven rigid axle, having a differential gear (250). Fig. 2B provides a further embodiment of a system (100) according to the invention, comprising a vehicle (110) positioned on a roadway (120), having one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) arranged on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) arranged on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is at least partially composed of a chassis component (200) is designed,comprising at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to enclose the magnetically conductive axle body (220), the magnetically conductive axle body (220) comprising a non-driven rigid axle (240), comprising a differential gear (250), having a magnetically conductive housing (330) of the rigid axle (240) and a magnetically conductive housing of the differential gear (250). Additionally, the secondary side (310) of the transformer (300) comprises two wheels (150), each comprising at least one magnetically conductive element (160) according to [reference to relevant section]. Fig. 4A to 4C, preferably a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and magnetically conductive insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim, wherein the two wheels (150) are arranged on the common vehicle axis of the magnetically conductive axle body (220).In addition, the secondary side (310) of the transformer (300) comprises further components made of magnetically conductive material, including, but not limited to, wheel hubs and wheel suspensions (210) which are arranged to functionally connect the wheels (150) to the magnetically conductive axle body (220) according to the invention, so that the magnetic core of the transformer (300) is closed via the roadway (120), a first magnetically conductive wheel (150), a first wheel hub, a first wheel suspension (210), the magnetically conductive housing (330) of the rigid axle (240), the magnetically conductive housing of the differential gear (250), a second wheel suspension, a second wheel hub and a second magnetically conductive wheel (150) and again via the roadway (120).

[0045] Fig. Figure 2C shows a cross-sectional view of a system according to the invention in top view, comprising a De Dion axis. Fig. 2C provides a further embodiment of a system (100) according to the invention, comprising a vehicle (110) positioned on a roadway (120), having one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) arranged on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) arranged on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is at least partially composed of a chassis component (200) is designed,comprising at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to enclose the magnetically conductive axle body (220), wherein the magnetically conductive axle body (220) comprises an axle carrier of a De Dion axle, wherein the magnetically conductive axle body (220) is functionally separated from the drive axle, comprising two drive shafts (260), several axle joints (251) and a differential gear (250), wherein the individual elements of the drive axle comprise non-magnetically conductive materials. Additionally, the secondary side (310) of the transformer (300) comprises two wheels (150), each comprising at least one magnetically conductive element (160) according to [reference to relevant section]. Fig. 4A to 4C, preferably a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim, wherein the two wheels (150) are arranged on the common vehicle axle of the magnetically conductive axle body (220).In addition, the secondary side (310) of the transformer (300) comprises further components made of magnetically conductive material, including, but not limited to, wheel hubs and wheel suspensions (210) which are arranged to functionally connect the wheels (150) to the magnetically conductive axle body (220) according to the invention, so that the magnetic core of the transformer (300) is closed via the roadway (120), a first magnetically conductive wheel (150), a first wheel hub, a first wheel suspension (210), the magnetically conductive axle body (220), a second wheel suspension, a second wheel hub and a second magnetically conductive wheel (150) and again via the roadway (120).

[0046] Fig. Figure 2D shows a cross-sectional view of a system according to the invention in a frontal view, comprising a driven vehicle axle and a differential gear (250). Fig. Figure 2D shows a further embodiment of a system (100) according to the invention, comprising a vehicle (110) positioned on a roadway (120), having one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) located on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) located on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is at least partially composed of a chassis component (200) is designed,comprising at least one magnetically conductive axle body (220), wherein the secondary coil (321) is arranged to enclose the magnetically conductive axle body (220), the magnetically conductive axle body (220) comprising two driven pivot shafts (260), several pivot joints (251) and a differential gear (250), having a non-magnetically conductive housing (330) for the pivot shafts (260) and a magnetically conductive housing for the differential gear (250). Additionally, the secondary side (310) of the transformer (300) comprises two wheels (150), each comprising at least one magnetically conductive element (160) according to [reference to relevant section]. Fig.4A to 4C, preferably each a laminated core (161) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and magnetically conductive insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim, wherein the two wheels (150) are arranged on the common vehicle axis of the magnetically conductive axle body (220).In addition, the secondary side (310) of the transformer (300) comprises further components made of magnetically conductive material, including, but not limited to, wheel hubs and wheel suspensions (210) arranged to functionally connect the wheels (150) to the magnetically conductive axle body (220) according to the invention, such that the magnetic core of the transformer (300) is closed via the roadway (120), a first magnetically conductive wheel (150), a first wheel hub, a first wheel suspension (210), magnetically conductive axle joints (251), a first magnetically conductive drive shaft (260), the magnetically conductive housing of the differential gear (250), a second magnetically conductive drive shaft (260), further magnetically conductive axle joints (251), a second wheel suspension, a second wheel hub and a second magnetically conductive wheel (150), and again via the roadway (120).

[0047] Other configurations are conceivable, such as the vehicle axle, which includes the magnetically conductive axle body (220), being designed as a stator (403) for an electric drive motor. Furthermore, the integration of a magnetically controlled, active friction brake is conceivable. Alternatively, the integration of a magnetically controlled, contactless, and therefore wear-free eddy current brake is conceivable. Reference symbol list 100 System 110 vehicles 120 lanes 130 Control unit 140 vehicle battery 150 wheel 151 Running surface 152 Wheel hub 153 wave 160 Magnetically conductive element 161A, 161B Sheet metal package 162 Magnetically conductive particle 163 Wire wool 200 chassis 210 Wheel suspension 220 axle bodies 230 Body mount 240 rigid axle 250 Differential gear 251 Axle joint 260° rotary axis 300 transformer 310 Primary page 311 Primary coil 312 Primary magnetic core 320 Secondary page 321, 321A, 321B Secondary coil 322 Secondary magnetic core 323, 323A, 323B transformer legs 324 Femoral foot 325 Elastic element 330 Enclosure 331 Suspension 340, 340A, 340B Pole shoes 341 transformer cushions 400 stepper motor 401 Permanent magnet 402 Rotor 403 Stator QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 5431264A

[0005] DE 20 2009 012 151 U1

[0006] DE 20 2010 014 990 U1

[0006] DE 198 24 290 A1

[0007] EP 4 005 829 A1

[0007] EP 4 043 233 A1

[0007] EP 4 269 160 A1

[0007] US 8662221B2

[0007] US 011845347B2

[0007] CN 115107413 A

[0008] US 005431264A

[0009] CN 115107413

[0011]

Claims

System (100) comprising a vehicle (110) positioned on a roadway (120), comprising one or more chassis components (200), at least one vehicle battery (140), and a transformer (300) coupled to the vehicle battery (140), comprising a primary side (310) located on the roadway side, comprising a primary magnetic core (312) and a primary coil (311), and a secondary side (320) located on the vehicle side, comprising a secondary core (322) and a secondary coil (321), such that when the vehicle (110) is positioned such that the primary side (310) and the secondary side (320) of the transformer (300) are aligned opposite each other, a magnetic flux Φ flows through both transformer sides (310, 320), characterized in that the secondary magnetic core (322) is formed at least partially from a chassis component (200). comprising at least one magnetically conductive axle body (220),wherein the secondary coil (321) is arranged to enclose the magnetically conductive shaft body (220). System according to claim 1, characterized in that the axle body (220) comprises a rigid axle (240) consisting of a magnetically conductive material and having an eddy current minimizing cross-sectional profile. System according to claim 1, characterized in that the axle body (220) comprises a rigid axle (240) consisting of a non-magnetically conductive material, having a cross-sectional profile in the free space of which a magnetically conductive laminated core (161A) is arranged. System according to claim 1, characterized in that the axle body (220) comprises at least one axis of rotation (260) consisting of a magnetically conductive material, wherein a housing (300) is arranged around the at least one axis of rotation (260), around which the secondary coil (321) is wound, in such a way that neither the secondary coil (321) nor the housing (300) impairs the movement of the axis of rotation (260). System according to one of the preceding claims, characterized in that the chassis component (200) forming the secondary magnetic core (322) additionally comprises at least two wheels (150) of the vehicle (110), wherein the wheels (150) are each arranged on the opposite side of the at least one common magnetically conductive axle body (220), and each comprise a magnetically conductive element (160). System according to claim 5, characterized in that the magnetically conductive element (160) comprises one or more components, such as a laminated core (161B) arranged within a rim of the wheel (150), magnetically conductive particles (162) arranged within the tread (151) of the wheel (150), and insulated wire wool (163) arranged within the wheel (150) between the tread (151) and the rim. System according to claim 6, characterized in that the primary magnetic core (312) comprises at least two transformer pads (341) having an elastic, magnetically conductive material, wherein the transformer pads (341) are in contact with the primary magnetic core (312) on one side and with the two wheels (150) on the opposite side. System according to one of the preceding claims, characterized in that the two wheels (150), each arranged on the opposite side of the at least one common magnetically conductive axle body (220), each comprise a rotor (402) having several permanent magnets (401), and in that a stator (403) is arranged at each of the opposite ends of the magnetically conductive axle body (220), so that stepper motors (400) are formed on the two wheels (150), wherein the stepper motors (400) drive the vehicle (110) when an alternating voltage is applied to the secondary coil (321). System according to one of claims 1 to 4, characterized in that the secondary side (320) of the transformer (300) has independently movable transformer legs (324A, 324B) so that the air gaps (121) between the two transformer sides (310, 320) can be changed due to the movement of the transformer legs (324A, 324B). System according to claim 9, characterized in that at least one wheel (150) is arranged at each of the ends of the transformer legs (323A, 323B) approaching the roadway (120), each comprising at least one magnetically conductive element (160) according to claim 6.

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