A road surface structure for wireless charging of new energy vehicles and a method of using the same

Abstract

This invention relates to a road surface structure for wireless charging of new energy vehicles and its usage method. The road surface structure includes a photovoltaic power generation pavement and a piezoelectric charging pavement: the photovoltaic power generation pavement, as a component of the driving lane pavement, includes a wear layer, a protective layer, a power generation layer, and a base layer. Most of the electricity is used for the piezoelectric charging pavement, and a small portion is used for luminous road markings, street lighting, and snow melting in winter; the piezoelectric charging pavement, as the emergency lane or extended lane pavement on the right side of the driving lane, includes a surface layer, a conductive layer, a storage layer, a waterproof adhesive layer, and a base layer; power is transmitted internally through pre-embedded cables. In use, the vehicle owner drives the new energy vehicle to the charging pavement and activates the in-vehicle control switch, allowing the electrical energy converted from solar energy to be input into the vehicle, achieving wireless charging while driving. This invention solves the problems of congestion, queuing, and low convenience caused by centralized charging and swapping stations, promoting the electrification of road infrastructure.

Description

Technical Field

[0001] This invention belongs to the field of road infrastructure, and in particular relates to a road surface structure for wireless charging of new energy vehicles and its usage method, which has advantages such as clean power generation, efficient charging and land saving. Background Technology

[0002] The consumption and emissions of transportation energy are factors influencing climate change, making the promotion of transportation electrification an important development direction. Currently, while the number of new energy vehicles in China is continuously increasing, the development of charging infrastructure is relatively lagging. Most existing charging and battery swapping stations are independent, centralized facilities, which are large in size, have low charging efficiency, and cannot adequately meet the public's charging needs. Furthermore, the energy consumption of additional functions designed to improve road service levels, such as nighttime guidance and lighting, and winter snow melting, is relatively high. Therefore, considering both environmental needs and the efficient use of transportation energy, exploring a road structure that utilizes clean energy generation to enable wireless charging of new energy vehicles and power auxiliary facilities can effectively solve these problems.

[0003] Chinese patent CN114182596A discloses a concrete pavement structure system capable of converting and storing energy. This system includes: a self-generating device for providing electrical energy; and a pavement structure layer comprising, from top to bottom, an upper layer, a functional layer, a middle layer, and a lower layer. The functional layer consists of an energy storage layer and an energy conversion layer located above the energy storage layer. The energy storage layer is electrically connected to the self-generating device and stores the electrical energy provided by the device. The energy conversion layer is connected to the energy storage layer and converts the electrical energy provided by the storage layer into heat energy, which is then conducted to the upper layer. This application converts solar or wind energy into electrical energy and stores it in concrete batteries. When the pavement freezes, the electrical energy can be converted into heat energy and transferred to the upper layer, achieving road de-icing and snow removal. Furthermore, it can wirelessly charge vehicles on the road via a wireless transmission module, improving the utilization rate of the pavement structure. However, this patent application involves significant modifications to the pavement structure and requires the installation of both a solar energy receiving device and a wind energy conversion device, resulting in poor compatibility with existing pavement structures. Summary of the Invention

[0004] To address the environmental unfriendliness and centralized nature of existing charging infrastructure, this invention provides a road surface structure for wireless charging of new energy vehicles and its application method. The road surface structure for wireless charging of new energy vehicles provided by this invention offers advantages such as clean power generation, efficient charging, and land saving.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] This invention provides a road surface structure for wireless charging of new energy vehicles, including: a photoelectric power generation road surface and a piezoelectric charging road surface;

[0007] The photovoltaic power generation pavement is a component of the driving lane pavement, and the piezoelectric charging pavement is an emergency lane or extended lane on the right side of the driving lane pavement.

[0008] The photovoltaic power generation pavement includes a wear layer, a protective layer, a power generation layer, and a first base layer; the wear layer is the top layer of the pavement, the first base layer is located below the wear layer, the protective layer is located inside the first base layer, the power generation layer is built into a groove in the protective layer or the power generation layer is placed between the wear layer and the protective layer, and the wear layer and the protective layer are light-transmitting.

[0009] The piezoelectric charging pavement includes a surface layer, a conductive layer, a storage layer, a waterproof adhesive layer, and a second base layer;

[0010] The surface layer is the top layer of the road surface, and the second base layer is located below the surface layer. The second base layer has a groove, and the conductive layer and the energy storage layer are located in the groove. The energy storage layer and the second base layer are bonded together by a waterproof adhesive layer. In the vertical direction, the conductive layer is located between the surface layer and the energy storage layer.

[0011] The photovoltaic power generation pavement, the piezoelectric charging pavement, and the photovoltaic power generation pavement and the piezoelectric charging pavement are connected by cables to transmit power.

[0012] The electrical energy stored in the piezoelectric charging pavement can be converted and used for street lighting.

[0013] In one embodiment of the present invention, the number of one-way lanes of the photovoltaic power generation road surface is 1-8, the width of each lane is 3.50m-3.75m, and the design speed of the photovoltaic power generation road surface is 40km / h-120km / h.

[0014] In one embodiment of the present invention, the piezoelectric charging pavement has 1-2 lanes in one direction, a lane width of 2.8m-3.2m, and a design speed of 30km / h-80km / h.

[0015] In one embodiment of the present invention, the wear layer is composed of aggregate and a thin film. The aggregate is distributed within and on the surface of the thin film. The aggregate is composed of quartz particles, and the thin film is a carbon nanotube film or a polyester film. The thickness of the wear layer is 20mm-60mm. On the one hand, the quartz sand is high-purity, transparent quartz particle, which can ensure the light transmittance of the road surface structure. On the other hand, the presence of particles inside and on the surface of the wear layer can increase the friction coefficient of the road surface, improve the safety factor, and meet the needs of vehicle operation.

[0016] In one embodiment of the present invention, the protective layer is composed of a mixture of transparent olefin-toughened polystyrene resin and crushed tempered glass, supplemented with epoxy resin as a cementing material, and the thickness of the protective layer is 10mm-30mm.

[0017] In one embodiment of the present invention, the power generation layer includes solar cells, a first battery, a first inverter, embedded LED lights, a microprocessor, and a first control switch; the solar cells are arranged at intervals along the driving direction; the first batteries are vertically spaced below the solar cells and spaced apart from the lower edge of the solar cells; the first inverters are vertically spaced below the solar cells and spaced apart from the first batteries along the driving direction; the embedded LED lights are arranged in groups, with LED lights within a group spaced apart along the driving direction and adjacent groups spaced apart; the microprocessor is vertically spaced below the solar cells and spaced apart from the solar cells along the driving direction, and horizontally spaced apart from the first inverter; the first control switch is vertically spaced below the solar cells and spaced apart from the first inverter along the driving direction.

[0018] The solar cell, the first battery, the first inverter, the microprocessor, and the first control switch are connected sequentially via cables.

[0019] In one embodiment of the present invention, the solar cell is a crystalline silicon cell or a thin-film cell. The crystalline silicon cell has the following dimensions: length 1.50m, width 2.00m, and thickness 0.10m. The thin-film cell has the following dimensions: length 2.00m, width 2.00m, and thickness 0.05m. They are arranged at intervals of 6.0m-12.0m along the driving direction.

[0020] In one embodiment of the present invention, the first battery is vertically spaced 0.1m-0.2m below the solar cell and spaced 0.3m-0.5m from the lower edge of the solar cell; the technical parameters of the first battery are 12V·400AH and the dimensions are 0.50m×0.24m×0.22m.

[0021] In one embodiment of the present invention, the first inverter is vertically spaced 0.1m-0.2m below the solar cell and spaced 0.3m-0.5m away from the first battery along the driving direction; the dimensions of the first inverter are 0.25m×0.18m×0.08m.

[0022] In one embodiment of the present invention, the embedded LED lights have a rated power of 15W and are laid in groups according to the highway marking specifications. Each group has 10-15 LED lights, with a spacing of 0.4m-0.6m along the driving direction within the group and a spacing of 9.0m between adjacent LED light groups.

[0023] In one embodiment of the present invention, the microprocessor is circular with a radius of 0.05m-0.10m and a thickness of 0.02m-0.04m. It is vertically spaced 0.1m-0.2m below the solar cells, spaced 0.3m-0.5m apart from the solar cells along the driving direction, and horizontally spaced 0.4m-0.8m apart from the first inverter.

[0024] In one embodiment of the present invention, the first control switch has dimensions of 0.16m × 0.08m × 0.10m, is vertically spaced 0.1m-0.2m below the solar cell, and is spaced 0.6m-1.0m from the first inverter along the driving direction.

[0025] In one embodiment of the present invention, the material of the first base layer is cement concrete or reinforced concrete, and the laying thickness is 200-380mm.

[0026] In one embodiment of the present invention, the surface layer is an asphalt concrete layer with a thickness of 40mm-60mm, which is modified by using vapor-grown tubular highly graphitized carbon nanofibers as a modifier to modify epoxy asphalt.

[0027] In one embodiment of the present invention, the conductive layer is an asphalt concrete layer with a thickness of 60mm-80mm, which is made of one or more of carbon fiber or flake graphite as conductive additives. A conductive mesh is embedded in the asphalt concrete layer, which is arranged in the form of a 0.6m×0.6m grid with a total grid width of 2.4m-3.0m.

[0028] In one embodiment of the present invention, the energy storage layer includes a second battery, a second inverter, an overcurrent and overvoltage protector, and a second control switch;

[0029] The second batteries are arranged at intervals along the driving direction. The second inverters are arranged vertically at intervals below the second batteries and at intervals from the bottom of the second batteries along the driving direction. The overcurrent and overvoltage protectors are arranged vertically at intervals below the second batteries and at intervals from the second inverters along the driving direction. The second control switch is a varistor switch, which is arranged vertically at intervals below the second batteries and at intervals from the second inverters along the driving direction, and at intervals from the overcurrent and overvoltage protectors in the horizontal direction.

[0030] The solar cell, the second battery, the second control switch, the second inverter, and the conductive grid are connected by cables. The overcurrent and overvoltage protector is used to activate when the current or voltage in the circuit is too high, so as to disconnect the circuit and stop charging.

[0031] In one embodiment of the present invention, the technical parameters of the second storage battery are 12V·200AH, and the dimensions are 0.80m×0.56m×0.28m, and it is laid out at intervals of 10.0m-15.0m along the driving direction.

[0032] In one embodiment of the present invention, the second inverter has dimensions of 0.25m × 0.18m × 0.08m, is vertically spaced 0.1m-0.2m below the second battery, and is spaced 0.2m-0.4m from the bottom of the second battery along the driving direction.

[0033] In one embodiment of the present invention, the overcurrent and overvoltage protector has dimensions of 0.38m × 0.26m × 0.08m, an overvoltage adjustable range of 230V-300V, an overcurrent adjustable range of 1A-63A, and is installed below the second battery at vertical intervals of 0.1m-0.2m, and at a distance of 0.2m-0.4m from the second inverter along the driving direction.

[0034] In one embodiment of the present invention, the second control switch has dimensions of 0.18m × 0.06m × 0.06m, is vertically spaced 0.1m-0.2m below the second battery, is spaced 0.2m-0.4m from the second inverter along the driving direction, and is horizontally spaced 0.3m-0.5m from the overcurrent and overvoltage protector.

[0035] In one embodiment of the present invention, the waterproof adhesive layer is made of rubber asphalt and has a thickness of 10mm-30mm.

[0036] In one embodiment of the present invention, the material of the second base layer is cement concrete or reinforced concrete, and the laying thickness is 200-380mm.

[0037] In one embodiment of the present invention, the thickness of the wear layer, the first base layer, and the second base layer is the net thickness. When it is a groove-shaped structure, the net thickness is the bottom thickness of the groove-shaped structure; when it is a "U"-shaped structure, the net thickness is the sum of the top thickness and the bottom thickness.

[0038] In the present invention, the photovoltaic power generation pavement is a component of the driving lane pavement, and the piezoelectric charging pavement is the emergency lane or extended lane pavement on the right side of the driving lane pavement. The regions using the present invention can select the number of lanes, combination form and additional functions of the two pavements according to traffic demand, economic level, climate conditions, etc.

[0039] When the driving lane uses a combination of photovoltaic power generation pavement and ordinary asphalt pavement, the ordinary asphalt pavement serves as the fast lane closest to the center line, and the photovoltaic power generation pavement serves as the slow lane to its right.

[0040] The present invention further provides a method for using a road surface structure for wireless charging of new energy vehicles, comprising the following steps:

[0041] Step 1: The photovoltaic power generation road surface uses solar cells to generate electricity. The electrical energy converted from solar energy is transmitted and directly stored in the first and second batteries.

[0042] Step 2: When night falls, the microprocessor senses that the light intensity is insufficient and closes the first control switch. The DC power stored in the first battery is converted into AC power by the first inverter to power traffic markings, signs or streetlights made of embedded LED lights.

[0043] Step 3: When the road surface temperature is below 0℃ in winter, the microprocessor senses the low temperature and closes the first control switch. Current is transmitted through the cable to the wear layer to heat it up and melt the ice and snow.

[0044] Step four: When a new energy vehicle equipped with conductive tires drives to a piezoelectric charging surface, the second control switch senses that the surface is pressed to a set load and automatically closes. When the owner needs to charge, the vehicle charging switch inside the new energy vehicle needs to be closed. The DC power stored in the second battery is converted into AC power by the second inverter. The current is transmitted to the conductive mesh through the cable. With the help of the conductivity of the surface layer and the conductive tires, charging is achieved during driving.

[0045] Step 5: If the current or voltage in the circuit becomes too high due to special circumstances, the overcurrent and overvoltage protector will be activated, the circuit will be disconnected, and charging will be suspended.

[0046] In one embodiment of the present invention, the microprocessor controls the input and output of power by closing or opening the first control switch and the second control switch according to the application scenario.

[0047] The road can only supply power to a new energy vehicle when it travels on a piezoelectric charging surface and the second control switch and the vehicle's charging switch are closed simultaneously.

[0048] In one embodiment of the present invention, the new energy vehicle charged using the present invention employs conductive tires, and a control switch for charging while driving is installed inside the vehicle.

[0049] The working principle of this invention is as follows: A photovoltaic power generation road surface is used to generate electricity from solar energy. A small portion of the electrical energy is directly stored in the first battery. After being converted from direct current to alternating current by the first inverter, it is used for winter ice melting, luminous road markings, and street lighting. Most of the electrical energy is stored in the second battery via cables for charging new energy vehicles. When a new energy vehicle equipped with conductive tires drives on the piezoelectric charging road surface, the second control switch closes when pressed to a set load. The driver then closes the vehicle's charging switch. The stored electricity in the second battery is converted from direct current to alternating current by the second inverter, and then transmitted to the surface layer via embedded cables. With the help of the conductive mesh embedded in the surface layer and the conductive tires of the vehicle, the electricity is further transmitted to the vehicle's interior, achieving wireless charging during driving. If, due to special circumstances, the current or voltage in the circuit becomes too high, the overcurrent and overvoltage protector activates, the circuit is disconnected, and charging is suspended.

[0050] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0051] 1. Superior road performance: The road structure combination adopted in this invention is more intelligent and user-friendly than traditional roads, with superior safety, skid resistance, and driving comfort; the wear layer adopted in this invention is a tough structure, and particles are added to the surface and interior of the membrane to enhance the wear resistance, skid resistance, and compressive strength of the road surface, ensuring safe driving and driving comfort.

[0052] 2. Integrating clean power generation and wireless charging, energy-saving and environmentally friendly: The road structure combination design adopted in this invention utilizes a protective layer to improve the light transmittance of the power generation module, significantly improving the utilization rate and power generation efficiency of solar energy, and weakening the environmental impact of non-clean energy power generation; it also has a toughening effect, protecting solar cells and extending the service life of the road surface; the piezoelectric charging road surface material used in this invention is epoxy asphalt concrete modified with nano-graphite, which has good pressure sensitivity and fatigue resistance. When a car drives on the charging road surface, the resistance of the road surface where the wheel tracks are located is significantly reduced, improving the battery conversion rate and reducing the power loss during the charging process;

[0053] 3. The charging method is efficient and fast, and people-oriented: This invention is based on solving the problems of congestion, queuing and low convenience caused by centralized charging pile power supply. It designs a road structure combination that can realize wireless charging during driving, which intelligently and efficiently meets the needs of new transportation functions.

[0054] 4. Significantly saves land and has high economic benefits: This invention addresses the shortcomings of independent centralized charging and battery swapping stations, such as large land area and low charging efficiency. It transforms existing road land into a new type of road asset that combines transportation and power supply for new energy vehicles, saving land for charging infrastructure construction and significantly improving economic benefits.

[0055] 5. Diverse additional functions and smarter operation: The electricity generated by the photovoltaic power generation road surface used in this invention is sensed by a microprocessor based on light intensity and road surface temperature. At night, it can control the illumination of signs, markings, signs and roadside lights composed of embedded LED lights; in winter, it can monitor the road surface temperature and melt ice and snow in time. Attached Figure Description

[0056] Figure 1 This is a schematic diagram of the road surface structure used for wireless charging of new energy vehicles in Embodiment 1 of the present invention;

[0057] Figure 2 This is a schematic diagram of the photovoltaic power generation pavement structure for wireless charging of new energy vehicles in Embodiment 1 of the present invention;

[0058] Figure 3 This is a schematic diagram of the photovoltaic power generation pavement structure for wireless charging of new energy vehicles in Embodiment 3 of the present invention.

[0059] Figure 4 This is a schematic diagram of the piezoelectric charging pavement structure used for wireless charging of new energy vehicles in Embodiment 3 of the present invention;

[0060] Figure 5 This is a schematic diagram illustrating the working principle of the power supply mechanism of the road surface structure used for wireless charging of new energy vehicles in Embodiment 1 of the present invention.

[0061] The numbers in the diagram are as follows:

[0062] 1-Wearing layer, 2-Protective layer, 3-Power generation layer, 4-First base layer, 5-Surface layer, 6-Conductive layer, 7-Energy storage layer, 8-Waterproof adhesive layer, 9-Second base layer, 10-Cable, 11-Street lamp, 31-Solar cell, 32-First battery, 33-First inverter, 34-Embedded LED lamp, 35-Microprocessor, 36-First control switch, 61-Conductive mesh, 71-Second battery, 72-Second inverter, 73-Overcurrent and overvoltage protector, 74-Second control switch. Detailed Implementation

[0063] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0064] Example 1

[0065] This embodiment is applicable to areas with a large number of new energy vehicles and high traffic volume: the total number of lanes is sixteen lanes in both directions, of which the photovoltaic power generation pavement serves as the driving lane, adopting a two-way twelve-lane design with a lane width of 3.75 meters and a design speed of 120 km / h; the piezoelectric charging pavement serves as the extended lane on the right side of the driving lane, adopting a two-way four-lane design with a lane width of 3.2 meters and a design speed of 80 km / h.

[0066] refer to Figure 1 , Figure 2 The diagram shown is a structural schematic of a photovoltaic power generation road surface according to the present invention, including: a wear layer 1, a protective layer 2, a power generation layer 3, and a first base layer 4.

[0067] In practical application, the grooved reinforced concrete structure of the first base course 4 is poured on-site. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the first base course 4 is 380mm. After the curing period, a grooved transparent olefin-toughened polystyrene resin layer with a thickness of 15mm is poured on top, with tempered glass accounting for 15% of the total mass. After the relevant components of the power generation layer 3 are installed in the groove, a 15mm plate-shaped transparent olefin-toughened polystyrene resin layer is poured on top, with tempered glass accounting for 20% of the total mass. After it is completely dry, a 40mm thick wearing course 1 is laid on top.

[0068] Specifically, during on-site formwork casting, a channel was reserved for cable 10.

[0069] In this embodiment, the wear layer 1 is composed of aggregate made of quartz sand and a polyester film. The aggregate is distributed inside and on the surface of the film, and the thickness is 40 mm. On the one hand, the quartz sand is high-purity transparent quartz particles, which can ensure the light transmittance of the road structure; on the other hand, the presence of particles inside and on the surface of the wear layer can increase the friction coefficient of the road surface, improve the safety factor, and meet the needs of vehicle driving.

[0070] In this embodiment, the protective layer 2 is primarily made of transparent olefin-toughened polystyrene resin, which has three main functions: first, its light transmittance improves the light transmittance of the power generation module, thereby increasing the power generation capacity of the power generation layer 3; second, its elasticity prevents damage to the core power generation module when the power generation layer 3 is subjected to pressure from the upper part and the sidewalls of the groove due to vehicle loads acting on the road surface structure; and third, its waterproofness isolates moisture that may seep into the power generation module from the road surface or roadbed, preventing short circuits or permanent damage to electronic components due to water corrosion. Therefore, the protective layer 2 needs to cover the entire area of ​​the groove, including the bottom surface and the inner sidewalls. After it is completely dry, the power generation layer 3 is installed to complete the sealing. During sealing, the top surface and the sidewalls of the groove, as well as the protective layer 2 and the first base layer 4 and the power generation layer 3, are bonded and fixed with a high-transmittance adhesive to ensure a tight bond.

[0071] In this embodiment, the power generation layer 3 includes solar cells 31, a first battery 32, a first inverter 33, embedded LED lights 34, a microprocessor 35, and a first control switch 36. The solar cells 31 are 2.00m × 2.00m × 0.05m thin-film batteries, spaced 8m apart along the driving direction. The first battery 32 has a capacity of 12V 400AH and dimensions of 0.50m × 0.24m × 0.22m, vertically spaced 0.2m below the solar cells 31 and 0.4m apart along the driving direction. The first inverter 33 has dimensions of 0.25m × 0.18m × 0.08m, vertically spaced 0.2m below the solar cells 31 and 0.4m apart along the driving direction. The following components are installed with a spacing of 0.4m: Embedded LED lights 34 with a rated power of 15W, 15 lights per group, with a spacing of 0.4m between lights in each group along the driving direction and a spacing of 9m between adjacent groups; Microprocessor 35 is circular with a radius of 0.05m and a thickness of 0.02m, vertically spaced 0.2m below solar cells 31, and horizontally spaced 0.8m from the first inverter 33; First control switch 36 measures 0.16m × 0.08m × 0.10m, vertically spaced 0.2m below solar cells 31, and horizontally spaced 1.0m from the first inverter 33 along the driving direction. During actual installation, cables 10 are used to connect the components in the following order: solar cells 31, first battery 32, first inverter 33, microprocessor 35, and first control switch 36.

[0072] like Figure 4 The diagram shown is a structural schematic of a piezoelectric charging pavement in this embodiment, including: surface layer 5, conductive layer 6, energy storage layer 7, waterproof adhesive layer 8, and second base layer 9.

[0073] In practical applications, a stepped, trough-shaped reinforced concrete structure for the second base course 9 is poured on-site. To ensure sufficient load-bearing capacity, the total thickness of the second base course 9 is 300mm. After the curing period, a waterproof bonding layer 8, 20mm thick, is evenly laid on the entire inner surface of the stepped trough. After the rubber asphalt has completely dried, the relevant components of the energy storage layer 7 are fixed, pre-drilled channels are made, and cables are laid. A 10mm thick olefin-toughened polystyrene resin board is then cast on top. After the resin board has completely cured, a conductive layer 6 with a total thickness of 70mm is added, and finally, a surface layer 5 with a thickness of 50mm is laid on-site.

[0074] In this embodiment, the surface layer 5 is made of epoxy asphalt concrete modified with 5.5% by mass of vapor-grown tubular highly graphitized carbon nanofibers, with a thickness of 50 mm. The modifier raw material is dolomitic limestone, which ensures that it has excellent self-healing ability and high electrical conductivity.

[0075] In this embodiment, the conductive layer 6 is an asphalt concrete layer modified with 4% carbon fiber and 10% flake graphite by mass, with a total thickness of 70mm. During construction, the positions of the ducts are reserved first and the cables are laid. On-site, a 40mm layer of modified asphalt concrete is laid and a conductive mesh 61 with a total width of 3.0m and a grid pattern of 0.6m × 0.6m is embedded. Then, another 30mm layer of modified asphalt concrete is laid.

[0076] In this embodiment, the energy storage layer 7 includes a second battery 71, a second inverter 72, an overcurrent and overvoltage protector 73, and a second control switch 74. The second battery 71 has a technical parameter of 12V·200AH and dimensions of 0.80m × 0.56m × 0.28m, and is installed every 10.0m along the driving direction. The second inverter 72 has dimensions of 0.25m × 0.18m × 0.08m, and is vertically spaced 0.2m below the second battery 71, and 0.4m away from the bottom of the second battery 71 along the driving direction. The overcurrent and overvoltage protector 73 has dimensions of 0.38m × 0.26m × 0.08m. The overvoltage adjustable range is 230V-300V, and the overcurrent adjustable range is 1A-63A. It is vertically spaced 0.2m below the second battery 71 and 0.4m away from the second inverter 72 along the driving direction. The dimensions of the second control switch 74 are 0.18m×0.06m×0.06m. It is vertically spaced 0.2m below the second battery 71 and 0.4m away from the second inverter 72 along the driving direction. It is horizontally spaced 0.5m away from the overcurrent and overvoltage protector 73.

[0077] The working principle of the power supply mechanism in this embodiment is as follows: Figure 5As shown, solar cell 31 captures solar energy, converts it into electrical energy, and then transmits and stores it in first battery 32 and second battery 71. At night, microprocessor 35 detects insufficient light intensity and closes first control switch 36. The DC power stored in first battery 32 is converted into AC power by first inverter 33, supplying power to traffic markings, signs, billboards, or streetlights 11 composed of embedded LED lights 34. When the road surface temperature is below 0°C in winter, microprocessor 35 detects the low temperature and closes first control switch 36. Current is transmitted through cables to the wear layer 1 for heating, melting ice and snow. When a new energy vehicle equipped with conductive tires travels on a piezoelectric charging surface, the second control switch 74 senses that the surface is under pressure to a set load and automatically closes. When the owner needs to charge, the vehicle's internal charging switch is closed. The DC power stored in the second battery 71 is converted into AC power by the second inverter 72, and the current is transmitted to the conductive mesh 61 via a cable. Charging is achieved during driving thanks to the conductivity of the surface layer 5 and the conductive tires. If, due to special circumstances, the current or voltage in the circuit becomes excessive, the overcurrent and overvoltage protector 73 activates, the circuit is disconnected, and charging is suspended.

[0078] Example 2

[0079] This embodiment is applicable to areas with a moderate number of new energy vehicles but high traffic volume: the total number of lanes is fourteen lanes in both directions. Among them, the fast lane near the center line uses ordinary asphalt concrete as the paving material, with six lanes in both directions, a lane width of 3.75 meters, and a design speed of 100 km / h; the photovoltaic power generation pavement serves as the slow lane, with four lanes in both directions, a lane width of 3.75 meters, and a design speed of 80 km / h; the piezoelectric charging pavement serves as the extended lane on the right side of the driving lane, with four lanes in both directions, a lane width of 3.2 meters, and a design speed of 60 km / h.

[0080] In this embodiment 2, the only minor differences are the modifier content, paving thickness, implementation method, and paving thickness of the second base layer 9 in the main structural layer of the photovoltaic power generation pavement. The technical parameters and spatial positions of the components in the power generation layer 3, conductive layer 6, and energy storage layer 7 are the same, and will not be described again.

[0081] For the photovoltaic power generation pavement of this embodiment, in practical application, a grooved reinforced concrete structure of the first base layer 4 is poured on-site. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the first base layer 4 is 350mm. After the curing period, a grooved transparent olefin-toughened polystyrene resin layer with a thickness of 10mm is poured on top, with tempered glass accounting for 10% of the total mass. After the relevant components of the power generation layer 3 are installed in the groove, a 10mm plate-shaped transparent olefin-toughened polystyrene resin layer is poured on top, with tempered glass accounting for 15% of the total mass. After it is completely dry, a 40mm thick wearing layer 1 is added.

[0082] For the piezoelectric charging pavement of this embodiment, in practical application, a stepped trough-shaped reinforced concrete structure of the second base layer 9 is poured on site. To ensure that the pavement structure has sufficient load-bearing capacity, the total paving thickness of the second base layer 9 is 280mm.

[0083] Example 3

[0084] This embodiment is applicable to areas with a small number of new energy vehicles but moderate traffic volume: the total number of lanes is eight lanes in both directions. Among them, the fast lane near the center line uses ordinary asphalt concrete as the paving material, adopts a two-way four-lane design, with a lane width of 3.75 meters and a design speed of 80 km / h; the photovoltaic power generation pavement serves as the slow lane, adopts a two-way two-lane design, with a lane width of 3.75 meters and a design speed of 60 km / h; the piezoelectric charging pavement serves as the extended lane on the right side of the driving lane, adopts a two-way two-lane design, with a lane width of 3.0 meters and a design speed of 40 km / h.

[0085] The photovoltaic power generation road structure in this embodiment is as follows: Figure 3 As shown, it includes: a wear layer 1, a protective layer 2, a power generation layer 3, and a first base layer 4. Unlike Implementation Example 1, the constituent materials and thicknesses of some structures have changed.

[0086] In practical applications, the grooved cement concrete structure of the first base course 4 is prefabricated in the factory. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the first base course 4 is 300mm. After the curing period, a grooved transparent olefin-toughened polystyrene resin layer with a thickness of 10mm is cast on top, with tempered glass accounting for 10% of the total mass of the grooved resin layer. After the relevant components of the power generation layer 3 are installed in the groove, a wear layer 1 with a thickness of 30mm is laid on top.

[0087] Specifically, during on-site formwork casting, a channel was reserved for cable 10.

[0088] In this embodiment, the wear layer 1 is composed of aggregate made of quartz sand and a carbon nanotube film. The aggregate is distributed inside and on the surface of the film, and the thickness is 30 mm.

[0089] The net thickness of the protective layer 2 in this embodiment is 10mm, and the implementation method is the same as in embodiment 1.

[0090] The power generation layer 3 in this embodiment includes solar cells 31, a first battery 32, a first inverter 33, embedded LED lights 34, a microprocessor 35, and a first control switch 36. The solar cells 31 are 1.50m × 2.00m × 0.10m crystalline silicon cells, arranged every 12m along the driving direction. The first battery 32 has technical parameters of 12V·400AH, dimensions of 0.50m × 0.24m × 0.22m, and is vertically spaced 0.1m below the solar cells 31, and 0.4m apart from the first battery 32 along the driving direction. The first inverter 33 has dimensions of 0.25m × 0.18m × 0.08m, and is vertically spaced 0.1m below the solar cells 31, and 0.4m apart from the first battery 32 along the driving direction. The LEDs are spaced 0.4m apart. The embedded LEDs 34 have a rated power of 15W, with 10 LEDs per group. Within each group, the LEDs are spaced 0.6m apart along the driving direction, and the spacing between adjacent groups is 9.0m. The microprocessor 35 is circular with a radius of 0.08m and a thickness of 0.04m. It is vertically spaced 0.1m below the solar cells 31 and horizontally spaced 0.4m from the first inverter 33. The first control switch 36 measures 0.16m × 0.08m × 0.10m and is vertically spaced 0.1m below the solar cells 31, horizontally spaced 0.6m from the first inverter 33 along the driving direction. During actual installation, the cables 10 are connected in the following order: solar cells 31, first battery 32, first inverter 33, microprocessor 35, and first control switch 36.

[0091] The piezoelectric charging road surface in this embodiment is as follows: Figure 4 As shown, it includes: a surface layer 5, a conductive layer 6, a charge storage layer 7, a waterproof adhesive layer 8, and a second base layer 9. Unlike Implementation Example 1, the constituent materials and thicknesses of some structures have changed.

[0092] In practical application, the stepped groove-shaped cement concrete structure of the second base layer 9 is poured on-site. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the second base layer 9 is 240mm. After the curing period, the waterproof bonding layer 8 is evenly laid on the entire inner surface of the stepped groove, with a thickness of 10mm. After the rubber asphalt has completely dried, the relevant components of the energy storage layer 7 are fixed, the channels are reserved and the cables are laid, and a 10mm thick olefin-toughened polystyrene resin board is cast on top. After the resin board has completely cured, a conductive layer 6 with a total thickness of 60mm is added, and finally the surface layer 5 with a thickness of 40mm is laid on-site.

[0093] In this embodiment, the surface layer 5 is epoxy asphalt concrete with a mass ratio of 4.0% of vapor-grown tubular highly graphitized carbon nanofibers as a modifier, and the paving thickness is 40mm.

[0094] In this embodiment, the conductive layer 6 is an asphalt concrete layer modified with 3.5% carbon fiber and 8% flake graphite by mass, with a total thickness of 60mm. During construction, the positions of the ducts are first reserved and the cables are laid. Then, a 30mm layer of modified asphalt concrete is laid on site, and a conductive mesh 61 with a total width of 2.4m and a grid pattern of 0.6m × 0.6m is embedded. Finally, another 30mm layer of modified asphalt concrete is laid.

[0095] The energy storage layer 7 in this embodiment includes a second battery 71, a second inverter 72, an overcurrent and overvoltage protector 73, and a second control switch 74. The second battery 71 has the following specifications: 12V·200AH, dimensions of 0.80m × 0.56m × 0.28m, and is installed every 15.0m along the driving direction. The second inverter 72 has dimensions of 0.25m × 0.18m × 0.08m, and is vertically spaced 0.1m below the second battery 71, with a distance of 0.3m from the bottom of the second battery 71 along the driving direction. The overcurrent and overvoltage protector 73 has dimensions of 0.38m × 0.26m × 0.08m. The overvoltage adjustable range is 230V-300V, and the overcurrent adjustable range is 1A-63A. It is vertically spaced 0.1m below the second battery 71 and 0.3m away from the second inverter 72 along the driving direction. The dimensions of the second control switch 74 are 0.18m×0.06m×0.06m. It is vertically spaced 0.1m below the second battery 71 and 0.3m away from the second inverter 72 along the driving direction. It is horizontally spaced 0.4m away from the overcurrent and overvoltage protector 73.

[0096] The working principle of the power supply mechanism in this embodiment is as follows: Figure 5As shown, solar cell 31 captures solar energy, converts it into electrical energy, and then transmits and stores it in first battery 32 and second battery 71. At night, microprocessor 35 detects insufficient light intensity and closes first control switch 36. The DC power stored in first battery 32 is converted into AC power by first inverter 33, supplying power to traffic markings, signs, billboards, or streetlights 11 composed of embedded LED lights 34. When the road surface temperature is below 0°C in winter, microprocessor 35 detects the low temperature and closes first control switch 36. Current is transmitted through cables to the wear layer 1 for heating, melting ice and snow. When a new energy vehicle equipped with conductive tires travels on a piezoelectric charging surface, the second control switch 74 senses that the surface is under pressure to a set load and automatically closes. When the owner needs to charge, the vehicle's internal charging switch is closed. The DC power stored in the second battery 71 is converted into AC power by the second inverter 72, and the current is transmitted to the conductive mesh 61 via a cable. Charging is achieved during driving thanks to the conductivity of the surface layer 5 and the conductive tires. If, due to special circumstances, the current or voltage in the circuit becomes excessive, the overcurrent and overvoltage protector 73 activates, the circuit is disconnected, and charging is suspended.

[0097] Example 4

[0098] This embodiment is applicable to areas with a small number of new energy vehicles and low traffic volume: the total number of lanes is six lanes in both directions. Among them, the fast lane near the center line uses ordinary asphalt concrete as the paving material, with two lanes in both directions, a lane width of 3.75 meters, and a design speed of 60 km / h; the photovoltaic power generation pavement serves as the slow lane, with two lanes in both directions, a lane width of 3.50 meters, and a design speed of 40 km / h; the piezoelectric charging pavement serves as the extended lane on the right side of the driving lane, with two lanes in both directions, a lane width of 2.8 meters, and a design speed of 30 km / h.

[0099] Example 4 differs slightly from Example 3 only in the modifier content, paving thickness, implementation method, and paving thickness of the second base layer 9 in the main structural layer of the photovoltaic power generation pavement. The technical parameters and spatial positions of the components in the power generation layer 3, conductive layer 6, and energy storage layer 7 are the same, and will not be described again.

[0100] For the photovoltaic power generation pavement of this embodiment, in practical application, a grooved cement concrete structure of the first base layer 4 is poured on-site. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the first base layer 4 is 280mm. After the curing period, a grooved transparent olefin-toughened polystyrene resin layer with a thickness of 10mm is cast on top, and the tempered glass content of the grooved resin layer is 8% of the total mass. After the relevant components of the power generation layer 3 are installed in the groove, a wear layer 1 with a thickness of 20mm is added. For the piezoelectric charging pavement of this embodiment, in practical application, a stepped grooved cement concrete structure of the second base layer 9 is poured on-site. To ensure sufficient load-bearing capacity of the pavement structure, the total thickness of the second base layer 9 is 220mm.

[0101] The performance test results of the piezoelectric charging pavement structure in Examples 1, 2, 3, and 4 are shown in Table 1:

[0102] Table 1 Performance Testing of Piezoelectric Charging Pavement Structure

[0103]

[0104]

[0105] Note: The comparison is a common type of ordinary asphalt concrete pavement that is from the same region, has the same cross-sectional layout, and is the same length.

[0106] The comprehensive evaluation results of the pavement structure in Examples 1, 2, 3, and 4 are shown in Table 2:

[0107] Table 2 Comprehensive Evaluation of Road Surface Structures Used for Wireless Charging of New Energy Vehicles

[0108]

[0109]

[0110] Note: The comparative examples are the combination of the comparative examples described in Table 1 and a commonly used centralized charging and swapping station and its power supply system.

[0111] As can be seen from Tables 1 and 2, the pavement structure performance testing of this invention meets the specified technical requirements. Furthermore, compared to independently located centralized charging and battery swapping stations and their power supply systems, it has relatively lower construction and maintenance costs, higher charging and power generation efficiency, and saves a significant amount of electricity costs while substantially reducing carbon emissions. The pavement exhibits superior performance and offers extremely high economic benefits.

[0112] This invention is applicable to all battery-powered new energy vehicles, including pure electric vehicles and hybrid electric vehicles, and can be applied to major traffic arteries such as highways, primary roads, secondary roads, and urban expressways. While fulfilling the basic functions of roads, this invention makes full use of existing land resources and clean energy, solving problems such as congestion, queuing, and low convenience caused by centralized charging stations. It meets the growing charging demand of new energy vehicles, promotes the development of electrified road infrastructure, and mitigates the environmental impact of non-clean energy generation, resulting in significant socio-economic benefits.

[0113] The above description of the embodiments is provided to enable those skilled in the art to understand and use the invention. It will be apparent to those skilled in the art that various modifications can be made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present invention is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the invention should be within the protection scope of the present invention.

Claims

1. A method for using a road surface structure for wireless charging of new energy vehicles, characterized in that, Road structures used for wireless charging of new energy vehicles include photovoltaic power generation road surfaces and piezoelectric charging road surfaces. The photovoltaic power generation pavement, as a component of the driving lane pavement, has 1-8 lanes in one direction, with a lane width of 3.50m-3.75m and a design speed of 40km / h-120km / h; the piezoelectric charging pavement, as an emergency lane or extended lane on the right side of the driving lane pavement, has 1-2 lanes in one direction, with a lane width of 2.8m-3.2m and a design speed of 30km / h-80km / h. The photovoltaic power generation pavement includes a wear layer (1), a protective layer (2), a power generation layer (3), and a first base layer (4); the wear layer (1) is the top layer of the pavement, the first base layer (4) is located below the wear layer (1), the protective layer (2) is located inside the first base layer (4), the power generation layer (3) is built into the groove of the protective layer (2) or the power generation layer (3) is placed between the wear layer (1) and the protective layer (2), and the wear layer (1) and the protective layer (2) are light-transmitting; The piezoelectric charging pavement includes a surface layer (5), a conductive layer (6), a storage layer (7), a waterproof adhesive layer (8), and a second base layer (9). The surface layer (5) is the top layer of the road surface. The second base layer (9) is located below the surface layer (5). The second base layer (9) has a groove. The conductive layer (6) and the energy storage layer (7) are located in the groove. The energy storage layer (7) and the second base layer (9) are bonded together by a waterproof adhesive layer (8). In the vertical direction, the conductive layer (6) is located between the surface layer (5) and the energy storage layer (7). The photovoltaic power generation road surface, the piezoelectric charging road surface, and the photovoltaic power generation road surface and the piezoelectric charging road surface are connected by a cable (10) to transmit power. The electrical energy stored in the piezoelectric charging pavement can be converted and used for street lighting (11); The conductive layer (6) is an asphalt concrete layer with one or more of carbon fiber or sheet graphite as conductive additives, and a conductive mesh (61) is embedded in the asphalt concrete layer. The power generation layer (3) includes solar cells (31), a first battery (32), a first inverter (33), embedded LED lights (34), a microprocessor (35), and a first control switch (36); the solar cells (31) are arranged at intervals along the driving direction; the first batteries (32) are arranged vertically at intervals below the solar cells (31) and at intervals with the lower edge of the solar cells (31); the first inverters (33) are arranged vertically at intervals below the solar cells (31) and at intervals with the first batteries (32) along the driving direction; the embedded LED lights (34) are arranged in groups, with LED lights in each group arranged at intervals along the driving direction and adjacent groups arranged at intervals; the microprocessor (35) is arranged vertically at intervals below the solar cells (31), at intervals with the solar cells (31) along the driving direction, and at intervals with the first inverters (33) in the horizontal direction; the first control switch (36) is arranged vertically at intervals below the solar cells (31) and at intervals with the first inverters (33) along the driving direction; The solar cell (31), the first battery (32), the first inverter (33), the microprocessor (35), and the first control switch (36) are connected sequentially via cable (10); The energy storage layer (7) includes a second battery (71), a second inverter (72), an overcurrent and overvoltage protector (73), and a second control switch (74). The second battery (71) is arranged at intervals along the driving direction. The second inverter (72) is arranged vertically at intervals below the second battery (71) and at intervals from the bottom of the second battery (71) along the driving direction. The overcurrent and overvoltage protector (73) is arranged vertically at intervals below the second battery (71) and at intervals from the second inverter (72) along the driving direction. The second control switch (74) is a varistor switch, which is arranged vertically at intervals below the second battery (71) and at intervals from the second inverter (72) along the driving direction, and at intervals from the overcurrent and overvoltage protector (73) in the horizontal direction. The solar cell (31), the second battery (71), the second control switch (74), the second inverter (72), and the conductive grid (61) are connected by a cable (10). The overcurrent and overvoltage protector (73) is used to start when the current or voltage in the circuit is too high, so as to disconnect the circuit and stop charging. The usage method includes the following steps: Step 1: The photovoltaic power generation road surface generates electricity using solar cells (31). The electrical energy converted from solar energy is transmitted and directly stored in the first battery (32) and the second battery (71). Step 2: When night falls, the microprocessor (35) senses that the light intensity is insufficient and closes the first control switch (36). The DC power stored in the first battery (32) is converted into AC power by the first inverter (33) and used by the traffic markings, signs or streetlights (11) made of embedded LED lights (34). Step 3: When the road surface temperature is below 0℃ in winter, the microprocessor (35) senses that the temperature is too low and closes the first control switch (36). The current is transmitted through the cable to the wear layer (1) to heat up and melt the ice and snow. Step 4: When a new energy vehicle equipped with conductive tires travels to a piezoelectric charging road surface, the second control switch (74) senses that the surface is pressed to a set load and the second control switch (74) automatically closes. When the owner needs to charge, the vehicle charging switch inside the new energy vehicle needs to be closed. The DC power stored in the second battery (71) is converted into AC power by the second inverter (72), and the current is transmitted to the conductive mesh (61) through the cable. With the help of the conductivity of the surface layer (5) and the conductive tires, charging is achieved during driving. Step 5: If the current or voltage in the circuit becomes too high due to special circumstances, the overcurrent and overvoltage protector (73) will be activated, the circuit will be disconnected, and charging will be suspended.

2. The method of using a road surface structure for wireless charging of new energy vehicles according to claim 1, characterized in that, The photovoltaic power generation pavement is a component of the driving lane pavement, and the piezoelectric charging pavement is the emergency lane or extended lane pavement on the right side of the driving lane pavement. In areas using the pavement structure, the number of lanes, combination form and additional functions of the two pavements are selected according to traffic demand, economic level and climate conditions. When the driving lane uses a combination of photovoltaic power generation pavement and ordinary asphalt pavement, the ordinary asphalt pavement serves as the fast lane closest to the center line, and the photovoltaic power generation pavement serves as the slow lane to its right.

3. The method of using a road surface structure for wireless charging of new energy vehicles according to claim 1, characterized in that, The wear layer (1) is composed of aggregate and film. The aggregate is distributed inside the film and on the surface of the film. The aggregate is composed of quartz particles. The film is a carbon nanotube film or a polyester film. The protective layer (2) is composed of a mixture of transparent olefin-toughened polystyrene resin and crushed tempered glass, supplemented with epoxy resin as a cementing material.

4. The method of using a road surface structure for wireless charging of new energy vehicles according to claim 1, characterized in that, The material of the first base layer (4) is cement concrete or reinforced concrete; The surface layer (5) is an asphalt concrete layer modified by using vapor-grown tubular highly graphitized carbon nanofibers as a modifier to modify epoxy asphalt; the waterproof bonding layer (8) is made of rubber asphalt. The material of the second base layer (9) is cement concrete or reinforced concrete.

5. The method of using a road surface structure for wireless charging of new energy vehicles according to claim 1, characterized in that, The wear layer (1) has a thickness of 20mm-60mm, the protective layer (2) has a thickness of 10mm-30mm, the first base layer (4) has a thickness of 200-380mm, the surface layer (5) has a thickness of 40mm-60mm, the conductive layer (6) has a thickness of 60mm-80mm, the waterproof adhesive layer (8) has a thickness of 10mm-30mm, and the second base layer (9) has a thickness of 200-380mm. The thickness of the wear layer (1), the first base layer (4), and the second base layer (9) is the net thickness. When it is a groove-shaped structure, the net thickness is the bottom thickness of the groove-shaped structure; when it is a "return"-shaped structure, the net thickness is the sum of the top thickness and the bottom thickness.

6. The method of using a road surface structure for wireless charging of new energy vehicles according to claim 1, characterized in that, The microprocessor (35) closes or opens the first control switch (36) and the second control switch (74) according to the application scenario to control the input and output of power; When a new energy vehicle travels to a piezoelectric charging road surface, and the second control switch (74) and the vehicle charging switch inside the vehicle are closed at the same time, the road surface can supply power to the vehicle.

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