System for inductively electrically charing a vehicle
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- BRUSA ELEKTRONIK AG
- Filing Date
- 2024-06-26
- Publication Date
- 2026-05-06
AI Technical Summary
Existing inductive electrical charging systems for vehicles face challenges in achieving precise and robust positioning of the primary and secondary coils for optimal energy transfer, leading to inefficiencies in energy coupling.
The system incorporates multiple position markers arranged around the primary and secondary coil units, which transmit their positions to a control unit to generate instructions for longitudinal and lateral vehicle control, ensuring accurate alignment of the coils for improved positioning accuracy.
This approach enhances the accuracy and robustness of coil positioning, leading to more efficient inductive energy transfer and reliable charging processes.
Smart Images
Figure EP2024067998_02012025_PF_FP_ABST
Abstract
Description
[0001] System for inductive electrical charging of a vehicle
[0002] The invention relates to a system for inductively electrically charging a vehicle, in particular a motor vehicle, comprising a secondary coil unit CPM (Car Pad Module) arranged in the vehicle and at least one stationary primary coil unit GPM (Ground Pad Module), wherein energy can be inductively transmitted from a first main coil of the primary coil unit GPM to a second main coil of the secondary coil unit CPM and / or energy can be inductively transmitted from the second main coil of the secondary coil unit CPM to the first main coil of the primary coil unit GPM. The invention further relates to a method for operating such a system.
[0003] Systems for inductively charging batteries of purely electric vehicles or hybrid vehicles are known in the art. For the inductive transfer of energy between the primary coil unit (GPM), which is typically arranged stationary on the ground, and a secondary coil unit (CPM) in a vehicle, typically located on its underside, it is necessary for the first main coil of the GPM and the second main coil of the CPM to be optimally positioned one above the other in order to achieve the highest possible inductive coupling coefficient k close to 1. The inductive energy transfer can take place from the GPM to the CPM, for example, to charge a vehicle battery. Conversely, the inductive energy transfer can take place from the CPM to the GPM, for example, when the vehicle battery is used as an energy storage device to operate consumers connected downstream of the GPM.
[0004] The object of the invention is to provide a system for inductive electrical charging of a vehicle which enables an improved, more robust and more precise positioning of the first main coil of the GPM relative to the second main coil of the CPM.
[0005] The invention results from the features of the independent claims. Advantageous developments and refinements are the subject of the dependent claims. Further features, possible applications and advantages of the invention emerge from the following description and the explanation of exemplary embodiments of the invention which are illustrated in the figures. The object is achieved with a system for the inductive electrical charging of a vehicle, in particular an electric or hybrid vehicle, wherein the system comprises a secondary coil unit CPM arranged in the vehicle and at least one stationary primary coil unit GPM, wherein energy can be inductively transferred from a first main coil of the primary coil unit GPM to a second main coil of the secondary coil unit CPM or vice versa.
[0006] The proposed system is characterized in that in the primary coil unit GPM and / or in its surroundings and on or in the vehicle and / or in the secondary coil unit CPM a number N of position markers PM n are arranged, with N > 2 and n = 1, 2, ..., N, wherein the primary coil unit GPM is designed and arranged to position POS GPM (PMn) the position marker PM n in a coordinate system whose coordinate origin is a center position MPOS GPM the first main coil of the primary coil unit GPM is identical, and the determined positions POS GPM (PM n ) to a control unit, and / or the secondary coil unit CPM is designed and configured to transmit positions POSc P M(PM n ) the position marker PM n in a coordinate system whose coordinate origin is a center position MPOS CPM of the second main coil of the secondary coil unit CPM is identical, and the determined positions POS CP M(PM n ) to the control unit.
[0007] Furthermore, according to the invention, the control unit is designed and configured to use the positions POS GPM (PM n ) and / or the positions POS CP M(PM n ) to generate instructions for the longitudinal and lateral control of the vehicle in such a way that when they are implemented the center position MPOS CP M with the center position MPOS GPM can be covered.
[0008] In particular, by considering and integrating fixed position markers PM n in the vicinity of the primary coil unit GPM and / or by considering and integrating position markers PM n, which are fixed to the vehicle outside the CPM, the achievable accuracy and robustness in the longitudinal and lateral control of the vehicle and thus the positioning accuracy of the first and second main coils on top of each other is increased.
[0009] The number N of position markers PM is advantageous n : N > 3, in particular N > 5 or N
[0010] > 6 or N > 7 or N > 8 or N > 9 or N > 10 or N > 11 or N > 12 or N > 15 . At least one or more position markers PM are advantageous n on another primary coil unit GPMa, GPMb, etc. and / or on an infrastructure (parking garage, building, in the floor covering, etc.) in the vicinity of the primary coil unit GPM.
[0011] The positions POS are advantageous G pM(PM n ), POS C pM(PM n ), MPOSCPM and MPOSGPM uniformly 2D or 3D positions.
[0012] The position markers PM are advantageous n arranged as follows: in the primary coil unit GPM (stationary) and fixed on or in the vehicle or in the primary coil unit GPM (stationary) and fixed on or in the vehicle and fixed in the secondary coil unit CPM or in the primary coil unit GPM (stationary) and in its surroundings (stationary) and fixed in the secondary coil unit CPM or in the primary coil unit GPM (stationary) and in its surroundings (stationary) and fixed on or in the vehicle or in the primary coil unit GPM (stationary) and in its surroundings (stationary) and fixed on or in the vehicle and fixed in the secondary coil unit CPM or in the surroundings (stationary) of the primary coil unit GPM and fixed in the secondary coil unit CPM or in the surroundings (stationary) of the primary coil unit GPM and fixed on or in the vehicle or in the surroundings (stationary) of the primary coil unit GPM and fixed on or in the vehicle and fixed in the secondary coil unit CPM.
[0013] A position marker PM arranged on the vehicle n In a further development, it is identical to a transmitting unit or a transmitting-receiving unit that is arranged on: a vehicle door of the vehicle or a tailgate of the vehicle or an engine compartment lid of the vehicle or a fuel tank cap of the vehicle or a flap for an electrical charging connection of the vehicle. The term "position marker PM n “ basically includes all currently known active and passive, in particular radio signal-based markers, such as radio transmitters, radio transceivers, transponders, RFID systems, etc., which enable the primary coil unit GPM and / or the secondary coil unit CPM, based on, for example, an evaluation of signal propagation time measurements and / or signal strength measurements and / or frequency measurements and / or phase measurements and / or transmitted digital position information, positions of the respective position markers PM nThe term “position marker PM n “ refers in particular to a radio communication device which can receive radio signals and answer or forward them, e.g. a radio communication device for a vehicle radio key.
[0014] According to the invention, positions POS GPM (PM n ) of the respective position marker PM n determined by the primary coil unit GPM in a coordinate system whose coordinate origin is a center position MPOS GPM the first main coil of the primary coil unit GPM is identical.
[0015] Alternatively or additionally, positions POS CP M(PM n ) of the respective position marker PM n determined by the secondary coil unit CPM in a coordinate system whose coordinate origin is a center position MPOS CP M of the second main coil of the secondary coil unit CPM is identical.
[0016] Advantageously, the control unit is designed and configured in such a way that it knows: a relative positioning of the center position MPOS GPM relative to at least one fixed position marker PM n in the primary coil unit GPM and / or relative to a fixed position marker PM n in the vicinity of the primary coil unit GPM and / or a relative positioning of the center position MPOS CP M relative to at least one position marker PM arranged on or in the vehicle n and / or relative to a position marker PM arranged in the secondary coil unit CPM n .
[0017] This information is advantageous for the relative positioning of position markers PM n to the respective center position MPOS CP M or MPOS GPM used by the control unit for longitudinal and lateral control of the vehicle.
[0018] With this relative positioning information, the control unit can determine both the center position MPOSGPM and the center position MPOSCPM in one and the same coordinate system.
[0019] The control unit advantageously has a processor unit on which a software program runs, which advantageously generates control commands for the longitudinal and lateral control of the vehicle based on the current center positions MPOSCPM and MPOSGPM.
[0020] Advantageously, the primary coil unit GPM is designed and configured in such a way that it is provided with a relative positioning of the center position MPOSGPM relative to at least one position marker PM arranged in a fixed position in the primary coil unit GPM n and / or relative to at least one position marker PM arranged in a fixed position in the vicinity of the primary coil unit GPM n is known, and this relative positioning is used to determine the positions POSG pM(PM n ) the position marker PM n in the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM.
[0021] For this purpose, the primary coil unit GPM is advantageously provided with relative positioning of the center position MPOSGPM relative to a total of three or more position markers PM arranged in a fixed position in the primary coil unit GPM and / or in the vicinity of the primary coil unit GPM. n known. These relative positions of the fixed position markers PM n The relative position to the MPOSGPM center position is preferably determined at least once by means of a corresponding calibration. This calibration is preferably repeated at specific intervals.
[0022] Advantageously, the secondary coil unit CPM is designed and configured in such a way that it is provided with a relative positioning of the center position MPOSCPM relative to at least one position marker PM arranged on or in the vehicle n and / or relative to a position marker PM arranged in the secondary coil unit CPM n is known and this relative positioning is used to determine the positions POS C pM(PM n ) the position marker PM n in the coordinate system whose coordinate origin is identical to a center position MPOSCPM of the second main coil of the secondary coil unit CPM.
[0023] For this purpose, the secondary coil unit CPM is advantageously provided with relative positioning of the center position MPOSCPM relative to a total of three or more position markers PM arranged either on or in the vehicle. nand / or position markers PM arranged in the secondary coil unit CPM n These relative positions are preferably determined at least once by means of a corresponding calibration. This calibration is preferably repeated at certain intervals.
[0024] In a further development, the primary coil unit GPM first determines the relative positions of all position markers PM n to each other. Using the known relative positioning of the center position MPOSGPM of the first main coil relative to at least one fixed position marker PM n In the coil unit GPM and / or in its surroundings, it is possible by means of a simple coordinate transformation to determine the positions POS G pM(PM n ) the position marker PM nin the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM.
[0025] In a further development, the secondary coil unit CPM first determines the relative positions of all position markers PM n to each other. Using the known relative positioning of the center position MPOSGPM of the second main coil relative to at least one position marker PM arranged on or in the vehicle or in the CPM n By means of a simple coordinate transformation it is possible to determine the positions POS C pM(PM n ) the position marker PM n in the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the second main coil of the secondary coil unit CPM.
[0026] An advantageous further development of the proposed system is characterized by the fact that the position markers PM n are designed and constructed to form a radio network, in particular an ad-hoc radio network, and to transmit and / or exchange signals, in particular position signals, therein.
[0027] The wireless network is advantageously an ultra-wide-band wireless network (UWB wireless network), a WLAN wireless network, a ZigBee wireless network, an NFC wireless network, a WiMAX wireless network, or a Bluetooth wireless network.
[0028] Advantageously, the radio network is designed and configured to determine the respective relative positions RP(PM n , PM m ) the position marker PM n to each other, with nm and n, me {1 , 2,..., N} and the relative positions RP(PM n , PM m ) to the primary coil unit GPM and / or the secondary coil unit CPM and / or the control unit.
[0029] Advantageously, the primary coil unit GPM is designed and configured to measure the relative positions RP(PM n , PM m ) to determine the positions POS G pM(PM n ) in the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM.
[0030] Advantageously, the secondary coil unit CPM is designed and configured to measure the relative positions RP(PM n , PM m ) to determine the positions POS C pM(PM n ) in the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the second main coil of the secondary coil unit CPM.
[0031] Advantageously, the primary coil unit GPM in an environment with radius R GPM around the primary coil unit GPM position marker PM nrecorded and taken into account, whereby RGPM 5 500 m or < 400 m or < 300 m or < 200 m or < 100 m or < 50 m or < 25 m or < 10 m.
[0032] Advantageously, the secondary coil unit CPM in an environment with radius RGPM around the second coil unit CPM position markers PM n recorded and taken into account, where R C PM 5 500 m or < 400 m or < 300 m or < 200 m or < 100 m or < 50 m or < 25 m or < 10 m.
[0033] Advantageously, the control unit is arranged in the primary coil unit GPM or in the secondary coil unit CPM or in the vehicle or on an infrastructure.
[0034] A second aspect of the invention relates to a method for operating a system for inductive electrical charging of a vehicle, in particular a motor vehicle, as described above. The method comprises the following steps.
[0035] In one step, the primary coil unit GPM determines positions POS G pM(PM n ) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM, and transmitting the positions POS G pM(PM n ) to the control unit. In an alternative or additional step, the secondary coil unit CPM determines positions POS C pM(PM n ) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position MPOSCPM of the second main coil of the secondary coil unit CPM, and transmitting the positions POS G p M (PM n ) to the control unit.
[0036] In a further step, using the positions POS G pM (PM n ) and / or positions POS G p M (PM n ) generating instructions for the longitudinal and lateral control of the vehicle in such a way that, when implemented, the center position MPOSCPM is aligned with the center position MPOS GPM can be covered.
[0037] Advantageous further developments of the method result from an analogous and analogous transfer of the statements made above in connection with the system for inductive electrical charging of a vehicle.
[0038] Further advantages, features, and details will become apparent from the following description, which – where appropriate with reference to the drawings – describes at least one embodiment in detail. Identical, similar, and / or functionally equivalent parts are provided with the same reference numerals.
[0039] They show:
[0040] Fig. 1 is a schematic representation of a system according to the invention, in which the primary coil unit GPM 103 is designed and configured to detect positions POS G p M (PM n ) the position marker PM n 104 in a coordinate system whose origin coincides with a center position MPOS GPM the first main coil of the primary coil unit GPM 103 is identical, and the determined positions POS GPM (PM n ) to a control unit 105.
[0041] Fig. 2 is a schematic representation of a system according to the invention, in which the secondary coil unit CPM 102 is designed and configured to detect positions POS C pM(PM n ) the position marker PM n104 in a coordinate system whose coordinate origin is identical to a center position MPOSCPM of the second main coil of the secondary coil unit CPM 102, and the determined positions POS C pM(PM n ) to the control unit 105. Fig. 3 shows a highly simplified representation of the method steps of a proposed method.
[0042] Fig. 1 shows a schematic representation of a system according to the invention for inductively electrically charging a vehicle 101, in particular an electric or hybrid vehicle. The situation depicted shows the vehicle 101 and three rectangular parking bays for vehicles arranged side by side. In the parking bays, a stationary primary coil unit GPM 103, 103a, 103b is arranged at each of their respective front sides (bottom in Figure 1). A secondary coil unit CPM 102 is arranged in the vehicle 101. The primary coil units GPM 103, 103a, 103b and the secondary coil unit CPM 102 are designed and configured such that energy can be inductively transmitted from a first main coil of the respective primary coil unit GPM 103, 103a, 103b to a second main coil of the secondary coil unit CPM 102 of the vehicle, or vice versa.
[0043] In the primary coil units GPM 103, 103a, 103b and in their surroundings (present at ground points where the parking bays adjoin each other on the entry side) position markers PM n 104 (shown as small black squares). The primary coil units GPM 103, 103a, 103b each have two, the environment four, the secondary coil unit CPM 102 three (not shown) and the vehicle 101 four such position markers PM n 104. The number N of position markers 104 is therefore N = 17, i.e. n = 1, 2, 3, ..., 17. The position markers 104 are all implemented as UWB transponders and form an ad-hoc radio network. The radio network is also designed to determine the relative positions of the participating position markers PM n 104 and make it available to the primary coil units GPM 103, 103a, 103b, the secondary coil unit CPM 102 and the control unit 105. The four position markers PM n104 on the vehicle can, for example, have further functions, such as as a transmitting / receiving unit for a radio remote control of the vehicle, the respective vehicle doors, etc.
[0044] It is assumed here that the vehicle 101 has selected the rectangular parking bay shown on the left in Figure 1 for parking and inductively charging its vehicle battery by means of a control unit 105 arranged in the vehicle 101.
[0045] For an optimal inductive charging process, it is now necessary to steer the vehicle from its position shown in Fig. 1 into the left parking bay in such a way that the second main coil of the secondary coil unit CPM 102 is optimally positioned, ie centrally above the first main coil (shown as a circle) of the primary coil unit GPM 103.
[0046] To make this possible, the primary coil unit GPM 103 is designed and configured to measure current positions POS G pM(PM n) the position marker PM n 104 in a coordinate system (in Fig. 1 by the bold black coordinate axes) whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM 103. The determined coordinates of the current positions POS G p M (PM n ) are transmitted to the control unit 105, which uses these coordinates to generate instructions for the longitudinal and lateral control of the vehicle 101 in such a way that, when implemented, the center position MPOSGPM of the second main coil of the CPM is aligned with the center position MPOS GPM the first main coil of the GPM can be brought into alignment.
[0047] In addition to the position markers PM arranged in the primary coil unit GPM 103 and in the secondary coil unit CPM 102, n 104 in particular the fixed position markers PM n104 in the other primary coil units 103a, 103b and in the surrounding area, as well as the position markers PM fixed to the vehicle 101 n 104, which contributes to increased robustness and precision in the longitudinal and lateral control of the vehicle 101.
[0048] Fig. 2 shows a schematic representation of a system according to the invention for inductively electrically charging a vehicle 101, in particular an electric or hybrid vehicle. The situation depicted shows the vehicle 101 and three rectangular parking bays for vehicles arranged side by side. In the parking bays, a stationary primary coil unit GPM 103, 103a, 103b is arranged at each of their respective front sides (bottom in Figure 2). A secondary coil unit CPM 102 is arranged in the vehicle 101. The primary coil units GPM 103, 103a, 103b and the secondary coil unit CPM 102 are designed and configured such that energy can be inductively transmitted from a first main coil of the respective primary coil unit GPM 103, 103a, 103b to a second main coil of the secondary coil unit CPM 102 of the vehicle, or vice versa.
[0049] In the primary coil units GPM 103, 103a, 103b and in their surroundings (present at ground points where the parking bays adjoin each other on the entry side) position markers PM n 104 (shown as small black squares). The primary coil units GPM 103, 103a, 103b each have two, the environment four, the secondary coil unit CPM 102 three (not shown) and the vehicle 101 four such position markers PM n 104. The number N of position markers 104 is therefore N = 17, i.e. n = 1, 2, 3, ..., 17. The position markers 104 are all implemented as UWB transponders and form an ad-hoc radio network. The radio network is also designed to determine the relative positions of the participating position markers PM n104 and make it available to the primary coil units GPM 103, 103a, 103b, the secondary coil unit CPM 102, and the control unit 105. The control unit 105 serves, among other things, to generate instructions for the longitudinal and lateral control of the vehicle 101. The four position markers PM n 104 on the vehicle can, for example, have further functions, such as as a transmitting / receiving unit for a radio remote control of the vehicle, the respective vehicle doors, etc.
[0050] It is assumed here that the vehicle 101 has selected the rectangular parking bay shown on the left in Figure 2 for parking and inductively charging its vehicle battery by means of a control unit 105 arranged in the vehicle 101.
[0051] For an optimal inductive charging process, it is now necessary to steer the vehicle from its position shown in Fig. 1 into the left parking bay in such a way that the second main coil of the secondary coil unit CPM 102 is optimally positioned, ie centrally above the first main coil (shown as a circle) of the primary coil unit GPM 103.
[0052] To make this possible, the secondary coil unit CPM 102 is designed and configured to measure current positions POS C pM(PM n ) the position marker PM n 104 in a coordinate system (in Fig. 2 by the bold black coordinate axes) whose coordinate origin is identical to a center position MPOSCPM of the second main coil of the secondary coil unit GPM 102. The determined coordinates of the current positions POS C pM(PM n) are transmitted to the control unit 105, which uses these coordinates to generate instructions for the longitudinal and lateral control of the vehicle 101 in such a way that, when they are implemented, the center position MPOSCPM of the second main coil of the CPM can be made to coincide with the center position MPOSGPM of the first main coil of the GPM.
[0053] The center positions MPOSGPM, MPOSGPMH, MPOS G pMb of the first main coils of the primary coil unit GPM, GPMa and GPMb are shown in Fig. 2 with a point in the center of a respective circle (representing the respective first main coil).
[0054] The control unit 105 and / or the primary coil unit GPM 103 and / or the secondary coil unit CPM 102 are designed and configured such that they / they know: a relative positioning of the center position MPOSGPM relative to a total of at least three fixed position markers PM n104 in the primary coil unit GPM 103 and / or in the vicinity of the primary coil unit GPM 103, as well as a relative positioning of the center position MPOSGPM relative to a total of three position markers PM arranged on or in the vehicle 101 and / or in the secondary coil unit CPM 102 n 104. With the center positions MPOSGPM and MPOSGPM thus known in a coordinate system, the instructions for the longitudinal and lateral control of the vehicle 101 can be easily determined.
[0055] Advantageously, the proposed system is designed redundantly in such a way that the primary coil unit GPM 103 is designed and configured according to Fig. 1 and the secondary coil unit CPM 102 is designed and configured according to Fig. 2. In this case, the control unit 105 uses both the determined positions POS G pM(PM n ) and the determined positions POScpM(PM n) for generating instructions for the longitudinal and lateral control of the vehicle 101. In this case, the robustness of the longitudinal and lateral control of the vehicle 101 against failures or errors of position markers PM n 104 increased significantly.
[0056] Fig. 3 shows a highly simplified representation of the method steps of a proposed method for operating a system for inductively electrically charging a vehicle (101), in particular an electric or hybrid vehicle, as described above. The method comprises the following steps.
[0057] In a step 201, the primary coil unit GPM determines positions POS G pM(PMn) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM, and transmitting the positions POS G pM(PM n) to the control unit.
[0058] In a step 202, the secondary coil unit CPM determines positions POScpM(PM n ) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position MPOSGPM of the second main coil of the secondary coil unit CPM, and transmitting the positions POS G pM(PM n ) to the control unit.
[0059] In a step 203, using the positions POS G p M (PM n ) and / or positions POS C pM(PM n ) generating instructions for the longitudinal and lateral control of the vehicle in such a way that, when implemented, the center position MPOSCPM is aligned with the center position MPOS GPM can be covered.
[0060] The instructions for the longitudinal and lateral control of the vehicle are, in particular, control commands to an autonomous or semi-autonomous movement control of the vehicle.
[0061] Although the invention has been illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned by way of example are truly only examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as a further explanation in the description.
[0062] List of reference symbols
[0063] 101 vehicle
[0064] 102 secondary coil unit CPM
[0065] 103, 103a, 103b primary coil unit GPM, GPMa, GPMb
[0066] 104 Position Marker PM n , with n = 1 , 2, ... , N
[0067] 105 Control unit for longitudinal and lateral control of the vehicle
[0068] 201-203 Procedural steps
Claims
Patent claims 1. System for inductively electrically charging a vehicle (101), in particular an electric or hybrid vehicle, comprising a secondary coil unit CPM (102) arranged in the vehicle (101), and a stationary primary coil unit GPM (103), wherein energy can be inductively transmitted from a first main coil of the primary coil unit GPM (103) to a second main coil of the secondary coil unit CPM (102) or vice versa, characterized in that - in the primary coil unit GPM (103) and / or in its surroundings, and on or in the vehicle (101) and / or in the secondary coil unit CPM (103) a number N of position markers PM n (104) are arranged, with N > 2 and n = 1 , 2, ..., N, where - the primary coil unit GPM (103) is designed and arranged to position POS G p M (PM n ) the position marker PM n(104) in a coordinate system whose origin is a center position MPOS GPM the first main coil of the primary coil unit GPM (103) is identical, and the determined positions POS GPM (PM n ) to a control unit (105), and / or the secondary coil unit CPM (102) is designed and arranged to transmit positions POS CP M(PM n ) the position marker PM n (104) in a coordinate system whose origin is a center position MPOS CP M of the second main coil of the secondary coil unit CPM (102) is identical, and the determined positions POS CP M(PM n ) to the control unit (105), and - the control unit (105) is designed and configured to use the determined positions POS GPM (PM n ) and / or the determined positions POS CP M(PMn ) to generate instructions for the longitudinal and lateral control of the vehicle (101) in such a way that, when implemented, the center position MPOS CP M with the center position MPOS GPM can be covered.
2. System according to claim 1, characterized in that the control unit (105) and / or the primary coil unit GPM (103) and / or the secondary coil unit CPM (102) is designed and arranged in such a way that it / they know: a relative positioning of the center position MPOSGPM relative to at least one fixed position marker PM n (104)& in the primary coil unit GPM (103) or relative to a stationary position marker PM n (104) in the vicinity of the primary coil unit GPM (103) and a relative positioning of the center position MPOSGPM relative to at least one position marker PM arranged on or in the vehicle (101) n(104) or relative to a position marker PM arranged in the secondary coil unit CPM (102) n (104).
3. System according to claim 1 or 2, characterized in that the primary coil unit GPM (103) is designed and arranged such that it has a relative positioning of the center position MPOS GPM relative to at least one fixed position marker PM n (104) in the primary coil unit GPM (103) or relative to at least one stationary position marker PM n (104) in the vicinity of the primary coil unit GPM (103) is known, and this relative positioning is used to determine the positions POS GPM (PM n ) the position marker PM n (104) in the coordinate system whose origin coincides with a center position MPOS GPM the first main coil of the primary coil unit GPM (103).
4. System according to one of claims 1 to 3, characterized in that the secondary coil unit CPM (102) is designed and arranged in such a way that it is provided with a relative positioning of the center position MPOSGPM relative to at least one position marker PM arranged on or in the vehicle (101). n (104) or relative to a position marker PM arranged in the secondary coil unit CPM (102) n (104) is known and this relative positioning is used to determine the positions POScpM(PM n ) the position marker PM n (104) in the coordinate system whose coordinate origin is identical to a center position MPOSGPM of the second main coil of the secondary coil unit CPM (102).
5. System according to one of claims 1 to 4, characterized in that the number is N > 3 or N > 4 or N > 5 or N > 6 or N > 7.
6. System according to one of claims 1 to 5, characterized in that the position markers PM n (104) are designed and constructed to form a radio network, in particular an ad-hoc radio network, and to transmit and / or exchange signals, in particular position signals, therein.
7. System according to claim 6, characterized in that the radio network is designed and arranged to determine respective relative positions RP(PM n , PM m ) the position marker PM n (104) to each other, with nm and n, me {1 , 2,..., N} and the relative positions RP(PM n , PM m ) to the primary coil unit GPM (103) and / or the secondary coil unit CPM (102) and / or the control unit (105).
8. System according to one of claims 1 to 7, characterized in that the primary coil unit GPM (103) is designed and arranged to measure the positions POS(PM n) the position marker PM n (104) based on signal propagation time measurements and / or signal strengths.
9. System according to one of claims 1 to 8, characterized in that the secondary coil unit CPM is designed and arranged to measure the positions POS(PM n ) the position marker PM n based on signal propagation time measurements and / or signal strengths.
10. A method for operating a system for inductive electrical charging of a vehicle (101), in particular an electric or hybrid vehicle, according to one of claims 1 to 9, comprising the following steps: - by the primary coil unit GPM Determining (201) positions POS G pM(PM n ) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position MPOSGPM of the first main coil of the primary coil unit GPM, and transmitting the positions POS G pM (PM n ) to the control unit, and / or through the secondary Coil unit CPM Determining (202) positions POS C pM(PM n ) the position marker PM n in a coordinate system whose coordinate origin is identical to a center position M POSCPM of the second main coil of the secondary coil unit CPM, and transmitting the positions POS G p M (PM n ) to the control unit, and - using the positions POS G p M (PM n ) and / or positions POS G p M (PM n ) Generating (203) instructions for longitudinal and lateral control of the vehicle such that, when implemented, the center position MPOSCPM is aligned with the center position MPOS GPM can be covered.