Charging system with inductive charging device

Abstract

The present invention relates to a charging system (1) comprising spaced-apart stationary inductive charging devices (2) for wireless energy transmission. Improved efficiency and comfort of the charging system (1) are achieved by each stationary inductive charging device (2) having a positioning device (4) for positioning a mobile inductive charging device (101) relative to the stationary inductive charging device (2), and by dividing the stationary inductive charging devices (2) into multiple groups (6), where the positioning device (4) of each group (6) is activated when a vehicle (100) approaches the group (6). The present invention also relates to a parking lot (200) and a parking lot system (300) comprising such a charging system (1).

Description

[Technical Field]

[0001] The present invention relates to a charging system comprising a stationary inductive charging device for wireless energy transfer with a motor vehicle. The present invention further relates to a parking lot system comprising a parking lot and such a charging system.

[0002] Wireless energy transmission with the automobile can be carried out inductively. For this purpose, the automobile's mobile inductive charging device cooperates with a stationary inductive charging device. Each inductive charging device has an energy coil, one of which functions as a primary coil and the other as a secondary coil for energy transmission. To enable this type of energy transmission and increase the efficiency of the energy transmission, the energy coil, and therefore the mobile inductive charging device, should be positioned accordingly with respect to the stationary inductive charging device.

[0003] A charging system may have multiple such stationary inductive charging devices, whereby each stationary inductive charging device is capable of wirelessly transferring energy with a mobile inductive charging device in a vehicle.

[0004] The problem addressed by the present invention is to provide improved or at least alternative embodiments for a charging system of the type mentioned at the beginning and for a parking system including such a charging system, which in particular eliminates the drawbacks of the prior art. In particular, the problem addressed by the present invention is to provide improved or at least alternative embodiments for a charging system and parking system that are distinguished by improved efficiency, as well as improved operation and increased comfort.

[0005] The above-mentioned problem is solved according to the invention by the subject matter of the independent claims. Advantageous embodiments are the subject matter of the dependent claims.

[0006] Therefore, the present invention is based on the general idea of ​​providing a charging system including stationary inductive charging devices for wireless energy transmission with a mobile inductive charging device of a vehicle with a positioning device at each stationary inductive charging device that, when active, generates at least one positioning signal for positioning the mobile inductive charging device relative to the stationary inductive charging device. In this way, the mobile inductive charging device, and thus the corresponding vehicle, can be positioned with greater precision relative to each stationary inductive charging device as desired. This facilitates a sufficiently high level of coupling between the stationary inductive charging device and the mobile inductive charging device, thereby enabling energy transmission and improving energy transmission between each stationary inductive charging device and the mobile inductive charging device positioned relative to the stationary inductive charging device. As a result, the efficiency of the charging system is improved. At the same time, the present invention is based on the general idea of ​​dividing the stationary inductive charging devices into multiple groups, at least partially deactivating the positioning device for each group and activating it only when a vehicle approaches the group. As a result, the stationary inductive charging devices of each group are fully operational, and in particular, the positioning signal is fully generated, only when energy transmission with the vehicle's mobile inductive charging device is likely or fully possible. This reduces the energy consumption of the charging system. This in turn improves the efficiency of the charging system. At the same time, activation of the positioning devices of each group presents the vehicle with a selection of potentially available stationary inductive charging devices at which the vehicle can be located by the corresponding positioning device. This leads to improved operation and improved comfort.

[0007] In accordance with the concept of the present invention, a charging system includes a plurality of mutually spaced stationary inductive charging devices. Each stationary inductive charging device inductively cooperates with a mobile inductive charging device of a vehicle for wireless energy transmission during a charging operation. The stationary inductive charging devices are divided into at least two groups, each group including at least two stationary inductive charging devices. Each stationary inductive charging device has a positioning device, which generates a positioning signal to position the mobile inductive charging device of the vehicle relative to the stationary inductive charging device during a positioning operation. Each inductive charging device has an interface for activating and deactivating the positioning device, which interface is hereinafter also referred to as an activation interface. Each group further includes a device, hereinafter also referred to as a trigger device, for identifying the proximity of a vehicle to the corresponding group. That is, each trigger device is configured to identify the proximity of a vehicle to the corresponding group. Each trigger device is communicatively connected to the activation interface of the stationary inductive charging device of the corresponding group. In this case, each trigger device is configured to at least partially activate, using an activation interface, the positioning devices of at least the unoccupied stationary inductive charging devices of the corresponding group upon recognition of the proximity of the vehicle to the corresponding group.

[0008] The positioning devices are at least partially deactivated as described above and are activated only when the vehicle approaches the corresponding group, i.e., rationally, each of the positioning devices is at least partially deactivated and is activated only when the vehicle approaches the corresponding group.

[0009] In this specification, "each" should be understood in particular to mean "each individual". Thus, "each positioning device of the group" means "each individual positioning device of the group".

[0010] Partial activation of the respective positioning device means that the positioning device is correspondingly at least partially deactivated in the other state, i.e. in the deactivated state.

[0011] Each partial activation of the positioning equipment of a group, depending on the proximity of the vehicle to this group, means that the positioning equipment of the other groups is in a deactivated state, in particular as long as the vehicle is not in proximity to these other groups.

[0012] Each positioning device can be fully activated by activation using a trigger device, which is particularly the case when the positioning device is fully deactivated, i.e. turned off, in the deactivation state.

[0013] Partial activation of the positioning equipment may reasonably occur if the positioning equipment is only partially deactivated in the deactivated state, i.e. the positioning equipment may for example be in a standby state in which it at least partially generates positioning signals. In particular, it is conceivable that the positioning equipment generates positioning signals for remote or coarse positioning of the motor vehicle in the standby state.

[0014] In the following, "activate" and "activation" should be understood as preferably full activation of the positioning device such that the positioning device fully generates the positioning signal.

[0015] Hereinafter, "deactivate" and "deactivation" should be understood as at least partial deactivation of the positioning equipment, such that the positioning equipment is completely turned off or that the positioning equipment is in a standby state.

[0016] The configuration according to the present invention is advantageous because all positioning equipment can be in a relatively energy-saving, inactive state unless the vehicle is in proximity to a charging system, and as soon as the vehicle approaches a group of charging systems, only the positioning equipment of this group is activated, and all other positioning equipment can remain in a relatively energy-saving, inactive state.

[0017] Each stationary inductive charging device is preferably configured for wireless energy transmission with a single motor vehicle, in particular a single mobile inductive charging device, in operation, i.e., in particular, each stationary inductive charging device preferably forms one charging point of the charging system.

[0018] Proximity to the group is to be understood here in particular as the distance of the vehicle to the group being less than a preset value.

[0019] An unoccupied stationary inductive charging device is, in particular, a stationary inductive charging device that is not in a charging and / or positioning operation, i.e., an unoccupied stationary inductive charging device that is available for wireless energy transmission with a vehicle.

[0020] In a preferred embodiment, at least one of these trigger devices, preferably each, activates only the positioning devices of unoccupied stationary inductive charging devices upon detecting the proximity of a vehicle. This further reduces the energy consumption of the charging system, thereby further improving efficiency. Furthermore, this reduces overlapping of positioning fields, and the vehicle is only presented with stationary inductive charging devices that are actually available. This leads to improved operation.

[0021] The charging system is advantageously used in a parking system further comprising a parking lot, the parking lot including a plurality of parking spaces, at least some of which are provided with corresponding stationary inductive charging devices of the charging system, i.e., each stationary inductive charging device is located in a corresponding parking space, thus resulting in a corresponding grouping of the parking spaces.

[0022] Each parking space is advantageously provided for a single vehicle.

[0023] At least one of the stationary inductive charging devices may be located above a corresponding parking space.

[0024] At least one of the stationary inductive charging devices may be at least partially mounted within the corresponding parking space. In particular, at least one of the stationary inductive charging devices may be completely mounted within the corresponding parking space.

[0025] Each inductive charging device has a coil for energy transmission, which is hereinafter also referred to as an energy coil. That is, each stationary inductive charging device and each mobile inductive charging device has one energy coil. For wireless energy transmission, the energy coil of the stationary inductive charging device is used as a primary coil, and the energy coil of the mobile inductive charging device positioned relative to the stationary inductive charging device is used as a secondary coil, or vice versa. That is, energy transmission in this specification should also be understood as bidirectional wireless energy transmission.

[0026] The positioning of the mobile inductive charging device relative to the stationary inductive charging device is reasonably performed so that the energy coils are positioned relative to one another to achieve optimal inductive coupling between the energy coils.

[0027] For the purpose of locating the mobile inductive charging device, the corresponding motor vehicle receives a positioning signal, on the basis of which navigation instructions are advantageously generated and output. To receive the positioning signal, the motor vehicle, in particular the mobile inductive charging device, can have at least one corresponding receiver, for example at least one receiving coil.

[0028] Reasonably, the positioning device is deactivated when the mobile inductive charging device is positioned relative to a corresponding stationary inductive charging device, in particular when the corresponding stationary inductive charging device is in a charging operation.

[0029] Preferably, the charging operation begins when the mobile inductive charging device is positioned relative to the stationary inductive charging device, i.e., in particular, the charging operation begins after the positioning operation, thus reducing energy consumption and making the operation more robust.

[0030] The navigation instructions can be made available to a vehicle driver, who can navigate, in particular steer, the vehicle in accordance with the navigation instructions, thereby achieving relative positioning of the inductive charging devices. Alternatively or additionally, the navigation instructions can be output to a driver assistance system for at least partially autonomous driving of the vehicle, whereby the driver assistance system uses the navigation instructions to at least semi-autonomously navigate the vehicle in order to relative position the inductive charging devices.

[0031] The initiation of positioning, i.e., so-called "pairing" between a vehicle and a stationary inductive charging device, preferably occurs upon approaching a corresponding stationary inductive charging device, in particular upon approaching a corresponding parking space, whereby activation of the positioning device of each group allows each vehicle to select between available, i.e., unoccupied, stationary inductive charging devices, in particular parking spaces, of each group.

[0032] The positioning signal may be in any such manner.

[0033] In particular, the positioning signal may comprise at least one field, i.e. the positioning device may generate at least one field.

[0034] Advantageously, at least one field, preferably each field, of the at least one field is a magnetic field, which results in an easier and more robust reception of the positioning signals in the vehicle, in particular compared to electromagnetic fields, and thus in a more reliable and robust positioning.

[0035] To generate each magnetic field, the positioning device can include at least one coil, hereinafter also referred to as a transmitting coil, each transmitting coil being advantageously different from the energy coil of the stationary inductive charging device.

[0036] Preferably, at least one of these positioning devices, advantageously each positioning device, generates at least two mutually offset fields, preferably at least two mutually offset magnetic fields, the relationship of which fields being used for positioning, which allows easy positioning without any special prior calibration.

[0037] Preferably, each trigger device is further configured to identify an absence state of the corresponding group, in which no vehicle is present in the group or all vehicles present in the group are in charging operation and no vehicle is in proximity to the group, and each trigger device is further configured to deactivate the positioning device of the corresponding group using the activation interface when the absence state is identified.

[0038] Preferably, the positioning device of a corresponding group is alternatively or additionally deactivated when a vehicle previously in the vicinity of this group initiates positioning and / or energy transfer with one of the corresponding stationary inductive charging devices within this group, i.e., in particular when one of the stationary inductive charging devices of this group is in charging operation with the mobile inductive charging device of this vehicle.

[0039] Each trigger device may optionally be configured to identify the proximity of a vehicle.

[0040] It is conceivable that at least one of these trigger devices, which identifies the proximity of a vehicle to a corresponding group, has and / or monitors an operation alarm, and / or an induction loop in the ground or in the roadway, and / or a light barrier, and / or an opening device for opening a gate or barrier.

[0041] A preferred embodiment is one in which at least one of the trigger devices has a wireless communication interface, which covers a zone including the corresponding group with a wireless network and communicates with the vehicle using this network. In this embodiment, the proximity of the vehicle is identified when the vehicle communicates with the wireless communication interface. That is, the proximity of the vehicle can be identified when the vehicle enters a zone covered by this network. Therefore, the proximity of the vehicle is easily and reliably identified without requiring any structural measures for this purpose. In particular, corresponding structural processing of the ground and / or roadway for this purpose is not required.

[0042] Advantageously, the trigger device also identifies, using the wireless network, whether the vehicle is present in the corresponding group or absent from this group, such identification, in particular the identification of an absent state, preferably being performed when the vehicle does not communicate with the wireless communication interface using the wireless network.

[0043] The wireless communication interface creates a wireless network, which covers a zone, in particular the area covered by the network.

[0044] Each motor vehicle reasonably has a corresponding vehicle-side communication interface, hereinafter also referred to as a radio interface, for communication with the network, by means of which the motor vehicle can in particular receive and send communication signals.

[0045] In a preferred embodiment, at least two of these trigger devices, preferably each trigger device, have such a wireless communication interface. Correspondingly, the charging system includes at least two such zones, each zone including at least one such group, preferably a single such group.

[0046] In order to identify the proximity of a vehicle, an embodiment is preferred in which at least one of these trigger devices, preferably each trigger device, uses only a wireless communication interface and therefore a network created using the wireless communication interface.

[0047] Each wireless network may be in any such manner.

[0048] In a preferred embodiment, at least one of the at least one networks, preferably each network, is a network conforming to the IEEE 802.11 standard, i.e., preferably a WLAN. In particular, the wireless communication interface is a WLAN base station, e.g., a WLAN access point and / or a WLAN router. This allows for a large coverage area, and therefore a wide zone, as well as the use of existing / released frequencies for the wireless communication interface and thus the identification of the proximity of a vehicle. As a result, the charging system can be operated with fewer wireless interfaces and / or does not require special frequencies for the proximity identification. Therefore, the charging system is low-cost, simple, and reliable. Furthermore, in this way, the interaction of the wireless network with the fields formed by the energy coil and / or the transmitting coil is avoided or at least reduced. In this way, the charging system's vulnerability to interference is reduced and its reliability is improved.

[0049] Furthermore, since the communication interface conforming to IEEE802.11 is a standard product, for example in the form of a corresponding chip, and is available at low cost, the charging system can be realized in a compact size and at low cost.

[0050] If at least two trigger devices each have one such wireless communication interface, the wireless network signal of the corresponding trigger device in each group is stronger than the wireless network signal of each other trigger device. The wireless communication interfaces are arranged and / or configured accordingly. In other words, at least some of the stationary inductive charging devices in each group, preferably all of the stationary inductive charging devices in each group, are associated with the trigger device that has the strongest local wireless signal. This improves the reliability of the charging system, particularly the reliability of activating and deactivating the stationary inductive charging devices.

[0051] An advantageous embodiment is considered to be one in which at least one wireless communication interface, preferably each wireless communication interface, of the at least one wireless communication interface is located in the center of the corresponding group, so that the corresponding group is reliably covered by the wireless network, and thus the proximity of vehicles from different directions is reliably and easily identified. Furthermore, this advantageously results in the corresponding group being located in the center of the corresponding zone, so that the proximity of vehicles from different directions, in particular from all directions, is reliably and easily identified in a uniform manner.

[0052] At least one of these at least one wireless communication interface, in particular a WLAN base station, e.g. a WLAN access point and / or a WLAN router, may be separate from the corresponding stationary inductive charging device, in particular remote from the corresponding stationary inductive charging device, i.e. in particular the wireless communication interface is a separate component within the corresponding group.

[0053] It is conceivable that at least one of the at least one wireless communication interface, in particular a WLAN base station, such as a WLAN access point and / or a WLAN router, is provided in one of the corresponding stationary inductive charging devices. Since the stationary inductive charging device typically already has a wireless communication interface, in particular compliant with the IEEE 802.11 standard, for communicating with, for example, mobile inductive charging devices, no additional components are required to create a network. In particular, the wireless communication interface is provided in one of the stationary inductive charging devices located in the center of the corresponding group. Therefore, the wireless communication interface is an integral component of the corresponding stationary inductive charging device. This facilitates installation of the charging system, in particular in the corresponding parking lot. Furthermore, in this way, the stationary inductive charging devices of a group can be arranged modularly one after the other, such that each group corresponds to a "module."

[0054] Each activation interface may be arbitrarily configured.

[0055] It is conceivable that at least one of these at least one activation interface, in particular each activation interface, is a wireless interface, which reduces the installation effort and the number of components of the charging system.

[0056] In a preferred embodiment, at least one of the at least one activation interface configured as a wireless interface is communicatively connected to the triggering device by means of a wireless network, so that the proximity of the motor vehicle is identified as well as the corresponding activation and / or deactivation of the positioning device is performed by means of the wireless network.

[0057] In principle, the groups can transition between each other without interruption, so that it is possible in particular to carry out successive activation and deactivation of mobile inductive charging devices of adjacent groups.

[0058] Advantageously, between at least two adjacent groups, there is an area where no stationary inductive charging devices are provided, such as the roadway of the corresponding parking lot. This results in a clear separation of the groups, which results in a correspondingly clear separation of the activation and deactivation of the positioning devices respectively corresponding to the groups. In this way, the operation of the charging system is improved and energy consumption is reduced. The latter results in increased efficiency.

[0059] Essentially, at least one stationary inductive charging device in a transition area between two groups may be assigned to two groups, each group including at least one other stationary inductive charging device that is not assigned to the second group. Corresponding at least one stationary inductive charging device to two groups allows, among other things, sequential activation and deactivation of positioning devices of the stationary inductive charging devices of the two groups.

[0060] Preferably, each stationary inductive charging device is assigned to a single group, resulting in a clear separation of the groups, which results in a correspondingly clear separation of the activation and deactivation of the positioning devices corresponding to each group. In this way, the operation of the charging system is improved, energy consumption is reduced, and efficiency is increased.

[0061] It is conceivable that at least one of these stationary inductive charging devices has a BUS system with an activation interface.

[0062] Alternatively or additionally, at least one of the stationary inductive charging devices may have a pin system with an activation interface.

[0063] The activation interface is advantageously arranged in the case of the electronics of a particular stationary inductive charging device, via which a communicative connection can be made with a corresponding triggering device, via which a signal can be received, in particular whether the positioning device should be activated and / or deactivated.

[0064] In this case, the electronics associated with the stationary inductive charging device are not necessarily located at the stationary inductive charging device, but may be located remotely from the stationary inductive charging device, for example in a so-called "wall box", i.e., the communication connection with the corresponding positioning device can be made via the remotely located electronics, in particular via the wall box.

[0065] It is obvious that in addition to the charging system, a parking lot system including a parking lot and a charging system is also included in the scope of the present invention.

[0066] Further important features and advantages of the invention emerge from the dependent claims, the drawings and the corresponding illustrations based on the drawings.

[0067] It is obvious that the features mentioned above and those to be described below can be used not only in the respective combinations mentioned, but also in other combinations or alone, without departing from the scope of the invention.

[0068] Preferred embodiments of the present invention are illustrated in the drawings and described in detail in the following specification, wherein like reference numbers refer to identical or similar or functionally identical components. [Brief explanation of the drawings]

[0069] [Figure 1] 1 is a highly simplified schematic plan view of a charging system with stationary inductive charging devices in a parking system; FIG. [Figure 2] 1 is a greatly simplified schematic wiring diagram of a stationary inductive charging device in charging operation; [Figure 3] 1 is a simplified schematic cross-sectional view of a stationary inductive charging device; [Figure 4] FIG. 1 is a highly simplified schematic wiring diagram of a group of charging systems.

[0070] A charging system 1, as exemplarily shown in Figures 1, 2 and 4, is used for wireless energy transmission using induction. For this purpose, the charging system 1 comprises a number of stationary inductive charging devices 2 that are spaced apart from one another.

[0071] As can be seen from FIG. 2 , each stationary inductive charging device 2 is used for wireless energy transmission with the vehicle 100 during charging operation. Therefore, during charging operation, each stationary inductive charging device 2 is a charging point of the charging system 1. For this purpose, the vehicle 100 has a mobile inductive charging device 101. During charging operation, the stationary inductive charging device 2 and the mobile inductive charging device 101 inductively cooperate for wireless energy transmission. For wireless energy transmission, each stationary inductive charging device 2 has a coil 3, hereinafter also referred to as the stationary energy coil 3. For this purpose, the mobile inductive charging device 101 has a coil 102, hereinafter also referred to as the mobile energy coil 102, which inductively cooperates with the stationary energy coil 3. As can be seen from FIG. 2 , the energy coils 3, 102 for wireless energy transmission should be positioned relative to each other so as to be inductively coupled. To enhance coupling between the energy coils 3, 102 and thereby improve efficiency, the energy coils 3, 102 should be optimally positioned relative to one another, thereby achieving optimal coupling. That is, for improved functionality and efficiency, the mobile inductive charging device 101, and therefore the automobile 100, should be positioned accordingly relative to the stationary inductive charging device 2. Here, the inductive charging devices 2, 101 are spaced apart from one another in the height direction R1. Furthermore, to enable charging operations and achieve high efficiency in the charging operations, the energy coils 3, 102 are positioned relative to one another transversely to the height direction R1, i.e., in a longitudinal direction R2 extending transversely to the height direction R1, and in a transverse direction R3 extending transversely to the height direction R1 and transversely to the longitudinal direction R2. For positioning purposes, each stationary inductive charging device 2 has a positioning device 4, as shown only in Figures 2 and 3, which generates a positioning signal to position the mobile inductive charging device 102, and thus the vehicle 100, relative to the stationary inductive charging device 2 during a positioning operation. In the illustrated embodiment, each positioning device 4 generates a magnetic positioning signal comprising at least one magnetic field.For this purpose, the positioning device 4 has at least one coil 5, hereinafter also referred to as a transmitting coil 5. Furthermore, the motor vehicle 100, in the illustrated embodiment, the mobile inductive charging device 101, has a receiver 103 for receiving the positioning signal. In the embodiment shown in FIG. 2, the receiver 103 is a coil 104, hereinafter also referred to as a receiving coil 104. Here, the received positioning signal is used to generate navigation instructions, indicated by crossed arrows in FIG. 2 . That is, the navigation instructions determine the navigation, particularly the steering, of the motor vehicle 100 in order to position the inductive charging devices 2, 101 relative to one another. In this case, the evaluation of the positioning signal and the generation and output of the navigation instructions can be performed by a control device 105 of the motor vehicle 100. During the energy transfer, energy can be transferred to the mobile inductive charging device 101, particularly for charging a battery 106 of the motor vehicle 100. For this purpose, a rectifier 107 may be provided between the mobile energy coil 102 and the battery 106, which converts the voltage induced in the mobile energy coil 102 into a rectified voltage. Energy can also be transferred from the mobile inductive charging device 101 to the stationary inductive charging device 2.

[0072] As can be seen in Fig. 1, the stationary inductive charging devices 2 are divided into at least two groups 6, with each group 6 including at least two stationary inductive charging devices 2. Fig. 4 shows one of these groups 6. In Fig. 1, each group 6 includes, by way of example only, 14 stationary inductive charging devices 2. In Fig. 4, the illustrated group 6 includes, by way of example only, 10 stationary inductive charging devices 2.

[0073] As can be further seen, particularly from FIG. 4 , each stationary inductive charging device has an interface 7 that activates and deactivates the positioning device 4. The interface 7 is hereinafter also referred to as an activation interface 7. As can be seen from FIGS. 1 and 4 , the charging system 1 has, for each group 6, a corresponding device 8 that is configured to identify the proximity of a vehicle 100 to the corresponding group 6. The device 8 is hereinafter also referred to as a trigger device 8. Each trigger device 8 is communicatively connected to the activation interface 7 of the stationary inductive charging device 2 of the corresponding group 6, as suggested in FIG. 4 . In this case, the trigger device 8 activates the positioning devices 4 of at least the unoccupied stationary inductive charging devices 2, preferably only the unoccupied stationary inductive charging devices 2 of the corresponding group 6, using the activation interface 7 when it identifies the proximity of a vehicle 100 to the corresponding group 6. The trigger devices 8 are configured accordingly. Thus, the positioning devices 4 are permanently inactive. As a result, energy consumption of the charging system 1 is reduced, and the efficiency of the charging system 1 is improved. At the same time, the positioning device 4 allows the inductive charging devices 2, 102 to be easily and reliably positioned relative to one another, and each unoccupied stationary inductive charging device 2 in group 6 is provided and made available to each vehicle 100. That is, the vehicle 100 can approach each unoccupied stationary inductive charging device 2 for positioning with the stationary inductive charging device 2, and the vehicle 100 can easily and accurately position itself using the positioning device 4.

[0074] In FIG. 1, for the sake of clarity, trigger devices 8 are shown for only four of these groups 6 .

[0075] Each trigger device 8 is further configured to identify an absence state of the corresponding group 6, in which either no vehicle 100 is present in this group 6 or all vehicles 100 present in this group are in charging operation and no vehicle 100 is in proximity to this group 6. When the absence state is identified, the trigger device 8 deactivates the positioning devices 4 of the corresponding group 6 using the activation interface 7. Each trigger device 8 is preferably further configured to deactivate the positioning devices 4 of the stationary inductive charging devices 2 of the corresponding group 6 when each vehicle 100 present in the group is in charging operation.

[0076] As suggested in FIG. 1 , the charging system 1 can be used in a parking lot 200, thus forming, together with the parking lot 200, a parking lot system 300. Here, the parking lot 200 includes a plurality of parking spaces 201, each used for stopping / parking a vehicle 100. At least some of the parking spaces 201 are provided with a corresponding stationary inductive charging device 2 of the charging system 1. In the example shown in FIG. 1 , by way of example only, each parking space 201 is provided with a stationary inductive charging device 2 of the charging system 1. Thus, similar groupings of the parking spaces 201 occur. As can be seen from FIG. 2 , in the illustrated embodiment, the stationary inductive charging devices 2 are mounted within the corresponding parking spaces 201.

[0077] As can be seen from Figure 1, in the illustrated embodiment, between adjacent groups 6, there is one area 16 where no stationary inductive charging devices 2 are provided, and this area is formed by the roadway 202 of the parking lot 200. As can be further seen from Figure 1, in the illustrated embodiment, each stationary inductive charging device 2 is assigned to a single one of these groups 6. That is, these groups 6 do not share stationary inductive charging devices 2.

[0078] In the illustrated embodiment, each trigger device 8 has a wireless interface 9 that covers a zone 10 including the corresponding group 6 via a wireless network. The interface 9 is hereinafter also referred to as a communication interface 9. In FIG. 1 , the corresponding zones 10 are shown only for the four illustrated trigger devices 8. As can be seen from FIG. 1 , in the illustrated embodiment, each group 6 is located only in the corresponding zone 10. In the illustrated embodiment, each wireless communication interface 9 covers the corresponding zone 10 via a wireless network conforming to the IEEE 802.11 standard. That is, the wireless communication interface 9 is, in particular, a WLAN base station 11 or a WLAN access point 12, in particular a WLAN router 13. Each trigger device 8 communicates with a motor vehicle 100 via the wireless network. For this purpose, each motor vehicle 100 may have a corresponding wireless interface 108, as suggested in FIG. 2 , that, in particular, transmits and preferably also receives wireless signals for communication. When the motor vehicle 100 communicates with the wireless communication interface 9, i.e., in particular, when it enters the corresponding zone 10, the proximity of the motor vehicle 100 is identified. Similarly, if communication with the vehicle 100 becomes impossible, ie, the vehicle 100 leaves the corresponding zone 10 , the vehicle 100 is identified as having left the corresponding group 6 .

[0079] As suggested in FIG. 1 , in the illustrated embodiment, in each group 6, the signal of the wireless network of the corresponding trigger device 8 is stronger than the signal of the wireless network of each other trigger device 8. That is, the stationary inductive charging device 2 in each group 6 is associated with the trigger device 8 that has the strongest wireless signal locally. As can be seen from FIG. 1 , in the illustrated embodiment, each zone 10 is spaced apart from the other groups 6. That is, in the illustrated embodiment, each zone 10 does not extend into the other groups 6. As suggested in FIGS. 1 and 4 , in the illustrated embodiment, each wireless communication interface 9, particularly each trigger device 8, is located at the center of the corresponding group 6. Furthermore, each group 6 is located at the center of the corresponding zone 10.

[0080] 1 and 4, in the illustrated embodiments, each wireless communication interface 9 is separate from and spaced apart from the corresponding stationary inductive charging device 2. However, as suggested by the dashed lines in FIG. 4, at least one of the wireless communication interfaces 9 may be provided within one of the corresponding stationary inductive charging devices 2 of the corresponding group 6, i.e., may be a component of the stationary inductive charging device 2. As suggested in FIG. 4, this is one of the stationary inductive charging devices 2 located in the center of the group 6.

[0081] 4, at least one of these activation interfaces 7 may be a wireless interface 14 in the illustrated embodiment, whereby activation and therefore communication with the corresponding trigger device 8 occurs wirelessly. In the illustrated embodiment, the activation interface 7, preferably configured as a wireless interface 14, is communicatively connected to the trigger device 8 by means of a wireless network.

[0082] As suggested in a significantly simplified manner in FIG. 2, at least one of these stationary inductive charging devices 2 may also have a BUS system 15 with an activation interface 7.

[0083] In these illustrated embodiments, the stationary energy coils 3 are each a flat coil 17. Here, the stationary energy coils 3 are wound around a winding axis A1 which extends parallel to the height direction R1, as can be seen, for example, in FIG.

[0084] As can be seen from FIGS. 2 and 3 , each positioning device 4 has at least four transmitting coils 5, with only two of these transmitting coils 5 visible in FIG. 2 . As can be seen only in FIG. 3 , one of these transmitting coils 5 generates a magnetic field oriented in a longitudinal direction R2. This transmitting coil 5 is also referred to hereinafter as a remote coil 18. Preferably, the longitudinal direction R2 is the direction of travel of the vehicle 100, i.e., the X direction of the vehicle 100. In the illustrated embodiment, the remote coil 18 is wound around a winding axis A2 extending parallel to the longitudinal direction R1. In particular, as can be further seen from FIG. 3 , the stationary inductive charging device 2 in the illustrated embodiment has at least four further transmitting coils 5 that are offset from one another, and each of these transmitting coils 5 generates a magnetic field oriented in the height direction R1. These transmitting coils 5 are also referred to hereinafter as proximity coils 19. In the embodiment shown in FIG. 3 , the positioning device 4 has a total of five such proximity coils 19. As can be seen in particular from FIG. 3, each proximity coil 19 is formed as a flat coil 17 wound around a winding axis A3 extending parallel to the height direction R1. As can be seen in particular from FIG. 3, the transmitting coil 5 differs from the stationary energy coil 3. As can be seen in particular from FIG. 3, the proximity coil 19 is smaller than the stationary energy coil 3. In this case, the magnetic field generated by the remote coil 18 is preferably used for remote positioning, in particular for distances greater than 0.5 m, in particular for distances between 1.5 m and 0.5 m. Preferably, each proximity coil 19 is used for close positioning, i.e., in particular for distances shorter than 1.5 m, in particular for distances shorter than 0.5 m.

Claims

1. A stationary inductive charging device (2), wherein the stationary inductive charging device (2) is configured to inductively cooperate with a mobile inductive charging device (101) of an automobile (100) for wireless energy transmission during charging operations, In the positioning operation, a positioning device (4) is configured to generate a positioning signal for positioning the mobile inductive charging device (101) relative to the stationary inductive charging device (2), An activation interface (7) configured to at least partially activate or deactivate the positioning device (4) by a trigger device (8) when a corresponding signal is acquired, and A stationary inductive charging device (2) equipped with the following:

2. The stationary inductive charging device (2) according to claim 1, wherein the positioning device (4) is configured to be deactivated when the mobile inductive charging device (101) is positioned relative to the stationary inductive charging device (2), in particular when the stationary inductive charging device (2) is in charging operation and / or when the vehicle (100) is not nearby.

3. The stationary inductive charging device (2) according to claim 1 or 2, wherein the positioning device (4) is configured to generate a positioning signal for remote positioning or coarse positioning of the automobile (100) in a standby state in which it is at least partially deactivated.

4. The stationary inductive charging device (2) according to claim 1 or 2, wherein the positioning device (4) is configured to be activated when the trigger device (8) identifies the proximity of the automobile (100).

5. The stationary inductive charging device (2) according to claim 1 or 2, wherein the positioning device (4) is configured to generate a field for positioning the mobile inductive charging device (101).

6. The stationary inductive charging device (2) according to claim 5, wherein the field is a magnetic field.

7. The stationary inductive charging device (2) according to claim 6, wherein the positioning device (4) has at least one transmitting coil (5) for generating the magnetic field.

8. The stationary inductive charging device (2) according to claim 5, wherein the positioning device (4) is configured to generate at least two fields that are offset from each other.

9. The stationary inductive charging device (2) according to claim 1 or 2, wherein the stationary inductive charging device (2) has a BUS system (15) equipped with the activation interface (7).

10. The stationary inductive charging device (2) according to claim 1 or 2, wherein the activation interface (7) is a wireless interface (14) configured to communicate with the trigger device (8) using a wireless network generated by the trigger device (8).

11. The stationary inductive charging device (2) according to claim 10, wherein the activation interface (7) is located in the case of the electronic equipment of the stationary inductive charging device (2), and a connection is made to communicate with the trigger device (8) via the electronic equipment.

12. The stationary inductive charging device (2) according to claim 1 or 2, further comprising a wireless communication interface (9) for the trigger device (8).

13. The stationary inductive charging device (2) according to claim 12, wherein the wireless communication interface (9) is configured to generate a wireless network compliant with the IEEE 802.11 standard.

14. The stationary inductive charging device (2) according to claim 12, wherein the proximity of the automobile (100) is identified when the automobile (100) communicates with the wireless communication interface (9).

15. A mobile inductive charging device (101) for an automobile (100), wherein the mobile inductive charging device (101) is configured to cooperate with a stationary inductive charging device (2) for wireless energy transmission during charging operations, A receiver for receiving a positioning signal from the stationary inductive charging device (2) A mobile inductive charging device (101) equipped with the following.

16. The mobile inductive charging device (101) according to claim 15, wherein the receiver (103) is a receiving coil (104).

17. The mobile inductive charging device (101) according to claim 15, further comprising a communication interface for communicating with a communication interface (9) of a trigger device (8).

18. The mobile inductive charging device (101) according to claim 15, further comprising a control device (105) for evaluating the positioning signal and generating and outputting navigation instructions based on the positioning signal.

19. A trigger device (8), A wireless communication interface (9) is connected to the activation interface (7) of a stationary inductive charging device (2) to communicate, and is configured to activate the positioning device (4) of the stationary inductive charging device (2) by the activation interface (7) when an automobile (100) is detected to be in the vicinity, and / or deactivate the positioning device (4) of the stationary inductive charging device (2) by the activation interface (7) when a mobile inductive charging device (101) is positioned relative to the stationary inductive charging device (2), particularly when the stationary inductive charging device (2) is in charging operation, and / or when an automobile (100) is not in the vicinity. A trigger device (8) is provided with the following:

20. The trigger device (8) according to claim 19, wherein the wireless communication interface (9) is configured to generate a wireless network compliant with the IEEE 802.11 standard.

21. The trigger device (8) according to claim 19, wherein the trigger device (8) is configured to monitor an operating alarm, and / or an induction loop in the ground, and / or a light barrier, and / or an opening device for opening a gate or barrier, in order to identify the proximity of the automobile (100).

22. The trigger device (8) according to claim 19, wherein the trigger device (8) is configured to communicate with the wireless communication interface of the automobile (100) in order to identify the proximity of the automobile (100).

Images