DE102022125116A1 - Traction energy supply method, in particular using a power supply system for motor vehicles, preferably for commercial vehicles for electrically operated heavy traffic - Google Patents

Abstract

A traction energy supply method can ensure the electrical supply of heavy goods vehicles 220, 220 ^I with electrical drive energy in that electrical energy is made available for at least one drive motor by transmission on at least one electrical line 260, 260 ^I in the area of a line section 210, 210 ^I supported by a supply line . An electric accumulator of the heavy-duty vehicle 220, 220 ^I serves as an element for bridging sections that are line sections 210 ^I without a supply line. The at least one electrical line 260, 260 ^I is supplied by a power-controlled electrical energy source 203, 203 ^I. This is mode-dependent. For this purpose, the power supply is implemented by an electrically controllable substation 209 . In an energy supply system 202 with the at least one electrical line 260, 260 ^I and a controllable energy supply, electrical recharging energy can be made available for at least one vehicle 220, 220 ^I of heavy traffic 201 as required, depending on the mode.

Description

The present invention deals with electrically supplied transport traffic, in particular heavy traffic with at least one heavy traffic vehicle that is driven by at least one electric motor, such as a truck (truck) or a passenger transport vehicle (car or bus), and a stretch of road. Along at least part of the stretch of road, electrical energy can be taken from a supply line into an electric storage device of the heavy-duty vehicle for intermediate storage (e.g. in a traction accumulator, e.g. in an electrolyzer fuel cell system, e.g. in an electrochemical storage system) .

Furthermore, the present invention deals with a charging station or a substation for an overhead line supply or a ground contact rail on a road section and a method for supplying heavy traffic vehicles with electrical energy.

In other words, the present invention deals with a traction energy supply method, in particular for electrically supplied heavy traffic, according to the preamble of patent claim 1.

A charging station or substation is also dealt with as part of an energy supply system for an overhead line supply or a ground contact rail on a road section according to the preamble of patent claim 10.

technical field

Due to the desire to turn away from vehicles of heavy traffic with internal combustion engine drives such. B. of trucks with an internal combustion engine, especially those that can transport several tons of payload, and such. B. of buses with an internal combustion engine, both hybrid drive systems for driving such heavy-duty vehicles, such as trucks, and those trucks have been developed that are exclusively equipped with one or more electric machines as drive machines and are therefore purely electrically powered can. Rail vehicles with a similar design are already known, which means that they can move trains as purely electric locomotives.

For the electrification of transport traffic, a balance must generally be sought between a reliably achievable range or a maximum travel distance, the points with available electrical energy and the type of supply that is required to provide the energy required by the respective vehicle. At least in part, the technical equipment, such as B. sufficiently dimensioned in size or in the storage capacity electrochemical energy storage, and the devices for their operation are carried along by the respective electrified vehicle. Because of the required storage capacity of the electrochemical store, the weight of a vehicle of this type increases. Consequently, the energy consumption of a vehicle designed in this way increases simply because of the need for an electrochemical store, such as an accumulator. As a result, this not only has an unfavorable effect on the energy balance, but the required charging times reduce the times of vehicle use and thus the utilization of the vehicles. The charging time is detrimental to the high level of economic efficiency of the individual vehicle and thus also of the entire electric transport system. If phases in which an electrically powered vehicle fails due to charging processes are to be avoided, it would be possible to switch to pure catenary operation, which, however, on the other hand, as experience has shown, harbors the risk of being broken down on the open route - many passengers from long-distance train transport are aware that they have already done so asked to change trains, which not only causes inconvenience but also an increased risk for the passengers.

Numerous electrical drive systems that have become known in the meantime favor their very own solutions with regard to the electrical supply of the motors and the energy storage devices, with many different solutions using overhead lines for the electrical supply of the vehicles. Vehicles of a different design often cannot benefit from the overhead lines present in a specific route section, because the overhead lines and the energy supply system provided by the overhead lines are usually only designed for a very specific type of vehicle. The overhead line test routes that will be built in the Federal Republic of Germany by 2022 should be mentioned as an example. One of the first overhead line test tracks is z. B. on the highway "A1", such. B. was reported online on the Internet portal "electrive.net" on September 13, 2020 under the title "In the overhead line truck over the A1: Amazingly unspectacular" by the author Nicole de Jong (available at https://www. electrive.net/2020/09/13/im-oberleitungs-Ikw-ue-die-a1-amazingly unspectacular/09/13/2020). Only very specific trucks are intended to be allowed to draw electrical energy from the overhead line network. The overhead lines are not available to other vehicles on the highway as a source of energy, more precisely as a means of transferring energy.

Theoretically, such additional overhead lines make it possible to drive purely electrically powered trucks on freeways. With (exclusively) electrically powered trucks, however, there is the difficulty that previously known storage systems (i.e. batteries or accumulators), especially of the lithium battery type, have a considerable dead weight, so that the permitted payload for trucks that have a radius of 1,000 km or more is reduced by several tons. One approach to reducing the drive's own weight is to use lithium accumulators, which should have a particularly high storage capacity due to their electrodes and their electrolyte, ideally with the lowest possible own mass. The well-known types of lithium accumulators, which are characterized by their lower dead weight, actually by a particularly high gravimetric power density, are usually also characterized by numerous disadvantages, e.g. For example, the lithium-nickel-cobalt-aluminum battery, especially those types in which the cobalt content is reduced in favor of the nickel content, tends to "thermal runaway". Consequently, the power density gained or the advantage in the gravimetric power density is compensated for by safety precautions such as e.g. B. by small charge and discharge currents, partially abandoned.

A lithium accumulator type that survives a higher number of charging and discharging cycles but appears unsuitable for an automotive application because it only has a very low gravimetric power density (compared to other lithium accumulator types) is the Lithium titanate battery.

Insightful descriptions of the rechargeable battery type lithium titanate rechargeable battery (LTO rechargeable battery) are the WO 2015/085157 A1 (Applicant: EI DU PONT DE NEMOURS AND COMPANY; Disclosure date: June 11, 2015), der KR 2013 0 123 491 A (Applicant: LG CHEMICAL LTD.; Disclosure date: November 13, 2013), the EP 3 770 997 A1 (Applicant: LG CHEM, LTD.; Disclosure Date: January 27, 2021) and the EP 3 376 569 B1 (Owner: KABUSHIKI KAISHA TOSHIBA; Date of issue: December 9, 2020).

Instead of describing the type of lithium titanate battery with all its components and its electrical, thermal, chemical and mechanical properties in detail, reference should be made to the relevant specialist literature mentioned above, e.g. B. from the field of patent literature, the disclosure scopes of which are to be considered as fully included in the present description of the invention.

Other considerations are to lead trucks to overhead power lines. Trucks with appropriate pantographs are used, among other things, in the DE 10 2016 004 610 A1 (Applicant: Scania CV AB; Disclosure date: December 22, 2016) and in the EP 3 357 741 B1 (Patent owner: MAN Truck & Bus SE; patent grant date: September 15, 2021). Another pantograph is in the DE 10 2009 030 218 B3 (patent owner: Bombardier Transportation GmbH; patent grant date: September 23, 2010), which was developed with the aim of "rail vehicles", but possibly - in a possibly modified form - also mounted on the roofs of driver's cabs of long-distance trucks (long-distance trucks). can be. A structure of an overhead line voltage tap, its dimensions, its mobility and its electrical and mechanical behavior can be found in the publications cited and are considered to be fully included in the present description of the invention.

As tempting as it may seem to supply the trucks with electrical energy via a high-voltage cable supply at any point along their route, a complete electrification of all roads in a country would probably require a far too high investment sum that would have to flow into road construction.

State of the art

Power supply systems for electrified train networks are used in accordance with the WO 2010/023 033 A1 (Applicant: Siemens AG; date of publication: March 4, 2010) the drive of the rail vehicles and the supply of an overhead contact line system. To increase security of supply and to increase the use of the energy used by feeding back current in generator operation of motors during a braking process, the PCT application proposes equipping so-called substations of the energy supply device with an energy storage device. These substations are used to transform electrical energy and to supply sections of line. The energy storage device can have, for example, an electrical and an electrochemical energy store, which are connected via power electronic and/or mechanical switches. Those energy stores can also contribute to the stability of supply through an energy supply network if wind turbines or photovoltaic systems are used as energy sources, which are generally to be regarded as less stable energy sources.

Similar to the WO 2010/023 033 A1 will also in the EP 3 210 820 B1 (Owner: Kabushiki Kaisha Toshiba; patent publication date: 07.08.2019) mainly refers to transport systems of electric rail traffic. Due to the fact that the vehicles, which operate in start-stop mode, are supplied with energy via overhead lines, the overhead line voltage should vary greatly. Similar to the WO 2010/023 033 A1 is therefore also in the EP 3 210 820 B1 proposed to equip substations with energy storage. Different typical DC operating voltages, e.g. B. 600 V or z. B. also 1500 V, are addressed in the document. The document explains that the operating voltage also has to be varied because the storage element of the station is exposed to temperature-related voltage changes or SOC-related voltage changes.

In the DE 10 2019 117 419 A1 (Applicant: Bombardier Transportation GmbH; Disclosure date: December 31, 2020) describes a rail transport route with an electrical recharging infrastructure that can be used by a rail vehicle. The vehicles operating on the rail network include the vehicles "train", "motorcar", "locomotive" and "wagon". The infrastructure should have catenary sections for charging when the vehicle is stationary or for charging while it is moving. The length and size of the sections of the recharging infrastructure should be designed in accordance with the energy requirements of the vehicles. Each charging station should be equipped with components such as inverters, rectifiers and/or - generally speaking - current and/or voltage converters. In addition, energy can be fed back into the power grid, e.g. B. using frequency converters are provided. To ensure emergency operation in any case, it is proposed to subdivide the energy storage capacity into an emergency operation capacity and a reserve capacity. The distances between the individual sections with a recharging infrastructure should be selected in such a way that even if an intermediate recharging infrastructure section fails, a rail vehicle can reach a subsequent section with a recharging infrastructure as far as possible without deep discharge of the battery.

The CN 109 383 307 B (Applicant: Zhuzhou CRRC Times Electric Co., Ltd.; Date of publication: 10/12/2021) is also dealing with electric railway vehicles that are battery-powered. The power supply is to be provided via a 25 kV high-voltage network with coupling via a transformer and subsequent conversion, in particular to a 3-phase alternating current, to supply a drive motor of the rail vehicle. A bidirectional AC-DC converter is used in the vehicle to charge a storage battery. If the external supply has an error (“when the bow net system is abnormal”), the storage battery should be disconnected from the supply and the power supply of the vehicle, in particular the supply of the drive motor, should come from the storage battery, namely via the bidirectional DC/AC inverter, which should also be suitable for charging the accumulator or the storage battery. With such an emergency drive, the vehicle should at least be able to reach a nearby maintenance workshop.

The CN 113 183 766 A (Applicant: Univ. Hunan; Date of publication: July 30, 2021) due to the described subject called "multi-source multi-flow electric locomotive traction transmission system topology" should also mainly relate to rail transport vehicles and their supply with alternating current and direct current obtain a tap using a pantograph to be used. The document lists individual vehicle components that are part of the vehicle's electrical and electronic equipment. The "lithium titanate battery" type is mentioned as a possible option for the accumulator technology to be used. The authors of CN 113 183 766 A also deal with a possible "pantograph error". If such a fault occurs, an electric locomotive should remain operational due to the on-board hybrid energy storage system.

From the US 2011/0 166 736 A1 (Applicant: Mitsubishi Electric Corp.; Date of publication: July 7, 2011) discloses a drive controller for an electric vehicle such as a 10-car commuter train or a subway. A voltage of 1500 V is specified as the nominal voltage on an overhead line. In addition, a voltage window that can be varied in a voltage field between 1000 V and 1800 V is described as a possible range of a variable voltage. In addition, DC voltages from 600 V to 3000 V are mentioned as supply voltages. In the event of an error, more precisely if there is insufficient overhead line voltage, such a train should be able to be switched to battery operation. In order to limit the energy demand of the vehicle, it is proposed to switch off an air conditioning system and instead to use an (additional) fan in continuous operation.

In the EP 3 103 675 A1 (Applicant Kabushiki Kaisha Toshiba; publication date: 12/14/2016) is a control device for an electric vehicle, z. B. a rail vehicle described that in an electrified route area from an overhead line, which has a predetermined DC voltage of z. B. provides 600 V, draws electricity and converts it into a "three-phase current" for the motor drive or for the operation of additional devices such as air conditioning systems. An electrical storage device carried in the vehicle, the energy from which is provided for operating the vehicle in areas without overhead lines, is also to be charged from the overhead line. For this purpose, the control device is equipped with a charging device, which can also be supplied in hybrid operation from an additional energy source, which includes a so-called additional device group. The control unit adapts the amount of electrical charge to be taken from the overhead line to a route that is then to be traveled without an overhead line, ie the amount of charge is calculated for the future route and related accordingly.

An example of a pantograph with compensation contacts for overhead lines is from WO 2018/158 235 A1 (Applicant: Siemens AG; date of publication: September 7, 2018).

In the CN 113 644 679 A (Applicant: Tsinghua University; Date of publication: November 12, 2021) a so-called flexible DC voltage supply system for the traction drive is described. The "flexibility" is seen in the fact that the energy should be obtained from different energy sources.

In the meantime, the topic of "electrification for road traffic" has also received greater attention as a desirable future perspective for reducing exhaust gases from internal combustion engines.

In the DE 10 2012 007 906 A1 (Applicant: Audi AG; Disclosure date: October 24, 2013) describes a method for preparing an energy supply of a vehicle. The publication deals with the initial phase in which a vehicle is connected to a DC fast charging station via a connector, the fast charging station being able to provide DC voltages between 0 V and 1500 V. In an initialization phase, the electric vehicle to be charged communicates via power-line communication what maximum permissible charging voltage and what target voltage the vehicle's battery should have after the charging process, so that the DC charging station sets the desired charging voltage for the vehicle based on the vehicle's specifications . To avoid transmission errors, the authors of DE 10 2012 007 906 A1 several measures: the formation of a second communication channel in the form of a hardware line, bidirectional communication and assignment to predefined voltage classes, such as a maximum of 600 V, a maximum of 1000 V or even a maximum of 1500 V.

The U.S. 10,293,699 B2 (Owner: GM Global Technology; patent publication date: May 21, 2019) describes a parking station for electric vehicles in which a charging control system in conjunction with a server is intended to make information available as to which vehicle in a fleet has sufficient charge for an intended route. Depending on their age and condition, the batteries should be supplied with an appropriate and therefore sufficient electrical charge.

The U.S. 9,984,522 B2 (Owner: NIO USA, Inc.; publication date of the patent: May 29, 2018) deals, among other things, with the handling and handling of special vehicle data. In addition, in the 8th the U.S. 9,984,522 B2 shown a car with a pantograph on the roof.

The EP 2 962 891 B1 (Owner: MAN Truck & Bus AG; patent publication date: November 22, 2017) is dedicated to the topic of “charging e-buses” and “charging trams”. Suitable charging times for e-buses and trams are those times when these vehicles are at (bus) stops. Particular attention will be given to the available dedicated charging voltage. This one should, like that EP 2 962 891 B1 is to be understood to be predetermined from the network. A control device should make it possible to reduce a charging power transmitted via a power path.

A similar charging concept as in the EP 2 962 891 B1 is described, is also from the U.S. 9,030,163 B2 (Owner: Alstom Transport SA; Patent publication date: May 12, 2015) for rail vehicles.

From the CN 1 246 339 A (Applicant: Univ. Shanghai Jiaotong; date of publication: 11/17/2004) a battery charging system for a trolleybus is known, which is said to be available at bus stops. A supercapacitor or a battery of the bus is to be charged via a pantograph using a so-called high-current pulsed fast charger on board the bus. DC electrical power is to be provided over a pair of supply overhead lines along a road at the stations using a rectifier from a power grid.

As an alternative to overhead line charging stations, e.g. B. in the CN 101 693 444 A (Applicant: Zuwei Wang; Date of publication: 04/14/2010) described a ground contact charging station, which, however, should only be suitable for vehicles that move at lower speeds. current and voltage, e.g. B. AC voltage should be available as so-called standard output values.

From the CN 102 593 899 A (Applicant: Univ. Beijing Union; Date of publication: July 18, 2012) discloses a charging system for electric vehicles that can obtain energy for the vehicle by using a catenary tap while driving along a travel route such as a highway. Before charging can take place after opening an insulating cover of the overhead lines to release contacting by a pantograph, the electric vehicle must send identifying information to a “management center” of a base station. In this way, access to a loading facility and the number of vehicles to be loaded should be monitored and controlled, e.g. B. to avoid overloading the charging station. For the design of an exemplary embodiment, it is proposed to arrange the charging stations in such a way that the distances between the charging stations of the power supply system are each approximately 1 km.

With a focus on the provision of energy or electricity for the supply of local transport and possibly other users, the WO 2018/167 286 A2 (Applicant: Fraunhofer Society for the Promotion of Applied Research e. V.; Date of publication: September 20, 2018) Possibilities of how company networks can be set up. In the WO 2018/167 286 A2 various components are combined into a so-called substation. A suitable DC voltage for the operation of rail-bound railways is to be provided by substations by means of conversion in the substations. In addition, in the WO 2018/167 286 A2 proposed to provide a "different" voltage level (than what is usual for the commercial network) from the DC voltage circuit with the help of a separate feed device for temporarily existing consumers of electrical energy. As a further possible application of the operating networks with substations, the authors also have buses in mind, which require a specific, ie their own voltage level for charging and their own voltage or current regulation. In addition, other aspects of energy management in such a supply system are addressed, e.g. B. to obtain electricity cheaply, to absorb peak loads or to feed back electricity. The charging of the energy storage of the buses is planned either stationary at the end of the line, at bus stops or in the depot. In connection with the in 1 shown embodiment is also addressed the supply of overhead lines with electricity. A possibility of regulating the voltage for additional users in a range from 0 V to 750 V is pointed out.

Hybrid drives for a motor vehicle are in the U.S. 6,053,842 A (Owner: Nissan Motor Co., Ltd.; Date of publication: 04/25/2000), which are presented with different arrangements of "combustion engines", electric motors and transmissions. However, a supply of the motor vehicle from overhead lines is not considered. However, the authors would also like to take precautions for various faults in the drive system. If a charging current-generating motor, which is supposed to start when the accumulator's state of charge falls below a standard threshold, should have failed, various warning lamps are intended to indicate to a driver the type of fault present. In the event of an error, it should be possible to release a residual state of charge down to a still permissible lowest state of charge threshold.

The US 2019/0 107 406 A1 (Applicant: NIO USA, Inc.; Date of publication: 04/11/2019) proposes according to their 8th propose to equip a car with a pantograph on its roof. In addition, stationary charging should also be possible using a plug.

Charging an electric vehicle, in particular a bus, at a charging station is US 2020/0 391 595 A1 (Applicant: Proterra Inc.; Date of publication: December 17, 2020). The authors deal in particular with automated docking with the charging station and with automated charging. Communication between the vehicle and the charging station using mobile radio is also described in more detail. In the description, various percentages relating to the charging of lithium titanate batteries and charging times are listed separately. It should be possible to charge more than 75% of the maximum charging capacity in a given time. In one embodiment, charging should be possible within three minutes and in another embodiment within one minute.

In the US 2010/0 300 780 A1 (Applicant: AN Carusco et al.; Date of publication: December 2nd, 2010) describes a passenger transport system with a charging infrastructure using overhead lines, in which a 2.1 MW system charges a 150 Ah vehicle battery on a Voltage level of 600 V should take place in two minutes. A charging station in such a charging infrastructure should be able to deliver an output of 3,000 kW, with the charge controller being arranged in the vehicle. The authors of the US patent application claim to be able to enable significantly faster charging in their electrical systems than with conventional lead-acid or lithium-based batteries; however, they do not specifically address the battery technology to be used. Li-ion batteries, Ni-metal hydride batteries and molten salt batteries are cited as examples of battery technologies. The use of materials such as Ni-NaAlCl ₄ (Na-NiCl ₄ ), Na-S or Li-S is also addressed. However, more precise specifications of the batteries that could possibly be manufactured with those materials are not given in the description. There are also no references to conventional battery technology.

The U.S. 8,975,866 B2 (Owner: Proterra Inc.; Date of issue: March 10, 2015) mentions voluminous vehicles, such as electrically powered commuter buses and heavy-duty trucks, at the beginning of their description, which can be guided on overhead lines as well as move independently of the overhead lines. A larger part of the description of the U.S. 8,975,866 B2 deals with the lithium battery type lithium iron phosphate battery; Incidentally, however, it is also shown that a lithium titanate accumulator can be operated with the same charging cycles, through which, for example, energy of 36 kWh can be retrieved from the accumulator, although the LTO accumulator has only half the storage capacity of its volume similarly designed lithium iron phosphate accumulators. Ultimately, as a reader, you take the U.S. 8,975,866 B2 the realization that an accumulator-supplied motor vehicle should only use the smallest possible amount of energy from the maximum available storage capacity of the accumulator through charging and discharging processes. A lithium accumulator, regardless of whether it is a lithium iron phosphate or a lithium titanate accumulator, should neither be charged to the maximum charge nor should such an accumulator experience complete discharge. The power can only be drawn from the accumulator when the accumulator is in a medium state of charge.

The charge and discharge control of a motor vehicle battery should therefore according to the U.S. 8,975,866 B2 only move in a small medium charge range. For example, a final load limit of 10% of the maximum SOC (state-of-charge) is suggested. A lithium battery should not be discharged below 30% of the maximum SOC, even if it is an LTO type.

In the DE 10 2019 214 622 A1 (Applicant: ZF Friedrichshafen; Disclosure date: March 25, 2021) describes a system for charging a battery-electric vehicle, in which the vehicle to be charged is to obtain its electricity by coupling it to a mobile charging device, with electricity being drawn from a supply line while the vehicle is driving to be transferred to the mobile charging device. A truck with an additional battery, which can be in the form of a lithium-ion battery, is intended to serve as the mobile charging station. A typical truck speed of 80 km/h is mentioned as a typical vehicle speed. In order to charge the accumulators via overhead lines or high-voltage lines in areas of selected route sections, the overhead line sections should be present at regular intervals, although their exact size or length is not specified in more detail. The size of an accumulator to be installed in the vehicle can be found in DE 10 2019 214 622 A1 ver Various indications that the battery could be of the order of 50 kWh or of the order of 200 kWh.

The US 2020/0 086 750 A1 (Applicant: Proterra Inc.; Date of publication: March 19, 2020) deals with electric vehicles and charging stations. Electrically operated heavy-duty vehicles as well as multi-axle trucks and buses are also mentioned. The charging stations should be designed for these vehicle types. These vehicles should have contact plates or rails on their roofs. A contact from the charging station to the vehicle should be made by means of a pantograph. In this way, it should be possible for vehicles to form electrical contacts that have different heights. Despite the different heights, they should be able to be supplied with electricity. When reading the document, it should therefore be assumed that the charging stations can only be operated in a meaningful way by vehicles that regularly drive to certain stations in order to stay there for a certain time. Because a charging time of no less than 1 minute is specified, it can also be assumed that the vehicle will have to pull out of the flow of traffic to charge the battery and that a vehicle will have to be stopped for charging. One arm of the charging mast should not be able to follow the traffic flow, which is typically given as 11 miles/hour, for a sufficiently long time. The authors of US 2020/0 086 750 A1 deal mainly with contacting devices and propose an arrangement that can be described as the inverse realization of the contacting devices known from trams or electric buses. The “lithium titanate battery” type is being considered as a type of battery that can provide fast chargeable energy storage for buses. How this is to train the vehicle drive is apparently by the authors of US 2020/0 086 750 A1 assumed to be known. A charging control device should be able to communicate a charging status of the electric vehicle it is in charge of to a charging station. A battery monitor in the vehicle should report the vehicle's need for electrical energy and be able to query the availability of electrical energy from the charging stations. With the help of demand forecasts, decisions about driving to charging stations or changing routes should be made by the vehicle. The accumulator should be able to be partially or fully charged as desired. It is important to have an emergency supply in the form of a stationary energy buffer, which is also intended to stabilize the mains power supply at the charging station.

If the dimensioning and design regulation according to the U.S. 8,975,866 B2 implemented with trucks that, as in the DE 10 2016 004 566 A1 (Applicant: Scania CV AB; Disclosure date: November 3, 2016) described, are recharged in overhead line energy charging zones, so a very high number and thus a very high density of corresponding overhead line energy charging zones must be present on routes of the trucks, by which trucks with pantographs on any "Route" in inner-city traffic and be able to draw charging energy from the overhead lines (or overhead lines) while driving. Energy storage devices, which are also referred to as batteries but are not described in detail, are intended to serve as power storage devices. The DE 10 2016 004 566 A1 makes suggestions as to how the corresponding loading logistics for buses in motion can look like. The loading logistics should also be suitable for motorcycles or trucks that do not run on rails. For charging control, a distance to the next charging zone should first be determined in order to estimate the route to this subsequent charging zone as manageable. In addition, the special features of a distance determination between two charging zones are pointed out, the value of which can be given as "known or preset".

The aforementioned documents are considered to be incorporated in their entirety in the present description of the invention by their naming. This is to avoid that well-known relationships between the control device, vehicle data, performance requirements for the energy storage device and possible, available rapid charging methods have to be discussed again and again, but the terms such as "heavy traffic", "energy supply section" and "catenary line tap" should be used by reference to the references may also be considered as defined for the present invention.

It would be cheaper if the one in the DE 10 2016 004 566 A1 indicated coordination effort, which results from a correspondingly high number of overhead line energy charging zones, could be reduced by stretching the spatial distances between the overhead line energy charging zones.

task

There is a need to facilitate the movement of heavy-duty vehicles, such as B. of vehicles for the transport of heavy loads on roads, safe by an adequate electrical supply deliver. Ideally, the system is suitable for offering the energy for different vehicles in such a way that the flow of traffic is prevented or slowed down as little as possible.

invention description

The object according to the invention is achieved by a traction energy supply method for electrically supplied heavy traffic according to claim 1.

A charging station or a substation for an overhead line supply or for a ground contact rail as part of an energy supply system is defined in claim 10.

Advantageous developments can be found in the dependent claims.

vehicles and traffic

vehicles such as B. Trucks (abbreviated: trucks), which are intended primarily for transport tasks in a long-distance operation (long-distance trucks, abbreviated: long-distance trucks), d. H. complete a tour of more than 500 km, in particular more than 1,000 km, can be constructed in such a way that they are driven exclusively by an electric motor or by several electric motors (non-combustion engine drive; exclusively electric drive). Such vehicles are usually classified in the heavy vehicle category.

However, the term "heavy traffic" does not only refer to trucks. The term “heavy traffic” includes all vehicles that weigh more than a (typical car) minimum weight, e.g. B. due to a desired maximum payload and therefore a sufficiently stable frame design of the vehicle. A vehicle can be classified as heavy traffic or light traffic based on its own weight, but also based on its total weight. Exactly where the line is to be drawn, i.e. which vehicles are heavy-duty vehicles and which vehicles are still designated as light-duty vehicles, is determined in many countries by the applicable national legislation. In some states, the limit for heavy vehicles is set at a gross vehicle weight of more than 2.8 tons, in other states a vehicle is considered to be part of the heavy vehicle if the vehicle has a total weight of more than 3, may have 5 tons. Occasionally, the term "heavy traffic" is only used for vehicles with a total weight of more than 7.5 tons. Regardless of the weight limit between heavy traffic and light traffic, the group of heavy traffic vehicles includes many different types of vehicles: trucks, vans, coaches, construction vehicles, agricultural machinery, etc.

Such an electric drive obtains the energy required for the drive, at least in phases, from an electric storage device such as a fuel cell system or an accumulator, the so-called traction accumulator. The traction accumulator is therefore responsible for the electrical supply of the drive motor or the drive motors of the vehicle, e.g. B. the truck, is responsible, provided that it is not connected to a high-voltage line (or an overhead line) or a supply rail. Energy to be stored or absorbed can be transmitted via a line connection, e.g. B. an overhead line, the vehicle, z. B. the truck, are made available. The over z. B. the overhead line available electrical energy is provided by an overhead line tap the vehicles (z. B. the trucks) are available. The electrical current is passed on and a corresponding voltage is applied via a suitable tap (e.g. an overhead line tap) to further conductors or cables in the vehicle.

Trucks driven by electric motors are included in the "heavy goods vehicle" category. The category "heavy goods vehicles" also includes passenger transport vehicles powered by electric motors.

The heavy traffic vehicles are advantageously equipped with wheels and tires so that they can drive on paved roads. The road is made up of individual pieces, with individual road pieces being equipped with a power supply section. Ideally, other parts of the path are not equipped with electrical power supply lines. So there are sections of the road (sections of road) with power supply lines and sections of the road without additional lines for supplying traffic with electrical energy for driving the individual vehicles witness. The energy supply section is used to supply the at least one heavy vehicle. In this case, the power supply can also be carried out when the heavy-duty vehicle is in motion.

energy supply and transmission

However, not all sections of the route are equipped with an electrical power supply. It is important to be able to overcome the so-called intermediate routes (without an electrical supply), particularly on stretches and routes that have run longer stretches without utility lines than the stretches that are equipped with stretches supported by utility lines.

If electrical power is available and this power can be obtained from a heavy-duty vehicle, suitable transmission technology is required, e.g. B. a corresponding tap. The tap, in particular the overhead line tap, is advantageously in direct electrical connection with the electric storage device, e.g. B. with the accumulator. Losses on this connection can be minimized because superconductors are the electrical conductors. It is generally advantageous if the conductors are equipped with the lowest possible resistance, e.g. B. in the mOhm range. The conductors carrying power in the vehicle can be designed as superconductors, but also as copper conductors with a resistance of less than 10 mOhm.

Between the available traction accumulator technologies, the decision is preferably made in favor of an accumulator with a certain rapid charging capability, e.g. B. in favor of an accumulator with lithium titanate cells. Lithium titanate cells (LTO cells) are characterized by their particular robustness and low aging behavior. Alternatives are: NCA accumulators (lithium nickel cobalt aluminum accumulators), NCM accumulators (lithium nickel cobalt manganese accumulators) and/or LFP accumulators (lithium iron phosphate accumulators) .

The energy supply system is to supply the heavy traffic with electrical energy as drive energy. The heavy traffic vehicle is therefore equipped with at least one electric motor, which is a drive motor of the vehicle. The energy supply system can also be used for vehicles that are powered by more than one electric motor, e.g. B. with two or more than two wheel hub motors. Asynchronous motors, reluctance motors, but also direct current motors for driving one or more wheels of the motor vehicle can be installed in the vehicle as motor types.

A suitable vehicle in the "heavy traffic" category has a contact for the supply of electrical energy. Such a contact can be offered or implemented by an energy supply tap. The electrical energy should be usable to drive the vehicle, i.e. as drive energy.

One way of tapping off the energy supply is to forward the electrical energy available on the overhead lines through a catenary. A special form of overhead contact line is a pantograph, which guarantees particularly reliable contacting of overhead lines (even with uneven ground conditions). The pantograph is able to extend and retract the wipers of the bracket depending on the distance of the catenary from a roof of the heavy vehicle.

Electrical recharging energy is required during the movement of the heavy vehicle, which is advantageously temporarily stored in an electrical energy store (in particular the traction accumulator) and can be presented to the electric motor or the drive motor at a later point in time. The electrical energy can be temporarily stored in an electric storage device of the heavy-duty vehicle. The energy can be temporarily stored in the (heavy-duty) vehicle due to the energy store.

energy control

The electrical voltage that is impressed on the lines of a power supply section is not fixed in terms of amount, but can be adjusted to the required voltage of the vehicle, in particular due to its traction battery. The traction battery has a state of charge (SOC) that requires a very specific charging voltage (if it is to be recharged).

The lines via which the heavy vehicle (or the several heavy vehicle) is to be supplied with electrical energy are electrically connected to a controlled substation. The substation can be adjusted in terms of the voltage it supplies to the lines. The substation has a control device for this purpose. The substation includes a control device. The control device determines which voltage and which current should be present on the lines (e.g. the overhead lines). The voltage and the current are matched to the heavy-duty vehicle equipped with the energy supply tap. The voltage from the substation is applied to at least one line of the power supply section. The tension is imprintable. The second line for the voltage can be given as ground potential. In an alternative embodiment, the second line, the reference potential, can be provided by a second overhead line.

From one point of view, the substation can also be equated with a charging station or with an energy source. The substation receives - usually - electrical energy via high-voltage lines and converts the electrical energy to another voltage level, e.g. B. from 30 kV to 1,200 volts. If the voltage of the substation is used to charge traction accumulators, the part of the substation that is responsible for charging one or more of the accumulators can be referred to as the charging station.

The charging station has a connection to a catenary supply. In an equivalent embodiment, there is a connection to a ground contact rail.

In analogy to the provision of liquid fuels, a charging station can also be referred to as a charging station.

The voltage on the line intended to supply the heavy vehicle (overhead line, line in a contact rail, contact conductor or the like) can be adjusted. There is a control unit for this. The control unit receives the information about the voltage required for the heavy-duty vehicle from the heavy-duty vehicle. For this purpose, the control unit has a memory or works together with a memory. The heavy-duty vehicle has a communication interface, which can exchange data remotely, for forwarding the information about which voltage is desired by the vehicle and its accumulator. A requirement profile can be transmitted via the remote communication interface. Depending on the state of charge of the accumulator, the voltage can be tracked. While a charge is in progress, particularly while a fast charge is in progress, the voltage on the lines is tracked and adjusted.

Traction accumulators can be recharged in individual heavy-duty vehicles using lines, e.g. As overhead lines or ground contact rails, can be carried out particularly effectively. It helps here if the energy made available by a substation or a charging station, the electric current made available and/or the voltage made available, depending on - on the one hand - the state of charge (of the traction battery) and - on the other hand - the planned driving route (of the heavy goods vehicle) is set, e.g. B. by a control unit of the substation or the charging station. In this way, the amount of energy to be requested or other electrical parameters such as current and voltage between the heavy-duty vehicle and the substation or charging station can be coordinated via a remote communication interface, in particular in advance of the charging process, and then a charging process for the one (or more) heavy-duty vehicle that is in a specific piece of street can be set.

Advantageously, the substation can be operated in different modes. If the control can calculate what energy is drawn from the vehicles connected to the supply lines in the section of the route, if it is even known in which operating modes the vehicles are moving or operating, a very specific mode of the substation can be set.

Further advantages of the invention

The charging processes are carried out very efficiently. The charging times are limited to the periods of time that are actually required for the transfer of energy to the drive along the planned route.

warming, e.g. B. the overhead lines, in phases of a fast charging process are minimized.

The invention can also be described in more detail in that it is an object of the invention to reduce the dead weight of the heavy-duty vehicle.

The heavy-duty vehicle is ideally a light vehicle (compared to other electric vehicles), but its design is nevertheless suitable for larger loads (total weight of e.g. 40 tons) or larger groups of people (e.g. a group of people with a number of people between 30 and 30 people). and 60, as in coaches, or between 70 and 90 people as in double-decker buses).

Contributing to the invention is that essential components of the "power electronics" of the heavy-duty vehicle are moved to the substation that is responsible for the overhead line voltage supply, e.g. B. a voltage control (or the voltage control) and a charging current limitation. The charging current limitation is ideally designed for DC operation.

By relocating the accumulator charging control to the substation and by coupling the accumulator(s) as directly as possible to the drive machine(s) (of course there can still be controlling assemblies such as contactors between the electric motor and the electric storage unit), there are some technical challenges that are caused by the other features of the set of claims and in accordance with the description can be considered solved.

Advantageous further education

Advantageous refinements and developments are set out below, which, viewed individually, both individually and in combination, can also reveal inventive aspects.

Advantageously, the power supply tap as a current tap, z. B. as a catenary tap and / or z. B. as a Bodenkontaktabgriff formed. Preferably, the current collector can be moved in a vertical direction and can also be moved in a direction that runs parallel to a standing direction of the (heavy-duty) vehicle, that is to say in the horizontal direction. Pantographs are examples of such pantographs. To put it simply, they move up and down and at the same time swivel forwards and backwards, viewed from the vehicle.

In a favorable configuration or advantageous embodiment, the power supply section, in which electrical power can be transmitted to one or more vehicles, is designed as an overhead line section and/or as a ground electrode track section, such as a DC voltage supply section. More preferably, the power supply section has a section length that is shorter by a factor than a section without any power supply, e.g. B. with a power supply section with a length in a range from five meters to several kilometers, in particular in a range from ten meters to one thousand meters. In other words, considering a road in its entire length, only a part of the whole route is provided with a power supply, and this part is shorter than the part of the whole route that is without a power supply. Route sections with power supply are preferably provided repeatedly along the entire length of the road, but these are only relatively short, e.g. B. from ten to fifty meters up to one to five kilometers. On these short sections, the heavy-duty vehicle absorbs electrical energy, stores it and then drives on the larger sections without contact to the energy supply.

A direct connection between the energy supply tap and the electric accumulator is particularly preferably established by the heavy-duty vehicle, so that an electrical voltage present at the energy supply tap, in particular a high-voltage DC voltage, is present with at least 95% of its peak value as a charging voltage on the electric accumulator, in particular in a charging phase, or the high-voltage DC voltage is at most 105% a current charging voltage.

According to a further embodiment, the heavy-duty vehicle has at least one pair of contactors, preferably at least two pairs of contactors, which are connected in an electrical connection comprising at least two lines between the energy supply tap and the electric accumulator and/or in an electrical connection comprising at least two lines between the energy supply tap and an electric drive motor are arranged. A pair of contactors is preferably designed for selectively disconnecting and/or isolating a pair of conductors following the pair of contactors. In particular, one pair of contactors is followed by the heavy vehicle's electric motor in the direction of energy flow and one pair of contactors is followed by the electric accumulator in the direction of energy flow.

According to a further preferred exemplary embodiment, the heavy-duty vehicle has a remote communication device, in particular in the form of a mobile radio system, by means of which the heavy-duty vehicle can establish contact with the substation, the contact preferably being started before a charging process. According to a further preferred embodiment, the (remote) communication device is designed for transmission of route data of the heavy vehicle, the substation preferably being equipped with a prognosis device which is designed on the basis of the route data to calculate charging scenarios. In this way, a charging energy, a charging voltage and/or a charging current that can be supplied to the line from the substation can be determined. In this way, every heavy-duty vehicle that drives in the electrically supplied route section can be supplied with exactly the amount of electrical energy that it needs for its entire journey.

The communication preferably takes place on a layer of a typical mobile radio standard or using and incorporating a typical long-distance communication infrastructure according to a mobile radio standard, such as e.g. B. communication via an LTE connection (a "Long Term Evolution" connection). The protocol used in the transport medium "mobile phone radio connection" between the communication participants, i. H. how the communication takes place can take place using another standard, e.g. B. based on the MCS standardization (specifications and protocols according to the recommendations according to the "Megawatt Charging System"). Based on the standardization typical of communication media, further communication logging is added to the basic communication that establishes the connection. The data exchange takes into account e.g. B. the specifications according to the MCS standards. Other possible communication layers that can exist instead of LTE communication or in addition to LTE communication are a powerline connection with a suitable powerline protocol, use of the LIN bus with a LIN-specific protocol ("Local Interconnected Network") ) and/or CAN communication with a CAN protocol ("Controller Area Network" protocol") such as CANOpen or CiA ("CAN in Automation").

The substation is preferably equipped with a switch-off device for the lines, in particular for the overhead lines, which in particular provides a safety circuit in the substation which--in one embodiment variant--prevents more than one heavy-duty vehicle from being charged at the same time. In other words, if there are several vehicles in a power supply section at the same time, only a single heavy vehicle is charged in this preferred embodiment.

In an alternative embodiment, the substation can also be set up in such a way that more than one vehicle, in particular of the heavy vehicle type, obtains electrical energy from the same substation (at the same time). In this configuration or in this refinement, the route section can be designed to supply electricity to more than one vehicle at a specific (same) point in time.

The substation preferably has a controller which is designed to control a voltage that can be increased in the three to four-digit volt range during a charging process. In addition to this or as an alternative, it includes a charging current limiter. The control and/or the charging current limitation can be exercised in a time-related or power-related manner.

An evaluation logic is particularly preferably present in the heavy-duty vehicle, which determines a health and/or charging status of the electric storage device in order to set a voltage adapted to the electric storage device and its condition in communication with the substation. Damage to the electric accumulator is avoided in this way in order to enable the longest possible service life of the same.

Yet another embodiment provides that a release device, which includes two or four contactors, for example, is installed in the heavy-duty vehicle. The positioning of the same is preferably carried out in a housing of the energy store, the z. B. can have the shape of a battery housing.

The heavy-duty vehicle preferably has a single contacting device, but no more than two contacting devices, via which charging energy can be conducted.

According to a preferred exemplary embodiment, the substation is designed to receive electrical energy from a heavy-duty vehicle on a line, so that energy can be drawn off again from a heavy-duty vehicle and fed into the substation. In other words, the substation is suitable for both charging and discharging electrical energy.

The electric accumulator (or the traction accumulator) preferably comprises a storage technology for electrical energy, to which one or more LTO accumulators (lithium titanate accumulators), one or more NCA accumulators (lithium nickel cobalt aluminum accumulators), one or more NCM accumulators (lithium nickel cobalt manganese accumulators) and/or one or more LFP accumulators (lithium iron phosphate accumulators) belongs to.

Particularly preferably, the heavy vehicle (particularly in addition to the substation) has a DC/DC converter, e.g. B. a boost converter (step-up converter) or a buck converter (step-down converter). If the DC/DC converter is a boost converter, it can cause an increase, in particular an increase of more than 50%, in the electrical voltage present at the energy supply section into a battery charging voltage, e.g. B. by a load-independent, self-oscillating charging circuit with a charge capacity, wherein the charging circuit preferably oscillates with a natural frequency in the kilohertz range. If the DC/DC converter is a buck converter, it can bring about a reduction, in particular a reduction of more than 50%, in the electrical voltage present at the energy supply section in a battery charging voltage, e.g. B. by a load-independent, self-oscillating charging circuit with a charge capacity, wherein the charging circuit preferably oscillates with a natural frequency in the kilohertz range.

If the substation has a first voltage adjustment (e.g. a first DC/DC converter) and the heavy-duty vehicle offers a second voltage adjustment (e.g. a second DC/DC converter), it is possible to operate in a flexible voltage range. In this case, the second DC/DC converter can be designed or configured for lower power levels than the first DC/DC converter.

A signal for determining a minimum distance, such as e.g. B. a target distance in a range of five meters to fifty meters, to a driving distance control system of at least a second heavy vehicle requiring charging energy, e.g. B. by radio. This means that the charging energy can be divided between the two heavy-duty vehicles that are in electrical contact with the substation. The charging energy available from the substation and/or the charging current available from the substation is divided between the two heavy-duty vehicles in electrical contact with the substation, in particular due to the distance between the two heavy-duty vehicles and due to their respective driving speeds, in particular while maintaining an electrical limit load of the substation . This principle can also be applied to more than two heavy-duty vehicles located in the section of road that is supplied with electricity.

According to a further particularly preferred embodiment of the electrically supplied heavy traffic, at least one, preferably a large number of photovoltaic modules are provided at least in sections on the energy supply section. In particular, the lines are routed under this or these photovoltaic modules, preferably at a distance from the photovoltaic modules. In this way, the electrical lines are largely protected from the weather and the existing construction for the line routing is used for the installation of photovoltaic modules.

According to the invention, a charging station is provided for overhead line supply or for supplying a ground contact rail in a road section. This charging station is preferably used to supply the heavy traffic according to the invention with electricity. The charging station has a control unit that communicates with a memory for a requirement profile received via a remote communication interface for a heavy-duty vehicle to be connected or connected to a catenary of the catenary supply or to a line of the ground contact rail of the road section. The control unit is designed in such a way that it conducts an electrical voltage on the overhead lines (or the overhead lines) or in the ground contact rail, depending on the profile of requirements for charging an accumulator during the charging process of the heavy-duty vehicle.

A method is also provided for the electrical supply of heavy goods vehicles, with an available charging energy, charging voltage and/or charging current depending on a program planned route of the first heavy goods vehicle requesting the charging energy is set by a substation responsible for the supply.

The first heavy-duty vehicle preferably drives in a charging mode and switches from the charging mode to an electromotive power consumption mode when a charging state setpoint value is reached. If the state of charge falls below the target value, the consumption mode switches back to the charging mode. Switching preferably takes place without load interruption. In the charging mode, the heavy vehicle drives due to an electrical connection of its electric drive motor with the substation.

In a particularly preferred embodiment of the method according to the invention, a signal for determining a minimum distance, such as, for. B. a target distance in a value range of five meters to fifty meters, to a driving distance control system of at least a second heavy vehicle requiring charging energy. This transfer takes place e.g. B. by radio. This measure makes it possible for the charging energy available from the substation and/or the charging current available from the substation to be divided between at least two heavy-duty vehicles that are in electrical contact with the substation. In particular, the electrical limit load of the substation is observed. The target distance is determined, for example, based on a distance between the at least two heavy-duty vehicles and the driving speed of the at least two heavy-duty vehicles.

In another preferred embodiment, the first heavy-duty vehicle travels in a charging mode and, in particular without load interruption, switches from the charging mode to an electromotive power consumption mode when a charging status setpoint is reached, in which the heavy-duty vehicle continues to travel due to an electrical connection of its electric drive motor to the substation.

Other interesting aspects of the present invention are discussed below.

There are already prior art approaches for charging hybrid trucks while driving. In such hitherto common hybrid trucks is a constant voltage level of z. B. 650 V on. The hybrid electric motor power is around 90 kW. Pure EV operation is only possible on flat or downhill routes. The battery size is around 20 kWh. Charging takes place via an in-vehicle DC/DC charger. In such a case, the length of the overhead line corresponds to the distance traveled electrically.

Deviating from this, a truck according to the invention can also cover distances electrically that are longer than the distance that is equipped with an overhead line.

Based on the fact that a heavy-duty vehicle (in the weight class up to 40 tons) for a distance of 100 km needs up to approx. 600 kWh for mountain journeys and for journeys on level roads - in comparison only - about 100 kWh, the following considerations can be made.

Depending on the driving route, the energy requirements of the vehicle and the amount of energy to be charged are very different. Depending on the distance to be covered, it may be that a vehicle only needs 100 kWh of energy to cover the next 100 km, but it may also be that the vehicle has to have sufficiently charged accumulators that it can convert more than 600 kWh of energy or can consume. In order to master any climbs, the available power should be in the range of 600 kW to 700 kW.

In the present invention, the voltage level on the overhead line depends on the state of charge of the battery (SOC) and, according to a preferred embodiment, is in a range from approximately 600 V to approximately 1,250 V. The electric motor power is approximately 200 kW - 500 kW . Pure EV operation for all road conditions is thus possible. The battery is in the order of 100 kWh - 1,000 kWh. In addition, direct MCS charging with up to 3,000 A and driving with up to 1,000 A are preferred. Charging via the overhead line while driving is carried out using an external DC/DC charger in particular. Charging via on-board charge boosters allows up to 2,000 A. The length of the catenary depends on the charging capacity and the energy to be charged: up to 3,000 A; 1,250V; 3.75MW. So there is no need for a continuous catenary, but the vehicles drive without catenary and hang themselves if necessary controlled to a catenary when they are in a corresponding section of track with catenary, but depending on the state of charge of their battery and depending on the traffic density and the number of vehicles that are also connected to the same catenary. The distance between the catenary sections depends on truck traffic and can start with large gaps between the catenary sections in an initial expansion phase. Depending on usage and truck traffic density, further sections can then be electrified. It is also preferably provided that other charging options can also be used via a standardized, compatible CCS or MCS charging connector system. The charger is preferably preconditioned via the air to minimize the start-up charging process.

The total current on a supply line can be compiled in such a way that different currents such as 100 amps, 1,000 amps, 2,000 amps and 3,000 amps are intended for the various vehicles (in a section of track). The voltage can then be tracked (e.g. from an initial 650 volts up to 1,250 volts). If a substation can supply 6,000 amps, one vehicle can operate in a direct megawatt charging mode on the section of track (with overhead lines), while up to 30 other vehicles can operate in a 100 amp mode (e.g . in a transport driving mode). Instead of operating with a constant voltage, it is possible to operate with tracked voltages.

Due to the operation of the accumulator as a traction accumulator, a power control is required, alternatively or additionally a battery management system of the truck. With the help of the power control or the battery management system, the accumulator can be fully discharged and/or fully charged. The energy flow can be adjusted both in the charge control and in the battery management system. Each of the components can take over part of the charge control.

Advantageously, another component of the truck is a display that communicates the state of charge and possibly also the “state of health” of the accumulator to a driver of the truck. The display can visualize determined, calculated and recorded values for the SOC ("state-of-charge") of the accumulator, i.e. the traction accumulator, so that the driver receives information on how far the vehicle, or more precisely, the truck, is at its current Loading, can still drive before a phase of charging must take place during operation.

The truck's power control, alternatively or additionally the truck's battery management system, is configured or assembled for standard operation. In standard operation, a power reserve is held back in the accumulator. The power reserve can e.g. B. be designed in the order of 10% of the SOC. This means that common emergency reserves for an electrical supply can be ensured (e.g. for air conditioning the vehicle), e.g. B. for a universal supply. However, the priority is that an emergency operation run or an emergency operation trip can be implemented with the help of the additionally stored amount of energy or the reserved energy portion.

A truck as described above can therefore, when driving through a route section equipped with an electrical supply (line-guided acceptance areas for electrical energy), e.g. B. on a highway, where there is an overhead line, energy from the electrical supply, such as the overhead line, related. The routes or sections of routes that exist without overhead lines for lorries are likely to remain in operation for a long time without being reconstructed, i. H. i.e. unchanged in character, so that such route sections can be driven, driven through or overcome due to power reserves in the accumulator.

The truck is designed for the incomplete energy supply system equipped along individual routes with existing charging routes, i.e. with an incompletely equipped energy supply system during a transport journey, d. H. to be continuously charged in phases (as long as the truck is in the section with overhead lines). The truck therefore has an overhead line tap, via which electrical charging energy can be made available to one (or at least one) traction accumulator installed in the truck. For a transport specialist, it is of course part of the natural or usual transport business that individual empty trips have to be made between transport trips, which in the transport industry, although transport services are not provided for a fee, are generally also referred to as transport trips (because they are on the way from one transport order to the next). .

In other words, the energy supply system only has charging sections through which the truck can drive in individual sections, which preferably each have an overhead line section no longer than 10 km. The overhead lines are thus on highways such. B. on highways out, ie are along a highway such. B. out a highway. Between the sections that are catenary-equipped, ie where high voltage is provided, there are other sections that are catenary-free (as highways were commonly designed until the 2020s). The sections where there are no catenaries are several times longer than the sections where there are catenaries for coupling a truck to the catenary. The multiple can z. B. more than five times, ie z. B. correspond to a tenfold of a route equipped with catenary (in this case one would speak of a factor of 5 or a factor of 10). The overhead line-free sections along a typical trunk road are longer than the sections equipped with overhead lines (between the sections a ratio can be formed using a factor, in particular an integer multiple as a factor between the different section types (factor 3, 5, 7, 10, 15 and the like)).

In an alternative embodiment, each route section can also only be equipped with an overhead line for routes of (approx.) 1 kilometer (alternatively over a distance of 5 km or 10 km). In such a section, three or four heavy goods vehicles can be connected to the overhead line. The substation can be designed for currents of 6,000 amperes. If a vehicle has to undergo a quick charge, another vehicle can be offered “booster charging” (charging operation via a voltage adjustment) and a third vehicle can still draw propulsion power from the electrical supply. If necessary, a fourth vehicle can also obtain drive power from the energy supply. So it is possible to use a direct quick charge with e.g. B. 3,000 amperes on at least one vehicle and still supply other vehicles with electrical energy, which may not be sufficient to subject a second or third vehicle to rapid charging. At least one vehicle is in direct megawatt charge mode. A vehicle may also be in a charge booster mode. A mode change of a vehicle can also be carried out while a heavy-duty vehicle is traveling in a route section with a supply line.

It is particularly advantageous if a recuperation mode of a heavy-duty vehicle can be used to the effect that the "recovered" energy, e.g. B. due to braking, on the one or more lines other vehicles is made available.

Thus, a truck can always recharge its traction accumulator when passing a route where there is a catenary. Thanks to the rapid charging technology (e.g. an 80% charge within 90 seconds) and the high energy that is made available by the overhead lines during the charging phase, the traction accumulator is charged so extensively within a few minutes, ideally even in the range of seconds that he then many kilometers, z. B. more than 50 km, possibly even more than 60 km, ideally even more than 100 km, can continue without a line-guided power supply.

Such a system, which includes a truck and a (highway) road where there are overhead contact lines in individual route sections, a phased charging operation for several trucks located within a route section can be available. Lorries can be operated in such a way that they are repeatedly charged via their catenary taps or their accumulators are charged, the amount of energy charged in this phase being sufficient for the lorry to travel several 10 km (50 km, 70 km or even 80 km), ideally even more than 100 km.

Advantageously, the truck not only has a catenary voltage tap such. B. a pantograph, but the truck also has a charging plug (z. B. of the type "CCS" or type "MCS"). Trucks are usually operated in such a way that they are repeatedly driven into a trucking yard so that they can be loaded from the trucking company's warehouse. While a truck in a loading position, before or at z. B. a loading ramp, is parked and loaded, the charging plug of the truck can be used to provide electrical energy to be charged again to the traction battery of the truck. Because forklifts and loads are often driven back and forth in freight forwarding yards, an overhead line in the freight forwarding area, especially in loading zones, is often an obstacle to vehicle picking. There should be no catenary in these areas, so that in such places the truck should ideally have an overhead line Charging plug can be loaded or charged. The loading area of the truck can be loaded with goods while the (traction) accumulator is being charged with electrical energy. If the logistical processes are advantageously organized, the accumulator can be fully charged simultaneously or synchronously with the loading space of the truck.

As already stated at the beginning of the description, storage capacities of accumulators for traction applications can only be produced to a previously customary extent if sufficiently heavy accumulators are created (due to the gravimetric energy density, in particular of lithium accumulators). However, calculations and tests have shown that an incomplete catenary energy supply system is sufficient if heavy-duty trucks are equipped with an accumulator between 100 kWh and 200 kWh. One approach that has been followed by many truck manufacturers for many years is to install accumulators with very high storage capacities in a truck if possible, in order to enable the accumulator to have a driving or effective radius of several 100 km. However, if the maximum energy available from the accumulator is limited to a range of less than 200 kWh, a truck gains the option of a higher payload. Consequently, it is advantageous if the storage capacity of the accumulator ("electrical storage") is several 10 kWh, but is less than 250 kWh.

The energies to be loaded can be particularly favorable to the heavy goods vehicle, e.g. B. the truck, and thus its traction accumulator (or its traction accumulators) are made available if the overhead lines are designed to be voltage-resistant in the kilovolt range, z. B. by appropriate distances between the potentials and thus between the live conductors. Of course, a system voltage of more than 800 volts is already an attractive system voltage for the overhead lines. However, voltages that are even higher are more advantageous. On the other hand, the overhead lines above routes must not pose any danger to the vehicles driving below, in particular to vehicles that are driving under the overhead lines without an overhead line tap. A lower voltage should be aimed at for safety reasons; For reasons of effectiveness, the highest possible voltage should be aimed for. The system voltage can therefore advantageously be set between 800 volts and 2 kV, e.g. B. to a voltage level of 1,250 volts (DC - direct voltage) or even to a voltage level of 1,500 volts (DC - direct voltage).

Can the lines emit sufficiently strong electrical currents as charging currents, e.g. B. each connected truck up to 3,000 amperes, the charging electronics of the truck can be dimensioned for a charge control of services in the order of megawatts. A favorable size is a charging capacity of 3 megawatts. A charging capacity of around one megawatt is already advantageous. The greater the charging power, the higher the charging current can be; This significantly reduces loading times, e.g. B. on loading phases of only a few minutes. This leads to shorter required overhead line distances. If the roads are motorways that can only be approached at selected junction points (or which can only be accessed via selected ramps), each vehicle is forced to drive into a loading area from the same side and the loading area on the other side to leave the loading area. If the charging section is dimensioned for a maximum speed, e.g. B. for a maximum speed of 100 km / h, a distance of a few kilometers is sufficient for a full charge of the accumulator, even if it should be almost completely empty, even with charging controls that use a starting ramp or multiple charging ramps during the operate cargo.

The energy supply system and the communication with a single truck can be significantly improved if between trucks and the electrical energy controlling center, z. B. a substation or z. B. a power plant, a charging communication exists, can be exchanged on the power amounts, amounts of energy, amount calculations, times of energy requirement and type and number (z. B. license plate) of the motor vehicle. During charging or before charging an accumulator of a truck, charging communication can be used to log on to the central energy management system. This means that it is known in advance at which point in the energy supply system which services are required at what time. Energy flow controls allow individual overhead lines to receive more energy than other overhead lines, which means that losses, transients and other oscillations in the power supply system can be reduced (ideally even avoided entirely).

The energy supply system according to the invention is designed in such a way that trucks with a total weight of 40 tons or vehicles with a maximum speed of no more than 100 km/h can be easily supplied by the energy supply system and their accumulators can be charged.

Thanks to the particularly small and therefore light lithium accumulators, it is possible to carry out transports that require less than 3 kWh (kilowatt hours), in particular even less than 2 kilowatt hours, per kilometer to be driven (even with a load of more than 26 tons).

Electric drive systems have the advantage that not only one drive motor can be installed, but there can be more than one motor in the truck to drive it. In this way, trucks that are unevenly loaded across their loading area (particularly in terms of load weight per area) can be driven differently on different axles. Axles that are attached or mounted in the area of the loading area, in which there is only a low load (low loading weight), can be equipped with less drive energy for their drive motors than those axles that have to provide the main transport performance. This allows further energy savings; This also means that the traction accumulator is used more gently.

Because of the performance, because of the voltages, because of the electrical currents, because of the power electronics, because of the battery management, because of the overhead lines and because of the construction of the truck, the power control (alternatively or additionally the battery management) is designed for rapid charging of the (traction) accumulator .

It is particularly advantageous if a quick cell charge can be processed within a maximum of three minutes. B. two minutes, possibly even within just one minute, 80% of the energy to be stored in the battery can be introduced into the battery (due to the voltage, the current, the available power, the battery type, etc.).

Typically, a motor vehicle such. B. a truck, a dashboard that tells a driver via its display panels, in particular its gauge, in which state the individual components of the drive train are, z. B. how the state of charge of the battery is. Advantageously, there is a display that announces that the accumulator is charged, or at least signals the state of the accumulator in relation to its state of charge. Beyond the discharge of the accumulator, when the residual charge or the reserve charge of the accumulator is required, use of the residual charge, e.g. B. are highlighted by a red light. The standard operation of the truck is such that the accumulator is discharged from loading zone to loading zone until the accumulator is almost 0% charged. However, should unforeseen situations arise, the motor vehicle (truck) can continue to be operated for a few kilometers with the help of the extra charge, the additional charge or the residual charge. A maximum SOC of 10% can be set as the limit for the residual charge.

In such an operation that conforms to the indication, the lithium accumulator, i. H. primarily of the LTO type, “driven” (operated) through its charging and discharging cycles in a very wide charging window between 10% SOC and (almost) 100% SOC. Nevertheless, there is a reserve that is at 10% SOC (or slightly less than 10% SOC, e.g. at 5% SOC or at 7% SOC).

The combinations and exemplary embodiments presented above can also be considered in numerous other connections and combinations.

In addition to the actual accumulator (traction accumulator), a capacitive charging buffer, e.g. B. on a roof of the vehicle, which means below the pantograph, be present, in which the charging energy that is intended for the accumulator is introduced. The energy would be temporarily stored there (if an additional capacitive charging buffer is available), which is then made available to the accumulator.

A pantograph that works with rolling contacts and possibly even with inductive power transmission works much more reliably; sparking is reduced.

Another option for contacting and power transmission is via drive-on contacts (e.g. via bumpers). With the help of collision contacts, current can be transmitted between two trucks, in particular trucks that are in motion.

Energy can also be inductive, e.g. B. via conductors or coils, a vehicle are made available.

Due to the high power required for charging, it is advantageous if cables are installed in the trucks that have the lowest possible resistance, ideally no resistance at all, i.e. superconductors. Due to the operating temperature of a truck, these should be high-temperature superconductors.

For proper management of the energies that must and should be made available in each case, a communication could operate with a truck ID, whereby the energies recorded per truck and transmitted to a truck can be traced.

The current that is carried over the line to the truck (or other heavy goods vehicle) can be varied. It is thus possible to set different modes of operation. mode current and voltage charging operation voltage-controlled power supply in the kilo-ampere range (e.g. 3,000 amperes) charging and drive operation Voltage-controlled power supply in the kilo-ampere range (e.g. 3,000 amperes) with an additional current for the vehicle drive (e.g. another 1,000 amperes) Charging operation via a voltage adjustment Voltage-reduced power supply in the kilo-ampere range (e.g. 2,000 amperes) Charging operation via a voltage adjustment and drive operation Voltage-reduced power supply in the kilo-ampere range (e.g. 2,000 amperes) with an additional current for the vehicle drive (e.g. another 1,000 amperes) drive operation Reduced power supply (e.g. 1,000 amps)

character list

• 1 ein Lastentransportsystem mit seinem Energieversorgungssystem zeigt,
• 2 ein weiteres Ausführungsbeispiel in schematischer Darstellung zeigt,
• 3 ein weiteres Ausführungsbeispiel in schematischer Darstellung zeigt,
• 4 das Zusammenspiel zwischen einer Stromtankstelle und einem Oberleitungsabgriff zeigt,
• 5 ein alternatives Ausführungsbeispiel eines Zusammenspiels zwischen Stromtankstelle und Oberleitungsabgriff zeigt,
• 6 ein erstes Ausführungsbeispiel einer Stromtankstelle zeigt,
• 7 ein zweites Ausführungsbeispiel einer Stromtankstelle zeigt,
• 8 ein Ausführungsbeispiel eines Lastkraftwagens an einer Oberleitung in schematischer Darstellung zeigt,
• 9 eine alternative Ausführungsform eines Lastkraftwagens an einer Oberleitung in schematischer Darstellung zeigt,
• 10 ein weiteres Ausführungsbeispiel mit zwei Stromtankstellen entlang einer Straße zeigt,
• 11 ein weiteres Ausführungsbeispiel eines Lastkraftwagens mit einem in ihm integrierten Hochsetzsteller zeigt,
• 12 Stromverläufe in dem Hochsetzsteller zeigt, und
• 13 einen Auszug aus einem Armaturenbrett eines Fahrzeugs des Schwerverkehrs zeigt.

The present invention can be understood even better if reference is made to the accompanying figures, which present particularly advantageous configuration options by way of example, without restricting the present invention to these, wherein

• 1 shows a load transport system with its energy supply system,
• 2 shows another embodiment in a schematic representation,
• 3 shows another embodiment in a schematic representation,
• 4 shows the interaction between a charging station and an overhead line tap,
• 5 shows an alternative embodiment of an interaction between charging station and overhead line tap,
• 6 shows a first embodiment of a charging station,
• 7 shows a second embodiment of a charging station,
• 8th shows an embodiment of a truck on an overhead line in a schematic representation,
• 9 shows an alternative embodiment of a truck on an overhead line in a schematic representation,
• 10 shows another embodiment with two charging stations along a street,
• 11 shows a further exemplary embodiment of a truck with a step-up converter integrated in it,
• 12 Current curves in the step-up converter shows, and
• 13 shows an excerpt from a dashboard of a heavy goods vehicle.

character description

The 1 shows a load transport system 1, which can also be referred to as heavy traffic 1, in which individual trucks, in particular long-distance trucks 20, ^20I , ^20II , drive over a transport route 4 that includes a roadway 6. Anyone who deals with transport systems understands that the illustrated trucks and an exemplary representation of suitable heavy-duty vehicles are drawn in as examples for buses, vans, small buses, rail vehicles and similar vehicles.

The transport route 4, over which individual trucks (short: truck) of the long-distance truck type 20, 20 ^I , 20 ^II can drive can be divided into individual sections 10, 10 ^I , 10 ^II .

The load transport system 1 works with an overhead line infrastructure 8.

The catenary infrastructure 8 is built on the transport route 4 (in the sense of above). Along a first section 10 there is a first catenary 60 which is spanned between a first catenary mast 62 and a second catenary mast 64 . The overhead line 60 is connected to a power supply network 90 . The power supply network 90 is an efficient high-voltage network for DC voltages, with the current preferably being provided via superconductors. The catenary 60 is two cables which extend over the roadway 6 and along the roadway 6 with the aid of the catenary poles 62, 64.

In 1 an arrangement is shown in a snapshot-like manner, in which a first long-distance truck 20, which has five wheel axles, is standing under the overhead line 60 (actually it is driving, but the snapshot shows the long-distance trucks 20, 20 ^I , 20" in one position For the load transport system 1, however, it is provided over time that the long-distance truck 20 moves with its truck front 26 in the direction of travel along the roadway 6 in order to cover the transport route 4 in this way.

The long-haul truck 20 includes a tractor 24 and a trailer 22 . A truck tail 28 is located on the trailer 22. The trailer 22 is used to store transport loads. The tractor 24 is moved with or by an electric drive 30 and can thus pull the trailer 22 over the entire transport route 4 . The electric drive 30 is equipped with an electric drive motor 32 and a gear 34 . The tractor 24 has an accumulator 40 which is arranged above the electric motor-gear unit (de drive 30). The accumulator 40 can also be referred to as an electric storage device. The electric drive 30 is supplied with electric energy via a power controller 42, which the electric drive motor 32 converts into kinetic energy. If the electric drive motor 32 is operated in a recuperation mode when braking or on a downhill gradient, i. H. as a generator, the recovered electricity is fed back into the accumulator 40 with the aid of a battery management system 44, which works together with the drive 30 and the power control 42. The long-distance truck 20 or its tractor 24 is equipped with a pantograph 50, which has an overhead line tap 54 to the first overhead line 60 in the charging state. In other words, an electrical power line connection can be formed between the overhead line 60 and the pantograph 50 by setting up the pantograph 50 . The overhead line tap 54 is via a sliding contact. The battery management system 44 obtains electrical power for charging the accumulator 40 via the overhead line tap 54. The power is provided via the power supply network 90 along the overhead line 50, so that the accumulator 44 can be charged when the long-distance truck 20, in particular its tractor 24, is between the first trolley pole 62 and the second trolley pole 64 (as well as when standing at a position between the poles 62, 64).

The battery management system 44 is equipped with a mobile radio device 80 . The mobile radio device 80 communicates via a radio link with a radio station 72, the billing Station 70 belongs. The billing station 70 is part of an energy management system, which in turn coordinates an energy supply system 2 .

When the battery management system 44 sends a tariff request for electricity costs to the billing station 70 via the mobile radio device 80, the billing station 70 replies via its radio station 72 with a cost estimate for a decrease in an amount of energy, e.g. B. in the unit of euros per kilowatt. The battery management system 44 knows the current state of charge of the accumulator 40 and can, from the knowledge of the length of a second leg 10 ^I , predict an energy requirement that must be additionally charged into the accumulator 40 to cover the leg 10 ^I . If a tariff sent from billing station 70 proves to be particularly economical, an artificial intelligence programmed into battery management system 44 can decide to take up a larger amount of energy so that route 4 can be covered as cost-effectively as possible. The battery management system 44 works in conjunction with an on-board computer (not shown) of the long-haul truck 20 . In an advantageous development, the battery management system can work as software on the on-board computer with the help of connected sensors and mobile radio equipment. The battery management system thus comprises at least one data memory and one calculator or computer as well as sensors for monitoring the accumulator 40 in order to carry out its tasks.

In addition to tariff information, the billing station 70 sends information to the battery management system 44 about the length of the first overhead line 60 or the first leg 10 and information about the length of a second leg 10 ^I , which is an overhead line-free distance from a third leg 10 ^II . According to 1 there is again an overhead line 60 ^II along the third section 10 ^II , namely a second overhead line 60 ^II which is electrically separated from the first overhead line 60 .

1 shows a second long-distance truck 20 ^I on the second leg 10 ^I , which is intended to cover this second leg 10 ^I with its electric drive 30 ^I by consuming electrical energy from the accumulator 40 ^I . The pantograph 52 is lowered and at rest because there are no overhead lines on the section ¹⁰¹ . The battery management system 44 ^I continuously monitors the state of charge of the accumulator 40 ^I . When the state of charge of the rechargeable battery 40 ^I approaches an emergency operation level, the battery management system 44 ^I establishes a communication connection via its mobile radio device 80 ^I and via neighboring radio stations 72 ^II , 72 or billing stations 70 ^II , 70 in order to use location information to obtain distance information from the next Catenary 60 ^II , 60 to obtain. Based on the route and state of charge information obtained, the battery management system 44 can specify a consumption-efficient window for operating points of the power control 42 ^I in an emergency operation, so that the long-distance truck 20 ^I can connect to the overhead line infrastructure 8 if unforeseeable events lead to increased energy consumption over long distances -Trucks 20 ^I should have led. According to 1 begins for the second long-distance truck 20 ^I, the next loading route, a third leg 10 ^II on the transport route 4, at a third catenary mast 66, up to which the second long-distance truck 20 ^I must reach.

A third long-distance truck 20 ^II is already being loaded via the second overhead line 60 ^II towards which the second long-distance truck 20 ^I is heading. The pantograph 50 ^II of the third truck 20 ^II is in the charging state, with, similar to the first long-distance truck 20, current from a power supply network 90 ^II via the second overhead line 60 ^II and the pantograph 50 ^II entering a battery 40 ^II . The battery management system 44 ^II regulates the charging process of the accumulator 40 ^II of the third long-distance truck 20 ^II . During the charging process, the battery management system 44 ^II can supply the power controller 42 ^II of the electric drive 30 ^II with power from the overhead line 60 ^II in parallel, while the third long-distance truck 20 ^II is traveling the third leg 10 ^II . The third section 10 ^II is larger than the first section 10. The second catenary 60 ^II is spanned by other catenary masts 68, 68 ^I. With the help of the mobile radio device 80 ^II and the radio station 72 ^II, the correct consumption billing takes place at the billing station 70. Data transmission, in particular the consumption data and the route data, is encrypted.

The first power supply network 90 draws power from a solar park as a power source, which is located near the leg 10 . If required, electricity from a power plant (not shown) can be switched on by the billing station 70, which is equipped as a network control system. The second power supply network 90 ^II is operated from a number of wind turbines and a fuel cell device as power sources (not shown). The fuel cell device generates electricity from hydrogen in an energy intermediate storage of the wind turbine as "fuel". Like the power sources, which can also be referred to as energy sources, the power supply networks 90, 90 ^II belong to the energy supply system 2 for the long-distance trucks 20, 20 ^I , 20 ^II .

2 shows an exemplary embodiment of a load transport system 201 with an energy supply system 202, with two trucks 220, 220 ^I and with overhead lines 260, 260 ^I that are present in some sections as an alternative to that in 1 Section shown with three trucks 20, 20 ^I , 20 ^II . 1 12 shows the trucks 20, ^20I , ^20II in different positions relative to the overhead lines 60, ^60II . As both in 1 as well as in 2 can be seen, a truck 220, 220 ^I is supplied by a charging station 203, 203 ^I in each of the two overhead line sections 260, 260 ^I.

How out 2 can also be seen, each individual charging station 203, 203 ^I can be supplied from different power sources. Accordingly, the charging station 203 ^I can also be referred to as a substation 209. While the first filling station 203 is supplied via an underground cable (not shown), the second charging station 203 ^I receives its energy from photovoltaic elements 294 or a photovoltaic module 294 and a wind turbine 292. For better transmission of the electricity from the photovoltaic module 294 for the supply 269, 269 ^I with direct current (DC), the direct current (DC) provided by the photovoltaic modules is first converted into alternating current (AC). The energy is transmitted with AC voltage in order to be transported in this form to the charging station 203 ^I. The electricity is converted back to direct current (DC) in the 203 ^I charging station. However, the DC voltage can be adjusted. The charging station 203 ^I therefore has a DC/DC converter 213 with an adaptable output voltage. With the help of a radio module (cf. radio modules 80 in 1 ) the truck 220, 220 ^I transmits its power and energy requirements or registers them. This information is received by a receiving station (which also serves as a billing station) 270, 270 ^I , which forwards the information to the charging station 203, 203 ^I in order to control its DC/DC converter 213. The trucks 220, 220 ^I are each on a stretch of road 206, 206 ^I or a lane 206, 206 ^I , which is assigned to a receiving station 270, 270 ^I and a charging station 203, 203 ^I. Each of the trucks 220, 220 ^I is connected with its pantograph 250, 250 ^I via its power supply tap 254, 254 ^I to exactly one charging station 203, 203 ^I. A control device 211, 211 ^I arranged in a charging station 203, 203 ^I provides a current and voltage supply in the charging station 203, 203 ^I , which corresponds to an adequate current or voltage magnitude specified by the receiving station 270, 270 ^I. A safety circuit 212 protects the substation 209 from overloading, which is z. B. could result from an additional, second vehicle. A first energy supply section 210, which is supplied by the first charging station 203, has a first section length 207. No external energy supply is provided on a second section ²¹⁰¹ . A second energy supply section 210 ^II , which is supplied by a second charging station 203 ^I , has a second section length 207'.

3 shows a load transport system 301 with an energy supply system 302, in which the power supply of a charging station 303 by means of substation 309 from a variety of energy sources, z. B. from several photovoltaic cells 394, 394 ^I , 394 ^II and from several wind turbines 392, 392 ^I , can be made available. An overhead line infrastructure 308 can thus be supplied with electricity. Each power source 392, 392 ^I , 394, 394 ^I , 394 ^II operates at its own voltage. The charging station 303, which acts as a substation 309, adjusts the voltages to the voltage level so that the accumulator 340 of the truck 320 receives its optimal charging voltage. As the state of charge of the accumulator 340 of the truck 320 increases, the voltage can be tracked, ie increased.

According to a further embodiment, not shown, at least one electrochemical converter system, e.g. B. as a component of a substation. An example of this is a converter system that converts excess electricity into hydrogen via an electrolyser, which is temporarily stored in a tank. The hydrogen can, if necessary, z. B. at night, with the help of a fuel cell converted back into electricity for the supply of charging stations. Another example of a suitable converter system is a stationary accumulator connected to the substation.

How out 4 Based on the power supply system 402 shown, it is advantageous if each individual charging station 403 can be uncoupled from an overhead line 460, 460 ^I or from the two lines 460, 460 ^I by switches 419, 419 ^I such as contactors 419, 419 ^I. The decoupling is initiated by a control device 411 . In the decoupling shown, the supply voltage is set to 0 V. Consequently, the pantograph 450 is voltage-free via the power supply taps 454, ^454I . At maintenance work can be carried out on the towing vehicle 424 without any risk from the supply voltage 499 (e.g. also in the area of its roof).

As in 5 shown using a power supply system 502, instead of contactors (see 4 ) Voltage controls 514 may also be provided in the charging station 503, which “regulate” the voltage 599 on the overhead lines 560 to 0 volts in certain states or based on certain control parameters. The charging station 503 can also be referred to as a substation. Due to the voltage control, the specified voltage can be applied to the overhead line 560, which can be carried by a truck, e.g. B. with a pantograph, (cf. truck 220 with pantograph 250 in 2 ), is specified. An AC voltage is provided to the charging station 503 via a supply line 598 . An AC/DC converter at the 503 charging station generates a DC voltage from the AC voltage. An associated direct current reaches the DC/DC converter via an intermediate circuit 597, in which the control 514 for providing the desired voltage on the overhead lines is integrated.

In 6 a charging station 603 with its supply line 698, via which AC voltage is made available to the charging station 603, is shown in more detail. The AC voltage is transformed into a first DC voltage by an AC/DC converter 615 . This DC voltage reaches an intermediate circuit 697. The voltage from the intermediate circuit 697 is converted into a regulated or controlled output voltage (ideally also a DC voltage); The charging station 603 has a DC/DC converter 613 for this.

How out 7 can be seen, the electrical energy is initially transported at a higher AC voltage level via a supply line 798 to the charging station 703 . In the charging station 703, the AC voltage is "step down" and then rectified. The actual charging station 703 then determines a charging voltage 796 (e.g. 2,500 volts) from an output voltage level (e.g. 1,250 volts), which can extend into the range of the output voltage (e.g. 0 volts to 1,250 volts; e.g e.g. 0 volts to 2,500 volts). The charging station 703 allows a return feed for receiving 796 ^I direct current, which is then output on the supply line 799 with a predetermined alternating voltage level 795 . A feedback can be done to stored electrical energy of an accumulator, z. B. for the safest possible replacement of a damaged battery.

According to 8th For example, a power supply system 802 includes both a pair of trolley wires 860 and a pair of busbars 859 on the ground. The ^truck 820 is located between the pair of overhead lines 860 and the pair of conductor rails 859 . A second, floor-side pantograph 852 can be extended or lowered onto the busbars 859 to form a (second) power supply tap 855, ^855I .

Will the characters 8th (with the power supply system 802) and 9 (With the power supply system 902) viewed together, it can be seen that the battery 840 arranged in the floor area of the truck 820 in the embodiment according to FIG 8th can be in electrical connection 846 directly with the overhead line 860 via the overhead line tap 854, 854 ^I. However, it is also possible (see 9 ) provide additional contactors 948 for decoupling the accumulator 940 from an electrical connection 947 or its two lines. If there are contactors 948 between the overhead line tap 954 and the battery 940, the overhead line tap 954 can be switched off from the power supply. At times when no electrical energy is to be fed into the truck 920 via the overhead lines 960 or the overhead line tap 954, the overhead line tap 954 can be electronically decoupled. This allows the truck driver to carry out maintenance on the roof of the truck 920, which is located in a stationary direction 925 under the overhead lines 960 that have been switched off, without exposing himself to the risk of an electric shock due to a voltage in the accumulator 940.

In a further embodiment, the 9 truck 920 shown, as with truck 820 after 8th is provided, be equipped with a second, floor-side pantograph, whose power supply tap is also connected via contactors to the accumulator or can be connected or electrically decoupled.

10 shows a further embodiment of the long-distance communication of a truck 1020 with the charging stations 1003, 1003 ^I for a load transport system 1001, which is equipped with an overhead line infrastructure 1008. At a point in time t1, the truck is in a charging connection with a first one Electricity filling station 1003. Route data 1005 were transmitted from the truck 1020 to the electric charging station 1003, based on which the electric charging station 1003 calculates a power requirement for the truck 1020 and delivers a sufficient amount of electricity. The truck 1020 is here on a first energy supply section 1010. According to its route plan 1005 ^I , the truck 1020 is to cover a first transport route 1004 and a second transport route 1004 ^I , with the transport routes 1004, 1004 ^I also being able to have different height profiles. The route plan also includes a route section 1010 ^I without an external power supply. The truck 1020 is sufficiently supplied with energy from a charging station. At a second point in time t2, the truck 1020 has almost used up its energy, but at the second point in time t2 it is already in a second energy supply section 1010 ^II . The second energy supply section 1010 ^II corresponds to a third transport route 1004 ^II , which the truck 1020 manages using the energy or electricity that is made available directly by the second charging station 1003 ^I for locomotion. The truck 1020 transmits an adapted, so to speak second route plan 1005 ^{II to} the second charging station 1003 I, from which the charging station 1003 ^I calculates the distance of its service area after which the battery of the truck 1020 will be sufficiently recharged or charged. According to the energy requirement for its further route, the truck 1020 is provided with a sufficient amount of energy by the second charging station 1003 ^I.

11 shows another embodiment of a possible design of a truck 1120 (or heavy vehicle 1101) according to the invention, which can also draw electrical energy from overhead lines 1160, 1160 ^I , on which the voltage is lower than the voltage that the accumulator 1140 expects. In such a case, there is an intermediate step-up converter 1117 (but in the same way, in the opposite case of too high a voltage, a step-down converter can be provided to reduce the voltage), whereby the voltage present at a certain point in time (which is adjusted over time is) raised on the overhead lines 1160, 1160 ^I to a voltage level (or reduced in the case of the buck converter) with which the accumulator 1140 can be charged through the pantograph 1150 of the truck 1120 by means of direct current. The individual current flows of the self-oscillating circuits of the step-up converter 1117 supply sinusoidal currents which, by superimposing the individual currents, result in a pulsating overall current. This leaves only a small ripple on the lines, z. B. provide a standard charging current of 180 amps and a superimposed sine wave of up to 15 amps. The accumulator 1140 and the step-up converter 1117 can be electrically connected or disconnected due to the (first) pair of contactors 1148 . The step-up converter 1117 can be connected to the electric drive 1130 of the truck 1120 via a (second) pair of contactors 1149 or can be uncoupled from it.

In 12 current curves are shown in the step-up converter.

In 13 Figure 12 is a detail of an interior 102 of a tractor, such as tractor 24 in 1 , shown. A driver's console 106 is located between the windshield 104 and the steering wheel 110. The driver's console 106 includes a display panel 108 with digital displays of gauges of the tractor. In addition to the displays of the display panel 108, other display instruments (not shown) are present, e.g. B. serve to monitor compressed air and braking systems.

The steering wheel 110 comprises a steering wheel rim 112 which is equipped with a wavy grip surface and which is connected to a steering column (not shown) via a spoke 114 (or via two spokes). The spoke assembly 114 is equipped with a horn 116, an airbag cover 118, a first control 120 and a second control 122. The controls 120, 122 are used to input operating instructions to an on-board computer (not shown). That on-board computer works with the battery management system and the power controls, such as the battery management systems 44, 44 ^I , 44 ^II and the power controls 42, 42 ^I , 42 ^II in 1 , together. The sensor system connected to the power control or the battery management system supplies the on-board computer, among other things, with the operating data, based on which the on-board computer displays information, such as measurement information, on the display panel 108 . The display panel 108 has a speed display 130 and a monitoring display 140 for accumulator monitoring. A distance display 132 is combined with the speed display 130 in the same field of the digital display. An operating mode display 136 and a travel time display 134 are arranged between the speed display 130 and the monitoring display 140 . The displays can be dynamically controlled and are designed as an OLED display. The OLED display is supplied with power from the accumulator. Various operating modes, such as a load driving mode, an empty driving mode, an energy saving mode and a reverse driving mode, can be selected using the first control element 120 in the on-board computer and, depending on the current selection, are shown on the operating mode display 136 using capital letters. The second control 122 is used to select desired operating states of secondary systems of the tractor, such as setting a suspension.

The monitoring display 140 has a plurality of display fields 142,144,146,148,150. The monitoring display 140 serves, among other things, to monitor the operation of the accumulator. A first display field 142 of the monitoring display 140 shows the current state of charge of the accumulator (cf. accumulators 40, 40 ^I , 40 ^II in 1 ) ). During driving, the state of charge of the accumulator and thus the display in display field 142 decreases from a state “1”, which indicates full charge, to a state “0”, which indicates complete discharge of the accumulator. If a reserve display field 146 lights up in the monitoring display 140, a driver should find out how to connect to an energy supply system, such as the energy supply system 1 in 1 or an overhead line infrastructure, such as the overhead line infrastructure 8 in 1 , finds. If the emergency operation display field 148 appears in the monitoring display 140, the on-board computer intervenes in the operating parameters that can be set by the power control on the drive, so that the most energy-efficient operating point of the drive, in particular the electric motor, is selected in order to achieve the greatest possible range. The emergency operating range display field 150 shows the maximum distance that can still be traveled according to the calculations of the on-board computer. If the long-distance truck (cf. 1 ) is connected to an energy supply system or an overhead line infrastructure, the accumulator, like the accumulators 40, 40 ^I , 40 ^II in 1 to be charged. The charging of the accumulator is indicated in the charging process display field 144 of the monitoring display 140 . A driver can read from a speed of a progressive change of a light pointer in the charging process display field 144 how fast the charging process is running and at the same time observe on the state of charge display field 142 how far the accumulator has been charged in the meantime.

• Ein Traktionsenergieversorgungsverfahren kann eine elektrische Versorgung von Schwerverkehrfahrzeugen 220, 220^I mit elektrischer Antriebsenergie dadurch sicherstellen, dass durch eine Übertragung auf wenigstens einer elektrischen Leitung 260, 260^I im Bereich eines versorgungsleitungsgestützten Streckenabschnitts 210, 210^I elektrische Energie für wenigstens einen Antriebsmotor zur Verfügung gestellt wird. Ein Elektrospeicher des Schwerverkehrfahrzeugs 220, 220^I dient als Element zur Überbrückung in Abschnitten, die versorgungsleitungsfreie Streckenabschnitte 210^I sind. Die wenigstens eine elektrische Leitung 260, 260^I wird von einer leistungsgesteuerten elektrischen Energiequelle 203, 203^I versorgt. Dies erfolgt modenabhängig. Hierzu wird die Energieversorgung durch eine elektrisch steuerbare Umspannstation 209 realisiert. In einem Energieversorgungssystem 202 mit der wenigstens einen elektrischen Leitung 260, 260^I und einer steuerbaren Energieversorgung lässt sich elektrische Nachladeenergie für wenigstens ein Fahrzeug 220, 220^I des Schwerverkehrs 201 nach Bedarf modenabhängig zur Verfügung stellen.

The above can also be summarized as follows:

• A traction energy supply method can ensure the electrical supply of heavy goods vehicles 220, 220 ^I with electrical drive energy in that electrical energy is made available for at least one drive motor by transmission on at least one electrical line 260, 260 ^I in the area of a line section 210, 210 ^I supported by a supply line . An electric accumulator of the heavy-duty vehicle 220, 220 ^I serves as an element for bridging sections that are line sections 210 ^I without a supply line. The at least one electrical line 260, 260 ^I is supplied by a power-controlled electrical energy source 203, 203 ^I. This is mode-dependent. For this purpose, the power supply is implemented by an electrically controllable substation 209 . In an energy supply system 202 with the at least one electrical line 260, 260 ^I and a controllable energy supply, electrical recharging energy can be made available for at least one vehicle 220, 220 ^I of heavy traffic 201 as required, depending on the mode.

A charging operating mode can be set by actuating the first operating element 120, in which a cost-efficient charging of the accumulator is coordinated taking into account a tariff for the charging point used and a route to be subsequently covered.

The design options shown in the individual figures can also be connected to one another in any form.

So it is possible to run the routes with overhead lines longer than previously presented. If a truck enters a route with overhead lines, it only has to extend (unfold) its pantograph (or overhead line tap) for as long as it needs energy. If the route is longer than required, the overhead line tap can be retracted again, which can contribute to saving energy when driving (due to the reduction in wind resistance). If electrical energy is more expensive, more valuable, more in demand or a scarcer commodity in one section of the route than in another, heavy-duty vehicles - thanks to their forecast circuits and forecasting circuits - are able to draw only as much energy as they can take directly to the next section of the route (with an overhead line or a contact rail). In this way, vehicles of this type can retract (fold in) their pantographs again prematurely.

Reference List

1, 201, 301, 1001, 1101

Load transport system, especially heavy traffic

2, 202, 302, 402, 502, 802, 902

power supply system

203, 203I 303, 403, 503, 603,

Electric charging station, usable as an energy source, in particular

703, 1003, 1003I

charging station

4, 1004, 1004I, 1004II

transport route

1005, 1005I

Route plan, in particular route data

6, 206, 206I

Section of road, in particular a roadway or a section thereof

207

first section length

207'

second section length

8, 308, 1008

Overhead line infrastructure, in particular overhead line supply with electrical energy

209, 309

substation

10, 210, 1010

first energy supply section on a first section, in particular a battery charging section

10I, 210I, 1010I

Section without external energy supply on a second leg, in particular route with battery discharge

10II, 210II, 1010II

second energy supply section on a third section, in particular battery charging section

211, 211I, 411

Control device, in particular control unit

212

safety circuit

213, 513, 613

DC/DC converter

514

controller

215, 515, 615

AC/DC converter

1117

boost converter

419, 419I

switch or contactor

20, 20I, 20II, 220, 220I, 320, 820,920, 1020, 1120

Heavy-duty vehicle such as a long-distance truck, particularly a five-axle truck

22, 22I, 22II

trailer

24, 24I, 24II, 424

tractor

925

direction of the vehicle

26

truck front

28

truck tail

30, 30I, 30II, 1130

Electric drive, in particular electric motor gear unit

32

electric drive motor

34

transmission

40, 40I, 40II, 340, 840, 940,

Electric storage, such as an accumulator, in particular

1140

electrochemical energy storage package that includes multiple LTO batteries

42, 42I, 42II

power control

44, 44I, 44II

Battery management system, in particular management system equipped with evaluation logic

846

immediate connection

947

electrical connection, which comprises in particular two lines

948, 1148

Contactor, esp. contactor pair

1149

Contactor, esp. contactor pair

50, 50II, 250, 250I, 450, 850,

Current collectors in the state of charge, in particular

1150

Pantograph extended for contacting

52, 852

Current collectors at rest, in particular pantograph retracted into an interruption position

54, 254, 254I, 454, 454I, 854,

Power supply tap, in particular

854I, 954

catenary tap

855, 855I

Power supply tap, in particular ground contact tap

859

Conductor rail, in particular ground contact rail

60, 260, 360, 460, 460I, 560,860, 960, 1160, 1160I

first catenary

60II, 260I

second catenary

62, 362

first catenary mast

64

second catenary mast

66

third catenary mast

68, 68I

another catenary mast

269, 269I

DC voltage supply, in particular DC voltage supply on a section

70, 70II, 270, 270I, 370

Transmitting/receiving station, in particular billing station

72, 72II

Radio station, in particular transmitter and receiver

80, 80I, 80II

Long-distance communication device, in particular mobile radio device, which is part of a mobile radio system

90, 90II

power grid

292, 392, 392I

second source of energy, in particular a wind turbine

294, 394, 394I

third energy source, in particular photovoltaic module

394II

fourth energy source, in particular photovoltaic module above the overhead line

795

AC voltage level,

796

DC voltage level for a charging current

796I

Feeding back a current at a DC voltage level to the supply line, in particular energy absorption

597,697

intermediate circuit

598, 698

supply line

499, 599, 799

Supply voltage, especially catenary potential difference

102

Interior of the tractor

104

windscreen

106

driver console

108

Scoreboards, in particular instrument panels with digital gauges

110

Steering wheel

112

Rim, in particular a steering wheel rim with a grip surface

114

spoke

116

horn

118

Airbag cover

120

first control element on-board computer

122

second control element on-board computer

130

speed indicator

132

route display

134

driving time display

136

operating mode display

140

Monitoring display, in particular accumulator monitoring

142

State of charge display field

144

Charging process display field

146

Display field reserve

148

Emergency operation display panel

150

Emergency operating range display field

t1

departure time

t2

arrival time

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• WO 2015/085157 A1 [0010]
• KR 20130123491 A [0010]
• EP 3770997 A1 [0010]
• EP 3376569 B1 [0010]
• DE 102016004610 A1 [0012]
• EP 3357741 B1 [0012]
• DE 102009030218 B3 [0012]
• WO 2010/023033 A1 [0014, 0015]
• EP 3210820 B1 [0015]
• DE 102019117419 A1 [0016]
• CN 109383307B [0017]
• CN 113183766A [0018]
• US 2011/0166736 A1 [0019]
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• US 9030163 B2 [0028]
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• US 2019/0107406 A1 [0034]
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• US 8975866 B2 [0037, 0038, 0041]
• DE 102019214622 A1 [0039]
• US 2020/0086750 A1 [0040]
• DE 102016004566 A1 [0041, 0043]

Claims (11)

Traction energy supply method, through which an electrical supply (8, 308, 1008) of heavy goods vehicles (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) with electrical drive energy by transmission to at least one electrical line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ), preferably on at least two electrical lines (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ), in the area of a utility line-supported route section (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) to Provision of at least one drive motor (30, 30 ^I , 30 ^II , 32, 1130) of at least one heavy vehicle (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) is produced, with at least one of the heavy-duty vehicles (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) for purely electric drive an electric storage unit (40, 40 ^I , 40 ^II , 340, 840, 940, 1140 ), such as a traction accumulator (40, 40 ^I , 40 ^II , 340, 840, 940, 1140), for bridging at least one supply line-free route section (10 ^I , 210 ^I , 1010 ^I ), characterized in that the at least one electric line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) from a power controlled electrical energy source (203, 203 ^I 303, 403, 503, 603, 703, 1003, 1003 ^I ) and receives a mode-dependent power supply, e.g. B. by an electrically controllable substation (209, 309). Traction power supply method according to claim 1 , characterized in that in one route section (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) of several route sections (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) with supply lines (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) more than one heavy goods vehicle (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) are supplied simultaneously by the energy source (203, 203 ^I 303, 403, 503, 603, 703, 1003, 1003 ^I ). Traction energy supply method according to one of the preceding claims, characterized in that the energy source (203, 203 ^I 303, 403, 503, 603, 703, 1003, 1003 ^I ) can be operated in at least one of the operating and charging modes listed below, preferably in more than one of the operating and charging modes: in a traction power delivery mode, in a direct megawatt charging mode, in a combination of traction power delivery mode and direct megawatt charging mode, in a charge booster mode, in a Combination of traction power supply mode and charging booster mode, in a total charging mode and/or in a recuperation charging mode between more than one heavy vehicle (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020 , 1120). Traction energy supply method according to one of the preceding claims, characterized in that the mode-dependent energy supply is voltage-controlled. Traction energy supply method according to one of the preceding claims, characterized in that a voltage and/or a current to be supplied by the energy supply is/are determined by a controller, the requirement profiles of more than one heavy vehicle (20, 20 ^I , 20 ^II , 220 , 220 ^I , 320, 820, 920, 1020, 1120) on the utility line supported span (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) is considered and a uniform electrical voltage or maximum electrical current for all in the span ( 10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) heavy goods vehicles (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) connected to the power supply. Traction energy supply method according to one of the preceding claims, characterized in that an electrical voltage (499, 599, 799) and/or an electrical current of the energy supply depends on the connected heavy goods vehicle (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) and their charge levels can be tracked at any time. Traction energy supply method according to one of the preceding claims, characterized in that the energy supply for a mega-watt fast charging technology for moving heavy goods vehicles (20, 20 ^I , 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120). Traction energy supply method according to one of the preceding claims, characterized in that the energy supply controls whether a heavy vehicle (20, 20', 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) and which heavy vehicle (20, 20' , 20 ^II 220, 220 ^I , 320, 820, 920, 1020, 1120) in its route section (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) electrical energy from the at least one electrical line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) by preferably each pantograph (50, 5 ^II , 250, 250 ^I , 450, 850, 1150) or any power supply tap (54, 254, 254 ^I , 454, 454 ^I , 854, 854 ^I , 855, 855 ^I , 954), such as a pantograph contact (50, 50 ^II , 250, 250 ^I , 450 , 850, 1150), all heavy goods vehicles (20, 20', 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) in the section (10, 10 ^II , 210, 210 ^I , 1010, 1010 ^I ). ) extended into a contacting position (50, 50 ^II , 250, 250 ^I , 450, 850, 1150) or retracted into an interrupting position (52, 852). Traction energy supply method according to one of the preceding claims, characterized in that the energy supply uses electrical currents of up to 4,000 amperes and/or voltages in a voltage range between 200 volts and 1,500 volts and/or outputs in the range of megawatts such as 5 megawatts or 3 Delivers 75 megawatts. Energy supply system (2, 202, 302, 402, 502, 802, 902), in which in particular a traction energy supply method according to one of the preceding claims can be operated, with an energy supply (8, 308, 1008) which has at least one electrical line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) to supply a section of line (10, 10 ^I , 210, 210 ^I , 1010, 1010 ^I ) supplied with electrical energy, the at least one electrical line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) electrical recharging energy for at least one vehicle (20, 20', 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) of a heavy vehicle (1, 201, 301, 1001, 1101) can make available as required, characterized in that the at least one electrical line (60, 60 ^II , 260, 260 ^I , 360, 460, 460 ^I , 560, 598, 698, 859, 860, 960, 1160, 1160 ^I ) from an electrical energy source (203, 203 ^I 303 , 403, 503, 603, 703, 1003, 1003 ^I ) can be supplied in a power-controlled manner and a mode-dependent energy supply (8, 308, 1008) can be carried out. Energy supply system (2, 202, 302, 402, 502, 802, 902) according to claim 10 , characterized in that at least one of the vehicles (20, 20', 20 ^II , 220, 220 ^I , 320, 820, 920, 1020, 1120) of the heavy traffic (1, 201, 301, 1001, 1101) with a DC/ DC converter (213, 513, 613), in particular with a step-up converter (1117) or with a step-down converter, is equipped.

Images