How inductive charging can drive the electromobility

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How inductive charging can drive the electromobility-electromobility

EDAG is an independent engineering service provider for the global automotive industry. The company has been working on a new process for inductive loading of electric cars for some time and has been patented. This could mean another milestone for electromobility and their infrastructure.

Snowed charging roses, dirty charging cable and the search for the matching charging column. The inhibition threshold for electromobility is still high. The different market players have therefore accelerated their research and development activities in recent years. EDAG, according to own information of the world’s largest independent development service providers in the automotive industry, has developed an innovative procedure for inductive loading of electric cars as part of the research project “Lanecharge” and pending patent.

In the inductive loading of electric cars, a transmitting coil is embedded in the road and integrated a receiver coil into the vehicle. To load the driver with his vehicle just drive over the send coil and the charging process can start automatically. Similar to the wireless loading of smartphones, energy is charged via an air gap into the battery. The challenge of the automotive is the larger air gap and the higher performance to be transmitted. With the help of the EDAG circuit, e-cars should be technically so easy as well as resource-saving. Unlike previous solutions, the charging intelligence is located in the vehicle and no longer in the street. The technique taken in the street is easier and more robust than before. This makes the connection in the street cheaper and easier the fast expansion of inductive charging infrastructure through energy providers and road operators. The required control of the charging power achievements in the vehicle and is based on the individual energy demand of the respective vehicle. Thus, a single electronics module can supply several transmit coils on the road, while each vehicle can control the energy acceptance from its sending coil itself – according to EDAG “a significant contribution to resource conservation and cost reduction on the infrastructure page”.

Intelligent and faster shop

Jochen Rohm, Development Engineer Embedded Systems at EDAG, explains the benefits of the new procedure: “In the case of previous inductive procedures, several transmit coils could also be connected to a power electronics in the street. But these were not individually adjustable, but rather, the transmitted performance of all transmitting coils after the vehicle was set with the lowest loading requirement. The disadvantages of this method are obvious: Since each vehicle has an individual loading requirement, only one vehicle has received the optimal charging power yet. In addition, real-time communication was necessary for the scheme, usually via WLAN. We are now turning the roles with our technology. The charged in the vehicle charging intelligence decides independently and individually how much power you decreases the transmission coil. As a result, many vehicles with different load media can be optimally and without real-time communication can be loaded on only one street-side power electronics.”

As part of the “Lanecharge” project, a concept for a complete system for loading E-Taxis is developed and implemented together with the University of Hannover, the Technical University of Braunschweig and Sumida Components & Modules. EDAG is responsible for the development of power electronics and the integration of the individual assemblies into the vehicle. For the next step, the first tests at the Hannover University of Applied Sciences are planned. 2023 The procedure is to be used at the taxi rank in front of the Hannover Central Station. The research project “Lanecharge” is a total of 2.77 million. Euro in the context of the funding policy Electromobility of the Federal Ministry of Transport and Digital Infrastructure (BMVI). The Directive is coordinated by NOW GmbH and implemented by the project carrier Julich (PTJ).

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5 thoughts on “How inductive charging can drive the electromobility”

  1. Of course it comes. Not only public charging structure is interesting, but also non-public at work or as a private customer on garage / carport / parking space. My charging column I like to take off in a few years.

  2. Whether the technical sense make ? Modern EVS ‘invite with 150 kW and more. This is very complicated with coils and expensive. Also, the losses in the inductive AC voltage charging does not neglect with reduced charging power is the possibly. For vehicles that handle a lot, useful.

    But actually we want to get away from the alternating current. The remote networks are converted to HGu (high voltage equal flow), because there are significantly lower transmission losses here. And at low voltage level and in the domestic net would make direct current senses, because most devices B (lighting = LED, consumer electronics, wise goods) require DC voltage and in these devices could be saved the power supplies that have to convert overflow to DC voltage.

    That would save extreme quantities of resources, produce less transmission losses and avoid electrosmog.

    The first urban networks built Thomas Alva Edison were DC networks. Only because there was no DC voltage inverter then, alternating voltage has enforced. For similar technical reasons, the EV was also disappeared then and the internal combustion engine has been enforced. With all its negative consequences that are correctly corrected.

  3. Completely unnecessary for the average private user and also energy waste!

    Realistic range of a 2021 eV: CA. 350km.
    Average driving performance per day in D: 38km

    Put a cable every week once: CA. 10 sec.

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