To provide a public infrastructure for wireless power transfer (WPT) of electrical vehicles, the ability of interoperable use between infrastructure and vehicles of different manufacturers is necessary. For that reason a Wireless interoperable Power Transfer (WiPT) definition has been conceived and developed for pilot field operation. Due to its ability of interoperable use and being inherently safe, the IEC 61980-3 (TS) Annex AA [3] uses this concept for public under floor installations. One of the main features of WiPT is the wide ranging flexibility for the design of vehicle pads. The concept of reaching this feature and corresponding secondary device design procedures are described.

To provide a public infrastructure for wireless power transfer (WPT) to electrical vehicles, the ability of interoperable use between infrastructure and vehicle parts of different manufacturers is necessary. Based on the interoperability definition given in IEC 61980-3 (draft) Annex AA several different primary and secondary devices (pickups) have been realized by four manufacturers and have been applied to full electric cars. Experimental results of the interoperability check and field test results of cross manufacturer vehicle operation are presented, proving the usability of the interoperability definition.

System for contactless energy transmission from one of a feed unit can be acted upon with AC primary conductor to a vehicle disposed on a secondary winding, in particular for power transmission, wherein the vehicle for information transmission, a winding with a voltage signal is acted upon whose frequency is higher than the frequency of the alternating current, wherein a voltage induced in a further winding of the voltage signal is fed to the supply unit, in particular for controlling the alternating current, wherein the supply unit comprises means for detecting the Aussteuerungsgrades an on-off sequence of the voltage signal, wherein the feed unit is a means for the Aussteuerungsgrad dependent acting on the Primary conductor with the AC for transmitting electrical power.

Contactless energy transfer between power supply and electric vehicle as described in this proposal is based on the principle of resonant inductive coupling. A pair of charging pads, the stationary charging pad and the mobile charging pad, is used for this purpose. A charging pad may incorporate one or more coils and may be underlaid with material that is capable of conducting the magnetic field. As the stationary charging pad and the inverter are combined to form a unit within the stationary part (though they may be arranged at separate locations), no publicly accessible interfaces are required. The stationary part may be embedded in the ground and mounted flush with the road surface, or it may rest on the ground, e.g., for mounting in a garage. The inverter serves to convert the supply voltage and to set the frequency, current and voltage for the magnetic coil(s) of the stationary charging pad. In addition to the mobile charging pad, the mobile part of the charging equipment incorporates the on-board electronics.

L'invention concerne un systeme d'entrainement et un procede de fonctionnement d'un systeme d'entrainement comprenant un moteur electrique, un onduleur et un accumulateur d'energie, le moteur electrique pouvant etre alimente par l'onduleur qui peut etre alimente a partir de l'accumulateur d'energie. Selon l'invention, au moins un enroulement statorique du moteur electrique peut etre alimente en courant pouvant etre regule par un commutateur a partir d'une source d'energie electrique differente de l'accumulateur d'energie.

L'invention concerne un entrainement compact, un reducteur de type spiroplan, ainsi qu'un procede pour produire un entrainement. L'entrainement compact selon l'invention comprend au moins un moteur electrique, un frein, un reducteur et un changeur de frequence. Selon l'invention, l'arbre de sortie du reducteur et l'arbre de rotor sont paralleles entre eux et l'entraxe est determine par au moins un etage de reducteur. Le premier etage de reducteur comprend un premier element de denture relie a l'arbre de rotor et un deuxieme element de denture, en prise avec le premier et relie a un arbre intermediaire. Le frein, qui comprend au moins un arbre de rotor de frein, est integre dans le carter de l'entrainement compact. L'arbre de rotor de frein est place parallelement a l'arbre de rotor et est relie a un element de denture qui est en prise avec le deuxieme element de denture.