The invention relates to a transducer used in wireless electric vehicle charging, more particularly, provisions associated with the transducer allow for effective heat transfer out of a coil arrangement of the transducer while further allowing ease of manufacture of the transducer.
It is known to electrically charge a battery of a vehicle using an electrical charging system in which at least a portion of the energy used to electrically charge the battery is wireless transmitted through the charging system without using a wired connection.
Energy is transferred from a source transducer typically located on a ground surface proximate a vehicle. A corresponding transducer disposed on the vehicle receives at least a portion of this energy which is subsequently used to electrically charge a battery disposed on the vehicle. Another transducer uses an encapsulated epoxy that surrounds a coil having a ferrite layer to assist in heat dissipation away from the coil during electrical charging of the battery, especially during high current charging conditions. The encapsulated epoxy transducer, however, has a high cost to manufacture, is difficult to fabricate using high speed, automated manufacturing processes, and has a relatively heavy weight, or mass. In some embodiments a transducer may have an undesired heavy mass of about 13.6 kg (30 pounds).
Thus, what is needed is a robust transducer element that overcomes these shortcomings by effectively transferring heat out from the coil during electrical charging of a battery, is conducive for high speed manufacturing, and has less overall mass.
In accordance with one embodiment of the invention, a coil apparatus includes a housing. The housing has a coil arrangement disposed therein. The coil arrangement includes a ferrite layer and a thermally-conductive silicone layer that overlies the ferrite layer.
In accordance with another embodiment of the invention, a method is presented to manufacture a coil apparatus. One step in the method is providing a housing that includes a coil arrangement disposed therein. Another step in the method is providing a ferrite layer of the coil arrangement to overlie an internal surface of the housing. A further step of the method is providing a thermally-conductive silicone layer of the coil arrangement to overlie the ferrite layer.
Further features, uses and advantages of the invention will appear more clearly on a reading of the following detailed description of the embodiments of the invention, which are given by way of non-limiting example only and with reference to the accompanying drawings.
This invention will be further described with reference to the accompanying drawings in which:
It is desired to produce a transducer that is easily manufactured having a smaller size and overall mass. In addition, a transducer fabricated using high-volume manufacturing techniques may result in a transducer that has a lower manufacturing cost. A lighter weight transducer may desirably allow for increased fuel economy for the vehicle. With a potential of 3000 watts being applied/received especially by a transducer that has a smaller size, internal generated heat within the transducer must be quickly and effectively be transferred out from the transducer to ensure optimal transducer and optimal ECS operation. This is especially desired when the transducer is mounted on a vehicle, such as on an undercarriage of the vehicle.
In an electrical charging system application, one transducer may wirelessly transmit magnetic energy to another transducer that receives the transmitted energy. In some embodiments, the transducers are configured to transfer energy at a sufficiently high rate which may require a respective physical size of the transducers to be approximately 0.5 meters (m) in length by 0.5 meters (m) in width by 3 centimeters (cm) in height. Alternately, in contrast to magnetic energy, the transducers may be constructed to wirelessly transmit/receive inductive energy or electrical energy. If the transducer is disposed on a ground surface and the transmitting transducer remains in operation, heat generated within the ground-based transducer may entice an animal, like a dog or cat, to reside on top of, or adjacent a housing of the ground-based transducer so that the dog or the cat may absorbingly enjoy the warmth of the emitted heat. For example, if the dog or the cat decides to reside on top of the warmed transducer, the animal may also further be susceptible to high power magnetic energy during operation of the transducer. The transmission of magnetic energy through an animal during operation of the transducer negatively affecting maximum energy transfer efficiency between the transducers and may also negatively affect the animal's health. Transducers that do not have maximum energy transfer therebetween may result in an electrical charging system that undesirably electrically charges a battery in a longer time period that may have a undesired, increased energy cost to a human operator of the electrical charging system.
Referring to
ECS 10 further includes a power transmitter 30 and an electrical signal shaping device (ESSD) 32. Power transmitter 30 is disposed intermediate to, and in electrical communication with power source 18 and energy coupling arrangement 20. An output 53 of energy coupling arrangement 20 is in downstream electrical communication with ESSD 32. Power transmitter 30 is configured for electrical communication with power source 18 and off-vehicle transducer 24 that includes ADD 12. Off-vehicle transducer 24 is configured for operation when power transmitter 30 is electrically connected with power source 18. Power transmitter 30 supplies the necessary power via a voltage or a current electrical signal carried on an output 38 to ground-based transducer 24 so that ground-based transducer 24 is configured to wirelessly transmit magnetic energy 40 to on-vehicle transducer 26. On-vehicle transducer 26 receives the wirelessly transmitted magnetic energy 40 and converts the received magnetic energy to electrical energy which is further transmitted and electrically shaped by ESSD 32 and subsequently used to electrically charge battery 14. Alternately, the power transmitter may supply an electrical signal to operate the ground-based transducer that is a combination of both voltage and current. A vehicular charger 34, which is further controllable by vehicle 16, receives an output electrical signal from ESSD 32. Vehicular charger 34 also produces an output electrical signal that is in electrical communication with battery 14. Other electronic devices disposed in vehicle 16 may further decide to allow or prevent electrical charging of battery 14 by further controlling operation of vehicle charger 34. For example, the vehicular electronic devices may have information that indicates that the battery is at a full state of electrical charge and communicate this information with the vehicular charger so as to not allow further electrical charging of the battery. On-vehicle transducer 26, ESSD 32, and vehicular charger 34 are respectively disposed on vehicle 16. Power transmitter 30, in addition to power source 18 and ADD 12 attached to off-vehicle transducer 24 as previously described herein, are disposed external to vehicle 16. ECS 10 further includes an alignment means 36 that facilitates the positioning of vehicle 16 so that alignment of on-vehicle transducer 26 and ground-based transducer 24 that includes ADD 12 occurs so that battery 14 may be electrically charged.
Turning our attention more particularly now to
Array of animal deterring elements 42 are extending cylindrical pins, or posts 44. Posts 44 generally extend in a direction perpendicular to base 41. Posts 44 are formed of uniform, solid material throughout. Preferably, posts 44 and base 41 are formed of the same material. Alternately, the posts may be hollowed out to advantageously allow less material to be used to fabricate the ADD while also reducing manufacturing material costs. Each post 44 has a circular, column form. Alternately, the posts may have a tapered shape becoming narrower as the post extends further remotely away from the base of the ADD. Having tapered posts is advantageous when molding the ADD to facilitate removal of the ADD from the mold. Each post 44 includes an end 67 having a spaced relationship to base 41. In a one embodiment, each post may have a 7 millimeter (mm) thickness adjacent the base which linearly tapers to a 4 mm thickness at the end. Each post 44 does not make physical contact with any other adjacent post 44 in the array of animal deterring elements 42. Optimally selecting the x-direction and y-direction distance between each post in the array may allow for less material to be used to fabricate the ADD while decreasing fabrication costs. Additionally, posts spaced far enough apart allow for easier periodic cleaning of the ADD especially the base of the ADD by a human operator of the ECS. Array 42 is a 6 by 7 deterring element array with the 7 elements in the array being proximate a left facing side wall 25 of off-vehicle transducer 24. Alternately, the size of the array may be any size as necessary to fit the size or shape of the top external surface. The non-contacting posts 44 are spaced apart by a distance in an x-direction and a distance in a y-direction. The y-direction distance is transverse to the x-direction distance and the x-direction distance and y-direction distance are generally parallel to ground surface 28. The distances of the x-direction and the y-direction are selected to prevent an animal from squeezing within the spaces in-between the posts in the array.
The x-direction distance and the y-direction distance are selected based upon the physical size of an animal's head and/or portions of the animal's body that is desired for deterrence from overlying the off-vehicle transducer or in-between the adjacent posts. Generally, an animal that cannot fit a head through the posts will not also attempt to fit the torso or the remainder of the body also in-between the posts. Preferably, the x-direction distance and the y-direction distance are respectively sized to keep out the head of a small cat from fitting in-between adjacent posts in the array of animal deterring elements. Even more preferably, it has been observed that the x-direction distance and the y-direction distance should be about the same distance. It has been also been observed that the x-direction distance and the y-direction distance that is effective to deter animals, especially dogs and cats, may be in a range from about 4 cm to about 7 cm. For example, a 5 cm spacing of each post in the array in both the x-direction and the y-direction may provide sufficient inter-post spacing to keep a small cat's head and/or body and/or torso from residingly overlying the transducer and from fitting in-between the posts. In an alternate embodiment, tapered posts may also have a 5 cm spacing in both the x-direction and the y-direction as measured between the posts adjacent the base of the ADD.
ADD 12 is formed of a dielectric material. Preferably, the ADD is formed of a plastic material, such as nylon or a thermoplastic. Alternately, the ADD and the top portion of the housing of the off-vehicle transducer may be formed from the same material. Even more preferably, the base and the array of animal deterring elements are formed from the same dielectric material. Posts 44 are configured to have a sufficient amount of stiffness, or rigidity to provide column strength for posts 44 to project outwardly upward from base 41 and to prevent at least the ingress of animals thereto while also having a sufficient amount of flexibility and resilience to resist breakage under normal operation. For example, breakage of at least the animal deterring elements of the ADD may occur if at least a portion of human body weight or a portion of the vehicle's mass is applied against the posts of the ADD.
Referring to
On-vehicle transducer 26 is mounted on vehicle 16 in a manner so that a planer external surface 98 of on-vehicle transducer 26 is generally level with a lower external surface of undercarriage 52. Alternately, the external surface of the on-vehicle may be non-planar. The lower surface of the undercarriage is that surface that is located closest to the ground surface generally along length L of vehicle 16. Alternately, on-vehicle transducer 26 may be recessed within undercarriage 52 so that the lower external surface of the on-vehicle transducer may be disposed at a distance greater than distance d2. The distances in the x-direction and the y-direction of the posts of the ADD are disposed about, and perpendicular to axis B. As best illustrated in
Height h of posts 44 along with x-direction and y-direction spacing of posts 44 need to be selected and fabricated dependent on the vehicle application of use so that animals are deterred from entering space 73 or other spaces defined in-between posts 44 within height h. When on-vehicle transducer 26 is mounted on vehicle 16, as illustrated in
Referring to
If a smaller sized on-vehicle transducer is required in an electrical application, ferrite layer 72 may similarly decrease which further increases the need to have thermal control to vent heat out of on-vehicle transducer 26. It is strongly desired to minimize the potential for an undesired thermal event to occur on the on-vehicle transducer when the on-vehicle transducer is mounted to the vehicle.
To this end, then, first housing 86 includes a coil arrangement 71. Coil arrangement 71 includes a ferrite layer of material 72 that overlies an internal surface 85 of bottom ferrite housing portion 82 along a majority portion of the surface area of bottom ferrite housing portion 82. In an alternate embodiment, the ferrite layer may have a thickness of 5 millimeters. In another alternate embodiment, the ferrite layer may be formed from four individual ferrite tiles. A soft, pliable, resilient, compressible thermally-conductive silicone layer 70 overlies ferrite layer 72 within first housing 86. In one embodiment, the thermally-conductive material has the consistency of chewing gum. Thermally-conductive silicone layer 70 also covers the majority portion of the surface area of bottom ferrite housing portion 82 similar to ferrite layer 72. Ferrite layer 72 and thermally-conductive silicone layer 70 are each cut to a sufficient size from respective sheets of commercially available flexible material when on-vehicle transducer 26 is manufactured. Portions 79, 82 sandwich layers 70, 72 therebetween to form an assembled first housing 86. Portions 79, 82 are attachable together by screws (not shown). In one embodiment, a pair of screws fasten portion 79 to portion 82 and another pair of screws further fasten portion 82 to 79. A wire conductor 91, preferably litz wire, windingly surrounds first housing 86. Litz wire 91 is disposed within a plurality of slotted grooves 74a, 74b defined in, and disposed along a respective length of portions 79, 82, as best illustrated in
The litz wire conductor is formed from a plurality of wire conductors. The litz wire conductor may be secured to one or both of portions 79, 82 through holes (not shown) defined in one or both housing portions 79, 82 using a strap fastener (not shown). Alternately, the litz wire may be held in place with a adhesive tape. The strap and/or adhesive tape ensure the litz wire does not become displaced from the first housing during handling of the housing in manufacturing. In one embodiment, the litz wire includes 4,500 individual wire conductors that are bundled together. Both ends of the litz wire conductor may electrically connect with a printed circuit board (PCB) (not shown) disposed within the second housing of the on-vehicle transducer.
A molded silicone-based seal (not shown) is configured to reside in groove 69 defined in cavity portion 76. Preferably, the silicone-based molded seal is formed as a single continuous piece having no breakage or discontinuity. The silicone-based seal may have a continuous circular form, or shape prior to being disposed in a groove 69 having an aperture defined therethrough. The silicone-based seal is further compressed in groove 69 when cover portion 81 is secured to cavity portion 76 in a manner that keeps out contaminants, such as dust, dirt, water, out of the environment enclosed by second housing 87. If contaminants penetrate into the second housing of the on-vehicle transducer, operational performance of the on-vehicle transducer may undesirably degrade and may shorten the service life of the on-vehicle transducer.
In another embodiment, a printed circuit board (PCB) (not shown) is disposed within the second housing and includes a plurality of capacitors configured to be electrically charged so as to energize the coil arrangement so that optimum power efficiency of ECS 10 is attained. In one embodiment, upwards of twenty capacitor devices may be disposed on the printed circuit board. Disposing the capacitors/PCB within the second housing further ensues the high voltage transmitted and carried by these electrical components is not accessible to pets or the human operator so that the safety afforded by ECS 10 is increased. The ferrite layer of the first housing electrically connects with at least one of the capacitors in the plurality of capacitors to form a tuned electrical circuit. Alternately, that PCB may be disposed external to the second housing of the on-vehicle transducer. Other wire conductors, or cables may electrically connect with the PCB and be routed out openings 78 defined in first housing 76 to electrically connect with other electrical/electronic devices of ECS 10, such as with ESSD 32. Litz wire is especially useful in high frequency AC, high power applications and is known in the electrical wiring arts. The litz wire conductors may be terminated in ring terminals or another type of fastener and be soldered thereto. The soldered ring terminals may then be fastened to the PCB with a fastener such as a bolt and a nut. The PCB that contains the plurality of capacitors may be manufactured on an assembly line as is known in the PCB arts.
Top ferrite housing portion 79 of first housing 86 also includes a pair of housing structures, or portions 75 that are formed from a different material than the dielectric first housing 86. Top ferrite housing portion 79 defines a pair of opposing elongate openings 99 proximate an edge of the perimeter of top ferrite housing portion 79 that are configured to receive housing portions 75. Preferably, housing portion 75 is formed from a unitary piece of continuous solid material throughout and has rectangular three-dimensional form. More preferably, housing portion 75 is formed from a metal material. Even more preferably, the metal material is a copper or a copper alloy material. Alternately, the housing portion may have any shape. Housing portions 75 are easily drop-fitted in to, and received by openings 99 so that an external surface of housing portions 75 make direct contact with thermally-conductive silicone layer 70. Alternately, the housing portions may be formed of aluminum material. The housing portions formed of copper material provide greater heat transfer than if the housing portions are made of aluminum. Ferrite layer 72 is sufficiently sized so that openings 99 also overlie ferrite layer 72.
Another thermally-conductive silicone layer 77 is disposed external to first housing 86 to overlie a majority portion of first housing 86 and another external surface of respective housing portions 75. Thermally-conductive silicone layer 77 is formed of the same material as thermally-conductive silicone layer 70. Thus, thermally-conductive silicone layer 77 is disposed intermediate first housing 86 and an internal surface of cover 81 such that two distinct thermally-conductive silicone layers 70, 77 are disposed within second housing 87. A non-dielectric, or metal layer 80, preferably formed from copper or copper alloy overlies thermally-conductive silicone layer 77 and is suitable as a ground plane to enhance magnetic field performance operation of on-vehicle transducer 26. Alternately, the metal layer may be some other metal material that is different from the copper or copper alloy material.
Thermally-conductive silicone layers 70, 77 and the copper housing portions 75 advantageously serve to judiciously vent heat out from first and second housing 86, 87 of on-vehicle transducer 26. There is generally a first main thermal heat dissipation path tp1 and a second main thermal heat dissipation path tp2 for heat venelation and transmission out from first and second housings 86, 87 of on-vehicle transducer 26, as best illustrated in
Referring to
ADD 12 is generally not being used in ECS 10 when ADD 12 is not attached to off-vehicle transducer 24. ADD 12, when attached with off-vehicle transducer 24, is generally not in use if off-vehicle transducer 24 is not secured to ground surface 28 and/or if off-vehicle transducer 24 is not in electrical connection with power transmitter 30. Off-vehicle transducer 24 and/or on-vehicle transducer 26 are not in use when not electrically connected in ECS 10. Off-vehicle transducer 24 and/or on-vehicle transducer 26 are also not in use when electrically connected within ECS 10, but ECS 10 is not being used to pass energy through transducers 24, 26.
Off-vehicle transducer 24 and/or on-vehicle transducer 26 is partially in use when electrically connected in ECS 10 and ECS 10 is ready to electrically charge ESD 14, but is prevented from doing so. For example, this may occur if charger 34 prevents system 10 from electrically charging ESD 14.
Off-vehicle transducer 24 and on-vehicle transducer 26 are in use when electrically connected in ECS 10 and ECS 10 is electrically charging ESD 14. A majority portion of energy wirelessly received by on-vehicle transducer 26 from off-vehicle transducer 24, when in use, is through dielectric cavity portion 76 of on-vehicle transducer 26. Dielectric cavity portion 76 generally faces ADD 12 of off-vehicle transducer 24 when transducers 24, 26 are in use.
Referring to
Referring to
To better understand the electrical signals as designated on the electrical signal paths illustrated in
60 Hz AC—A 60 Hz, AC voltage electrical signal. Generally, the AC voltage is either 120 VAC or 240 VAC dependent on the power source generating the voltage.
HV HF AC—A high voltage, high frequency alternating current (AC) electrical signal. Preferably, the voltage signal is greater than 120 VAC and the frequency of the voltage signal is greater than 60 Hz. The frequency may be in a range of 10 kHz to 450 kHz.
HV DC—A high voltage, direct current (DC) electrical signal. Preferably, the DC voltage is greater than 120 VDC.
Primary ECS 301 contains an ESSD 337 and an integrated charger 353 that is different from ESSD 32 and the vehicular charger 34 of ECS 10 in the embodiment of
Primary ECS 301 operates with high voltages at a frequency that is greater than 60 Hertz (Hz). Secondary ECS 302 operates at a frequency of 60 Hz or less. A first frequency of a first electrical current input along signal path 305 to controller/convertor 327 of primary ECS 301 has a greater frequency value than a second frequency of a second electrical current carried on output 323 from secondary system 302 to integrated charger 353. An electrical signal output from integrated charger 353 is received by transfer switch 303. Controller/convertor 327 may measure voltage, current and power similar to the embodiment of
Referring to
Primary and secondary system 408, 410 are constructed from any combination of electrical components as are used to form electronic circuitry, such as resistors, capacitors, inductors, diodes, integrated circuits (ICs), thermal cut-out devices, relays, power supply ICs, magnetic or inductive devices, microprocessors, microcomputers, switches, relays, and the like. Electronic devices like battery 412 disposed on vehicle 414 and other electronic devices like power sources 417a, 417b disposed external to PSS 407 and vehicle 414. Battery 412 is also disposed external to primary and secondary systems 408, 410 of PSS 407. Primary system 408 is electrically powered by power source 417a and secondary system 410 is electrically powered by power source 417b. Respective plugs 432, 450 of primary and secondary system 408, 410 releasably couple with electrical outlets (not shown) that may be found in a conventional garage. Alternately, electrical outlets may be provided in a location wherever a vehicle may be electrically charged, such as a parking lot or parking garage. Power source 417a that electrically powers primary system 408 is a 240 VAC power source and power source 417b that electrically powers secondary system 410 is a 120 VAC power source. Alternately, the primary and the secondary system may be powered by the same power source where the power source is 120 VAC or 240 VAC. In a further alternate embodiment, any AC voltage may be utilized for the power source for the primary and/or the secondary ECS that is effective to electrically charge the battery of the vehicle. Still yet alternately, the frequency of the power source for either the primary and/or secondary system may be 50-60 Hz. In another alternate embodiment, the primary system and/or secondary system may be respectively electrically hardwired to a power source of any voltage value such that the electrical outlets are not needed. Having one or more of the electrical systems being hardwired may be advantageous for the human operator in that less electrical hook-up is required by the human operator each time the primary or secondary system is needed for use. The human operator also does not need to handle PSS components electrically wired to the high voltage energy which may provide additional safety for the human operator.
Primary ECS of PSS
The first portion of primary system 408 external to vehicle 414 receives energy from power source 417a, amplifies the received energy, and wirelessly transmits or propagates at least a portion of the amplified energy to the second portion of the primary system 408 disposed on vehicle 414. The second portion of primary system 408 receives and couples the propagated energy from the first portion of primary system 408 and electrically transforms the coupled wirelessly transmitted energy to electrical current that is subsequently used to electrically charge battery 412 of vehicle 414. The first portion of primary system 408 includes plug 450 coupled to a cord that attaches with a DC power supply 451, a computer 453, a receiver 454, an amplifier 452, and off-vehicle transducer 455. The second portion of primary system 408 attached to vehicle 414 includes on-vehicle transducer 456, a controller/rectifier 457, a ballast resistor 445, a wireless voltmeter 458, an inverter 460, a transfer switch 461, and a TTEBA 411 which is disposed proximate to battery 412 to protect a human operator (not shown) from one or more undesired thermal events that may occur proximate to primary and/or secondary system 408, 407. TTEBAs 411, are electrically activated if thermally triggered when a temperature at the respective TTEBA exceeds a predetermined threshold due to the thermal event. As illustrated in
Initially, energy is supplied to the first portion by a 240 VAC power source 417a when plug 450 is coupled in the electrical outlet. The electrical outlet is an extension of power source 417a. The energy is received by a DC power supply 451 that produces a DC voltage that is modulated by amplifier 452 to become a high frequency AC voltage that is output from amplifier 452. The high frequency AC voltage output from amplifier 452 may be in range from 20 to 200 kilohertz supplied to off-vehicle transducer 455. Off-vehicle transducer 455 transmits this high frequency AC voltage signal that is received by on-vehicle transducer 456. On-vehicle transducer 456 of the second portion of the primary system 408 wirelessly receives and couples at least a portion of the amplified, high-frequency AC voltage and transmits this portion along signal path 463 to controller/rectifier 457. Controller/rectifier 457 electrically rectifies this voltage to produce a corresponding direct current (IDC). This IDC current is electrically transmitted along signal path 465 to invertor 460 that inverts the corresponding DC current to produce a 50-60 Hertz electrical current that is configured for use to electrically charge battery 412. The 50-60 hertz electrical current is transmitted along signal path 466 to transfer switch 461. When transfer switch 461 is set to a first state to allow primary system 408 to electrically charge battery 412 the 50-60 hertz signal is carried along signal path 467 to charger 499. Transfer switch 461 is selectably controlled by controller/rectifier 457 via control signal 491 to operatively control a state of transfer switch 461. When controller/rectifier 457 sets transfer switch 461 to the first state, the electrical current produced by primary system 408 is configured to electrically charge battery 412 as previously described above. When controller/rectifier 457 sets switch 461 to a second state through control signal 491 the secondary system 410 is configured to electrically charge battery 412. Alternately, the controller may set the transfer switch to a third state to allow both the primary and the secondary system to electrically charge the battery at the same time. Transfer switch 461 is in electrical communication with a vehicle charger 499 that regulates and controls the voltage that is useful to electrically charge battery 512. Vehicle charger 499 is used by electrical systems of vehicle 414 to allow independent control of battery charging independent of PSS 407. Thus, charger 499 may further modify or manage the electrical charging of battery 412 from electrical current received from PSS 407. Alternately, the functionality of the vehicle charger may be included as part of the PSS system. Still yet alternately, the vehicle charger may not be employed.
Controller/rectifier 457 communicates with a vehicle data bus 498. Alternately, the transfer switch may be controlled by another electrical device in the vehicle through the vehicle data communication bus. Vehicle data communication bus 498 may communicate status information to primary system 408 regarding the electrical hookup of secondary system 410. Primary ECS 408 may communicate information about primary ECS 408 to the vehicle on vehicle data communication bus 498. Wireless voltmeter 458 measures the magnitude of the voltage and/or electrical current at the output of controller/rectifier 457 along signal path 465. This voltage information is wirelessly communicated to receiver 454 in the first portion of primary system 408. Knowing the on-board vehicle voltage information allows for the variable adjustment of power supplied to off-vehicle transducer 455 by primary system 408 to optimize electrical operation of primary system 408. Ballast resistor 445 is used to minimize the magnitude of the voltage along signal path 465 during operational start-up of primary ECS 408. Alternately, the ballast resistor may not be used in the primary ECS. In one embodiment, the electrical current available to electrically charge the battery may be in an electrical current range of 10-20 amps. The primary and the secondary ECS 408, 410 may electrically charge battery 412 with the same amount of electrical current, but primary system 408 may electrically charge battery 412 in less time being supplied with power produced from the 240 VAC power source 417a versus secondary system 410 being supplied with power from the 120 VAC power source 417b. Alternately, the TTEBA proximate the battery disposed in the vehicle may not be employed. In still another alternate embodiment, the TTEBA in the either of the plugs may not be employed. In a further alternate embodiment, the primary ECS may not use plug 450 and otherwise be hardwired to a power source such that the TTEBA used with plug 450 may not be utilized. This type of ESSD configuration along with other ESSD configurations are further described in U.S. Ser. No. 13/450,881 entitled “ELECTRICAL CHARGING SYSTEM HAVING ENERGY COUPLING ARRANGEMENT FOR WIRELESS ENERGY TRANSMISSION THEREBETWEEN” filed on 19 Apr. 2012 which is incorporated by reference in its entirety herein.
Secondary ECS of PSS
Secondary system 410 includes a charging station 416 and a charge coupler handle 418 and is configured to supply 50-60 hertz electrical current to battery 412 when at least a portion of the electrical current supplied by the secondary system 410 is electrically transmitted through at least a portion of primary system 408 that is disposed on vehicle 414. When secondary system 410 electrically charges battery 412, primary system 410 is configured to electrically break from electrically charging battery 412. Primary system 408 uses switch 461 to select the coupled secondary system 410 to electrically charge battery 412. Alternately, the secondary system may electrically charge the battery in combination with the primary system. Still yet alternately, the secondary system may be any type of ECS that is different from PSS 10, 415 that is still useful to electrically charge battery 412.
Secondary system 410 electrically operates is a manner as previously described herein. Secondary system 410 is not in use when transfer switch 461 is not in a state that selects secondary system 410 to electrically charge battery 412. Secondary system 410 also not in use if secondary system is not electrically coupled to a live power source 417b.
Primary system 408 is not in use when the first portion of primary system 408 disposed external to vehicle 414 is not electrically connected to power source 417a. Primary system 408 is also not in use when transfer switch 461 is not in a state that selects primary system 408 to electrically charge battery 412.
Primary system 408 is partially in use when the first portion of primary system 408 disposed external to vehicle 414 is electrically connected to power source 417a and second portion of primary system 408 does not wireless receive energy from the first portion of the primary system 408.
Primary system 408 is in use when the first portion of primary system 408 disposed external to vehicle 414 is electrically connected to power source 417a and second portion of primary system 408 wirelessly receive energy from the first portion of the primary system 408 to be transferred to electrical current in the second portion of the primary system 408. Electrical current flows through second portion of primary system 408 when battery 412 requires electrical charge. Secondary system 410 is in use when transfer switch 461 is in a state that selects secondary system 410 to electrically charge battery 412 and when secondary system is electrically coupled to a live power source 417b.
Alternately, the off-vehicle and on-vehicle transducer may be any physical size and shape that allows a sufficient amount of energy to be transmitted there between as required in an electrical application of use.
In another alternate embodiment, an off-vehicle transducer may be employed in an application of use without using the ADD.
Alternately, while the on-vehicle transducer that includes the coil arrangement with the ferrite layer and the thermally-conductive silicon layer is previously described herein, this type of arrangement may be employed for use in any type of transducer that, for example, may also include the off-vehicle transducer. In a further alternate embodiment, both the on-vehicle transducer and the off-vehicle transducer are respectively constructed using the ferrite layer and the thermally-conductive silicon layer or any of the other transducer features as previously described herein. The off-vehicle transducer being disposed on the ground surface may have less of a need to effectively transfer heat due to being a larger overall size than the on-vehicle transducer.
Still yet alternately, the transducer having the ferrite layer and the thermally-conductive silicone layer that overlies the ferrite layer may be used in any type of vehicle or non-vehicle application where a transducer may be needed.
Alternately, while the heat transfer is desired in an upwards direction towards the aluminum cover, a thermally-conductive path may also be attained on the other side of the ferrite layer adjacent to the cavity portion of the on-vehicle transducer to achieve an even more effective heat transfer out of the on-vehicle transducer. Additional thermally-conductive silicone layers and/or metal layers may be added external to the first housing to achieve this greater heat transfer result and may be constructed in a manner similar to that which has been previously described herein.
Alternately, the ADD attached to the ground-based off-vehicle transducer may also discourage foreign objects, like the soda pop can, from occupying a space overlying the ground-based off-vehicle transducer especially when the on-vehicle transducer overlies the off-vehicle transducer.
In another alternate embodiment, the posts of the ADD may have non-flat ends. In one embodiment, for example, the ends may be concave rounded ends.
In a further alternate embodiment, the top external surface of the ground-based transducer may be any shape and size and the base of the ADD may be formed to conform to this shape and size.
In still another alternate embodiment, while the ADD is deployed on a transducer as part of an ECS as described herein, the ADD may be deployed on any type of apparatus where animal deterrence is needed. Still yet alternately, the ADD may be used independently of any apparatus where animal deterrence is needed.
In yet another alternate embodiment, the overall size of the ADD along with the size of the array of animal deterring elements may be tailored to suit the apparatus that needs animal deterrence.
In a further alternate embodiment, any type of device or apparatus that needs animal deterrence, especially spatial animal deterrence in relation to another device, may find the ADD useful. The ADD may be mountable to any type of solid material.
Still alternately, the on-vehicle transducer may be deposed along any portion of the undercarriage of the vehicle along the length of the vehicle. Still yet alternately, the on-vehicle transducer may be deployed anywhere on the vehicle.
In still other alternate embodiments, the silicone layer/ferrite arrangement may be employed for any type of transducer. This may include and not be limited to, for example, an off-vehicle transducer.
Alternately, a transducer may be utilized that does not employ the metal layer and/or the metallized cover. For instance, the cover may be formed of a dielectric material. Thus, this type of transducer arrangement, while still employing the silicone layer and the ferrite layer, may utilize a first and second housing formed completely of dielectric material. In yet another embodiment, the second silicone layer intermediate the first and the second housing may not be employed. This may help to reduce material costs in an application of use where thermal heat transfer out of the transducer is not particularly needed.
In yet another alternate embodiment, if the on-vehicle transducer is recessed above the lower level of the undercarriage, the additional space created thereat may be filled with a filling material such that animal deterrence is still effective with the ADD. The filling material, for example, may be formed of a plastic material or be a plastic panel that prevents the space from being occupied by the animal.
Thus, an on-vehicle transducer that effectively transfers heat out from the first housing that contains the ferrite layer and the thermally-conducive silicone layer during electrical charging of a battery has been presented. The two thermally-conductive silicone layers in combination with the copper housing portions disposed in opening s of the first housing assist to effectively transfer heat out of the on-vehicle transducer through the cover of the on-vehicle transducer in to an air environment adjacent the cover of the on-vehicle transducer. The layered approach of the elements that form the on-vehicle transducer allow for easy of manufacturability of transducer on an automated assembly line that may have a lower manufacturing cost. The materials of the on-vehicle transducer, such as cover formed of an aluminum metal material and the dielectric housing portions of the first housing, allow for the on-vehicle transducer to have reduced weight. An ADD is easily attachable to the cover of the off-vehicle transducer. The on-vehicle transducer having the thermally-conductive silicone layers is adaptable for use in many different ECS configurations. The ADD prevents animals and small foreign objects from entering a space intermediate the transducers to enable maximum energy transfer efficiency between the transducers has been presented. The ADD may be formed out of a thermoplastic material in a mold in a single molding process operation as a single unitary piece. The ADD is easily installed on the off-vehicle transducer using fasteners or adhesive. The animal deterring elements have a sufficient height that allow the ADD attached to the off-vehicle transducer to be within tolerances of a ground clearance of the vehicle but discourage and prevent an animal's body from being located in a space disposed intermediate the ends of the animal deterring elements and the on-vehicle transducer when the ends of the animal deterring elements underlie the undercarriage of the vehicle. This animal deterrence is particularly effective when the spacing of the posts in the array in the x-direction are about the same spacing as in the y-direction and the distance of the spacing between the ends of the posts and an external surface of the on-vehicle transducer is about the same distance as the distance of the x-direction. The animal deterring elements have sufficient strength so as to protrude upward from the base of the ADD while being resilient enough to support ingress from an animal disposed thereon. The ADD may be utilized in any ECS that has a ground-based transducer where animal deterrence is desired. In general, the ADD may be deployed with any type of apparatus where animal deterrence is needed and may be formed in a manner that allows deployment on many different apparatus shapes and sizes.
While this invention has been described in terms of the embodiments thereof, it is not intended to be so limited, but rather only to the extent set forth in the claims that follow.
It will be readily understood by those persons skilled in the art that the present invention is susceptible of broad utility and application. Many embodiments and adaptations of the present invention other than those described above, as well as many variations, modifications and equivalent arrangements, will be apparent from or reasonably suggested by the present invention and the foregoing description, without departing from the substance or scope of the present invention. Accordingly, while the present invention has been described herein in detail in relation to one or more embodiments, it is to be understood that this disclosure is only illustrative and exemplary of the present invention and is made merely for purposes of providing a full and enabling disclosure of the invention. The foregoing disclosure is not intended or to be construed to limit the present invention or otherwise to exclude any such other embodiments, adaptations, variations, modifications and equivalent arrangements, the present invention being limited only by the following claims and the equivalents thereof.
This application claims priority to provisional application U.S. Ser. No. 61/587,272 filed on 17 Jan. 2012.
Number | Date | Country | |
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61587272 | Jan 2012 | US |