WO2020200355A1 - Dispositif de verrouillage pour un dispositif de charge d'un véhicule électrique - Google Patents

Dispositif de verrouillage pour un dispositif de charge d'un véhicule électrique Download PDF

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Publication number
WO2020200355A1
WO2020200355A1 PCT/DE2020/100168 DE2020100168W WO2020200355A1 WO 2020200355 A1 WO2020200355 A1 WO 2020200355A1 DE 2020100168 W DE2020100168 W DE 2020100168W WO 2020200355 A1 WO2020200355 A1 WO 2020200355A1
Authority
WO
WIPO (PCT)
Prior art keywords
locking element
charging
end stop
locking
locking device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2020/100168
Other languages
German (de)
English (en)
Inventor
Murat Özdogan
Christian Sturm
Claus Töpfer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiekert AG
Original Assignee
Kiekert AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of WO2020200355A1 publication Critical patent/WO2020200355A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a locking device for an electric charging device of a motor vehicle, in particular an electric or hybrid motor vehicle, with a movable locking element, which is provided to releasably lock a charging plug in a charging socket of the electric Ladevor direction or vice versa, and with a motor drive for adjusting the locking element.
  • Batteries in electric or hybrid vehicles must be regularly supplied with electrical energy. This is done with recourse to a charging infrastructure, which typically includes charging stations.
  • a charging infrastructure typically includes charging stations.
  • the charging plug of the charging station is generally coupled to a charging socket on the motor vehicle side and is releasably locked.
  • the reverse can also be used.
  • a charging socket of the charging station is releasably locked to the charging plug on the motor vehicle side.
  • the lock is necessary, for example, to avoid health hazards, as high voltage is generally used at this point.
  • the locking ensures that only previously identified users can legitimately draw the energy made available by the charging station and that misuse is prevented.
  • an identification of the operator and an authorization check with the aid of an identification signal usually take place before such a loading process, as is basically described in WO 2010/149426 A1.
  • the adjustment of the locking element is carried out in the prior art according to CN 2020695855 U with the help of an electric motor drive.
  • the electric motor drive itself consists of an electric motor and a downstream multi-stage transmission.
  • the multi-stage gear works on the locking element via a cam.
  • a plug is provided that can be locked in a socket.
  • the user can also be identified via the plug or charging plug.
  • locking means are provided with the help of which the charging plug can be locked in the charging socket of the charging station.
  • An electromotive drive is used to drive the locking means.
  • the two positions “unlocked” and “locked” of the locking element can be implemented and specified.
  • the charging plug In the “unlocked” position of the locking element, the charging plug can be removed from the charging socket.
  • the “locked” position ensures that the charging plug is locked and secured opposite the charging socket. This position is typically only assumed when a previously provided user identification has been successfully completed and payment for the electrical energy drawn is also ensured. The charging process is only started after the locking element has ensured that the charging plug has been locked with respect to the charging socket.
  • the following considerations are based on the assumption that the charging socket is provided on the motor vehicle side and that the charging plug, which is generally coupled to the charging column via an electrical connection line, is coupled to the charging socket on the motor vehicle side and is releasably locked with respect to it.
  • the charging socket is implemented on the charging column and the electric or hybrid vehicle in question is locked with its own electrical connection line with a charging plug at the end opposite the charging socket on the charging column.
  • work is carried out with a charging socket on the motor vehicle side, into which the charging plug connected to the charging column engages releasably and is locked with respect to it.
  • the charging socket on the motor vehicle side must be mounted on or in a body of a motor vehicle together with the motor drive and the locking element. This typically happens in the area of a body opening.
  • electrical supply lines for the motor drive are laid starting from the on-board network up to the motor drive.
  • the electrical supply lines are generally designed as part of a cable harness that is already installed in the motor vehicle. In this way, the drive of the Riegelele Mentes and the desired charging process succeed without any problems. However, so far there has been a problem in practice when the locking element has been damaged by misuse, mechanical effects or otherwise.
  • the invention aims to provide a remedy here overall.
  • the invention is based on the technical problem of developing such a locking device for an electric charging device of a motor vehicle so that, in particular, damage to the locking element can be properly detected and appropriate countermeasures can be taken if necessary.
  • the invention proposes in a generic locking device for an electric charging device that at least one end stop is provided for the locking element and a detection unit assigned to the locking element.
  • the detection unit can be designed to be tactile or contactless, or both.
  • a travel path of the locking element is generally recorded with the aid of the detection unit, so it is a path sensor in the broadest sense. At least the detection unit serves to detect any deviations in the travel path of the locking element and in particular whether or not the end stop has been reached or not.
  • the invention is based overall on the knowledge that the at least one end stop for the locking element can be used particularly advantageously, namely in the form that this ensures that the locking element is fully extended.
  • the locking element can of course also act on the end stop when there is no charging plug in the charging socket Reach the help of the motorized drive. Then a so-called "run-over" is mentioned below.
  • the detection unit is at least able to measure the state of the fully extended locking element resting against the end stop, in which the detection unit is equipped, for example, in at least two parts with a sensor and a control unit evaluating signals from the sensor.
  • a pushbutton element acting on the sensor is also implemented.
  • the sensor and / or the pushbutton element can be arranged on or in the locking element, for example embedded in it. In principle, however, a spaced arrangement and placement of the sensor on the one hand and the probe element on the other hand is also possible.
  • the pushbutton element can be arranged in the locking element, whereas the sensor, on the other hand, is attached in or on a housing that typically accommodates the locking element and the motor drive.
  • the detection unit is at least able to detect the fully extended locking element resting against the end stop.
  • the undamaged locking element that is to say typically one which has the entire length specified by the manufacturer and is not, for example, broken off or otherwise damaged and consequently reduced in length. Because such a damaged locking element is no longer able to properly lock the charging plug in the charging socket, which is to be determined according to the invention.
  • the design is advantageously made so that the fully extended and undamaged locking element rests against the end stop. At least this functional position can be reliably detected with the aid of the detection unit.
  • the damaged locking element (usually also in the fully extended state) to a spaced-apart position from the end stop that can be detected by means of the detection unit. This means that as soon as the locking element is damaged, for example reduced in length by breaking, this leads to the fact that the damaged locking element is spaced apart from the end stop when completing a travel path corresponding to the fully extended position of the undamaged locking element. This can also be detected with the aid of the detection unit.
  • the damaged locking element can also assume a position adjacent to an alternative stop which can be detected by means of the detection unit.
  • the distance to the end stop in the fully extended state of the damaged locking element is not detected with the aid of the detection unit. Rather, the damaged locking element moves against the alternative stop and comes into the position adjacent to the alternative stop. This applied position is detected again with the aid of the detection unit.
  • Corresponding information from the detection unit or a corresponding signal about the path taken during this process can now be evaluated by a control unit, which will be described in more detail below, so that, depending on the alternative stop used in this process, the control unit concludes that the locking element has broken or damaged. That is, the alternative stop is only reached by the locking element when the locking element is damaged.
  • the detection unit can detect the path corresponding to this and transmit it to the control unit, which in such a case detects damage to the locking element and converts it into a warning message to be described below, for example.
  • the detection unit can of course also be designed in such a way that the locking element, viewed over its entire travel path, is detected by measurement. As a result, the entire travel path can be monitored and controlled with the aid of the detection unit and transmitted to the control unit.
  • the detection unit is only able to reliably register the spaced-apart position of the damaged locking element relative to the end stop in the fully extended state. Because if the undamaged locking element comes to rest against the end stop, this functional state can be determined, for example, via an increased current to act on the motor drive due to its blockage. This is possible with the help of the already mentioned control unit as part of the detection unit.
  • the locking element is generally acted upon during a loading process and / or afterwards with the aid of the motor drive in the direction of the end stop.
  • the invention is based on the knowledge that the correct functioning and the undamaged state of the locking element can be checked easily during and / or after the charging process.
  • the prior art proceeds in such a way that the locking element is moved once with the charging plug correctly received in the charging socket until the locking element has reached the end stop in question. This state is then maintained at least for the duration of the charging process, which is regularly possible without any problems due to the self-locking forces of the motor drive.
  • the control unit typically emits a warning message, for example on an instrument panel of the motor vehicle.
  • the locking element can also be checked after the loading process, namely in that the "overrun” mentioned above takes place.
  • the invention is based on the knowledge that after the charging process has been completed, the charging plug is removed from the charging socket so that it is "driven over”, in any case the locking element reaches the end stop in an undamaged state. If this does not happen, the detection unit immediately reports damage to the locking element.
  • the control unit can also detect a vehicle speed and act on the locking element as a function thereof. This ensures that the “overrun” described above only takes place when the motor vehicle is in motion and consequently when the charging plug is safely removed from the charging socket.
  • the locking element can be acted upon permanently and / or intermittently.
  • An intermittent operation of the locking element is recommended, for example, after the charging process, in order to reduce the power consumption due to the repeated action of the locking element on the part of the motor drive to be kept as low as possible and not to unnecessarily burden the vehicle battery.
  • the control unit advantageously serves to evaluate signals from the sensor, which in turn ultimately provide information about the travel path of the locking element and its "damaged / undamaged" state.
  • the design is also made so that the control unit can vary the power of the motor drive for the locking element depending on the charging process. For example, if the locking element is permanently applied during the charging process, the procedure is such that the motor drive for applying the locking element is not subjected to its full power, which is typically required in order to properly penetrate the aligned bores observed after the charging plug has been inserted into the charging socket and to be able to reach the end stop. For this reason, when the locking element is already in the fully extended state, the motorized drive is subjected to a reduced power. The control unit takes care of this, depending on the charging process. In addition, after evaluating the vehicle speed, the control unit can ensure that the locking element is also subjected to a reduced electrical power when it is "driven over".
  • the procedure is usually such that the signal from the sensor is detected as part of the detection unit for checking it at predetermined time intervals, both during continuous and intermittent operation of the locking element.
  • any damage to the locking element can be inferred immediately and this can be displayed without delay.
  • control unit generally defines a virtual end stop as a replacement for the real end stop when the locking element is damaged also contributes to this. That is, as soon as the locking element is damaged and typically has a reduced length compared to the undamaged state due to a break, the locking element can no longer reach the real end stop. For this reason, the control unit defines the previously mentioned virtual end stop in order to avoid any damage to the motorized drive when moving the locking element. In addition, this virtual end stop can also be used to design such that even the damaged locking element may still be able to lock the charging plug in the charging socket. In other words, in this way at least a type of emergency operation can be maintained until the locking element has been repaired.
  • a locking device for an electric charging device of a motor vehicle is made available which correctly detects any damage to the locking element and, under certain circumstances, even enables emergency operation if the locking element is damaged. This is where the main advantages can be seen.
  • FIG. 1 The locking device according to the invention in a perspective overview
  • 2 shows a schematic section through the locking device according to FIG. 1 in the area of the locking element
  • FIG. 4 shows the object according to FIG. 1 in the area of the locking element in an enlarged section.
  • a locking device for an electric Ladevor direction 1, 2, 3, 4 of a motor vehicle not shown in detail, is given again.
  • the locking device shown in FIG. 1 may be placed in the area of a body opening in which a charging socket 3, which can be seen in particular in FIG. 2, is located.
  • a charging plug 2 is inserted into the charging socket 3 and is locked in the charging socket 3 with the help of a locking element 1.
  • the locking element 1 is a largely cylindrical locking pin 1 made of plastic.
  • the locking element or the locking pin 1 engages in a recess in the charging plug 2 that can be seen in FIG. This is only possible when the charging plug 2 is properly plugged into the charging socket 3 and its plug contacts, which can be seen on the front, engage in corresponding sockets of the charging socket 3 so that the charging process can then take place. Since such a charging process takes place with an applied high voltage and taking into account considerable charging currents, the locking of the charging plug 2 in the charging socket 3 with the aid of the locking element 1 or locking pin 1 is of particular importance.
  • the locking element or the locking pin 1 is designed as a whole to be movable, that is to say it can be moved in accordance with the double-arrow representation in FIG. 1 be moved in its longitudinal direction.
  • a motor drive 4 is provided for this purpose.
  • the locking element 1 is set up to releasably lock the charging plug 2 in the charging socket 3 of the electrical charging device 1, 2, 3, 4.
  • the charging device 1, 2, 3, 4 then has the locking element 1, the charging plug 2, the charging socket 3 and finally the drive 4 for the locking element 1.
  • the drive 4 engages with a pin in a recess 9 of the locking element 1 for its linear adjustment.
  • FIG. 1 it can also be seen that the charging device 1, 2, 3, 4 is accommodated in a housing 5 as a whole.
  • the housing 5 is equipped in the area of the locking element 1 with a recessed seal 6, with respect to which the locking element or the locking pin 1 is held in a displaceable and sealing manner.
  • a plug projection 7, which can also be seen in FIG. 1, has plug contacts 8 in its interior, with the aid of which the entire locking device shown in FIG. 1 is coupled to, for example, a wiring harness of the motor vehicle.
  • a detection unit 10, 11, 12 assigned to the locking element 1 is provided according to the invention.
  • the function of the locking element 1 can be checked, in particular and at least with regard to whether the locking element 1 is undamaged or has been damaged, as shown in detail in FIG. 3E, which will be discussed below.
  • the damage to the locking element 1 in the present case corresponds to a break, so that the length of the locking element 1 and consequently also its travel path S to be completed by it and indicated in the figures changes.
  • an end stop 13 for the locking element 1 is additionally and essentially implemented and provided according to the invention.
  • the charging plug 2 can in principle also be inserted in the Define a further end stop 13 ′ in the charging socket 3, as shown in FIG. 4 clearly.
  • the locking element 1 has a stepped design on the front side, so that at least one projecting head component of the locking element 1 moves or can move against the end stop 13 shown in particular in FIG. 3D.
  • the "overrun" state is shown in FIG. 3D.
  • the locked position in FIG. 3C corresponds to a functional position in which the charging plug 2 is completely inserted into the charging socket 3 and can be locked therein. The locking element 1 then moves against the end stop 13 ′ on the charging plug 2.
  • the locking element 1 is damaged by a break, for example, as shown in FIG. 3E, the locking element 1 has a length that is reduced compared to the length L provided by the manufacturer.
  • the end stop 13 is generally provided in or on the charging socket 3 inside.
  • the end stop 13 may be a corresponding contour in the interior of the charging socket 3, which is typically designed as a plastic injection-molded part.
  • the end stop 13 ′ is provided on or in the charging plug 2.
  • the detection unit 10, 11, 12 is equipped at least in two parts with a sensor 10 and a control unit 12 evaluating signals from the sensor 10, as can be seen in detail with reference to FIG.
  • the control unit 12 for its part may transmit signals to a display in the interior of the motor vehicle about any malfunctions.
  • a pushbutton element 11 that acts on the sensor 10 is usually also provided.
  • this is Pushbutton element 1 1 designed as a permanent magnet embedded in the locking element 1, whereas the sensor 10 is designed in the example and not restrictively as a Hall sensor.
  • the detection unit 10, 11, 12 is designed so that a difference between the fully extended and undamaged locking element 1 in contact with the end stop 13 in comparison to the situation that the locking element 1 is damaged and consequently in The fully extended state corresponds to a distance A from the end stop 13 detected with the aid of the detection unit 10, 11, 12, as a comparison of the illustration in FIGS. 3D and 3E makes clear by way of example.
  • FIG. 3A to 3E now show how the checking of the locking element 1 for any damage is carried out in detail and according to the invention.
  • FIG. 3A the "unlocked" state of the locking element 1 is shown.
  • the charging plug 2 can be plugged into the charging socket 3 and removed therefrom. If the charging connector 2 is completely inserted into the charging socket 3, the locking element 1 can be moved with the aid of the motor drive 4 until the locking element 1 reaches the previously discussed end stop 13 'on the charging connector 2. This is shown “locked” in Figure 3C.
  • FIG. 3B shows the situation “charging plug 3 not completely inserted into charging socket 2”. If the motor drive 4 is acted upon in this functional position, this or the locking element 1 moves directly against the Charging plug 2 not completely retracted into charging socket 3, which is then detected directly as a blockage, for example by the control unit 12 acting on motor drive 4, due to the increasing current that is absorbed by motorized drive 4. As a result, a corresponding error message is issued.
  • the “locked” state in FIG. 3C corresponds to the fact that the locking element 1 moves against the end stop 13 ′ of the charging plug 2.
  • a signal of the sensor 10 in or on a wall of the housing 5 corresponds to the shape that the pushbutton element or the permanent magnet 11 comes at least partially into the area of influence of the sensor 10 and emits a corresponding signal to the control unit 12.
  • the conditions in the functional position “overrun” according to FIG. 3D are comparable. Because in this case too, the undamaged locking element 1 can reach the end stop 13 inside the charging socket 3 because the charging plug 2 is not plugged into the charging socket 3 in this functional position.
  • the locking element 1 If, however, the locking element 1 is damaged, as shown in FIG. 3E, the locking element 1, reduced in length L, does not reach the end stop 13 or 13 'even in the fully extended state.
  • the previously mentioned distance A is established between the end stop 13 and the head-side end of the damaged locking element 1.
  • the feeler element or the permanent magnet 11, as shown in FIG. 4 does not reach the area of influence of the sensor 10 either, so that in this case no or only a small signal from the sensor 10 to the control unit 12 is transmitted.
  • the control unit 12 reports the damaged state of the locking element 1 to, for example, a control lamp in the dashboard, as already explained above.
  • the locking element 1 can be acted upon during a loading process, that is to say, starting from the functional position "locked” according to FIG. 3C.
  • the locking element 1 may be acted upon permanently and / or intermittently, that is to say at predetermined time intervals. This is ensured by the control unit 12 acting on the motor drive 4.
  • the control unit 12 usually ensures, depending on the charging process, that the power of the motor drive 4 for the locking element 1 or for its drive is varied.
  • a comparable test of the locking element 1 can also take place after the loading process again with the aid of the motor drive 4, with the aid of which the locking element 1 is acted upon in the direction of the end stop 13.
  • This alternative test corresponds to the “overrun” state as shown in FIG. 3D, because the control unit 12 usually also detects the vehicle speed on the basis of signals from the speed sensor 14. As soon as the vehicle has reached a certain speed> 0, this corresponds to the state that the Charging plug 2 is removed from the charging socket 3, so that subsequently the locking element 1 can be moved against the stop 13, as is shown "overrun” in FIG. 3D. In this case, too, work is usually carried out with a power of the motor drive 4 that is reduced compared to the full power, which the control unit 12 accordingly specifies.
  • the control unit 12 ensures that in this case a virtual end stop is used as a replacement for the damaged locking element 1 real end stop 13, 13 'is defined.
  • This virtual end stop is specified by the control unit 12, for example, in such a way that the motor drive 4 is equipped with an electric motor designed as a stepping motor, so that the travel path S of the locking element 1 can be deduced from the number of steps completed by the electric motor. In this way, the desired virtual end stop can be implemented as a replacement for the real end stop 13.
  • the maximum number of steps to be completed by the locking element 1 may be stored in the control unit 12.
  • a time associated with the maximum travel S of the locking element 1 for its energization may be stored in the control unit 12, which corresponds to the virtual end stop referred to or is used to define it.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de verrouillage pour un dispositif de charge électrique (1, 2, 3, 4) d'un véhicule automobile. Le dispositif de verrouillage est équipé d'un élément formant verrou (1) mobile, lequel est destiné à verrouiller de manière libérable un connecteur de charge (2) dans une prise de charge (3) du dispositif de charge électrique (1, 2, 3, 4). L'invention concerne en outre un entraînement motorisé (4) destiné au réglage de l'élément formant verrou (1). Selon l'invention, au moins une butée de fin de course (13, 13') pour l'élément formant verrou (1) ainsi qu'une unité de détection (10, 11, 12) associée à l'élément formant verrou (1) sont réalisées.
PCT/DE2020/100168 2019-04-03 2020-03-10 Dispositif de verrouillage pour un dispositif de charge d'un véhicule électrique Ceased WO2020200355A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102019108650 2019-04-03
DE102019108650.7 2019-04-03
DE102019117465.1 2019-06-28
DE102019117465.1A DE102019117465A1 (de) 2019-04-03 2019-06-28 Verriegelungsvorrichtung für eine elektrische Ladevorrichtung

Publications (1)

Publication Number Publication Date
WO2020200355A1 true WO2020200355A1 (fr) 2020-10-08

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DE102020203654A1 (de) 2020-03-20 2021-09-23 Volkswagen Aktiengesellschaft Verriegeln eines Steckers in einer Buchse zum Herstellen einer elektrischen Verbindung

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DE102011010809A1 (de) 2011-02-09 2012-08-09 Rwe Ag Ladestation und Verfahren zur Sicherung eines Ladevorgangs eines Elektrofahrzeugs
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