CN111344186A

CN111344186A - Vehicle contact unit, floor contact unit, vehicle coupling system and method for checking contact and correlation of contact points

Info

Publication number: CN111344186A
Application number: CN201880069462.5A
Authority: CN
Inventors: 京特·杰内伊; 曼努埃尔·雷贝特塞德
Original assignee: Ease Link GmbH
Current assignee: Ease Link GmbH
Priority date: 2017-09-12
Filing date: 2018-09-10
Publication date: 2020-06-26
Also published as: WO2019052961A1

Abstract

A vehicle contact unit (64) for a vehicle battery charging system has a plurality of first contact electrodes (84) and at least one second contact electrode (88), which are electrically connected to one another via an electrical line (44) and which form at least one first vehicle electrical sub-circuit (106). The vehicle contact unit (64) has a measuring unit (114) and/or a signal source (112) for high-frequency signals. Furthermore, a floor contact unit (12), an automatic vehicle coupling system (15) and a method for checking the contact and the relevance of contact points are shown.

Description

Vehicle contact unit, floor contact unit, vehicle coupling system and method for checking contact and correlation of contact points

Technical Field

The invention relates to a vehicle contact unit for a vehicle battery charging system, a floor contact unit for a vehicle battery charging system, a vehicle coupling system and a method for checking the contact and the relevance of contact points.

Background

In electrically driven vehicles, such as plug-in hybrid vehicles and pure electric vehicles, the battery of the vehicle usually has to be charged, preferably after each run. For this purpose, the vehicle is connected to a power supply, for example a local power grid, by means of a vehicle coupling system. For this purpose, plugs such as the plug type 2 can be used, which have to be manually inserted by a person into a corresponding socket of the vehicle.

For example, vehicle coupling systems are known for vehicle battery charging systems with contact units having current terminals, which are arranged on the floor. The floor contact unit arranged on the floor is in physical contact by means of a vehicle contact unit that can be moved downwards from the floor of the vehicle. In this way, the vehicle is electrically connected to the charging infrastructure.

In this case, it is necessary to physically touch the electrode provided on the vehicle contact unit with the contact surface of the floor contact unit. For this purpose, it is not only necessary to position the vehicle contact unit above the floor contact unit when the vehicle is parked, but also to place the correct electrode of the vehicle contact unit on the corresponding contact surface of the floor contact unit, since the electrodes or contact surfaces have different functions.

In the context of the present invention, an electrode is understood to be an electrical contact which is provided for making an electrical connection to a corresponding contact surface.

Further, "ground" refers to a protective conductor, "phase" refers to an external conductor and "neutral contact" or the like refers to a neutral conductor of an electrical device.

Disclosure of Invention

It is therefore an object of the present invention to provide a vehicle contact unit, a floor contact unit, an automatic vehicle coupling system and a method for checking the contact and the correlation of a contact point, by means of which the correct correlation of the electrode of the vehicle contact unit with the contact surface of the floor contact unit can be checked.

The object is achieved by a vehicle contact unit for a vehicle battery charging system for automatically conductively connecting a floor contact unit and the vehicle contact unit, which has a plurality of first contact electrodes and at least one second contact electrode, the first contact electrodes being electrically connected to one another via an electrical line and the first contact electrodes forming at least one first vehicle electrical sub-circuit. The vehicle contact unit also has a measuring unit and/or a signal source for the high-frequency signal.

By means of the measuring unit of the signal source of the high-frequency signal, the high-frequency signal can be transmitted via the connection of the contact point, i.e. one of the contact electrodes of the vehicle contact unit, to the corresponding contact region of the floor contact unit. The resulting high-frequency response can be measured by a measuring unit in order to check the contact and its correlation. This check is carried out by using the high-frequency signal independently of the charging current used and can thus also be carried out during the charging process, in particular via the same contact electrodes and contact areas, which are also used for transmitting the charging current.

Within the scope of the present invention, a high-frequency signal is understood to be a signal having a frequency of greater than or equal to 10Hz, in particular greater than or equal to 1kHz, in particular greater than or equal to 200 kHz.

The expression that the plurality of contact electrodes form a floor sub-circuit also includes sub-circuits which are first formed by the contact of the contact surfaces with the contact electrodes of the vehicle contact unit. Here, the first and second contact electrodes can also be electrically connected to each other.

The vehicle contact unit is configured to come into physical contact with the floor contact unit in the correct way without manual assistance of a person, i.e. it can be part of an automatic, conductive vehicle battery charging system. For this purpose, a conductive, i.e. galvanic, connection is produced by direct contact between the contact electrode and the contact surface. This is in contrast to inductive charging systems, in which there is no direct contact.

In this case, the signal source and/or the measuring unit can be connected to a first vehicle sub-circuit. Furthermore, the signal source and/or the measuring unit can also be used for transmitting data between the vehicle and the floor contact unit. Of course, the electrical line can have at least one ohmic resistance, at least one capacitance, such as a capacitor, and/or at least one inductance, such as a coil, as well as any combination of these components, in order to couple signals into the subcircuit and/or to couple signals out of the subcircuit again, for example.

For example, the first contact electrode and the second contact electrode are arranged in a pattern, in particular in a base grid in the form of a two-dimensional bravae grid. In this way, the contact electrode can be arranged specifically and reproducibly on the base, thereby simplifying the contact with the floor contact unit. The pattern extends over the entire contact surface.

In one embodiment variant, a plurality of second contact electrodes are provided, which are electrically connected to one another and form a second vehicle electrical sub-circuit, and/or the vehicle contact unit has a plurality of third contact electrodes, in particular wherein the third contact electrodes are electrically connected to one another and form a third vehicle electrical sub-circuit. In this way, the contact or correct correlation of two or three different types of contact electrodes or contact points can be checked.

Preferably, the line wave resistance of the first vehicle sub-circuit is different from, in particular greater than, the line wave resistance of the second vehicle sub-circuit and/or the third vehicle sub-circuit. As a result, the high-frequency signal is attenuated differently, in particular more strongly, in the first vehicle sub-circuit. In this way it can be determined: whether the first vehicle sub-circuit is in a circuit to which a high frequency signal has been applied.

For locking the vehicle contact unit on the floor contact unit, at least one contact magnet can be provided.

In one embodiment of the invention, the first contact electrode is a guard contact electrode and the second contact electrode is a neutral electrode or a phase electrode, in order to achieve a safe association of the guard contact electrode and thus of the guard conductor.

It is also conceivable that the first contact electrode is connected to the negative pole of a direct current system of the vehicle or a battery of the vehicle and the second contact electrode is connected to the positive pole, or vice versa.

The second contact electrode can only be a neutral electrode or can only be a phase electrode. If a third contact electrode is present, this is either a phase electrode or a neutral electrode, so that all three contact electrode types are present. In this way, an electrical contact with the protective conductor can be reliably established. The functions of the neutral electrode and the phase electrode are not in particular interchanged here.

In one embodiment of the invention, the first contact electrode, the second contact electrode and/or the third contact electrode are arranged rotationally symmetrically about a symmetry axis extending parallel to the longitudinal direction of at least one of the contact electrodes, as a result of which the contact electrodes can be moved automatically in a simple manner toward the correct contact region.

The axis of symmetry extends, for example, through one of the electrodes, through the magnet region and/or through the midpoint of the contact region. The entire vehicle contact unit can be rotationally symmetrical and, for example, have no asymmetrical guide.

The object is also achieved by a floor contact unit for a vehicle battery charging system for automatically conductively connecting the floor contact unit and a vehicle contact unit, having a target surface with a plurality of first contact regions each with at least one first contact surface and at least one second contact region each with at least one second contact surface, wherein the first contact surfaces are electrically connected to one another via an electrical line and form at least one first floor subcircuit. The floor contact unit has a measuring unit and/or a signal source for the high-frequency signal.

The high-frequency signal can be transmitted by means of the measuring unit and the signal source of the high-frequency signal via a connection of the contact point, i.e. one of the contact electrodes of the vehicle contact unit, to the respective contact region of the floor contact unit. The resulting high-frequency response can be measured by a measuring unit in order to check the contact and its correlation. This check can be carried out by using the high-frequency signal independently of the charging current used and thus also during the charging process, in particular via the same contact electrodes and contact areas, which are also used for transmitting the charging current.

For example, the sub-circuit is also formed by contact of the contact surface with the contact electrode, for example. The first and second contact regions can be electrically connected to one another.

The floor contact unit is configured to come into physical contact with the vehicle contact unit in the correct way without manual assistance of a person, i.e. it can be part of an automatic, conductive vehicle battery charging system.

In this case, the signal source and/or the measuring unit can be connected to the first floor subcircuit. Furthermore, the signal source and/or the measuring unit can also be used for transmitting data between the vehicle and the floor contact unit. Of course, the electrical line can have at least one ohmic resistance, at least one capacitance, such as a capacitor, and/or at least one inductance, such as a coil, and any combination of these components.

For example, the first contact region and the second contact region are arranged, for example, in a main pattern, in particular in a main grid in the form of a two-dimensional bravae grid. The first contact regions are arranged in a first sub-pattern, in particular in a first sub-grid in the form of a two-dimensional bravae lattice, and the second contact regions are arranged in a second sub-pattern, in particular in a sub-pattern in the form of a two-dimensional bravae lattice, wherein the first sub-pattern and the second sub-pattern are staggered with respect to one another.

By arranging the contact areas in a pattern, in particular in a grid, it is no longer necessary to precisely position the contact areas of the vehicle contact unit on the target surface of the floor contact unit as long as the contact areas are located within the main grid. In order to utilize the symmetry of the main grid and due to the staggered arrangement of the sub-grids, a correct association of the contact electrodes of the vehicle contact unit with the respective contact areas or contact surfaces of the floor contact unit can be achieved by a rotation of the vehicle contact unit.

The main pattern or sub-pattern extends over the entire target surface.

In one embodiment variant, a plurality of second contact regions are provided, wherein the second contact surfaces are electrically connected to one another and form a second floor subcircuit, and/or the floor contact unit has a plurality of third contact regions, in particular wherein the third contact regions are electrically connected to one another and form a third floor subcircuit. In this way, the contact or correct association of two or three different types of contact electrodes or contact sites can be checked.

Preferably, the line wave resistance of the first floor sub-circuit is different from, in particular greater than, the line wave resistance of the second floor sub-circuit and/or the third floor sub-circuit. The high-frequency signals are thereby attenuated differently, in particular more strongly, in the first floor subcircuit. In this way it can be determined: whether the first floor sub-circuit is in a circuit to which a high frequency signal has been applied.

In order to increase the line wave resistance of the first floor sub-circuit, a plurality of the first contact surfaces have a resistive element which increases the line wave resistance of the electrical line associated with the respective contact surface.

Preferably, the resistance element surrounds the electrical line and/or is formed by ferrite, in particular by a ferrite core. In particular, a majority of the first contact surface is the resistive element.

In one embodiment of the invention, the first contact region is a protective contact region and the second contact region is a neutral contact region or a contact region, in order to achieve a reliable association of the protective contact regions and thus of the protective conductors.

It is also conceivable that the first contact region is connected to the negative pole of the dc voltage system or the dc voltage source and the second contact region is connected to the positive pole, or vice versa.

The second contact region can be only the neutral contact region or only the contact region. If a third contact area is present, this is either a contact area or a neutral contact area, so that all three types of contact areas are present. In this way, an electrical contact with the protective conductor can be reliably established. The functions of the neutral contact area and the contact area are not exchanged in this case.

In one embodiment of the invention, the first contact region, the second contact region and/or the third contact region are arranged rotationally symmetrically about an axis of symmetry perpendicular to the target surface, as a result of which the contact electrodes of the vehicle contact unit can be automatically moved in a simple manner toward the correct contact region.

The axis of symmetry extends, for example, perpendicularly to one of the target surface and/or the contact surface. The entire floor contact unit is rotationally symmetrical and, for example, does not have an asymmetrical guide.

The object is also achieved by an automatic vehicle coupling system for conductively connecting a floor contact unit and a vehicle contact unit to a vehicle contact unit and a floor contact unit, wherein the vehicle contact unit and/or the floor contact unit has a measuring unit and a signal source for high-frequency signals.

The object is also achieved by a method for checking the contact and the correlation of contact points in an automatic vehicle coupling system, having the following steps:

a) establishing physical contact between the contact electrode of the vehicle contact unit and the contact surface of the floor contact unit, such that at least one electrical circuit is formed by the first floor sub-circuit on the one hand and the first vehicle sub-circuit on the other hand,

b) at least one high-frequency signal is generated by a signal source,

c) at least one high-frequency signal is fed to at least one of the formed circuits,

d) measuring the high-frequency response of at least one of the formed circuits to at least one high-frequency signal by means of a measuring unit, an

e) Determining from the measured high frequency response: whether the first contact electrode is in contact with the first contact surface.

Here, if the high-frequency response corresponds to a reference response, which can also be a range, for example, to identify a correct contact and correlation. In the case of three different contact electrodes or contact surfaces, the circuit can be composed of, for example, a first, a second and a third sub-circuit, whereby in principle six different circuits are possible.

The examination of the contact and the relevance of the contact sites is based on the following basic idea: at least one of the circuits gives rise to a characteristic high-frequency response, so that the measurement of the high-frequency response and the analysis of the high-frequency response provide information about which circuit has been formed and measured, more precisely which two sub-circuits make up the measured current. Thus, by knowing these two sub-circuits it can be deduced that: which contact electrodes are in contact with which contact areas or contact surfaces, the relevance of the contact points can be checked. It is also possible to determine the case where a closed circuit is not formed.

Preferably, the plurality of second contact electrodes of the vehicle contact unit are electrically connected to one another and form a second vehicle sub-circuit, or the second contact surfaces of the floor contact unit are electrically connected to one another and form a second floor sub-circuit, wherein at least one circuit is formed by the first floor sub-circuit or the second floor sub-circuit on the one hand and the first vehicle sub-circuit and/or the second vehicle sub-circuit on the other hand. Determining from the measured high frequency response: the first contact electrode or the second contact electrode is in contact with the first contact surface or the second contact surface. In this way, different circuits composed of different sub-circuits can be identified.

The high-frequency signal and/or the high-frequency response are generated or measured, for example, in the vehicle contact unit, and/or the high-frequency signal and/or the high-frequency response are generated or measured in the floor contact unit, so that both the vehicle contact unit and the floor contact unit have the ability to check contact and a correlation.

In order to achieve the greatest possible safety when checking the contact and the correlation of the contact points, at least one high-frequency signal and/or a corresponding high-frequency response is generated or measured in one of the vehicle sub-circuits, in particular in the first vehicle sub-circuit, and/or at least one high-frequency signal and/or a corresponding high-frequency response is generated or measured in one of the floor sub-circuits, in particular in the first floor sub-circuit.

For example, the attenuation of the high frequency response in the circuit is determined and based on the particular attenuation: whether the first contact electrode is in contact with the first contact surface, with the second contact surface, or not in contact with the contact surface.

Each of the subcircuits has a further line impedance. In particular, the protective contact region has a higher line wave resistance and thus a higher attenuation than the contact region and the neutral contact region. Correspondingly, the sub-circuit comprising the protective contact area has a greater attenuation.

In one embodiment of the invention, after the first contact electrode has been brought into contact with the first contact surface, data are transmitted to the measuring unit by means of the signal source, whereby data transmission between the vehicle and the remaining vehicle battery charging system is effected. In this case, data can be transmitted via the same line or the same contact point as the charging current.

For example, after determining that the first contact electrode is in contact with the first contact area, it is checked, continuously or at regular intervals, by the signal source and the measuring unit: whether the contact between the first contact electrode and the first contact surface is continued. The emergency function is activated when the contact is interrupted. In this way it is possible to react to unforeseen conditions, such as an unplanned movement of the vehicle. For example, the emergency function includes cutting off the charging current.

Alternatively or additionally, a vehicle connection device for a vehicle battery charging system for automatically and conductively connecting a vehicle contact unit to a floor contact unit is also conceivable. The vehicle connection device comprises a vehicle contact unit having a base having a contact region in which at least one first contact electrode, at least one second contact electrode and at least one third contact electrode are arranged, wherein the vehicle contact unit is movable in a contact direction towards the floor contact unit in order to bring the at least one first contact electrode, the at least one second contact electrode and the at least one third contact electrode into contact with the floor contact unit. Furthermore, the vehicle contact unit has a directional actuator which is connected to the base such that it can rotate the base about an axis of rotation which extends substantially along the contact direction.

Since the base and thus the contact electrodes of the vehicle contact unit are rotatable, it is not necessary to position the vehicle above the floor contact unit with particularly high accuracy. If, after lowering, the contact electrode of the vehicle contact unit does not touch the contact surface of the floor contact unit corresponding to said contact electrode, this misalignment can be eliminated by a rotation of the base and thus of the vehicle-side contact electrode. The base and the vehicle-side contact electrodes are here rotated clockwise or counterclockwise until all contact electrodes of the vehicle contact unit are in physical contact with the respective contact surface of the floor contact unit. This simplifies the positioning of the vehicle and moreover reliably prevents erroneous contacts.

Alternatively or additionally, a floor contact unit for a vehicle battery charging system is also provided, for automatically and conductively connecting the floor contact unit to a vehicle contact unit, which floor contact unit has a plate-shaped base body and a first contact region, a second contact region and a third contact region, which are arranged on a target surface of the base body in a main grid in the form of a two-dimensional bravais grid.

The first contact areas are arranged in a first sub-grid in the form of a two-dimensional bravae grid, the second contact areas are arranged in a second sub-grid in the form of a two-dimensional bravae grid, and the third contact areas are arranged in a third sub-grid in the form of a two-dimensional bravae grid, wherein the first sub-grid, the second sub-grid and the third sub-grid are staggered with respect to one another. The first contact regions, the second contact regions and the third contact regions occur alternately in the direction of at least one of the basis vectors of the main grid.

By arranging the contact areas in the grid, an exact positioning of the contact areas of the vehicle contact unit on the target surface of the floor contact unit is no longer required, as long as the contact areas are located within the main grid. By virtue of the symmetry of the main grid and due to the staggered arrangement of the sub-grids, a correct association of the contact electrodes of the vehicle contact unit with the corresponding contact areas or contact surfaces of the floor contact unit can be achieved by rotating the vehicle contact unit.

For simple and fault-free contacting, a method for automatically and conductively connecting a vehicle contact unit to a floor contact unit is also provided, which method comprises the following steps:

a) lowering the vehicle contact unit toward the floor contact unit in the contact direction until the vehicle contact unit touches the floor contact unit,

b) checking whether at least one specific contact electrode of the vehicle contact unit contacts at least one corresponding specific contact area of the floor contact unit, and

c) the vehicle contact unit is rotated about the axis of rotation if there is no or sufficient electrical contact between at least one specific vehicle-side contact electrode and at least one corresponding specific contact region.

The specific contact electrode and the specific contact region are in this case of the same type, i.e. for example the first contact electrode and the first contact region, the guard contact electrode and the guard contact region, the second contact electrode and the second contact region, the neutral electrode and the neutral contact region, or the third contact electrode and the third contact region, or the phase electrode and the contact region, respectively. Checking whether the respective contact regions or contact electrodes are in contact with one another can be carried out by means of a high-frequency signal, which is transmitted via the contact points.

Drawings

Further features and advantages of the invention emerge from the description which follows and from the figures referred to. Shown in the drawings are:

fig. 1 shows a vehicle coupling system according to the invention with a vehicle connection device according to the invention and a floor contact unit according to the invention.

Fig. 2a shows a top view of the floor contacting unit according to the invention according to fig. 1;

figure 2b shows a cross-section through two adjacent contact electrodes of the floor contact unit according to figure 1,

figure 3 schematically shows the arrangement of the different contact areas of the floor contact unit according to figure 1 or its cable laying or wiring,

figure 4 shows a very simplified partial section of the vehicle connection device according to figure 1,

figure 5 shows a schematic bottom view of the vehicle connection device according to figure 1,

figure 6 schematically illustrates the arrangement of the contact electrodes of the vehicle connection device according to figure 5 and the cabling thereof,

figure 7a shows the floor contacting unit according to figure 1 in a correctly coupled state in contact with the vehicle contacting unit according to figure 1,

figure 7b shows a circuit formed by coupling according to figure 7,

fig. 8a and 9a show a situation similar to fig. 7a, in which the vehicle contact unit is rotated relative to the floor contact unit,

figures 8b and 9b show the circuit resulting from the arrangement according to figure 8a or figure 9a,

figure 10 shows a part of a circuit diagram of a second embodiment of the vehicle coupling system according to the invention,

figure 11 shows a strongly simplified partial section view of a third embodiment of a vehicle connecting device according to the invention,

figure 12 schematically shows the arrangement of different contact areas of a fourth embodiment of a floor contact unit according to the invention,

fig. 13 schematically shows the arrangement of contact electrodes of a fourth embodiment of a vehicle connection device according to the invention, an

Fig. 14a, 14b, 14c and 14d show a part of a circuit diagram of a further embodiment of the vehicle coupling system according to the invention during different steps in the determination of the contacted neutral contact area.

Detailed Description

Fig. 1 shows a vehicle 10, for example a battery-powered vehicle or a plug-in hybrid vehicle, which is parked on or above a floor contact unit 12 for charging the battery.

A vehicle connection device 14, which is capable of electrically connecting the vehicle 10 with the floor contact unit 12, is fixed on the floor of the vehicle 10.

The floor contact unit 12 and the vehicle connection device 14 are part of an automatic vehicle coupling system 15, which in turn is part of a vehicle battery charging system.

Fig. 2a shows a plan view of the floor contacting unit 12.

The floor contact unit 12 has a plate-shaped base body 16, on the upper side of which a target surface 18 is arranged.

A plurality of different contact areas are provided in the target surface 18.

In the embodiment shown, a first contact region 20, for example a protective contact region 22, a second contact region 24, for example a neutral contact region 26, and a third contact region 28, for example a contact region 30, are provided, so that the floor contact unit is configured, for example, for charging the vehicle 10 by means of an alternating current.

The term "neutral contact area" is an abbreviated form of "neutral conductor contact area".

However, it is also conceivable that the vehicle 10 should be charged by direct current. To this end, the second contact area 24 can be a positive direct current contact area and the third contact area 28 can be a negative direct current contact area, or vice versa.

The contact regions 20, 24, 28 or 22, 26, 30 each have at least one contact surface. Thus, each of the first contact areas 20 has a first contact surface, each of the second contact areas 24 has a second contact surface, and each of the third contact areas 28 has a third contact surface.

However, it is also conceivable for each of the contact regions 20, 24, 28 or 22, 26, 30 to have a plurality of contact surfaces.

The contact regions 20, 24, 28 or 22, 26, 30 are each closed faces which have a hexagonal, in particular regular hexagonal or circular contour. The corners of the hexagon can have radii, if possible.

The contact regions 20, 24, 28 or 22, 26, 30 and/or the contact surfaces can lie in a plane, for example the target surface 18 is the plane.

The contact areas 20, 24, 28 or 22, 26, 30 are arranged in a main pattern. The main pattern is in the embodiment shown a two-dimensional bravae lattice, more precisely a hexagonal grid. The main pattern is thus a main grid G_HThe main grid has two basis vectors h₁，h₂Said basis vectors having the same length, said basis vectors being at an angle of 120 ° to each other.

Main pattern or main grid G_HExtending over the entire target surface 16.

The floor contact unit 12 has a floor control unit 38, which is electrically connected to at least each of the contact regions 24, 28 or 26, 30, in particular to all of the contact regions 20, 24, 28 or 22, 26, 30.

Furthermore, the floor contact unit 12 has three floor terminals 40, namely a first floor terminal 40.1, a second floor terminal 40.2 and a third floor terminal 40.3, which are connected to corresponding terminals of a local electrical network (not shown) at the location of the floor contact unit 12.

As will be explained in more detail later, the first contact region 20 or the protective contact region 22 is connected to the protective conductor of the electrical network via a first floor terminal 40.1, the second contact region 24 or the neutral contact region 26 is electrically connected to the neutral conductor of the electrical network via a second floor terminal 40.2, and the third contact region 28 or the contact region 30 is connected to the phase or outer conductor of the electrical network via a third floor terminal 40.3.

In the case of dc charging, the positive and negative dc contact areas are connected via the second or third floor terminal 40.2, 40.3 to the positive or negative pole of the dc power supply for charging.

In the following, for the sake of simplicity, only the concept of a protective contact region 22, a neutral contact region 26 and a contact region 30 is used, wherein the same is to be understood as a first contact region 20, a second contact region 24 and a third contact region 28.

As shown in fig. 2b, the protective contact region 22 (shown on the left) is formed differently from the neutral contact region 26 and the contact region 30 (shown on the right as a generic example).

The neutral contact region 26 and the contact region 30 have a planar contact plate 42 and an electrical line 44. The contact plate 42 is, for example, hexagonal and forms a contact surface. Electrical lines 44 extend from contact plate 42 through base 16 to current terminals 40 via floor control unit 38.

Apart from the contact plate 42 and the electrical lines 44, a large part of the protective contact area 22, in particular all of the protective contact area, has a magnetic element 46.

The magnetic element 46 is in the embodiment shown a ferromagnetic element in the form of a steel cylinder surrounding the electrical line 44. That is, the electrical lines 44 extend through the magnetic element 46.

A resistive element 48 is also arranged between the magnetic element 46 and the contact plate 42 and/or on the side of the magnetic element 46 facing away from the contact plate 42, which resistive element likewise surrounds the electrical line 44.

The resistive element 48 acts as an inductance and increases the line wave resistance of the electrical line 44 for high-frequency signals. The resistance element is made of ferrite, for example.

It is also conceivable for the magnetic element 46 and the resistance element 48 to be formed as a one-piece component from a material which is not only magnetic but also increases the line wave resistance.

A magnetic element 46 and a resistive element 48 are disposed in the substrate 16.

The contact plates 42 of adjacent contact regions 22, 26, 30 are separated from one another by an insulating section 49 or a plurality of insulating sections 49.

In FIG. 3 the main grid G_HIs partially shown by contact areas 20, 24, 28 or 22, 26, 30 and schematically indicates cable laying. For the sake of simplicity, the contact regions 20, 24, 28 or 22, 26, 30 are shown as circles.

The circuit diagram depicted in fig. 3 is for observation only and is switched for the most part by the floor control unit 38.

The protective contact region 22, the neutral contact region 26 and the contact region 30 are each arranged in their own partial pattern, in this case in the form of a two-dimensional bravais lattice, i.e. in a partial grid.

The guard contact region 22 is disposed on the first sub-grid G_U1In (3), the first sub-grid has a basis vector u_1.1，u_1.2. First sub-grid G_U1Is also a hexagonal grid such that the two basis vectors u_1.1And u_1.2Of the same magnitude and at an angle of 120 deg. to each other.

Likewise, the neutral contact region 26 is arranged in the second sub-grid G_U2In said second sub-grid having a basis vector u_2.1，u_2.2The basis vectors likewise have the same magnitude and are angled by 120 °.

The contact region 30 is also located in the third sub-gate of the hexagonal shapeGrid G_U3Said third sub-grid having basis vectors u of the same length_3.1，u_3.2The basis vectors are angled at 120 °.

The three sub-grids G_U1、G_U2、G_U3Are arranged staggered with respect to one another such that three different contact areas 22, 26, 30 lie along the main grid G_HBase vector h of₁、h₂The direction of one of the basis vectors appears continuously alternately.

In other words, the nearest neighboring contact area 26, 28, 22 to any observed contact area 22, 26, 30 is always of a different type than the observed contact area 22, 26, 30 itself.

The contact regions 22, 26, 30 or contact surfaces are thus arranged perpendicular to the target surface 18 in a rotationally symmetrical manner about the axis of rotation. The entire floor contact unit 12 can also be designed rotationally symmetrically, i.e. at least visible and necessary for rotationally symmetrical arrangement with the part of the vehicle connecting device 14.

The protective contact regions 22 are all connected to one another by means of electrical lines 44, wherein for the sake of overview only three connected protective contact regions 22 are shown in fig. 3.

Furthermore, the protective contact region 22 is connected to a protective conductor of the electrical network, referred to here as PE, via one of the current terminals 40.

It is conceivable that the floor control unit 38 is able to electrically connect only one of the protective contact areas 22 with the first floor terminal 40.1.

All or some of the protective contact areas 22, i.e. the protective contact areas 22 electrically connected to each other, can thus form a sub-circuit, which is referred to as first floor sub-circuit 50 in the following.

The neutral contact area 26 is also connected via an electrical line 44 with the second ground terminal 40.2 and the neutral conductor (N) of the electrical network.

The connection is made via a floor control unit 38, which can connect in a targeted manner only individual ones of the neutral contact areas 26 with the second floor terminal 40.2.

Furthermore, the floor control unit 38 connects certain or all of the neutral contact areas 26 to ground, to the neutral conductor, to each other or to short-circuit or to set the potential of the protective conductor, i.e. to the first floor terminal 40.1. This is indicated here by the first switch 52, which connects the neutral contact region 26 to ground.

At least when all or some of the neutral contact areas 26 are grounded, but even when all or some of the neutral contact areas 26 are connected to the neutral conductor, are connected or shorted to each other or are placed at the potential of the guard conductor, they are electrically connected to each other and can form a second sub-circuit, which is referred to as a second ground sub-circuit 54 hereinafter.

The contact region 30 is also in contact with a third floor terminal 40.3, which is connected to the mains, said phase being designated L here, in the same way as the neutral contact region 26.

This connection is also made via the electrical line 44 by the floor control unit 38, which is also able to selectively connect only individual ones of the phase contact regions 30 with the respective third floor terminals 40.3.

The floor control unit 38 can connect all or only some of the contact regions 30 to ground, to an external conductor, to each other or to short-circuit or to set the potential of the protective conductor, i.e. to the first floor terminal 40.1. This is illustrated by the second switch 56 in fig. 3, which connects the contact region 30 to ground.

These contact regions 30 can form a further sub-circuit, which is referred to below as third floor sub-circuit 58, via the electrical line 44 at least when all or some of the contact regions 30 are connected to the protective conductor potential, but even when all or some of the contact regions 30 are connected to an external conductor or to each other or are short-circuited.

The electrical connection or short-circuiting of the contact regions 20, 24, 28 or 22, 26, 30 to one another is preferably provided in the floor contact unit 10 itself.

Due to the resistive element 48 of the electrical line 44 surrounding the protective contact area 22, the line wave resistance of the first ground sub-circuit 50 is increased relative to the second ground sub-circuit 54 and the third sub-circuit 58 for high-frequency signals.

A high-frequency signal is understood to be a signal having a frequency equal to or greater than 10Hz, in particular equal to or greater than 1kHz, in particular equal to or greater than 200 kHz.

The vehicle connection device 14 is illustrated in fig. 1 and 4 in one possible embodiment.

The vehicle attachment device 14 has a directional actuator 60, a contact actuator 62, and a vehicle contact unit 64.

The directional actuator 60 has, in the example shown, a motor 66, a mounting section 68 and a gear 70.

The electric motor 66 is fixed in a rotationally fixed manner to a mounting section 68, wherein the mounting section 68 can in turn be fixed to the vehicle 10 itself, for example to the body.

It is also contemplated that the electric motor 66 is mounted directly on the vehicle 10. In this case, the mounting section 68 is not required.

The gear 70 is drivable via an output shaft of the motor 66.

The contact actuator 62 comprises in the embodiment shown a bellows 72 with a vehicle-side end and a support end.

The contact actuator 62 is rotatably mounted at the mounting section 68 on the vehicle-side end of the bellows 7 by means of a bearing 74. Furthermore, the bellows 72 has on its inner side a toothing 76 which engages with the gear 70. Instead of the gear pairs 70 and 76, a belt drive or a worm drive, for example, is also possible.

A vehicle contact unit 64 is provided on the pedestal end of the bellows 72. More precisely, a support 78 of the vehicle contact unit 64 is fastened to the support end at the bellows 72.

In the installed position shown, the support 78 is parallel to the floor and parallel to the floor contacting unit 12.

The vehicle contact unit 64 can be moved in the vertical direction, i.e. perpendicular to the support 78 and perpendicular to the floor contact unit 12 by means of the contact actuator 62. Therefore, the vertical direction is also referred to as the contact direction R_K. Is oriented toCombinations or mechanical couplings of the actuators 60 and the contact actuators 62 are likewise conceivable.

To move the vehicle contacting unit 64 toward the floor contacting unit 12, the bellows 72 is inflated by a compressed air source 82.

By means of a restoring mechanism, such as a spring, a cable or the like, in the bellows (not shown), the bellows 72 can be retracted when the compressed air source 82 is not operating, as a result of which the vehicle contact unit 64 can be moved upwards, i.e. counter to the contact direction R_KAnd (6) moving.

It is also conceivable for the contact actuator 62 to be a piston-cylinder unit which can execute a contact direction R along the vehicle contact unit 14_KThe vertical movement of (a).

For precise orientation, the orientation actuator 60 is then able to rotate the vehicle contact unit 64 or the support 78 about the axis of rotation D (see fig. 4). For this purpose, an electric motor 66 is operated, which then generates a torque at the gear 70. The torque is transmitted via the toothed section 76 to the bellows 72, which then rotates relative to the mounting section 68.

Since the support 78 is connected to the bellows 72 in a rotationally fixed manner, the support 78 and thus the vehicle contact unit 64 are rotated about the rotational axis D by the directional actuator 60.

A sub-view of the pedestal 78 is shown in fig. 5.

On the side facing away from the contact actuator 62 and the directional actuator 60, i.e. the contact side, the vehicle contact unit 64 has a contact region 80 in which a plurality of contact electrodes 84, 88, 92 or 86, 90, 94 are provided for contacting the contact surface of the floor contact unit 12.

Within the contact region 80, a first contact electrode 84, which is in the illustrated embodiment a protective contact electrode 86, a second contact electrode 88, which is in the illustrated embodiment a neutral electrode 90, and a third contact electrode 92, which is in the illustrated embodiment a phase electrode 94 are provided, so that the vehicle contact unit 64 is configured, for example, for charging the vehicle 10 by means of an alternating current.

However, it is also conceivable that the vehicle 10 should be charged by direct current. To this end, the second contact electrode 88 can be a positive dc contact electrode, and the third contact electrode 92 can be a negative dc contact electrode.

The functions of the neutral electrode 90 and the phase electrode 94 or of the positive and negative dc contact electrodes are not interchangeable in particular.

Similar to the contact regions 20, 24, 28 or 22, 26, 30, the contact electrodes 84, 88, 92 or 86, 90, 94 are arranged in a carrier pattern, which here is also in the form of a two-dimensional bravais grid, more precisely a hexagonal grid. The pedestal pattern is therefore referred to as pedestal grid G in the following_SAnd has a base vector s₁、s₂The basis vectors are equally long and at an angle of 120 ° to each other. Support grid G_SSubstantially corresponding to the main grid G_H。

Furthermore, a support grid G_SCan be located in the midpoint of the contact region 80.

The contact electrodes 84, 88, 92 or 86, 90, 94 are themselves formed by contact pins 96 (fig. 4) projecting perpendicularly from the carrier 78, which are supported with spring force relative to the carrier 79.

The contact pins 96 are connected to an on-board electrical system (not shown) of the vehicle 10 via electrical lines 98.

The first contact electrode 84 or the guard contact electrode 86 is connected to a guard contact conductor of the vehicle electrical system, the second contact electrode 88 or the neutral electrode 90 is connected to a neutral conductor of the vehicle electrical system, and the third contact electrode 92 or the phase electrode 94 is connected to a vehicle electrical system of the vehicle 10.

In the case of dc charging, positive and negative dc contact electrodes are connected to the positive or negative electrode of the battery of the vehicle 10 for charging.

In the following, for the sake of simplicity, reference is made only to the guard contact electrode 86, the neutral electrode 90 and the phase electrode 94, which likewise means the first contact electrode 84, the second contact electrode 88 or the third contact electrode 92.

The connection can be made via a control unit 100 of the vehicle connection device 14, which switches the respective contact electrode 86, 90, 94. The reason why the control unit 10 is shown in overview is only shown in fig. 7b, 8b and 9 b. In fig. 6, the control unit 100 is represented by switches, which illustrate the function of the control unit 100.

The contact region 80 has a magnet region 102 in its midpoint.

In the magnet region 102, contact magnets 104 are provided in or at the carrier 78, which contact magnets are located in particular on the carrier grid G_SOn one of the grid points.

The contact magnet 104 is, for example, an electromagnet which can be switched on and off. However, the contact magnet 104 can also be switched in other ways relative to the magnetic element 46 of the floor contact unit 12, for example by a corresponding movement.

The contact electrodes are not present in the magnet region 102 in the illustrated embodiment.

Obviously, a guard contact electrode 86 can also be provided in the magnet region 102, wherein the contact magnet 104 is associated with the guard contact electrode 86. However, it is also conceivable for a further contact electrode to be provided in the magnet region 102.

As can be seen in particular in fig. 6, the remaining contact electrodes 86, 90, 94 are arranged within the magnet region 120 with respect to the grid points.

The nearest neighbors to the magnet region 120, i.e. the grid points or contact electrodes 90, 94 on the grid points that are at the smallest distance from the magnet region 102, are the neutral electrodes 90 and the phase electrodes 94, which are arranged alternately.

The next adjacent volume to the magnet region 102, i.e. the grid point or contact electrode 86 at a second small distance from the magnet region 102, is the guard contact electrode 86.

The guard contact electrode 86 has no magnet or can have a magnet in part.

Thus, in the embodiment shown, there are six guard contact electrodes 86, three neutral electrodes 90 and three phase electrodes 94. It is also conceivable for only three guard contact electrodes 86, three neutral electrodes 90 and three phase electrodes 94.

The contact electrodes 86, 90, 94 are therefore arranged rotationally symmetrically about an axis of symmetry which runs perpendicular to the contact side or parallel to the longitudinal direction of one of the contact electrodes 86, 90, 94. The axis of symmetry extends, for example, through the magnet region 102 and/or the midpoint of the contact region 80.

The entire vehicle contact unit 64 can also be designed rotationally symmetrically, i.e. at least the portions that are visible and required for connection to the floor contact unit 12 are arranged rotationally symmetrically.

Similarly as in fig. 3, the cabling of the contact electrodes 86, 90, 94 is schematically illustrated in fig. 6. Such cabling is for example implemented via the control unit 100 of the vehicle connection device 14.

The protective contact electrode 86 is connected to a protective conductor (PE) of the onboard electrical system of the vehicle 10 via at least one electrical line 98. Thus, the guard contact electrode may form a sub-circuit, which is referred to as first vehicle sub-circuit 106 in the following.

Similar to the neutral contact region 26, all or some of the neutral electrodes 90 are electrically connected via the control unit 100 of the vehicle connection device 14 either to a neutral conductor (N) of the onboard electrical system of the vehicle 10, to each other or to a short circuit, independently of the control unit 100, and on the vehicle side not to other electrical circuits or to a part of the vehicle 10 or to ground or to a protective conductor of the onboard electrical system of the vehicle 10.

The control unit 100 of the vehicle connection device 14 is able to change the electrical connection of the neutral electrodes 90, in particular some or all of the neutral electrodes 90 are electrically connected or short-circuited to each other. The neutral electrode 90 can also be permanently electrically connected to the control unit 100 independently of one another. At least in the state of being grounded, but even when all or some of the neutral electrodes 90 are connected with the neutral conductor, are connected or short-circuited to each other or are placed on the potential of the protective conductor, the neutral electrodes can together form a sub-circuit, which is referred to as second vehicle sub-circuit 108 in the following, via their associated electrical line 98.

For example, a line in the seat 78 can connect or short circuit the neutral electrodes 90 to each other to form the second vehicle sub-circuit 108. Such wiring in the pedestal 78 is shown, for example, in fig. 10 and 14.

In the same way, the phase electrodes 94 are connected via an electrical line 98 to an external conductor of the onboard electrical system of the vehicle 10, are electrically connected or short-circuited to one another, are not connected on the vehicle side to further electrical circuits or to a part of the vehicle 10 or to a protective conductor potential. The circuit can also be changed by the control unit 100 of the vehicle connection device 14. The phase electrodes 94 electrically connected to each other can also form a sub-circuit, which is referred to hereinafter as a third vehicle sub-circuit 110.

It is also conceivable for the phase electrodes 94 to produce a permanent electrical connection between the phase electrodes 94 in order to form a third vehicle sub-circuit 110. This is obviously only possible if there is one phase, as in the case of single-phase alternating current charging or in the case of direct current charging.

This connection of the phase electrodes 94 to one another can likewise be made via lines in the carrier 78.

Electrical connections or short circuits of the contact electrodes 84, 88, 92 or 86, 90, 94 to one another, which provide the respective sub-circuits, are provided, for example, in the vehicle control unit 64 itself, in particular only in the carrier 78.

In the embodiment shown, the vehicle connection device 14 also has a signal source 112 for high-frequency signals and a measuring unit 114 for high-frequency signals, which are connected to the first vehicle electronic circuit 106.

In order to connect the vehicle 10 to a local electrical network, i.e. to establish an electrical connection between the vehicle contact unit 64 and the floor contact unit 12, the vehicle 10 with the vehicle connection device 14 is parked above the floor contact unit 12, as is shown, for example, in fig. 1.

After the vehicle is parked, the vehicle contact unit 64 is contacted in the contact direction R by the contact actuator 62_KTowards the floor contacting unit 12, that is to say, deflate vertically and switch on the contact magnet 104.

In the illustrated embodiment, bellows 72, which contacts actuator 62 for this purpose, is inflated by a compressed air source 82. During the lowering, the vehicle contact unit 64 comes closer and closer to the floor contact unit 12, so that the contact magnet 104 also reaches the vicinity of the floor contact unit 12 in the center of the vehicle contact unit 64.

Once the contact magnet 104 is positioned adjacent one of the magnetic elements 46, the magnet element 46 and the contact magnet attract each other.

As a result, a force acting on the vehicle contact unit 64 is generated, which has a very large component in the horizontal direction, i.e. perpendicular to the contact direction R_KA very large component that orients the magnet region 102, and more specifically, the contact magnet 104, over the magnetic element 46.

As the vehicle contact element 64 is lowered further, the contact electrodes 86, 90, 94 are in physical contact with the contact regions 22, 26, 30, as is shown in fig. 7a, 8a and 9a by way of example, wherein the contact electrode 84 or 86 can be longer than the other contact electrodes 88, 92 or 90, 94, i.e., extend further away from the support 78, so that the contact electrode 84 or 86 first comes into contact with the floor contact element 10 when lowered.

For example, the contact pins 96 of the contact electrodes 84 and 86 are longer than the contact pins of the other contact electrodes 88, 92 and 90, 94, respectively.

It can be clearly seen that the contact magnet 104 or the magnet region 102 is arranged centrally on the magnetic element 46 protecting the contact region 22.

By the now very small distance between the magnetic element 46 and the contact magnet 104, the vehicle contact unit 64 is fixed in the horizontal direction. The contact magnet 104 and the magnetic element 46 are now vertically stacked and form the axis of rotation D, i.e. a straight line through the center of the magnetic element 46 and through the center of the contact magnet 104 forms the axis of rotation D (fig. 4).

By the automatic orientation of the contact magnet 104 relative to one of the magnetic elements 46 it is ensured that: the axis of rotation D always extends through the protective contact area 22. The position of the rotation axis D is on the main grid G_HAre therefore always known.

However, this does not mean: the remaining contact electrodes 86, 90, 94 coincide with the remaining contact regions 22, 26, 30. Rather, different conditions may be considered in which the vehicle contacting unit 64 rotates relative to the floor contacting unit 12. Three different conditions are shown in fig. 7a, 8a, 9 a.

FIG. 7a corresponds to a desired situation in which the main grid G is_HAnd a support grid G_SCoincide and all the sub-grids G_U1、G_U2、G_U3In line with the arrangement of the contact electrodes 86, 90, 94 on the carrier 78.

In this position, the guard contact electrode 86 is in contact with the contact face of the guard contact region 22, the neutral electrode 90 is in contact with the contact face of the neutral contact region 26, and the phase electrode 94 is in contact with the contact face of the contact region 30 and forms a corresponding contact site.

In this case, the correlation of the contact points is correct, i.e. only the contact electrodes 86, 90, 94 are in contact with the same type of contact regions 22, 26, 30, i.e. for example the neutral electrode 90 is not in contact with the protective contact region 22 or the contact region 30.

In fig. 8a and 9a, two situations are shown, in which the main grid G_HAnd a support grid G_SDo not overlap one another and thus do not constitute the correct contact points or the correct contact.

In the situation of fig. 8a, the protective contact electrode 86 contacts the contact surface of the neutral contact region 26 or the contact region 30.

In fig. 9a, most contact electrodes, in particular the guard contact electrodes 86, do not touch the contact surfaces of the contact regions 22, 26, 30, but touch the insulating sections 49 between the different contact regions 22, 26, 30.

As already mentioned, after the vehicle contact unit 64 has been completely lowered, the exact position of the contact regions 22, 26, 30 relative to the contact electrodes 86, 90, 94 is unknown.

Therefore, the correct association of the contact areas 22, 26, 30 with the contact electrodes 86, 90, 94 has to be checked. For this purpose, it has to be determined whether a particular contact electrode touches the respective associated contact area.

In this case, the specific contact region and the specific contact electrode are the guard contact region 22 or the guard contact electrode 86. Furthermore, it is, for example, external here, i.e. not located in the guard contact electrode 86 in the magnet region 102.

In fig. 7b, 8b and 9b, a circuit diagram of the circuit 120 is schematically shown, which circuit is produced in the situation of fig. 7a, 8a or 9 a.

The illustrated circuit 120 is composed from the first vehicle sub-circuit 106 on the right side and one of the

different floor sub-circuits

50, 54, 58 or is not completely closed (fig. 9).

In detail, the first vehicle subcircuits 106 each have an oscillating circuit 118, in which the signal source 112 and the measuring unit 114 are integrated.

The oscillating circuit 118 is then expanded by the first, second or

third floor subcircuit

50, 54 or 58 depending on the respective situation via the protective contact electrode 86 or remains open in the case of the situation according to fig. 9.

However, it is also conceivable that no predetermined and independent floor subcircuit is present, so that the first floor subcircuit 50, the second floor subcircuit 54 and the third floor subcircuit 58 are consecutive subcircuits, wherein the respective floor subcircuit is formed only by contacts due to the contact electrodes 86, 90, 94.

In other words, all contact regions 22, 26, 30 can be electrically connected to one another, for example because they are each switched to the protective conductor potential by the floor control unit 38. If three contact areas 22, 26, 30 are now contacted by three protective contact electrodes 86 for checking the relevance, the contacted three contact areas 22, 26, 30 form the floor subcircuit used. The floor sub-circuits formed in this manner are either the first floor sub-circuit 50, the second floor sub-circuit 54, or the third floor sub-circuit 58.

To determine the correct correlation, a high frequency signal is generated in the oscillator circuit 118 by the signal source 112.

On the basis of the excitation caused by the high-frequency signal, a high-frequency response of an expanded oscillating circuit 118 is generated, which in this case comprises the entire circuit 120 formed by the first vehicle sub-circuit 106 and possibly one of the

floor sub-circuits

50, 54, 58.

The measurement unit 114 determines the high frequency response and transmits the high frequency response to the control unit 100.

The control unit 100 compares the high frequency response with one or more reference responses and determines with which reference response the greatest correspondence exists.

The reference response can also be a range. The reference response is, for example, an empirically determined high frequency response that is received in a known circuit and stored in a memory of the control unit 100. Thus, the particular circuit is known for each reference response, such that the resulting circuit 120 can be inferred from the reference response.

For example by means of a specific feature, such as attenuation of the high frequency signal, in order to correlate the high frequency response with the reference response.

In the case of the situation according to fig. 7, the electrical line 44 of the first floor sub-circuit 50 has an increased line wave resistance due to the resistive element 48, which is illustrated in fig. 7 as an inductance in the first floor sub-circuit 50.

Thus, the high frequency response is strongly attenuated and substantially coincides with the reference response corresponding to the circuit 120 made up of the first vehicle sub-circuit 106 and the first floor sub-circuit 50. The control unit 100 can thus determine that the electrical circuit 120 is formed by the first vehicle sub-circuit 106 and the first floor sub-circuit 50, which means that the protective contact electrode 86 forms a contact point with the protective contact area 22 or its contact surface. In which case the correct association is considered.

Since the correct association has been determined, the floor control unit 38 is able to start the charging process. For this purpose, the floor control unit 38 of the floor-contacting power supply 12 is not grounded and the neutral contact region 26 and the contact region 30 are connected to the neutral conductor N or to the phase L by means of the respective current terminals 40. Here, only the neutral contact region 26 and the contact region 30 which are in contact with the contact electrode 90 or 94 are energized.

Likewise, the neutral electrode 90 and the phase electrode 94 can be connected to the neutral conductor N and the phase P of the on-board electrical system of the vehicle 10 by the control unit 100 of the vehicle contact unit 64.

As a result, the onboard power supply of the vehicle 10 is integrated into the local power supply of the charging infrastructure, and the vehicle 10 can be charged at this time. The conductive connection is thus established automatically, i.e. without the assistance of a person.

However, during charging, unexpected conditions may arise that require at least one immediate interruption of charging. For example, in the event of a crash, that is to say when another vehicle strikes the vehicle 10 being charged, the vehicle 10 can move and the vehicle contact unit 64 can be disengaged from the floor contact unit 12 in an unintended manner.

In order to identify these conditions, the physical contact between the contact electrodes 86, 90, 94 and the contact surfaces is checked as described above, continuously or at regular intervals, by means of the signal source 112 and the measuring unit 114.

If it is determined that: having interrupted the contact, an emergency function is activated, which can at least comprise an immediate cut-off of the charging current.

In the conditions of fig. 8 and 9, charging cannot be started immediately after the descent.

The circuit 120 according to the situation of fig. 8 comprises, on the one hand, the first vehicle sub-circuit 106 and, on the other hand, the second floor sub-circuit 54 or the third floor sub-circuit 58 in relation to: whether the guard contact electrode 86, which is designated by reference numeral 86.1 in fig. 8a, or the guard contact electrode 86, which is designated by reference numeral 86.2, is part of the first vehicle sub-circuit 106.

Since the resistive element 48 is not provided in the second or

third floor sub-circuit

54, 58 at the electrical line 44, the line wave resistance of the second or

third floor sub-circuit

54, 58 is strongly reduced with respect to the first floor sub-circuit 50.

This obviously acts on the circuit 120 or the oscillating circuit 118 such that the high-frequency response measured by the measuring unit 114 to the excitation caused by the signal source 112 differs from the high-frequency signal. In particular, the high-frequency signals are not attenuated as strongly at this time.

Based on the comparison of the high frequency response with the reference response, the control unit 100 determines: the obtained high frequency response is equal to a reference response associated with the circuit 120 constituted by the first vehicle sub-circuit 106 and the second or

third floor sub-circuit

54, 58.

Thereby, the control unit 100 can determine: the protective contact electrode 86 forms a contact point with the contact surface of the neutral contact region 26 or the contact region 30. In this case, the control unit 100 determines at this time: there is a situation according to fig. 8 a. The control unit 100 thus knows: the vehicle contacting unit 64 must be rotated clockwise by an angle of 30 deg. relative to the floor contacting unit 12 in order to achieve the correct association.

The control unit 100 then actuates the directional actuator 60 or the electric motor 66 such that the vehicle contact unit 64, to be precise the support 78, rotates about the rotational axis D, that is to say about the magnet region 102 by 30 °. In this way the situation of fig. 7a is achieved.

During rotation, the support 78 is rotated along the floor contacting unit 12, in particular without lifting the support 78 and lifting the contact electrode 84, 88, 92 or 86, 90, 94 from the contact surface.

After the end of the rotation or while still rotating, a recheck can be carried out by feeding a high-frequency signal into the first vehicle subcircuit 106. This measurement leads to the results described previously in relation to fig. 7 b. The control unit 100 can then start charging.

In the situation according to fig. 9, no electrical connection is produced between the first vehicle sub-circuit 106 and the

further floor sub-circuit

50, 54, 58, so that a complete electrical circuit 120 as in fig. 7 and 8 is not formed.

Nevertheless, the high-frequency signal fed into the oscillator circuit 118 generates a high-frequency response, which can be detected by means of the measuring unit 114.

The reference response has also been saved in the control unit 100 in relation to the situation, so that the control unit is also able to recognize the situation. In this situation, the control unit 100 causes the vehicle contacting unit 64 to rotate about the axis of rotation D and at regular intervals, for example after a certain angle of rotation, the relevance of the contact points is remeasured if the vehicle contacting unit reaches a situation according to fig. 8a or a situation according to fig. 7a, which is discernible from its position.

It is obviously also conceivable for the signal source 112 and the measuring unit 114 to be arranged in the floor contact unit 12. In this case, a high-frequency signal is generated in one of the

floor sub-circuits

50, 54, 58 and measured by the measuring unit 114. The principle of measurement is thus not changed.

It is clear that the signal source 112 and the measuring unit 114 can be provided in each case not only in the vehicle contact unit 64 but also in the floor contact unit 12, so that the correct correlation and the contact as intended can be determined not only by the vehicle 10 but also by the floor contact unit 12. This increases the operational safety of the vehicle coupling system 15.

In the further figures, further embodiments of the vehicle connection device 14 and of the floor contact unit 12, i.e. of the vehicle coupling system 15, are shown, which further embodiments substantially correspond to the first embodiment. In the following, therefore, only differences are discussed and identical and functionally identical parts are provided with the same reference numerals.

Fig. 10 shows a circuit diagram of a part of a second embodiment of a vehicle coupling system 15. This second embodiment can be combined with or supplement the first embodiment in particular.

In this embodiment, the floor contacting unit 12 has a signal source 122 and at least one measuring unit 124.

In the exemplary embodiment shown, three neutral contact areas 26 are shown, each having a measuring unit 124. For example, a measuring unit 124 is associated with, i.e. electrically connected to, each neutral contact area 26.

By means of the signal source 122 and the measuring unit 124 it can be determined: which neutral contact areas 26 are in contact with the neutral electrode 90. This is preferably determined after the correlation at the contact site is determined to be correct.

For example, in order to determine the contacted neutral contact area 26, in the vehicle contact unit 64, the neutral electrode 90 and the guard contact electrode 86 are electrically connected to each other by the control unit 100 of the vehicle connection device 14.

The neutral contact electrodes 90 can also be permanently electrically connected to each other as seen in fig. 10.

The signal source 122 can be electrically connected to one or more of the neutral contact regions 26 via a switching device 140, in particular a relay or a multiplexer. The contact of the neutral contact area should be determined. The neutral contact area 26 to be measured is therefore part of a further electrical circuit 142 in the event of contact.

At this time, a high-frequency signal is generated by the signal source 122 of the floor contacting unit 12 and transmitted to the vehicle contacting unit 64 via the neutral contact area 26 and the neutral electrode 90.

If the neutral contact area 26 to be measured contacts the neutral electrode 90, the high-frequency signal is transmitted again into the floor contact unit 12 and can thus be detected by one of the measuring units 124.

If the neutral contact area 26 to be measured does not contact the neutral electrode 90, the oscillating circuit remains interrupted and no high frequency signal can be detected at the measuring unit 124.

The floor control unit 38 of the floor contacting unit 12 is thus able to determine which neutral contact areas 26 are in contact with the neutral electrode 90 on the basis of the measurement results of the measuring unit 124 and the state of the switching device 140.

Fig. 14a, 14b, 14c and 14d show a method approach for determining the contacted neutral contact area 26 and thus a method approach for determining the position of the vehicle contact unit 64 in more detail with the neutral electrodes 90 electrically connected to one another in the carrier 78.

Only the second floor sub-circuit 54 and the second vehicle sub-circuit 108, which are part of the circuit 142 used, are shown in fig. 14 a. For simplicity, it is shown that: the contact of the signal source 122 is grounded, since this corresponds to the function of the construction.

Four neutral contact areas 26 are shown, three of which are contacted by the neutral electrodes 90 of the vehicle contact unit 64.

The switching elements 140 are illustrated by switches which can connect in each case one neutral contact region 26 to the signal source 122 or to ground.

At the beginning, only one neutral contact area 26 is always connected to the signal source 122 by means of the associated switch, and the signal is measured in the circuit 142 by means of the measuring unit 124.

In the situation shown in fig. 14a, the neutral contact region 26 is connected to the signal source 122, said neutral contact region not being contacted. There is no connection to ground so that the signal source 122 cannot generate high frequency signals in the circuit 142. No high frequency signal is detected by the measurement unit 124, thereby determining: the neutral contact area 26 connected to the signal source 122 is not in contact. The connection to the signal source 122 is then separated by the switching element 140 and the further neutral contact region 26 is connected to the signal source 122, as can be seen in fig. 14 b.

In the situation according to fig. 14b, the neutral contact region 26 connected to the signal source 122 is contacted via the neutral electrode 90, i.e. the second vehicle sub-circuit 108 is connected to the second ground sub-circuit 54.

Since the neutral electrode 90 is electrically connected to the further neutral electrode 90 via the second vehicle sub-circuit 108, an electrical connection to the further contacted neutral contact region 26, which is connected to ground via the switching element 140, is also produced. The necessary grounding is provided in such a way that a high-frequency signal is generated in the circuit 142 by the signal source 122, which high-frequency signal is detected by the respective measuring unit 124. It is thereby established that the respective neutral contact areas 26 are contacted.

In a next step, the further neutral contact region 26 is then connected to the signal source 122 via the switching element 140 (see fig. 14 c). The neutral contact area 26 is selected such that it is located in the surroundings of the contacted neutral contact area 26. If the neutral contact region 26 is also contacted, the high-frequency signal is also detected by the associated measuring unit 124, and the contact is determined therefrom.

Once two neutral contact areas 26 are considered to be in contact, there are only two possibilities: which one of the neutral contact areas 26 is the missing third neutral contact area 26.

One of the two neutral contact areas 26 is then connected to the signal source 122 via the switching element 140 (see fig. 14 d). As described above, it is then determined by means of the associated measuring unit 124 that: whether the neutral contact area 26 is also in contact.

If this is the neutral contact area 26 being contacted, then a determination is made that the position of the abutment 78 or the vehicle contact unit 64 relative to the floor contact unit 12 has been successfully completed, and is now known. From this position, the touched contact region 30 can also be directly deduced.

It can similarly be determined which of the contact regions 30 is in contact with the phase electrode 94.

By means of this method it can also be checked whether the contact between the contact electrodes 86, 90, 94 and the contact surfaces has been interrupted during charging, so that an emergency function can be activated if possible.

Fig. 11 is similar to fig. 4 and shows a third embodiment of the vehicle connecting apparatus 14. The difference from the first embodiment is the arrangement of the directional actuator 60.

In the second embodiment, the directional actuator 60 is disposed between the vehicle contact unit 64 and the contact actuator 62.

For this purpose, the support 78 has a toothing 76 into which the gear 70 of the directional actuator 60 engages. The gear 70 is coupled to the electric motor 66, which is connected in a rotationally fixed manner at the end of the bearing contacting the actuator 62.

The carrier 78 and thus the entire vehicle contact unit 64 are rotatably fixed on the contact actuator 62 via bearings, not shown.

The contact actuator 62 is seated on the mounting section 68 at its end on the vehicle side in a rotationally fixed manner. However, it is also conceivable for the contact actuator to be fastened directly to the vehicle 10.

The arrangement of the contact regions 22, 26, 30 or the contact electrodes 86, 90, 94 in the respective grid is shown in fig. 12 and 13 analogously to fig. 3 and 6.

The difference from the first embodiment is that not only one type of contact region 30 or phase electrode 94 is provided, but three different types of contact regions or phase electrodes are provided in each case in order to be able to transmit a three-phase alternating current. Correspondingly, the local power network is a three-phase alternating power network, and the floor contact unit 12 has three different current terminals 40 for the phases or external conductors.

The floor contacting unit 12 thus has a plurality of L1 contact areas 126, a plurality of L2 contact areas 128 and a plurality of L3 contact areas 130.

The L1 contact region 126, the L2 contact region 128, and the L3 contact region 130 form the contact region 30.

The L1, L2 and L3 contact regions 126, 128 and 130 are thus arranged at the third sub-grid G_U3Wherein the L1, L2 and L3 contact areas are along the third sub-grid G_U3The direction of at least one of the basis vectors of (a) is alternately arranged in turn.

In other words, in the third sub-grid G_U3There is no nearest neighbor pair, and the third sub-grid is made up of the same contact regions of L1 contact region 126, L2 contact region 128, and L3 contact region 130. For example, the nearest neighbors of the L1 contact region 126 are three L2 contact regions 128 and three L3 contact regions 130, respectively.

Regarding the electrical connections, the L1 contact area 126, the L2 contact area 128 and the L3 contact area 130 are each connected with one of the external conductors of the local electrical network. However, for checking the contact, the contact areas can all jointly form the third floor sub-circuit 58.

In a similar manner, the vehicle contact unit 64 has an L1 phase electrode 132, an L2 phase electrode 134, and an L3 phase electrode 136, which together form the phase electrode 94, an L1 phase electrode, an L2 phase electrode, and an L3 phase electrode.

In the example shown in fig. 12, there is one each of the L1, L2, and L3 phase electrodes 132, 134, and 136, which form one of the phase electrodes 94, respectively, with respect to the first embodiment.

The L1, L2 and L3 phase electrodes 132, 134, 136 are each electrically connected to one of the external conductors of the on-board electrical system of the vehicle 10 or are connected jointly via the control unit to the third vehicle sub-circuit 110.

L1, L2 and L3 contact regions 126, 128 and 130 in the third sub-grid G_U3Corresponds to the order of the L1, L2, and L3 phase electrodes 132, 134, and 136 in the contact region 80. Thus, when the vehicle contact unit 64 is properly oriented with respect to the floor contact unit 12 similar to fig. 7a, the L1, L2, and L3 contact areas 126, 128, and 130 contact the L1, L2, and L3 phase electrodes 132, 134, 136.

Even if the floor contact unit 12 has the L1, L2 and L3 contact regions 126, 128 and 130 as described, i.e. is designed for charging the vehicle 10 with a three-phase current or a three-phase alternating current, it is nevertheless possible to configure the vehicle 10 for charging with only a single phase alternating current, i.e. with only the same phase electrode 94, also via this floor contact unit 12.

For this reason, the vehicle contact unit 64 is in contact with the floor contact unit 10 as described previously. However, only one of the subsequent phase electrodes 94 is electrically connected to an external conductor of the onboard power supply system of the vehicle 10 and is used for charging.

The two other phase electrodes 94 are, for example, not connected on the vehicle side and/or the phase electrodes 132, 134, 136 not used for charging are switched or connected without potential to a protective conductor.

An arrangement is also conceivable in which, instead of the neutral contact region 26 or the neutral electrode 88, L1, L2 and L3 contact regions 126, 128 and 130 or L1, L2 and L3 phase electrodes 132, 134, 136 are also provided, so that two L1, L2 and L3 phase electrodes 132, 134, 136 are present on the vehicle contact unit 64 each. Thereby, the line cross section for each of the phases can be increased, so that a larger charging current is possible.

It is also conceivable to provide the signal source 112 in the vehicle contact unit 64 and the measuring unit 124 in the floor contact unit 12, or vice versa. The correct association may also be determined in this way as described above.

Furthermore, in this case, data can be transmitted from the signal source 112 to the measuring unit 124 by means of a high-frequency signal. Thus, a unidirectional data flow from the vehicle contact unit 64 to the floor contact unit 12 or vice versa is possible.

If the vehicle contact unit 64 and the floor contact unit 12 have

signal sources

112, 122 and measuring

units

114, 124, a bidirectional data exchange between the vehicle contact unit 64 and the floor contact unit 12, i.e. between the vehicle 10 and the remaining charging system, is possible.

For the transmission of data, the same contact points can be used as for the current transmission, and data transmission is also possible during the charging process, since high-frequency signals can be modulated onto the charging current.

It is obvious that the features of the various embodiments can be combined with each other at will.

Claims

1. Vehicle contact unit for a vehicle battery charging system for automatically conductively connecting a floor contact unit (12) and the vehicle contact unit (64), having a plurality of first contact electrodes (84) and at least one second contact electrode (88), which are electrically connected to one another via an electrical line (44) and which form at least one first vehicle subcircuit (106), characterized in that the vehicle contact unit (64) has a measuring unit (114) and/or a signal source (112) for high-frequency signals.

2. Vehicle contact unit according to claim 1, characterized in that the first contact electrode (84) and the second contact electrode (88) are arranged in a pattern, in particular in a carrier grid (G) in the form of a two-dimensional Bravais grid_S) In (1).

3. Vehicle contact unit according to claim 1 or 2, characterised in that a plurality of second contact electrodes (88) are provided, which are electrically connected to one another and which form a second vehicle subcircuit (108), and/or that the vehicle contact unit (64) has a plurality of third contact electrodes (92), in particular wherein the third contact electrodes (92) are electrically connected to one another and form a third vehicle subcircuit (110).

4. Vehicle contact unit according to claim 3, characterized in that the line wave resistance of the first vehicle sub-circuit (106) is different from the line wave resistance of the second vehicle sub-circuit (108) and/or of the third vehicle sub-circuit (110), in particular is greater than the line wave resistance of the second vehicle sub-circuit (108) and/or of the third vehicle sub-circuit (110).

5. Vehicle contact unit according to any of the preceding claims, characterised in that at least one contact magnet (104) is provided in or at the vehicle contact unit (64).

6. Vehicle contact unit according to any of the preceding claims, characterized in that the first contact electrode (84) is a guard contact electrode (86) and the second contact electrode (88) is a neutral electrode (90) or a phase electrode (94).

7. Vehicle contact unit according to any of the preceding claims, characterized in that the first contact electrode (84), the second contact electrode (88) and/or the third contact electrode (92) are arranged rotationally symmetrically around a symmetry axis extending parallel to the longitudinal direction of at least one of the contact electrodes (84, 88, 92).

8. Floor contact unit for a vehicle battery charging system for automatically conductively connecting the floor contact unit (12) and a vehicle contact unit (64), which has a target surface (18) with a plurality of first contact regions (20) each with at least one first contact surface and at least one second contact region (24) each with at least one second contact surface, wherein the first contact surfaces are electrically connected to one another via an electrical line (44) and form at least one first floor subcircuit (50), characterized in that the floor contact unit (12) has a measuring unit (124) and/or a signal source (122) for high-frequency signals.

9. Floor contacting unit according to claim 8, characterized in that the first contact area (20) and the second contact area (24) are provided in a main pattern extending over the target surface (18), in particular in a main grid (G) in the form of a 2D Bravais grid_S) In (1),

wherein the first contact region (20) is arranged in a first sub-pattern extending over the target surface (18), in particular in a first sub-grid (G) in the form of a 2D Bravais grid_U1) And the second contact area is arranged in a second sub-pattern extending over the target surface (18), in particular in a second sub-grid (G) in the form of a 2D Bravais grid_U2) Wherein the first sub-pattern and the second sub-pattern are staggered with each other.

10. Floor contacting unit according to claim 8 or 9, characterized in that a plurality of second contacting areas (24) are provided, wherein the second contacting areas are electrically connected to each other and form a second floor sub-circuit (54), and/or that the floor contacting unit (12) has a plurality of third contacting areas (28) each having at least one third contacting area, in particular wherein the third contacting areas are electrically connected to each other and form a third floor sub-circuit (58).

11. Floor contacting unit according to claim 10, characterized in that the line wave resistance of the first floor sub-circuit (50) is different from the line wave resistance of the second floor sub-circuit (54) and/or of the third floor sub-circuit (68), in particular is larger than the line wave resistance of the second floor sub-circuit (54) and/or of the third floor sub-circuit (68).

12. The floor contact unit according to any of claims 8-11, characterized in that a plurality of the first contact surfaces have a resistive element (48) which increases the line wave resistance of the electrical line (44) associated with the respective contact surface.

13. Floor contacting unit according to claim 12, characterized in that the resistive element (48) surrounds the electrical line (44) and/or is composed of ferrite, respectively.

14. Floor contacting unit according to any of claims 8-13, characterized in that the first contact area (20) is a protective contact area (22) and the second contact area (24) is a neutral contact area (26) or a contact area (30).

15. The floor contacting unit according to any of claims 8-14, characterized in that the first contact area (20), the second contact area (24) and/or the third contact area (28) are arranged rotationally symmetrically around an axis of symmetry perpendicular to the target surface (18), and/or that the first contact surface and at least the second contact surface lie in one plane.

16. An automatic vehicle coupling system for conductively connecting a floor contact unit (12) and a vehicle contact unit (64) with a vehicle contact unit (64) according to the preamble of claim 1 and a floor contact unit (12) according to the preamble of claim 8, characterized in that the vehicle contact unit (64) is constructed according to any of claims 1 to 7 and/or the floor contact unit (12) is constructed according to any of claims 8 to 15, in particular wherein the patterns of the floor contact unit (12) and of the vehicle contact unit (64) are similar or identical.

17. Method for checking the contact and the correlation of contact sites in a vehicle coupling system (15) according to claim 16, having the following steps:

a) establishing physical contact between the contact electrodes (84, 88, 92) of the vehicle contact unit (64) and the contact surface of the floor contact unit (12) such that at least one electrical circuit (120) is formed by the first floor sub-circuit (50) on the one hand and the first vehicle sub-circuit (106) on the other hand,

b) generating at least one high-frequency signal by means of a signal source (112, 122),

c) -supplying the at least one high-frequency signal to at least one formed circuit (120, 142),

d) measuring the high-frequency response of the at least one formed circuit (120, 142) to the at least one high-frequency signal by means of a measuring unit (114, 124), an

e) Determining from the measured high frequency response: whether the first contact electrode (84) is in contact with the first contact surface.

18. The method according to claim 17, wherein the plurality of second contact electrodes (88) of the vehicle contact unit (64) are electrically connected to each other and form a second vehicle sub-circuit (108), and/or wherein the second contact faces of the floor contact unit (12) are electrically connected to each other and form a second floor sub-circuit (54),

wherein the at least one electrical circuit (120, 142) is formed by the first floor sub-circuit (50) or the second floor sub-circuit (54) on the one hand and by the first vehicle sub-circuit (106) or the second vehicle sub-circuit (108) on the other hand,

wherein from the measured high frequency response it is determined: whether the first contact electrode (84) or the second contact electrode (88) is in contact with the first contact surface or the second contact surface.

19. Method according to claim 17 or 18, characterized in that the high-frequency signal and/or the high-frequency response is generated or measured in the vehicle contact unit (64) and/or in the floor contact unit (12).

20. The method according to any one of claims 17 to 19, characterized in that the at least one high-frequency signal and/or the respective high-frequency response is generated or measured in one of the vehicle sub-circuits (106, 108, 110), in particular in the first vehicle sub-circuit (106), and/or in one of the floor sub-circuits (50, 54, 58), in particular in the first floor sub-circuit (50).

21. The method according to any of the claims 17 to 20, wherein an attenuation of the high frequency response in the circuit (120) is determined, and wherein from the determined attenuation: whether the first contact electrode (84) is in contact with the first contact surface or the second contact surface.

22. Method according to any one of claims 17 to 21, characterized in that after determining that the first contact electrode (84) is in contact with the first contact surface, data are transmitted to the measuring unit (114, 124) by means of the signal source (112, 122).

23. The method according to any one of claims 17 to 22, characterized in that after determining that the first contact electrode (84) is in contact with the first contact face, it is checked, continuously or at regular intervals, by the signal source (112, 122) and the measuring unit (114, 124): whether there is still contact between the first contact electrode (84) and the first contact surface and whether an emergency function is activated when the contact is interrupted.