DE102019110658A1 - Method and device for a battery capacity upgrade of an electric vehicle, as well as upgrade kit and electric vehicle - Google Patents

Abstract

The invention relates to a method with an upgrade kit for an at least temporary battery capacity upgrade of at least one electric vehicle (1) having a battery-electric vehicle drive (2), a base battery (4) consisting of at least one battery module (3) with a battery capacity for 150 to 250 km Range, a control unit (5) as well as a charger (6) with a connection device (7) for a charging station, by the battery capacity of the base battery according to an at least temporary requirement of a vehicle user (10) for a range of 250 to 1,000 km by a Installation process (11) of the upgrade kit (13) consisting of at least one battery module (12) is upgraded into a battery compartment (9), the installation process and, in the case of the temporary upgrade, also a removal process (14) with a device (16) in at least one upgrade station (15) takes place in a human-robot cooperation in which a gripper (17) or (18) of an industrialist oboters (19) is positioned on a vehicle underside (8) to the battery compartment (9) via a manual control unit (21) of a control (22) guided by a person along a trajectory (23) specified by the control, with a positional deviation (24) of the vehicle during positioning to a target position (25) via a compensating process (137-A) or (137-B) with a compensating unit (26-A) or (26-B) on the gripper, and in the case of the temporary upgrade, a supply of the installation process with the upgrade kit (13) via an inventory (28) managed with the device according to a planned availability and utilization in a circuit (29) monitored by the device, by an operator recording the needs of the vehicle user including a termination via a needs recording process ( 30) with an input / output unit (31) or (32) of the device, a number of battery modules (12) planned for the vehicle via the input / output unit (31) in the order and reserved, provided in sets in a buffer station (27) according to the termination, installed with the device on an adapter (43) arranged in the battery compartment and connectable via the control unit to the connection device and drive and, after the removal process, the stock for at least one further use in this or in another electric vehicle. The invention also relates to a device for the method, an upgrade kit and an electric vehicle.

Description

The invention relates to a method for upgrading the battery capacity of an electric vehicle according to claims 1 to 5. The invention also relates to a device for upgrading the battery capacity according to claim 6, a corresponding upgrade kit according to claims 7 to 9 and a corresponding electric vehicle according to the claims 10 to 14.

With regard to environmental policy goals, electric vehicles are becoming increasingly important compared to vehicles with internal combustion engines. Particularly in vehicles with fully electric drives, it is hoped that there will be significant growth in the coming years.

There are currently two key technologies available to achieve these goals. One technology is based on fuel cell drives with hydrogen as an energy source, while the other uses battery-electric drives.

Electric vehicles powered by fuel cells are not part of this invention.

The present invention relates to electric vehicles with battery electric drive. In this type of vehicle, the electric drive is fed by a traction battery. An energy storage device that is used to drive electric vehicles and consists of several interconnected elements is called a traction battery. As a rule, battery cells based on lithium ions or lithium polymer are used as the power source. These cell types are rechargeable and have long been used in mobile devices such as cell phones, laptops, etc.

However, the energy density of lithium-ion or lithium-polymer batteries is significantly lower than that of fossil fuels. As a result, there are limits to the range of battery electric vehicles for reasons of space and weight. For the foreseeable future, a battery electric vehicle will always be considerably heavier than a vehicle of the same range with a combustion engine. This has disadvantages in terms of driving dynamics.

In addition, recharging the traction battery takes significantly more time than filling up the vehicle with fuel.

Short ranges and long charging times have so far been the main reasons for reluctance to buy battery-electric vehicles. Although there are now electric vehicles that enable WLTP ranges of 400 to 500 km and charging times of less than one hour, this requires traction batteries with a large storage capacity, which are correspondingly heavy and expensive. WLTP stands for Worldwide Harmonized Light-Duty Vehicles Test Procedure and represents a globally standardized test procedure for determining fuel consumption and exhaust emissions.

In addition, as is well known, the driving style and outside temperature have a significant effect on the range, so that the ranges that can actually be achieved with one battery charge are lower in practice than determined according to the standard. This is especially true for heating or air conditioning and high speeds. For this reason, ranges are no longer determined according to the New European Driving Cycle (NEDC), but according to the more practical WLTP standard. The range specifications in this invention therefore also relate to the WLTP cycle.

To make matters worse, an infrastructure with charging stations is only being set up. This is especially true for fast charging stations with a high charging power of over 100 KW, because only there can short charging times of less than an hour be achieved.

Even the charging times at 100 to 150 KW are still many times longer than the refueling times of a vehicle with fuel. Although research is now being carried out on new battery and charging technologies, such as solid cells and 350 kW charging stations, it will take some time until they are ready for use and the appropriate supply networks are set up.

In this context, it should be noted that the environmental friendliness of electric vehicles is regularly questioned, since a CO2 balance is only really better than with combustion engines if the electricity is generated from renewable energies. Currently, however, a not inconsiderable part of the electricity comes from coal-fired power plants.

The object of the present invention is to provide a technology for battery-electric vehicles with which the problems of short range, high battery costs, long charging times and lack of charging infrastructure are already solved and environmental compatibility and economic efficiency are improved. This object is achieved according to the invention by a method having the features specified in claim 1. Advantageous configurations are the subject matter of subclaims 2 to 5.

The object of this invention is also to provide a device, a corresponding upgrade kit and a corresponding electric vehicle for the to propose method according to the invention. According to the invention, these objects are achieved by the features mentioned in claims 6, 7 and 10. Advantageous configurations are the subject of dependent claims 8 and 9 as well as 11 to 14.

Electric vehicles within the meaning of the present invention have purely battery-electric drives with electric motors and rechargeable traction batteries. The basic electrical architecture of these vehicles includes an electric motor drive and traction battery, a control unit and a battery charger with a connection device for an external charging station.

Although the invention is intended primarily to relate to motor vehicles, in particular to passenger vehicles, it is expressly pointed out that at least parts of the invention can also be used in motorcycles or in commercial vehicles with battery-electric drives. Use of parts of the invention is conceivable even with electric bicycles, golf carts, electric scooters, etc.

In accordance with the focus of the invention, the following statements relate to passenger cars.

In the case of passenger cars, the traction battery is usually located at a point with a center of gravity that is favorable in terms of driving dynamics and accordingly the lowest possible. In order to ensure good protection in rear-end collisions at the same time, a battery arrangement on an underside of the vehicle between side door sills of a body structure is recommended. The sill, main floor and a stable underbody as underride protection form a battery compartment with all-round protection for the traction battery.

The range of such an electric vehicle is largely determined by the capacity of the traction battery. The capacity determines how much electricity can be stored in the battery. This in turn depends on the energy density and the number of battery cells forming the traction battery. Since the size of the battery compartment via a sill and wheelbase as well as a ground clearance of the vehicle usually is specified, only a certain battery capacity can be realized in the battery compartment.

In the meantime, passenger cars with a battery capacity of approx. 100 KWh are known, the range of which should be 500 km and more. The resulting high weight of the battery can be several hundred kilograms. In order to overcome the associated inertia, high drive powers with corresponding energy consumption are required when accelerating. Since the battery and vehicle weight increase with increasing battery capacity, the range does not increase to the same extent as the battery capacity. Larger and heavier drive and braking units as well as more stable bodies are required. At the same time, a higher battery capacity leads to a significant increase in the price of the vehicle.

It is therefore questionable whether electric vehicles with a permanently long range make sense from an energetic and economic point of view.

However, a high range is usually required. rarely needed. According to a study by McKinsey, the average daily driving distance for potential buyers of electric vehicles is only 40 to 65 km. The present invention is therefore based on the idea of equipping electric vehicles with a battery capacity for a basic range of only 150 to 250 km, so that sufficient capacity reserves are usually available and the vehicle is significantly cheaper to buy.

A traction battery with a battery capacity for a range of 150 to 250 km is referred to in the following as a "basic battery".

In order to enable vehicle users to travel over 250 km without frequent recharging with long charging times, the invention proposes upgrading the battery capacity of the base battery at least temporarily using an upgrade kit according to claim 7. The basic battery remains permanently in the vehicle. If the higher battery capacity is no longer required, the upgrade kit is removed again. The drive is then fed by the basic battery again.

The upgrade kit can, if necessary, also be permanently installed in the vehicle. Since the weight-saving basic battery for average short-haul traffic usually is completely sufficient, a demand-oriented, temporary battery capacity upgrade is far more sensible in terms of energy and, above all, cheaper. The upgrade kit is therefore preferably removed again after use.

According to the idea on which the invention is based, a vehicle with a temporarily upgradeable base battery creates ideal conditions for solving the problem of range anxiety due to the inadequate charging infrastructure. This applies all the more, the greater the total capacity that can be achieved with the temporary upgrade.

In the meantime, new developments in the battery sector are underway with energy densities with which ranges of 1,000 km should be achieved (example: Embatt project, Fraunhofer-Gesellschaft).

With a range of 1,000 km, there is no need to recharge en route. The upgraded basic battery could then be conveniently recharged overnight at home or at the destination. Charging times and charging infrastructure would then no longer be an issue.

Accordingly, the invention proposes an upgrade kit with which the basic battery can be upgraded to a range of 250 to 1,000 km in accordance with an at least temporary requirement of a vehicle user.

In order to use the upgrade kit optimally during the periods in which it is not required for a vehicle, it is advisable to use it shared by several vehicle users. There are two options for shared use of the upgrade kit by several vehicle users. One possibility is for a group of vehicle users to share an upgrade kit and the associated acquisition costs for their vehicles. A coordinated provision could take place, for example, via an operator of a device with corresponding upgrade stations. The second option is to purchase the upgrade kit and, if necessary, the basic battery from a landlord. The landlord pays the acquisition costs and calculates the corresponding rental costs. Here, too, the effect is a significant reduction in the cost of electric vehicles. Interesting rental conditions can also be realized. The vehicle user only has to pay for the battery capacity that he actually needs. This is usually the rent for the basic battery. Higher rental costs are only incurred during the periods in which longer ranges are actually required. This variant, too, is ultimately based on shared use of the upgrade kit and requires a method for coordinating the provision.

Since in both cases only the partial use of the upgrade kit causes costs, this could increase the economic incentive to buy electric vehicles without having to forego ranges of well over 250 km if necessary. In addition, both options contribute to saving expensive batteries and thus to conserving scarce lithium resources. In addition, energy consumption and CO2 emissions in raw material extraction, battery production, vehicle use and recycling are minimized, so that the entire life cycle assessment, i.e. the life cycle analysis or environmental balance or life cycle assessment of electric cars, is improved.

Accordingly, the upgrade kit in the method according to the invention is removed from the battery compartment of an electric vehicle by an operator of the device according to the invention after a temporary use and returned to a stock for at least one further use in this or in another electric vehicle of another vehicle user.

The challenges for realizing such a temporary battery capacity upgrade are mainly of a logistical nature. Because of the associated battery variance, this applies particularly to vehicles of different types. To ensure availability and utilization of the upgrade kit, shared use requires supply logistics in the form of a monitored cycle, in which inventory is planned, dispatched and managed according to requirements recorded by vehicle users and from which the upgrade kit is at least temporarily for the needs according to the recorded needs Vehicle user is provided. It is assumed below that this control task is taken over by an operator of the device according to the invention. After a temporary use, the upgrade kit is returned to the operator's inventory and is therefore available for a new use in this or in another vehicle.

The main challenge here is to plan an inventory level in such a way that both high availability and high utilization of the upgrade kits are achieved. High availability requires high stocks. However, high stocks lead to low utilization and high costs. This results in an optimization problem. A further complication is that the demand is not constant with such a usage model, so that the inventory has to be continuously adapted to a demand development.

The main problematic are seasonal fluctuations in demand due to vacations and public holidays. A stock level based on seasonal peak demand results in insufficient stock utilization in times of low demand. However, if based on an average demand, supply bottlenecks can arise.

Situations are also problematic in which the vehicle user does not return the upgrade kit on time or cannot be found at the operator's premises, although it should actually be in stock. Continuous inventory management with inventory and usage monitoring are part of a shared usage model A prerequisite for success and require a method which is shown in detail in this invention.

The process also helps to meet vehicle users' needs quickly and on time. Accordingly, the invention proposes a database-supported device with upgrade stations, which is operated by an operator. The device is used for the entire control and processing of the supply cycle from the recording of requirements to inventory management and scheduling to provision including installation and removal in one of the upgrade stations.

Via the database-supported device, the operator knows who needs which upgrade kit, when, for how long, in which vehicle and where the upgrade kit is currently located. This avoids bottlenecks in the supply cycle. In addition, the operator is informed when which upgrade kit is to be removed from the inventory, prepared, transported, installed, expanded, prepared and then stored again.

For this purpose, vehicle users and operators are connected to a database of the device via input / output units. PCs with keyboards, monitors and printers, laptops, terminals or mobile phones with computer functionality (smart phones) networked with the database are suitable as input / output units. The requirements of the vehicle users are recorded in the database via the input / output units. On this basis, the operator uses the device to plan, record, dispose, manage and prepare the inventory in a buffer station for the installation process.

According to the invention, the inventory consists of rechargeable high-voltage battery packs with a large number of interconnected battery cells, hereinafter referred to as battery modules, from which the upgrade kit for the respective vehicle is picked in sets in a number depending on the battery compartment size. The upgrade kit consists of a set of battery modules, but at least one battery module. An upgrade kit consisting of battery modules offers the possibility of standardization for different vehicle types. This simplifies logistical control and enables a device with less storage space. Dividing the weight of the upgrade kit to individual battery modules also facilitates handling during installation and removal.

According to the invention, installation and removal are carried out in at least one of the setup stations of the device in human-robot cooperation. The upgrade kit is man-guided by a robot of the device using control pulses via a manual control unit along a programmed trajectory to the battery compartment. The use of the robot as a link guide makes upgrading the vehicle very easy and ergonomic despite the high battery module weight. The manual control unit can be operated intuitively, for example using a joystick, so that no complex operator training is required. Because it can be operated manually, this method is particularly suitable for upgrading vehicle workshops. The upgrade can also be carried out at petrol stations or at truck stops, provided that the appropriate workshop capacity is available there.

The human-robot cooperation proposed by the invention is distinguished in terms of design details in particular in that a positional deviation of the vehicle compared to a target position on which the programming of the trajectory was based is compensated for by means of a compensation process on the gripper side with a compensation unit. This enables the use of a lifting platform that is customary in vehicle workshops in order to create the necessary accessibility for the robot on the underside of the vehicle. The positioning accuracy that can be achieved with a lifting platform would otherwise be too low for installation by robot.

According to the invention, the battery module has at least two mirror-symmetrically arranged receptacles on a battery module housing with interfaces and centering bevels for the installation process, with which the battery module can be attached quickly and easily via an adapter to a mechanical and an electrical interface in the battery compartment using a robot gripper.

The adapter has a double function in this context. On the one hand, it serves as a receiving device for the battery modules of the upgrade kit and, on the other hand, as an adapter for adapting the battery modules to vehicles of different types. This enables the battery modules and their interfaces to be standardized despite the mechanical and electrical interfaces that are specific to the vehicle type.

In a particularly preferred embodiment, the adapter also has a reinforcement function and accordingly has a frame or lattice structure. Such a structure protects the battery modules in rear-end collisions. Traction batteries are known in which a grid structure is integrated to protect the battery cells. Since the upgrade kit, unlike the adapter, is only temporarily located in the battery compartment, it seems more sensible for a permanently high crash performance of the vehicle to use this reinforcement function in the Realizing adapters and taking them into account during the vehicle design. If the adapter is taken into account in the vehicle design as a load-bearing body component, ideally weight neutrality or even weight savings can be achieved. Otherwise, the integration of the reinforcement in the battery modules can make more sense.

According to the invention, the electrical interface on the battery module side is spatially combined with a mechanical interface on the battery module side to form a unit, hereinafter referred to as the mechanical-electrical interface. At least one of the receptacles has such a combined mechanical-electrical interface.

The mechanical-electrical interface is coupled to a corresponding interface on the adapter by means of mechanical latching in conjunction with a screw connection. A bolt of a locking and unlocking unit on the battery module side is locked into a groove on the adapter side and the receptacle is also screwed. A pre-fixation by means of latching facilitates the installation in human-robot cooperation. This is mainly this is the case when the adapter is attached to the main floor or to the side sills.

Due to their arrangement directly adjacent to the electrical interface, the additional screw connection enables the use of self-contacting electrical contact elements, so that an electrical connection to the adapter is established at the same time when the battery module is installed. The screw connection ensures permanent reliable electrical contact via a contact pressure on the spatially adjacent contact elements.

In the case of electric vehicles with a temperature control circuit for cooling the battery, one of the receptacles can also have a coolant interface combined with a mechanical interface, with which the upgrade kit can be connected to the temperature control circuit. The coolant interface is connected to a corresponding interface on the adapter in the same way as the mechanical-electrical interface, i.e. via locking and unlocking unit with bolt and groove as well as via the additional screw connection.

In the following, the method according to the invention with device, upgrade kit and electric vehicle are distinguished from the prior art. Both patents for a temporary increase in range and for a battery quick-change system (so-called battery swapping) are used. Although the swapping method differs fundamentally from a temporary upgrade, the device and interfaces could, however, have similarities, at least with regard to realizing short cycle times during installation and removal.

Swapping involves replacing an empty traction battery with a recharged traction battery. A change of the traction battery can, if one takes the charging times that are customary today as a basis, with the appropriate devices and interfaces take place significantly faster than a recharge at charging stations. Fully automatic stations enable a change within a few minutes. However, building a corresponding infrastructure with special service stations involves high investments.

In contrast, the battery is not changed in the case of the temporary battery capacity upgrade in a basic variant of the method claimed here. The basic battery according to the invention with a capacity for 150 to 250 km remains permanently installed in the vehicle and is upgraded by the operator, according to an at least temporary requirement of a vehicle user for a range of 250 to 1,000 km, by installing an upgrade kit consisting of at least one battery module. According to the present invention, only temporary proportional usage costs arise - an advantage over swapping. According to the invention, installation and removal take place in human-robot cooperation, which enables short cycle times and can be implemented in existing workshops using existing service infrastructures without high investments. The upgrade kit as well as the date and location for installation and removal can be conveniently reserved by the vehicle user in advance of a trip using the device's input / output units. During the trip, the upgrade kit and base battery can be charged via the connection device. An expansion or change is not necessary for this. However, since the upgraded basic battery enables ranges of up to 1,000 km according to the invention, long charging times do not matter. A recharge can be done conveniently overnight.

Further differences exist in the logistical supply of the vehicles with batteries. It is true that the vehicles are also supplied during swapping via an inventory that is used in a cycle. However, since the full battery removed from the inventory is replaced by an empty one, the inventory remains constant during swapping, in contrast to the upgrade according to the invention. This simplifies the logistic control of the inventory when swapping. Permanent inventory management and monitoring is therefore hardly an issue with swapping, unlike with temporary upgrading, with regard to availability and utilization. A procedure for inventory management and - Monitoring for a temporary battery capacity upgrade is not known.

• DE 10 2013 003 918 B3 betrifft eine Vorrichtung aufweisend ein Fahrzeug und wenigstens eine Hochvoltbatterie sowie Verfahren für eine Vorrichtung. Die erste Hochvoltbatterie ist im Fahrzeug verbaut. Zur Erhöhung der Reichweite kann in oder an dem Fahrzeug zum bestimmungsgemäßen Betrieb des Fahrzeugs temporär eine zweite Hochvoltbatterie angeordnet werden. Das Fahrzeug weist zur Aufnahme der zweiten Hochvoltbatterie fahrzeugseitig eine Sensorik zur Ausrichtung des Fahrzeugs, eine Absenkvorrichtung und eine mechanische Schnittstelle zur mechanischen Halterung der zweiten Hochvoltbatterie auf. Die zweite Hochvoltbatterie wird mit dem Fahrzeug mechanisch und mit der ersten Hochvoltbatterie über eine elektrische Schnittstelle elektrisch gekoppelt.

Prior art patents:

• DE 10 2013 003 918 B3 relates to a device comprising a vehicle and at least one high-voltage battery, as well as a method for a device. The first high-voltage battery is installed in the vehicle. To increase the range, a second high-voltage battery can be temporarily arranged in or on the vehicle for the intended operation of the vehicle. To accommodate the second high-voltage battery, the vehicle has a sensor system for aligning the vehicle, a lowering device, and a mechanical interface for mechanically holding the second high-voltage battery. The second high-voltage battery is mechanically coupled to the vehicle and electrically coupled to the first high-voltage battery via an electrical interface.

• DE 10 2015 013 377 A1 offenbart eine Temperiereinrichtung für ein Batteriesystem
• DE 10 2014 112 628 A1 offenbart ein kühlbares Batteriemodul
• DE 10 2016 104 173 A1 offenbart ein Batteriemodul, entsprechende Traktionsbatterie sowie Vorrichtung und Verfahren zum Montieren einer solchen
• DE 10 2016 003 816 A1 offenbart einen Industrieroboter mit einem am Manipulator mitgeführten Überwachungsraum
• DE 10 2017 102 379 U1 offenbart ein intelligentes Greifsystem
• DE 10 2005 055 102 A1 offenbart ein Verfahren zur Erfassung, Lokalisierung und Verwaltung von Objekten mit einem Inventar- oder Betriebsmittelverwaltungssystem sowie zugehörige Anordnung
• EP 3 336 929 A1 offenbart eine Batterieverriegelungsvorrichtung, ein Energiequellen-Transportwerkzeug sowie ein Batteriemontage- und -demontageverfahren
• US 2017 0259 675 A1 offenbart Batterie Swapping und Technik mit Hebevorrichtung für Elektrofahrzeug und Energiespeichersystem
• US 2018 0134 260 A1 offenbart ein Schnellwechselsystem samt Verfahren
• CA 2 730 372 A1 offenbart System und Verfahren zum Betreiben eines Elektrofahrzeugs
• CA 2 736 889 A1 und CA 2 837 982 A1 offenbaren Batteriewechselstationen
• CA 2 737 620 A1 offenbart ein System zur elektrischen Verbindung von Batterien in Elektrofahrzeugen.

DE 10 2009 042 001 A1 discloses a vehicle for road traffic having an electric drive, a first rechargeable battery with a first storage capacity, a receiving device for a second battery with a second storage capacity, wherein the second storage capacity is greater than the first storage capacity and wherein a driving operation of the vehicle by power supply of the electric drive is provided both on the first battery and on the second battery. The second battery can be inserted in an interchangeable compartment via a self-locking receiving mechanism and can be removed after the receiving mechanism has been released. The vehicle has a first connection device for charging the first battery, but is free of a connection device for charging the second battery used in the vehicle. The second battery has a second connection device, via which it can be charged in the removed state via an external power source or voltage source. A central control unit in the vehicle outputs request signals to battery changing stations for changing the second battery along the route, preferably via a wireless transmission device. A corresponding traffic system is also shown.

• DE 10 2015 013 377 A1 discloses a temperature control device for a battery system
• DE 10 2014 112 628 A1 discloses a coolable battery module
• DE 10 2016 104 173 A1 discloses a battery module, corresponding traction battery and device and method for assembling such
• DE 10 2016 003 816 A1 discloses an industrial robot with a monitoring space carried along on the manipulator
• DE 10 2017 102 379 U1 discloses an intelligent gripping system
• DE 10 2005 055 102 A1 discloses a method for the detection, localization and management of objects with an inventory or resource management system and associated arrangement
• EP 3 336 929 A1 discloses a battery locking device, a power source transport tool, and a battery assembly and disassembly method
• US 2017 0259 675 A1 discloses battery swapping and lifting device technology for electric vehicles and energy storage systems
• US 2018 0134 260 A1 discloses a quick change system and method
• CA 2 730 372 A1 discloses system and method for operating an electric vehicle
• CA 2 736 889 A1 and CA 2 837 982 A1 reveal battery changing stations
• CA 2 737 620 A1 discloses a system for electrically interconnecting batteries in electric vehicles.

The present invention relates to a method with an upgrade kit for an at least temporary battery capacity upgrade of at least one electric vehicle.

The electric vehicle has a battery-electric vehicle drive, a base battery consisting of at least one battery module with a battery capacity for a range of 150 to 250 km, a control unit and a charger with a connection device for a charging station.

The battery capacity upgrade takes place in that the battery capacity of the basic battery is upgraded according to an at least temporary requirement of a vehicle user for a range of 250 to 1,000 km by installing the upgrade kit consisting of at least one battery module in a battery compartment.

The battery capacity upgrade is characterized according to claim 1 in that the installation process and, in the case of the temporary upgrade, also a removal process with a device in at least one upgrade station in a human-robot cooperation, in which a gripper of an industrial robot via a manual control unit guided by a person along a trajectory given by the control on the underside of the vehicle is positioned to the battery compartment, wherein when positioning a positional deviation of the vehicle from a target position is compensated for via a compensation process with a compensation unit on the gripper.

The battery capacity upgrade is also characterized in that during the temporary upgrade, the installation process is supplied with the upgrade kit via an inventory managed with the device according to a planned availability and capacity utilization in a circuit monitored by the device by an operator the needs of the vehicle user including a termination via a needs recording process with an input / output unit of the device, a number of the battery module planned for the vehicle is reserved via the input / output unit in the inventory, according to the termination in a set Provides buffer station, installed on an adapter arranged in the battery compartment and connectable to the control unit with connection device and drive adapter and after the removal process returns to the inventory for at least one further use in this or in another electric vehicle.

Advantageous refinements of the method are the subject matter of subclaims 2 to 5.

In addition, a corresponding device, a corresponding upgrade kit and a corresponding electric vehicle with the adapter are proposed for the method. The adapter accepts the upgrade kit via standardized interfaces and is attached to interfaces in the battery compartment, which can be designed differently depending on the vehicle type. With the help of the adapter, the upgrade kit can be standardized for different vehicle types, installed and removed very easily and quickly and - unlike the DE 10 2009 042 001 A1 - Charge conveniently via the connection device even when installed.

The advantages achieved by the invention are greater economic efficiency and environmental compatibility of electric vehicles. According to the method, only as much battery capacity is installed in the vehicle as is actually required by the vehicle user. A range can temporarily be up to 1,000 km, so that fear of range due to a lack of charging infrastructure is no longer an issue. There is no need to charge on the go. Instead, the vehicle can be conveniently recharged overnight, even without rapid charging technology. The method with an inventory of battery modules used in a circuit and managed via the device also enables battery standardization and innovative usage models in connection with the adapter according to the invention, in which costs are only billed according to proportionate usage. In addition, the process offers a high level of availability and utilization of the upgrade kits required for the upgrade despite varying requirements and inventory levels. Installation and removal in human-robot cooperation as well as the special design of the interfaces between the battery module and adapter enable a user-friendly and customer-friendly express service with short cycle times ("plug & play"). A step-by-step concept enables an introduction with simple handling devices, so that the process can be used in existing service workshops, petrol stations and truck stops, i.e. can be implemented with existing infrastructure and correspondingly moderate investments. Since existing infrastructure can be used, the present invention is predestined for numerous large areas in which the establishment of a charging infrastructure will only progress slowly. This helps to overcome the entry barriers to e-mobility due to the lack of fast charging stations in large parts of the global automotive market. Additional express stations with the human-robot cooperation according to the invention can gradually supplement the infrastructure.

Possible applications are mainly Car sedans, SUVs, vans and off-road vehicles. Other areas of application open up in mobile homes, small vans, buses and light and heavy trucks. Parts of the invention can also be transferred to electric bicycles, motorcycles, electric scooters and golf carts.

Embodiments of the invention are explained in more detail below with reference to drawings. However, the present invention is not intended to be limited solely to the details of these drawings.

• 1 schematisch eine Übersicht über das erfindungsgemäße Verfahren für eine zumindest temporäre Batteriekapazitäts-Aufrüstung mindestens eines Elektrofahrzeugs.
• 2 schematisch weitere Einzelheiten des erfindungsgemäßen Verfahrens.
• 3 schematisch den Kreislauf für die Versorgung der Aufrüststation in einer Übersicht.
• 4 schematisch die Verfahrensschritte zum Planungsvorgang 33 aus 3.
• 5 schematisch die Verfahrensschritte zum Aufrüstsatz-Planungsvorgang 41 aus 4.
• 6 schematisch die Verfahrensschritte zum Adapter-Planungsvorgang 42 aus 4.
• 7 schematisch die Verfahrensschritte zum Bahnkurven-Planungsvorgang 46 aus 4.
• 8 schematisch die Verfahrensschritte zum Bedarfserfassungsvorgang 30 aus 3.
• 9 schematisch die Verfahrensschritte zum Bewirtschaftungsvorgang 34 aus 3.
• 10 schematisch die Verfahrensschritte zum Bestandsplanungsvorgang 79 aus 9.
• 11 schematisch die Verfahrensschritte zum Dispositionsvorgang 35 aus 3.
• 12 schematisch die Verfahrensschritte zum Versorgungsvorgang 36 aus 3.
• 13 schematisch die Verfahrensschritte zum Einbauvorgang 11 aus den 1 und 2 in einer Übersicht.
• 14 schematisch den Positioniervorgang 134-A des Aufrüstsatzes für den Befestigungsvorgang am hauptboden- bzw. schwellerseitigen Adapter.
• 15 schematisch den Positioniervorgang 134-B des Aufrüstsatzes für den Befestigungsvorgang am unterbodenseitigen Adapter.
• 16 schematisch den Positioniervorgang 125 für die Unterbodendemontage.
• 17 schematisch den Positioniervorgang 126 für die Unterbodenremontage.
• 18 schematisch den Ausgleichsvorgang 137-A für den Aufrüstsatz.
• 19 schematisch relevante Details des Greifer 18 zur Erläuterung des mechanischen Toleranzausgleichs 157-A beim Ausgleichsvorgang für den Aufrüstsatz sowie zur Beschreibung des Messvorgangs mit einer Gabellichtschranke.
• 20 schematisch relevante Details des Greifers 17 zur Erläuterung des mechanischen Toleranzausgleichs 157-B beim Ausgleichsvorgang für den Unterboden.
• 21 schematisch die Verfahrensschritte zur Verfolgung des Einsatzvorgangs 37.
• 22 schematisch die Verfahrensschritte zum Ausbauvorgang 14 aus den 1 bis 3 in einer Übersicht.
• 23 schematisch den Entriegelungsvorgang 195 der Ver- und Entriegelungs-Einheit am Batteriemodul über einen greiferseitig angeordneten Mitnehmer in einem Teilausschnitt.
• 24 schematisch die Verfahrensschritte zum Bezahlvorgang 38 aus den 3 und 21.
• 25 schematisch eine Verfahrensvariante für die Batteriekapazitäts-Aufrüstung eines Elektrofahrzeugs.
• 26 schematisch ein Stationslayout mit der erfindungsgemäßen Vorrichtung 16 in einer Draufsicht.
• 27 schematisch die Fahrzeug-Aufnahme 120 in Form einer Hebebühne in einer Seitenansicht.
• 28 schematisch den Greifer 18 für den Aufrüstsatz.
• 29 schematisch den Greifer 17 für den Unterboden.
• 30 schematisch einen Kombigreifer.
• 31 schematisch eine alternative Ausführung des Handhabungsgeräts 226 für den Einbauvorgang und bei der temporären Aufrüstung auch für den Ausbauvorgang in einer Seitenansicht.
• 32 schematisch den Aufrüstsatz 13 für eine zumindest temporäre Batteriekapazitäts-Aufrüstung in einer 3D-Ansicht.
• 33a - 33d schematisch Möglichkeiten einer geometrischen Anpassung des Aufrüstsatzes an ein Batteriefach sowie zur Vereinheitlichung mithilfe von Größenklassen.
• 33-a schematisch ein Batteriefach mit Batteriemodul und Adapter im Querschnitt bei ebenem Hauptboden.
• 33-b schematisch ein Batteriefach mit Batteriemodul und Adapter im Querschnitt bei einem Hauptboden mit Mitteltunnel.
• 33-c schematisch zwei Varianten eines Schnitts A-A aus 33-a.
• 33-d schematisch das Prinzip einer Geometrievereinheitlichung von Batteriemodulen eines aufzurüstenden Fahrzeugspektrums mithilfe von Größenklassen anhand eines Beispiels mit vier unterschiedlich großen Batteriefächern 9-1, 9-2, 9-3 und 9-4.
• 34 schematisch ein Prinzipschaltbild mit einer elektrischen Trennung und Anpassung des Aufrüstsatzes.
• 35a - 35g schematisch einen Aufrüstsatz 13 mit einem Batteriemodul 12 sowie Möglichkeiten einer schnellen und einfachen Ankopplung über einen Adapter 43.
• 35-a schematisch ein Ausführungsbeispiel des Batteriemoduls 12 mit Adapter 43 in einer Vorderansicht.
• 35-b schematisch zu 35-a einen vergrößerten Ausschnitt im Bereich der linken Batteriemodulaufnahme.
• 35-c schematisch eine Seitenansicht des Batteriemoduls aus 35-A von links (Ansicht „A“).
• 35-d schematisch eine Seitenansicht des Batteriemoduls aus 35-A von rechts (Ansicht „B“) sowie eine Detailansicht zum Aufbau der Kühlmittelschnittstellen (Einzelheit „Z2“).
• 35-e schematisch ein Ausführungsbeispiel eines Adapters aus Rechteckprofilen mit Einsätzen zur Ankopplung der erfindungsgemäßen Batteriemodule sowie ein daran angebrachtes Batteriemodul in einer Draufsicht.
• 35-f schematisch ein Ausführungsbeispiel eines Adapters bestehend aus einzelnen Adapterelementen zur Ankopplung der erfindungsgemäßen Batteriemodule an seitliche Schweller im Batteriefach sowie ein daran anzubringendes Batteriemodul in einer 3D-Ansicht.
• 35-g schematisch ein Ausführungsbeispiel eines Batteriemoduls mit zwei modifizierten Aufnahmen für eine Ankopplung an lediglich ein Adapterelement pro Seite in einer 3D-Ansicht sowie die entsprechenden Adapterelemente.
• 36a - 36n schematisch ein Elektrofahrzeug 1 für eine zumindest temporäre Batteriekapazitäts-Aufrüstung sowie Details des Elektrofahrzeugs.
• 36-a schematisch ein Elektrofahrzeug 1 für eine zumindest temporäre Batteriekapazitäts-Aufrüstung.
• 36-b schematisch einen aus Längsprofilen 307 bestehenden Adapter in einem Schnitt.
• 36-c schematisch einen Adapter, bei dem die Längsprofile direkt an den Schwellern befestigt sind.
• 36-d schematisch einen Adapter, bei dem die Längsprofile in die Schweller integriert sind und Schwellerprofile 317 bilden.
• 36-e schematisch einen Adapter, bei dem die Längsprofile zusätzlich über mindestens zwei Querverbindungen 308 aus je einem Rechteckprofil untereinander zu einer zusammenhängenden und dadurch besonders steifen Rahmen- bzw. Gitterstruktur verbunden sind.
• 36-f schematisch eine modifizierte Ausführung des Adapters mit mehr als zwei Längsprofilen 307.
• 36-g schematisch eine Ausführung des Adapters, bei der die Schnittstellen 270-B und 271-B sowie ggf. die Schnittstelle 268-B an den Querverbindungen 308 statt an den Längsprofilen 307 angebracht sind.
• 36-h schematisch eine Anordnung der Batteriemodule 3 und 12 im Batteriefach.
• 36-i schematisch eine modifizierte Anordnung der Batteriemodule im Batteriefach.
• 36-j schematisch eine nochmals modifizierte Anordnung der Batteriemodule im Batteriefach.
• 36-k schematisch eine nochmals modifizierte Anordnung der Batteriemodule im Batteriefach.
• 36-1 schematisch eine modifizierte Anordnung der Basisbatterie an einer zusätzlichen mechanischen Schnittstelle 306 außerhalb des Batteriefachs.
• 36-m schematisch eine Anordnung aus einer modifizierten Basisbatterie 213 im Batteriefach sowie zwei stärkeren, nicht in das Fahrzeug eingebauten Antriebsbatterien 214-A und 214-B außerhalb des Batteriefachs.
• 36-n schematisch eine nochmals modifizierte Basisbatterie 315 mit integriertem Adapter 43.

It shows

• 1 schematically an overview of the method according to the invention for an at least temporary battery capacity upgrade of at least one electric vehicle.
• 2 schematically further details of the method according to the invention.
• 3 schematically the circuit for the supply of the upgrade station in an overview.
• 4th schematically the procedural steps for the planning process 33 out 3 .
• 5 schematically the process steps for the upgrade kit planning process 41 out 4th .
• 6 schematically the procedural steps for the adapter planning process 42 out 4th .
• 7th schematically the process steps for the trajectory planning process 46 out 4th .
• 8th schematically the procedural steps for the needs assessment process 30th out 3 .
• 9 schematically the procedural steps for the management process 34 out 3 .
• 10 schematically the procedural steps for the inventory planning process 79 out 9 .
• 11 schematically the procedural steps for the disposition process 35 out 3 .
• 12 schematically the process steps for the supply process 36 out 3 .
• 13 schematically the process steps for the installation process 11 from the 1 and 2 in an overview.
• 14th schematically the positioning process 134-A of the upgrade kit for the fastening process on the adapter on the main floor or on the sill side.
• 15th schematically the positioning process 134-B of the upgrade kit for the fastening process on the adapter on the underside.
• 16 schematically the positioning process 125 for underbody dismantling.
• 17th schematically the positioning process 126 for underbody remounting.
• 18th schematically the equalization process 137-A for the upgrade kit.
• 19th schematically relevant details of the gripper 18th to explain the mechanical tolerance compensation 157-A during the compensation process for the upgrade kit and for describing the measurement process with a fork light barrier.
• 20th schematically relevant details of the gripper 17th to explain the mechanical tolerance compensation 157-B during the leveling process for the sub-floor.
• 21st schematically the procedural steps for tracking the deployment process 37 .
• 22nd schematically the process steps for the expansion process 14th from the 1 to 3 in an overview.
• 23 schematically the unlocking process 195 the locking and unlocking unit on the battery module via a driver arranged on the gripper side in a partial section.
• 24 schematically the process steps for the payment process 38 from the 3 and 21st .
• 25th schematically a process variant for the battery capacity upgrade of an electric vehicle.
• 26th schematically a station layout with the device according to the invention 16 in a top view.
• 27 schematically the vehicle recording 120 in the form of a lifting platform in a side view.
• 28 schematically the gripper 18th for the upgrade kit.
• 29 schematically the gripper 17th for the sub-floor.
• 30th schematically a combination gripper.
• 31 schematically an alternative embodiment of the handling device 226 for the installation process and for the temporary upgrade also for the removal process in a side view.
• 32 schematically the upgrade kit 13 for an at least temporary battery capacity upgrade in a 3D view.
• 33a - 33d Schematic options for geometrically adapting the upgrade kit to a battery compartment and for standardization using size classes.
• 33-a schematically a battery compartment with battery module and adapter in cross section with a level main floor.
• 33-b a schematic cross-section of a battery compartment with a battery module and adapter for a main floor with a central tunnel.
• 33-c schematically two variants of a section AA 33-a .
• 33-d schematically the principle of a geometry standardization of battery modules of a vehicle range to be upgraded with the help of size classes based on an example with four different sized battery compartments 9-1 , 9-2 , 9-3 and 9-4 .
• 34 schematically a block diagram with an electrical separation and adaptation of the upgrade kit.
• 35a - 35g schematically an upgrade kit 13 with a battery module 12 as well as options for a quick and easy connection via an adapter 43 .
• 35-a schematically an embodiment of the battery module 12 with adapter 43 in a front view.
• 35-b schematically too 35-a an enlarged section in the area of the left battery module holder.
• 35-c schematically shows a side view of the battery module 35-A from the left (view "A").
• 35-d schematically shows a side view of the battery module 35-A from the right (view "B") and a detailed view of the structure of the coolant interfaces (detail " Z2 ").
• 35-e schematically, an embodiment of an adapter made of rectangular profiles with inserts for coupling the battery modules according to the invention and a battery module attached to it in a plan view.
• 35-f schematically, an embodiment of an adapter consisting of individual adapter elements for coupling the battery modules according to the invention to side sills in the battery compartment and a battery module to be attached to it in a 3D view.
• 35-g schematically an embodiment of a battery module with two modified receptacles for coupling to only one adapter element per side in a 3D view and the corresponding adapter elements.
• 36a - 36n schematically an electric vehicle 1 for an at least temporary battery capacity upgrade and details of the electric vehicle.
• 36-a schematically an electric vehicle 1 for an at least temporary battery capacity upgrade.
• 36-b schematically one made of longitudinal profiles 307 existing adapter in one cut.
• 36-c schematically an adapter in which the longitudinal profiles are attached directly to the sills.
• 36-d schematically an adapter in which the longitudinal profiles are integrated into the rocker panel and rocker panel profiles 317 form.
• 36-e schematically an adapter in which the longitudinal profiles additionally have at least two cross connections 308 each of a rectangular profile are connected to one another to form a cohesive and therefore particularly rigid frame or lattice structure.
• 36-f schematically a modified version of the adapter with more than two longitudinal profiles 307 .
• 36-g schematically an embodiment of the adapter in which the interfaces 270-B and 271-B and, if applicable, the interface 268-B at the cross connections 308 instead of the longitudinal profiles 307 are attached.
• 36-h schematically an arrangement of the battery modules 3 and 12 In the battery compartment.
• 36-i schematically a modified arrangement of the battery modules in the battery compartment.
• 36-j schematically a further modified arrangement of the battery modules in the battery compartment.
• 36-k schematically a further modified arrangement of the battery modules in the battery compartment.
• 36-1 schematically a modified arrangement of the basic battery at an additional mechanical interface 306 outside the battery compartment.
• 36-m schematically an arrangement of a modified basic battery 213 in the battery compartment and two more powerful drive batteries not installed in the vehicle 214-A and 214-B outside the battery compartment.
• 36-n schematically a further modified basic battery 315 with integrated adapter 43 .

1 shows schematically an overview of the method according to the invention for an at least temporary battery capacity upgrade of at least one electric vehicle. The electric vehicle 1 is with a basic battery 4th Equipped with a battery capacity for a range of 150 to 250 km as a drive battery. The basic battery is in a battery compartment 9 on the underside of the vehicle 8th arranged. Other arrangements of the basic battery, for example under a hood or in a rear area of the vehicle, are also conceivable (cf. 36-1 ). The arrangement of the base battery is not of central importance for the method claimed in the context of the present invention.

Since a battery capacity for a range of 150 to 250 km is sufficient for average use, but not for long distances without frequent recharging at charging stations with corresponding charging times, it is proposed to increase the battery capacity of the basic battery for 250 to 1,000 according to an at least temporary requirement of a vehicle user km range through one installation process 11 one of at least one battery module 12 existing upgrade kit 13 in the battery compartment 9 upgrade.

What is to be understood by a battery module in this context has already been explained in the introductory description and can also be found in the figures relating to the upgrade kit including their description (see 32ff ).

The upgrade kit installed in addition to the basic battery when upgrading increases the battery capacity available for the drive and thus the range by adding the capacities of the basic battery and the upgrade kit.

Even on a long journey, a range of between 250 and 1,000 km will normally be sufficient to reach a daily destination without interrupting the charging process. The charging process can be carried out conveniently overnight. If the battery compartment is large enough, the range of the vehicle can be adapted to the individual needs of the vehicle user by changing the number of battery modules in the upgrade kit. For example, if the base battery has a capacity for a range of 250 km and the battery module of the upgrade kit also has a capacity for a range of 250 km, upgrading the base battery with the upgrade kit consisting of a battery module results in a total range of 500 km. If, on the other hand, the upgrade kit includes two or three battery modules, the total range is 750 or 1,000 km.

According to the present invention, the upgrade can also be permanent or temporary as required. If the vehicle seldom covers long distances over 250 km, the upgrade kit can be removed again with the proposed method after use and made available in a circuit for a renewed supply of this or another electric vehicle. As a result, the method according to the invention offers the vehicle user flexibility to adapt the range of his vehicle to his needs depending on the situation. At the same time, this opens up possibilities for establishing innovative usage models with shared use of the upgrade kit by several vehicle users.

A modular upgrade kit consisting of battery modules has the advantage of standardizing the battery module for the circuit, also referred to at other points in the description of the method as the supply circuit, compared to a non-modular additional battery Depending on the vehicle type and range required, the planned number can be picked, thereby reducing logistics costs in the supply cycle.

According to the invention, the installation process takes place and, in the case of the temporary upgrade, also a removal process 14th of the upgrade kit via a human-operated industrial robot 19th attached and with a compensation unit 26-A or. 26-B equipped grapple 17th or 18th a device 16 . The robot with the gripper is operated by a human using a manual control unit 21st guided or positioned in a human-robot cooperation and is in an upgrade station for this purpose 15th Arranged to the vehicle in such a way that the robot can access the battery compartment from below. The vehicle itself is - different from that DE 10 2013 003 918 B3 - not part of the device.

Compared to full automation, the process reduces the investment costs and enables comparatively short installation and removal times. In this context, it should be noted that a method variant can also include full automation in that the robot is not operated via the manual control unit but in automatic mode.

In order to be able to carry out the installation or removal process with the robot, there must be a positional deviation 24 of the vehicle to a target position on which programming of the robot is based 25th be compensated. According to the invention, the positional deviation is compensated for with a compensation unit attached to the gripper 26-A or. 26-B compensated. In the case of human-robot cooperation, the compensation process enables exact and collision-free positioning and alignment of the gripper in relation to the battery compartment, despite the vehicle's positional deviation. This avoids damage to the vehicle and to the upgrade kit, which could otherwise occur with manually operated devices as a result of the inertia of the high battery weight.

Due to the human-robot cooperation with the compensation process according to the invention, the method is particularly suitable for service workshops. The robot can be operated intuitively by a workshop employee using the manual control unit, for example using a joystick, so that the training effort for the workshop personnel is reduced to a minimum.

As already mentioned, the temporary upgrade of the electric vehicle takes place in a cycle. Another essential process feature therefore relates to a control of this cycle. The upgrade kit must be provided for the installation process in accordance with the needs and vehicle type of the vehicle user with battery modules of the right type in the right number at the right time in the right place in perfect condition and, in the case of the temporary upgrade after the removal process, checked, prepared and used again be stored. In order to ensure a high availability of the upgrade kit according to the needs of the vehicle user and to achieve a high utilization of the battery module with low inventory costs, the requirements and the control of the supply circuit are also determined according to the invention via the device 16 . In this context, too, as suggested, offers a standardizable Upgrade kit of existing battery modules, because the storage and control costs, corresponding to a lower number of variants, are lower and the risk of a supply bottleneck can be better managed.

Further details on human-robot cooperation as well as on recording needs and controlling the supply are described using the following figures.

2 shows schematically further details of the method according to the invention. According to the additional features shown here, the method relates in particular to an electric vehicle 1 with a battery-electric drive 2 . In vehicles of this type, the drive is purely electrically via one or more electric motors. The electrical energy required for this is provided by rechargeable battery cells. Both the base battery 4th as well as from at least one battery module 12 existing upgrade kit 13 consist of a large number of these battery cells that are housed in a battery module housing.

According to the current state of the art, the batteries of modern electric vehicles usually consist of from lithium-ion cells, which are also widely used in mobile electrical devices. Since the method of battery capacity upgrade described here is independent of a specific battery cell technology and also offers economic and ecological advantages when the problem of long charging times is solved, the claims according to the invention should not be limited to lithium-ion batteries and future ones Include battery technologies.

The totality of the battery cells of the electric vehicle forms an electricity storage device which, when charging, can take up a charge amount depending on the capacity of the battery cells and transfer it to the drive while driving. The greater the battery capacity, the greater the vehicle's range. However, a large battery capacity has the disadvantage of a higher vehicle weight and high costs, so that a permanently high battery capacity does not always make sense. In addition, the extraction of raw materials and the manufacture of the battery cells pollutes the environment.

The basic idea of the present invention is to equip the electric vehicle as standard or upon special request with a battery capacity for the average range requirement of a vehicle user and the battery capacity of the basic battery 4th with the upgrade kit 13 , according to the needs of the vehicle user 10 to upgrade for a longer range. Depending on requirements, the upgrade kit can remain in the vehicle permanently or it can be removed again after use with long journeys. If the need is only temporary, two or more vehicle users can share the upgrade kit for their vehicles and in this way save costs or reduce the burden on the environment by only using the basic battery for the initial equipment of the respective vehicle 4th is installed as a drive battery. As a result, the vehicle can be offered inexpensively.

According to the invention, the basic battery, analogously to the upgrade kit, consists of at least one battery module 3 and has a battery capacity for a range of 150 to 250 km for average use. The battery capacity of the basic battery is upgraded according to the at least temporary need of the vehicle user for a range of 250 to 1,000 km by using the device 16 detected, with the device of at least one battery module 12 existing upgrade kit 13 via an inventory managed with the device according to a planned availability and utilization 28 provided in the battery compartment 9 on the underside of the vehicle 8th built in and, in the case of a merely temporary need, expanded at the end of a mission and added to the inventory 28 via the supply circuit 29 is fed back.

As stated in the description too 1 the installation process takes place 11 and in the case of temporary upgrading, also the expansion process 14th in a human-robot cooperation with an industrial robot 19th and thus differs significantly from the DE 10 2013 003 918 B3 because the vehicle itself is not part of the device. However, since at least parts of the method can also be used without human-robot cooperation, for example in connection with customary workshop equipment or with a handling device, the present invention is not intended to be limited solely to the feature of human-robot cooperation. In terms of a short installation or removal time, however, human-robot cooperation is particularly advantageous for an express service when upgrading. According to the invention, the installation or removal process therefore takes place at least in an upgrade station 15th the device 16 takes place in human-robot cooperation. The device can advantageously also have more than one upgrade station 15th include, wherein the upgrade stations can be distributed to different locations. At least the upgrade station 15th is set up for express service in human-robot cooperation. Further upgrade stations not shown here without this express service can be, for example, existing service workshops of an OEM, in which handling devices are used instead of human-operated robots (see 31 ).

While in a highly automated vehicle production in automobile factories a lot of effort can be made for an exact vehicle positioning, this possibility is not given with the upgrade in service workshops. In the CA 2736889 A1 a procedure for a battery exchange station is presented. The drive battery is changed there with an automated device. The vehicle stands on wheels and is aligned with the device on the wheels. This procedure appears complicated and time-consuming. Different vehicle loads and tire pressures as well as tire deformations can affect the positioning accuracy with this method and cause problems when changing the battery.

The invention therefore proposes merely pre-positioning the vehicle with a vehicle mount, not shown here for reasons of clarity, and the positional deviation that occurs in the process 24 during the installation process 11 or during the removal process 14th via a compensation process with the compensation unit arranged on the gripper 26-A or. 26-B balance. For this purpose, the vehicle with the vehicle mount is placed in a stable area provided for this on the underside of the vehicle 8th included and in one for the robot 19th with the gripper 17th or 18th position accessible from below (see 27 ). Wheels and suspension therefore have no influence on the positional accuracy of the vehicle, in particular if, according to the invention, pressure is exerted on the underside of the vehicle during the installation process. A lifting platform, for example, which is already available in service workshops, is suitable as a vehicle mount. It goes without saying that access to the underside of the vehicle can also be created via a ramp or a pit, but the vehicle is then on wheels, which is not necessarily advantageous for the method described here for the reasons mentioned.

The compensation process takes place during the installation or removal process during a positioning process of the gripper in relation to the battery compartment carried out in human-robot cooperation (see also description for 1 ). The gripper is used by the industrial robot 19th by an employee 20th of an operator of the upgrade station, guided by the manual control unit 21st a controller 22nd along a path curve specified by the control 23 to the battery compartment 9 positioned. The specified trajectory corresponds, so to speak, to a backdrop along which the robot can be moved using control commands from the employee using the manual control unit. In the present method, however, the backdrop is not formed by a mechanical guide, but by in the controller 22nd programmed points of the trajectory. Along this trajectory given by the programmed points, the gripper can be guided by the robot to a check point 142 or 146 move near the battery compartment (see 14th , 16 and 17th ).

At this check point, the compensation unit is used to determine the positional deviation 24 measured the trajectory 23 corrected via a correction program according to the measured positional deviation in the control, the positioning process with the corrected trajectory continued in the human-robot cooperation up to a target position for the installation or removal process on the battery compartment and finally a mechanical tolerance compensation carried out in the target position.

The mechanical tolerance compensation with the compensation unit compensates positioning inaccuracies of the robot, component tolerances and positional tolerances of the battery compartment. Further details on the compensation process and the compensation unit can be found in the 18th to 20th and their explanations can be found.

The installation or removal process of the upgrade kit that follows the equalization process is carried out according to the invention via self-locking and unlocking units 166 on the battery module, which are locked with the gripper via a pressing process or unlocked via a driver or by actuating an electromagnet. However, the lock only serves as a pre-fixing of the battery module and is additionally secured via subsequent screw connections, which are preferably carried out manually for reasons of cost. The locking and unlocking units are in receptacles on the battery module side 61 integrated and in the 23 and 35-b shown on the basis of two exemplary embodiments.

In a particularly preferred embodiment of this invention, the upgrade kit is used during the installation process 11 via self-contacting mechanical and electrical interfaces 163-A to the receptacles on the battery module side on an adapter 43 attached. The adapter is at a mechanical interface 44-A mounted in the battery compartment and with an electrical interface 45 coupled in the vehicle. Via the interface 45 and the control unit 5 the upgrade kit, like the basic battery, can be powered 2 or with charger 6 and connection device 7th connect (interface 163-A please refer 32 , 35-b and 35-c ). The connection of the upgrade kit with the connection device enables the upgrade kit to be recharged without removing it beforehand - a major advantage over the additional battery in the DE 10 2009 042 001 A1 where that is not possible.

The adapter enables the battery module and its receptacles to be standardized 61 for different vehicle types. The battery module can be connected to the respective interfaces via the adapter 44-A and 45 to adjust. For this purpose, the adapter points to the receptacles on the battery module side 61 with the self-locking, self-contacting, spatially merged mechanical and electrical interfaces 163-A uniform interfaces 163-B and to the vehicle-side interfaces 44-A and 45 vehicle-type-specific interfaces (see 36-a and 36-b ).

The merging of the mechanical and electrical interfaces on the receptacles on the battery module side, referred to below as mechanical-electrical interfaces, and the additional screw connections ensure that compared to the DE 10 2013 003 918 B3 with spatially separated interfaces a higher functional reliability, especially as far as safe electrical contact is concerned. The background is that the screw connection exerts a contact pressure P on contact elements of the adjacent electrical interface, which is not the case with a spatial separation of the interfaces. The contact pressure lowers transition resistance on the contact elements and prevents loose contacts due to uneven road surfaces (see also 35-c ).

The adapter 43 takes the battery module 12 of the upgrade kit in a number planned by the operator for the respective vehicle type and, if applicable, the battery module of the basic battery 3 in one and the same mounting plane 62 lined up next to each other (cf. 36-h ). The battery modules of the upgrade kit and the basic battery are preferably of the same type. This standardization has logistical advantages and reduces the control effort of the supply cycle 29 and with inventory management it contributes to a high utilization and availability of the inventory available for the upgrade 28 at.

The control of the supply circuit 29 and the management of the stock 28 This is a complex task, especially when the upgrade kit is shared for several vehicles. The upgrade kit must, according to the needs of the respective vehicle user, with battery modules of the right type in the right number at the right time in the right location and in perfect condition in a buffer station 27 for the installation process 11 provided and for the temporary upgrade after the expansion process 14th checked, prepared and in stock 28 can be stored again for re-use. In order to ensure a high availability of the upgrade kit according to the needs of the respective vehicle user and to achieve a high level of utilization of the stock, a needs assessment is carried out, the control of the supply circuit 29 and inventory management according to the invention also via the device 16 .

The stock 28 is used for this with an input / output unit 31 of the operator in a database 40 detected by the device. The needs of the vehicle user 10 is via a needs recording process 30th with the input / output unit 31 of the operator or with an input / output unit 32 of the vehicle user is also recorded in the database. The operator then leads with the input / output unit 31 a corresponding inventory reservation in the database, recorded for the vehicle with the input / output unit 31 a supply and deployment order 100 and controls on the basis of this supply and deployment order and the input / output unit 31 the supply circuit 29 so that the upgrade kit, according to the needs of the vehicle user, in the buffer station 27 for the installation process 11 provided and after a use in the vehicle the inventory 28 is fed back.

For the sake of clarity, 2 only selected partial aspects of the invention are shown. The entire process of upgrading including the control of the supply circuit is described in detail below with reference to further figures.

3 shows schematically the circuit for the supply of the upgrade station in an overview. Based on the illustration it becomes clear that the supply with the temporary upgrade is in a cycle 29 takes place, the at least one on the device 16 carried out planning process 33 , at least the one requirement recording process carried out via the device 30th , at least one management process carried out via the device 34 , at least one scheduling process carried out via the device 35 , at least one supply process carried out via the device 36 , at least one operation tracked via the device 37 , at least the one installation process carried out on the device 11 , at least the one removal process carried out on the device 14th , and at least one payment process carried out via the device 38 includes.

A control of the cycle 29 with which the upgrade station 15th about the supply process 36 from the inventory 28 with the upgrade kit 13 , according to the requirement recording process 30th recorded demand for the installation process 11 and the expansion process 14th is supplied, takes place according to the invention via a supply and deployment order 100 the operator during the disposition process 35 detected with the device.

According to the demand recorded in the supply and deployment order from the demand recording process 30th becomes the battery module 12 the stock 28 about the supply process 36 in one for the vehicle via the planning process 33 planned number taken for the upgrade kit 13 picked for the installation process 11 provided in the upgrade station and after the removal process 14th about the supply process 36 the stock 28 fed back.

In the course of the expansion process or afterwards, charging processes of the upgrade kit and an amount of energy consumed during an operation 37 recorded in the supply and deployment order and thus represent a payment process 38 ready by the vehicle user. The process of using the upgrade kit in the vehicle is tracked via the device.

So for the supply process 36 A sufficient stock, according to the requirements recorded in the supply and deployment order 28 with the right battery module 12 in the about the planning process 33 planned number is available, the operator uses the management process to determine the inventory 34 out with the device. Inventory management takes place according to the invention with regard to a planned availability and utilization of the battery module.

The individual processes of the cycle are described in more detail using the following figures.

4th shows schematically the procedural steps for the planning process 33 out 3 . According to the invention, the battery capacity upgrade takes place via an upgrade kit consisting of at least one battery module. For this purpose, the battery module is picked in sets during the supply process from a stock of the operator in the number required for the vehicle and made available as an upgrade kit for the installation process.

To upgrade the battery capacity for different vehicle types with a different geometry of the battery compartment 9 , a different mechanical interface 44-A and a different electrical interface 45 to be made possible with the input / output unit 31 via the vehicle type acquisition and storage process 39 First the vehicle types planned for the upgrade in the database 40 recorded and saved for subsequent processes.

Based on the recorded vehicle types, an upgrade kit planning process is then carried out 41 the respective upgrade kit is planned and the type and number of battery modules required for the respective vehicle and a corresponding arrangement in the battery compartment are specified. For vehicle types with a large battery compartment, a correspondingly larger number of battery modules is planned than for a small battery compartment. Type and number are used both for inventory planning in the context of the management process 34 as well as for the disposition process 35 and the supply process 36 needed. The arrangement influences the installation process 11 and the expansion process 14th . Therefore, during the planning process, the type, number and arrangement of the battery module are recorded and stored with the device.

Since different vehicle types are upgraded according to the invention with preferably uniform battery modules, a planning process 42 also a coupling device, hereinafter referred to as an adapter 43 designated, planned. With the adapter, the battery module is attached to the mechanical interface in the battery compartment 44-A attached and with the electrical interface 45 connected. The adapter allows the standardized battery module to be adapted to different mechanical and electrical interfaces of different vehicle types.

Also the trajectory 23 for the installation and removal process can vary depending on the vehicle type and is based on the trajectory planning process 46 planned accordingly on the device.

So that the vehicle user during the requirement recording process 30th can select a conveniently located location for the upgrade via the device and to reserve the upgrade station at this location at a date desired by the vehicle user, the planning process also includes at least one from the operator with the input / output unit 31 performed location acquisition and storage process 47 .

Accordingly, the planning process includes at least one with the input / output unit 31 carried out vehicle type acquisition and storage process 39 for recording and storing at least one vehicle type of the electric vehicle in a database 40 of the device, at least one upgrade kit planning process carried out for the detected vehicle type 41 for planning the upgrade kit 13 , at least one adapter planning process carried out for the vehicle type detected 42 for planning the adapter 43 for connecting the upgrade kit 13 to the mechanical interface 44-A and to the electrical interface 45 In the battery compartment 9 , at least one trajectory planning process carried out for the detected vehicle type 46 for planning the trajectory 23 and at least one with the input / output unit 31 performed site Acquisition and storage process 47 for recording and storing a location of the upgrade station 15th .

5 shows schematically the process steps for the upgrade kit planning process 41 out 4th . In the upgrade kit planning process, the battery module type, number of battery modules and battery module arrangement are essentially planned for the upgrade kit.

In order to ensure geometrical and electrical compatibility of the battery module with the electric vehicle, when planning the upgrade kit, the data in the database are first entered 40 recorded vehicle types intended for the upgrade via a database query process 48 retrieved (vehicle type registration process see 4th ).

During the planning and recording process 49 the operator specifies a battery module type suitable for the respective vehicle type. The upgrade kit 13 consists, as already mentioned, preferably of uniform battery modules 12 . This enables the operator to upgrade more than one type of vehicle with the same type of battery module and thereby save costs.

In the case of very different electric vehicles, the battery module can be standardized 12 can be achieved by classifying the vehicles by grouping vehicles with a similar battery compartment geometry, in particular a similar battery compartment width, similar voltage and similar charging / discharging behavior of the basic battery into classes and assigning them to a suitable battery module type (for an example of a classification according to size classes, see 33-d ).

Accordingly, the upgrade kit for more than one type of vehicle is preferably planned from the same battery module type, the number of battery modules and the battery module arrangement being able to vary according to a battery compartment size and arrangement of the basic battery, via the adapter according to the invention 43 to the vehicle type-specific interfaces 44-A and 45 connected and, if necessary, to an electrical voltage and to a charging or discharging behavior of the basic battery 4th adapted (see also 34 ).

It appears to be particularly advantageous if the upgrade kit is planned from the same battery module type as the basic battery, because this leads to a further cost reduction for the upgrade kit and facilitates the electrical adaptation to the basic battery.

After the planning and recording process 49 for planning the battery module type, the planning and recording processes 50 and 51 Number and arrangement of the battery module in the battery compartment 9 planned.

For the management process 34 , Disposition process 35 and the supply process 36 It is advisable to clearly assign the upgrade kit to the vehicle type, the battery module type and the planned number and arrangement. The upgrade kit is therefore including this assignment under a corresponding designation with a drawing number about the processes 52 to 54 in the database 40 detected. This makes it easier to carry out the processes 34 to 36 and prevents corresponding errors.

Accordingly, the upgrade kit includes planning process 41 one with the input / output unit 31 performed database query process 48 des in the database 40 detected vehicle type, one with the input / output unit 31 carried out planning and recording process 49 for a battery module type to be assigned to the planned upgrade kit, one with the input / output unit 31 carried out planning and recording process 50 for a number of battery modules to be assigned to the planned upgrade kit, one with the input / output unit 31 carried out planning and recording process 51 for a battery module arrangement on the adapter to be assigned to the planned upgrade kit 43 , one with the input / output unit 31 performed assignment process 52 for an assignment of the vehicle type to the planned battery module type with the corresponding number and arrangement, one with the input / output unit 31 carried out upgrade kit acquisition process 53 for recording the upgrade kit with this assignment and with a designation and a drawing number for the upgrade kit, and a storage process 54 for saving the recorded upgrade kit in the database.

6 shows schematically the process steps for the adapter planning process 42 out 4th . According to the invention, the upgrade kit with the battery module is particularly advantageous via the adapter 43 with the mechanical interface 44-A and the electrical interface 45 In the battery compartment 9 connected. Corresponding representations can be found in the figures for the upgrade kit and the electric vehicle.

Only through the adapter can the battery module 12 unify across types. If necessary, the upgrade kit can be used accordingly 34 , can be adapted to a different electrical voltage.

Via the adapter planning process 42 becomes for every vehicle type recorded in the database and upgrade kit, a corresponding adapter is planned. The corresponding vehicle types and upgrade kits are queried via a database 55 from the database 40 retrieved. The planning of the adapter with regard to a geometry and a connection takes place via the planning processes 56 and 57 .

The planning of the geometry of the adapter is based on the vehicle-type-specific geometry of the battery compartment and the battery modules planned for the upgrade kit according to the battery module type, number of battery modules and battery module arrangement (cf. 5 ).

If the base battery is also housed in the battery compartment, the base battery and its arrangement are taken into account when planning the adapter. The base battery can be attached either directly or via the adapter to the interfaces on the vehicle 44-A and 45 be planned (see also 36-h to 36-k ).

If the attachment of the base battery is planned via the adapter, the same battery module is preferably used for the base battery as for the upgrade kit. As a result, an interface on the adapter side can be used for receiving the battery module 61 be standardized (cf. 35-a ). The battery modules of the upgrade kit and the basic battery are in this case preferably in one and the same mounting plane 62 added lined up on the adapter (see 36-h ). Alternatively, integration of the adapter into a housing of the basic battery can be planned (see 36-n ).

The connection of the adapter to the vehicle-side interfaces 44-A and 45 is planned for each vehicle type.

To ensure smooth installation and removal of the upgrade kit, a specific adapter is assigned to each vehicle type and a specific upgrade kit is assigned to each adapter, the adapter being able to be assigned to more than one vehicle type and upgrade kit. The adapter planned in this way, including these assignments, is made via the operations 58 to 60 in the database 40 detected.

The adapter planning process 42 accordingly comprises one with the input / output unit 31 performed database query process 55 des in the database 40 recorded vehicle type and upgrade kit, a planning process 56 for a geometry of the adapter corresponding to the planned upgrade kit and a size of the battery compartment 43 , a planning process 57 for connecting this adapter to receptacles on the battery module side 61 , to the mechanical interface 44-A and to the electrical interface 45 in the battery compartment, one with the input / output unit 31 adapter discovery process performed 58 for recording this adapter using a designation and a drawing number for the adapter, one with the input / output unit 31 performed assignment process 59 for an assignment of this adapter to the vehicle type and to the upgrade kit and a storage process 60 for storing the recorded adapter with the assignment to the vehicle type and to the upgrade kit in the database.

7th shows schematically the process steps for the trajectory planning process 46 out 4th . For the installation or removal of the upgrade kit in human-robot cooperation, the path curve 23 for positioning the gripper 17th or. 18th to the battery compartment 9 planned and in control 22nd of the robot 19th programmed.

The trajectory depends on the vehicle type, upgrade kit and adapter and is used during the trajectory planning process 46 each for the target position 25th of the vehicle planned. In the target position, the electric vehicle has a certain height above a floor of the upgrade station, so that the underside of the vehicle 8th with the battery compartment 9 is accessible from below with the gripper and by the employee (installation height H, see 27 ). Headroom under the vehicle is planned accordingly. The vehicle is equipped with a vehicle mount 120 , for example a lifting platform 228 , raised to a height of approx. 1.80 m to 2.00 m.

As the upgrade kit during the supply process 36 in the buffer station 27 next to the robot 19th is provided is a geometry of the trajectory of a provision position of the upgrade kit in the buffer station, a geometry of the battery module, the planned number and arrangement of the battery module in the battery compartment, the planned target position of the vehicle for the installation or removal process, a position of the Robot and possibly an interfering contour of the vehicle recording dependent. The geometry of the trajectory also depends on a vehicle-type-dependent arrangement and geometry of the battery compartment and on whether the battery modules are installed or removed in the vehicle individually one after the other or in sets.

The planning process is due to the dependencies described above 64 a query process for planning the geometry of the trajectory 63 the one in the database 40 registered vehicle types, upgrade kits and adapters.

After or during the planning process 64 a programming process takes place 65 instead of. During the programming process 65 becomes the trajectory planned by the operator 23 in the control 22nd of the robot 19th Programmed point by point. The programming of the individual points of the trajectory can be done, for example, by "teaching" and forms a kind of backdrop for the human-guided positioning of the robot via the manual control unit 21st .

According to the invention, there is also a detection process for each planned trajectory 66 , an assignment process 67 and a save process 68 provided in the database. The planned trajectory is used via the input / output unit 31 recorded with a designation and a program number, assigned to the respective vehicle type, upgrade kit and adapter and stored in the database 40 saved. In this way, a coincidence check for the vehicle waiting in the upgrade station can be used to determine whether the correct trajectory is in the control for the vehicle type 22nd loaded and the correct upgrade kit suitable for the adapter is provided in the buffer station.

The trajectory planning process 46 accordingly includes one with the input / output unit 31 performed database query process 63 des in the database 40 recorded vehicle type, upgrade kit and adapter, a planning process 64 for one of the target positions 25th of the electric vehicle as well as the vehicle type, the upgrade kit and the adapter corresponding to the geometry of the trajectory 23 for the installation process and / or the removal process, a programming process 65 for programming the control 22nd with the geometry of the trajectory, an acquisition process 66 with the input / output unit 31 for recording a designation and a program number of the trajectory, an assignment process 67 for an assignment of the designation and program number of the trajectory to the vehicle type, upgrade kit and adapter with regard to a coincidence check and a storage process 68 for storing the recorded trajectory with the designation and program number as well as the assignment to the vehicle type, upgrade kit and adapter in the database 40 .

8th shows schematically the process steps for the needs recording process 30th out 3 . For the operator of the upgrade station, the requirement recording process forms the basis for controlling the supply circuit 29 and for a corresponding management of the stock 28 .

About the acquisition processes 69 to 71 with the input / output unit 31 or 32 At least information about the identification of the vehicle user, the electric vehicle and the need for the upgrade with date and location are recorded. The vehicle type and / or vehicle identification number in particular are required for the electric vehicle. In addition, further identification information, such as user password, bank details, postal and e-mail address, etc., can be recorded and authenticated.

In a particularly advantageous embodiment of the needs recording process, the location of the selected upgrade station can be adopted as a destination or intermediate destination in a route planning by means of an external data transmission to a vehicle navigation system. Is the input / output unit 32 Equipped with a corresponding navigation function, data transmission can also take place within the device.

In a variant of the method that is predestined for autonomous driving, the vehicle navigation system automatically determines the needs for a route planning, in that the navigation system determines a need and a suitable location for the upgrade based on a range and distance calculation to a travel destination and possibly after confirmation by the vehicle -Users and operators are included in the route planning.

Provided that the vehicle user during the requirement recording process 71 cannot or does not want to specify the need for dates and locations for the upgrade, it is at least recorded which usage model or which type of contract (e.g. renting an upgrade kit or acquiring shares) is interested. In addition, a corresponding contract and information on future needs can be recorded. Information can be, for example, details about vehicle use, travel habits and key needs. This information can be useful for the operator as part of a demand forecast during the management process. The vehicle user can make up the specification of the requirement at a later point in time. The requirement recording process is carried out at least once, but can be repeated as often as required according to the needs of the vehicle user.

The acquisition processes 69 to 71 take place, as mentioned above, with the input / output unit 31 or 32 . The vehicle user can do the recording with his own input / output unit 32 Do it yourself or in a personal dialog with the operator via the input / output unit 31 by the operator.

The input / output unit 31 can be, for example, a PC with a keyboard or mouse, monitor and printer, a laptop, a terminal or a mobile phone with computer functionality (smart phone) that is networked with the database. For the input / output unit 32 the same applies. Also a computer console installed in the electric vehicle The display is suitable as an input / output unit 32 . Connectivity to the database is crucial 40 . The data exchange with the database can be wired or wireless and via an on the input / output unit 32 installed program must be supported.

About the assignment process 72 the recorded vehicle user becomes a user account with the recorded vehicle type and / or the recorded vehicle identification number and the recorded need 73 assigned. The user account is in turn via the subsequent assignment process 74 assigned to an upgrade kit required for the vehicle. Based on the vehicle type recorded in the user account, the assignment to the upgrade kit and thus to the required battery module according to type, number and arrangement can be carried out particularly easily. Corresponding information was given during the planning process 33 in the database 40 detected.

With the save process 75 becomes the user account including the assignment to the upgrade kit in the database 40 stored so that the operator can plan the needs of the vehicle user via the stored user account and manage the stock according to the needs.

The needs registration process 30th thus includes one with the input / output unit 31 or 32 carried out acquisition process 69 for at least one detection of an identity of the vehicle user 10 , an acquisition process 70 for recording the vehicle type and / or a vehicle identification number of the electric vehicle used by the vehicle user, and at least one recording process 71 for recording the needs of the vehicle user on the basis of a contract type and / or at least one planned date and location for the installation process and / or for the removal process, with the recording of the date and location being catchable.

In addition, the needs registration process includes one with the input / output unit 31 performed assignment process 72 for an assignment of the recorded vehicle user with the vehicle type and / or the vehicle identification number and the need for a user account 73 , one with the input / output unit 31 performed assignment process 74 for an assignment of the user account to the upgrade kit and correspondingly to the battery module type and the planned number and arrangement as well as a storage process 75 for storing the user account and the assignment to the upgrade kit in the database 40 .

9 shows schematically the procedural steps for the management process 34 out 3 . The challenge for the operator with the temporary battery capacity upgrade is to keep the existing 28 to lead so that for the upgrade on the one hand there are enough battery modules to cover the over the process 30th recorded demand are available and, on the other hand, economic utilization is achieved.

This challenge is all the greater, the more vehicle users share an upgrade kit for their vehicles and the greater the number of variants of the battery module. With shared use of the upgrade kit, there may be overlapping requirements and thus supply bottlenecks, especially during the holiday season. If the inventory is geared to peak demand, optimum availability can be achieved, but average utilization of the inventory and thus profitability suffer.

Another challenge is to monitor the existing inventory. For the disposition process 35 in 3 The operator must know which battery module types are in a warehouse, how many of them are already reserved for upgrading, which battery module types are in use as a result of an operation 37 are in circulation and whether and when these are returned by the vehicle user.

Overcoming these challenges is the subject of the management process carried out with the device 34 as well as tracking the in 3 operation shown 37 , which will be discussed elsewhere.

Because the supply circuit 29 , corresponding 3 , at least with the temporary upgrade, is usually run several times, the in 9 Repeat the process steps shown. The management process accordingly contains at least one inventory recording and monitoring process 78, at least one inventory planning process 79 , at least one decision-making process 91 , at least one procurement process 80 or disposal process 81 and at least one save or delete operation 82 or 83.

During the inventory and monitoring process 78, the battery module 12 via a read / write unit 76 the device and / or the input / output unit 31 as well as an identification data carrier attached to the battery module 77 recorded in the database. According to the invention, the detection takes place at various stations along the supply circuit in accordance with a work progress for the supply and deployment order. In this way, the operator can determine where which battery modules are located in the supply circuit 3 are located.

Disadvantage of manual recording via the input / output unit 31 is the risk that the recording process is caused by negligence on the part of the employee 20th is forgotten. In the DE 10 2005 055 102 A1 however, a method is described with which this problem can be solved and which is also described in the present invention for the detection process 78 can be used.

When using the input / output unit 31 performed inventory planning process 79 the operator determines a required inventory level based on a planned availability and utilization and compares it with the existing inventory. This process is carried out using 10 described in more detail. If the existing inventory is too low compared to the demand, the procurement process is carried out accordingly 80 initiated. In the opposite case, the disposal process is used 81 triggered.

A corresponding decision about the procurement or disposal of a specific battery module or battery module type is made via the decision-making process 91 met. The disposal process is not only dependent on requirements, but is also carried out if battery modules are defective or technically outdated and have to be replaced with new ones. The supply circuit accordingly contains a test and preparation process, which is not shown here and which will be discussed later.

About the storage process 82 or the deletion process 83 the inventory in the database is updated. Discarded modules are deleted from the database with their ident data.

In summary, the management process contains 34 at least one from the operator via a read / write unit 76 and / or the input / output unit 31 and an identification data carrier attached to the battery module 77 performed inventory recording and monitoring process 78 for recording and monitoring the inventory 28 in the database 40 , at least one via the input / output unit 31 performed inventory planning process 79 with a decision-making process 91 , at least one via the input / output unit 31 controlled procurement process 80 or disposal process 81 for a procurement or disposal of the battery module according to the inventory planning process, at least one storage process 82 des during the procurement process 80 via the ident data carrier 77 recorded battery module in the inventory recorded in the database, and at least one deletion process 83 des during the separation process 81 via the ident data carrier 77 recorded battery module in the inventory recorded in the database.

10 shows schematically the procedural steps for the inventory planning process 79 out 9 . As below 9 already mentioned, during the inventory planning process the operator determines an inventory level required for upgrading at least one electric vehicle and uses the existing inventory recorded in the database 28 compared.

A determination process 88 The required inventory level is based on the determined demand and the availability and utilization of the inventory planned by the operator. Availability and utilization are in the planning process 84 set. There are relationships between availability, demand, inventory level, utilization and inventory costs, which are analyzed during the planning process using a simulation with the device. If a certain availability of, for example, 95 percent based on a peak demand is planned when the need is known, this results in a certain minimum stock. If the inventory actually available is greater than this minimum inventory, this means that the capacity utilization and economy of the battery modules is not optimal. Since the demand is subject to seasonal fluctuations, the utilization is not constant and accordingly low in periods of low demand. During the planning process 84 it is therefore a matter of finding an optimum of availability and utilization. An important criterion is economic efficiency. With the aid of a demand curve, simulation with the device can be used to determine the availability and utilization at which a minimum inventory cost is reached. For customer satisfaction, however, it may be necessary to plan a higher availability than that determined in this way. The effects of a change in availability on capacity utilization and economic efficiency can in turn be examined using the device with the aid of further simulations. Logistical simulations are state of the art and are therefore not discussed in any further detail here.

A determination of the inventory level solely on the basis of the requirements recording process in the database 30th recorded demand is possible, but future market developments are not taken into account. According to the invention it is therefore proposed that the determination 88 the required inventory level based on a demand forecast 87 perform that via a database query 85 and a statistical analysis process 86 is created. In this way, market trends can be taken into account.

When querying the database 85 becomes the one in the database 40 via the user account 73 recorded needs of the vehicle user 10 for a current year and at least one previous year inclusive a course of demand over the course of the year via the input / output unit 31 retrieved (requirement recording process see 8th ). If several user accounts are recorded, the need for the user accounts is determined by a processing unit when they are retrieved from the database 92 the device with which the simulation during the planning process 84 can be carried out, accumulated accordingly.

The recorded requirement is preferably output via the input / output unit 31 . The output can for example take place graphically and to the operator via a monitor of the input / output unit 31 can be displayed as a demand curve for the respective year.

By comparing one about the input / output unit 31 The operator can use the input / output unit to change the demand trend of a year issued with that of at least one previous year 31 determine a demand development. In addition, it can recognize periodically recurring fluctuations in demand due to the seasons, public holidays, school holidays, etc.

During the analysis process 86 The operator, for reasons of complexity, preferably also uses the computing unit 92 is carried out, the development of demand and the periodic fluctuations in demand are statistically analyzed, evaluated and projected onto a future demand situation via an extrapolation. Known changes, such as a shift in peak demand times due to changed school holidays or a changed demand situation for certain vehicle types, can be made via inputs from the operator via the input / output unit 31 taken into account and thus the quality of the forecast can be increased.

Projections and their statistical methods are state-of-the-art and are therefore not considered in detail at this point. Since extrapolations always contain a certain amount of uncertainty, the operator has to follow up on the analysis process 86 carried out demand forecast 87 the possibility of individually correcting a result of the extrapolation upwards or downwards and taking into account your own experience when forecasting requirements.

In the subsequent determination process 88 to determine the required inventory level, the demand forecast 87 a required inventory level is determined. This is necessary because the demand forecast relates to upgrade kits and not to battery modules. However, since battery modules are kept in stock, from which the operator picks the respective upgrade kit, a result of the demand forecast for the respective upgrade kit is converted into a corresponding number of a specific battery module type. This conversion takes place on the basis of the information recorded in the database from the upgrade kit planning process 41 (see. 4th and 5 ). This conversion process is carried out for each upgrade kit recorded in the database and assigned to a specific vehicle type.

Based on the operations 89 and 90 it is then checked whether there is a difference between the required inventory level and the inventory recorded in the database. For this purpose, the recorded inventory is queried via a database 89 with the input / output unit 31 from the database 40 retrieved and a difference determination for the required inventory level 90 carried out. The difference can be determined via the computing unit 92 respectively. If it turns out during the difference determination that the recorded inventory including a circulating inventory is less than the required inventory, the decision is made 91 an inventory increase according to the determined difference is determined and via the procurement process 80 procured. In the opposite case, a stock reduction can be achieved through the disposal process 81 take place if, according to the demand forecast, there is no demand for the excess inventory (see also 9 ).

The inventory planning process becomes concrete 79 by the operator, based on a planning process 84 for availability and utilization of the inventory 28 , one via the input / output unit 31 performed database query 85 the needs recorded in the database using the user account, as well as a statistical analysis process 86 a demand development resulting from the requested demand and a demand forecast over the course of the year 87 created a determination based on this 88 a required inventory level carried out via one with the input / output unit 31 subsequent database query 89 the recorded inventory is queried and for a decision-making process 91 via an inventory increase or inventory reduction for the procurement process 80 or disposal process 81 a difference determination 90 between the required inventory level and the inventory recorded in the database.

With shared use of the upgrade kit, there is the problem, as already mentioned, that there may be overlapping needs of the vehicle users and, as a result, supply bottlenecks, especially during the holiday season and on public holidays or bridge days. If the inventory is geared to peak demand, optimal availability of close to 100 percent can be achieved, but this suffers average utilization of the stock and thus the profitability.

This problem is solved according to the invention in that the inventory is adapted accordingly to periodic fluctuations in demand. This is possible because seasonal fluctuations in demand, for example due to school holidays, are known in advance and are accordingly determined by the operator using the statistical analysis process 86 let evaluate.

Before a period with a higher demand or a peak demand, the inventory is determined via the procurement process 80 according to the difference determination 90 built up. In order to be able to reduce the stock at the end of a peak demand period in accordance with decreasing demand, it is proposed according to the invention to supply the excess stock of a vehicle original equipment with the base battery, the base battery with the device preferably being installed in the battery compartment and attached to the adapter analogous to the upgrade kit.

This shows the advantage of the proposed standardization of the battery module of the basic battery and the upgrade kit. As a result of the standardization, the battery module 12 from when determining the difference 90 identified excess inventory as a battery module 3 for the basic battery 4th used and in this way the excess inventory can be reduced.

Due to the long service life of the battery cells, the battery modules from the excess stock are almost as good as new after a maximum period of use of one year and can therefore be used for the initial equipping of a new vehicle with the basic battery, especially for leased vehicles or vehicles with battery rental agreements. The operator either transfers the excess stock to a vehicle production facility of the relevant vehicle manufacturer or the operator installs the basic battery himself. The latter is particularly advantageous because the operator already has the appropriate equipment for the installation process. Alternatively, used vehicles or leasing returns can be upgraded when they are sold and a higher used vehicle price can be achieved.

Another possibility for optimizing availability and capacity utilization is to combine different usage models with different availabilities for vehicle users. For example, a usage model for shared upgrade kit usage (battery sharing model) can be combined with a battery rental model. With the battery sharing model, the upgrade kit is partially pre-financed by the vehicle users. In return, vehicle users are guaranteed a certain annual availability. With the battery rental model, the upgrade kit is pre-financed by the operator. Availability is not guaranteed in this case. A mix of both models, which can be determined or optimized via the computing unit based on demand forecasts, can be used to reconcile availability and utilization.

11 shows schematically the process steps for the disposition process 35 out 3 . During the disposition process, the operator has the inventory 28 and a capacity of the upgrade station 15th for the installation process 11 or the expansion process 14th and divides stock and capacity according to the needs recording process 30th in the user account 73 recorded needs.

In order to carry out the disposition process, the operator always needs up-to-date information about when, with which user accounts, what is required, at what time, at which location of the upgrade station. This applies in particular to requirements terminated by the vehicle user at very short notice. The basis for this is a requirement scheduling for the upgrade entered by the vehicle user during the requirements recording process in the user account.

In order to prevent that a recorded requirement of a vehicle user is overlooked during the disposition process or that the operator reacts to it too late, the invention proposes that the operator informs the operator about the recorded requirement, preferably using a database management system 93 the database 40 and the input / output unit 31 controlled output process 94 of the user account 73 is informed.

According to the present invention, this happens because the operator enters a day to be displayed via a date input as a search criterion with the input / output unit 31 enters. Via the database management system, which according to the state of the art is nothing more than software for a structured database query, all user accounts recorded in the database to which the entered date applies according to the termination of the upgrade recorded in the user account are automatically filtered out and according to the invention via the Input / output unit 31 issued or displayed. Such a filter function can be implemented by a person skilled in the art in accordance with the prior art without difficulty in a corresponding database management system, so that further details are dispensed with at this point.

In a particularly advantageous embodiment of the present invention, very short-term requirements can be automatically filtered out via the database management system and displayed to the operator. For this purpose, the operator stores a numerical value in the system with how many days in advance a user account should be automatically issued and the demand recorded in it displayed. The current date serves as a reference.

For the user accounts issued or the requirements displayed, the input / output unit 31 and the database 40 performed verification process 95 First a battery module or location availability, according to the requirement recorded in the user account, the number of battery modules planned for the upgrade kit, the corresponding battery module type, an already reserved stock quantity and capacity at the location and a period of time planned by the operator for the installation or removal process, checked in the database for the user account with the input / output unit 31 performed reservation processes 96 and 97 reserved and marked as such. The vehicle user assigned to the user account is then connected to the input / output unit 31 completed reservation confirmation process 98 informed of a successful reservation.

If the battery module type planned for the upgrade kit is not available in the planned number at the location, the operator will check whether this battery module type can be procured from another location via a transport process or via a rush order from a battery manufacturer. If there is no capacity for the installation or removal process at the location selected by the vehicle user, a check is made as to whether a nearby alternative location with free capacity is available.

In the event of supply or capacity bottlenecks, the vehicle user is informed accordingly by the operator. One possibility exists, for example, in a text message from the operator about a non-confirmation of the reservation. This can be done as part of the reservation confirmation process 98 via the input / output units 31 recorded, sent to the vehicle user, by the vehicle user via the input / output units 32 commented and then sent back to the operator. For example, the vehicle user could inform the operator that he is ready to postpone an appointment, which the operator can then check accordingly.

Following the reservation confirmation process, an is sent via the input / output unit 31 Order entry and storage process carried out 99 . Here, the operator records a supply and deployment order according to the reserved requirement 100 and assigns this to the user account. With the supply and deployment order, the upgrade and the supply cycle 29 controlled and tracked (see 3 ).

With the preferably via the database management system 93 the database and the input / output units 31 and 32 controlled output and checking process 101 , its control analogous to the process 94 occurs, the in 3 Depicted deployment process 37 checked with regard to the vehicle user's compliance with the installation and / or removal date recorded in the user account. A delayed return of the upgrade kit can affect the availability of the corresponding battery modules for subsequent orders and make it necessary to reschedule these orders. According to the present invention, it is therefore proposed to have the vehicle user confirm that the deadline has been met. To do this, the operator provides the input-output unit 31 a corresponding request is sent to the vehicle user via the output unit 32 receives and can answer.

It goes without saying that each of the previously described scheduling processes is carried out at least once during the temporary upgrade.

The disposition process 35 therefore comprises at least one, preferably via a database management system 93 the database 40 and the input / output unit 31 controlled output process 94 of the user account 73 with the recorded requirement, at least one from the operator using the user account via the input / output unit 31 and the database 40 performed verification process 95 with regard to battery module or location availability according to the requirement recorded in the user account, the number of battery modules planned by the operator for the upgrade kit, an already reserved stock quantity and capacity at the location and a time period planned by the operator for the installation or removal process, at least one from Operator via the input / output unit 31 completed reservation process 96 for a reservation of the upgrade kit, in which the battery module type planned for the upgrade kit is reserved in the database in the planned number according to the recorded requirement for the user account and marked as such, at least one by the operator via the input / output unit 31 completed reservation process 97 for a reservation of the location, in which the planned location in the database at the planned date according to the recorded demand and the planned duration for the entry or exit. The expansion process is reserved for the user account and marked as such, at least one via the input / output units 31 and 32 performed reservation confirmation process 98 to the vehicle user, at least one from the operator via the input / output unit 31 carried out order entry and storage process 99 a supply and deployment order 100 with an assignment to the user account for controlling and tracking the upgrade and at least one, preferably via the database management system 93 the database and the input / output units 31 and 32 controlled output and checking process 101 with regard to vehicle users meeting deadlines in the user account 73 recorded installation and / or removal dates.

12 shows schematically the process steps for the supply process 36 out 3 . The individual steps are carried out with the device according to the invention (see also 26th ).

Due to the reusability of the battery modules, the supply process includes 36 at least one retrieval and picking process as shown 104 , at least one transport operation 106 , at least one charging and preparation process 107 and at least one deployment process 110 . In the case of a temporary upgrade, the supply process also includes at least one test and preparation process 112 , as well as at least one storage process 115 .

During the removal and picking process 104 are those for the upgrade via the disposition process 35 reserved battery modules with a storage device 102 from the inventory 28 a storage station 103 removed and picked for the upgrade kit. From the supply and deployment order 100 shows which battery module type and how many are required for picking.

About the subsequent transport process 106 the picked upgrade kit is sent from the storage station according to the supply and deployment order 103 to the buffer station 27 and for temporary upgrades after a deployment 37 from the buffer station also transported back to the storage station. There is a means of transport for that 105 or a transport aid, for example a lift truck, is used. The transport between the storage station and the buffer station can take place in accordance with a specification in the supply and deployment order on a direct route or on a way to the buffer station at a preparation station 108 or on a way back to the storage station at a processing station 111 be interrupted by a stopover.

In the prep station 108 the upgrade kit is based on the supply and deployment order via the charging and preparation process 107 on the deployment process 37 prepared in the vehicle and with a charger 109 electrically charged.

During the deployment process 110 becomes the upgrade kit in the buffer station 27 for the installation process 11 and for temporary upgrading after the expansion process 14th also provided for the transport process back to the storage station. The provision for the installation process takes place with a view to removal with the robot, which in particular requires precise positioning in the buffer station. An explanation is given during the installation process.

The one after the expansion process 14th in a processing station 111 performed testing and preparation process 112 is used to test and recondition the upgrade kit for a new use. Defective modules are repaired or retired.

During the test process, among other things, an overall technical and charge status is analyzed and it is determined whether and how often the vehicle user uses the upgrade kit during the deployment process 37 charged via the connection device and what amount of energy was supplied to the upgrade kit or withdrawn via the drive. Charging and discharging processes carried out en route are recorded via a data logger attached to the upgrade kit 114 captured and. In addition, it may also be possible to record at which charging stations which operator electricity was charged.

The data logger is used with a read / write unit during the test and preparation process 113 read out. Alternatively, it is read out during the removal process 14th or, if data can be accessed via the cellular network, during the deployment process.

Since a remaining service life of the battery module can be assessed on the basis of the charging cycles, the invention proposes to record the read out charging / discharging processes via the read / write unit in the database, to assign them to the respective battery module via the ident data, and accordingly for each test process to continue. Using a database query process, not shown here, obsolete battery modules can be found and sorted out in this way.

In addition, the invention proposes to record the read out loading / unloading processes and the amount of energy consumed in the supply and use order so that this information is used for the payment process 38 are available (cf. 3 and 24 ).

For reasons of traceability, the invention recommends that charging cycles that have taken place prior to the use of a previous use also be recorded and recorded as the initial state in the supply and use order. This applies in particular when the battery modules, as explained below, are used in a smart grid during a storage period and assumes that a corresponding data logger is permanently assigned to each battery module. The initial state is recorded either during the charging and preparation process 107 or during the installation process 11 .

About the storage process 115 takes place one with the storage device 102 carried out re-storage of the battery modules in the storage station 103 . The battery modules are thus ready for the next use.

According to the previous statements about 12 includes the restoration process 36 consequently at least one with a storage device 102 a storage station 103 carried out removal and picking process 104 of the battery modules reserved for the upgrade, at least one with a means of transport 105 or a transport process carried out 106 between the storage station 103 with the stock 28 and the buffer station 27 and in the case of the temporary upgrade also from the buffer station back to the storage station, at least one charging and preparation process 107 in a prep station 108 with a charger 109 , at least one deployment process 110 in the buffer station 27 for the installation process 11 and for temporary upgrading after the expansion process 14th also for the transport process back to the storage station, and in the case of temporary upgrading, at least one in a processing station 111 performed testing and preparation process 112 , with a read / write unit 113 at least one from a data logger 114 during the deployment process 37 The recorded loading process of the upgrade kit is read out and defective modules are repaired or removed, as well as at least one via the storage device 102 carried out storage process 115 for re-storing the modules in the storage station 103 .

At this point it should be noted that the transport process and the function of the buffer station in manual set-up stations are also 31 shown handling device can be assigned.

In view of the complexity due to a large number of recorded needs of different vehicle users with different electric vehicles and to ensure a smooth supply process, the supply process requires 36 control and tracking of the in 12 illustrated steps. The same applies to battery modules or upgrade kits, the current location of which should also be tracked as part of the inventory recording and monitoring process 78.

According to the invention, the supply process is controlled 36 about the supply and deployment order 100 by placing the supply and use order via the issuing process 117 with the input / output unit 31 in the storage station 103 , Preparation station 108 , Processing station 111 and buffer station 27 Timely displayed and an order flow based on a corresponding status message from the storage, preparation, processing and buffer station via the input / output unit 31 is captured and tracked.

For the sake of clarity, according to the invention, only the supply and use orders to be processed on the respective day are preferably transmitted via the input / output unit in a sequence established during the disposition process 31 displayed. This is done via the database management system 93 preferably scheduled, in particular automatically.

Which supply and deployment orders are to be processed on the respective day in which order at which location of an upgrade station is determined by the database management system from the reservation process 97 made reservations in the database. For this purpose, a specific supply and deployment order as well as a date and time are assigned to the respective reservation during the reservation process. In this way, the pending jobs can be automatically filtered out via the database management system. Of course, the operator can use the input / output unit 31 also set a specific day manually. The orders pending on the selected day are then output via the database management system (see also the relevant information on the disposition process in 11 ).

The operator can view the orders via the input / output unit 31 individually and view them in detail so that they can find out about the work specified in the order and carry them out accordingly. To If it has been carried out successfully, he can carry out the work in the respective supply and deployment order using a status message via the input / output unit 31 Report finished and process the next order. This means that the operator always has an overview of job progress and jobs that have yet to be completed.

In a particularly advantageous embodiment of this invention, there is an input / output unit in each station of the device, ie in the storage, preparation, processing and buffering station 31 . In this way, the order flow can be tracked by a dispatcher of the operator. This is particularly advantageous when different employees are responsible for the individual processes and the individual workstations are far apart.

According to the invention, the location of the battery modules is tracked 12 in the context of the inventory recording and monitoring process 78 in that during the removal and picking process 104 , Transport process 106 , Preparation process 107 , Deployment process 110 , Installation process 11 , Removal process 14th , Preparation process 112 and storage process 115 an ID tag attached to the battery module repeats 77 via the read / write unit 76 or the input / output unit 31 is captured. The respective battery module is marked accordingly with a location note in the inventory recorded in the database.

In conclusion, to 12 It is also noted that the battery modules can be used in a smart grid after the storage process until the next removal process. The battery modules are accordingly 12 in a particularly advantageous embodiment of this invention in the storage station 103 during a storage period for a supply and / or stabilization of a public or non-public electricity network with a charging device for bidirectional charging 116 connected. It is useful to set the charging cycles in the same way as the deployment process 37 to be recorded via the data logger and the read / write unit, so that the operator can bill for the electricity supply.

13 shows schematically the process steps for the installation process 11 from the 1 and 2 in an overview. As already under the 1 and 2 the installation process takes place 11 with which the upgrade kit 13 in the battery compartment 9 of the electric vehicle 1 is installed, at least in an upgrade station of the device according to the invention in a human-robot cooperation. This is a gripper 17th or 18th an industrial robot 19th by an employee 20th of an operator of the upgrade station, guided by the manual control unit 21st a controller 22nd along a path curve specified by the control 23 to the battery compartment 9 positioned. This procedure reduces compared to one in the CA 2736889 A1 The full automation described reduces the investment costs and at the same time enables short installation and removal times.

The installation process in the battery compartment can be carried out directly or indirectly via a pre-assembly process. Which of these two variants is used for the upgrade depends on whether the upgrade kit is attached to an underside of a main floor 136 , on the side sills 180 or on a top of a sub-floor 124 is provided (arrangement of main or sub-floor, sills and adapters 43 for attachment see 19th , 20th , 33-a , 35-f and 36-a to 36-d). This in turn depends on an arrangement of the mechanical interface specified by the vehicle manufacturer 44-A from which the upgrade kit 13 during the installation process 11 through the adapter 43 is attached. If the mechanical interface with the adapter is on the main floor or on the side sills, the installation process is identical. Differences arise when the mechanical interface is positioned on the underside.

With the adapter attached on the underside, the installation process takes place after a dismantling process 122 of the sub-floor via the pre-assembly process 139 instead of. The upgrade kit is based on a fastening process 133 attached to the dismantled sub-floor via the adapter and in connection with a subsequent reassembly process 123 of the underbody built into the battery compartment.

In contrast to the adapter attached to the main floor or sill side, in which the upgrade kit is attached directly, i.e. without pre-assembly, in the battery compartment, the attachment process for the variant with an adapter attached to the underside does not take place on the vehicle, but rather decoupled from it. A suitable place for this is, for example, the buffer station 27 . The fastening process is identical in both variants, only the place of implementation, a positioning process that depends on it and the gripper used during the installation process differ.

The installation process consists of several individual steps, which are described in 13 are shown and described below. In addition, the 1 and 2 as well as 14 ff.

The deployment process is controlled based on the supply process by placing the supply and deployment order 100 about the output process 117 with the input / output unit 31 to inform the operator in good time and an order flow based on a corresponding status message from the employee 20th via the input / output unit 31 is captured and tracked. Corresponding details of the time-controlled display can be found in the description for 12 remove.

Since the buffer station 27 in a direct access area of the employee operating the robot 20th is located, the input / output unit provided in the buffer station for the supply process 31 can also be used for the installation process. As the input / output unit 31 can be used both for the supply process and for the installation process, an input / output unit can be saved in the device. Of course, separate input / output units can also be used.

In the coincidence check process 118 The device can be used to determine for the vehicle that is available in the upgrade station whether the vehicle has the correct supply and deployment order, whether the correct upgrade kit with the correct number of battery modules is available in the buffer station and the correct number of battery modules for the Installation process for the control-side loading process 119 the right trajectory 23 in the control 22nd of the robot 19th is loaded.

The employee can determine whether the right supply and deployment order is available for the vehicle or, conversely, whether the right vehicle is available in the upgrade station for the current supply and deployment order 20th using an identification number of the vehicle. The vehicle identification number is usually affixed several times to the vehicle in different places, for example in the engine compartment, and can also be found in a vehicle registration document.

A comparison of the ID number attached to the vehicle with one specified in the supply and deployment order provides information about whether the correct supply and deployment order is available. The identification number is used for this purpose when entering the requirements 30th in the user account 73 recorded and during the disposition process 35 assigned to the supply and deployment order (cf. 8th and 11 ).

There are various ways of determining whether the identification number specified in the supply and deployment order matches the identification number on the vehicle.

One possibility is a visual inspection. The employee reads the vehicle identification number at a corresponding point on the vehicle and compares the read number with an identification number specified in the supply and deployment order issued. If the ID numbers match, the employee will then send a confirmation via the input / output unit 31 detected.

The employee can also use the input / output unit to read the ID number 31 by entering the ID number digit by digit using a keyboard on the input / output unit. The one with the input / output unit 31 The vehicle identification number is then recorded via a database management system 93 automatically compared with the ID number specified in the supply and deployment order. Programming an automatic comparison in the database management system should not cause a person skilled in the art any difficulties, so that it will not be discussed at this point.

The identification numbers can be matched, for example, by a corresponding message via the input / output unit 31 displayed visually. The following steps of the installation process can be carried out automatically via the database management system or using a manual confirmation via the input / output unit 31 be released. Otherwise, the employee can use the input / output unit 31 be informed about a coincidence error and asked to clarify a cause of the error.

Disadvantages of a visual check or manual entry of the vehicle identification number are possible reading or input errors. In order to avoid these errors, the invention proposes an input / output unit for recording the ID number 31 to be used with an integrated camera or with a scanner. Another option is to use the adapter 43 to integrate an ident data carrier, which is preferably identical in construction to an ident data carrier attached to the battery module 77 and on which the vehicle identification number is stored instead of a battery module identification number. An ID number of the adapter can also be stored on it. In this way, the identification number of the vehicle can be transferred to the same read / write unit 76 are read out as with the coincidence test of the upgrade kit described below. The subsequent comparison of the vehicle identification numbers is again preferably carried out automatically. Confirmation of the correspondence of the vehicle identification numbers can also take place automatically.

The employee can use the read / write unit to determine whether the right upgrade kit with the right number of battery modules is available in the buffer station to match the adapter 76 based on a recording of the respective identification Data carrier 77 check the battery modules provided. According to the present invention, the supply and use order reveals which battery modules and in which number are required or reserved for upgrading the vehicle. For a coincidence check, the supply and deployment order contains at least information about a battery module type to be used for the upgrade. In addition, the battery module identification numbers reserved for the order can also be specified. By comparing the information recorded in the supply and use order about the battery modules required for the upgrade kit with the data read from the ID data carriers, it is easy to determine whether the correct number of battery modules is involved.

To 6 In addition, a specific adapter is assigned to each vehicle type and a specific upgrade kit is assigned to each adapter, so that the identification data carrier on the adapter and the database management system can be used to automatically determine whether the upgrade kit provided fits the adapter installed in the battery compartment.

Whether the correct trajectory is loaded into the control during the loading process on the control side can be determined by the employee by comparing a designation or program number of the trajectory recorded in the supply and operation order with one from the control 22nd compares the displayed designation or program number.

Since the operator creates the supply and deployment order on the basis of the user account, the name or program number of the correct trajectory can be added to the supply and deployment order during the disposition process 35 clearly assign. This is done in the user account according to the needs recording process 30th the respective vehicle type is recorded, the vehicle type via the trajectory planning process 46 a planned trajectory with a specific designation or program number is assigned and included in the supply and deployment order during the disposition process (cf. 7th and 11 ).

If structural changes have been made to the vehicle compared to a series, the trajectory programmed for the vehicle type may be subject to change. Not used. It therefore makes sense to record corresponding changes via the user account and thereby block the loading process of the trajectory planned for the vehicle type, if necessary, or to replace it with a loading process of a specially programmed trajectory.

During the charging process 119 becomes the designation or program number of the trajectory specified in the supply and deployment order 23 from the employee to the control 22nd entered and then loaded the trajectory from a memory. The input can, for example, via the manual control unit 21st , a keyboard or a touch screen of the control. It is irrelevant whether the memory was used during the programming process 65 programmed type-specific trajectories are part of the control system or a separate storage space in the database 40 is.

In a particularly advantageous embodiment of this invention, this loading process takes place automatically, ie there is no need to manually enter the designation or program number. The name and program number of the trajectory recorded in the supply and deployment order is transferred via the database management system 93 to the controller 22nd automatically transmitted and loaded.

According to the invention, the robot is controlled via an in 26th data interface shown 227 connected to the database with the database management system. Since the designation or program number does not have to be entered manually into the control, but is automatically transmitted via the interface, input errors and thus collisions due to an incorrect path curve can be avoided during the control-side loading process.

With the pickup and prepositioning process 121 becomes the vehicle 1 in one for the robot 19th and the employee 20th from a vehicle underside 8th accessible position of the battery compartment 9 pre-positioned for the installation process. According to the invention, there is a vehicle mount for this 120 for use. The vehicle mount is, for example, a lifting platform (see 27 ). A drive-on ramp or a hall with two storeys or a pit can also be used as a vehicle mount (see also the relevant information under 2 ).

In order to install the upgrade kit in the battery compartment, the first step is the underbody that closes the battery compartment 124 on the underside of the vehicle 8th completely or at least partially dismantled. The underbody can be dismantled manually or based on the upgrade kit in the human-robot cooperation according to the invention. Whether the dismantling takes place manually or in human-robot cooperation depends, among other things, on whether the upgrade kit is attached to the main floor 136 , on the sills 180 or on the sub-floor 124 he follows.

When the upgrade kit and the basic battery are attached to the underbody and thus the weight the base battery and the weight of the upgrade kit on the sub-floor during reassembly, human-robot cooperation is preferable for handling the sub-floor for reasons of ergonomics alone. The human-robot cooperation can, however, be useful if the sub-floor is correspondingly heavy, even when the mechanical interface is arranged on the main floor or on the side sills. Since manual dismantling of the underbody does not require any further explanation for a person skilled in the art, only dismantling in human-robot cooperation is discussed below. The same applies to the reassembly of the subfloor described below.

The dismantling of the underbody includes after 13 a positioning process 125 , a balancing process 137-B as well as a dismantling process 122 with a supporting and pressing process 127 .

During the positioning process 125 becomes the gripper 17th for the dismantling process 122 about the robot 19th from the employee 20th guided by the hand control unit 21st a controller 22nd along a path curve specified by the control 23 on the underside of the vehicle 8th attached sub-floor 124 positioned. Since the trajectory also has a trajectory geometry for the positioning processes 126 and 134-A or 134-B contains, the robot only executes a specific program part of the trajectory loaded by the controller during dismantling.

As the vehicle during the pick-up and positioning process 121 is only prepositioned, the gripper cannot be positioned on the sub-floor using a fixed programmed path. The reason for this is that the prepositioning of the vehicle usually involves a more or less large positional deviation 24 compared to one during the programming process 65 underlying target position 25th will occur that in human-robot cooperation according to the invention via the compensation process 137-A or. 137-B is compensated (see remarks on 2 ). Otherwise, the positional deviation could lead to a collision of the gripper with the vehicle. This is especially true when pre-positioning with a lifting platform as a vehicle mount 120 is carried out, with which a repeatable positioning of the vehicle is hardly possible. An outlay in terms of equipment, as in automobile production, which would enable reproducibly precise positioning, can hardly be justified for reasons of cost in a solution provided according to the invention for workshops.

The balancing process 137-A or. 137-B is part of the respective positioning process and is carried out during the positioning process. In 13 this is expressed by placing a box around the positioning process 125 the equalization process 137-B encloses. The positioning process 125 for dismantling and the balancing process 137-B is detailed based on the 16 described.

It goes without saying that the compensation process proposed by the invention for human-robot cooperation does not apply to a manually performed underbody dismantling or can be replaced by other methods. The same applies to the equalization process 137-B when reassembling the underbody. The installation process 11 but contains the compensation process for at least one of the positioning processes 137-A , namely during the positioning process 134-A . 13 shows three compensation processes that are carried out during the corresponding positioning process.

During the dismantling process 122 a fastening of the sub-floor, for example in the form of a screw connection, is removed so that the sub-floor is connected to the gripper 17th from the underside of the vehicle and in the buffer station 27 lets drop. For cost reasons, the fastening is preferably removed by hand, but it can also be done automatically using a screwdriver that can be integrated into the gripper. When loosening the fastening, the sub-floor is supported and pressed down 127 over the gripper 17th supported so that it does not fall and the employee 20th can hurt.

When the mechanical interface 44-A with the adapter 43 is arranged on the upper side of the sub-floor, the employee must open the electrical interface when removing the sub-floor 45 be separated. For this purpose, for example, a plug connection of a connecting cable is used at the interface 294 solved to the adapter. Due to the high-voltage technology required for electric vehicles, appropriate precautionary measures may have to be taken.

For a vehicle with a temperature control circuit 269 must also have coolant lines when removing the sub-floor 295 be separated between adapter and temperature control circuit.

In a particularly advantageous embodiment of this invention, this separation process is omitted in the connection cable 294 and coolant lines 295 have self-separating interfaces. These can be designed similar to the interfaces between the upgrade kit and adapter (cf. 35-a to 35-d ).

The dismantling and also the reassembly of the sub-floor described below can be done with a specially designed robot. Alternatively, the same robot can be used for dismantling and reassembly as for installing the upgrade kit. A decision in favor of one or the other alternative influences a gripper concept. If the same robot is used, the invention suggests changing the gripper (in 13 not shown). Instead, a combination gripper can be used in which the gripper 17th and 18th are combined into one unit. The disadvantage is the higher weight. If, on the other hand, two separate robots are used, one becomes the robot with the gripper 17th and the other with the gripper 18th equipped.

The one in the buffer station 27 about the supply process 36 provided upgrade kit 13 must be precisely picked up and centered for a removal in the human-robot cooperation. According to the invention, this takes place via the receiving and / or centering process 128-A . In the simplest case, bolts with a centering pin are attached to the buffer station, which hold the individual battery modules of the upgrade kit in a defined manner via bores in the battery housing. Alternatively, a centering mechanism analogous to the gripping / centering unit can be used 129 can be used (cf. 19th ).

In the case of sub-floor reassembly in human-robot cooperation, the same also applies to that in the buffer station via the positioning process 125 deposited sub-floor 124 . This applies in particular if the upgrade kit is attached to the dismantled sub-floor using the pre-assembly process described at the beginning. In this case, after dismantling, the sub-floor is preferably placed directly next to the upgrade kit in the buffer station and via the pick-up and / or centering process 128-B precisely recorded and centered. In contrast, manual underbody reassembly can at least dispense with the centering process.

During the gripping and centering process 130 becomes the upgrade kit in human-robot cooperation via the gripping / centering unit 129 of the gripper 18th from the buffer station 27 removed, centered on the gripper and secured against slipping or falling during the subsequent positioning to the adapter (gripper cf. 19th and 28 ). Since the installation of the individual battery modules of the upgrade kit takes place in blocks or sequentially according to the trajectory programmed on the control side, this process can be repeated depending on the number of battery modules. When installing in sets, the battery modules are included in the upgrade kit planning process 41 planned arrangement for the gripping and centering process and provided by the gripper 18th gripped at the same time. The battery modules can be connected to one another, for example via threaded rods (cf. 32 ).

During the positioning process 134-A or. 134-B becomes the gripper 18th in the human-robot cooperation according to the invention from a starting position to a removal position in the buffer station and then with the center-gripped upgrade kit to an installation position on the adapter 43 emotional. The gripping and centering process described above 130 therefore takes place, as does the equalization process briefly explained above 137-A , takes place during the positioning process. In 13 therefore encloses the box for the positioning process 134-A or. 134-B the operations 130 and 137-A . More details on the positioning process 134-A or. 134-B and to the balancing process 137-A are in the 14th , 15th and 18th shown.

The adapter 43 on which the upgrade kit is attached during the fastening process 133 is attached according to the invention, either on the underside of the main floor 136 , on the side sills 180 or at the top of the subfloor 124 to be appropriate. As already mentioned, this depends on the arrangement of the mechanical interface 44-A from. As a result, the positioning process 134-A or. 134-B and with it the trajectory 23 differ depending on the vehicle type. Depending on where the adapter is attached, the positioning process either leads to the battery compartment 9 on the underside of the vehicle 8th (this corresponds to the positioning process 134-A , whereby this is identical for an adapter arranged on the main floor side and an adapter attached to the sill side) or for the purpose of performing the pre-assembly process described above for the dismantled underbody 124 in the buffer station 27 (this corresponds to the positioning process 134-B) . In this context, the 14th and 15th referenced.

If the battery modules of the upgrade kit are gripped and installed sequentially rather than set by set, the positioning process can also take place 134-A or. 134-B repeat according to the number of battery modules. In the case of batch-wise positioning, cycle time advantages result, while with sequential positioning a smaller robot with a lower load capacity can be used. In addition, tolerance problems can be better managed with sequential installation.

After the positioning process 134-A or. 134-B and the equalization process 137-A the fastening process takes place 133 , which includes a pre-fixation and a screw connection. The upgrade kit or the individual battery modules with their interfaces 163-A via a force-controlled pressure cylinder 164-A of the gripper 18th performed pressing process 135 at mechanical-electrical interfaces 163-B on the adapter 43 initially pre-fixed and then via a screw connection 169 additionally secured (see also 19th and 28 and 35-a to 35-c).

Due to the spatial merging of the mechanical interfaces and the electrical interfaces to mechanical-electrical interfaces 163-A and 163-B takes place during the fastening process 133 at the same time a connection process 138 between the respective battery module and the adapter.

This connection process for the electrical connection of the upgrade kit 13 with the adapter 43 and the control unit 5 is self-contacting, but can also be implemented in a conventional manner via cable connections with plugs, cable lugs and the like.

The mechanical-electrical interface 163-A contains for the self-contacting version 35-c at least one module-side contact element 171 , the mechanical-electrical interface 163-B at least one conductor track on the adapter side 172 or at least one adapter-side contact element 283-B . The contact element lies during the connection process 171 on the conductor track 172 or on the contact element 283-B and thus establishes an electrical connection between the battery module and the adapter. The contact point is due to the adjacent screw connection 169 under a contact pressure P, which ensures reliable electrical contact. When the adapter is arranged on the main floor side, there is also one via the control unit 5 switchable electrical connection between upgrade kit 13 and drive 2 or connection device 7th manufactured. In contrast, when the adapter is arranged on the underside, there is an additional connection step 173 required.

For a vehicle with a temperature control circuit 269 during the connection process 138 at the same time the coolant interfaces 282-A and 282-B connected to each other (cf. 35-d ). With main floor or. With the sill-side arrangement of the adapter, a connection to the temperature control circuit is also established. In contrast, when the adapter is arranged on the underside, the connection to the temperature control circuit is only after the additional connection step 173 completely manufactured.

A latch engages when the battery modules are pre-fixed 165 a locking and unlocking unit attached to the battery module 166 into a groove on the adapter side 167 over a feather 168 automatically (cf. 19th and 28 and 35-a to 35-c). The additional screw connection ensures reliable contacting of the interfaces via the contact pressure P. 163-A and 163-B or. 282-A and 282-B and thus a high functional reliability of the corresponding connection.

For reasons of cost, the screw connection is preferably carried out manually and can be done in the gripper 18th integrable screwdrivers can also be automated.

Because the gripper 18th In the case of manual screwing, screwing points can be accessed by the employee 20th can affect the pressing process 135 Finished before the screwing was carried out and the gripper was removed from a work area under the vehicle via the robot. In order to ensure that the battery modules are correctly locked into the adapter and that the employee cannot be injured by falling when removing the gripper, removal of the gripper for the screw connection is only released on the control side after the control has received an end position sensor attached on the gripper side 170 correct latching of the locking and unlocking units 166 was recorded (cf. 28 ).

After the upgrade kit is firmly screwed to the adapter, the dismantled underbody 124 be reassembled on the underside of the vehicle. To do this, the sub-floor is fitted with a gripping / centering unit 131 of the gripper 17th performed gripping and centering process 132 from the buffer station 27 removed, centered on the gripper and prevented from slipping or falling during the subsequent positioning on the underside of the vehicle 8th secured (gripper cf. 29 ).

For the purpose of reassembling the sub-floor 124 performed positioning process 126 becomes the gripper 17th in the human-robot cooperation according to the invention from a starting position to a removal position in the buffer station 27 and then with the centered gripped underbody to a reassembly position on the underside of the vehicle 8th emotional. The reassembly position is usually identical to the disassembly position.

The gripping and centering process described above 132 therefore takes place, as does the equalization process briefly explained above 137-B , takes place during the positioning process. In 13 therefore encloses the box for the positioning process 126 the operations 132 , 137-B and 173 . The positioning process 126 for reassembly is detailed using the 17th described. Notes on the equalization process 137-B can also be found in 18th .

If the upgrade kit 13 is attached to the dismantled sub-floor via the pre-assembly process described above, takes place in the frame The underbody reassembly also includes the installation of the upgrade kit in the battery compartment.

In this case, the connection of the electrical interface that was separated during the underbody dismantling 45 and for vehicles with temperature control circuit 269 in addition, that of the coolant lines 295 via the additional connection step 173 be restored (temperature control circuit see 32 , 35-a , 35-d as well as 36-a). About the connection step 173 the upgrade kit is via the control unit 5 with drive 2 and connection facility 7th switchably connected and possibly connected to the temperature control circuit. If the base battery is also attached to the adapter underneath, this also applies to the connection between the base battery, drive and connection device and, if necessary, to the connection of the coolant lines to the base battery.

Because the interface 45 and the coolant lines 295 are no longer accessible in the remounted state, the connection step 173 before the reassembly process 123 respectively. The positioning process 126 can do this one from the reassembly position 149 spaced waiting position 174 included (cf. 17th ).

With a constructive design of the electrical interface 45 as well as the coolant lines based on the interfaces 163-A , 163-B , 282-A as 282-B can the joining step 173 can also be self-contacting (see also 35-a to 35-d ).

During the reassembly process 123 becomes the during the dismantling process 122 loosened fastening of the sub-floor restored. For cost reasons, the fastening is preferably done by hand, but it can also be done automatically using a screwdriver that can be integrated into the gripper. At least during part of the fastening process, the sub-floor is supported and pressed on 127 over the gripper 17th supported and against the underside of the vehicle 8th so that the sub-floor is easier to assemble and cannot fall off during attachment.

The installation process 11 In human-robot cooperation, according to the description, comprises at least one according to the reservation process 97 with the input / output unit 31 timed output process 117 des during the disposition process 35 recorded supply and deployment order 100 , at least one coincidence check operation 118 , at least one control-side charging process 119 the trajectory specified in the supply and deployment order for the installation process 23 , at least one with a vehicle mount 120 carried out recording and prepositioning process 121 of the vehicle 1 in one for the robot 19th and a robot operator 20th from the underside of the vehicle 8th accessible position of the battery compartment 9 , at least one disassembly process 122 and at least one reassembly operation 123 an underbody that closes the battery compartment 124 with at least one positioning process each 125 or. 126 of the gripper 17th and at least one supporting or pressing process 127 over the gripper 17th , at least one each in the buffer station 27 carried out recording and / or centering process 128-A and 128-B of the upgrade kit provided for the installation process 13 and the dismantled underbody 124 , at least one with a gripping / centering unit 129 of the gripper 18th performed gripping and centering process 130 of the upgrade kit and one with a gripping / centering unit 131 of the gripper 17th performed gripping and centering process 132 of the sub-floor, at least one fastening process 133 of the upgrade kit with at least one positioning process 134-A or 134-B of the gripper 18th and at least one pressing process 135 over the gripper 18th on that on an underside of a main floor 136 or on the side sills 180 or on a top of the sub-floor 124 attached adapter 43 , the compensation process for at least one of the positioning processes 137-A or 137-B to compensate for the positional deviation 24 of the vehicle to the target position 25th , and at least one connection process 138 for connecting the upgrade kit 13 with the adapter 43 , the control unit 5 and possibly a temperature control circuit 269 .

• Beim Koinzidenzprüfungsvorgang 118 für eine Koinzidenzprüfung wird mit der Vorrichtung 16 festgestellt, ob für das bereitstehende Fahrzeug 1 der richtige Aufrüstsatz 13 mit den richtigen Batteriemodulen 12, der richtige Versorgungs- und Einsatzauftrag 100 und die richtige Bahnkurve 23 bereitstehen, indem mit der Schreib-/Lese-Einheit 76 oder mit der Ein-/Ausgabe-Einheit 31 eine Fahrzeug-Ident-Nummer des bereitstehenden Fahrzeugs und von jedem Batteriemodul des bereitstehenden Aufrüstsatzes der Ident-Datenträger 77 erfasst und mit einer entsprechenden Angabe im angezeigten Versorgungs- und Einsatzauftrag visuell oder automatisch verglichen werden und indem die Bahnkurve im Falle einer Übereinstimmung entsprechend der aus dem Versorgungs- und Einsatzauftrag hervorgehenden Bezeichnung automatisch in die Steuerung 22 geladen wird.

In addition, the description becomes too 13 recorded the following:

• In the coincidence check process 118 for a coincidence test, the device 16 determined whether for the waiting vehicle 1 the right upgrade kit 13 with the right battery modules 12 , the right supply and mission order 100 and the right trajectory 23 are available by using the read / write unit 76 or with the input / output unit 31 a vehicle identification number of the available vehicle and of each battery module of the available upgrade kit of the ID data carrier 77 recorded and compared visually or automatically with a corresponding information in the displayed supply and deployment order and by automatically transferring the trajectory to the control in the event of a match according to the designation resulting from the supply and deployment order 22nd is loaded.

The installation process 11 of the upgrade kit and the dismantling process 122 and reassembly process 123 of the subfloor 124 are done with the same robot 19th in connection with a combination Gripper consisting of a combination of the grippers 17th and 18th or with the same robot 19th in connection with separate grippers 17th and 18th and a gripper change or with two robots, one of the robots with the gripper for the upgrade kit 18th and the other with the gripper 17th for the sub-floor.

The dismantling process 122 and reassembly process 123 The sub-floor is alternatively carried out by hand with the adapter attached to the main floor or sill side.

The installation process 11 of the battery modules 12 of the upgrade kit takes place in blocks or sequentially according to the trajectory programmed on the control side.

The installation process 11 takes place with the adapter attached to the bottom 43 via a pre-assembly process 139 of the upgrade kit on the dismantled underbody 124 in connection with the subsequent reassembly process 123 of the subfloor.

During the installation process 11 on the adapter 43 the fastening process takes place 133 of the upgrade kit 13 at a mechanical-electrical interface 163-B as well as at a coolant interface present in electric vehicles with a temperature control circuit 282-B by during the pressing process 135 via a force-controlled pressure cylinder 164-A on the gripper 18th a bolt 165 a locking and unlocking unit attached to the battery module 166 into a groove on the adapter side 167 over a feather 168 locked and then with a screw connection 169 a force-fit attachment to the mechanical-electrical interface 163-B as well as at any existing coolant interface 282-B is carried out.

The screw connection is released on the control side after the control 22nd via an end position sensor 170 correct latching of the locking and unlocking units 166 was recorded.

The electrical connection of the upgrade kit 13 with the adapter 43 and the control unit 5 takes place via the mechanical-electrical interfaces 163-A and 163-B with at least one module-side contact element 171 , at least one conductor track on the adapter side 172 or at least one adapter-side contact element 283-B and the additional screw connection 169 during the connection process 138 self-contacting.

A connection of the upgrade kit 13 to a temperature control circuit 269 of the vehicle takes place via coolant interfaces 282-A and 282-B during the connection process 138 also self-contacting.

The connection process 138 during the reassembly process 123 of the underbody with the adapter arranged on the underbody side comprises an additional connection step 173 for a recovery during the dismantling process 122 separate connection to the adapter and, if necessary, to the temperature control circuit 269 which can also be self-contacting.

14th shows schematically the positioning process 134-A of the upgrade kit for the fastening process on the adapter on the main floor or on the sill side. According to the previous statements, the adapter 43 for attaching the upgrade kit 13 either on the main floor 136 , on the side sills 180 or on the sub-floor 124 of the battery compartment 9 be arranged (on the vehicle-side arrangement of main or sub-floor and sills see 19th , 20th and 36-a ). In the following it is assumed that the positioning process for the attachment to the main floor is identical to the positioning process for the attachment to the sills. 14th shows the positioning process 134-A for the main floor or. Sill-side arrangement of the adapter. The sub-floor was removed beforehand (sub-floor dismantling see 16 ).

For the fastening process 133 the upgrade kit must first be in a removal position 141 in the buffer station 27 from the gripper 18th be included. The gripper is used for this in a first section of the positioning process 134-A in human-robot cooperation with the robot 19th along the trajectory 23 from a starting position 140 to the removal position 141 in the buffer station 27 emotional. There the upgrade kit is installed via a gripping / centering unit 129 of the gripper and centered to the gripper (gripping / centering unit see 19th and 28 ).

This is followed by a second sub-section of the positioning process, which is also carried out in human-robot cooperation 134-A a positioning of the gripper with the centered gripped upgrade kit from the removal position 141 to a check point 142 on the underside of the vehicle 8th . The balancing process according to the invention starts at the check point 137-A for the compensation of the positional deviation 24 of the vehicle 1 compared to a target position on which the programming of the trajectory was based 25th . The positional deviation is expressed in a relative shift and / or rotation of a vehicle reference coordinate system with the coordinate axes X ', Y' and Z 'in relation to a fixed reference coordinate system with the coordinate axes X, Y and Z on which the trajectory is programmed.

After a measurement process, the gripper position and alignment are determined in relation to the actual position 151 of the vehicle corrected on the control side and the positioning process 134-A to an installation position 143 close to the adapter 43 at the bottom of the main floor 136 or on the side sills 180 continued.

The correction of the gripper position via the compensation process 137-A is indicated schematically by an arrow at the check point. Since the actual position of the vehicle can deviate from the target position in all three spatial directions X, Y and Z of the reference coordinate system, this means for the gripper position at the check point 142 that this is about the settlement process 137-A may also require corrections in all three spatial directions. The correction is accordingly carried out vectorially, indicated here by the arrow labeled 137-A. Starting from the corrected gripper position, the positioning process can be continued along the programmed trajectory.

Since the positional deviation of the vehicle can also contain angular errors that manifest themselves in a different orientation of a reference surface on the underside of the vehicle than that used for programming, the orientation of the gripper to the underside of the vehicle or to the adapter is also corrected at the check point.

In the installation position, a compensation process takes place 137-A performed mechanical tolerance compensation. This compensates for positioning tolerances of the robot that arise after the correction of the gripper position during positioning to the installation position and that are not recorded by the measuring process. In addition, the mechanical tolerance compensation reduces component and joint tolerances of the adapter 43 and the battery modules 12 compensated. The mechanical tolerance compensation takes place during the fastening process 133 , in which the upgrade kit has a pressing process 135 is inserted into the adapter with the gripper and locked into place.

Further details on the balancing process are the 18th and 19th refer to.

After the fastening process, the gripper is used in human-robot cooperation along a third sub-section of the positioning process 134-A in the starting position 140 repositioned.

Since the installation process of the upgrade kit, as already mentioned, takes place in sets or sequentially, the positioning process for sequential installation can be repeated according to the number of battery modules planned for the upgrade kit. The positioning process 134-A takes place accordingly at least once (see also description for 13 ).

The positioning process 134-A of the upgrade kit for the fastening process 133 on the main floor or sill side adapter 43 accordingly includes a positioning of the gripper 18th from a starting position 140 to a picking position 141 in the buffer station 27 , a positioning of the gripper with the center gripped upgrade kit 13 from the removal position 141 to a check point 142 on the underside of the vehicle 8th , a positioning of the gripper from the check point 142 to an installation position 143 on the adapter 43 at the bottom of the main floor 136 or on the side sills 180 and repositioning in the starting position 140 The entire positioning process takes place in human-robot cooperation and the compensation process at the checkpoint 137-A starts.

15th shows schematically the positioning process 134-B of the upgrade kit for the fastening process on the adapter on the underside. Unlike in 14th In this variant, the adapter for attaching the upgrade kit is not arranged on the main floor or sill side, but on the underside side. Hence the gripper 18th during the positioning process 134-B not to the battery compartment on the underside of the vehicle, but to the buffer station 27 with the there about the positioning process 125 in a storage position 148 Filed dismantled sub-floor 124 positioned (cf. 13 and 16 ).

The storage position 148 with the dismantled underbody is preferably located immediately next to a removal position 141 of the upgrade kit 13 . This allows during the fastening process 133 short positioning paths or positioning times between the removal position 141 and an installation position 144 will be realized. The installation position 144 for the fastening process 133 of the upgrade kit 13 about the pressing process 135 is located directly above the adapter 43 des in the storage position 148 deposited underbody.

Since the installation process is also possible in sets or sequentially in this embodiment variant, the positioning process can be repeated during sequential installation according to the number of battery modules planned for the upgrade kit. The positioning process 134-B takes place accordingly at least once.

According to the illustration, the positioning process includes 134-B of the upgrade kit for the fastening process 133 on the adapter on the underside 43 a positioning of the gripper 18th from a starting position 140 to a picking position 141 in the buffer station 27 , a positioning of the gripper with the center gripped upgrade kit 13 from the removal position 141 to an installation position 144 on the adapter on the top of the dismantled underbody 124 , and a repositioning in the starting position 140 , whereby the entire positioning process takes place in human-robot cooperation.

Both the upgrade kit and the sub-floor are via the pick-up and / or centering processes 128-A and 128-B in the removal position 141 or in the storage position 148 precisely recorded and centered (cf. 13 ). Accordingly, the positional deviation of the vehicle has no effect on the positioning process 134-B . In this embodiment variant, the compensation process can therefore be used 137-A be waived. Nevertheless, it is suggested that at least the in 14th the mentioned mechanical tolerance compensation (for details see 19th ). In this way, component and joining tolerances of the adapter can be reduced during the fastening process 43 and the battery modules 12 compensate.

16 shows schematically the positioning process 125 for underbody dismantling. Underbody dismantling is in 13 described in detail. The positioning process is based on the present figure 125 of the gripper 17th to the sub-floor 124 on the underside of the vehicle 8th for the dismantling process 122 and the subsequent storage of the sub-floor in the buffer station 27 illustrated.

As with the other positioning processes, the illustration is only intended to illustrate the principle. The geometry of the trajectory shown here is to be understood as an example and can also assume other forms with a different arrangement of the robot, the buffer station or the vehicle.

As can be easily seen from the illustration, the positioning process includes 125 positioning of the gripper for underbody dismantling 17th from a starting position 145 to the check point 146 on the bottom 8th of the pre-positioned vehicle 1 , a positioning of the gripper from the checkpoint 146 to a dismantling position 147 on the underbody 124 , a positioning of the gripper with the dismantled sub-floor from the dismantling position 147 to a storage position 148 in the buffer station 27 and repositioning in the starting position 145 The entire positioning process takes place in human-robot cooperation and the compensation process at the checkpoint 137-B starts.

The measuring process of the at the check point 146 performed clearing operation 137-B is in principle identical to that of the equalization process 137-A out 14th . Also the positions of the check points 146 and 142 can be identical. Differences regarding the clearing processes 137-A and 137-B mainly result from mechanical tolerance compensation. Concerning. further details on the equalization process can be found in the relevant 18th to 20th referenced.

17th shows schematically the positioning process 126 for underbody remounting. In principle, the positioning process 126 of the gripper 17th the same positions as the one in 16 positioning process shown 125 controlled, but in reverse order. Also the balancing processes 137-B to compensate for the positional deviation 24 of the vehicle 1 take place analogously. However, differences can arise in the trajectory due to the compensation process.

Between the subfloor side and the main floor or sill side attached upgrade kit, different underbody deformations and thus tolerances in coordinate direction Z can occur during the dismantling or reassembly process due to weight differences in the subfloors. These deformation-related tolerances are removed during the reassembly process 123 via the supporting or pressing process 127 compensated, in which the sub-floor has a force-controlled pressure cylinder 164-B of the gripper 17th against the underside of the vehicle 8th is pressed (gripper with pressure cylinder see 29 ).

According to the present figure, the positioning process includes 126 a positioning of the gripper for the underbody reassembly 17th from the starting position 145 to the storage position 148 of the sub-floor in the buffer station 27 , a positioning of the gripper with the center gripped underbody 124 to the check point 146 on the underside of the vehicle 8th , a positioning of the gripper from the check point 146 to a reassembly position 149 that with the dismantling position 147 can be identical and a repositioning in the starting position 145 The entire positioning process takes place in human-robot cooperation and the compensation process at the checkpoint 137-B starts.

18th shows schematically the equalization process 137-A for the upgrade kit. Without the compensation process, the installation process of the upgrade kit in human-robot cooperation would hardly be feasible for reasons of cost. The reason is that an exact positioning and alignment of the vehicle is otherwise only possible using complex devices, especially when the vehicle is on wheels.

Since the gripper is moved towards the vehicle during the installation process anyway, it is significantly easier to align the gripper exactly with the inaccurately positioned vehicle than to position the vehicle itself exactly. According to the invention, the compensation process, with which the position and alignment of the gripper in relation to the vehicle position, is used for this purpose is corrected. The balancing process makes it possible to use a lifting platform as a vehicle mount for vehicle positioning 120 to use.

The compensation process has the task of correcting the trajectory of the gripper in accordance with a positional deviation of the vehicle compared to a target position on which the programming of the trajectory was based. According to the invention, this correction takes place via a two-stage compensation process with a measuring process and mechanical tolerance compensation carried out on the gripper side. The two-stage process improves the accuracy of positioning the gripper in relation to the vehicle, compensates for tolerances in the components to be joined, and prevents the risk of a collision between the gripper and the vehicle due to a positional deviation.

Since the balancing process 137-A with the upgrade kit and the compensation process 137-B When it comes to the subfloor, they mainly differ in terms of mechanical tolerance compensation and are otherwise similar, the compensation process is illustrated below using the compensation process as an example 137-A described. The differences in the mechanical tolerance compensation regarding the compensation processes 137-A and 137-B are based on the 19th and 20th considered separately.

As from the 13 and 14th the settlement process takes place 137-A during the positioning process 134-A instead of.

In 18th is the gripper 18th with a tool center point TCP already via the human-guided robot 19th at the check point 142 positioned. At the check point a with a measuring device 232-A measurement process taking place 150 an actual situation 151 one on the underside of the vehicle 8th attached reference point 152 carried out.

The measuring device can for example consist of at least one camera 153 or at least one fork light barrier 154 consist. A camera eye would theoretically be sufficient for two-dimensional measurements and with low requirements in terms of measurement accuracy. However, that would require the vehicle to be able to accommodate the vehicle 120 can be positioned reproducibly at an installation height H on which the trajectory was programmed (see also 27 ). This should theoretically be possible with a lift equipped with appropriate drive limit switches. In practice, however, three-dimensional measurements with additional camera eyes or 3D cameras will be required to record a camera distance from the underside of the vehicle. With several cameras, the pixel resolution and thus the measurement accuracy can also be increased.

The measuring process with the fork light barrier is shown in 19th explained. The reference point can, for example, be a hole or a mark on an in 19th shown sill 180 be. Alternatively, a hole or mark on the adapter is used as a reference point.

At least one reference point is required to measure the actual position of the vehicle. Since a body has six degrees of freedom (three translational and three rotational) in space, two further reference points are usually required to determine the positional deviation of the pre-positioned vehicle. The invention therefore proposes measuring at least three reference points, because a reference plane on the underside of the vehicle is thus clearly defined with regard to a position. In addition, it is proposed to carry out control measurements of additional reference points. Measurement errors can be identified through the control measurements.

For the sake of clarity, in 18th just a reference point on the underside of the vehicle 152 shown. This reference point is shown in two different positions, once in the target position indicated by dashed lines 25th of the vehicle and once is the ACTUAL situation 151 . The double arrow shows an example of a positional deviation 24 of the vehicle caused by the correction process 156 the trajectory 23 should be compensated.

The positional deviation is determined by a computer processor, not shown here, of the control 22nd software-based calculation process carried out 155 determined. The computing processor can be integrated in the controller or it can also form a separate computer unit in the form of an industrial PC, which is correspondingly connected to the controller.

In principle, the calculation process is nothing more than a vector calculation known from mathematics, in which a difference vector is formed from a vector for the ACTUAL position and a vector for the target position. Using the difference vector, the positional deviation can be determined according to amount and direction. According to the prior art, image processing programs are known with which measurements can be evaluated via a pixel analysis of the images recorded with the camera. The prerequisites for perfect functioning of a measurement process based on image processing are a corresponding contrast between the points to be measured and the surroundings and suitable lighting conditions.

The trajectory is then based on the positional deviation determined 23 about a correction process 156 with the controller 22nd corrected. In principle, the correction process is nothing more than tracking the tool center point from the check point 142 in the direction of the positional deviation. The tracking takes place in the order of magnitude of the amount of the positional deviation.

In a particularly preferred embodiment of the equalization process 137-A and also the balancing process 137-B an alignment of the gripper to the underside of the vehicle is also corrected. This requires the measurement and evaluation of three reference points on the underside of the vehicle. A reference plane, not shown here, is defined by the three reference points, the surface normal of which can be determined during the calculation process with regard to an ACTUAL orientation in space and compared with a target orientation by means of a comparison. An alignment of the gripper programmed in the control is then corrected in accordance with a deviation in the direction of the surface normal of the reference plane, so that the gripper during the correction process 156 can be aligned parallel to the underside of the vehicle.

Then the positioning process 134-A according to the programmed trajectory with the corrected gripper alignment to the installation position 143 continued. With the present description, it should be readily possible for a person skilled in the art to implement the metrological part of the compensation process, so that further details are dispensed with at this point.

The mechanical tolerance compensation finally takes place in the installation position 157-A the clearing process takes place. The mechanical tolerance compensation takes place via at least one floating unit arranged on the gripper 158-A . A detailed description is provided using 19th .

Mechanical tolerance compensation is necessary because the positioning process is continued from the check point to the installation position 143 further positioning tolerances can occur due to the measuring process 150 cannot be recorded. The greater the distance between the checkpoint and the installation position, the greater these are. In the human-robot cooperation according to the invention with a very imprecisely positioned vehicle, a sufficiently large distance from the underside of the vehicle and thus from the installation position must be maintained so that the vehicle and camera are not damaged by collisions during the human-guided positioning of the gripper. The invention proposes a safety distance of at least 20 cm. Depending on a field of view of the cameras and in order to capture all relevant reference points on the underside of the vehicle with one measurement, a significantly larger distance may be necessary. The task of mechanical tolerance compensation is to compensate for the positioning tolerance that occurs when the positioning process is continued from the check point to the installation position.

In addition, the mechanical tolerance compensation can be used to compensate for component and positional tolerances of the battery modules picked up by the gripper, which are not detected during the measurement process and can affect the joining process on the adapter.

The present description can be used for the compensation process 137-A and transferred accordingly to the equalization process 137-B hold on to the balancing process 137-A or 137-B at least one at the check point 142 or. 146 performed measurement process 150 an actual situation 151 at least one reference point 152 on the underside of the vehicle 8th via a measuring device 232-A or. 232-B , at least one via the controller 22nd performed calculation process 155 for the positional deviation 24 the actual position to the target position 25th , a correction process 156 the trajectory 23 with the control according to the determined positional deviation, and at least one after positioning in the installation position 143 or in the dismantling position 147 or reassembly position 149 performed mechanical tolerance compensation 157-A or. 157-B via at least one on the gripper 17th or. 18th arranged swimming unit 158-A or. 158-B the compensation unit includes.

At this point it should be noted that the equalization process 137-A or. 137-B an additional one after positioning in the installation position 143 or in the dismantling position 147 or reassembly position 149 performed measurement process 162 may contain, this additional measuring process at least the mechanical tolerance compensation 157-B can replace the sub-floor.

Like the mechanical tolerance compensation, the additional measuring process improves the positioning accuracy of the gripper in relation to the vehicle. In particular, the positioning tolerances caused by the safety distance of the check point from the underside of the vehicle are compensated for.

Component and positional tolerances of the battery modules picked up by the gripper cannot, however, be recorded. The reason is that the measuring device is aimed at the underbody and not at the battery modules. The additional measurement process can therefore only partially replace the mechanical tolerance compensation with the upgrade kit, unlike with the sub-floor.

According to the invention, it is provided with the measuring device attached on the gripper side 232-A or. 232-B Not only to carry out the measuring process, especially with the cameras, but also to monitor a hazardous area in the area of the gripper. In this way, in conjunction with the force-controlled pressure cylinders 164-A or. 164-B on the gripper and the end position sensors 170 achieve the personal protection that is absolutely necessary in human-robot cooperation.

It goes without saying that the measuring process is also possible with a stationary measuring device instead of a measuring device carried along on the gripper and also with other measuring means than mentioned here. At least the mechanical tolerance compensation takes place via the respective gripper.

19th shows schematically relevant details of the gripper 18th to explain the mechanical tolerance compensation 157-A during the compensation process for the upgrade kit and for describing the measurement process with a fork light barrier. The viewing direction is a vehicle longitudinal axis in the opposite direction to the coordinate axis X '. The following description initially relates to a vehicle with an adapter arranged on the main floor or sill side.

The basic idea of mechanical tolerance compensation consists in decoupling a moving component 175-A of the gripper by a base body held by the robot 176-A of the grab via a floating unit 158-A . The swimming unit consists of at least one linear guide arranged in a compensation direction 234-A with two on the moving component 175-A attached slide 177-A with a guide rod 178-A . The guide rod is in holders at its ends 179-A fixed, each on the base body 176-A of the gripper are attached. The sleigh 177-A are slidably mounted on the guide rod, so that the component 175-A of the gripper can move freely in the direction of the coordinate axis Y 'as the compensation direction. The mobility in Y 'is indicated by a double arrow on the component 175-A marked. In principle, commercially available linear guides can also be used as floating units.

The gripper preferably has two of these floating units which are spaced from one another in the direction X '. The swimming unit shown here also contains two, but at least one lock 159-A , with which the linear guide can be locked in the compensation direction Y '. For example, a locking device can be used on the manual control unit 21st Operable brake into account, the mobility of the slide in the locked state 177-A prevented by friction along the guide rod via a clamp. Only when the lock is released via the hand control unit 21st lets the component 175-A of the gripper for the purpose of mechanical tolerance compensation between the gripper and the vehicle in the compensation direction Y '.

Alternatively, locking can also be implemented using double-acting cylinders (see 28 ). It is locked by applying pressure to both sides of the cylinder piston.

At this point it should be noted that the gripper can have additional floating units, not shown here, for additional compensation directions in X 'and Z' and for corresponding angles around the coordinate axes X ', Y' and Z 'to avoid any positional deviations or orientation errors of the vehicle in space.

The following explains how the mechanical tolerance compensation takes place during the installation process. As can be seen from the illustration, the movable component is on an upper side 175-A of the gripper at least one battery module 12 of the upgrade kit 13 for the installation process in the battery compartment 9 arranged. This battery module is about the gripping and centering process 130 with the gripping / centering unit 129 to the moving component 175-A of the gripper centered.

The battery module points to the main floor 136 facing side mirror-symmetrically to a battery module-side symmetry axis arranged centering bevels 160 on. If the gripper is out of the installation position 143 about the pressing process 135 over the centering bevels 160 in the adapter schematically indicated by two spaced rectangular profiles 43 inserted while the lock 159-A released, the battery module will automatically center itself to the adapter in the compensation direction Y 'and with the respective latch 165 the battery module-side locking and unlocking unit 166 about the pen 168 into the groove on the adapter side 167 snap into place. The pressing process is preferably carried out via at least one force-regulated pressure cylinder, not shown here 164-A on the gripper (see 28 ).

The mechanical tolerance compensation is thus ended and the battery module is fixed on the adapter so that the robot can remove the gripper from the underside of the vehicle with a human guide. This gives the employee access to the battery module so that an additional screw connection can be carried out with the adapter.

To the gripper 18th To prepare for the next installation process, a reset of the floating unit in a Starting position performed by the moving component 175-A of the gripper is recentered to the base body. Recentering takes place via an actuator not shown here 235-A (please refer 28 ).

The previous versions refer, as already mentioned in the introduction, to the adapter attached to the main floor or sill side. Although with the adapter arranged on the underside side, a complete compensation process with measuring process and mechanical tolerance compensation due to the recording and / or centering processes carried out in the buffer station 128-A and 128-B and the exact positioning of the upgrade kit and the underbody achieved in this way is not necessary, it nevertheless appears expedient to carry out at least the mechanical tolerance compensation described above. If the adapter is attached to the bottom, this is done in the installation position 144 .

In summary, the mechanical tolerance compensation takes place 157-A with the upgrade kit, by in the installation position 143 or. 144 a lock 159-A the swimming unit 158-A with the hand control unit 21st during the balancing process 137-A is released so that the gripping / centering unit 129 with the upgrade kit 13 according to a possibility of movement over the swimming unit 158-A Move freely in at least one compensation direction Y 'and during the pressing process 135 via a centering slope on the battery module side 160 to the adapter 43 can center.

As in 18th mentioned, the measurement process with a fork light barrier is also based on the present figure 154 described. The description is based on a measurement on a sill located on both sides of the battery compartment 180 of the vehicle.

As the name suggests, the fork light barrier has the shape of a fork with a light beam at the open end 181 exit. If the opening of the fork dips into the sill, the light beam is interrupted. The exact position of the interruption is determined by the controller 22nd via distance measuring systems of the robot 19th determined.

Based on 18th several of these light barriers are used to determine the position of the vehicle. Advantages over image processing cameras are lower costs and insensitivity to dirt.

The invention again points out that in the compensation process, instead of cameras or fork light barriers, other non-contact measuring devices according to the prior art can also be used.

20th shows schematically relevant details of the gripper 17th to explain the mechanical tolerance compensation 157-B during the leveling process for the sub-floor. The viewing direction is a vehicle longitudinal axis in the opposite direction to the coordinate axis X '.

The present illustration is used to explain the mechanical tolerance compensation using the example of reassembly of the pre-assembled sub-floor. The upgrade kit 13 is with the locking and unlocking units 166 and about the screw connections 169 already on the adapter on the underside 43 attached.

Since the mechanical tolerance compensation during the compensation process for the sub-floor is independent of whether the upgrade kit is installed directly in the battery compartment or via the detour of pre-assembly, the following description for the pre-assembled sub-floor can be transferred to the non-pre-assembled sub-floor. This also applies to the mechanical tolerance compensation during dismantling, which proceeds in a similar way to reassembly, so that a separate description is dispensed with.

According to the picture is the gripper 17th via the positioning process carried out in human-robot cooperation 126 already in the reassembly position 149 positioned. The reassembly position can be identical to the disassembly position 147 , but this is not absolutely necessary. In the present figure, the reassembly position is below the disassembly position. This reduces the risk of the adapter and upgrade kit colliding with the sills attached to the vehicle during the positioning process 180 . In contrast to what is shown here, this applies above all when the adapter is attached to the side of the underbody very far outside in the Y 'direction and is adjacent to the sills during reassembly.

The sub-floor 124 has become a moving component 175-B of the gripper 17th via a centering gripper 183 the gripping / centering unit 131 centered. The moving component is based on the mechanical tolerance compensation for the upgrade kit 175-B of the gripper via a floating unit connected to it 158-B by a base body held with the robot 176-B decoupled from the gripper.

The swimming unit consists of at least one linear guide arranged in a compensation direction 234-B with two on the moving component 175-B attached slide 177-B with a guide rod 178-B . The guide rod is in holders at its ends 179-B fixed, each on the base body 176-B attached to the gripper are. The sleigh 177-B are slidably mounted on the guide rod, so that the component 175-B of the gripper can move freely in the direction of the coordinate axis Y 'as the compensation direction. The mobility in Y 'is indicated by a double arrow on the component 175-B marked.

In principle, commercially available linear guides can also be used for the floating unit.

The gripper preferably has two of these floating units which are spaced from one another in the direction X '. The swimming unit shown here also contains two, but at least one lock 159-B , with which the linear guide can be locked in the compensation direction Y '. For example, a locking device can be used on the manual control unit 21st Operable brake into account, the mobility of the slide in the locked state 177-B prevented by friction along the guide rod via a clamp. Only when the lock is released via the hand control unit 21st lets the component 175-B of the gripper for the purpose of mechanical tolerance compensation between the gripper and the vehicle in the compensation direction Y '.

Alternatively, locking can also be implemented using double-acting cylinders. The locking takes place by applying pressure to both sides of the cylinder piston (cf. 29 ).

At this point it should be noted that the gripper can have additional floating units, not shown here, for additional compensation directions in X 'and Z' and for corresponding angles around the coordinate axes X ', Y' and Z 'to avoid any positional deviations or orientation errors of the vehicle in space.

The following explains how the mechanical tolerance compensation takes place during the reassembly process. The gripper is used to attach the sub-floor to the sills and to avoid collisions between the adapter, upgrade kit and sill during reassembly 17th via the mechanical tolerance compensation 157-B to the two sills 180 centered in the Y 'direction. This is done first by locking 159-B the swimming unit 158-B via the hand control unit 21st solved so that the moving component 175-B can move freely in the compensation direction Y '.

Then at least two swing clamps are arranged mirror-symmetrically on the gripper 182 another centering unit 161 the gripping / centering unit 131 pivoted up from a horizontal rest position indicated by dashed lines into a vertical centering position.

A pivoting movement is shown by arrows and can be carried out via a pivoting mechanism, not shown here, arranged on the gripper side. The swivel mechanism is preferably operated using the manual control unit.

In the vertical centering position, the swing clamps each rest on the outside of the rocker panel. Damage to the painted outer side of the sill can be avoided by using protective caps or by sticking protective tape on the sill.

In an embodiment variant shown here in dashed lines, the swing clamps are arranged mirror-inverted and each rest on the inside of the rocker panel. This also prevents damage to the visible surfaces of the sill.

In a further embodiment variant, both swing clamps are arranged mirror-symmetrically to only one of the two rocker panels, as in FIG 29 shown.

The swing clamps are preferably brought into contact with the sill in a force-controlled manner. For this purpose, the swivel mechanism consists, for example, of pneumatically operated servo swivel cylinders, the cylinder pressure of which can be regulated in such a way that the opposing swivel clamps exert the same amount of force on the rocker, but in opposite directions. As a result, when the lock is released 159-B set an equilibrium of forces, whereby the moving component 175-B of the gripper with the centered sub-floor 124 to the two sills 180 centered on the battery compartment.

The sub-floor is therefore over the centering gripper 183 to the gripper and the gripper via the centering unit 161 centered on the sills on the battery compartment. As a result, after the mechanical tolerance compensation, the underbody is also centered on the sills on the battery compartment.

The aforementioned centering processes with the centering gripper 183 and the centering unit 161 are coupled to each other for mechanical tolerance compensation so that centering grippers 183 and centering unit 161 can be combined into one unit - the gripping / centering unit 131 . A coupling takes place according to the figure, by both the centering gripper 183 , as well as the centering unit 161 on the moving component 175-B are attached. Alternatively, centering grippers 183 and centering unit 161 be pre-assembled on a pre-assembly carrier to form a combination unit, which is attached to the movable component 175-B is appropriate.

After centering, the swing clamps are folded back into the position shown in dashed lines and the floating unit is locked in the centered position of the gripper 159-B fixed. An uncontrolled change in the centered gripper position during the subsequent supporting and pressing process 127 is prevented by this.

It goes without saying that the centering process described above can be carried out not only with swing clamps, but also with a different centering mechanism, for example with spindle-operated parallel clamps.

The supporting and pressing process, which in the embodiment shown only occurs after the additional connection step due to the arrangement of the upgrade kit on the underside 173 can be carried out, preferably via at least one force-regulated pressure cylinder, not shown here, attached to the gripper side 164-B (please refer 29 ). The underbody is pressed against the underside of the sill. This makes it easier to reassemble the sub-floor.

The reassembly of the underbody on the sill is done using screws, for example. The gripper contains openings for this purpose 184 with accessibility for a screwdriver to fastening points 185 is reached on the sub-floor. As a rule, it will be sufficient to connect only some of the fastening points during the pressing and supporting process and to remove the gripper for the remaining fastening points from the underside of the vehicle. This facilitates accessibility during reassembly.

To the gripper 17th To prepare for the next gripping and centering process, the floating unit is then reset in an initial position by removing the movable component 175-B of the gripper is recentered to the base body. Recentering takes place via an actuator not shown here 235-B (please refer 29 ).

The mechanical tolerance compensation 157-B the sub-floor 124 is done by being in the dismantling position 147 or reassembly position 149 a lock 159-B the swimming unit 158-B with the hand control unit 21st during the balancing process 137-B is released so that the gripping / centering unit connected to the swimming unit 131 with a centering gripper 183 for the sub-floor 124 and another centering unit 161 for centering the gripping / centering unit to the battery compartment in at least one compensation direction Y 'and move freely over the centering unit 161 to the battery compartment 9 can center.

21st shows schematically the process steps for tracking the deployment process 37 . In order to create a basis for the payment process, to achieve a high level of customer satisfaction, and to monitor the wear and tear of the battery modules, the use process is followed according to the invention by the operator via the device.

For the payment process 38 the operator needs information about the amount of energy consumed during the operation and the number of charging cycles. In addition, information may be required as to which charging stations from which operator how much electricity was charged. According to the invention, this information is obtained via a data logger that monitors the upgrade kit 114 detected. The data logger records a number of charging processes via the connection device 7th as well as unloading processes via the vehicle drive 2 . The amount of energy supplied or withdrawn is recorded in the data logger via the recording process 186 recorded and read out via a read / write unit 113 saved. Recuperation processes may be recorded separately by the data logger.

Corresponding data loggers are state-of-the-art, so an explanation is dispensed with at this point.

There are various options for attaching the data logger. One possibility is a central arrangement on a conductive connection of the electrical interface 45 to the upgrade kit. This connection can be, for example, a conductor track on the adapter. For a central arrangement, it is advisable to attach the data logger to the adapter.

Another possibility is to integrate the data logger into the respective battery module 12 (please refer 35-a ). In this case, an electrical connection is made via the mechanical-electrical interface 163-A . A data logger integrated in the module has the advantage for the operator that the wear and tear of the respective battery module is reduced by reading out the data logger via the read / write unit 113 Understand and have worn modules with a high number of charging cycles recognized and rejected.

A number of charging cycles during the use process and the wear and tear caused by it can be used by the operator in the context of the invention in addition to the amount of energy consumed for billing purposes during the payment process. Therefore, during the expansion process 14th or during the testing and preparation process 112 of the upgrade kit, the number of charging cycles as well as the number of and Amount of energy withdrawn via a reading process 190 with the read / write unit 113 from the data logger 114 read out and at the same time in the supply and operational order 100 detected. The charging stations may also be recorded for billing purposes. These data are stored in the corresponding user account via the supply and deployment order 73 in the database 40 assigned and are therefore available to the operator for the basis of 24 described payment process 38 to disposal.

A high level of user satisfaction is based on the 3 Explained supply cycle, that the vehicle user, in the case of temporary battery capacity upgrade, adheres to the expansion date agreed with the operator with regard to subsequent users or gives the operator the opportunity to reschedule subsequent supply and deployment orders or to initiate procurement measures for additional battery modules before it Supply bottlenecks are coming.

The operator therefore requires from the vehicle user 10 information on whether the agreed expansion deadline will be met. To do this, the operator requests the vehicle user to confirm the appointment 187 a confirmation of the reserved expansion date. This can be done, for example, using a text message that the operator sends via the input / output unit 31 to the corresponding input / output unit 32 of the vehicle user. The vehicle user can then use a confirmation process 188 the text message via the input / output unit 32 answer and the operator via the input / output unit 31 to inform.

In the event of a positive reconfirmation from the vehicle user, the operator is prepared that the expansion can be carried out on the planned date. The supply and deployment order assigned to the vehicle user is accordingly issued via an output process 117 at the confirmed expansion date with the input / output unit 31 issued (cf. 22nd ). Since the output takes place according to the invention in a time-controlled manner, the operator has nothing more to do than wait for the vehicle user at the agreed time in the reserved upgrade station.

Since the actual usage period during the payment process can affect a payment amount and since unplanned delays are possible despite reconfirmation, the invention proposes the actual usage period in the database under the corresponding user account via a usage period recording process 189 to be recorded separately. For this purpose, the date and time of the removal via the input / output unit are given in the supply and deployment order when the upgrade kit is removed 31 recorded and the assigned user account 73 assigned (cf. 11 , Order entry and storage process 99 ).

If the vehicle user announces in his response that the agreed expansion deadline cannot be met or if the vehicle user does not respond, the operator will inform the user about the issue and checking process 101 determines whether follow-up orders for the upgrade kit have to be rescheduled and whether this is feasible (cf. 11 ). If this is not possible, he will inform you about the information process 191 the corresponding vehicle users, which in turn is via the input / output units 31 and 32 can be done.

At the same time, the vehicle user who is responsible for not adhering to the expansion deadline is informed by means of the input / output units 31 and 32 informed about any contractually agreed consequences. Shutting down the upgrade kit is also conceivable.

Since the option is claimed according to the invention, the upgrade kit or the battery modules during a storage period in the storage station 103 to supply or stabilize a public or private power grid and to utilize this option through a reimbursement by the power grid operator, an operation in the power grid becomes analogous to the operation described here 37 tracked via the data logger.

To 21st it is recorded that the deployment process 37 of the upgrade kit with regard to compliance with the planned period of use, the amount of energy consumed and the number of charging cycles via the connection device 7th is tracked by the vehicle user 10 via the input / output unit 31 a confirmation of the reserved date for the expansion requested, the actual period of use via the input / output unit 31 and recorded by a data logger 114 The number of charging cycles and the amount of energy recorded with the read / write unit during the operation 113 is read out.

22nd shows schematically the process steps for the removal process 14th from the 1 and 2 in an overview. The expansion process 14th of the upgrade kit 13 becomes like the installation process 11 carried out in the human-robot cooperation according to the invention and largely corresponds to the installation process. Accordingly, certain process steps of the installation process are carried out again during the removal process.

The first seven procedural steps in 22nd Output process 117 , Coincidence checking process 118 , Charging process 119 , Pick-up and prepositioning process 121 , Positioning process 125 , Equalization process 137-B as well as dismantling the underbody 122 with support process 127 are identical to those of the installation process, so that a new description is not necessary. Concerning. an explanation is given on 13 referenced.

The last five process steps - gripping and centering process 132 , Positioning process 126 , additional connection step 173 , Equalization process 137-B as well as reassembly of the underbody 123 with supporting / pressing process 127 are also identical and in 13 described.

There are differences in the procedural steps in between, which are shown below.

After the dismantling process 122 with support process 127 takes place in the buffer station 27 analogous to the installation process, a pick-up and centering process 128-B for the dismantled sub-floor. The pick-up and centering process 128-A can only be done after the upgrade kit has been removed and will therefore take place later. These pick-up and centering processes are carried out analogously to the installation process.

After the pick-up and centering process 128-B becomes the gripper 18th for a dismantling process 192 via a positioning process 193-A or. 193-B initially from a starting position 140 positioned to a dismantling position for the upgrade kit. The dismantling position depends on the arrangement of the adapter. If the adapter is attached to the main floor or sill side, the dismantling position is on the underside of the vehicle, whereas if the adapter is on the underside, it is above the underbody stored in the buffer station. The dismantling position can be identical to the corresponding installation position 143 or. 144 .

The positioning process 193-A or. 193-B for the removal process runs in reverse order to the positioning process 134-A or. 134-B for the installation process (cf. 14th and 15th ). The check point 142 for the adjustment process 137-A is during the positioning process 193-A , different from the positioning process 134-A , on the part of the trajectory from the start position 140 to the underside of the vehicle 8th leads. The mechanical tolerance compensation 157-A can during the expansion process 137-A omitted.

The supporting or pressing process takes place in the dismantling position 135 . As a result, the upgrade kit for the adapter on the main bottom side is over the gripper during the dismantling process 18th with the printing cylinder 164-A Force-controlled supported and secured against falling. With the adapter on the underside side, the gripper is only brought into contact with the upgrade kit via the pressing process. A support against falling is not necessary.

During the dismantling process 192 becomes the screw connection 169 the upgrade kit to the adapter via a release process 194 released and the locking and unlocking unit 166 via an unlocking process 195 unlocked. In the case of the adapter on the main floor or on the sill side, the upgrade kit is automatically lowered onto the gripper 18th from and is about the subsequent gripping and centering process 130 picked up and centered on the gripper. In the case of the adapter on the underside side, the dismantling process is not supported by gravity, so that removal from the adapter via the gripping and centering process 130 must be actively supported. The upgrade kit is used for this via the gripping / centering unit 129 gripped under the action of a centering clamping force. This elasticity is in 19th and 23 by horizontal arrows on the gripping / centering unit 129 marked.

A separation process 196 of the upgrade kit from the adapter runs during the dismantling process due to the self-separating mechanical-electrical interfaces 163-A and 163-B and, if applicable, the coolant interfaces 282-A and 282-B both with the main floor or sill side and with the adapter on the underside side. It goes without saying that, due to the high-voltage technology of battery-electric vehicle drives, additional precautions must be taken to prevent unintentional contact with exposed contact points or a power supply must be interrupted.

After the gripping and centering process 130 the upgrade kit is about the positioning process 193-A or. 193-B in the buffer station 27 filed and about the pick-up and centering process 128-A centered in the buffer station. The gripper 18th is then in the starting position via the human-guided robot 140 repositioned. The positioning process 193-A or. 193-B thus extends over several process steps. In 22nd therefore encloses the box for the positioning process 193-A or. 193-B the procedural steps 137-A to 128-A .

According to the illustration for the procedural steps, the dismantling process includes 14th in human-robot cooperation, at least one at the confirmed expansion date with the input / output unit 31 output process carried out again 117 of the supply and deployment order 100 , at least one re-performed coincidence check process 118 , at least one control-side charging process 119 in the supply and Application order for the removal process specified trajectory 23 , at least one with a vehicle mount 120 carried out recording and prepositioning process 121 of the vehicle 1 in one for the robot 19th and a robot operator 20th from a vehicle underside 8th accessible position of the battery compartment 9 , at least one disassembly process 122 and reassembly process 123 of the subfloor 124 with at least one positioning process each 125 of the gripper 17th and at least one supporting or pressing process 127 via the gripper, at least one in the buffer station 27 carried out recording and / or centering process 128-A and 128-B of the removed upgrade kit 13 and the dismantled underbody 124 , at least one gripping and centering process 130 of the upgrade kit with a gripping / centering unit 129 on the gripper 18th and a gripping and centering process 132 of the underbody with a gripping / centering unit 131 on the gripper 17th , at least one disassembly process 192 of the upgrade kit with at least one positioning process 193-A or 193-B of the gripper 18th , at least one dissolving process 194 the screw connection 169 to the adapter 43 , and at least one unlocking process 195 the locking and unlocking units 166 for removing the upgrade kit from the adapter, at least for one of the positioning processes, the compensation process 137-A or 137-B to compensate for the positional deviation 24 of the vehicle to the target position 25th , and at least one separation process 196 the electrical connection of the upgrade kit 13 from the adapter 43 .

23 shows schematically the unlocking process 195 the locking and unlocking unit on the battery module via a driver arranged on the gripper side in a partial section. The unlocking process of the locking and unlocking unit can take place in various ways and is carried out after the screw connection 169 was removed.

One possibility is a locking and unlocking unit 166 with integrated mechanical release. Another possibility is a locking and unlocking unit with integrated electromagnetic unlocking. Locks with electromagnetic unlocking are state of the art, so that a person skilled in the art will hardly have any difficulties using a locking and unlocking unit with electromagnetic unlocking, as in FIG 35-b shown to realize.

In the present illustration, a mechanical unlocking process is carried out using a driver attached to the gripper side 197 shown.

How out 19th adapters can be seen 43 , Battery module 12 and gripper 18th symmetrically constructed. The battery module accordingly has at least two opposing locking and unlocking units 166 , each with a spring loaded latch 165 in a groove on the adapter side 167 are engaged and each have a driver 197 unlocked. Due to the mirror-symmetrical structure and to clarify details, in 23 only a left part of the battery module is shown.

According to the design shown here, the driver engages 197 through an elongated hole 201 in the battery module housing 200 positively in a recess of a lock-side driver receptacle 198 and is in the Y 'direction via driver actuation units arranged on the gripper side 199 emotional. During the unlocking process 195 of the bolt 165 the driver is against the pressure of the spring via the driver actuation unit 168 from the adapter-side groove 167 moved to the right. On the right-hand side of the battery module, which is not shown here, the driver moves accordingly to the left. The battery module is released for removal by simultaneously unlocking the opposite locking and unlocking units.

So that the battery module or the latch does not tilt during the unlocking process, the movement of the opposing drivers is carried out synchronously. In addition, the latches are on guides 203 in the housing 200 guided accordingly. The driver actuation units are actuated via the manual control unit 21st . Pneumatic cylinders or electromagnetically operated actuators, for example, can be used as the driver actuation unit.

As a result of the synchronous actuation, the battery module automatically moves onto the component due to its own weight during the unlocking process 175-A of the gripper 18th lower and can then use the gripping / centering unit 129 be gripped and centered in the direction of the arrow.

It is obvious that the mechanics of the battery module-side locking and unlocking unit shown here can also be designed differently. For example, it is not absolutely necessary that the bolt 165 consists of one piece. The shape of the bolt and its storage can also be different. In addition, further components of an actuating mechanism can be arranged between the bolt and the driver. An essential feature is that the unlocking takes place via a driver arranged on the gripper side 197 he follows.

In order to prevent the battery module from being unlocked in an uncontrolled manner during the dismantling process, the invention proposes a safety mechanism. This backup allows the The unlocking process for the adapter on the main floor or sill side can only be actuated via the manual control unit after the control 22nd via a pressure sensor 202-A a force-regulated pressure cylinder, not shown here 164-A Correct support of the upgrade kit via the support or pressure process 135 has recorded (cf. 28 ).

The safety mechanism described above can be used both in the locking and unlocking unit described here with integrated mechanical unlocking and in the above-mentioned locking and unlocking unit with integrated electromagnetic unlocking.

It is noted that the unlocking process 195 the locking and unlocking units 166 mechanically via a driver 197 or electromagnetically and via the manual control unit 21st in the case of the adapter on the main floor or sill side, it can only be triggered after the control 22nd via a pressure sensor 202-A correct support for the upgrade kit 13 over the gripper 18th has captured.

24 shows schematically the process steps for the payment process 38 from the 3 and 21st . For the payment process 38 , which according to the invention takes place depending on the use and preferably also on the consumption with regard to a shared use of the upgrade kit, the operator needs information about the during the deployment process 37 Amount of energy consumed and number of charging cycles. The operator obtains this information using a data logger that monitors the upgrade kit 114 (see. 21st ).

The data logger records a number of charging processes of the upgrade kit via the connection device 7th as well as a number of unloading operations by the vehicle drive 2 . The amount of energy supplied or withdrawn is recorded by the data logger and provided as information until it is read out about the reading process 190 with the read / write unit 113 saved. If necessary, the charging stations used and any recuperation processes are also recorded and saved.

During the expansion process 14th or during the testing and preparation process 112 of the upgrade kit, the number of charging cycles, the amount of energy supplied and withdrawn during the deployment process and, if applicable, the charging stations and recuperation processes with the read / write unit 113 from the data logger 114 read out and the supply and deployment order 100 via an assignment process 204 assigned. These data are stored in the corresponding user account via the supply and deployment order 73 in the database 40 assigned and are therefore available to the operator for the payment process 38 to disposal.

In addition, when the upgrade kit is removed, the actual period of use is recorded via a recording process 189 with the input / output unit 31 recorded and the supply and deployment order as well as the user account 73 via the assignment process 204 assigned (assignment of user account to supply and deployment order cf. 11 , Order entry and storage process).

Based on the in the user account 73 The information recorded about the type of contract, the number of charging cycles and the amount of energy supplied and withdrawn during the deployment process, as well as the actual deployment period, is provided by the operator via a determination process 206 with the arithmetic unit 92 an invoice amount is determined. For this purpose, the aforementioned information is accessed via a retrieval process 205 with the input / output unit 31 retrieved from the user account stored in the database.

By evaluating the amount of energy supplied to and withdrawn from the upgrade kit during the individual charging and discharging cycles, a total amount of energy consumed can be determined very precisely via a balance, even if the upgrade kit was only partially charged or discharged during use. Since battery cells age due to charging cycles, wear costs can also be taken into account in the invoice amount based on the number of charging cycles.

The invoice amount can also contain additional costs, for example for the installation and removal process and - depending on the selected contract type - a share in the upgrade kit, which are also determined during the determination process and added to a total amount. The entire invoice amount is then recorded and saved 207 with the input / output unit 31 in one invoice 208 recorded, completed with corresponding data from the supply and deployment order or from the user account and stored in the database together with the invoice.

To make billing easier and for reasons of traceability, the invoice is assigned to the supply and deployment order and the corresponding user account in the database via an allocation process 209 assigned and can thus be billed according to a payment agreement between the operator and the vehicle user.

For example, a payment agreement can already be made during the requirements recording process 30th recorded and stored in the user account (cf. 8th ). Alternatively, the payment agreement can only be made during the reservation process 97 recorded and via the order entry and storage process 99 in supply and mission orders 100 as well as in the assigned user account 73 be held.

Billing between the operator and the vehicle user can take place in various ways. One possibility is the billing described below using the device according to the invention. Billing can of course also be done in the conventional way.

To enable the payment process, the invention proposes that the bill via the input / output units 31 and 32 to the vehicle user 10 based on an invoice submission process 210 is transmitted. A release process 211 can for example by a corresponding input via the input / output unit 32 respectively. The invoice receives a release note that is automatically saved in the database.

If there is a direct debit authorization in accordance with the payment agreement, the operator can then initiate a direct debit 212 from a bank account specified in the payment agreement or a prepaid account. With the debit, the invoice is either automatically entered in the database or via the input / output unit 31 recorded as billed.

In this context, the invention indicates that the debiting process can also take place via digital payment systems with cryptocurrencies that are based on cryptographic tools such as blockchains and digital signatures.

Reminder or complaint procedures for invoices not released for payment are not the subject of this invention.

In summary, the payment process 38 during the deployment process 37 actually recorded period of use and that of the data logger 114 The number of charging cycles and the amount of energy read out by the operator via the computing unit 92 calculated invoice amount for both the supply and deployment order 100 as well as the corresponding user account 73 with an invoice 208 assigned and after approval by the vehicle user 10 billed according to a payment agreement between the operator and the vehicle user.

25th shows schematically a method variant for the battery capacity upgrade of an electric vehicle. On the basis of what has been said so far, a method for an at least temporary battery capacity upgrade of at least one electric vehicle has been described, in which one consists of at least one battery module 3 existing base battery 4th with a battery capacity for a range of 150 to 250 km, corresponding to an at least temporary requirement for a range of 250 to 1,000 km through an installation process 11 one of at least one battery module 12 existing upgrade kit 13 is upgraded in the battery compartment (cf. 1 and 2 ).

In other words, in this basic variant mentioned below, the upgrade takes place by comprising at least one battery module 12 existing upgrade kit 13 in addition to the built-in basic battery 4th in the battery compartment 9 is installed. With the basic variant, the basic battery 4th not removed when upgrading, but remains in the electric vehicle.

On the basis of the present representation, a method variant of the basic variant is described in which a modified basic battery 213 with a battery capacity for 150 to 250 km range against a more powerful drive battery 214-A or 214-B is replaced with a larger battery capacity. In this process variant, the basic battery is removed from the battery compartment and instead the more powerful drive battery provided in the buffer station 214-A or 214-B built-in.

In 25th this process variant is shown schematically. In the left part of the buffer station 27 is the one about the expansion process 14th removed modified basic battery 213 and on the right for the installation process 11 Stronger drive battery available 214-A or. 214-B shown. The batteries are in the buffer station each over shots 215 , for example centering pins, added centered. Since the basic battery has already been removed, but the more powerful drive battery has not yet been installed, the battery compartment is 9 in 25th consequently empty.

The basic and process variants differ in the battery concepts. Differences and their effects on the process variant are shown below.

The basic variant has a basic battery 4th and upgrade kit 13 each from at least one battery module 3 or. 12 . Accordingly, there is at least one battery module in the battery compartment before the battery capacity upgrade 3 and then at least two battery modules, namely at least one battery module each 3 and 12 . Housing dimensions, housing shape, number of battery cells, capacity and battery technology of these battery modules are preferably identical from a standardization point of view. With a different number of battery modules attached to the adapter 43 are attached, different total capacities and ranges can be achieved when upgrading. The adapter is either on the underbody 124 or on the main floor 136 or on the side sills 180 attached and takes at least the battery modules of the upgrade kit.

In the process variant, there are modified basic batteries 213 and drive battery 214-A or. 214-B each from exactly one battery module 216 , 217 or. 218 . Since the modified basic battery in this variant is removed and replaced with the more powerful drive battery, there is at most one battery module in the battery compartment 216 or 217 or 218 .

The dimensions of a battery case 319 the modified basic battery 213 and the drive battery 214-A are identical. Despite identical housing dimensions, the drive battery contains 214-A more battery cells corresponding to the larger capacity 219 than the modified basic battery. In contrast to the more powerful drive battery, the battery housing of the basic battery is only partially filled with battery cells.

In other words, the more powerful traction battery 214-A A battery in which the basic battery and upgrade kit are combined in one housing in terms of capacity.

The housing dimensions of the drive batteries 214-A and 214-B are identical in coordinate direction X 'and Y'. A battery housing is located in the coordinate direction Z ' 320 the drive battery 214-B larger than that of the drive battery 214-A and accordingly takes up more battery cells and battery capacity.

The battery capacities of the modified base battery and the more powerful drive battery could be graded as follows, for example: Base battery 150 to 250 km, drive battery 214-A 400 to 600 km, drive battery 214-B depending on a battery compartment size and ground clearance 220 over 600 km, whereby an upper limit should be reached at 1,000 km.

As in 25th shown, the modified basic battery and stronger drive battery are preferably attached to the underside of the floor. Base battery 213 and drive battery 214-A are on the same subfloor 124 arranged, the drive battery 214-B on the other hand on a sub-floor variant 221 with a downward bulge to the higher battery case 320 and is shown here with dashed lines. The depicted shape of the bulge is to be understood as an example.

A mounting flange on the underside 222 with attachment points 185 or. 223 and receiving holes for the recordings 215 is geometrically identical in both cases, so that the sub-floor variant 221 on the vehicle side sills 180 at the same fastening points 224 can be attached like the sub-floor 124 . In addition, both versions of the sub-floor can be handled with the same gripper 17th Grip the flange on the underside and center it. The bulge of the underbody variant 221 is spatially cut out in the gripper accordingly.

Since only one battery module is ever installed or removed in the battery compartment in the process variant, the advantages of an adapter are put into perspective. Nevertheless, from a standardization point of view, a corresponding adapter can also be used here, which is attached either on the underside or on the main floor or on the sills.

The removal process takes place when the batteries are fastened on the underside side as shown here 14th the corresponding battery via a dismantling and installation process 11 via a reassembly of the corresponding sub-floor and, analogously to the basic variant, preferably take place in the human-robot cooperation according to the invention with a compensation process. A pre-assembly analogous to the basic variant of the method is possible, but not necessarily expedient and represents an option. The battery and underbody can be handled as a unit in the supply circuit. This makes repeated pre-assembly unnecessary.

The supply circuit and its control via the device are based on the supply process for the basic variant. Since the more powerful drive battery, unlike the upgrade kit, basically consists of just one battery module, there is no need for picking. Since the basic battery is removed when upgrading the battery capacity according to the process variant, unlike the basic variant, and reinstalled in the vehicle after the upgraded vehicle has been deployed, the modified base battery must be temporarily stored during the deployment process. Compared to the basic variant, this results in an additional supply circuit and control effort for the modified basic battery. A configuration of these supply circuits including their control as well as further process details will hardly cause any difficulties for a person skilled in the art based on the detailed description of the basic variant, so that it will be dispensed with here.

To 25th it is stated that in a method variant of the at least temporary battery capacity upgrade, a modified basic battery 213 consisting of exactly one battery module 216 with a battery capacity for 150 to 250 km range against a more powerful drive battery 214-A or 214-B with greater battery capacity for ranges of up to 1,000 km consisting of exactly one battery module 217 or. 218 is replaced by the modified basic battery according to the needs registration process 30th with the device 16 removed and instead the more powerful drive battery is installed in the battery compartment, the installation process 11 and the expansion process 14th in at least one of the upgrade stations 15th in human-robot cooperation with the balancing process 137-B respectively.

It should be noted that a further method variant to the basic variant can consist in that a basic battery capacity for 150 to 250 km range is permanently installed in a front part of the vehicle (so-called front end) and / or in the rear area. The basic battery capacity can, depending on the space available, be combined in a housing or divided into several battery packs. Fastening in the vehicle can also be designed differently depending on the type.

In this further variant of the method, the battery compartment of the vehicle that has not been upgraded is empty. In addition to the battery capacity in the front or rear, the more powerful drive battery is used for upgrading 214-A or 214-B built into the empty battery compartment. This variant has the advantage that the basic battery does not have to be removed and overall more battery capacity can be accommodated in the vehicle than if only the battery compartment is used.

26th shows schematically a station layout with the device according to the invention 16 in a top view. According to the invention, the at least temporary battery capacity upgrade of at least one electric vehicle takes place 1 via a device 16 , with which a battery capacity of a basic battery installed in the electric vehicle 4th through an installation process 11 one of at least one battery module 12 existing upgrade kit 13 in one on a vehicle underside 8th arranged battery compartment 9 is upgraded (see also description of the 1 and 2 ).

As can be seen from the illustration, the device consists of several components. An arrangement of the components shown here is to be understood as an example and is intended to convey a basic structure of the device.

According to the illustration, the device comprises 16 at least one upgrade station 15th , at least one database 40 with a database management system 93 , at least one processing unit 92 , at least one input / output unit connected to the database 32 for a vehicle user 10 , at least one input / output unit connected to the database 31 for an operator of the device, at least one read / write unit connected to the database 76 for the acquisition of an ID tag attached to the battery module 77 , at least one read / write unit connected to the database 113 for recording at least one from a data logger 114 recorded upgrade kit charging process, at least one supply device 225 to supply the installation process with the upgrade kit, at least one handling device 226 for the installation process and, in the case of temporary upgrading, also for an expansion process 14th and at least one vehicle mount 120 for receiving and pre-positioning the vehicle in a position that is accessible to the handling device from the underside of the vehicle.

In addition, the device can include further components not shown here, for example a car wash for underbody cleaning as well as personal protection devices for human-robot cooperation (safety PLC, protective fences, light barriers, force sensors, surveillance cameras, etc.).

In addition, as shown, at least individual components, for example input / output units 31 and 32 , Handling device 226 , Vehicle recording 120 , Buffer station 27 and read / write unit 76 also be present several times in the device. In this way, the needs of several vehicle users can be recorded, several electric vehicles can be upgraded at the same time and battery modules as well as supply and deployment orders can be based on the 3 and 12 control and track the explained supply cycle.

In addition, the device can comprise several regionally or supra-regionally distributed upgrade stations at different locations, each station having a structure similar to the present station layout or only containing parts of the device. The stations of the different locations can in turn be networked with one another for data purposes. With a network of different locations, short journeys can be realized.

In addition, nationally distributed stations can help each other out in the event of temporary demand peaks via their respective inventory and thus avoid the occurrence of Supply bottlenecks, for example due to a regional holiday start, contribute.

An IT infrastructure of the device can accordingly have one or more databases 40 include. Results of the planning process 33 are stored in a central database, for example, while location-specific information, such as supply and deployment orders, can also be managed via decentralized databases.

In this context, the database management system can be set up in such a way that the upgrade station shown here 15th can also access decentrally managed data from other upgrade stations. In addition, data relevant to the recording of needs and billing, for example user accounts 73 and bills 208 also be recorded redundantly in several decentralized databases. In this way, a blockchain can be used for reliable authentication of an identity of a vehicle user, for example during the needs registration process 30th , as well as for the secure processing of the payment process 38 Realize via cryptocurrencies.

Since the function of the device components shown here is largely evident from the process description (cf. 1 to 25th ), the following only deals with the components that cannot be found there or for which additional information is available.

The handling device 226 For the installation process and for the temporary upgrade, also for a removal process, a scissor lift table arranged under the electric vehicle can be used (cf. 46 in the US 2017/0259675 A1 ). This handling device can be adjusted accordingly 31 of the present invention.

Handling devices of this type are completely sufficient for a standard service with low requirements for the speed of the upgrade, but not for an express service. This express service can best be implemented with a human-operated industrial robot as a handling device. The possibility of automatic operation of the robot via the controller is dispensed with with regard to workshop use. The only task of the controller is to simulate a guide based on the principle of a mechanically acting backdrop. As a result, operation is at least as easy as that of a handling device, with higher precision, improved ergonomics and maximum time savings at the same time.

The device is accordingly 16 according to the invention characterized in that at least one handling device with a gripper 18th for the upgrade kit and / or with a gripper 17th for a dismantled sub-floor 124 equipped industrial robot 19th with which the respective gripper can be operated via a manual control unit 21st one with the database via a data interface 227 connected controller 22nd in human-robot cooperation along a trajectory given by the controller 23 is positioned for the installation or removal process, with a compensation unit on the gripper 26-A or. 26-B to compensate for a positional deviation 24 of the vehicle to a target position 25th is arranged.

The functionality of the human-guided robot is detailed in the 1 and 2 and 13 to 20. There is also an explanation of the compensation process according to the invention via the compensation unit 26-A or. 26-B as well as a purpose of the data interface 227 (please refer 13 , automatic loading 119 the trajectory).

The upgrade station 15th in 26th shows a layout with a human-guided robot. This version is particularly suitable for an express station. On the other hand, simple handling devices based on 31 can be used.

At this point it is pointed out again that the robot can also be operated in automatic mode in conjunction with appropriate personal protection devices, provided the operator of the device attaches importance to this.

Before the utility 225 is described it can be stated that the device 16 for an at least temporary battery capacity upgrade of at least one electric vehicle 1 , with which a battery capacity of a basic battery installed in the electric vehicle 4th through an installation process 11 one of at least one battery module 12 existing upgrade kit 13 in one on a vehicle underside 8th arranged battery compartment 9 is upgraded, at least one upgrade station 15th , at least one database 40 with a database management system 93 , at least one processing unit 92 , at least one input / output unit connected to the database 32 for a vehicle user 10 , at least one input / output unit connected to the database 31 for an operator of the device, at least one read / write unit connected to the database 76 for the acquisition of an ID tag attached to the battery module 77 , at least one read / write unit connected to the database 113 for an acquisition of at least one of one Data logger 114 recorded upgrade kit charging process, at least one supply device 225 to supply the installation process with the upgrade kit, at least one handling device 226 for the installation process and, for temporary upgrading, also for an expansion process 14th and at least one vehicle mount 120 for receiving and prepositioning the vehicle in a position that is accessible for the handling device from the underside of the vehicle and is characterized in that at least one of the handling devices has a gripper 18th for the upgrade kit and / or with a gripper 17th for a dismantled sub-floor 124 equipped industrial robot 19th is with which the gripper during the installation or removal process via a manual control unit 21st one with the database via a data interface 227 connected controller 22nd in human-robot cooperation along a trajectory given by the controller 23 is positioned, with a compensation unit on the gripper 26-A or. 26-B for a compensation process for a positional deviation 24 of the vehicle to a target position 25th is arranged.

The following refers to the utility 225 received, with which the battery modules are provided from a stock of the operator for the installation process and fed back to this after an operation process. For this purpose, the supply facility contains everything needed to carry out the supply process 36 required device components. The supply process has already been carried out using 12 described. The corresponding device components and their function are also listed there. In 26th the supply device including a possible arrangement of the associated components is shown.

The utility 225 accordingly comprises at least one storage station 103 with a storage device 102 and an electric charger 116 for bidirectional charging of the battery modules 12 during a storage period, at least one preparation station 108 with at least one electrical charging device 109 for unidirectional charging of the upgrade kit before use in the vehicle, at least one processing station 111 for an upgrade kit test and preparation after use, at least one buffer station 27 with a centering mount 215 for the upgrade kit and / or the dismantled underbody arranged next to the handling device, and at least one means of transport 105 or transport aids for transporting the upgrade kit between the storage station and the buffer station.

The battery modules can be stored in a decentralized and / or centralized manner. With decentralized storage, at least some of the sites have their own storage station. With central storage, the respective upgrade station does not have its own or only a small warehouse. Instead, it is supplied via a centrally located storage station shared by several locations. A mixed form of centralized and decentralized storage could represent a good compromise.

According to the description too 12 The location of the battery modules is tracked as part of the inventory recording and monitoring process in that during the removal and picking process, transport process, preparation process, provision process, installation process, removal process, preparation process and storage process, an identification data carrier attached to the battery module is repeated 77 via the read / write unit 76 is captured.

The storage station is accordingly 103 , the prep station 108 , the processing station 111 and the buffer station 27 for capturing the ID tag attached to the battery module 77 each with the read / write unit 76 fitted.

In this way, transparency about the actual inventory or inventory in circulation can be achieved and a certain battery module can be found again.

In a particularly advantageous embodiment of this invention, there is also an input / output unit in each of the storage, preparation, processing and buffering stations 31 . In this way, a run of a supply and deployment order, with which the supply circuit is controlled with the aid of the supply device, can be tracked by the operator. This is particularly advantageous when different employees are responsible for the individual processes and the individual workstations are far apart.

To 8th can be the input / output unit 31 of the operator can be, for example, a PC with a keyboard or mouse, monitor and printer, a laptop, a terminal or a mobile phone with computer functionality (smart phone) networked with the database. For the input / output unit 32 of the vehicle user applies accordingly. A computer console of a navigation device installed in the electric vehicle is also suitable as an input / output unit 32 . The connectivity of the input / output units is crucial 31 and 32 to the database 40 via the database management system 93 . A data exchange between the input / output unit and the database or database management system can take place in a wired or wireless manner and be supported by a program (application software, “app”). The task of the program is to create a To facilitate communication of the vehicle user or the operator with the database via the input / output units and the database management system and has a graphical user interface for this purpose 324 or 325 With windows, dialogs and menus for processing entries for the following processes in the supply cycle 29 (see. 3 ): Demand recording process 30th , Planning process 33 , Management process 34 , Disposition process 35 , Supply process 36 , Installation process 11 , Deployment process 37 , Removal process 14th and payment process 38 .

Graphic user interfaces are state of the art in information processing, so that their structure and mode of operation do not need to be further elaborated at this point. New within the scope of the present invention is a user interface for the o.g. Operations. The sequence of these processes and the associated data flow emerge from the process description. It should therefore be possible for a person skilled in the art to program appropriate windows, dialogs and menus of a user interface. The user interface for vehicle users and operators can be structured differently.

An example of a user interface 324 the input / output unit 32 of the vehicle user is in detail Z1 shown. The user interface is via a display 326 the input / output unit is displayed and here asks the vehicle user to make appropriate entries for the needs recording process. As can be seen, the vehicle user's access can be limited to some of the above-mentioned processes.

In addition to the features of the device according to the invention already recorded above, it is fixed that the input / output units 31 and 32 a graphical user interface 324 or 325 for processing inputs from the vehicle user or the operator for a needs recording process 30th , Planning process 33 , Management process 34 , Disposition process 35 , Supply process 36 , Installation process 11 , Deployment process 37 , Removal process 14th and payment process 38 of the upgrade kit 13 have, with the user interface 324 for the vehicle user can be limited to a part of these processes.

In this context, it should be noted that at least the input / output unit 32 one of the vehicle users has a smartphone with application software for information exchange between the vehicle user and the database 40 via the database management system 93 as well as between the vehicle user and the operator of the device.

Programming appropriate application software with the functionality disclosed in the description of the method and with a graphical user interface will hardly cause any difficulties for a person skilled in the art.

27 shows schematically the vehicle mount 120 in the form of a lifting platform in a side view. The electric vehicle becomes with the vehicle recording 1 in a stable area provided for this purpose on the underside of the vehicle 8th included and in one for the robot 19th with the gripper 17th or 18th Raised position accessible from below. Wheels and suspension therefore have no influence on the positional accuracy of the vehicle, in particular if pressure is exerted on the underside of the vehicle during the installation process (see FIG 13 ).

A lifting platform, for example, which is already available in service workshops, is suitable as a vehicle mount. It goes without saying that accessibility to the underside of the vehicle can also be created via a ramp or a hall with two storeys or a pit, but the vehicle is then on wheels, which is not necessarily of the above-mentioned reasons for the method described above Advantage is. Therefore, a device with a lifting platform is preferred.

However, accurate positioning of the vehicle in relation to the robot can hardly be achieved even with a lifting platform. In practice there is a positional deviation 24 of the programmed target position 25th of the vehicle are several centimeters. Due to the compensation process according to the invention with the compensation unit 26-A or. 26-B Positional deviations in the centimeter range in relation to the coordinate directions X and Y of the reference coordinate system are not a problem and are compensated for using the compensation process (see 18th to 20th ).

A positional deviation in the coordinate direction Z can, however, become a problem if the installation height H of the underside of the vehicle is provided during the programming process of the trajectory 8th when the vehicle is raised due to inattention. During the installation or removal process, a collision with corresponding damage to the vehicle can then occur.

To prevent that, the invention proposes a lifting platform 228 with at least one with the controller 22nd Limit switches connected via a signal line or a wireless connection 229 in front. Only when the installation height H provided during the programming process is at least reached and the limit switch gives a corresponding signal the control gives up, the manual control unit becomes 21st released via the control for operation by the employee. Otherwise there is a positioning process 125 , 126 or 134-A prevented via the manual control unit on the control side.

The vehicle recording 120 A lifting platform is therefore required for picking up and pre-positioning the vehicle 228 with at least one with the controller 22nd connected limit switch 229 , wherein the limit switch is arranged at an installation height H provided for the installation process and, when the installation height is reached, a signal is sent to the controller for a release of the manual control unit 21st for a positioning process 125 , 126 or 134-A of the robot on the underside of the vehicle 8th gives.

28 shows schematically the gripper 18th for the upgrade kit. Some components of the gripper and their function have already been explained in the description of the process. The description of the procedure, in particular the comments on the 13 , 19th , 20th , 22nd and 23 are therefore to be regarded as applicable documentation for the device in the following.

If one compares this figure with 19th , function-relevant features have been added to the gripper, which are not listed there for reasons of clarity.

In particular, the gripper now has an additional pressure plate 236-A with printing cylinders 164-A. The task of the pressure cylinders is to provide a support or pressure process via the pressure plate 135 provide the required contact pressure. Further new features are end position sensors 170 , Interface 231-A for a gripper change and actuator 235-A for one after the balancing process 137-A carried out reset of the gripper.

The gripper shown here essentially consists of a base body 176-A that is through the interface 231-A changeable on the robot 19th is attached, a movable component 175-A that have a mechanical tolerance compensation unit 233-A the compensation unit according to the invention 26-A is movably connected to the base body and the pressure plate 236-A , on top of which a gripping / centering unit 129 to accommodate a battery module 12 or an upgrade kit 13 is arranged.

The compensation unit 26-A for the adjustment process 137-A , which in the version shown here also have actuators 235-A for a reset of the gripper after the balancing process is based on the basic structure with the in 29 explained execution 26-B identical. Concerning. a detailed description is therefore given on 29 referenced.

The gripping / centering unit 129 consists of a parallel gripper with gripper jaws 237-A . To a battery module 12 or an upgrade kit 13 pick up and center to the gripper, the gripper jaws move during the gripping and centering process 130 synchronously towards each other.

Parallel grippers are available in various designs and are state of the art, so they will not be discussed in more detail here.

In the printing cylinder arrangement shown here between the printing plate 236-A and moving component 175-A the gripper comprises at least two pressure cylinders. Alternatively, the pressure cylinder can be between the interface 231-A and the main body 176-A be arranged of the gripper. In this case, only one printing cylinder is required.

With the help of a pressure sensor 202-A the respective cylinder pressure is recorded, monitored and regulated during the supporting or pressing process. Commercially available piezo elements, for example, are suitable for this. The pressure sensors enable during the installation process 11 a controlled, force-regulated latching of the locking and unlocking unit attached to the battery module 166 on the adapter and also a safety mechanism during the removal process 14th .

By the pressing process during the installation process 11 preferably via the force-controlled pressure cylinder and not directly via the robot, excessive force on the underside of the vehicle, the upgrade kit and the adapter and thus damage are prevented.

By monitoring the cylinder pressure during the removal process 14th can also achieve that the unlocking process 195 in the case of the adapter arranged on the main floor or sill side, this can only take place via the manual control unit after the control has detected correct support of the upgrade kit via the pressure sensor system. This avoids uncontrolled unlocking and thus a risk to employees from falling battery modules (cf. 23 ).

Permanent cylinder pressure monitoring also contributes to personal protection in human-robot cooperation, in that a sudden increase in pressure due to human contact is recognized by the controller and the movement of the gripper is then stopped.

Via the end position sensors 170 becomes during the installation process 11 also recorded for safety reasons whether all battery modules in the adapter are correct are engaged before the supporting or pressing process 135 finished and the gripper is removed from a workspace of the worker for manual screwing. The end position sensors monitor a position of the bolt 165 the battery module-side locking and unlocking unit 166 . The end position sensors are connected to the control and can either be arranged on the battery module or on the gripper side.

In the case of an arrangement on the battery module side, a cable connection to the control is inexpedient. The invention therefore proposes in this case a wireless connection via a transmitting / receiving unit 230-A to be used, which is either stationary or, as shown here, arranged on the gripper side.

In the case of an arrangement on the gripper side, on the other hand, a fixed cable connection to the control is possible, which is much easier and cheaper to implement.

In the arrangement shown here on the gripper side, the end position sensors are on the driver 197 attached or in the driver actuation unit 199 integrated.

As in 23 explained, the driver is used during the removal process 14th to unlock the groove in the adapter side 167 latched latch 165 .

If the bolt is not properly engaged in the groove, the driver that moves over the in 23 shown driver mount 198 is coupled to the spring-loaded bolt, despite the restoring force of the spring 168 does not return to its original position. The control accordingly receives no signal from the end position sensors on the driver or in the driver receptacle that the end position has been reached.

Finally it is noted that the gripper 18th for the upgrade kit 13 a gripping / centering unit 129 for centered gripping of the upgrade kit, at least one force-controlled pressure cylinder 164-A with one with the controller 22nd connected pressure sensors 202-A for a controlled, via a pressing process 135 latching of a locking and unlocking unit attached to the battery module with the gripper 166 in a groove 167 an adapter 43 , a limit position sensor connected to the control 170 for a control-side check of the locking and the compensation unit 26-A to compensate for the positional deviation 24 contains and also a transmitter / receiver unit 230-A for a wireless connection with the control and at least one driver ( 197 ) with a driver actuation unit ( 199 ) for unlocking the locking and unlocking unit during the removal process ( 14th ) may contain.

29 shows schematically the gripper 17th for the sub-floor. Based on the structure of the gripper 18th insists the gripper 17th essentially from a base body 176-B that is through the interface 231-B changeable on the robot 19th is attached and a movable component 175-B that have a mechanical tolerance compensation unit 233-B the compensation unit according to the invention 26-B is movably connected to the base body and on which a pressure plate 236-B with a gripping / centering unit 131 is appropriate.

the interface 231-B on the gripper 17th can be an automatic gripper change interface, so that the upgrade kit 13 and the sub-floor 124 in connection with a gripper change can be handled with the same robot. To make use of this possibility, the interface 231-A on the gripper 18th also designed as an automatic gripper change interface. By actuating the automatic gripper change interface with the manual control unit 21st let gripper 17th and 18th alternately pick up and use by the robot. When not in use, the corresponding gripper is placed within reach of the robot, for example in the buffer station.

The gripping / centering unit 131 exists with the gripper 17th from a centering gripper 183 and another centering unit 161 , so includes opposite the gripper 18th an additional centering function.

The centering gripper 183 for centering the underbody to the gripper, the structure of the gripper 18th used gripping / centering unit 129 correspond, ie a parallel gripper can be used, the geometry of which, however, can be different. This applies in particular to the gripper jaws 237-A or. 237-B that are matched to the sub-floor or battery module to be gripped.

For the centering unit 161 is available with the gripper 17th no corresponding counterpart. Centering takes place there via a centering slope on the battery module (cf. 19th ).

Task of the centering unit 161 is a centering of the gripper to the vehicle side rocker panels 180 . The centering takes place within the framework of the mechanical tolerance compensation 157-B (please refer 20th ). In the version shown here, there is the centering unit 161 from swing clamps attached to the outside of the gripper with mirror symmetry on the left and right 182 , each with a swivel mechanism 238 on the vehicle side sills 180 be brought to the facility.

The swing clamps can, as shown with solid lines, either both be arranged on an outer side of the respective rocker or, as shown with dashed lines, both be arranged on an inner side of the respective rocker.

Alternatively, both swing clamps can be assigned to either a left or a right rocker and consequently be attached asymmetrically to the gripper, a swing clamp being brought to bear on the outside and a swing clamp on the inside of the rocker.

Damage to the painted outer side of the sill can be avoided by using protective caps or by sticking protective tape on the sill.

The swing clamps are preferably brought into contact with the sill in a force-controlled manner. The swivel mechanism consists, for example, of pneumatically operated servo swivel cylinders. One way in which the swing clamps work is in 20th described.

The version of the centering unit shown here 161 is to be understood as an example. Instead of the swing clamp, other mechanisms can also be used to implement the centering unit. For example, a parallel clamp can be used in the same way as the centering gripper 183 are used. In addition, the centering unit 161 and centering gripper 183 be combined in one unit with two separately controllable centering functions.

The centering unit is effective for mechanical tolerance compensation 157-B with the compensation unit according to the invention 26-B together. The structure of the compensation unit described below 26-B can be attached to the compensation unit 26-A transfer.

The compensation unit 26-B consists of a measuring device 232-B for one based on the 18th and 19th described measuring process 150 as well as a mechanical tolerance compensation unit 233-B for the based on 20th explained mechanical tolerance compensation 157-B . For example, at least one camera can be used as the measuring device 153 or at least one fork light barrier 154 can be used. Central component of the mechanical tolerance compensation unit 233-B is the swimming unit 158-B , whose basic structure and function are also based on 20th was explained.

Corresponding 20th the swimming unit consists of at least one linear guide arranged in a compensation direction 234-B with two on the moving component 175-B attached slide 177-B with a guide rod 178-B . The guide rod is in holders at its ends 179-B fixed, each on the base body 176-B of the gripper are attached. The sleigh 177-B are slidably mounted on the guide rod, so that the component 175-B of the gripper can move freely in the direction of the coordinate axis Y 'as the compensation direction. The mobility in Y 'is indicated by a double arrow on the component 175-B marked.

In principle, commercially available linear guides can also be used for the floating unit.

The gripper preferably has two of these floating units for Y ', which are spaced from one another in the direction X'.

At this point it should be noted that the gripper can have additional floating units, not shown here, for additional compensation directions in X 'and Z' and for corresponding angles around the coordinate axes X ', Y' and Z 'to avoid any positional deviations or orientation errors of the vehicle in space.

The swimming unit shown here also contains two, but at least one lock 159-B , with which the linear guide can be locked.

For example, a locking device can be used on the manual control unit 21st Operable brake into account, the mobility of the slide in the locked state 177-B prevented by friction along the guide rod via a clamp (see 20th ). Only when the lock is released via the hand control unit 21st lets the component 175-B of the gripper for the purpose of mechanical tolerance compensation between the gripper and the vehicle in the compensation direction Y '.

Alternatively, as shown here, locking can also be implemented using double-acting cylinders. It is locked by applying pressure to both sides of the cylinder piston. This firmly clamps the piston. This design has the advantage that the respective cylinder doubles as an actuator 235-B can be used.

The swimming unit contains at least one actuator, but preferably two actuators as shown. The actuator shown here 235-B also takes over the function of the slide 177-B , ie the actuator is slidable on the guide rod 178-B stored. In a particularly preferred embodiment, two of these rods are arranged in an X'-Y 'plane mirror-symmetrically to the cylinder of the actuator.

The movable component can be activated by applying a corresponding action to a piston side of the actuator 175-B Move specifically forwards or backwards in coordinate direction Y '. In this way, a mechanical tolerance compensation 157-B resulting offset of the moving component 175-B to the base body 176-B returned to an initial position and thus a reset of the gripper can be carried out.

• Der Greifer 17 für den Unterboden 124 enthält eine Greif-/Zentrier-Einheit 131 bestehend aus einem Zentriergreifer 183 für ein Greifen und Zentrieren des Unterbodens zum Greifer und einer weiteren Zentrier-Einheit 161 für ein Zentrieren des Greifers zum Batteriefach 9, mindestens einen kraftgeregelten Druckzylinder 164-B mit einer mit der Steuerung verbundenen Drucksensorik 202-B für einen kontrollierten Stütz- bzw. Andrückvorgang 127 des Unterbodens bei einem De- bzw. Remontagevorgang und die Ausgleichseinheit 26-B für den Ausgleich der Lageabweichung 24.

To the gripper 17th and in addition to the gripper 18th the following can be stated:

• The gripper 17th for the sub-floor 124 contains a gripping / centering unit 131 consisting of a centering gripper 183 for gripping and centering the sub-floor with respect to the gripper and another centering unit 161 for centering the gripper to the battery compartment 9 , at least one force-controlled pressure cylinder 164-B with a pressure sensor connected to the control 202-B for a controlled supporting or pressing process 127 of the underbody during a dismantling or reassembly process and the compensation unit 26-B to compensate for the positional deviation 24 .

The respective gripper 17th or. 18th is through an interface 231-A or. 231-B with the robot 19th connected, which can be an automatic gripper change interface, so that the upgrade kit 13 and the sub-floor 124 can be handled with the same robot in connection with a gripper change.

The compensation unit 26-A or. 26-B comprises a measuring device 232-A or. 232-B from at least one camera connected to the controller 153 or at least one with the controller 22nd connected fork light barrier 154 can exist, and a mechanical tolerance compensation unit 233-A or. 233-B consisting of at least one swimming unit 158-A or. 158-B for a possibility of movement in at least one compensation direction Y '.

The swimming unit 158-A or. 158-B consists of at least one linear guide arranged in a compensation direction Y ' 234-A or. 234-B , at least one actuator 235-A or. 235-B for a reset of the swimming unit to an initial position carried out after the equalization and at least one via the manual control unit 21st releasable lock 159-A or. 159-B and connects you via the interface 231-A or. 231-B base body connected to the robot 176-A or. 176-B of the gripper can be moved in the compensation direction with the respective gripping / centering unit 129 or. 131 .

30th shows schematically a combination gripper. According to the illustration, grippers 17th and 18th to a combination gripper 239 be summarized so that the upgrade kit 13 and the sub-floor 124 can be handled with the same robot.

How to do the 28 and 29 removes, have grippers 17th and 18th different gripping / centering units 129 or. 183 with different gripper jaws 237-A or. 237-B . Otherwise, the structure can be identical, apart from the dimensions, so that the combination gripper is based on the larger gripper 17th can be realized.

In order to be able to alternately handle both the upgrade kit and the sub-floor with the same gripper, the combination gripper contains both gripping / centering units 129 and 131 . According to the statements about 29 the gripping / centering unit exists 131 also here from centering gripper 183 and additional centering unit 161 .

So that the gripping / centering units 129 and 183 do not interfere with one another, they are, viewed in the Y 'direction, either attached next to one another for alternating actuation or to form a combined gripping / centering unit 240 with combi gripper jaw 241 summarized, which, due to their jaw geometry, enables both the upgrade kit and the underbody to be gripped one after the other.

31 shows schematically an alternative embodiment of the handling device 226 for the installation process and for the temporary upgrade also for the removal process in a side view. In 26th it was shown that the installation and removal process can also be carried out with handling devices of a simple design, for example mechanical scissor lift tables (see prior art 46 in the US 2017/0259675 A1 ).

The difficulty in upgrading with simple equipment is basically its exact positioning in relation to the battery compartment on the underside of the vehicle. The high weight of the upgrade kit causes inertia and frictional forces, making manual positioning more difficult.

In the present figure is a particularly preferred embodiment of the handling device 226 in the form of a mobile lifting unit, with which the upgrade kit can be positioned and lifted exactly under the underside of the vehicle despite its high weight.

Based on the compensation units 26-A and 26-B for the human Robot cooperation, the basic idea here is also to use a compensation unit.

In contrast to human-robot cooperation, in which the robot is fixedly attached to the floor, the handling device shown here must be mobile. This is necessary because the handling device for picking up or setting down the vehicle cannot remain under the vehicle by means of a lifting platform. Because the compensation unit is not just the positional deviation 24 of the vehicle, but also a positioning tolerance of the handling device, increase compared to the compensation units 26-A and 26-B the requirements for tolerance compensation A compensation unit with mechanical floating units as with the compensation units 26-A and 26-B appears too complex for a manual adjustment process. In addition, friction would make the balancing process unnecessarily difficult. The task is therefore to propose a manually easy-to-use, low-friction compensation unit for heavy loads.

According to the invention, this object is achieved by a compensation unit 26-C solved with an air cushion. Air cushions are used in various areas of technology to move heavy loads and are particularly low-friction.

The compensation unit 26-C is attached to an upper side of the handling device and consists of a base body 242 and a plate-shaped component lying loosely thereon 244 for holding the upgrade kit or underbody. The movable component is preferably implemented in a lightweight construction, for example in aluminum, and via a floating mounting by means of air cushions on the base body 242 stored. The air cushion enables rotations and shifts of the component 244 in an X'-Y 'plane.

The air cushion is over at least one, but preferably over a plurality of rubber cups 243 generated, the required number can be determined in a simple manner via the weight to be taken. The rubber cups are over cables 248 connected to a compressed air supply. The compressed air supply is either external or via an internal compressed air unit in the handling device 249 .

With an external compressed air supply, the handling device is operated via a compressed air hose 250 and the compressed air interface 251 connected to a stationary compressed air network of the upgrade station. The handling device contains a compressed air reservoir for pressure stabilization 252 .

A compressed air unit inside the handling device eliminates the need for a hose connection, but increases the costs and weight of the handling device. The advantage is greater flexibility. The compressed air unit 249 includes a pump 253 with a pressure control, the compressed air reservoir 252 and a rechargeable battery to power the pump 254 and is preferably arranged in a lower part of the handling device.

The compressed air supply for the air cushion of the compensation unit can be via a pneumatic valve 255 can be switched on or off. If the compressed air supply is switched on, it forms over the rubber cups 243 on a bottom of the component 244 an air cushion and lifts the component 244 on. The air cushion ensures an almost frictionless floating mounting of the component 244 so that the component 244 with little effort relative to the base body 242 can move in the X'-Y 'plane.

In the embodiment of the handling device described here, the upgrade kit is preferably attached on the underbody side, ie installation and removal take place within the framework of the underbody reassembly or dismantling. The sub-floor is based on the moving component 244 about a recording 256 , formed for example from centering pins, received and laterally in the Y 'direction with a fastening flange over the compensation unit and the base body. This provides access to the fastening points during the dismantling or reassembly process 185 guaranteed on the underbody. This also ensures that the sub-floor can be picked up laterally with rollers on a roller conveyor during the storage and retrieval process. This simplifies a transfer to the storage device.

To align the movable component with the underside of the vehicle, the component 244 one or more laser pointers 257 be attached, with which reference points can be located on the underside of the vehicle. This simplifies precise alignment of the underbody to the vehicle.

After alignment, the compressed air supply to the compensation unit is switched off and the component 244 descends on the main body. This fixes the orientation to the vehicle. If necessary, mechanical fixings can also be attached to the compensation unit.

As you can see from the illustration, the component is 244 smaller than the main body 242 and has a gap to the base body 258 over which there is a freedom of movement of the component 244 can be limited in the X'-Y 'plane. The component 244 can be done either by hand or via actuators 259 be moved. In the simplest case, the actuators are adjusting screws.

The compensation unit is via at least one lifting cylinder 245 with a subordinate 246 of the handling device connected. Instead of lifting cylinders, other lifting mechanisms, for example a mechanical scissor lifting unit, can also be used.

According to the illustration, the handling device has at least two, but preferably four, lifting cylinders, which are preferably designed as telescopic cylinders and allow the handling device to be adjusted in height. A portion of the lift cylinder is made up of a bellows 260 shielded.

It goes without saying that the lines 248 for the compensation unit for the purpose of height adjustment are flexible, for example designed as spiral hoses.

The lifting cylinders are via lines as shown 261 and a common pneumatic valve 262 connected to the compressed air supply. The cylinders can be extended or retracted in the Z 'direction via the valve. During the installation or removal process, the underbody with the cylinders is raised into the dismantling or reassembly position and supported during the work to be carried out on the underside of the vehicle.

Alternatively, the lifting cylinders can each be controlled via their own valve, so that deviations in parallelism of the compensation unit with respect to the underside of the vehicle can be compensated for.

As you can see from the illustration, the handling device has additional rubber cups on the underside of the base 247 on that with the compressed air supply via lines 263 with pneumatic valve 264 are connected and the number of which in turn depends on the weight. In this way, the handling device can be moved very easily and with little friction by hand on a floor of the upgrade station via a second switchable air cushion and positioned under the vehicle. After a desired position is reached, the compressed air supply is via the valve 264 interrupted and the handling device lowers to the floor, whereby a position is fixed.

In a particularly preferred embodiment, the handling device also has a central operating unit 265 for the pneumatic valves and, if necessary, for the compressed air unit. In addition, other handling aids such as handles 266 be attached so that the handling device can also be used as a means of transport for the upgrade kit.

In further embodiments of the invention, the handling device with an additional friction wheel drive and a corresponding control could be designed as an autonomously driving means of transport.

It is noted that the device has at least one other handling device 226 which can contain a mobile lifting unit with an air-cushion-mounted compensation unit arranged on an upper side 26-C whose compensation unit consists of a base body 242 with at least one rubber bowl 243 and a plate-shaped component lying loosely thereon 244 with a holder for the sub-floor 124 or for the upgrade kit 13 exists and at least one lifting cylinder 245 as a lifting unit with an air-cushioned subframe 246 is connected, which on a bottom side via at least one rubber cup 247 is air-cushioned.

32 shows schematically the upgrade kit 13 for an at least temporary battery capacity upgrade in a 3D view. According to the invention, the battery capacity is upgraded by installing an upgrade kit consisting of at least one battery module. The upgrade kit 13 preferably consists of uniform battery modules 12 , whereby a number of battery modules can vary according to a battery compartment size and a range requirement.

In the example shown here, the upgrade kit consists of three rechargeable battery modules. Each battery module has its own battery module housing 200 with interfaces to the vehicle. The battery module housings can be connected to one another in the longitudinal direction, ie in the coordinate direction X ', to form a preassembled unit. For this purpose, the individual modules are, for example, via through holes with threaded rods 273 or screwed together via flanges. The housings are, as in 32 shown, preferably cuboid with lateral or in corners of the battery module arranged recesses 287 that as shots 61 for attachment to an adapter 43 are trained (see also 33-a and 35-a to 35-g). The adapter acts as a coupling device for coupling the interfaces to the vehicle.

Alternatively, the battery module housings, as in 33-b and 33-c shown, also have a contour adapted to the battery compartment, the at least locally a thickening in the area of a Contains tunnels and / or a recess for a cross member in the battery compartment.

In addition, the battery module housings can contain housing reinforcements (not shown here) in the form of a frame or lattice structure in order to ensure battery protection in the event of a vehicle crash. Alternatively, the adapter can also be configured accordingly (see explanations for 36-a and 36-e ).

Each battery module housing can contain one or more cell modules, which in turn contain a plurality of battery cells 219 which are interconnected in such a way that the battery voltage and amount of energy required for driving the vehicle are available after an electrical charge. Alternatively, the cells can also be accommodated and interconnected directly in the battery module housing without being bundled to form cell modules.

In purely electric vehicles, battery voltages in the high-voltage range are used, ie the voltages can be 400 V and more. In order to realize these voltages, a number of battery cells corresponding to the cell voltage is connected in series. For example, if the cell voltage is 3.5 volts, the output voltage will be 400 volts 115 Cells connected in series. In order to be able to store enough electrical energy for the drive, several series connections of battery cells are connected in parallel to one another. This increases the storage capacity when charging the drive battery. A battery manager integrated in the battery module 274 takes on a charge equalization of the individual cells in the cell network.

According to the state of the art, battery cells for traction batteries in electric vehicles are predominantly round cells, i.e. cylindrical. In addition, pouch cells are known in which, due to their design, higher energy densities can be achieved. Prismatic cells are of little importance as traction batteries due to their low energy density. Both round and pouch cells are currently usually based on on a lithium-ion technology, which i.a. is also used in notebooks and other mobile devices and includes lithium polymer cells as a special design.

Furthermore, developments for increasing the performance of traction batteries are known from the prior art. Examples are battery cells in stack construction (so-called Embatt technology for ranges up to 1,000 km, source: Fraunhofer-Gesellschaft) and solid-state batteries. The stack construction should mainly display higher energy densities, while solid batteries can also be used to achieve higher energy densities, shorter charging times and more safety.

It is assumed below that, in principle, any battery technology available for battery-electric vehicles, in particular one of the aforementioned technologies, can be built into the battery modules according to the invention. The claims to the present invention accordingly do not relate to the battery or cell technology used, but rather to interfaces on the battery module housing, their design features including connection to the vehicle and aspects of standardizing the modules and interfaces. The focus here is on aspects that enable the at least temporary battery capacity upgrade in human-robot cooperation to enable the modules to be installed and removed as quickly and reliably as possible and logistical control of the modules in the supply cycle.

In the following, standardization features are listed first. Since the temporary battery capacity upgrade is carried out with an inventory of battery modules in a cycle and the logistics effort during the upgrade thus depends on a variety of variants of the battery modules, standardization takes place according to the invention at the battery module level. In addition, as mentioned at the beginning, standardization at cell module level can take place inside the battery modules. However, this has no influence on the logistics outlay for the upgrade, so this aspect is irrelevant with regard to the requirements.

It seems particularly advantageous if the upgrade kit consists of the same battery module as the basic battery 4th . Due to the identical design of the battery modules 3 and 12 cost savings can be achieved and electrical compatibility with one another and with an electrical interface 45 can be reached in the vehicle. Since the basic battery according to the invention only has a battery capacity for 150 to 250 km range and the battery capacity is increased to 250 to 1,000 km range with the upgrade kit, this means that the upgrade kit preferably consists of one or more identical battery modules with a range of 150 to 250 km each consists. A basic battery for 250 km can thus be upgraded to a range of 1,000 km by additionally installing an upgrade kit consisting of three standardized battery modules.

The division of the additional battery capacity over several modules enables flexible upgrading of the basic battery. Depending on the size of the battery compartment and the additional range required, more or less additional battery modules are simply installed in the vehicle. The Battery modules are preferably of the same size, have uniform interfaces and, in addition, have an identical electrical structure with the same cell type.

Within a series of the same vehicles, identical dimensions, interfaces and electrical structure can undoubtedly be implemented by a specialist without any problems. In the case of a vehicle spectrum with different vehicles, differently sized battery compartments and different electric drives, these can only be implemented to a limited extent. It is easy to imagine that the battery compartment sizes of an SUV can differ significantly from that of a small or compact car.

In order to take this into account, the invention proposes classifying the range of vehicles to be upgraded according to a battery compartment size, assigning battery compartments of a similar size to a respective size class and using battery modules with uniform dimensions within these size classes (see also 33-d ).

So that the battery module assigned to a certain size class fits all battery compartments and vehicle types assigned to this size class, length L _M , width B _M and height H _{M of} the standardized battery module are based on the corresponding dimensions of the smallest battery compartment (see 33-d ).

Even if, for reasons of better space utilization in the battery compartment, the battery modules are not standardized according to size classes, but a separate upgrade kit is assigned to each vehicle type, at least a standardization of the battery modules of upgrade kit and base battery can make sense. In this case, the advantage results from the fact that there are common parts in battery production.

Since, as already mentioned above, interfaces to the vehicle are located on the battery module housing, these are also expediently standardized. Corresponding 32 are the interfaces 270-A and 271-A at two mirror-symmetrical to a plane of symmetry 272 arranged recesses 287 of the battery module housing. The recesses form recordings 61 for form-fitting mounting on an adapter 43 , which acts as a coupling device for coupling the interfaces on the battery module to the interfaces on the vehicle. The adapter is not shown here, otherwise the interfaces in the area of the mounts will appear in the view 61 would be covered. A coupling of the interfaces on the battery module side to corresponding interfaces on the adapter is not possible 35-b to 35-d emerged.

Both the geometry of the receptacles and the interfaces arranged thereon and a connection dimension A _M are standardized according to the invention, at least at the type level. This means that vehicles of the same type have battery modules 12 be upgraded with identical receptacles, identical interfaces, identical connection dimensions and identical external dimensions. The battery modules 12 are preferably identical to those of the respective base battery. In addition, the recordings with the interfaces, the connection dimensions and the external dimensions are preferably geometrically standardized for all vehicle types assigned to a certain size class.

Measures to ensure electrical compatibility are dealt with separately.

Since at least the battery modules of the upgrade kit are connected to the vehicle via an adapter for reasons of standardization, there are some arguments in favor of viewing the adapter as part of the upgrade kit. A differentiated consideration, according to which the adapter can also be assigned to the vehicle under certain conditions, takes place in the course of further explanations 32 .

First, however, the functions of the adapter are considered in more detail. Various configurations of the adapter are the 35-a to 35-g refer to.

An essential function of the adapter is to accommodate or connect the upgrade kit, which consists of standardized battery modules, to interfaces in the vehicle. Another function of the adapter in this context can be to also accommodate the battery modules of the basic battery. As described above, this applies to the battery modules 3 and 12 same recordings 61 and connection dimensions A _M ahead.

The adapter 43 depends on an arrangement of the mechanical interface 44-A attached in the battery compartment on the main or underside (cf. 19th and 20th ). It can also be attached to the side sills (cf. 35-f ). The adapter is installed in the battery compartment either in the course of installing the basic battery, ie during vehicle manufacture or delivery, or in the course of an initial battery capacity upgrade.

Are, as proposed by the invention, the battery modules of upgrade kit and Unified base battery, the adapter is also used to attach the base battery and must therefore be installed during the installation of the base battery. In this case, the invention proposes designing the adapter as a crash and / or as a stiffening structure. In this way, weight can be saved in the vehicle structure (see also 36-a and 36-e ). If the adapter is also used to attach the basic battery, the upgrade kit does not include an adapter when upgrading, as this is already installed in the vehicle.

If, on the other hand, the battery modules of the upgrade kit and basic battery are not standardized and the adapter is not already taken into account as a crash structure during vehicle development, the adapter is preferably only installed when it is actually needed for the battery capacity upgrade. In this way, unnecessary weight and the associated higher energy consumption of the vehicle are avoided. In this variant, the upgrade kit also includes the adapter when upgrading for the first time.

After the first upgrade, the adapter can remain in the vehicle permanently, the weight of the vehicle only increasing insignificantly compared to a permanently high battery capacity. As a result, the temporary upgrade eliminates the need for repeated expenses for its management, disposition, supply, storage, installation and removal. Accordingly, after the initial upgrade, the adapter is no longer relevant in terms of controlling the supply circuit and is therefore no longer part of the upgrade kit.

In addition to a mechanical connection in the battery compartment, the adapter fulfills other functions that are explained below.

An important function of the adapter is to connect the battery modules 12 and, if the battery modules of the upgrade kit and basic battery are standardized, also a connection of the battery modules 3 to the mechanical interface on the vehicle 44-A In the battery compartment. The mechanical interface of different vehicle types will, however, usually differ in terms of the type and arrangement of the fastening design.

In order to standardize the battery modules with regard to housing geometry and interfaces, the adapter according to the invention has a uniform mechanical interface for the battery module 270-B and to the battery compartment another one, depending on the type and arrangement of the mechanical interface 44-A coordinated interface 44-B (see. 36-b ).

According to the present invention, the battery module-side is a mechanical interface arranged on at least one of the receptacles 270-A with an electrical interface 271-A to a mechanical-electrical interface 163-A spatially merged. As in 32 indicated, preferably have both recordings 61 mechanical interfaces 270-A on, each with electrical interfaces to mechanical-electrical interfaces 163-A can be combined.

On the adapter side, as in 35-b indicated, congruent to the interface 163-A a coordinated mechanical-electrical interface 163-B . The battery modules are received by the adapter via a form fit to the receptacles on the battery module side in such a way that the corresponding interfaces are connected 163-A and 163-B exactly opposite. As a result of this arrangement, the interfaces are self-contacting, ie in the course of a non-positive mechanical fastening of the battery modules to the adapter, electrical contact is made with them at the same time. Further details are given below.

The connection of the adapter to the vehicle's mechanical interface 44-A is described in the explanation of the electric vehicle (see 36-b ).

In connection with the mechanical connection to the interface 44-A As already mentioned, the adapter can take over structural tasks, in particular to protect the battery cells in a vehicle crash (see comments on 36-a and 36-e ).

Further tasks of the adapter can also consist of an electrical separation of the upgrade kit and the basic battery as well as an electrical adaptation to the interface 45 to undertake. Electrical separation and adaptation may be necessary, for example, if battery modules of different cell types, different electrical voltages, different ages and / or different states of charge are used for the upgrade kit and base battery. Electrical separation prevents equalizing currents due to voltage differences between the individual battery modules or between the upgrade kit and the basic battery.

The adapter can, as in 34 indicated, for example separators 275 with power isolating diodes or FET isolators, with which equalizing currents between the battery modules are blocked. In addition, the adapter can have a DC power controller 276 for voltage adjustment, with which a voltage of one or more battery modules, according to a specification of the interface 45 can be adjusted electrically.

During the voltage adjustment, a voltage of the battery modules is increased or decreased in such a way that it reaches the specified voltage of the interface 45 is compatible. For this purpose, a corresponding setpoint is specified on the DC chopper. This can be done by manually setting a corresponding actuator or controller or automatically.

A preferred automatic voltage adjustment with one to the interface 45 or the voltage compatible with the base battery is automatically recognized and regulated via the DC chopper, for example in connection with a control unit 5 of the vehicle. To do this, the DC chopper with the control unit 5 Connected via control lines for the purpose of data exchange via the voltage required on the vehicle side or integrated into it (see also 34 ).

The isolating devices can also be connected to the control unit via control lines 5 connected or integrated into them. As a result, individual or all battery modules can be targeted to the interface via the control unit 45 connected or disconnected. In this way, a particularly advantageous charge / discharge sequence of the battery modules or even parallel operation can be specified on the control side.

There is also the option of disconnecting the battery modules 12 from the interface 45 to be separated if the vehicle user does not return the upgrade kit to the operator in good time or if a corresponding usage contract is not extended. A disconnection can take place via the control unit, either in a time-controlled manner, by specifying an end date for the deployment process in the control unit during the upgrade 37 programmed or remotely controlled via a radio link.

There is a battery manager inside the battery module for charge control and charge equalization of the battery cells combined in the battery module to form a cell network 274 is required, the functions of the DC chopper and / or the isolating devices can also be integrated as additional functions in the respective battery manager of the battery module. The one with the control unit 5 connected control lines are used via the adapter and battery module interfaces 163-A and 163-B connected to the respective battery manager of the battery module.

Since the manufacturer-provided temperatures of -10 ° C to + 40 ° C, for example, must be maintained for optimal operation of lithium-ion cells and to avoid their destruction, lithium-ion-based battery modules also contain a temperature control device inside the battery module 267 (please refer 35-a ). With the temperature control device, the battery cells can be cooled or, if necessary, also heated with the aid of a coolant, for example based on ethylene glycol.

If solid cells are used in the battery modules, which are less sensitive to overheating due to a solid electrolyte, the temperature control device may, under certain circumstances, be used. be waived.

A possible embodiment of a temperature control device is for example in DE 10 2015 013 377 A1 described. Due to the conductivity of the coolant, the battery cells are arranged therein in such a way that they come into contact with the coolant on their jacket surfaces, but not on the cell poles. It is conceivable that isolation of the cell poles can also be achieved in other ways. However, a corresponding configuration of the battery modules is not the subject of this invention.

According to the state of the art, the temperature control device is connected to a temperature control circuit 269 with a cooling and / or heating device 277 connected, in which the coolant is continuously pumped in a circle (cf. 36-a ). Either common or separate temperature control circuits can be used for the basic battery and upgrade kit.

For the temporary battery capacity upgrade with repeated installation and removal of the battery modules, this means that at least the battery modules 12 a coolant interface according to the invention to the temperature control circuit 268-A with a detachable connection comprising a coolant inlet 278-A and a coolant outlet 279-A have (see 35-a and 35-d ). The coolant interface 268-A is preferred on one of the recordings 61 congruent to a complementary coolant interface located on the adapter 268-B arranged, but can also be attached elsewhere on the battery module housing. The arrangement of the coolant interface 268-A on one of the receptacles has the advantage that the connection to the coolant interface 268-B when installing or removing the battery modules, analogous to the mechanical-electrical interfaces 163-A and 163-B , self-contacting.

Coolant valves 280 at the coolant inlet and outlet prevent the coolant from leaking. Check valves or actively switchable valves, for example solenoid valves, are suitable as valves.

With such interfaces, the temperature control devices can be connected to and removed from the temperature control circuit particularly quickly and without loss of coolant.

The coolant interface 268-A can with the mechanical-electrical interface 163-A to an interface unit 281-A be coupled. With regard to safety aspects, however, the invention prefers a separation of the electrical interface from the coolant interface. This can be achieved by looking at one of the two shots 61 the mechanical-electrical interface of a battery module 163-A and a coolant interface on the opposite receptacle 282-A is arranged, which has a coordinated coolant interface 282-B on the adapter (see 35-a ). Based on the structure of the mechanical-electrical interface 163-A the coolant interface exists 282-A from a combination of the coolant interface 268-A with a mechanical interface 270-A (please refer 35-d ). The coolant interface 282-A is therefore also referred to below as the combined coolant interface. For setting up the coolant interface 282-B the same applies.

With regard to the possibility of using solid cells that do not require cooling, the battery modules 12 , as in 32 shown, at least with the mechanical-electrical interface 163-A fitted. If uniform battery modules are used for the upgrade kit and base battery, this also applies to the battery modules 3 . Accordingly, the adapter also has at least the mechanical-electrical interface 163-B . A design and functionality of these interfaces is detailed below.

According to the explanations to 13 the battery modules during the fastening process 133 with the interface 163-A via a pressing process 135 at the mechanical-electrical interface 163-B of the adapter 43 first centered, pre-fixed and then via a screw connection 169 additionally secured.

For centering, the battery modules point mirror-symmetrically to the plane of symmetry 272 arranged centering slopes 160 with which the battery modules are inserted into the adapter (see also 19th with the corresponding explanations on mechanical tolerance compensation and 35-a and 35-b ).

Due to the mechanical-electrical coupling of the interfaces 163-A and 163-B there is also an electrical connection process during the mechanical fastening process 138 between the respective battery module and the adapter.

This connection process for the electrical connection of the upgrade kit 13 with the adapter 43 is self-contacting according to the invention, but can also be implemented in a conventional manner via cable connections with plugs, cable lugs and the like. The adapter is in turn with the vehicle-side electrical interface 45 connected (see 36-a ).

The mechanical-electrical interface 163-A contains at least one module-side contact element in the self-contacting version 171 , the mechanical-electrical interface 163-B at least one conductor track on the adapter side 172 or an adapter-side contact element 283-B with cable connection (see 35-c and 35-f ). The contact element lies during the connection process 171 on the conductor track 172 or on the contact element 283-B and thus establishes an electrical connection between the battery module and the adapter. The electrical contact point is with a mechanical connection via the additional screw connection 169 spatially closely coupled. When the adapter is arranged on the main floor or sill side, there is also an electrical connection between the upgrade kit 13 , Drive 2 and connection facility 7th manufactured using the control unit 5 can be switched. In contrast, when the adapter is arranged on the underside, there is an additional connection step 173 required.

A latch engages when the battery modules are pre-fixed 165 a locking and unlocking unit attached to the battery module 166 into a groove on the adapter side 167 over a feather 168 automatically (cf. 19th ). In order to ensure that the battery modules are correctly locked into the adapter, the locking and unlocking unit can have end position sensors 170 with which a correct locking can be detected (see 28 ).

The additional screw connection, as in 35-c shown, a contact pressure P on the contact elements and thereby ensures reliable electrical contacting of the interfaces 163-A and 163-B with each other as well as a high functional reliability of the electrical connection.

The mechanical interfaces 270-A and 270-B consequently include the locking and unlocking units 166 with the spring-loaded bolts 165 , the adapter-side grooves 167 and the additional screw connections 169 .

The locking and unlocking units 166 serve on the one hand for quick pre-fixing and locking of the battery modules on the adapter in the During the installation process 11 and on the other hand for quick unlocking during the removal process 14th .

The unlocking for the unlocking process 195 is described below. The unlocking can be done in the locking and unlocking units 166 be solved constructively differently and is carried out after the screwing 169 was removed.

One possible design is a mechanical release (see 23 ). Another possibility is an electromagnetic release (see 35-b ). Locks with electromagnetic unlocking are state of the art, so that a person skilled in the art will hardly find it difficult to design an electromagnetic unlocking system in detail.

During the mechanical unlocking process after 23 a driver engages 197 through an elongated hole 201 in the battery module housing 200 positively in a recess of a lock-side driver receptacle 198 and is in the Y 'direction via driver actuation units arranged on the gripper side 199 emotional. During the unlocking process 195 of the bolt 165 the driver is against the pressure of the spring via the driver actuation unit 168 from the adapter-side groove 167 moved to the right. On the in 23 The right side of the battery module, not shown, moves the driver accordingly to the left. The battery module is released for removal by simultaneously unlocking the opposite locking and unlocking units.

After the electromagnetic unlocking process 35-b becomes the latch 165 against the pressure of the spring 168 from an electromagnet 291 inside the battery module from the groove 167 pulled out as soon as by pressing a switch 292 Current flows through the electromagnet.

According to the explanations given so far, it can be stated that the for at least temporary battery capacity upgrade of at least one electric vehicle 1 certain upgrade kit 13 , which in particular for the at least temporary capacity upgrade of a control unit 5 with one drive 2 and a charger 6 with connection device 7th connectable basic battery 4th is intended to have at least one rechargeable battery module 12 consisting of battery cells 219 , a housing 200 , which is a temperature control device 267 with a coolant interface 268-A to a temperature control circuit 269 may contain at least one mechanical interface 270-A for fastening the battery module in a battery compartment 9 with an adapter 43 and at least one electrical interface 271-A for connecting the battery module via adapter 43 and control unit 5 with drive 2 and charger 6 and is characterized in that the housing has at least two mirror-symmetrical to a plane of symmetry 272 arranged recordings 61 each with a form-fitting housing recess 287 to the adapter on which the interfaces 270-A and 271-A as well as centering bevels 160 are attached and also the coolant interface 268-A can be attached, the interfaces 270-A and 271-A spatially to a mechanical-electrical interface 163-A are summarized and the mechanical interface 270-A a locking and unlocking unit 166 and at least one screw connection 169 for pre-fixing and non-positive fastening of the battery module to a mechanical interface 270-B on the adapter, which leads to the electrical interface 271-A on the battery module and to an electrical interface 271-B is arranged on the adapter in such a way that the interfaces 271-A and 271-B When attaching the battery module to the adapter, make an electrical connection through the screw connection under a contact pressure P (see also 35-a ff).

33a - 33d schematically show possibilities of geometrically adapting the upgrade kit to a battery compartment and for standardization with the help of size classes. In 33-a and 33-b a battery compartment of an electric vehicle with battery module and adapter is shown in cross section. The battery compartment 9 is formed by two side sills 180 , a main floor 136 and a sub-floor 124 . There is an adapter on the main floor 43 attached to the battery module 12 on the side or in the corners of the housing 61 records.

The adapter can alternatively be attached to the underbody or to the side sills (cf. 20th and 35-f ). The battery module is on a level main floor, as in 33-a shown, cuboid and points to the recordings 61 Housing recesses 287 that form a form fit to the adapter and can also be wedge-shaped (see 35-g ).

With a main floor with a central tunnel, as in 33-b shown, the battery module is also cuboid, but has in the area of the tunnel 284 a local thickening 285 . In this way, inside the battery module housing 200 Gain space to accommodate additional battery cells.

33-c shows two variants of a section AA 33-a . For reasons of rigidity and crash, it may be necessary to support the main floor and / or the sub-floor with cross members 286 to reinforce. In the left and right shown In the variant, the main floor is reinforced by cross members. For this purpose, the battery module has corresponding housing recesses on an upper side 287 on. In the case of cross members on the underbody, the battery module has corresponding housing recesses on an underside.

To 33a - 33c it is noted that the housing 200 of the battery module is cuboid, with the recordings 61 with the form-fitting housing recesses 287 , which can be wedge-shaped, are arranged laterally or in each case in a corner of the housing towards the adapter, and that the housing also has a local thickening 285 and / or another housing recess 287 may have for a cross member in the battery compartment.

33-d illustrates the principle of standardizing the geometry of battery modules in a range of vehicles to be upgraded with the aid of size classes using an example with four differently sized battery compartments 9-1 , 9-2 , 9-3 and 9-4 . According to the invention, the geometry of the battery modules of a range of vehicles to be upgraded is standardized on the basis of a classification of the battery compartments according to a battery compartment size. Battery compartments of a similar size each form a size class during the planning process 41 a uniform battery module geometry can be assigned that fits into all battery compartments of this size class (cf. 5 ).

How many size classes G _{x are included in} a vehicle type spectrum to be upgraded depends on the one hand on the spread of the battery compartment size within the vehicle spectrum and on the other hand on an operator stipulation as to when battery compartments have a similar size. For example, the operator can stipulate that the battery compartment size is similar if there is a size difference in the battery compartment dimensions between the respective smallest and largest battery compartment in the max. 5 percent.

This illustration shows an example with four different sized battery compartments 9-1 , 9-2 , 9-3 and 9-4 . The battery compartments are each shown in a top view with solid lines and placed one above the other for size comparison. These are the battery compartments of four different vehicle types of a vehicle range to be upgraded, for which a battery module geometry is to be standardized. The battery modules to be accommodated 12 are shown in dashed lines.

A connection dimension A _M between the receptacles of the battery modules 3 and 12 is, as shown, selected uniformly (for connection dimensions see also 33-a ). A length L _M and a width B _M are also unified. A height H _{M of} the battery modules is preferably also standardized.

In addition, it is advantageous from the standpoint of standardization if the battery modules are also identical in terms of interfaces, cell type used and electrical connection data or via an electrical adaptation to the vehicle-specific interface 45 can be adjusted (see also 34 ).

The battery compartments 9-1 and 9-2 are according to the illustration, for example, a size class G ₁ and the battery compartments 9-3 and 9-4 assigned to a size class G ₂ . A uniform battery module geometry is to be determined for the battery compartments of size class G ₁ , as well as for battery compartments of size class G ₂ .

The starting point for a standardization of the length L _M , width B _M and height H _{M of} the battery modules for size classes G ₁ is the smallest length, width and depth of the battery compartments 9-1 and 9-2 . This is the only way to ensure that the battery module 12 Fits in both battery compartments of size class G ₁ . In this example it is the length L _B-1 and the width B _B-1 . To simplify matters, it is assumed in this example that the battery compartments are equally deep. Within size class G ₁ , the following is therefore specified for the length, width and height of the battery module in the present case: L _M L _B-1 , B _M B _B-1 , H _M <T _B-1 .

The length L _B-1 is then divided between the basic battery and the upgrade kit. In order to have the same battery modules for the basic battery and upgrade kit 3 = 12 and since the size of the basic battery is determined, among other things, by the range of 150 to 250 km proposed by the invention, this results in the equipping of the battery compartments 9-1 and 9-2 a corresponding number of battery modules and the respective length L _M.

In the present example comes with the battery compartments 9-1 and 9-2 one battery module 3 = 12 for the basic battery and two battery modules 12 for the upgrade kit. However, only the smallest battery compartment, here 9-1, ensures optimal use of the installation space.

In order to reduce the additional installation space for the battery compartment in the G ₁ size class 9.2 It would be possible to use the three standardized modules 12 add an additional module of shorter length. This additional module could be in a modular kit for various vehicle types as a variant of the module 12 also standardize. A representation of the additional module was shown in 33-d waived.

A representation of one of more than one battery module was also used 3 existing base battery 4th dispensed with, which can also offer advantages in terms of space utilization, because several small modules instead of one large module give more flexibility to use the battery compartment.

Analogous to the procedure described, the battery compartments can be used for size class G ₂ 9-3 and 9-4 also determine a uniform size of the battery modules. The smallest length, width and depth of the battery compartments are also decisive here. In this example it would be the battery compartment 9-3 decisive for defining the geometry of the battery modules. The G ₂ size class battery modules are not drawn.

Instead, it should be based on 33-d It is shown that the battery module geometry determined for size class G _{1 is also} applicable to the battery compartments under certain conditions 9-3 and 9-4 can be used. The prerequisite is that the length L _B-1 can be divided between the basic battery and the upgrade kit in such a way that by adding a further module, even with the larger battery compartments 9-3 and 9-4 meaningful use of the larger space available is given. This is the case in this example.

This shows a flexibility advantage of a modularized drive battery consisting of individual battery modules compared to a non-modularized original drive battery. Despite standardization, the installation space can be used better by using more or fewer modules.

To 33-d is fixed that each battery module 12 a size class G _x a uniform connection dimension Am to the adapter 43 as well as having a uniform length L _M , width B _M and height H _M and that the battery module 12 is preferably identical to a battery module 3 the base battery 4th .

34 shows schematically a block diagram with an electrical separation and adaptation of the upgrade kit. Reasons for electrical separation and adaptation as well as corresponding measures are already under 32 cited.

An electrical adaptation may be necessary, for example, in order to ensure compatibility of the upgrade kit with the electrical interface 45 to ensure. Because the interface 45 is specific to the vehicle type and is determined individually by the respective manufacturer, the electrical adaptation is necessary, especially when the battery modules are standardized for several vehicle types. This particularly applies to a level of the battery module voltage U _B , which can deviate from a voltage U _F specified by the manufacturer for the vehicle.

For the same reason, an electrical adjustment may also be necessary for the basic battery. This applies in particular to standardization of the battery modules across all types 3 and 12 .

In order to prevent equalizing currents between the battery modules during the charging or discharging process due to different ages and / or different states of charge, which can lead to unwanted discharging of individual battery modules, the invention also proposes an electrical separation of the battery modules.

Corresponding 34 the electrical separation of the battery modules from one another takes place via separating devices 275 . The separators can be in the adapter 43 housed or in a battery manager inside the battery module 274 be integrated. Contactors, power isolating diodes, thyristors or FET isolators are suitable for electrical isolation.

A voltage adjustment of the battery modules to each other or to the drive and / or charger takes place via DC power controllers 276 . The DC choppers can in turn be accommodated in the adapter or in the battery manager inside the battery module 274 be integrated. During the voltage adaptation, a voltage of the individual battery modules U _{B is} increased or decreased in such a way that it is compatible with a voltage U _F specified by the manufacturer for the respective vehicle. A vehicle type-dependent voltage setting on the DC chopper is done either manually by setting a corresponding regulator or automatically.

A voltage setting that preferably works automatically, in which a required voltage setting is automatically recognized and carried out via the DC chopper, can for example be used in conjunction with the control unit 5 will be realized. To do this, the control unit 5 via control lines 323 connected to the respective DC chopper for the purpose of transmitting a value for a correct voltage setting.

In addition, the separation devices 275 via control lines with the control unit 5 be connected. In this way, individual battery modules can be specifically connected to the electrical interface during the charging or discharging process 45 connect or disconnect. For this purpose, the isolating devices are preferably constructed from thyristors or FET isolators, their gates via control lines 323 with the control unit 5 are connected. FETs can be switched and almost lossless In contrast to isolating diodes, they cause practically no voltage losses.

If DC chopper and isolating devices via the control unit 5 are controlled, their integration into the control unit could be an alternative. According to the invention, however, integration in the adapter or in the battery manager is preferred.

In 34 Both the upgrade kit and the basic battery have isolating devices and DC power controllers. In a variant not shown here, these devices are only provided for the upgrade kit.

In summary, at least the battery modules 12 via one separating device each 275 and one DC power controller each 276 with an electrical interface 45 be coupled compatibly between adapter and control unit, with disconnection device or DC converter in the adapter 43 or in a battery manager inside the battery module 274 integrated and via control lines 323 with the control unit 5 can be connected.

35a - 35g show schematically an upgrade kit 13 with a battery module 12 as well as options for a quick and easy connection via an adapter 43 . The adapter can either be assigned to the upgrade kit or to the vehicle (cf. 32 ). Is the battery module 12 , as proposed by the invention, identical to a battery module 3 of the basic battery, the following statements also apply to the battery module 3 .

An embodiment of the battery module 12 with adapter 43 is in 35-a shown in a front view. The battery module consists of a cuboid battery module housing 200 with mirror symmetry to a plane of symmetry 272 arranged housing recesses 287 that as shots 61 for coupling the battery module to the adapter 43 serve and a geometry and possibly an arrangement of the adapter are shaped accordingly, so that a form fit between the receptacles and the adapter is created during installation. Depending on the depth of the battery compartment, the battery module housing can, at least partially, also be plate-shaped.

The battery module housing can consist of metal or plastic and contain reinforcements for reasons of rigidity and crash. Reinforcement of the vehicle structure is preferred so that the vehicle structure has permanently high rigidity and crash safety even with only a temporary battery capacity upgrade. Nevertheless, it can be expedient or necessary in individual cases to also strengthen the battery module housing.

In order to use a vehicle structure as a platform for vehicles with internal combustion engines as well as with electric drives and to take account of the higher protection requirements of battery-electric vehicles, the invention proposes reinforcing the vehicle structure via the adapter. This can be achieved in particular by designing the adapter in the form of a frame or lattice structure (see 36-e ).

If, on the other hand, the adapter only has coupling tasks, it can also consist of several individual elements (see 35-f and 35-g ).

In the present exemplary embodiment, the adapter is formed by two rectangular profiles which are spaced apart from one another and which are fastened between the side sills at a distance A _{P on the} main or underbody side. Attachment to the side skirts is also possible (see 35-f ).

According to the present illustration, the left receptacle contains a mechanical-electrical interface 163-A that is connected to an adjacent mechanical-electrical interface on the adapter side 163-B is coupled. In contrast, the right receptacle contains a combined coolant interface 282-A consisting of a combination of a mechanical interface 270-A with a coolant interface 268-A connected to an adjacent, combined coolant interface 282-B is coupled to the adapter.

The combined coolant interface 282-B on the adapter consists of a combination of a mechanical interface 270-B with a coolant interface 268-B .

Via the interfaces located in the area of the left receptacle 163-A and 163-B the battery module is connected to the adapter both mechanically and electrically. Via the combined coolant interfaces on the right 282-A and 282-B there is also a mechanical connection to the adapter as well as a coupling of the coolant interface on the battery module side 268-A with the adapter-side coolant interface 268-B . The interfaces mentioned are standardized across the battery module and adapter, preferably across all vehicle types (cf. 32 ).

The adapter has additional interfaces that connect the adapter to the respective vehicle. Unlike the interfaces to the battery module, these interfaces are not standardized but tailored to the respective vehicle type. This allows the adapter to be installed in different battery compartments of different vehicle types (see also 36-b ). The adapter adapts the battery module interfaces to the vehicle interfaces and connects them to one another. Vehicle interfaces are mechanical interfaces 44-A , an electrical interface 45 and possibly a temperature control circuit 269 .

It should be noted at this point that other interface arrangements, not shown here, are also possible. For example, a mirror-inverted interface arrangement is conceivable in which the interfaces 163-A and 163-B on the right and the interfaces 268-A and 268-B or 282-A and 282-B are on the left side of the battery module. In addition, the mechanical-electrical interfaces can also be spatially coupled 163-A and 163-B with the coolant interfaces 268-A and 268-B imagine. Both recordings could then be equipped with this interface combination.

If the battery module is a solid-state battery, so that cooling can be dispensed with, a battery module version without coolant interfaces is also required 268-A and 268-B conceivable. In this case, the mechanical-electrical interfaces are arranged either on both sides or only on one side of the battery module. With a one-sided arrangement, one side contains the mechanical-electrical interfaces 163-A and 163-B and the other is purely mechanical interfaces 270-A and 270-B coupled.

Before using the 35-b to 35-g Execution details of the interfaces are shown, the description will be given first 35-a completed. Features inside the battery module housing are indicated by dashed lines.

Inside the battery module there are a number of them with each other and with the electrical interface 271-A connected battery cells 219 that are in one with the coolant interface 268-A connected temperature control device 267 can be arranged with retaining plates for the battery cells, a battery manager connected to the battery cells 274 for charge control, charge adjustment, temperature monitoring etc. as well as a data logger 114 , with the one during the deployment process 37 The amount of energy consumed and the number of charging cycles of the battery cells as well as, if applicable, charging stations and recuperation processes are recorded (cf. 21st ).

There is also an identification data carrier on the outside of the battery module housing 77 attached, with which the battery module in the inventory and monitoring process 78 via a read / write unit 76 repeatedly recorded and tracked in the supply cycle (see 9 ). The identification data carrier preferably consists of an RFID element and / or a barcode. If the RFID element can be read out through the housing wall, it can also be attached to an inside of the battery module housing.

To 35-a With regard to the following statements, it is only stated that the battery module is an identification data carrier 77 , preferably consisting of an RFID element and / or a barcode for detecting the battery module with a read / write unit 76 and also a data logger 114 for the detection of at least one during an operation 37 incurred charging cycle via the connection device 7th and / or an amount of energy consumed during the use process.

An enlarged section too 35-a in the area of the left battery module holder is in 35-b shown. A mechanical interface can be seen on the battery module side 270-A consisting of a through hole for a screw connection 169 and a latch 165 a locking and unlocking unit 166 .

Congruent to the interface 270-A is a mechanical interface on the adapter side 270-B arranged. The mechanical interface 270-B includes a hole with an internal thread or a press-in nut for the screw connection 169 as well as a groove 167 with a width b1 for receiving the bolt.

The mechanical interfaces are in the area of the right battery module holder 270-A and 270-B constructed analogously.

When inserting the battery module between the two rectangular profiles of the adapter, centering bevels are created 160 a battery module centering to the adapter and thus, in cooperation with the floating unit on the gripper, the mechanical tolerance compensation according to the invention (see 19th ). A bevel takes care of this 289 that the latch is initially against the pressure of a spring 168 moves inside the battery module housing and finally snaps into the groove. The battery module is pre-fixed to the adapter via this snap mechanism of the locking and unlocking unit. A correct locking of the bolt in the groove is ensured by an end position sensor 170 recorded and transmitted to a controller (see also 13 and 28 ). In addition, a display for correct locking can be attached to the battery module housing.

The additional screw connection 169 ensures a non-positive connection and, moreover, a failure-prone contacting of the electrical interfaces 271-A and 271-B as well as on the opposite battery module side of the coolant interfaces 268-A and 268-B .

An unlocking of the locking and unlocking unit 166 in the course of a removal process of the battery module can be done in various ways. According to the invention, the unlocking takes place either, as in 23 described, via a driver actuation unit on the gripper side 199 who have favourited the latch 165 against the pressure of the spring 168 via a driver 197 and a catch on the bolt side 198 withdraws from the groove or, as shown here, via a module-side electromagnet 291 , which the bolt when a switch is operated 290 attracts accordingly and thereby moved back out of the groove against the pressure of the spring.

The switch is preferably mounted inside the housing to prevent unintentional actuation and is, for example, via an unlocking pin through a housing bore 201 actuated through. For this purpose, the unlocking pin is inserted into the housing bore either manually or via an actuation unit on the gripper side. Is the locking and unlocking unit also by a lock 292 Secured against unintentional or unauthorized unlocking, a mechanical key or a data key sent by radio signal can be used instead of the unlocking pin. The latter requires a transmitting and receiving device coupled to the lock, with the transmitting / receiving unit if necessary 230-A the end position sensors 170 can be used (see also 28 ).

In summary, the locking and unlocking unit 166 for pre-fixing and locking during an installation process 11 a spring operated snap mechanism with one in a groove 167 of the adapter 43 engaging latch 165 , a spring 168 and a bevel on the transom 289 and for unlocking the bolt when removing 14th either a module-side electromagnet 291 with a switch 290 or a driver mount 198 for a driver actuation unit on the gripper side 199 on, whereby the bolt has an end position sensor 170 with a transmitter / receiver unit 230-A can dispose of.

35-c FIG. 11 shows a schematic side view of the battery module from FIG 35-A from the left (view "A"). As can be seen, there is the mechanical-electrical interface on the battery module side 163-A from a combination of the mechanical interface 270-A with an electrical interface 271-A. It is characterized by the spatial merging of the mechanical and electrical interfaces to form a mechanical-electrical interface (see also the detailed description for 32 ).

In this example, the mechanical interface on the left consists of the bolt 165 for locking the battery module in the groove on the adapter side 167 a width b1 as well as two through holes for the additional screw connection 169 . If necessary, there can also be two or more bolts and screw connections.

The groove for the latching can be attached continuously or locally on the bolt.

In this example, a groove width b2 on the opposite battery module holder is slightly larger than the groove width b1 (cf. 35-d ). Corresponding to the larger groove width b2> b1 and taking into account a tolerance pairing that should have a small amount of play, the bolt on the opposite battery module receptacle is designed with a greater thickness d2, ie d2> d1. This prevents the module from being installed the wrong way round. This is particularly important if there are electrical interfaces on the left and right receptacles that also have different polarities, so that there is a risk of polarity reversal.

Reverse polarity protection can of course also be implemented with a mirror-inverted arrangement of the different slot widths or with only one-sided arrangement of the electrical interfaces.

According to the illustration, there is the electrical interface arranged on the left side of the battery module in this example 271-A of two module-side contact elements connected to the battery cells 171 . In addition, the electrical interface can contain further contact elements, for example for connecting control lines of a DC power converter and / or a disconnection device to a control unit on the vehicle (cf. 34 ). There are also arrangements with the plane of symmetry on both sides 272 arranged interfaces 271-A conceivable, each one contact element 171 exhibit.

The left contact element 171 in this example is directly adjacent to an underlying adapter-side conductor track 172 and the right contact element 171 to a contact element 283-B the electrical interface 271-B in such a way that there is a contact element on the left 171 and track 172 or on the right the contact elements 171 and 283-B touch each other in a contact zone. As a result of this arrangement, the electrical interfaces 271-A and 271-B self-contacting during installation.

The combination of the electrical interfaces shown here with the spatially closely spaced screw connections 169 causes a contact pressure P in the electrical contact zone. In connection with seals 288 this offers the advantage of reliable contact with low contact resistance, even with strong vibrations from uneven road surfaces and when exposed to moisture. This effect can also be achieved by passing the screw connections through the contact zone. However, this requires an appropriate insulation of the screw connection.

As shown here, flat metal plates, preferably made of copper, which can also be resiliently mounted, are suitable as contact elements. Alternatively, contact elements based on the principle of a plug consisting of a pin and a socket or a contact plate are also conceivable. The contact elements are each provided with cable connections to which cables on the adapter side 294 to the vehicle electrical interface 45 or on the module side to the electrical system inside the battery module.

A metal strip or a busbar is suitable as a conductor track, and a foil cable for control signals, if necessary.

To reduce a contact resistance in the contact zone, it can be coated with a gold or silver plating.

The contact element 171 is attached to the battery module housing, the contact element 283-B and the conductor track 172 on the adapter.

A contact protection to avoid an electrical hazard can be implemented in various ways. For example, current-carrying contact elements can be installed sunk or provided with protective covers or switching devices that only release the contact elements in the course of the connection process. Conductor tracks made of metal strips or busbars are at least partially insulated in the area of a hazard with a non-conductor, for example with an encapsulation made of plastic. Details of the execution are not given at this point.

It goes without saying that the electrical interfaces can also be implemented in whole or in part in a conventional manner via cable connections with plugs, cable lugs and the like.

It is noted that the latch 165 the locking and unlocking units attached symmetrically on both sides of the battery module 166 can have a thickness d2> d1 or d1> d2 corresponding to the respective groove width b2> b1 or b1> b2 as protection against polarity reversal.

It is also fixed that the module-side electrical interface 271-A at least one with a seal 288 sealed contact element 171 has, which to the adapter-side electrical interface 271-B is arranged such that the contact element 171 when screwing the mechanical interfaces 270-A and 270-B a conductor track 172 or a contact element 283-B the interface 271-B electrically contacted.

35-d FIG. 11 shows a schematic side view of the battery module from FIG 35-A from the right (view "B") and a detailed view of the structure of the coolant interfaces (detail " Z2 "). According to the exemplary embodiment 35-a the right holder contains a combined coolant interface 282-A consisting of a combination of a mechanical interface 270-A with a coolant interface 268-A connected to an adjacent, combined coolant interface 282-B is coupled to the adapter.

The coolant interfaces 268-A and 268-B are in the detail " Z2 “Shown enlarged. Since these are arranged in a concealed manner and in order to represent them, the battery module housing and adapter were used in the detail " Z2 “Broke open over a cut. At the coolant interfaces 268-A and 268-B delimit an opening of a coolant inlet on the battery module side 278-A and an adapter-side coolant outlet 279-B directly to each other. In addition, an opening of a coolant outlet on the battery module side borders there 279-A and an adapter-side coolant inlet 278-B directly to each other.

A seal 293 seals the coolant interfaces under the action of a contact pressure P of the screw connections 169 in a contact zone around the mouths to the outside.

There are coolant valves at the mouths 280 , for example check valves, which prevent undesired coolant leakage when installing and removing the battery module. The check valves open when the screw connections are tightened or are opened by a coolant pressure from a coolant pump in the temperature control circuit.

Alternatively, switchable valves, in particular electrically switchable solenoid valves, can be used. In addition, you cannot here Centering shown must be attached, which ensure that the mouths are precisely aligned with one another.

The described combination of coolant interfaces 268-A or. 268-B with mechanical interfaces 270-A or. 270-B to combined coolant interfaces 282-A and 282-B are therefore also self-contacting during the installation process based on the mechanical-electrical interfaces and also self-sealing during the removal process (quick-release coupling).

The coolant inlet on the battery module side 278-A and the coolant outlet on the battery module side 279-A are with the temperature control device inside the battery module 267 connected (see 35-a ). The adapter-side coolant inlet 278-B and the adapter-side coolant outlet 279-B are with coolant lines 295 of the temperature control circuit 269 connected (cf. 36-a ).

The coolant lines are via fittings at the coolant inlet 278-B or at the coolant outlet 279-B attached. Coolant inlet 278-B or coolant outlet 279-B can, as shown here, consist of only one hole with an internal thread made directly in the adapter. Alternatively, the coolant inlet or coolant outlet can be accommodated in inserts that are attached to the adapter. A corresponding arrangement with inserts is in 35-e shown.

Based on 35-d it is noted that the coolant interface 268-A on the battery module with one of the mechanical interfaces 270-A to a combined coolant interface 282-A is combined and a coolant inlet 278-A and a coolant outlet 279-A each with a coolant valve arranged on the outlet side 280 having, with coolant inlet 278-A and coolant outlet 279-A congruent to a coolant outlet on the mouth side 279-B and a coolant inlet 278-B a combined coolant interface 282-B on the adapter 43 are arranged and during the installation process 11 under a contact pressure P of a screw connection 169 with a seal 293 be sealed to the outside.

35-e shows schematically an embodiment of an adapter made of rectangular profiles with inserts for coupling the battery modules according to the invention and a battery module attached to it in a plan view from below. The adapter 43 with a battery module attached 12 is symmetrical to a vehicle longitudinal axis X 'between side sills 180 of the battery compartment 9 arranged and fixed on the main bottom side. With a larger width B _{M of} the battery module, the adapter can also be attached to the side sills (see also 36-c ).

To connect the battery module, the adapter in this example consists of two longitudinal profiles 307 , here designed as rectangular profiles, each with two inserts attached to it for coupling the battery module. There are two inserts on the left profile 296 and there is an insert on the right profile 297 and either a bet 298 or another use 296 appropriate. Since the inserts are covered by the battery module, the inserts are shown with dashed lines.

The stakes 296 each include a mechanical-electrical interface 163-B consisting of a mechanical interface 270-B as well as electrical interface 271-B . Based on 35-C contains the mechanical interface 270-B a bore with an internal thread or a press-in nut to accommodate the screw connection 169 and a groove to accommodate the latch on the battery module side. The electrical interface contains at least one electrical contact element 283-B .

The use 297 includes a combined coolant interface 282-B consisting of a mechanical interface 270-B as well as coolant interface 268-B . Based on 35-d contains the coolant interface 268-B the coolant inlet 278-B and the coolant outlet 279-B and has a valve on the mouth side 280 and poetry 293 sealed.

The use 298 only includes a mechanical interface 270-B .

Battery modules of short length L _M are only coupled to the adapter via one insert per side.

The inserts are attached to the rectangular profiles of the adapter, for example by means of screw or rivet connections.

Advantages of the inserts are the possibility of high-precision production and adjustment as well as easy interchangeability in the event of a malfunction. In addition, the inserts can be standardized and thus manufactured cost-effectively.

35-f shows schematically an embodiment of an adapter consisting of individual adapter elements for coupling the battery modules according to the invention to side sills in the battery compartment and a battery module to be attached to it in a 3D view. If the adapter has no crash or rigidity tasks but only serves to couple the battery module to interfaces on the vehicle side, the Adapters also consist of individual adapter elements and can be attached directly to the side sills of the vehicle, to the main floor or to the underbody. In this figure, the adapter is made 43 from four adapter elements 299 to 301 , whose basic structure largely corresponds to that of the inserts 35-e corresponds to and the battery module to four receptacles 61 each in the corners of the battery module housing 200 are arranged to record.

The adapter elements 299 each include a mechanical-electrical interface 163-B consisting of a mechanical interface 270-B as well as electrical interface 271-B . Based on 35-C contains the mechanical interface 270-B a hole with an internal thread to accommodate the screw connection 169 as well as a groove 167 to accommodate the latch on the battery module side. The electrical interface contains at least one electrical contact element 283-B . The adapter element 299 can also have a separator 275 included (cf. 34 ).

The adapter element 300 includes a combined coolant interface 282-B consisting of a mechanical interface 270-B as well as coolant interface 268-B . Based on 35-d contains the coolant interface 268-B the coolant inlet 278-B and the coolant outlet 279-B and has a valve on the mouth side 280 and poetry 293 sealed.

The adapter element 301 only includes a mechanical interface 270-B .

The adapter elements are preferably via adapter flanges 302 on the side sills 180 attached and can be adjusted individually. After the adjustment has been carried out, the flanges can be pinned so that they are precisely aligned with the battery module.

Alternatively, the adapter elements can also be attached to the main or underbody of the vehicle via a modified arrangement of the adapter flanges.

As you can see from the illustration, the recordings on the battery module housing are different than in 32 , only partially excepted in the area of the corners and in this way form a centering and fixing of the battery module in a longitudinal and transverse direction. This facilitates congruent alignment of the adapter and battery module-side interfaces with one another and relieves the need for screwing the mechanical interfaces in the event of a frontal crash. In principle, the screw connection could also be replaced by bayonet catches in this arrangement.

In the case of a battery module of short length L _M , as in 35-g shown, only one adapter element and one receptacle per side for use.

Advantages of the individual adapter elements are the possibility of high-precision manufacture and adjustment as well as easy interchangeability in the event of a fault. In addition, the adapter elements can be standardized and thus manufactured inexpensively.

35-g shows schematically an embodiment of a battery module with two modified receptacles for coupling to only one adapter element per side in a 3D view and the corresponding adapter elements. The battery module housing 200 contains a recording on both sides 61 for one adapter element each attached to the sill side 299 and 300 (see. 35-f ). Both recordings are each mirror-symmetrical to planes of symmetry that are perpendicular to one another 272 and 303 of the battery module arranged. The battery module housing, corresponding to a geometry of the respective adapter element, is excluded from the receptacles. In order to implement a centering function, the housing on the receptacles is mirror-symmetrical to the plane of symmetry 303 preferably at a wedge angle α to adjacent flanks of the adapter elements, which also have the wedge angle α (Note: also the adapter elements and receptacles from 35-f can be wedge-shaped and have wedge angles α for centering the battery module). This is how the interfaces align 163-A and 163-B as well as the opposite interfaces 282-A and 282-B when the battery module is picked up via the adapter elements.

In this exemplary embodiment, the adapter elements are mounted directly via fastening holes without adapter flanges 304 attached to the sills (this is of course also possible with the adapter elements 299 to 301 ).

In a modified arrangement of the mounting holes, the adapter elements are attached to the main or sub-floor. It is not shown here.

36a - 36n schematically show an electric vehicle 1 for an at least temporary battery capacity upgrade and details of the electric vehicle. The electric vehicle according to the invention is in accordance with the illustration 1 a motor vehicle, in particular a passenger vehicle, with a battery-electric drive.

A motor vehicle with a battery-electric drive is to be understood in the following as a motor vehicle which is driven fully electrically by means of a rechargeable drive battery via an electric motor.

Although the invention relates primarily to motor vehicles, at least parts of the invention can also be used in motorcycles or in commercial vehicles with battery-electric drives. A use of parts of the invention is even conceivable in the case of electric bicycles, golf carts, electric scooters, etc.

The present figure shows the features of such a motor vehicle that are relevant to the invention. After that, the electric vehicle has 1 via a battery-electric drive 2 , a control unit 5 , one with a charger 6 connected connection device 7th for a charging station and a battery compartment arranged on the underside of the vehicle 9 for a drive battery 322 that are not built in here and by battery modules 3 and 12 is replaced. In addition, the electric vehicle can have a temperature control circuit for temperature control of the drive battery 269 with cooling and / or heating device 277 included (see description for 32 ).

• - Erkennen der Batteriemodule nach Typ, Anzahl und Zustand sowie einer aufgerüsteten Batteriekapazität
• - Berechnen einer in einem Cockpit des Fahrzeugs über ein Display anzeigbaren Reichweite in Abhängigkeit von der verfügbaren Batteriekapazität, der Fahrzeuggeschwindigkeit, der Außentemperatur etc.
• - Verbinden bzw. Trennen von Batteriemodulen zum Antrieb und zur Anschlusseinrichtung
• - Anpassen der Spannung der Batteriemodule entsprechend einer Spezifikation des Fahrzeugherstellers
• - Bei lediglich temporärerer Batteriekapazitäts-Aufrüstung: Anzeige einer noch verbleibenden Restnutzungszeit bis zur Rückgabe des Aufrüstsatzes an den Betreiber. Auffordern des Fahrzeug-Nutzers zum Aufsuchen einer Aufrüststation bzw. zur Verständigung des Betreibers am Ende der Nutzungszeit usw. (Anzeige über Display im Cockpit). Ggf. Außerbetriebsetzung des Aufrüstsatzes bei Nicht-Rückgabe.
• - Anzeige der vom Datenlogger erfassten Ladezyklen und Energieverbrauchsmenge über ein Display im Cockpit. Ggf. Senden der erfassten Daten an den Betreiber.
• - Steuern einer parallelen oder seriellen Lade- bzw. Entladereihenfolge der Batteriemodule
• - Steuern einer Energierückspeisung / Rekuperation in die Batteriemodule etc.

The control unit 5 In the case of the electric vehicle according to the invention, it controls, among other things, the drive and a charging process via the connection device and is thus a central element within the electric vehicle architecture. Further functions can be, for example:

• - Recognition of the battery modules according to type, number and condition as well as an upgraded battery capacity
• - Calculation of a range that can be shown in a cockpit of the vehicle via a display depending on the available battery capacity, the vehicle speed, the outside temperature, etc.
• - Connecting or disconnecting battery modules to the drive and the connection device
• - Adjustment of the voltage of the battery modules according to a specification of the vehicle manufacturer
• - If the battery capacity is only upgraded temporarily: Display of the remaining usage time until the upgrade kit is returned to the operator. Requesting the vehicle user to visit an upgrade station or to notify the operator at the end of the period of use, etc. (display on the display in the cockpit). Possibly. Decommissioning of the upgrade kit if it is not returned.
• - The charging cycles and the amount of energy consumed by the data logger are displayed on a display in the cockpit. Possibly. Sending the recorded data to the operator.
• - Control of a parallel or serial charging or discharging sequence of the battery modules
• - Control of energy recovery / recuperation in the battery modules etc.

Control units of electric vehicles are state of the art. The functions mentioned above can be implemented in control units by specialists without the need for further explanations at this point.

The battery compartment of the electric vehicle is formed from a main vehicle floor 136 , a sub-floor 124 and two side sills 180 . A mechanical interface is on an underside of the main floor or on an upper side of the sub-floor 44-A attached for fastening the drive battery (see also 19th and 20th ). Alternatively, the mechanical interface 44-A also be attached to the sills (see 35-f and 36-c ).

In addition, the electric vehicle has an electrical interface in the battery compartment 45 for connecting the drive battery to the control unit 5 , Drive 2 and connection facility 7th on.

The mechanical interface 44-A is, as far as the type and arrangement of fastening points is concerned, matched to a drive battery provided by the manufacturer for the vehicle 322 hereinafter referred to as the "original drive battery". The original drive battery is usually intended for permanent use in the vehicle. The interfaces are accordingly 44-A and 45 intended for permanent retention of the original drive battery in the vehicle and not for the method proposed here of an at least temporary battery capacity upgrade.

Original drive battery and interfaces 44-A and 45 Different vehicle types from different manufacturers will almost always differ in practice due to a lack of standards with regard to a structural design and an electrical specification (voltage, power, charging characteristic, etc.).

For the basic method according to the invention (cf. 25th ) has the electric vehicle 1 therefore, instead of the original drive battery, one of at least one battery module 3 existing base battery 4th with a battery capacity for a range of 150 to 250 km and, correspondingly, one device 16 determined need of a vehicle user, at least temporarily one from at least one battery module 12 existing upgrade kit 13 to upgrade the battery capacity to a range of 250 to 1,000 km.

As the interfaces 44-A and 45 are matched by the manufacturer to an original drive battery permanently used in the vehicle and are not standardized, the upgrade kit, which according to the invention has special interfaces, cannot be connected directly to the interfaces specific to the vehicle type 44-A and 45 be attached. The electric vehicle therefore has one as an adapter 43 Designated device through which the upgrade kit and optionally also the basic battery 4th at the vehicle type-specific interfaces 44-A and 45 can be attached and adapted to this. In contrast to the receiving device in DE 10 2009 042 001 A1 , an additional function, namely the adaptation of the battery modules according to the invention to the vehicle-type-specific interfaces. The one from at least one battery module 12 The existing upgrade kit has at least two mirror-symmetric to a plane of symmetry on the battery module 272 arranged recordings 61 with which the battery module can be attached mechanically and electrically to the adapter (cf. 35-a ff). The receptacles form a form fit to the adapter with self-contacting interfaces and an additional force fit. To optionally also the from at least one battery module 3 To be able to attach the existing basic battery to the adapter and to increase standardization potential, the battery modules 3 and 12 preferably identical. With identically designed modules, the battery module also has 3 via at least two mirror-symmetrically arranged recordings 61 for a connection to the adapter.

In a special version, the adapter also has a reinforcement function and accordingly has a frame or lattice structure (see 36-e ). Such a structure protects the battery modules in rear-end collisions. Traction batteries are known in which a grid structure is integrated to protect the battery cells. Since the upgrade kit, unlike the adapter, is only temporarily located in the battery compartment, it seems more sensible to implement this reinforcement function in the adapter for a permanently high crash performance of the vehicle.

adapter 43 , Base battery 4th from at least one battery module 3 as well as at least temporarily about recordings 61 Upgrade kit attached to the adapter in a form-fitting and force-fitting manner with self-contacting interfaces 13 from at least one battery module 12 thus form essential features of the electric vehicle according to the invention 1 , with a vehicle-type-specific interface adaptation being carried out via the adapter. It is also essential that not only the basic battery, but also the built-in upgrade kit via the connection device 7th can be loaded. For this purpose, the upgrade kit can be used via the adapter and the control unit 5 with charger 6 and connection device 7th connect electrically. Accordingly, unlike the second battery in the DE 10 2009 042 001 A1 , cannot be removed for a recharge.

Upgrade kit 13 and battery module 12 are in 32ff described in detail. Also the adapter 43 is already explained there to an extent that is considered necessary for an understanding of relationships. The following description mainly contains additions to the adapter and its connection to the interfaces 44-A and 45 as well as to the temperature control circuit 269 . 32ff including explanations are therefore to be understood as applicable information for the electric vehicle described here.

An attachment of the adapter to the vehicle-specific mechanical interface located in the battery compartment 44-A takes place after 36-b via an adapter flange 302 with a mechanical interface 44-B that one of the mechanical interface 44-A and thus the type and arrangement of attachment points depending on the vehicle type 314 having. Are at the mechanical interface 44-A For example, for fastening the original drive battery, threads for a screw connection are attached, the adapter flange contains fastening points in the form of through holes which, with regard to a hole diameter and a hole position, are attached to the thread at the interface 44-A are matched. The mechanical interface 44-B can attachment points 314 for different mechanical interfaces 44-A have, so that the adapter can be used in different vehicles of different types.

Since the adapter expediently remains in the vehicle after an initial upgrade and since the adapter cannot be installed and removed quickly, the adapter can be coupled to the interfaces 44-A , 45 and, if necessary, to the temperature control circuit 269 analogous to the original drive battery. Is the original drive battery for example with the interface 44-A screwed and connected to the interface via a plug 45 connected, the adapter is connected to the interfaces 44-A and 45 also connected via screws and plugs.

The upgrade kit is attached to the adapter, at least temporarily. If the base battery consists of the same battery module as the upgrade kit, the base battery can also be attached to the adapter. The battery module 12 has at least two recordings 61 . In the case of a standardization, the battery module also has 3 over at least two of these recordings.

At least one of the receptacles has a mechanical-electrical interface 163-A , consisting of a mechanical interface 270-A and an electrical interface 271-A with which the battery module is connected to a mechanical-electrical interface 163-B , consisting of a mechanical interface 270-B and an electrical interface 271-B is connected to the adapter (see 32ff ). A spatial summary of the mechanical and electrical interfaces 270-A and 271-A as 270-B and 271-B ensures a functionally reliable electrical self-contacting of the battery module via a form and force fit to the adapter under a contact pressure P during the installation process DE 10 2013 003 918 B3 before, in which the interfaces are spatially separated from each other.

The electrical interface 271-B the adapter-side mechanical-electrical interface 163-B is about conductor tracks 172 and / or via contact elements 283-B and cables 294 as well as, for example, via plug with the interface 45 connected (see 32ff , especially 35-c ).

Does the electric vehicle also contain a temperature control circuit 269 , is also part of one of the recordings 61 a combined coolant interface 282-A attached, with which the battery module is connected to a combined coolant interface 282-B attached to the adapter and via coolant lines 295 with the temperature control circuit 269 connected (see 32ff , especially 35-d ).

One of the recordings can also be a purely mechanical interface 270-A included on an adapter-side mechanical interface 270-B is attached. This is particularly the case with the in 35-f The embodiment shown with four recordings is the case.

The recordings on the battery module with the interfaces 163-A , 282-A or. 270-A as well as the adapter with the interfaces 163-B , 282-B or. 270-B enable simple and quick installation and removal of the battery modules in the battery compartment in human-robot cooperation.

With the help of the adapter, the receptacles and interfaces on the battery module 12 despite differences in the mechanical and electrical interfaces specific to the vehicle type 44-A and 45 be unified. The adapter 43 accordingly has interfaces that are uniform to the battery module and vehicle-type-specific to the battery compartment. With a standardization of the battery modules 3 and 12 the base battery can also be attached to the adapter in the same way.

In this context, the adapter can be used for electrical separation and voltage adjustment of the battery modules, as in FIG 32 and 34 described, separation devices 275 and / or DC chopper 276 include that via the control unit 5 controlled and between the interfaces 45 and 271-B can be arranged. Alternatively, separation devices 275 or DC chopper 276 into the control unit 5 or in the battery manager inside the battery module 274 be integrated.

With regard to a structural design of the adapter, an arrangement and fastening in the battery compartment and a scope and an arrangement of the battery modules received thereon, various design variants are conceivable, which are described below.

The adapter either consists of at least two longitudinally mirror-symmetrical to a vehicle longitudinal axis X ', preferably rectangular profiles 307 with the interfaces 163-B , 282-B or. 270-B , with the profiles as based on 35-e indicated stakes 296 to 298 with the interfaces 163-B , 282-B or. 270-B may have, or, as in 35-f and 35-g shown, from individual adapter elements 299 to 301 .

With one made of longitudinal profiles 307 existing adapter, a load-bearing structure of the vehicle can be stiffened in the area of the main floor or sill, thereby improving crash performance to protect the battery modules. If greater rigidity is not required, the vehicle weight can be reduced instead. To do this, the longitudinal profiles are attached via an adapter flange 302 with the interface 44-B parallel to one another and mirror-symmetrical to the vehicle longitudinal axis X 'at the interface 44-A on the main floor 136 attached (see 36-b ). A distance A _P between the longitudinal profiles corresponds to the connection dimension A _{M of} the battery module plus a tolerance with a play S _p for the installation process.

As the battery modules 12 a size class G _x according to the explanations 33-d to the adapter 43 have a uniform connection dimension A _M , this also results in a uniform distance A _P between the longitudinal profiles. As a result, the adapter can also be standardized for different types of vehicles. An in 36-b the distance As shown to the side sills is thereby usually vary depending on the size of the battery compartment.

If the battery module and adapter are not standardized, the longitudinal profiles can also be attached directly to the sills or in them to form sill profiles without a lateral spacing A _S 317 be integrated ( 36-c or. 36-d ). The sill profiles 317 in this case point to the recordings for a form fit 61 a step 310 on.

In a special embodiment, the longitudinal profiles are also provided with at least two cross connections 308 each of a rectangular profile connected to one another to form a cohesive and therefore particularly rigid frame or lattice structure and on the main floor 136 attached (see 36-e ).

Alternatively, the sub-floor can be made with an adapter consisting of longitudinal profiles, in particular a frame or lattice structure 124 stiffened and thus an underrun protection of the drive battery improved.

In the 36-b to 3d-e the adapter contains two longitudinal profiles with a rectangular cross-section. Instead of the rectangular shape, other cross-sectional shapes are of course also possible. The longitudinal profiles point to the recordings 61 one groove each on the battery module 167 for holding a bolt 165 a locking and unlocking unit 166 and at least one screw thread 309 for a screw connection 169 on. Groove and screw thread together form the adapter-side mechanical interface 270-B .

In addition, the electrical interface is at least on one of the longitudinal profiles 271-B consisting of at least one contact element 283-B or at least one conductor track 172 attached that in combination with the mechanical interface 270-B the mechanical-electrical interface 163-B forms (see 35-c ). For example, metal strips or busbars with a suitable cross section are suitable for power currents, and thin-film conductors on a film basis for control currents. The conductor tracks can be provided at least partially with electrical insulation.

In vehicles with a temperature control circuit, at least one of the longitudinal profiles contains at least one coolant interface 268-B that in combination with the mechanical interface 270-B the combined coolant interface 282-B forms (see 35-d ).

Modified versions of the adapter with more than two longitudinal profiles are also possible 307 , as in 36-f shown. As a result, the vehicle rigidity can be further improved. In addition, the battery modules can also be arranged in two or more rows next to one another on the adapter. The two longitudinal profiles 307 in the middle can be firmly connected to each other or combined into a profile.

An embodiment is also conceivable in which the interfaces 270-B and 271-B and, if applicable, the interface 268-B at the cross connections 308 instead of the longitudinal profiles 307 are attached (see 36-g ). In this case, they are the receptacles on the battery module side 61 mirror symmetry to a plane of symmetry 303 of the battery module arranged perpendicular to a plane of symmetry 272 of the battery module. The interfaces can be attached to the cross connections either directly or via the inserts or via the adapter elements.

In contrast, an adapter made up of individual adapter elements is used when the adapter is only used to couple the interfaces mentioned at the beginning and has no stiffening function. In this regard, the 35-f and 35-g referenced. The arrangement and fastening in the battery compartment are also described there.

Design variants with regard to the scope and arrangement of the battery modules received on the adapter are described below. The upgrade kit is attached to the adapter, at least temporarily. If the base battery consists of the same battery module as the upgrade kit, the base battery can also be attached to the adapter. The battery modules 12 are attached to the adapter, in particular one behind the other, in relation to the vehicle longitudinal axis X '. If the adapter also takes the battery module or modules 3 of the basic battery, these are preferably arranged behind the battery modules of the upgrade kit (see 36-a and 36-h ).

A standardization of the battery modules of the upgrade kit and the basic battery for the purpose of a common arrangement on the adapter may not always be desirable. This can be the case, for example, if the costs saved through the standardization result in additional work for the recordings 61 on the battery module 3 not outweigh. Since the basic battery is made according to the basic variant 25th remains permanently in the vehicle and therefore quick installation and removal of the same is less important, the basic battery, unlike the upgrade kit, in principle does not require any receptacles with the interfaces according to the invention.

Accordingly, in a modified version of the electric vehicle, the base battery does not have the adapter 43 , but directly at the interface 44-A or at a separate mechanical interface 305 attached in the battery compartment. Both interfaces 44-A and 305 are either on the main floor 136 or on the side sills (see 36-i ) or on the underbody 124 (please refer 36-j ). The adapter and the base battery are attached one behind the other with respect to the vehicle's longitudinal axis X ', either both on the main floor or both on the underbody, the adapter at least temporarily as the upgrade kit 13 but not the base battery 4th records. With this arrangement, the recordings 61 on the battery module 3 omitted.

The interfaces are in a further modified arrangement 44-A on the underbody and the interface 305 attached to the main floor (see 36-k ). Here, too, the adapter and the basic battery are arranged one behind the other with reference to the vehicle longitudinal axis X '. However, in this variant, the adapter is via the interface 44-A attached to the subfloor, while the base battery is attached to the interface 305 is attached to the main floor or the side sills. A reversal of this arrangement is also conceivable in principle. Since the adapter only accepts the upgrade kit here, the recordings 61 on the battery module 3 again omitted.

In a further embodiment variant, the basic battery is at an additional mechanical interface 306 attached outside the battery compartment (see 36-1 ). For example, the interface 306 with the base battery are located under a hood as shown. This creates space in the battery compartment for additional battery modules 12 won. In this version, too, the receptacles on the battery module 3 omitted. Alternatively, arrangements under a rear seat bench or in the rear of a vehicle are also possible.

In addition, further modifications are conceivable that result from a method variant for the at least temporary battery capacity upgrade (see 25th and 36-m ).

In this process variant, a modified basic battery is used 213 with a battery capacity for 150 to 250 km range against a more powerful drive battery 214-A or 214-B replaced with a larger battery capacity.

Modified basic battery 213 and drive battery 214-A or. 214-B each consist of exactly one battery module 216 , 217 or. 218 . Since the modified basic battery in this variant is removed and replaced with the more powerful drive battery, there is always only one battery module in the battery compartment 216 or 217 or 218 . In 36-m is for example the modified basic battery 213 into the battery compartment 9 built-in and on the sub-floor 124 appropriate.

The dimensions of a battery case 319 the modified basic battery 213 and the drive battery 214-A are identical. Despite identical housing dimensions, the drive battery contains 214-A , as in 36-m shown, more battery cells corresponding to the larger capacity 219 than the modified basic battery. In contrast to the more powerful drive battery, the battery housing of the basic battery is only partially filled with battery cells.

In other words, the more powerful traction battery 214-A a battery, with the basic battery and the upgrade kit in one housing 319 are summarized.

The housing dimensions of the drive batteries 214-A and 214-B are identical in the coordinate direction X 'and Y', i.e. with regard to a length and a width. A battery housing is located in the coordinate direction Z ' 320 the drive battery 214-B , as in 36-m shown, higher than the drive battery 214-A and accordingly takes up more battery cells and battery capacity.

The battery capacities of the modified base battery and the more powerful drive battery could be graded as follows, for example: Base battery 150 to 250 km, drive battery 214-A 400 to 600 km, drive battery 214-B depending on a battery compartment size and ground clearance 220 over 600 km, whereby an upper limit should be reached at around 1,000 km.

As shown, the modified basic battery and stronger drive battery are preferably attached to the underside of the floor. Base battery 213 and drive battery 214-A are on the same subfloor 124 arranged, the drive battery 214-B on the other hand on a sub-floor variant 221 with a downward bulge 318 . The shape of the bulge shown is to be understood as an example.

A mounting flange on the underside 222 with fastening points not shown here 185 or. 223 and receiving holes for the recordings 215 is geometrically identical in both cases, so that the sub-floor variant 221 on the vehicle sill 180 at the same fastening points 224 can be attached like the sub-floor 124 (please refer 25th ).

The drive battery 214-A can also use the original drive battery, for example, in accordance with the range graduation mentioned above 322 that is directly, ie without an adapter, at the interface 44-A can be attached. The same can also be said of the modified basic battery 213 and the drive battery 214-B be the case.

At least the modified basic battery 213 points for direct attachment to the interface 44-A a modified flange 311 on. The flange contains a modified mechanical interface 313 with attachment points 314 for different versions of the mechanical interface 44-A . In this way, the modified basic battery can also be used in various vehicle types. The modified basic battery is standardized for this purpose and via the modified flange 311 at the type-specific interface 44-A attached to the respective sub-floor.

The drive batteries can also be attached in the same way in various vehicle types 214-A and 214-B to reach.

The modified flange 311 is integrated into the battery module housing and forms a unit with the housing.

In the electric vehicle, the modified basic battery, as indicated by arrows, is at least temporarily replaced by one of the more powerful drive batteries 214-A or 214-B replaced, whereby one of these drive batteries can be the original drive battery. Accordingly, in the case of the modified basic battery 213 as well as the drive batteries 214-A and 214-B the recordings 61 omitted. An attachment to the interface 44-A takes place directly via the modified flange 311 , ie without an adapter 43 .

The disadvantage of this variant of the method is the higher logistics effort. The removed battery must be temporarily stored (cf. 25th ).

In order to counter this disadvantage, the invention proposes a further modification of the basic battery (see 36-n ). This further modified basic battery 315 differs from the basic battery described above 213 in that in a modified case 321 next to the flange 311 additionally the adapter 43 is integrated. As a result, the modified basic battery 315 via the upgrade kit 13 by upgrading the battery modules 12 about the recordings 61 attached to the integrated adapter. The adapter can either be made from the longitudinal profiles described above 307 with or without inserts and with or without cross connections or from the individual adapter elements 299 to 301 consist.

In addition, in a further variant, in which a housing is preferably made of plastic, the adapter can also be molded seamlessly into the battery housing. In this case, the longitudinal profiles or adapter elements form the modified basic battery with the housing 315 one unity. As a structure otherwise 36-n is not shown separately at this point.

Finally, it should be noted that the electric vehicle has an auxiliary battery, at least temporarily 316 with a short range of, for example, 10-20 km. This may be necessary if the basic battery is first installed in the operator's upgrade station. Otherwise, the final acceptance and removal at the manufacturing plant would not be possible without the battery. The auxiliary battery can be placed in the battery compartment or, as in 36-a shown, housed at a different location in the vehicle and removed again when installing the basic battery.

In summary it can be 36-a to 36-n note that the electric vehicle according to the invention 1 a basic battery for at least a temporary battery capacity upgrade to a range of up to 1,000 km 4th for a range of 150 to 250 km, a battery-electric drive 2 , a control unit 5 , a charger 6 with a connection device 7th for a charging station and a battery compartment arranged on the underside of the vehicle 9 with a mechanical interface 44-A and an electrical interface that can be connected to the drive or charger via the control unit 45 and is characterized in that at the mechanical interface 44-A one with the electrical interface 45 connected and at least one mechanical-electrical interface 163-B having adapter 43 is attached to which at least temporarily one battery module to upgrade the capacity of the basic battery 12 an upgrade kit 13 mechanically and electrically attached, the battery module 12 at least two shots 61 with a form and force fit to the adapter and with at least one of the receptacles via a mechanical-electrical interface 163-A at the mechanical-electrical interface 163-B attached to the adapter and with the electrical interface 45 connected is.

The battery compartment consists of a main vehicle floor 136 , a sub-floor 124 and two side sills 180 .

The mechanical-electrical interface 163-B on the adapter has a mechanical interface 270-B consisting of at least one groove 167 and at least one screw thread 309 as well as an electrical interface 271-B on, being the electrical interface 271-B via at least one conductor track attached to the adapter 172 and / or at least one contact element 283-B with a cable 294 with the interface 45 is connected and additionally via a separator 275 and / or a DC chopper 276 with the interface 45 can be connected and where the electrical interface 271-B on the adapter with an electrical interface 271-A on the battery module at least temporarily under a contact pressure P of a screw connection 169 the mechanical-electrical interfaces 163-A and 163-B is connected self-contacting.

In addition, the adapter can have a further purely mechanical interface to one of the receptacles on the battery module 270-B or one with a temperature control circuit 269 the combined coolant interface connected to the electric vehicle 282-B have, the combined coolant interface 282-B on the adapter from the mechanical interface 270-B and a coolant interface 268-B with a coolant inlet 278-B , a coolant outlet 279-B , as well as a coolant valve attached to the mouth side 280 exists and at least temporarily under a contact pressure P of a screw connection 169 with a combined coolant interface 282-A can be connected to the battery module in a self-contacting and self-sealing manner.

The adapter 43 is via an adapter flange 302 with a mechanical interface 44-B at the mechanical interface 44-A attached, with the mechanical interface 44-A at a bottom of a main floor 136 or on a top of a sub-floor 124 or on the side sills 180 is located.

The mechanical-electrical interface 163-B , the purely mechanical interface 270-B and the combined coolant interface 282-B on the adapter, regardless of a vehicle type, the electric vehicle is designed uniformly, while the mechanical interface 44-B on the adapter flange one of the mechanical interface 44-A and thus the type and arrangement of attachment points depending on the vehicle type 314 having, the mechanical interface 44-B Attachment points 314 for mechanical interfaces 44-A of more than one vehicle type.

The adapter 43 consists of at least two longitudinally in the battery compartment mirror-symmetrically to a vehicle longitudinal axis X 'and at a distance A _{P from} one another, preferably rectangular profiles 307 with the interfaces 163-B and or 282-B and or 270-B as well as the adapter flange 302 with the interface 44-B , whereby the profiles are interconnected 308 from profiles and inserts 296 and or 297 and or 298 can have with the interfaces, or that the adapter from individual adapter elements 299 and or 300 and or 301 with the interfaces.

The distance A _{P of} the profiles corresponds to a connection dimension A _{M of} the battery module between the receptacles plus a tolerance with a clearance S _p , wherein the connection dimension A _M and thus the distance A _{P between} the profiles can be standardized for battery modules of a size class G _X.

The profiles 307 of the adapter with the interfaces 163-B and or 282-B and or 270-B can in the sill to sill profiles 317 with one step 310 for the recordings 61 be integrated. The adapter flanges can be omitted.

The interfaces 163-B , 282-B and 270-B are in a modified arrangement in which the recordings 61 mirror symmetry to a plane of symmetry 303 are arranged on the battery module, on the cross connections 308 instead of the longitudinal profiles 307 attached, the interfaces either directly or via the inserts 296 , 297 or. 298 or via the adapter elements 299 , 300 or. 301 are attached to the cross connections.

The basic battery 4th can consist of at least one battery module 3 which is identical to the battery module 12 and about recordings 61 with the interfaces 163-A , 282-A or. 270-A attached to the adapter.

The basic battery 4th is in a modified arrangement of the electric vehicle without an adapter directly at the interface 44-A or at an additional mechanical interface 305 attached in the battery compartment, with the interfaces 44-A and 305 either both on the main floor or both on the sills or both on the sub-floor. The recordings 61 can be omitted.

The basic battery 4th is in a modified arrangement of the electric vehicle without an adapter directly at the interface 44-A or at an additional mechanical interface 305 attached in the battery compartment, with the interface 44-A on the main floor or on the sills and the interface 305 are arranged on the sub-floor or vice versa. The recordings 61 can be omitted.

The basic battery 4th is in a modified arrangement of the electric vehicle without an adapter directly at an additional mechanical interface 306 mounted in the vehicle outside the battery compartment.

The basic battery 4th is in a modified version of the electric vehicle by a modified basic battery 213 consisting of a battery module 216 with battery cells 219 in one housing 319 replaced. The basic battery 213 is at least temporarily due to a stronger drive battery 214-A consisting of a battery module 217 with the same size, but compared to the battery module 216 Housing accommodating more battery cells 319 or by a traction battery 214-B consisting of a battery module 218 with an equally wide and equally long, but opposite to the battery module 217 Housing with higher and more battery cells 320 replaced. The housings are each over a flange 311 with a mechanical interface 313 with attachment points 314 for more than one vehicle type at the mechanical interface 44-A on the underbody 124 or on a sub-floor 221 with a bulge 318 appropriate.

The basic battery 4th is in a modified version of the electric vehicle with a modified basic battery 315 with a modified housing 321 replaced, with the flange 311 and the adapter 43 for the upgrade kit are integrated in the housing.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

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• DE 102009042001 A1 [0055, 0062, 0092, 0721, 0723]
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Claims (14)

Method with an upgrade kit for an at least temporary battery capacity upgrade of at least one electric vehicle (1) having a battery-electric vehicle drive (2), a base battery (4) consisting of at least one battery module (3) with a battery capacity for a range of 150 to 250 km, a control unit (5) as well as a charger (6) with a connection device (7) for a charging column, by installing the battery capacity of the base battery according to an at least temporary requirement of a vehicle user (10) for a range of 250 to 1,000 km by means of an installation process (11) the upgrade kit (13) consisting of at least one battery module (12) is upgraded into a battery compartment (9), characterized in that the installation process and, in the case of the temporary upgrade, also a removal process (14) with a device (16) in at least one upgrade station ( 15) takes place in a human-robot cooperation in which a gripper (17) or (18) of an industrial robot ters (19) is positioned via a manual control unit (21) of a control (22) guided by a person along a trajectory (23) specified by the control on a vehicle underside (8) to the battery compartment (9), with a positional deviation (24) of the vehicle during positioning to a target position (25) via a compensating process (137-A) or (137-B) with a compensating unit (26-A) or (26-B) on the gripper and that a supply of the installation process during the temporary upgrade with the upgrade kit (13) via an inventory (28) managed with the device according to a planned availability and utilization in a circuit (29) monitored by the device, by an operator determining the needs of the vehicle user including a demand scheduling via a demand recording process ( 30) recorded with an input / output unit (31) or (32) of the device, a number of the battery module (12) planned for the vehicle via the input / output unit (31) in B. stock reserved, provided in sets in a buffer station (27) in accordance with the demand scheduling, installed with the device on an adapter (43) arranged in the battery compartment and connectable to the connection device and drive via the control unit, and after the removal process the stock for at least one further use in this or in another electric vehicle Procedure according to Claim 1 , characterized in that the circuit (29) for the supply of the upgrade station (15) has at least one planning process (33) carried out via the device (16), at least the one requirement detection process (30) carried out via the apparatus, at least one carried out via the apparatus Management process (34), at least one disposition process (35) carried out via the device, at least one supply process (36) carried out via the device, at least one deployment process (37) tracked via the device, at least the one installation process (11) carried out via the device, comprises at least the one removal process (14) carried out via the device and at least one payment process (38) carried out via the device, the circuit being controlled via a supply and deployment order (100) recorded with the device during the disposition process (35) Procedure according to Claim 1 or 2 , characterized in that the compensation process (137-A) or (137-B) has at least one measuring process (150) of an ACTUAL position (151) of at least one reference point (152) carried out at a check point (142) or (146) ) on the underside of the vehicle (8) via a measuring device (232-A) or (232-B) of the compensation unit, at least one calculation process (155) carried out via the controller (22) for the positional deviation (24) between the actual position and the target -Position (25), a correction process (156) of the trajectory (23) with the control according to the determined positional deviation, and at least one carried out after positioning in an installation position (143) or in a disassembly position (147) or reassembly position (149) mechanical tolerance compensation (157-A) or (157-B) via at least one floating unit (158-A) or (158-B) of the compensation unit arranged on the gripper (17) or (18) Procedure according to Claim 1 , 2 or 3 , characterized in that during the installation process (11) on the adapter (43), a fastening process (133) of the upgrade kit (13) to a mechanical-electrical interface (163-B) and to a coolant interface (282-B present in electric vehicles with a temperature control circuit) ) is carried out by, during a pressing process (135) via a force-controlled pressure cylinder (164-A) on the gripper (18), a bolt (165) of a locking and unlocking unit (166) attached to the battery module into a groove (167) on the adapter side via a The spring (168) is engaged and a non-positive fastening is then carried out with a screw connection (169) on the mechanical-electrical interface (163-B) and on the possibly existing coolant interface (282-B) Method according to one of the preceding claims, characterized in that, in a method variant of the at least temporary battery capacity upgrade, a modified base battery (213) consisting of exactly one battery module (216) with a battery capacity for a range of 150 to 250 km against a more powerful drive battery (214- A) or (214-B) with larger battery capacity for ranges of up to 1,000 km consisting of exactly one battery module (217) or (218) is replaced by removing the modified basic battery using the device (16) in accordance with the requirement recording process (30) and installing the more powerful drive battery in the battery compartment instead, whereby the installation process (11) and the removal process (14) take place in at least one of the upgrade stations (15) in human-robot cooperation with the compensation process (137-B) Device (16) for an at least temporary battery capacity upgrade of at least one electric vehicle (1), with which a battery capacity of a basic battery (4) installed in the electric vehicle is achieved by an installation process (11) of an upgrade kit (13) consisting of at least one battery module (12) is upgraded in a battery compartment (9) arranged on the underside of the vehicle (8), comprising at least one upgrade station (15), at least one database (40) with a database management system (93), at least one processing unit (92), at least one connected to the database Input / output unit (32) for a vehicle user (10), at least one input / output unit (31) connected to the database for an operator of the device, at least one read / write unit connected to the database Unit (76) for the acquisition of an identification data carrier (77) attached to the battery module, at least one read / write unit (113) connected to the database for a Acquisition of at least one upgrade kit charging process recorded by a data logger (114), at least one supply device (225) for supplying the installation process with the upgrade kit, at least one handling device (226) for the installation process and, in the case of the temporary upgrade, also for a removal process (14) and at least one vehicle receptacle (120) for receiving and pre-positioning the vehicle in a position accessible to the handling device from the underside of the vehicle, characterized in that at least one of the handling devices has a gripper (18) for the upgrade kit and / or with a gripper (17) for a dismantled underbody (124) is equipped with an industrial robot (19) with which the gripper is connected to the database via a data interface (227) during the installation or removal process via a manual control unit (21) in a human-robot cooperation along a Ba specified by the controller hnkurve (23) is positioned, with a compensation unit (26-A) or (26-B) for a compensation process of a positional deviation (24) of the vehicle to a target position (25) being arranged on the gripper and that the input / Output units (31) and (32) a graphical user interface (324) or (325) for processing inputs from the vehicle user or the operator for a needs recording process (30), planning process (33), management process (34), Disposition process (35), supply process (36), installation process (11), use process (37), removal process (14) and payment process (38) of the upgrade kit (13), the user interface (324) for the vehicle user on a part these operations can be limited Upgrade kit (13) for an at least temporary battery capacity upgrade of at least one electric vehicle (1), which can be connected to a drive unit (2) and a charger (6) with a connection device (7) via a control unit (5) in particular for the at least temporary capacity upgrade Base battery (4) is intended to have at least one rechargeable battery module (12) consisting of battery cells (219), a housing (200) which can contain a temperature control device (267) with a coolant interface (268-A) to a temperature control circuit (269) , at least one mechanical interface (270-A) for fastening the battery module in a battery compartment (9) with an adapter (43) and at least one electrical interface (271-A) for connecting the battery module via adapter (43) and control unit ( 5) with drive (2) and charger (6), characterized in that the housing is at least two mirror-symmetrical to a plane of symmetry e (272) has arranged receptacles (61) each with a form-fitting housing recess (287) for the adapter, to which the interfaces (270-A) and (271-A) and centering bevels (160) are attached and also the coolant interface ( 268-A), the interfaces (270-A) and (271-A) being spatially combined to form a mechanical-electrical interface (163-A) and the mechanical interface (270-A) being a locking and unlocking unit (166) and at least one screw connection (169) for pre-fixing and non-positive fastening of the battery module to a mechanical interface (270-B) on the adapter, which connects to the electrical interface (271-A) on the battery module and to an electrical interface (271- B) is arranged on the adapter in such a way that the interfaces (271-A) and (271-B) make electrical contact with each other when the battery module is attached to the adapter under a contact pressure (P) through the screw connection Upgrade kit according to Claim 7 , characterized in that the locking and unlocking unit (166) for pre-fixing and locking during an installation process (11) has a spring-actuated snap mechanism with a latch (165) engaging in a groove (167) of the adapter (43), a spring ( 168) and a bevel (289) attached to the bolt side and either a module-side electromagnet (291) with a switch (290) or a driver receptacle (198) for a Has the gripper-side driver actuation unit (199), wherein the bolt can have an end position sensor system (170) with a transmitter / receiver unit (230-A) Upgrade kit according to Claim 7 or 8th , characterized in that the coolant interface (268-A) on the battery module is combined with one of the mechanical interfaces (270-A) to form a combined coolant interface (282-A) and a coolant inlet (278-A) and a coolant outlet (279-A) ) each with a coolant valve (280) arranged on the mouth side, the coolant inlet (278-A) and coolant outlet (279-A) congruent to a coolant outlet (279-B) and a coolant inlet (278-B) of a combined coolant interface (282- B) are arranged on the adapter (43) and are sealed to the outside with a seal (293) during the installation process (11) under a contact pressure (P) of a screw connection (169) Electric vehicle (1) for an at least temporary battery capacity upgrade to a range of up to 1,000 km, having a base battery (4) for a range of 150 to 250 km, a battery-electric drive (2), a control unit (5), a charger (6) with a Connection device (7) for a charging station and a battery compartment (9) arranged on the underside of the vehicle with a mechanical interface (44-A) and an electrical interface (45) which can be connected to the drive or charger via the control unit, characterized in that on the mechanical interface (44-A) is attached to an adapter (43) connected to the electrical interface (45) and having at least one mechanical-electrical interface (163-B), on which at least one battery module is at least temporarily used to upgrade the capacity of the basic battery (12) of an upgrade kit (13) is attached mechanically and electrically, the battery module (12) having at least two receptacles (61) with egg Has a positive and non-positive fit to the adapter and is attached to the adapter with at least one of the receptacles via a mechanical-electrical interface (163-A) on the mechanical-electrical interface (163-B) and is connected to the electrical interface (45) Electric vehicle after Claim 10 , characterized in that the mechanical-electrical interface (163-B) on the adapter has a mechanical interface (270-B) consisting of at least one groove (167) and at least one screw thread (309) and an electrical interface (271-B) wherein the electrical interface (271-B) is connected to the interface (45) via at least one conductor track (172) attached to the adapter and / or at least one contact element (283-B) with a cable (294) and additionally via a separating device (275) and / or a DC chopper (276) can be connected to the interface (45) and wherein the electrical interface (271-B) on the adapter with an electrical interface (271-A) on the battery module is at least temporarily under a contact pressure (P ) a screw connection (169) of the mechanical-electrical interfaces (163-A) and (163-B) is connected in a self-contacting manner Electric vehicle after Claim 10 or 11 , characterized in that the adapter to one of the receptacles on the battery module can have a further purely mechanical interface (270-B) or a combined coolant interface (282-B) connected to a temperature control circuit (269) of the electric vehicle, the combined coolant interface (282 -B) on the adapter consists of the mechanical interface (270-B) and a coolant interface (268-B) with a coolant inlet (278-B), a coolant outlet (279-B), as well as a coolant valve (280) attached to the outlet side and can be connected to a combined coolant interface (282-A) on the battery module in a self-contacting and self-sealing manner at least temporarily under a contact pressure (P) of a screw connection (169) Electric vehicle after Claim 10 , 11 or 12 , characterized in that the mechanical-electrical interface (163-B), the purely mechanical interface (270-B) and the combined coolant interface (282-B) on the adapter is designed in a uniform manner, regardless of a vehicle type of the electric vehicle, while a mechanical interface (44-B) on an adapter flange (302) has a type and arrangement of fastening points (314) dependent on the mechanical interface (44-A) and thus on the vehicle type, the mechanical interface (44-B) fastening points (314) for may have mechanical interfaces (44-A) of more than one type of vehicle Electric vehicle according to one of the preceding Claims 10 to 13 , characterized in that the adapter (43) consists of at least two longitudinally in the battery compartment mirror-symmetrically to a vehicle longitudinal axis (X ') and at a distance (A _P ) from one another, preferably rectangular profiles (307) with the interfaces (163-B) and / or (282-B) and / or (270-B) as well as the adapter flange (302) with the interface (44-B), the profiles with one another cross connections (308) consisting of profiles and inserts (296) and / or ( 297) and / or (298) with the interfaces, or that the adapter consists of individual adapter elements (299) and / or (300) and / or (301) with the interfaces.

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