DE102020101923A1 - Charging system for an at least partially electrically powered vehicle - Google Patents

Abstract

The invention relates to a charging system for electrically charging an at least partially electrically operated vehicle (4), with a vehicle-side connection point (9) and at least one infrastructure-side charging connector (5), the charging system having an infrastructure-side control unit (31) by means of which the charging connector ( 5) from its starting position (A (xist, yist, zist)) via an adjustment path (s (Δx, Δy, Δz)) to a target position (Z (xsoll, ysoll, zsoll)), in which the charging plug (5 ) is in electrical contact with the vehicle's charging socket (9) in order to start an electrical charging process. According to the invention, the control unit (31) is assigned a sensor unit (27) on the vehicle. The vehicle-side sensor unit (27) uses coordinate measuring technology to record the actual coordinates (xist, yist, zist) of the charging plug (5) in the starting position (A) in a coordinate system (K). On the basis of the actual coordinates (xist, yist, zist) and the target coordinates (xsoll, ysoll, zsoll) of the charging plug (5), the control device (31) determines the travel (s (Δx, Δy, Δz)).

Description

The invention relates to a charging system for electrically charging an at least partially electrically operated vehicle according to the preamble of claim 1.

In the case of hybrid or purely electrically powered vehicles, there is a need to use the vehicle idle times in your own garage or on a public parking space for an electric charging process.

This is from the DE 10 2009 006 982 A1 a generic charging system is known which has an infrastructure-side charging plug which can be brought into electrical contact with a vehicle-side connection point in a fully automated manner in order to start an electrical charging process. The charging system has an infrastructure-side control device by means of which a robot unit can be controlled. The robot unit moves the charging plug from its starting position via a travel path into a target position in which the charging plug is brought into electrical contact with the vehicle-side charging socket. To detect the starting position of the charging plug and the target position of the charging plug, the robot unit has a detector unit, by means of which the position of the connection point on the vehicle side can be detected. For reliable detection, the connection point on the vehicle side is marked by means of an RFID chip, which can be brought into wireless signal connection with the control device on the infrastructure side.

The provision of the detector unit on the infrastructure side and the RFID chip on the vehicle side results in a comparatively large amount of measurement and control components on both the vehicle and the robot unit.

From the DE 10 2014 226 357 A1 a charging station and a method for automatically charging an electrical energy store in a vehicle are known.

The object of the invention is to provide a charging system which, compared to the prior art, can be implemented with a reduced measurement / control component outlay.

The object is achieved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

The charging system according to the invention essentially consists of a device on the vehicle side based on an electrically pivotable charging socket and an infrastructure-side rail system with a charging carriage. The infrastructure side can be divided between the private area and the public area. In the private sector, the rail system differs between floor and gate installation. For the public area, the charging system can be embedded at ground level in the floor of a vehicle parking area or it can be implemented as a structure on the floor of the vehicle parking area. The system for the public sector is optimized so that it can be set up and scaled very easily. Thanks to the rail system, different parking lot geometries and shapes can be easily set up and supplemented. At the same time, the rail system also serves as a visual delimitation and protective function for the automatic loading areas. The charging carriage can be moved two-dimensionally by means of the rail system, while the charging plug can be inserted into the charging socket by means of a lifting mechanism. Thus, a three-dimensional positioning of the loading carriage or the connector relative to the vehicle is possible. The coarse and fine positioning is done by a control unit in the rail system with the support of vehicle data (position data from the ultrasonic sensors of the parking system and image information from the reversing camera).

The individual components of the charging system can be subdivided as follows: a vehicle-side electrically swiveling charging socket as well as a charging slide for a garage at home (gate assembly), a charging slide for the home garage (floor assembly) or a charging slide for public areas.

The vehicle-side charging socket can be installed pivotably in the vehicle underbody. The function of the swiveling trailer coupling is used. At the push of a button or automatically, the charging socket swivels out of the rear or front bumper by means of a rotary movement and provides a charging point (i.e. a connection point) for a hybrid or electric vehicle. By taking over the trailer coupling swivel sequence, the charging socket requires only a small amount of space and is not visible in the retracted state. This mechanism will later be used for an automatic loading system. The charging socket can be designed in any way. Either by using an existing standardized socket or by means of a proprietary solution. To ensure crash behavior, the socket must be de-energized in the swiveled-in state. Charging with alternating voltage and direct voltage is equally possible depending on the selected socket (e.g. combo).

For the positioning of the loading carriage, the ultrasonic sensors should be used for the rough alignment and the rear view camera for the fine positioning.

In a first variant, the loading carriage can be installed in a garage at home (door assembly). In this case, the rail system can be installed on the existing infrastructure of a garage door (e.g. sequential door), which is a charging point for a hybrid. or provides an electric vehicle. A slide can be moved over two horizontal rails, which can perform a horizontal movement. On the slide there is another rail system in a vertical design, which can perform a vertical movement. By separating the vertical rails, a deep movement (e.g. in the longitudinal direction of the vehicle) should also be carried out (e.g. by means of a scissor lift). There may still be reference marks (e.g. optical) on the carriage and the loading point, which can be used for a positioning system. The charging cable is routed between the horizontal rails and can be rolled up / folded. Alternatively, the electrical contact can also be made for a conductor rail system. The relative cable routing for the entire "rail-gate" unit is also carried out via a folded cable or an additional cable reel. If necessary, the principle of the conductor rail can also be used here. The entire unit of the rail system can be moved with the mechanics of the existing door and is therefore not in the driving area of the garage when the door is open. The slide can also be moved manually using the emergency release. The charging plug is always in a zero position when de-energized, i.e. preloading is necessary in active operation.

In a further embodiment variant, the loading carriage can be installed in a floor mounting in the garage: In this case, the loading carriage can be installed on a traversable running rail that can be mounted on or in the floor. The loading carriage can be moved horizontally through the bottom rail. By means of the rail system described above on the loading carriage, a vertical movement and / or a depth movement (e.g. in the longitudinal direction of the vehicle) can be carried out. The reference marks on the charging carriage are required to position the charging connector. If the loading carriage is not required, it can be moved to a starting position, i.e. a parking position. The charging cable is folded and guided inside the bottom rail; alternatively, the electrical contact can also be made for a conductor rail system. The slide can also be moved manually using the emergency release. The charging plug is always in a zero position when de-energized, i.e. preloading is necessary in active operation.

In a further variant, the loading carriage can be installed in the public area. In this case, a rail system can be built up for the loading carriage, on which the carriage can be moved. The rail system also serves as a delimitation of the parking area in open parking spaces, and also as a railing system in parking garages. It should be possible for several carriages to move on the rail system. The rail system can be designed with a total of three rails. In this case, two rails can be used for positioning, while the third rail is live. The sleds are equipped with pantographs and are in contact with the third rail.

The loading sled is then assigned according to the order of the parking spaces. The charging process can be started when a vehicle is detected standing in the respective parking space (e.g. by existing optical or inductive parking space occupancy systems). If communication with a parked vehicle cannot be established, the charging process will not start. The assigned slide is then not activated, but remains in the chain. The sledges remain in their respective parking positions during the opening hours of the parking area. If the parking lot is closed, the sledges can be brought to the appropriate collective garages. The slides can also be moved manually using the emergency release. The charging plug is always in the zero position when de-energized, i.e. preloading is necessary in active operation.

A positioning sequence for the loading carriage to prepare for a loading process is described below: The loading system recognizes that a vehicle is in the loading position (e.g. private garage) and starts establishing communication with the vehicle. If automatic charging is activated in the vehicle, the ultrasonic sensors send the current position data to the charging system. The position data and the positioning algorithm run on the control device or via a static Internet connection on a backend. Self-learning mechanisms (eg neural networks) are to be used and the data, other positioning processes and data, are to be used and evaluated. The vehicle interface only provides the raw data from the sensors and coordinates the charging process in a simple manner (start / stop / emergency stop). The sledge starts moving and drives towards the vehicle loading point. If the loading carriage is detected by the ultrasonic sensors, the reversing camera switches on and sends the image information to the loading system. This takes over by means of the data the fine positioning from the vehicle and insert the charging plug. Loading begins.

• So ist gemäß dem kennzeichnenden Teil des Anspruches 1 - im Gegensatz zum Stand der Technik - auf eine infrastrukturseitige Detektoreinheit verzichtet. Anstelle dessen ist der infrastrukturseitigen Ladesystem-Steuereinrichtung gemäß dem kennzeichnenden Teil des Anspruches 1 eine fahrzeugseitige Sensoreinheit zugeordnet. Die fahrzeugseitige Sensoreinheit kann mittels Koordinatenmesstechnik die Ist-Koordinaten des in der Ausgangsposition befindlichen Ladesteckers in einem Koordinatensystem messtechnisch erfassen. Auf der Grundlage der messtechnisch erfassten Ist-Koordinaten sowie der Ziel-Koordinaten des Ladesteckers kann die Steuereinrichtung den Stellweg ermitteln, über den der Ladestecker vollautomatisch bis in seine Zielposition verstellt wird, in der der elektrische Ladevorgang starten kann. Die Ziel-Koordinaten des Ladesteckers sind lageidentisch mit der fahrzeugseitigen Anschlussstelle. Deren Koordinaten sind fahrzeugseitig hinterlegt.

Individual aspects of the invention are highlighted in detail below:

• Thus, according to the characterizing part of claim 1 - in contrast to the prior art - an infrastructure-side detector unit is dispensed with. Instead, the infrastructure-side charging system control device according to the characterizing part of claim 1 is assigned a vehicle-side sensor unit. The vehicle-side sensor unit can use coordinate measuring technology to measure the actual coordinates of the charging plug located in the starting position in a coordinate system. On the basis of the measured actual coordinates and the target coordinates of the charging plug, the control device can determine the travel distance over which the charging plug is automatically adjusted to its target position, in which the electrical charging process can start. The target coordinates of the charging plug are identical in position to the connection point on the vehicle. Their coordinates are stored in the vehicle.

To prepare for the charging process, the coordinates of the vehicle-side connection point are read out into the control device together with the actual coordinates of the charging plug located in the starting position. On the basis of the target position (that is to say the position of the connection point on the vehicle side) and the starting position of the charging plug, the control device can determine the required charging plug travel to the connection point on the vehicle side.

With a view to increasing comfort when maneuvering the vehicle, the vehicle can in common practice have a parking aid system with ultrasonic sensors which are arranged in the front / rear bumpers at a distance from one another in a transverse direction of the vehicle. In addition, the parking aid system can have at least one camera, in particular a reversing camera.

In a particularly preferred embodiment variant, the ultrasonic sensors and the camera of the parking aid system can act in a dual function not only as a parking aid, but also be components of the charging system. In this case, the ultrasonic sensors and / or the camera can detect the starting position of the charging plug. A vehicle-mounted coordinate measuring module can determine the actual coordinates in the coordinate system on the basis of the initial position of the charging plug detected by sensors.

The camera can be, for example, a reversing camera that is positioned approximately in the center of the vehicle's tailgate in the transverse direction of the vehicle. The camera only has a limited measuring range, which can only measure a close range of the vehicle-side connection point. In contrast, the ultrasonic sensors have an extended measuring range, which can also measure an outside area outside the close range that can no longer be detected by the camera.

With such an arrangement of the camera and the ultrasonic sensors, the positioning process of the charging plug can be divided into rough positioning and fine positioning. During the rough positioning, the charging plug's starting position in the outside area can be detected by means of the ultrasonic sensors. The infrastructure-side control device can, on the basis of the charging plug starting position detected by the ultrasonic sensors, adjust via a first adjustment path to an intermediate position which is positioned within the connection point close-up area.

Fine positioning can then take place. In the fine positioning, the intermediate charging plug position is recorded by the reversing camera and its coordinates are forwarded to the control device. On the basis of the camera-recorded intermediate charging plug position and the target charging plug position, the control device can determine a second adjustment path via which the charging plug can be adjusted to the target charging plug position. As a result of the division into rough positioning and fine positioning, the positioning process can be carried out much more precisely overall, so that an operationally reliable electrical contact of the charging plug with the vehicle-side connection point is guaranteed.

With a view to a perfectly functional change in position, the charging plug can be arranged on a slide which is guided along rails of a rail system. For example, the charging plug can be adjusted transversely via the carriage in a transverse direction of the vehicle and / or adjusted in a horizontal plane (depending on the rail guide). With regard to flexible charging plug positioning, it is advantageous if the charging plug is mounted on the charging carriage with the interposition of a vertical lifting element. With the help of the vertical lifting element, the charging plug can be adjusted in the vertical direction. Alternatively and / or additionally, the charging plug can be mounted on the charging carriage with the interposition of a depth lifting element. With the help of the depth lifting element, the charging plug can be moved in a depth direction (for example in the longitudinal direction of the vehicle) within the horizontal plane stretched on the rails can be adjusted.

Reliable detection of the charging plug position by the sensor unit on the vehicle is of great importance. Against this background, at least one reference mark can be provided on the charging plug and / or on the charging carriage, by means of which the driver-side charging plug starting position can be detected and a travel of the charging plug can be monitored up to its target position. A first reference mark can preferably be detected specifically by the ultrasonic sensors of the vehicle. A second reference mark on the charging plug and / or on the charging carriage, on the other hand, can be specifically detected by the camera on the vehicle.

In a technical implementation, the rail system can be mounted directly on the inside of the garage door. As an alternative to this, the rail system can be mounted on a railing close to the ground and / or directly in the ground, for example on a public parking space. In this case, the rail system can at least partially delimit at least one vehicle parking area.

Exemplary embodiments of the invention are described below with reference to the accompanying figures.

• 1 bis 3 jeweils Ansichten eines Ladesystems in unterschiedlichen Betriebszuständen;
• 4 das Ladesystem in einer Ansicht von oben;
• 5 bis 7 jeweils unterschiedliche Ausführungsbeispiele des Ladesystems.

Show it:

• 1 until 3 each view of a charging system in different operating states;
• 4th the charging system in a view from above;
• 5 until 7th each different embodiments of the charging system.

In the 1 is one on a vehicle parking space 1 installed charging system shown. The loading system has one on rails 3 adjustable guided charging plug 5 on, which has an electrical supply line 7th (in the 4th , 5 or 6th shown) is connected to a power supply network. The charging plug 5 is in electrical contact with a vehicle-side connection point for an electrical charging process 9 (hereinafter referred to as the charging socket) one on the floor space 1 parked vehicle, as shown in the 3 is shown. The vehicle-side charging socket is shown in the figures 9 on a rear bumper 11 of the vehicle. The charging socket 9 can be swiveled into a stowed position, not shown, in the manner of a swiveling trailer coupling when not in use.

It should be emphasized that in the charging system according to the invention, the plug-in direction of the charging plug 5 into the vehicle's charging socket 9 can be implemented in any way. In the 1 until 3 protrudes the vehicle-side charge book 9 in the vehicle longitudinal direction x to the rear of the vehicle, so that the plug-in direction of the charging plug 5 is aligned in the vehicle longitudinal direction x. Instead, the 4th until 7th the vehicle-side charging socket 9 in the vertical direction z of the vehicle protrude upwards so that the plug-in direction of the charging plug 5 is aligned downwards in the vertical direction of the vehicle z.

As can be seen from the figure, the rails extend 3 in a horizontal plane xy along the vehicle transverse direction y. The charging plug 5 is on a loading carriage 13th positioned along the rails 3 is adjustable in the vehicle transverse direction y. In addition, the charging plug is 5 with the interposition of a vertical lifting element 15th that is in the 5 Have vertical rails, as well as with the interposition of a depth lifting element 17th ( 3 ) on the loading carriage 13th assembled. In this way, the charging plug 5 can be adjusted in all spatial directions during the positioning process, both in the vehicle transverse direction y, in the vehicle vertical direction z and in a depth direction aligned in the vehicle longitudinal direction x.

According to the invention, the parking aid of the vehicle is part of the charging system. The parking aid shows in the 1 until 3 Ultrasonic sensors 19th on, which are spaced from each other in the vehicle transverse direction y in the rear bumper 11 are installed. In addition, the parking aid has a reversing camera 21 on, which is mounted on a vehicle tailgate. Both the rear view camera 21 as well as the charging socket in its position of use 9 lie in the 1 until 3 in a vehicle longitudinal center plane.

The ultrasonic sensors 19th as well as the rear view camera 21 are in the 1 in signaling connection with a vehicle-side coordinate measuring unit 25th , _Is in the means of coordinate measuring technology, the actual _coordinates x, y, z _is in its initial position of A. ( 1 ) located charging plug 5 in a coordinate system K ( 1 , 2 or 3 ) can be recorded by measurement. Both the coordinate measuring unit 25th as well as those from the ultrasonic sensors 19th and the rear view camera 21 existing sensor unit 27 are in the 1 on the vehicle side F. (ie installed in the vehicle).

The one from the sensor unit 27 recorded starting position A. is together with a charging plug target position Z into one on the infrastructure side I. ( 1 ) arranged control device 31 read out. The charging plug target position Z is in Essentially identical in position to the position of the vehicle-side charging socket 9 .

The control device 31 determined based on the starting position A. and the target position Z of the charging plug 5 a travel s via which the charging plug 5 up to its target position Z is adjustable.

As from the 1 or 2 further shows, instructs the rear view camera 21 only have a limited measuring range, which is only a short range 33 the vehicle-side charging socket 9 recorded by measurement. In contrast, the ultrasonic sensors 19th an extended measuring range. This also covers an outside area 35 outside the close range 33 metrologically from that of the reversing camera 21 can no longer be measured by measurement.

When using both ultrasonic sensors 19th as well as the rear view camera 21 can position the charging plug in its target position Z can be divided into a coarse positioning and a fine positioning. In this case, the charging plug 9 extremely reliable up to electrical contact with the vehicle's charging socket 9 to be brought.

In the rough positioning, one can still be outside 35 located charging plug starting position A. (eg a parking position) by means of the ultrasonic sensors 19th are recorded. The control device 31 can be based on the coordinates of the ultrasonic sensors 19th detected charging plug starting position A. and the charging plug target position Z the charging plug 5 by a first travel s ₁ ( 2 ) to an intermediate position P. adjust. The intermediate position P. of the charging plug 5 is located within the vicinity of the charging socket 33 , in a longitudinal alignment to the charging socket 9 .

This is followed by fine positioning, initially with the intermediate position P. ( 2 ) of the charging plug 5 by means of the reversing camera 21 is captured. The control device 31 adjusted based on the camera-recorded intermediate charging plug position P. the charging plug 5 by a second travel s ₂ ( 2 ) to its target position Z ( 3 ), in which the charging plug is 5 in electrical contact with the vehicle's charging socket 9 is located. After the charging process is completed, the charging plug 5 including loading carriage 13th from the control device 31 back to its original position A. ( 1 ) adjusted.

So that the vehicle-side sensor unit 27 the charging plug 5 can detect reliably are on the charging plug 5 as well as on the loading carriage 13th each reference marks R ₁ , R ₂ ( 4th or 5 ) intended. By means of the first reference mark R ₁ , the ultrasonic sensors in particular can 19th Record the charging plug position reliably. In contrast, the rear-view camera can by means of the reference mark R ₂ 21 record the charging plug position reliably.

In the 5 is the loading carriage 13th as an example, installed in a garage at home (gate assembly). In this case, the rail system is installed on an existing infrastructure of a garage door (e.g. sequential door). On the sledge 13th and the charging point (ie the charging socket on the vehicle) 9 ) there are reference marks R (eg optical) which can be used for the positioning system. The charging cable 7th is between the horizontal rails 3 guided and can be rolled up / folded. Alternatively, the electrical contact can also be made by means of a conductor line system (not shown). The cable is routed via a folded cable or an additional cable reel. If necessary, the principle of the conductor rail can also be used here. The rail system can be moved with the mechanics of the existing door and is therefore not in the garage's driving area when the door is open. The slide can be opened using the emergency release 13th can also be moved manually. The charging plug 5 is always in a zero position when de-energized, ie pre-tensioning is necessary in active operation.

In the 6th is the loading carriage 13th for example, installed in a floor-mounted garage, roughly at ground level. In this case it is the loading carriage 13th on a traversable track that can be mounted on or in the floor 3 Installed. Through the bottom rail 3 can move the loading carriage horizontally 13th are executed. By means of a vertical and / or depth lifting element, not shown, the loading carriage 13th can execute a movement in the vertical direction of the vehicle z and / or in the longitudinal direction of the vehicle x. The reference marks R on the loading carriage 13th are used to position the charging plug 5 needed. Will the loading carriage 13th not required, it can be returned to its starting position A. (e.g. a parking position). The charging cable 7th is folded inside the bottom rail 3 guided. Alternatively, the electrical contact can also be made by means of a conductor line system (not shown). The slide can be opened using the emergency release 13th can also be moved manually. The charging plug 5 is always in a zero position when de-energized, ie pre-tensioning is necessary in active operation.

In the 7th is the loading carriage 13th for example installed in a public area: In this case, the rail system of the loading carriage is used 13th additionally as a delimitation of the parking area in open parking lots, in multi-storey car parks also as a railing system. The rail system has several carriages 13th on. In the rail system, the two rails 3 serve to position the loading carriage, while a third rail, not shown, is live. The sleigh 13th can be equipped with pantographs and be in brush contact with the third rail.

The assignment of the loading carriage 13th can be done according to the order of the parking spaces. The charging process can be started when a vehicle is detected standing in the respective parking space (e.g. by existing optical or inductive parking space occupancy systems). If communication with a parked vehicle cannot be established, the charging process will not start. The assigned sled 13th is then not activated, but remains in the chain. The sleigh 13th stay at the respective parking positions during the opening hours of the parking area. If the parking lot is closed, the sledges can 13th be brought to appropriate collective garages. The carriages can be opened using the emergency release 13th can also be moved manually. The charging plug 5 is always in a zero position when de-energized, ie pre-tensioning is necessary in active operation.

List of reference symbols

1

Footprint

3

rails

4th

vehicle

5

Charging plug

7th

electrical supply line

9

Vehicle connection point or charging socket

11

rear bumper

13th

Loading carriage

15th

Vertical lifting element

17th

Depth lifting element

19th

Ultrasonic sensors

21st

backup camera

25th

Coordinate measuring unit

27

Sensor unit

29

wireless communication link

31

Control device

33

Close range of the charging socket

35

Outdoor areas

K

Coordinate system

F.

Vehicle side

I.

Infrastructure side

A.

Starting position

Z

Target position

P.

Intermediate position

s

Travel

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

• DE 102009006982 A1 [0003]
• DE 102014226357 A1 [0005]

Claims (10)

Charging system for electrically charging an at least partially electrically operated vehicle (4), with a vehicle-side connection point (9) and at least one infrastructure-side charging connector (5), the charging system having an infrastructure-side control unit (31) by means of which the charging connector (5) is disconnected from its Starting position (A (x _is , y _is , z _is )) can be adjusted via a travel (s (Δx, Δy, Δz)) to a target position (Z (x _should , y _should , z _should )) in which the charging plug (5) is in electrical contact with the vehicle-side charging socket (9) in order to start an electrical charging process, characterized in that the control unit (31) is assigned a vehicle-side sensor unit (27), and that the vehicle-side sensor unit (27) by means of coordinate measuring technology the actual coordinates (x _ist , y _is , z _ist ) of the charging plug (5) located in the starting position (A) in a coordinate system (K) recorded by measurement, and that the control device (31) on de (xist _is, yist, z) r basis of the actual coordinates and the destination coordinates (x _soll, y _should z _soll) of the charging plug (5) determines the actuating travel (s (Ax, Ay, Az)). Charging system after Claim 1 Characterized in that the target coordinates (x _soll, y _should z _soll) of the charging plug (5) are stored on the vehicle side, and that the target coordinates (x _soll, y _should z _soll) with the actual coordinates (xist, yist, z _ist ) can be read out into the control device (31) via a wireless communication link (29). Charging system after Claim 1 or 2 , characterized in that the vehicle has a parking aid system with ultrasonic sensors (19) and / or with at least one camera (21), in particular a reversing camera, and that in particular the ultrasonic sensors (19) in a vehicle transverse direction (y) are spaced from one another in the front - And / or rear bumper (11) are arranged. Charging system after Claim 3 , characterized in that the ultrasonic sensors (19) and / or the camera (21) are also part of the charging system in a dual function, so that the charging plug starting position (A ( x _is , y is, z _is )) can be detected, and that in particular the vehicle-side sensor unit (27) is assigned a coordinate measuring unit (25) which, from the sensor-detected charging plug starting position (A), its actual coordinates (x is, y is, z _is ) determined in the coordinate system (K). Charging system after Claim 4 , characterized in that the camera (21) has a limited measuring range, which only records a close range (33) of the vehicle-side connection point (9) by measurement, and that the ultrasonic sensors (19) have an extended measuring range, the additional an outer area (35) detected by measurement technology outside the close range (33) which cannot be detected by measurement technology by the camera (21). Charging system after Claim 5 , characterized in that the positioning process of the charging plug (5) from its starting position (A) to its target position (Z) is divided into a rough positioning and a fine positioning, and that in particular in the rough positioning the charging plug located in the outer area (35) Starting position (A) can be detected by means of the ultrasonic sensors (19), and that the control device (31) on the basis of the charging plug starting position (A) detected by the ultrasonic sensors (19) up to an intermediate position (P) within the charging plug (5) of the connection point near area (33), in which the charging plug (5) can be detected by means of the camera (21). Charging system after Claim 6 , characterized in that in the fine positioning the control device (31) on the basis of the camera-recorded charging plug intermediate position (P) adjusts the charging plug (5) to the target position (Z). Charging system according to one of the preceding claims, characterized in that the charging plug (5) is arranged on a slide (13) which is guided on rails (3) of a rail system, in particular in a horizontal plane (xy) and / or in a Vehicle transverse direction (y), and that in particular the charging plug (5) is mounted on the loading carriage (13) with the interposition of a vertical lifting element (15), by means of which the charging plug (5) can be adjusted in the vertical direction (z), and / or that the charging plug (5) is mounted on the charging carriage (13) with the interposition of a depth lifting element (17), by means of which the charging plug (5) can be adjusted in a depth direction (x) within the horizontal plane (xy). Charging system according to one of the preceding claims, characterized _{in that at least one reference mark (R 1} , R ₂ ) is provided on the charging plug (5) and / or on the charging carriage (13), by means of which the vehicle-side charging plug starting position (I) can be detected. Charging system according to one of the Claims 8 or 9 , characterized in that the rail system is mounted on a garage door, on a railing close to the ground or essentially at ground level in the ground, and / or that the rail system at least partially delimited at least one vehicle parking space (1).

Images