DE102021103839A1 - Charging socket with in-vehicle data bus connection - Google Patents

Abstract

One aspect relates to a charging socket in an electric vehicle for accommodating a charging plug. The charging socket includes power contacts in order to contact corresponding power contacts of the charging plug in the received state and charging technology-specific signal contacts in order to make contact with corresponding signal contacts of the charging plug in the received state in order to control a charging current. The charging socket also includes a signal converter in order to send or receive control signals for controlling the charging current at the charging technology-specific signal contacts of the charging socket. A bus node has a connection to a data bus in order to communicate with a vehicle controller of the electric vehicle via the data bus. The bus node controls the signal converter for sending the control signals, with the sent control signals corresponding to the communication via the data bus, or for receiving the control signals, with the communication via the data bus corresponding to the received control signals.

Description

The invention relates to a charging socket for charging an electric vehicle with an in-vehicle data bus connection, a set of such charging sockets for charging according to various charging techniques with a uniform in-vehicle data bus connection, and a vehicle controller in communication with the charging socket in the electric vehicle by means of the data bus.

In the prior art, charging sockets are known which are connected to the vehicle control system via a cable harness with a large number of lines. The large number of lines is used to record and control various contacts on the charging socket, as well as sensors, signal generators and actuators on the charging socket.

The document EP 2 233 344 B1 describes such a charging socket, referred to as a charging device. An activation control unit is installed in the vehicle, which detects a pilot signal via the charging socket and controls a charging control unit depending on the detected pilot signal.

However, control signals, such as the pilot signal mentioned above, at the signal contacts of the charging socket are specific to the charging technology for charging a traction energy store of the electric vehicle. A charging technology-specific connector face of the charging socket, in particular with charging technology-specific signal contacts, ensures that only one charging plug of a charging station designed for the charging technology can be accommodated in the charging socket.

Electric vehicles in different regions of the world must have suitable charging sockets for the respective charging technology. This usually means that there are corresponding interfaces for generating and detecting the control signal according to different charging technologies in the vehicle control for each country variant, but only one of these interfaces is used at all and is connected to the charging technology-specific charging socket.

The invention is therefore based on the object of specifying a technique which avoids the installation of unused functions and the resources associated therewith.

The object is solved with the features of each of the independent claims. Expedient refinements and advantageous developments of the invention are specified in the dependent claims.

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

A first aspect relates to a charging socket that is installed or can be installed in an electric vehicle for receiving a charging plug for charging a traction energy store of the electric vehicle with an electrical charging current. The charging socket includes power contacts which are designed to make contact with corresponding power contacts of the charging plug in the state in which it is received in the charging socket in order to conduct the charging current electrically. The charging socket also includes charging technology-specific signal contacts, which are designed to make contact with corresponding signal contacts of the charging plug when it is received in the charging socket, in order to control the charging current. The charging socket also includes a signal converter which is designed to send and/or receive control signals for controlling the charging current at the charging technology-specific signal contacts of the charging socket. The charging socket also includes a bus node, which includes a connection to a data bus and is designed to communicate with a vehicle controller of the electric vehicle via the data bus. The bus node is also designed to control the signal converter for sending the control signals, with the sent control signals corresponding to the communication via the data bus, and/or for receiving the control signals, with the communication via the data bus corresponding to the received control signals.

Because of the data bus, which does not necessarily have to be charging technology-specific, an exemplary embodiment of a charging technology-specific charging socket can be combined with an exemplary embodiment of a charging technology-unspecific vehicle controller in an electric vehicle. Optionally, one or more functions of the charging socket can be controlled and/or read from the bus node of the charging socket in communication with the vehicle control.

The charging socket on the electric vehicle can also be referred to as a vehicle inlet (or inlet for short).

The bus node to the data bus can include a modulator for sending data on the data bus and/or a demodulator for receiving data from the data bus (also referred to collectively as a modem).

The bus node and the signal converter can be part of a control unit of the charging socket. For example, the signal converter can be integrated into the bus node. The bus node can Be trained communication with the control of the electric vehicle.

The electric vehicle may be a battery electric vehicle (BEV). The charging technology can be designed according to a (for example international, regional or national) charging standard for electric vehicles.

The sent and/or received control signals can correspond to data in one or more protocol data units (protocol data units, PDUs) of the communication via the data bus. For example, the control signals are contained in a payload data unit (technically: service data unit, SDU) of the PDU.

The bus node can use the signal converter to convert the data from the communication via the data bus into the transmitted control signals without being processed or map them unambiguously to the transmitted control signals. Alternatively or additionally, the bus node can convert the control signals received by means of the signal converter unprocessed into the data of the communication via the data bus or clearly map them to the data of the communication.

The bus node can receive the data frame of the communication from the vehicle controller via the data bus. In response to the received data frame, the bus node can control the signal converter to send the control signals. Alternatively or additionally, the signal converter can receive the control signals at the signal contacts. In response to receiving the control signals, the bus node can send the data frame of the communication to the vehicle controller via the data bus.

The data frame can also be referred to as a "data frame" in technical terms. The data frame can be a protocol data unit (protocol data unit, PDU) on the data link layer (layer 2) of the communication on the data bus. The data frame can be an Ethernet data frame.

An arrangement of the power contacts and/or the signal contacts (i.e. a mating face) of the charging plug can correspond to the charging technology (e.g. unique).

The charging plug can be electrically and mechanically connected to the charging socket when it is received in the charging socket. The power contacts and the signal contacts can be designed for electrical connection. A locking mechanism can be designed to lock the charging connector against removal in the received state. The locking mechanism can include an actuator (also: actuator or actuator system) which is designed to selectively lock and unlock the charging plug using the locking mechanism (i.e. release it for removal).

The charging plug can be part of a charging station. The charging station can be a (for example free-standing) charging station or a wall arrangement (so-called wall box). Alternatively or additionally, the charging plug can be connected to the charging station via a charging cable. The charging cable can be connected to the charging station (optionally via an adapter) in a pluggable or detachable manner, or the charging cable can be connected to the charging station in a non-detachable (i.e. tool-free) and non-destructive manner.

Here, the charging of the traction energy store (or the charging current for charging) can include charging the traction energy store and/or discharging the traction energy store. For example, the traction energy store can be discharged in order to adjust electrochemical properties (for example due to an aging state) of electrochemical storage cells for storing electrical energy in the traction energy store. Alternatively or additionally, the traction energy store of the (for example parked) electric vehicle (when charging and/or discharging) can be a buffer store of a local energy supply system (for example a house photovoltaic system).

A communication protocol of the communication on the data bus can be charging technology-independent. Alternatively or additionally, a signal protocol of the transmitted and/or received control signals at the signal contacts can be charging technology-specific. The signal protocol of the control signals at the signal contacts can correspond to a charging method.

The charging technology of the charging socket or the charging plug (e.g. the connector face) can imply the signal protocol. For example, an arrangement of the power contacts and/or signal contacts according to the Combined Charging System (CCS) charging technique may imply a signal protocol according to the charging method in Part 3 of the IEC 62196 standard (i.e. EN 62196).

Different arrangements of the power contacts and/or signal contacts can imply the same signal protocol of the control signals on the signal contacts. For example, an arrangement according to SAE J1772 or connector type 1 or combo 1 of the IEC 62196-1 standard and an arrangement according to VDE-AR-E 2623-2-2 or connector type 2 or Combo-2 of the IEC 62196-1 standard imply the same signaling protocol.

The data bus, for example the data frame and/or the communication protocol of the communication on the data bus, can be designed according to a controller area network (CAN), a local interconnect network (LIN) or a local data network (for example Ethernet).

The LIN can also be referred to as the LIN bus. The LIN (e.g. in version 2.2A of the specification) can be designed according to the ISO standard 17987-1 (e.g. for road vehicles).

The CAN can also be referred to as a CAN bus. The CAN may be implemented according to the ISO 11898 family of standards (e.g. with regard to layer 1, i.e. the physical layer, and/or layer 2, i.e. the data link layer). For example, the physical layer of the CAN according to the ISO standard 11898-2 (high-speed CAN), the ISO standard 11898-3 (low-speed CAN) or the ISO standard CAN FD ISO 11898-1 (for a flexible data rate, FD, to increase the data rate in extension of the CAN standard) be designed.

The data bus, for example the data frame of the communication on the data bus and/or the communication protocol of the communication on the data bus, can be designed according to Ethernet or the IEEE standard family 802.3. The physical layer of the data bus can comprise a pair of wires, for example according to Automotive Ethernet.

The data bus can only have one or a single pair of lines. Alternatively or additionally, the data bus can be designed according to CAN, CAN-FD, Local Interconnect Network (LIN), FlexRay or Ethernet (in particular single-pair Ethernet or automotive Ethernet).

The charging socket can also include a power supply unit which is or can be electrically connected to an on-board network and which is designed to feed at least the bus node and/or the signal converter with electrical power from an on-board network. The power pack can include a DC/DC converter.

The bus node can also be designed to output an identifier for the charging technology of the charging socket to the vehicle controller via the data bus.

The vehicle controller of the electric vehicle can include a charging controller (for example an on-board charger, OBC) for controlling the charging current when charging the traction energy store and/or a battery management system (BMS) of the traction energy store.

The control signals of the charging technology-specific signal contacts can include pilot signals, for example at least one control pilot signal (also: control pilot or CP) for controlling the charging current and/or a proximity pilot signal (also: proximity pilot or PP), and/or a connection check (also: connection Status or CS) to determine the status of the charging plug recorded in the charging socket.

The control signals of the charging technology-specific signal contacts can include data bus signals, preferably data bus signals of a power line communication (PLC) and/or data bus signals of a controller area network (CAN).

The charging socket can have a variety of functions. The bus node can also be designed to control the functions in each case in the communication (for example in accordance with the communication via the data bus) and/or to query the functions in each case (and for example to communicate the results of the query via the data bus).

The bus node can each include an electronic driver for controlling the functions. Alternatively or additionally, the bus node can include an analog/digital converter (A/D converter, also: A/D converter) for querying the functions.

The charging socket may include functions within the charging socket, for example a temperature sensor for detecting a temperature of the power contacts or each power contact for alternating current and/or a temperature sensor for detecting a temperature of the power contacts or each power contact for direct current. Alternatively or additionally, the charging socket can include functions on the charging socket, for example locking a charging flap of the charging socket, driven by an actuator, and/or locking the charging plug, driven by an actuator, when it is received in the charging socket.

Another aspect relates to a set of charging sockets. The set of charging sockets comprises at least one charging socket according to the first-mentioned aspect, the charging technology-specific signal contacts and/or the signal protocol of the control signals at the charging technology-specific signal contacts corresponding to a first charging technology. Further the set of charging sockets comprises at least one charging socket according to the first-mentioned aspect, wherein the charging technology-specific signal contacts and/or the signal protocol of the control signals at the charging technology-specific signal contacts corresponds to a second charging technology that differs from the first charging technology.

The charging technique can include a charging method and/or an arrangement of the power and signal contacts. The charging technology can be regional or country-specific. Exemplary embodiments of the charging sockets according to the first and second charging technology can also be referred to as country variants.

The charging technique can include a first charging technique, for example for Europe, the European Union (EU), North America or the United States of America (USA). The first charging technology can be a combined charging system (technically: Combined Charging System, CCS), for example according to the European variant Combo-2 or the North American variant Combo-1.

The charging technology can include a second charging technology, for example for China (CN) or Japan (JP). The second charging technology can correspond to a CHAdeMO or ChaoJi charging system.

Yet another aspect relates to a vehicle controller that is installed or can be installed in an electric vehicle for controlling the charging of a traction energy store of the electric vehicle with an electric charging current through a charging socket of the electric vehicle. The vehicle controller includes a power connection to an on-board network of the electric vehicle, which is designed to feed a signal converter and a bus node of the charging socket with electrical power, as a result of which the signal converter is ready to send control signals for controlling the charging current to charging technology-specific signal contacts of the charging socket and /or to receive. The vehicle controller also includes a bus node which includes a connection to a data bus and is designed to communicate with the bus coupler of the charging socket via the data bus. As a result, the bus node is ready to control the signal converter for sending the control signals, with the sent control signals corresponding to the communication via the data bus, and/or for receiving the control signals, with the communication via the data bus corresponding to the received control signals.

The vehicle control may further include any feature disclosed in the context of the first-mentioned aspect or the further aspect, or a feature corresponding thereto.

The invention is explained in more detail below with reference to the drawings using preferred exemplary embodiments.

• 1 eine schematische Darstellung einer herkömmlichen Ladedose und einer herkömmlichen Fahrzeugsteuerung, die über einen herkömmlichen Kabelbaum elektrisch verbunden sind;
• 2 eine schematische Darstellung einer Ladedose und einer Fahrzeugsteuerung, die gemäß einem ersten Ausführungsbeispiel elektrisch verbunden sind;
• 3 eine schematische Darstellung einer Ladedose für eine erste Ladetechnik und einer Fahrzeugsteuerung, die gemäß dem ersten Ausführungsbeispiel elektrisch verbunden sind;
• 4 eine schematische Darstellung einer Ladedose für eine zweite Ladetechnik und einer Fahrzeugsteuerung, die gemäß dem ersten Ausführungsbeispiel elektrisch verbunden sind;
• 5 eine schematische Darstellung einer Ladedose und einer Fahrzeugsteuerung, die gemäß einem zweiten Ausführungsbeispiel elektrisch verbunden sind;
• 6 eine schematische Darstellung einer Ladedose für die erste Ladetechnik und einer Fahrzeugsteuerung, die gemäß dem zweiten Ausführungsbeispiel elektrisch verbunden sind;
• 7 eine schematische Darstellung einer Ladedose für die zweite Ladetechnik und einer Fahrzeugsteuerung, die gemäß dem zweiten Ausführungsbeispiel elektrisch verbunden sind;
• 8 eine schematische Ansicht eines Elektroautos mit Funktionsblöcken zu einer Ladedose für die erste Ladetechnik und einer Fahrzeugsteuerung, die gemäß dem zweiten Ausführungsbeispiel elektrisch verbunden sind;
• 9 eine schematische Ansicht einer Ladedose für die erste Ladetechnik gemäß dem zweiten Ausführungsbeispiel;
• 10 eine schematische Ansicht einer Ladedose für die zweite Ladetechnik gemäß dem zweiten Ausführungsbeispiel; und 11 eine schematische Ansicht einer Ladedose für eine dritte Ladetechnik gemäß dem zweiten Ausführungsbeispiel.

Show it:

• 1 a schematic representation of a conventional charging socket and a conventional vehicle control, which are electrically connected via a conventional cable harness;
• 2 a schematic representation of a charging socket and a vehicle controller, which are electrically connected according to a first embodiment;
• 3 a schematic representation of a charging socket for a first charging technique and a vehicle controller, which are electrically connected according to the first embodiment;
• 4 a schematic representation of a charging socket for a second charging technique and a vehicle controller, which are electrically connected according to the first exemplary embodiment;
• 5 a schematic representation of a charging socket and a vehicle controller, which are electrically connected according to a second embodiment;
• 6 a schematic representation of a charging socket for the first charging technology and a vehicle controller, which are electrically connected according to the second embodiment;
• 7 a schematic representation of a charging socket for the second charging technology and a vehicle controller, which are electrically connected according to the second embodiment;
• 8th a schematic view of an electric car with functional blocks to a charging socket for the first charging technology and a vehicle controller, which are electrically connected according to the second embodiment;
• 9 a schematic view of a charging socket for the first charging technology according to the second embodiment;
• 10 a schematic view of a charging socket for the second charging technology according to the second embodiment; and 11 a schematic view of a charging socket for a third charging technique according to the second embodiment.

the 1 shows a block diagram of a conventional charging socket 10-1 for a first charging technique and a conventional second charging socket 10-2 for a second charging technique, which differs from the first in terms of normative signal contacts. The conventional charging sockets 10-1 or 10-2 each have to be electrically conductively connected to the conventional vehicle controller 20 via a complex cable harness.

The conventional charging socket 10-1 or 10-2 is connected to the higher-level vehicle controller 20 via a low-voltage wiring harness. Electrical functions of the charging socket 10-1 or 10-2, including assemblies in the immediate vicinity of the charging socket, are conventionally controlled via such a cable harness.

Like the reference example of 1 can be seen, a sufficient number of inputs and outputs including the associated electronics and control software (for example signal protocols of the control signals) must be kept in the conventional vehicle control 20 for controlling and for detecting the control signals of different charging technologies. For example, the dashed interface for control signals of a second charging technology (e.g. for China or Japan) of the vehicle controller 20 is unused when the vehicle controller 20 is connected to the charging socket 10-1 for a first charging technology (e.g. for Europe or North America).

2 shows a block diagram of a charging socket 100 for charging technology and a vehicle controller 200 according to a first exemplary embodiment.

The charging socket 100 is installed or can be installed in an electric vehicle. The charging socket 100 is designed to receive a charging plug for charging a traction energy store of the electric vehicle with an electrical charging current. For this purpose, the charging socket 100 includes power contacts which are designed to make contact with corresponding power contacts of the charging plug in the state in which it is received in the charging socket 100 in order to conduct the charging current electrically. Furthermore, the charging socket 100 includes charging technology-specific signal contacts 120 which are designed to make contact with corresponding signal contacts of the charging plug when it is received in the charging socket 100 in order to control the charging current. Furthermore, the charging socket 100 includes a signal converter 130 which is designed to send and/or receive control signals for controlling the charging current at the charging technology-specific signal contacts 120 of the charging socket 100 . Furthermore, the charging socket 100 includes a bus node 140, which includes a connection 142 to a data bus 144 and is designed to communicate via the data bus 144 with a vehicle controller 200 of the electric vehicle. The bus node 140 controls the signal converter 130 for sending the control signals, the control signals sent corresponding to the communication via the data bus 144 . For example, the data received via the data bus at bus node 140 specify the control signal to be sent. Alternatively or additionally, the bus node 140 controls the signal converter 130 for receiving the control signals, with the communication via the data bus 144 corresponding to the received control signals. For example, the bus node 140 forwards the received control signals as data (for example as user data in a data frame) to the vehicle controller 200 via the data bus 144 .

The first embodiment of the vehicle controller 200 is installed or installable in an electric vehicle. The vehicle controller 200 is designed to control the charging of a traction energy store of the electric vehicle with an electrical charging current through a charging socket 100 of the electric vehicle. The vehicle controller 200 includes a power connection to an on-board network 250 of the electric vehicle, which is designed to feed a signal converter 130 and a bus node 140 of the charging socket 100 with electrical power, as a result of which the signal converter 130 is ready for operation, at charging technology-specific signal contacts 120 of the charging socket 100 Send and / or receive control signals for controlling the charging current. Vehicle controller 200 also includes a bus node 240, which includes a connection to a data bus 144 and is designed to communicate with bus coupler 140 of charging socket 100 via data bus 144, as a result of which bus node 140 is ready for operation to control signal converter (130) for Sending the control signals, the sent control signals corresponding to the communication over the data bus 144. Alternatively or additionally, the bus node 140 is ready for operation to control the signal converter 130 for receiving the control signals, with the communication via the data bus 144 corresponding to the received control signals.

Exemplary embodiments of the charging socket 100 and/or the vehicle controller 200 can be assemblies of electric vehicles supplied to automobile manufacturers.

The data bus 144 can be a CAN bus, an Ethernet, preferably single-pair Ethernet or automotive Ethernet, a Local Interconnect Network (LIN, also called LIN bus) or a field bus for use in automobiles, preferably FlexRay.

Due to the data bus 144, which does not necessarily have to be charging technology-specific, exemplary embodiments of the invention internationally different normative requirements (e.g. on the control signal and the signal contacts 120) without the vehicle controller having to provide 200 electronics in order to individually control different variants of the charging sockets 10-1 and 10-2 (i.e. conventional charging sockets for different charging technologies).

The different charging technologies can relate to a Chinese standard (e.g. GB/AC, GB/DC, ChaoJi), the Japanese standard (e.g. CHAdeMO), and/or the European standard (e.g. Combined Charging System, CCS). The same vehicle control can be installed in the electric vehicle in all country variants. Depending on the country of use, the charging socket 100 is installed according to the charging technology, which means that no functions that are not required remain installed in the electric vehicle.

Even the first exemplary embodiment of the charging socket 100 or the vehicle controller 200 can prevent different country variants for different target markets (e.g. Europe, America and Asia) from having different communication interfaces (CAN bus and power-line communication) and a different number of signal contacts 120 (e.g as connection options or interfaces) must be kept in the vehicle control 200. This reduces the complexity and thus the costs of the vehicle control 200. In addition, no different cable harnesses are required for the different country variants.

For example, the communication interfaces and country-specific components of the conventional vehicle control 20 are only integrated into the charging socket 100 to the extent that is associated with the charging technology. Alternatively or additionally, the data bus 144 is a uniform, country-independent communication interface between the vehicle controller 200 and the charging socket 100. The country-specific variance can thereby be minimized to one module, namely the respective country-specific charging socket 100.

In each exemplary embodiment, the charging socket 100 can include functions within the charging socket and/or functions on the charging socket 100 (for example in the vicinity of the charging socket or functions protecting the charging socket). For example, in each exemplary embodiment, the charging socket 100 can include at least one of the following functions. The charging socket 100 can have sensors 121 and/or 122 for detecting the temperature at power contacts (e.g. for alternating current or direct current) during charging (i.e. during the charging process). Alternatively or additionally, the charging socket 100 can include actuators 124 for locking the charging plug, for example a sensor for detecting the locking position and/or unlocking position and an actuator for driving the lock between the locking position and the unlocking position. Alternatively or in addition, the charging socket 100 can include lamps (preferably light-emitting diodes, LEDs) as status lighting 125 and/or search lighting 126 . Alternatively or additionally, the charging socket 100 can include a locking device 123 of a charging flap (similar to the former tank flap in vehicles powered by internal combustion engines), for example a sensor for detecting the locking position and/or unlocking position of the locking device 123 of the charging flap and an actuator for driving the locking device 123 between the locking position and the unlocked position.

The normatively required signal lines 120 and the associated signal protocol can, depending on the charging technology (e.g. depending on the country variant), include control signals such as Control Pilot and Proximity Pilot or control signals for higher data rates or more complex messages (e.g. PLC for a first charging technology or CAN bus for a second charging technology ).

3 shows a first variant 100-1 of the first exemplary embodiment of the charging socket 100 for a first charging technique. The first charging technique includes signal contacts 120 required by standards for control pilot (CP) and proximity pilot (PP), which are connected to an input for detecting a pulse width modulation (as an example of the signal converter 130). Furthermore, the first charging technique uses the signal contacts 120 at least partially (e.g. the signal contact 120 for CP) to the PLC. For this purpose, the signal contact 120 is also connected to a PLC modem (as a further example of the signal converter 130).

4 shows a second variant 100-2 of the first exemplary embodiment of the charging socket 100 for a second charging technique. The second charging technique includes signal contacts 120 required by standards (for example country-specific) (and/or for example for Control Pilot CP1 to CP3) which are connected to an analog/digital converter (as an example of the signal converter 130). Alternatively or additionally, the second charging technology uses the other signal contacts 120 (for example signal contact S+ and S−) for a CAN bus. For this purpose, the further signal contacts 120 are connected to a CAN modem (as a further example of the signal converter 130).

On the reference example mentioned above 1 Coming back, it can also be seen from this that to connect the conventional charging socket 10-1 or 10-2 (including the necessary components for the electrical functions) with the higher-level vehicle control 20, more than 20 signal lines are necessary.

The charging socket 100 or the vehicle controller 200 according to an in 5 The second exemplary embodiment shown in block diagram form differs from the first exemplary embodiment in that at least some of the electrical functions 121 to 126 of the charging socket 100 are controlled and/or evaluated by the bus node 140 . For this purpose, the electronics and/or control software required for the mentioned functions 121 to 126 can be implemented in the second exemplary embodiment of the charging socket 100 instead of in the conventional vehicle control 20 .

Electronics and control software in the charging socket 100 can be used for this purpose. For example, the bus node 140 has a processor and a memory in data communication with the processor, in which instructions are encoded, on the basis of which, when executed by the processor, the charging socket controls and/or detects (for example queries) at least one of the functions 121 to 126 preferably in communication with the vehicle controller 200 via the charging technology-unspecific data bus 144.

The electronic assemblies for controlling and/or detecting the functions are placed directly in the charging socket 100 while maintaining the necessary distances for insulation from the high-voltage parts, for example the power contacts. Communication with the vehicle controller takes place via a vehicle-specific data bus 144 (i.e. a communication bus), e.g. CAN, LIN, Ethernet or others. This results in a considerable reduction in the number of lines and simplification of assembly.

Alternatively or additionally, the second embodiment can reduce the costs for developing and manufacturing the vehicle controller 200 . Alternatively or additionally, the vehicle controller 200 can be installed independently of an export region of the electric vehicle in an earlier manufacturing process step (for example together with driver assistance functions). Furthermore, the power consumption and the reliability of the vehicle controller 200 can be improved by eliminating unused interfaces and functions.

Alternatively or additionally, according to the second exemplary embodiment, individual or all functions from the environment of the charging socket 100 can be integrated into the charging socket 100 . This allows a space of the vehicle controller 200 compared to the conventional vehicle controller 20 and a space requirement of the data bus 144 compared to the conventional cable harness 1 be reduced.

Alternatively or additionally, the electronics and control software of the vehicle control 200 can be simplified and the costs of developing and producing them can be reduced. The reduction in the number of lines between the vehicle controller 200 and the charging socket 100 can enable faster assembly and greater reliability.

6 shows a first variant 100-1 of the second exemplary embodiment of the charging socket 100 for the first charging technology. According to the first charging technique, signal contacts 120 for CP and PP are connected to an input for detecting a pulse width modulation (as an example of the signal converter 130). Furthermore, the first charging technique uses the CP signal contact 120 to the PLC, in that a PLC modem controlled by the bus node 140 (as a further example of the signal converter 130) is connected to the CP signal contact 120.

7 shows a second variant 100-2 of the second exemplary embodiment of the charging socket 100 for the second charging technique. The second charging technique may include signal contacts 120, identified herein as CP1 through CP3, for example, connected to an analog-to-digital converter (eg, signal converter 130) controlled by bus node 140. Alternatively or additionally, the second charging technology uses the other signal contacts 120 (for example signal contact S+ and S−) for a CAN bus. For this purpose, the further signal contacts 120 are connected to a CAN modem (as a further example of the signal converter 130).

8th shows a schematic view of an electric car 800 with function blocks to a charging socket 100 for the first charging technology and a vehicle controller 200, which are electrically connected according to the second embodiment. While the electric vehicle is shown for the first charging technique and the second exemplary embodiment (exclusively connected via the data bus 144), features of the first exemplary embodiment and/or another charging technique can be implemented instead or in addition.

The power contacts for direct current of the charging socket 100 can be electrically conductively connected directly to the traction energy store 210 or a battery management system (BMS) 204 of the traction energy store 210 . Alternatively or additionally, the power contacts for alternating current of the charging socket 100 can be electrically conductively connected to the traction energy store 210 via an on-board charging control 202 (also: on-board charger, OBC).

The traction energy store 210 feeds an electric machine 212 or recuperates kinetic energy of the electric vehicle 800 from the electric machine 212 via a traction inverter (TWR) 214. An output shaft of the electric machine 212 drives at least one axle of the electric vehicle 800.

9 shows a schematic view of a charging socket 100-1 for the first charging technology, for example CCS, according to the second exemplary embodiment. 10 shows a schematic view of a charging socket 100-2 for the second charging technology, for example CHAdeMO, according to the second exemplary embodiment. 11 shows a schematic view of a charging socket 100-2 for a third charging technology or a third version of the second charging technology, for example ChaoJi, according to the second embodiment.

Although the invention has been described with reference to exemplary embodiments, those skilled in the art will recognize that various changes may be made and equivalents may be substituted. Furthermore, many modifications can be made to adapt a particular charging technique or signaling protocol to the teachings of the invention. Accordingly, the invention is not limited to the disclosed embodiments, but includes all embodiments and charging techniques that fall within the scope of the appended claims.

Reference List

10-1

Conventional charging socket with EU charging technology

10-2

Conventional charging socket with JP/CN charging technology

20

Conventional vehicle control with EU and JP/CN charging technology

100

Charging socket according to a charging technique

100-1

Charging socket according to the first charging technology, for example country variant for the EU

100-2

Charging socket according to the second charging technology, for example country variant for JP or CN

110

power contacts

120

Charging technology-specific signal contacts

121

AC power contact temperature sensors

122

Temperature sensors of the DC power contacts

123

tailgate lock

124

charging connector lock

125

Status lighting, preferably multicolored

126

Search lighting, preferably monochromatic

130

Signal converter of the charging socket

140

bus node of the charging socket

142

Connection of the charging socket to the data bus

144

data bus

150

power supply of the charging socket

200

vehicle control

202

On-board charge control (also: on-board charger, OBC)

204

Battery Management System (BMS)

210

traction energy storage

212

electric machine

214

Traction Inverter (TWR)

240

Vehicle control bus node

250

Electrical system of the electric vehicle for the low-voltage supply

800

electric vehicle

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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

• EP 2233344 B1 [0003]

Claims (16)

Charging socket (100), which is installed or can be installed in an electric vehicle (800) for receiving a charging plug for charging a traction energy store (210) of the electric vehicle (800) with an electric charging current, comprising: Power contacts (110) which are designed to make contact with corresponding power contacts of the charging plug when it is in the charging socket (100) in order to conduct the charging current electrically; Charging technology-specific signal contacts (120) which are designed to make contact with corresponding signal contacts of the charging plug when it is in the charging socket (100) in order to control the charging current; a signal converter (130) which is designed to send and/or receive control signals for controlling the charging current at the charging technology-specific signal contacts (120) of the charging socket (100); and a bus node (140), which includes a connection (142) to a data bus (144) and is designed to communicate via the data bus (144) with a vehicle controller (200) of the electric vehicle (800) and the signal converter (130). Taxes - for sending the control signals, the sent control signals corresponding to the communication via the data bus (144), and/or - for receiving the control signals, the communication via the data bus (144) corresponding to the received control signals. charging socket (100) after claim 1 wherein the transmitted and/or received control signals correspond to data in a data frame of communication over the data bus (144). charging socket (100) after claim 1 or 2 , wherein the bus node (140) receives the data frame of the communication via the data bus (144) from the vehicle controller (200) and in response to the received data frame controls the signal converter (130) for sending the control signals, and/or wherein the signal converter (130 ) receives the control signals at the signal contacts (120) and the bus node (140) sends the data frame of the communication via the data bus (144) to the vehicle controller (200) in response to receiving the control signals. Charging socket (100) according to one of Claims 1 until 3 , wherein a communication protocol of the communication on the data bus (144) is charging technology-independent, and/or wherein a signal protocol of the transmitted and/or received control signals at the signal contacts (120) is charging technology-specific. Charging socket (100) according to one of Claims 1 until 4 , Wherein the data bus (144), preferably the data frame and/or the communication protocol of the communication on the data bus (144), is designed according to - a Controller Area Network, CAN, preferably a CAN with a flexible data rate, CAN-FD, - a local Interconnect Network, LIN, or - a local data network, preferably Automotive Ethernet. Charging socket (100) according to one of Claims 1 until 5 , wherein the data bus (144) comprises only one pair of lines, optionally according to single-pair Ethernet, automotive Ethernet, CAN or CAN-FD. Charging socket (100) according to one of Claims 1 until 6 , further comprising a power pack (150) which is or can be electrically connected to an on-board network (250) and which is designed to feed at least the bus node (140) and/or the signal converter (130) with electrical power from an on-board network (250). . Charging socket (100) according to one of Claims 1 until 7 , wherein the bus node (140) is also designed to output an identifier of the charging technology of the charging socket (100) to the vehicle controller (200) via the data bus (144). Charging socket (100) according to one of Claims 1 until 8th , wherein the vehicle controller (200) of the electric vehicle (800) comprises a charging controller (202) for controlling the charging current when charging the traction energy store (210) and/or a battery management system (204) of the traction energy store (210). Charging socket (100) according to one of Claims 1 until 9 , wherein the control signals of the charging technology-specific signal contacts (120) include pilot signals, preferably at least one control pilot signal, CP, for controlling the charging current and/or a proximity pilot signal, PP, or a connection check, CS, for determining the current in the charging socket (100). condition of the charging plug. Charging socket (100) according to one of Claims 1 until 10 , wherein the control signals of the charging technology-specific signal contacts (120) comprise data bus signals, preferably data bus signals of a power line communication, PLC and/or data bus signals of a controller area network, CAN. Charging socket (100) according to one of Claims 1 until 11 , Wherein the charging socket (100) has a plurality of Includes functions, and the bus node (140) is also designed to control the functions in each case in accordance with the communication via the data bus (144) and/or to query the functions in each case and to communicate the results of the queries via the data bus (144). charging socket (100) after claim 12 , wherein the charging socket (100) comprises functions within the charging socket (100), preferably a temperature sensor (121) for detecting a temperature of the power contacts (110) or each power contact (110) for alternating current and/or a temperature sensor (122) for detecting a Temperature of the power contacts (110) or each power contact (110) for direct current. charging socket (100) after claim 12 or 13 , wherein the charging socket (100) comprises functions on the charging socket (100), preferably a locking device (123) of a charging flap of the charging socket (100) driven by an actuator and/or a locking device (124) of the charging plug in the in the driven by an actuator Charging socket (100) recorded state. Set of charging sockets (100-1, 100-2), comprising: at least one charging socket (100) according to one of Claims 1 until 14 , wherein the charging technology-specific signal contacts (120) and/or the signal protocol of the control signals at the charging technology-specific signal contacts (120) corresponds to a first charging technology; and at least one charging socket (100) according to one of Claims 1 until 14 , wherein the charging technology-specific signal contacts (120) and/or the signal protocol of the control signals at the charging technology-specific signal contacts (120) corresponds to a second charging technology, which is different from the first charging technology. Vehicle controller (200), which is installed or can be installed in an electric vehicle (800) for controlling the charging of a traction energy store (210) of the electric vehicle (800) with an electric charging current through a charging socket (100) of the electric vehicle (800), comprising: a power connection to a vehicle electrical system (250) of the electric vehicle, which is designed to feed a signal converter (130) and a bus node (140) of the charging socket (100) with electrical power, whereby the signal converter (130) is ready for operation, at charging technology specific signal contacts (120) of the charging socket (100) to send and/or receive control signals for controlling the charging current; and a bus node (240) which includes a connection to a data bus (144) and is designed to communicate with the bus coupler (140) of the charging socket (100) via the data bus (144), whereby the bus node (140) is ready for operation, the To control signal converter (130). - for sending the control signals, the sent control signals corresponding to the communication via the data bus (144), and/or - for receiving the control signals, the communication via the data bus (144) corresponding to the received control signals.

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