EP4238189A1 - Dispositif de verrouillage commandé par moteur électrique - Google Patents

Dispositif de verrouillage commandé par moteur électrique

Info

Publication number
EP4238189A1
EP4238189A1 EP21815358.3A EP21815358A EP4238189A1 EP 4238189 A1 EP4238189 A1 EP 4238189A1 EP 21815358 A EP21815358 A EP 21815358A EP 4238189 A1 EP4238189 A1 EP 4238189A1
Authority
EP
European Patent Office
Prior art keywords
locking pin
locking device
locking
connector half
switching means
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21815358.3A
Other languages
German (de)
English (en)
Inventor
Benjamin DJEDOVIC
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiekert AG
Original Assignee
Kiekert AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP4238189A1 publication Critical patent/EP4238189A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
    • H01R13/639—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/66—Structural association with built-in electrical component
    • H01R13/70—Structural association with built-in electrical component with built-in switch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • B60L2270/32—Preventing theft during charging of electricity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • B60L2270/34—Preventing theft during charging of parts
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R2201/00—Connectors or connections adapted for particular applications
    • H01R2201/26—Connectors or connections adapted for particular applications for vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to an electric motor-driven locking device of one connector half for establishing an electrical connection with another connector half for charging an electric or hybrid vehicle by plugging the other connector half into the connector half, having a movable locking pin for locking the other connector half plugged into the connector half and a the locking device arranged sensor element, at least one position, in particular an end position, of the locking pin can be determined by means of the sensor element.
  • Batteries of electric or hybrid vehicles are usually charged via a charging plug as the connector half, the charging plug being pluggable into an on-board charging socket as the other connector half.
  • a charging process for charging the batteries of the electric or hybrid vehicle takes a very long time compared to refueling vehicles with an internal combustion engine. Such a charging process usually takes several hours.
  • the charging plug is usually plugged into the socket manually.
  • the insertion force required for plugging in varies depending on the number of poles, contact and housing design. In this respect it can happen that the connector halves are not completely dig are joined together. In such a case, the electrical contact is made, but the tightness and vibration resistance of the connector is impaired, which can lead to failures.
  • a generic electric motor-driven locking device for establishing an electrical connection with another connector half for charging an electric or hybrid vehicle has become known from DE 10 2018 109 661 A1.
  • a gear is driven by an electric drive, which moves a locking pin.
  • the locking pin moves in such a way that the plug connection can be prevented from being released by means of the locking pin.
  • the position of the locking pin is continuously determined using a sensor.
  • This locking device has basically proven itself and can ensure a secure locking of the connector.
  • motor vehicle manufacturers are always striving to achieve cost-optimized and improved systems and thus also locking devices.
  • it must be possible to guarantee the reliability of the systems over the entire product cycle, i.e. the service life of the motor vehicle. This is where the invention comes in.
  • the object of the invention is to provide an improved electronically driven locking device.
  • it is the object of the invention to provide a locking device which is driven by an electric motor and which has the simplest structural means and is therefore cost-reduced and which can also ensure reliability over the entire product cycle.
  • an electric motor-driven locking device of a deck connector half for establishing an electrical connection with another connector half for charging an electric or hybrid vehicle by plugging the other connector half into the connector half having a movable locking pin for locking the other connector half inserted into the connector half and a sensor element arranged on the locking device, wherein at least one position, in particular an end position, of the locking pin can be determined by means of the sensor element, wherein at least one switching means and one resistor is integrated into a circuit of the sensor element, so that at least one further position of the locking pin can be determined.
  • the construction of the locking device according to the invention now makes it possible to determine reliable detection of at least one further position and position of the locking pin with the simplest structural means and thus reduced costs.
  • a further switching means into the circuit of the sensor element, on the one hand an immediate position of the locking pin can be detected, but it can also be concluded that the locking pin has broken or that the locking pin has moved.
  • the switching means into the circuit of the sensor element, it is possible to deduce the position of the locking pin via the switching states and/or the resistances resulting from the switching states.
  • another means for position detection can be provided with the simplest structural means, such as a microswitch, but also a simple interrupter contact.
  • the switching means and the sensor element are advantageously connected in series, with the switching means and the resistor being connected in parallel.
  • the switching means can have two switching positions lungs, namely "Open” and "Closed". If the switching means is closed, a position of the locking pin can be inferred, for example, via the closed position. If, on the other hand, the switching means is open, the resistance in the circuit changes, so that in turn it can be concluded that the locking pin is in a further position.
  • three different positions are thus possible using the arrangement of the sensor element and the switching means according to the invention.
  • the sensor element in particular a microswitch
  • a further advantageous embodiment variant of the invention results.
  • the integration of the second sensor element in a series circuit with a second resistor and a parallel circuit with a third resistor makes it possible to detect a number of positions and functional positions, as well as faults in the locking device.
  • At least four different cases are preferably to be detected.
  • the sensor element can be closed and the switching means can be closed.
  • the switching position of the locking pin can be determined in an end position, ie in a locked state of the plug connection. If the locking pin is moved, for example, in an opposite direction to a further end position, then the sensor element and switching means are in an open state. This second case can then define the unlocked end position.
  • a movement of the locking pin can be inferred from the parallel connection of the third resistor, the third resistor having a resistance value of 10 k, for example.
  • This third case then defines the method or movement of the locking pin.
  • a fourth case can also occur, namely that the switching means is in the end position locked is present, the switching means is open and the sensor element is in the closed state. In this case, it can be concluded that there is a fault in the locking device, it being possible for example for a break in the locking pin to be detected.
  • the switching means is unlocked and open in the end position and the sensor element is designed, for example, as a microswitch and is actuated in the locked end position, ie is closed.
  • the sensor element is designed, for example, as a microswitch and is actuated in the locked end position, ie is closed.
  • Four different cases can thus be distinguished by means of the sensor element and the switching means as well as the resistors connected in series and in parallel, which means that different positions of the locking pin can be inferred at the same time.
  • resistance values 1 k, 3 k and 10 k are mentioned here, then this is only to be seen as an example and as a special embodiment. It is important that the resistances have different values and that the sizes can be clearly distinguished from one another. Resistors with resistance values of 3 k, 6 k and 9 k or 4 k, 8 k and 12 k can also be used, or any other variant.
  • the switching means is arranged at least in regions on the locking pin.
  • the switching means can be arranged on the locking pin, there is the possibility of arranging the switching threshold along the movement path of the locking pin.
  • the locking pin can have a travel distance of 20 mm, preferably 10 mm, and even more preferably a travel distance of 7 mm.
  • the switching means can then be moved with the locking pin along this travel path and can generate a switching signal.
  • the switching means can be designed as a conductor track running on the locking pin. The design of the switching means as a conductor track reduces the costs of the locking device, since the use of a separate switching means, such as a microswitch or a sensor element, can be dispensed with.
  • the switching means can be fitted with contact lugs, for example on a housing of the locking device in intervention. Engaging or disengaging the conductive trace from the conductive traces and/or contacts and/or sliding contacts on the housing then enables a switching signal to be generated in the circuit for determining a position of the locking pin.
  • the conductor track has contact lugs, in particular resilient contact lugs.
  • a secure interaction with conductor tracks, for example on the housing of the locking device, can be ensured by means of resilient contact lugs.
  • the contact lugs can then be arranged, for example, as legs of a U-shaped conductor track on the locking pin and thus spaced conductor tracks can be brought into contact with conductor tracks fastened in the housing.
  • the contact lugs on the locking pin can advantageously have an additional stabilizing effect on the locking pin.
  • a toothing is attached, which can be brought into engagement with a gear, for example. Due to the interaction of gear wheel and toothing on the locking pin, a guide for the locking pin is necessary, which can be provided by the resilient contact lugs. In particular, the meshing conditions in the gearing are improved.
  • the switching means can be switched by moving the locking pin, in which case the contact lugs can be disengaged from the conductor track, this results in a further embodiment of the invention.
  • the switching means is designed as a conductor track as a locking pin and is provided with contact lugs in the direction of the housing, the locking pin can move the contact lugs.
  • the locking pin can guide the contact lugs along conductor tracks present in the housing. In an end position and preferably in the end position in which the locking pin releases the connector half, ie in the unlocked position, the conductor tracks can end in the housing, so that a contact can be interrupted across the contact lugs.
  • the contact lugs can thus be disengaged from the conductor tracks by means of the movement of the locking pin.
  • the conductor track in the housing it is also conceivable for the conductor track in the housing to be brought out of contact with the contact lugs in the locked position. It is thus possible to provide a switching means of the simplest construction, with which the different positions of the locking pin can be determined.
  • Figure 1 shows a three-dimensional view of a connector half in the form of a socket as a socket for an electric or hybrid vehicle with a locking device arranged on the housing of the connector half,
  • FIG. 2 shows a three-dimensional view of a locking pin with a conductor track structure arranged on the locking pin
  • FIG. 3 shows a three-dimensional view of part of the housing of the locking device with conductor tracks arranged in the housing and the locking pin inserted in a locked position
  • Figure 4 is a side view of the housing and the locking pin in the position shown in Figure 3
  • FIG. 5 shows a schematic circuit diagram as a circuit for the locking device and for determining the position of the locking pin
  • FIG. 6 shows a three-dimensional view of the locking pin in an unlocked position of the locking pin
  • Figure 7 shows a basic circuit diagram of the circuit for determining the "unlocked" position according to the embodiment of Figure 6.
  • FIG. 1 shows a connector half 1 in the form of a socket 1 of an electric or hybrid vehicle.
  • the socket or socket 1 is shown from a front side, a further connector half (not shown) in the form of a plug for charging the electric or hybrid vehicle being able to be plugged into the front side of the connector half 1 .
  • the contacts 2, 3 for charging or rapid charging of the vehicle.
  • the plug has been inserted into the connector half 1, the further connector half inserted into the connector half 1 can be locked by means of a locking device 4.
  • a locking pin 5 moves in the direction of the opening 6 for the other connector half, so that the other connector half can be prevented from being pulled out.
  • the connector half 1 shown in FIG. 1 can be arranged, for example, behind a flap in a body of the electric or hybrid vehicle. The connector half and in particular the frame of the connector half 1 is then visible to the operator behind the flap.
  • the locking device 4 has a locking pin 5 which is shown separately from the locking device 4 in FIG.
  • the locking pin 5 has teeth 8 into which a gear for actuating or moving the locking pin 5 can engage.
  • the locking pin 5 also has a cylindrical extension 9, the cylindrical extension at a movement of the locking pin 5 engages in the further connector half and thus prevents the further connector half from being pulled out into the connector half 1 .
  • a conductor track 10 is arranged on a side of the locking pin 5 opposite the toothing 8 , the conductor track extending along the rear side 11 of the locking pin 5 in a U-shape.
  • the conductor track 10 is firmly connected to the locking pin 5 .
  • the locking pin 5 is preferably made of plastic.
  • the conductor track 10 can thus be connected to the locking pin 5 by means of reshaping receptacles 12, 13, for example by reshaping receptacles 12, 13.
  • the vertical extensions 14, 15 of the U-shaped conductor track 10 shown in FIG. 2 are designed as resilient extensions 14, 15.
  • Contact lugs 16, 17 are formed at the axial ends of the U-shaped extensions 14, 15, the contact lugs 16, 17 as well as the extensions 14, 15 being held on the locking pin 5 at a distance from the rear side 11.
  • An elevation 18 on the back 11 of the locking pin 5 is used in combination with a groove 19 to guide the locking pin 5.
  • the conductor track 10 forms a switching means, as is shown in a three-dimensional view in FIG. FIG. 3 thus shows a view of part of the housing 20 of the locking device, with a surface 23 being able to be placed against the housing 24 of the locking device 4 or mounted there.
  • the cylindrical extension 9 can be moved into the opening 6 through an opening that cannot be seen in FIG.
  • the locked position V of the locking pin 5 is shown in FIG. A paragraph 25 rests against the housing 20 of the locking device 4 .
  • the shoulder 25 forms a stop for moving the locking pin 5.
  • FIG. 4 shows a view from the direction of arrow IV from FIG.
  • the figure shows the switching means 26 in a further schematic manner, with the power terbahn 10 rests against the locking pin 5 on the conductor tracks 21, 22 and thus connects the conductor tracks 21, 22.
  • a current flow can thus be conducted, for example, via the conductor track 21 , the U-shaped conductor track 10 on the locking pin 5 and further to the conductor track 22 .
  • the switching means 26 is consequently shown in FIG. 4 in the closed position.
  • a sensor element 27, for example a microswitch can be actuated in the locking position V, so that in the locking position V the sensor element 27 is also closed.
  • the end position of the locking pin 5, in which the shoulder 25 comes into contact with the housing 20 and which is shown in FIG. 4, can consequently be determined in that both the switching means 26 and the sensor element 27 are closed.
  • FIG. 5 shows the switching means 26 and the sensor element 27 in a closed position.
  • a resistor 29 is connected to the switching means 26 in parallel.
  • a second resistor 30 is connected in series with the sensor element and the sensor element 27 is in turn connected in parallel with a third resistor 31 .
  • Circuit 28 thus shows the locking position of locking pin 5 of locking device 4.
  • the unlocking position E of the locking pin 5 is shown in FIG. It can be seen that the contact lugs 16, 17 are not in engagement with the conductor tracks 21, 22. In this respect, the switching means 26 is open, as is shown in circuit 28 in FIG. The locking pin 5 is in the unlocking position E, so that the sensor element 27 has also been released again and is shown as open in the circuit 28 . A current conducted via the conductor tracks 21 , 22 would consequently flow via the resistors 29 , 30 , 31 . The respective position of the locking pin 5 can then be detected via the voltage differences of the current flows. For example, the current in Figure 5 flows via the conductor track 21, the switching means 26, the conductor track 22, the sensor element 27 and the second resistor 30. Depending on the switching position of the Switching means 26 and sensor element 27 can be used to determine different positions and displacement positions of locking pin 5 .
  • FIG. 6 Also shown in FIG. 6 is the stroke H or the travel H of the locking pin 5, which in this exemplary embodiment can be 8 mm, for example.
  • switching means 26 constructed with the simplest structural means can be integrated into the circuit 28 of the locking device 4 .
  • a current conducted via contact lugs 16, 17, which can be disengaged from the conductor tracks 21, 22, also provides a high level of reliability, so that a service life over the product cycle of the locking device 4 can be guaranteed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de verrouillage (4) commandé par moteur électrique, destiné à un élément de connexion enfichable (1) servant à établir une liaison électrique avec un autre élément de connexion enfichable complémentaire pour charger un véhicule électrique ou hybride par insertion de l'élément de connexion enfichable complémentaire dans le premier élément de connexion enfichable (1), lequel dispositif présente une broche de verrouillage (5) mobile destinée à être verrouillée dans l'élément de connexion enfichable complémentaire inséré dans le premier élément de connexion enfichable (1), ainsi qu'un élément de détection (27) qui est disposé sur le dispositif de verrouillage (4) et qui permet de déterminer au moins une position (E, V), en particulier une position finale, de la broche de verrouillage (5). Selon l'invention, au moins un moyen de commutation (26) et une résistance (29) sont intégrés dans un circuit (28) de l'élément de détection (27) de sorte qu'au moins une autre position (E, V) de la broche de verrouillage (5) peut être déterminée.
EP21815358.3A 2020-10-30 2021-09-10 Dispositif de verrouillage commandé par moteur électrique Pending EP4238189A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020128580.9A DE102020128580A1 (de) 2020-10-30 2020-10-30 Elektromotorisch angetriebene Verriegelungseinrichtung
PCT/DE2021/100747 WO2022089682A1 (fr) 2020-10-30 2021-09-10 Dispositif de verrouillage commandé par moteur électrique

Publications (1)

Publication Number Publication Date
EP4238189A1 true EP4238189A1 (fr) 2023-09-06

Family

ID=78806215

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21815358.3A Pending EP4238189A1 (fr) 2020-10-30 2021-09-10 Dispositif de verrouillage commandé par moteur électrique

Country Status (7)

Country Link
US (1) US20230391210A1 (fr)
EP (1) EP4238189A1 (fr)
JP (1) JP2023547219A (fr)
KR (1) KR20230098235A (fr)
CN (1) CN116490663A (fr)
DE (1) DE102020128580A1 (fr)
WO (1) WO2022089682A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021103075A1 (de) 2021-02-10 2022-08-11 Kiekert Aktiengesellschaft Elektromotorisch angetriebene verriegelungseinrichtung
DE102022116326A1 (de) 2022-06-30 2024-01-04 Kiekert Aktiengesellschaft Verriegelungseinrichtung für einen Ladestecker
DE102022129774A1 (de) 2022-11-10 2024-05-16 Bals Elektrotechnik Gmbh & Co. Kg Verriegelungseinrichtung mit Schraubgewinde

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5947202B2 (ja) 2012-12-13 2016-07-06 株式会社東海理化電機製作所 ロック装置
DE102013110428A1 (de) * 2013-09-20 2015-03-26 Phoenix Contact Gmbh & Co. Kg Elektromechanische Verriegelungsvorrichtung
JP6148964B2 (ja) * 2013-10-17 2017-06-14 日本航空電子工業株式会社 コネクタ
DE102016009777A1 (de) * 2016-08-11 2017-04-06 Daimler Ag Ladevorrichtung und Fahrzeug
DE102018109661A1 (de) 2018-04-23 2019-10-24 Kiekert Ag Verriegelungseinrichtung
DE102018129671A1 (de) * 2018-11-26 2020-05-28 Kiekert Aktiengesellschaft Verriegelungsvorrichtung für eine elektrische Ladevorrichtung eines Kraftfahrzeuges
DE102019215157A1 (de) 2019-10-01 2020-10-08 Vitesco Technologies GmbH Vorrichtung zum Verriegeln eines Ladesteckers an einer Ladesteckerbuchse

Also Published As

Publication number Publication date
JP2023547219A (ja) 2023-11-09
WO2022089682A1 (fr) 2022-05-05
US20230391210A1 (en) 2023-12-07
CN116490663A (zh) 2023-07-25
KR20230098235A (ko) 2023-07-03
DE102020128580A1 (de) 2022-05-05

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