EP4359242A1

EP4359242A1 - Supply cable

Info

Publication number: EP4359242A1
Application number: EP22735410.7A
Authority: EP
Inventors: Daniel Meyer; Michael Loercher; Martin Schmidt; Markus Schreiber
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2021-06-25
Filing date: 2022-06-24
Publication date: 2024-05-01
Also published as: WO2022269040A1; CN117897299A; DE102021206606A1

Abstract

The present invention relates to a supply cable (10) for electrically connecting a vehicle (12) both to an energy supply device (16) and to a load, comprising: - a connecting line (13) having a coupling (6); - a primary connector (14) which is electrically coupled to the connecting line (13) and which has a vehicle connection point (14A) for releasably electrically connecting to the vehicle (12); - a secondary connector (15A) which, depending on its type, is provided either for releasably electrically connecting to the energy supply device (16) or to the load; wherein the vehicle connection point (14A) has at least one transmission element by means of which a status line of the supply cable (10) can be connected to the vehicle (12), the status line being designed to have a first characteristic indicating readiness of the supply cable (10) to transmit electrical energy to the vehicle (12) and to have a second characteristic indicating readiness of the supply cable (10) to draw electrical energy from the vehicle (12), and wherein the at least one secondary connector (15A) is designed to set either the first characteristic or the second characteristic at the status line and/or the primary connector (14) has a switchover unit by means of which either the first characteristic or the second characteristic can be set.

Description

description

title

supply cable

The present invention relates to a supply cable for charging a battery of a vehicle and for drawing electrical energy from the battery of the vehicle.

State of the art

Electric vehicles usually have an electrical energy store, for example a traction battery, which provides the electrical energy for the drive. If this electrical energy store is completely or partially discharged, the energy store of the electric vehicle must be connected to a charging point, e.g. to the power grid or another energy source, and recharged.

There are currently various options on the market for charging electric vehicles. For example, electric vehicles can be charged at publicly accessible charging stations or charged at a normal socket in the private sphere. There are two basic principles here.

On the one hand, you can charge at permanently installed charging stations (charging stations or so-called wall boxes). For this purpose, either a charging cable with a charging plug is plugged into the charging station or the charging cable is already firmly connected to the charging station. Such a charging cable is also referred to as a passive charging cable. It serves only or essentially to conduct the current from the charging station to the energy storage device, which is arranged in the vehicle. If the user wants to charge his energy storage at such a charging station, he must first identify and authorize himself. The identification takes place, for example, by reading in an RFID card, a credit card or via connection to an app installed on the requestor's mobile phone or the like. Authorization is also carried out (just as an example) using an app or via payment information stored on the RFID card. Finally, after identification and authorization are completed, the charging station takes over switching on the charging current. The charging cable has the sole function of making the electrical connection to the electric vehicle - hence the name "passive charging cable". The disadvantage here is the complex process of identification, authorization and switching on and off the charging current through the charging station. Processes that the driver or the requester must trigger. Furthermore, at least one signal line can be provided in the charging cable, via which the charging station communicates with the vehicle and via which, for example, the requested charging power or current can be exchanged between the vehicle and the charging station.

On the other hand, charging can be carried out at so-called continuous current sockets, e.g. a normal household socket. For this purpose, a charging cable with a controller (ICCB: In-Cable-Control-Box) integrated in the connection line is required. The ICCB has the function of verifying that the vehicle is ready for charging via communication with the electric vehicle, switching on the power when required and permanently monitoring the safe electrical connection to the electric vehicle and also switching it off in the event of a fault. The disadvantage here is the control integrated in the connecting line between the two charging plugs, which results in more complex handling (box on the cable colloquially: "charging brick") and also an increased pull on the charging cable plug, especially with sockets installed high above the ground.

Irrespective of the respective charging method - whether at the charging station or at permanent current sockets - the driver expects a quick and uncomplicated, simple charging process on the one hand.

In addition, there may be situations in which current or electrical energy is to be drawn from the vehicle or its battery. This can be the case, for example, if another vehicle whose energy storage is empty is to be given “jump start”. Or energy is to be made available for an electrical consumer at a location where there is currently no electricity (Household) socket is available. For example for working on a garden plot or when camping.

There is therefore a need to enable the driver or user of an electric vehicle to charge his vehicle more easily. At the same time, there may be a need to enable the driver or user of an electric vehicle to easily draw energy from his vehicle. In addition, there may be a need to implement these different applications in a simple manner with little weight and storage space requirements and at low cost.

Disclosure of Invention

The supply cable according to the invention allows different configurations in order to cover different requirements. In this case, a user can use the supply cable on the one hand to supply electrical energy to a vehicle and on the other hand to draw electrical energy from the vehicle. User intervention is not necessary or kept to a minimum. The user can thus cover a large number of applications by reconfiguring the same supply cable.

The supply cable is used to electrically connect a vehicle, in particular an energy store of a vehicle, both to an energy supply device that provides electrical energy and to a consumer that requires electrical energy. For example, charging and discharging can be optionally enabled. The umbilical has a connecting line, a primary connector and a secondary connector.

The connecting line in turn has a coupling which is designed for electrical connection to the secondary connector. Various types of secondary connectors are provided, each secondary connector depending according to the type of which is provided either for a detachable electrical connection to the energy supply device or to the electrical consumer. The coupling of the connecting line is thus preferably designed to be selectively electrically connected to one of the different types of secondary connector in a detachable manner.

The primary connector is electrically coupled or releasably coupleable to the connecting line (e.g. via a further coupling arranged on the connecting line). The primary connector also has a vehicle connection for the detachable electrical connection to the vehicle, in particular the energy store. At least one transmission means is provided on the vehicle connection, via which a status line of the supply cable can be connected to the vehicle in a wired or wireless manner. The at least one transmission means is preferably electrical contact elements, e.g. electrical contact pins or contact sockets, or means, e.g. coils, for wireless energy transmission.

On the one hand, the status line enables the vehicle to recognize the connection to the supply cable, in particular the primary connector. Provision is also made for the vehicle to receive information about the configuration of the supply cable and thus the intended use of the supply cable by the user via the status line. In particular, a first characteristic and a second characteristic can be displayed or specified via the status line. The status line is thus configured to have a first characteristic and a second characteristic. The first characteristic indicates a readiness of the umbilical to transfer electrical energy to the vehicle. The second characteristic indicates a readiness of the umbilical to draw electrical power from the vehicle. If the vehicle or the energy storage device is to be charged, the supply cable can be configured accordingly by selecting the appropriate secondary connector, which is connected to the coupling - the status line then has the first characteristic or can display this to a vehicle coupled to the additional line or such a vehicle can read in this first characteristic. If, on the other hand, an electrical consumer is to be operated with the electrical energy of the vehicle or the energy storage device (ie electrical energy is to be taken from the energy storage device of the vehicle), this can be done the supply cable can also be suitably configured by selecting the corresponding secondary connector - the status line then has the second characteristic or can indicate this to a vehicle coupled to the additional line or such a vehicle can read in this second characteristic.

The first characteristic and the second characteristic can be set automatically and/or manually. Provision is thus made for the at least one secondary connector to be designed, depending on its type, to set either the first characteristic or the second characteristic on the status line. As an alternative or in addition, the primary connector has a switching unit that can be used to set either the first characteristic or the second characteristic on the status line.

If the first characteristic and the second characteristic are adjusted by connecting the various secondary connectors to the coupling, then no further actions by the user are necessary. Rather, the user only has to attach the secondary connector suitable for the desired application, with the supply cable then providing or having the appropriate characteristics. In other words: when the primary connector is connected to the vehicle, the desired function is communicated to the vehicle via the status line, or the vehicle can read in or determine the corresponding characteristic of the status line. It can advantageously be provided, for example, that no separate energy source, such as a battery in the supply cable, is required to provide the respective characteristic of the status line. If, on the other hand, the first characteristic and the second characteristic are set manually by the switching unit, it is particularly preferred that different charging cases or removal cases (e.g. the type of charging/removal plug or the maximum possible current) can be independently distinguished by the supply cable by the User only selects the secondary connector suitable for the intended charging situation from a plurality of secondary connectors suitable for charging. The switching unit therefore only has to differentiate between two cases, namely charging the vehicle and removing energy from the vehicle. A switching unit between the different loading conditions such as Switching between charging at a household socket and charging at a charging station or wall box is therefore not absolutely necessary, but possible.

The dependent claims show preferred developments of the invention.

The secondary connector is preferably designed as a first secondary connector and/or second secondary connector and/or third secondary connector and/or fourth secondary connector. All of these different types of secondary connector can be connected to the at least one coupling of the connection line to achieve different configurations of the umbilical cable.

The first secondary connector is designed in particular for electrically contacting an energy supply device that has its own charging control logic. The first secondary connector is, for example, a type 2 plug (charging plug), which enables an electrical connection to a charging station or wall box. The first secondary connector can be designed, for example, to impress or set the first characteristic on the status line when it is coupled to the connecting line. In other words: the status line then has the first characteristic.

The second secondary connector is designed in particular for electrically contacting an energy supply device without its own charging control logic and/or with a continuously provided electrical voltage. The second secondary connector is, for example, a Schuko plug for electrical connection to a household socket or a three-phase socket, the exact mechanical design of this purely exemplary Schuko plug being able to vary depending on the country or region. The second secondary connector can be designed, for example, to impress or set the first characteristic on the status line when it is coupled to the connecting line. In other words: the status line then has the first characteristic.

The third secondary connector has, in particular, a socket for the electrical plug connection to the consumer. Energy can thus be taken from the vehicle in order to operate the consumer. It can be this is merely an example of a Schuko socket to which, for example, standard household appliances, tools or gardening equipment can be electrically connected. In principle, however, it can also be a three-phase socket. The third secondary connector can be designed, for example, to impress or set the second characteristic on the status line when it is coupled to the connecting line. In other words: the status line then has the second characteristic.

The fourth secondary connector is designed in particular for electrically contacting another vehicle. The fourth secondary connector is, for example, a type 2 plug (e.g. a charging plug for an electric vehicle) which is intended for electrical connection to a vehicle. As a result, energy can be taken from one vehicle and fed to the other vehicle. The fourth secondary connector can be designed, for example, to impress or set the second characteristic on the status line when it is coupled to the connecting line. In other words: the status line then has the second characteristic.

The vehicle connection of the primary connector advantageously has a transmission means via which a communication line of the supply cable can be connected to the vehicle in a wired or wireless manner. Analogously to the transmission means for connecting the status line, the transmission means for connecting the communication line can preferably be configured differently. For example, it can be a contact element, e.g. a plug contact or a contact socket, or e.g. a coil for wireless signal transmission. Other implementations of the transmission means for signal transmission are also possible.

The first secondary connector preferably has an infrastructure connection, for example a type 2 connection or type 2 plug, for connection to the energy supply device. In this case, the communication line is established directly between the vehicle connection and the infrastructure connection. This enables direct communication between the charging control logic of the energy supply device and the vehicle. In this way, the vehicle and the energy supply device can, for example, negotiate a charging current intensity and control the charging process. In this case, the supply cable is a non-intelligent charging cable that is only used for signal transmission and power transmission and does not independently intervene in these transmissions. In a particularly advantageous embodiment, the infrastructure connection of the first secondary connector connects a further status line, which is in particular separate from the previously described status line or is electrically connected to the previously described status line, to the energy supply device. So he can too

Energy supply device are displayed that the supply cable is electrically connected to it. In addition, further information can be exchanged via the further status line with the energy supply device, in particular with the charging control logic of the energy supply device. This additional information can include, for example, a maximum current-carrying capacity of the supply cable.

In the event that the further status line is electrically separated from the status line, it can be provided that the status line optionally has or provides the first and second characteristics, which can be read by the vehicle, and that the further status line has one or more other characteristics has, which can be read by the energy supply device or can. In the respective plug faces, the status line and the further status line can be arranged at the same position. In this case, the status line and the further status line are merely not electrically connected to one another within the supply cable.

Furthermore, it is preferably provided that the primary connector and/or the connecting line has a control unit and a bypass switch. These components advantageously make it possible for the supply cable to act intelligently and to be able to communicate independently with the vehicle. For this purpose, the control unit is designed to communicate with the vehicle. Through the communication between the vehicle and the control unit, for example, a charging current can be negotiated and/or the charging process can be controlled, analogous to the case where the communication takes place between the vehicle and the charging control logic of the energy supply device. However, the charging control logic of the energy supply device is not necessary in the embodiment described. This means that charging is also possible, for example, via household sockets (however, the control unit can also be used for a communication with a wall box or a charging station). The bypass switch is designed to separate at least one connection of the control unit from the communication line in a first switching state and to connect the at least one connection of the control unit to the communication line in a second switching state. In particular, this means that in the second switching state a connection is established between the control unit and the vehicle connection of the primary connector via the communication line. In the first switching state, a communication line is preferably established between the vehicle connection of the primary connector and the secondary connector, bypassing the control unit or bypassing that connection or those connections of the control unit that can send and/or receive control signals. Direct communication between the vehicle and the energy supply device is thus enabled in the first switching state, while communication between the vehicle and the control unit is achieved in the second switching state. In the second switching state it can be provided that the control unit is additionally connected to the secondary connector with a further connection in order to receive communication signals from an existing charging control logic or other control of the energy supply device. (E.g. when used on switchable sockets and/or wall boxes or charging stations, in which the control unit is intended to serve as a kind of broker between the vehicle and the charging control logic of the energy supply device) In the second switching state, communication with the vehicle preferably runs through or via in any case the control unit of the supply cable. The bypass switch remains in the first switching state without being actuated. The second secondary connector is designed to activate the bypass switch to switch to the second switching state. Thus, the control unit becomes active (only) when it is needed, which is indicated, for example, by the presence of the second secondary connector. The second secondary connector is required, for example, when the energy supply device has no charging control logic for controlling the delivery of energy or the charging control logic of the energy supply device should not or cannot be used for direct communication with the vehicle. For example, when the second secondary connector is configured to connect to a Schuko outlet. Or if the secondary connector is designed to, with a to be connected to another vehicle that is to be “jump-started” or that is to be charged using the vehicle.

In the first switching state of the bypass switch, an electrical connection between the at least one connection of the control unit and the clutch and/or the vehicle connection is particularly advantageously interrupted and at the same time the communication line between the vehicle connection and the clutch is made uninterrupted. In the second switching state of the bypass switch, the control unit is electrically connected between the vehicle connection and the clutch. The control unit can thus be supplied with electrical energy in the second switching state in order to become active. In the first switching state, the control unit is preferably electrically separated from the secondary connector (at least those connections of the control unit that can send control signals are separated from the secondary connector and/or from communication with the vehicle) and the communication line is established or at least established bypassing the control unit. without the control unit being able to send control signals onto the communication line.

In a particularly preferred embodiment, an electronic component, e.g. a microcontroller or an ASIC or the like, is provided which has the control unit and the bypass switch. Thus, for example, an integrated circuit is provided, which means that an additional (discretely designed) switch as a bypass switch can be dispensed with. This simplifies the construction of the supply cable. A space requirement is also minimized.

The second secondary connector advantageously has a power supply and a plug connector for connection to the energy supply device. The voltage supply is electrically coupled to the connector and, for example, an AC/DC converter or AC/DC converter. It is preferably provided that when an electrical voltage is applied to the plug connector by the energy supply device, an electrical voltage is also applied to the voltage supply, which in turn provides an electrical supply voltage. The electrical supply voltage can be output to the control unit, in particular via the communication line or the status line, and/or can be applied to the bypass switch. Will the supply voltage to the bypass switch applied, it is switched to the second switching state. The supply voltage thus serves as a trigger for switching the bypass switch. If the supply voltage is applied to the control unit, the control unit is preferably active and takes over the communication with the vehicle. A combination is particularly preferred such that first the bypass switch is switched to the second switching state by the supply voltage in order to connect the control unit to the voltage supply. This enables the control unit to be supplied with electrical energy from the voltage supply. The second secondary connector also preferably has a switching unit that can be controlled by the control unit. An electrical connection between the plug connector and the coupling can be switched on and off via the switching unit, in particular in order to control a charging process. It is thus preferably provided that the switching unit separates the electrical connection between the plug connector and the coupling in a normal state and is only actuated by the control unit for the charging process to establish said electrical connection. An electrical voltage is therefore only present at the coupling and at the vehicle connection of the primary connector when a charging process has been agreed and negotiated between the vehicle and the control unit.

In a particularly advantageous embodiment, the primary connector can be used as the fourth secondary connector of another supply cable, which advantageously means that no additional plug adapter has to be carried along in the event of a breakdown if another vehicle is carrying a similar supply cable with a primary connector. The fourth secondary connector is used to electrically contact a vehicle and in this respect fulfills the same function as the primary connector. In such a constellation, the supply cable then has two primary connectors, one of which serves as a (fourth) secondary connector. One vehicle serves as a power supply device to extract energy, the other vehicle serves as a vehicle to be charged. If the primary connector is to be used as a fourth secondary connector together with another primary connector, the control unit must be activated so that it can act as a charge control logic (eg for the vehicle to be charged). This makes it possible to use the vehicle's energy store to charge a further energy store in a further vehicle. The fourth The primary connector to be used as a secondary connector therefore has the possibility of being switched to a corresponding state via the switching unit or an additional switching unit. In addition to setting the first characteristic (“charging”) on the status line, this state also means switching the bypass switch to the second switching state and/or activating the control unit (this allows this primary connector to communicate with the vehicle to be charged). For this purpose, the switchover unit or the additional switchover unit of the primary connector is designed, in addition to setting the first characteristic on the status line, to switch the bypass switch to the second switching state and/or to activate the control unit. The control unit is therefore active and enables communication with the additional vehicle in order to control a charging process for this additional vehicle. As a result, the primary connector can be used as a fourth secondary connector of another supply cable. It should be noted that for such a configuration, the side of the supply cable connected to the energy-yielding vehicle can then be set up, e.g. via the switching unit or the additional switching unit, so that the status line, which is connected to the energy-yielding vehicle, has the second characteristic has (“give off energy”).

In a further development it is provided that the fourth secondary connector has an additional vehicle connection for connection to the other vehicle. This is, for example, a type 2 connection.

The fourth secondary connector has either a further control unit, the fourth secondary connector providing an additional communication line separate from the communication line between the further control unit and the additional vehicle connection;

■ or it is provided that the communication line runs uninterrupted between the fourth secondary connector and the primary connector to allow direct communication between the vehicle and the other vehicle.

In the first case, the additional communication line is used for communication between the additional control unit and the additional vehicle.

For example, to control a charging process. In terms of its functionality, the further control unit essentially corresponds in particular to the control unit of the primary connector, since the charging situation is seen from the point of view of the further control unit is the same as or at least similar to the charging situation that arises for the control unit of the primary connector when the supply cable is connected to an energy supply device without its own charging control logic. The fourth secondary connector can be used, for example, to be connected to the battery of the other vehicle (to be charged) in a vehicle-to-vehicle power transfer situation.

In the second case, charging control is negotiated directly between the two vehicles. In this case, the further control unit can advantageously be dispensed with. It can be advantageous if a suitable data protocol for communication between the vehicles is available for this negotiation of the discharging/charging process.

In a further development it is provided that the first characteristic and/or the second characteristic are realized or formed by a passive electrical component of the primary connector or the secondary connector. The passive electrical component can be an electrical resistor, for example. Thus, for example, two different magnitudes of the electrical resistance indicate the first characteristic and the second characteristic, respectively. Alternatively or additionally, it is preferably provided that the first characteristic and the second characteristic are realized by signals from a control device of the primary connector or secondary connector. The passive electrical component can also be implemented by said control device. The control device of the primary connector can be implemented in particular by the control unit of the primary connector. Displaying or providing the first characteristic and the second characteristic can preferably be part of a handshake that takes place automatically between a control device of the supply cable and the vehicle when the connection is established between the vehicle and the vehicle connection of the primary connector.

In a further development it is provided that the first characteristic and/or the second characteristic preferably have one or more sub-characteristics. The sub-characteristic or sub-characteristics preferably each indicate, for example, a maximum current-carrying capacity of the supply cable. Thus, in addition to the differentiation as to the direction in which the energy is to flow relative to the vehicle, further information can also be transmitted via the status line. Provision is preferably made for the supply line or connecting line to have an additional coupling. The additional coupling is used to connect the primary connector to the supply line or the connecting line. Provision is made for the electrical conductors of the connecting line for power transmission and/or signal transmission to run continuously between the clutch and the additional clutch. In particular, said electrical conductors are not interrupted. In this special case, an interruption means that no other electrical components are interposed between the clutch and the additional clutch (ie no ICCB either). Rather, the electrical conductors run in particular directly and uninterruptedly from the clutch to the additional clutch, so that there is, for example, a continuous copper line per conductor. The supply line or connecting line is therefore advantageously a pure connecting element without any active or passive electronic components. The supply line or connecting line is therefore very simple and inexpensive. The use of the coupling and the additional coupling also makes it possible to replace the supply line or connecting line in the event of a defect, with a simultaneous replacement of the primary connector or first connection device and/or secondary connector or second connection device not being necessary. This is advantageous for users of the supply line or connecting line, since they save considerable costs if they only have to replace the cheap supply line or connecting line if it is damaged or too dirty. Since the primary connector and/or the secondary connector have active and/or passive electronic components, the financial outlay for said replacement of the supply line or connecting line can be minimized. The primary connector advantageously has an auxiliary connection which can be electrically connected to the auxiliary clutch. In this way, an electrical connection between the vehicle connection and/or the control unit and/or the bypass switch can be established with the electrical conductors of the supply line or connecting line. The electrical connection between the additional coupling of the supply line or connecting line and the additional connection of the primary connector is in particular wireless or wired and is advantageously designed to be directly or indirectly detachable. The supply line or The connecting line and the primary connector are thus either permanently connected to one another and therefore not detachably connected to one another, or alternatively coupled to one another in a separable manner.

The primary connector preferably has a communication unit. The communication unit is preferably a radio communication interface. The radio communication interface (e.g. a WLAN module or a mobile radio module, e.g. in the 4G, 5G, 6G standard, or a Bluetooth interface, etc.) particularly preferably enables communication with a user terminal (e.g. a mobile phone, the vehicle, etc .) and/or the Internet.

Alternatively or additionally, it is preferably provided that the primary connector has a display and/or input module, which is preferably designed, for example, to display the current flow or to enter a desired charging current intensity or a current flow.

Alternatively or additionally, the primary connector preferably has an energy measurement module, which is designed to determine an electrical energy that has flowed through the supply cable. The energy measuring module (e.g. by means of a current sensor, e.g. a Hall sensor) particularly advantageously measures the current flowing through the supply cable in order to determine a charging power together with the applied electrical voltage and, taking into account the duration of the current flow, the energy that has flowed. This makes it possible to quantify the electrical energy that has flowed between the energy supply unit and the vehicle (also depending on the direction), in particular in order to simplify a billing process and/or to give the user an overview of, for example, the vehicle (in balance) supplied to (or removed from) the vehicle ) to give energy.

Alternatively or additionally, it is also advantageously provided that the primary connector has an authentication module. The authentication module is used in particular for authentication with the energy supply device, in order to indicate an authorization, for example, to draw energy. A billing can also be processed particularly advantageously via the authentication module, so that the user only has to use his personal supply cable or his personal Primary connector must be ready, which is stored in a billing system, for example via a database. Autonomous communication between the authentication module and the energy supply device advantageously takes place for billing the amount of energy flow, for example the energy drawn from the energy supply device. This simplifies the billing process between the user of the power connection and the owner of the power connection, eg a municipal utility or an energy supplier. For example, the payment process for a charging process is simplified for the user. A time-consuming authentication using various apps on a mobile phone, etc. or using special charging cards for each energy supplier can thus be omitted.

In a preferred embodiment, the secondary connector has a temperature monitoring module. The temperature monitoring module is set up to output a temperature information signal to the control unit as a function of a temperature detected in the secondary connector. Alternatively or additionally, the temperature monitoring module is designed to adjust and/or interrupt a current flow through the secondary connector. In this way, the temperature monitoring module makes it possible in particular to maintain a predefined temperature range. Thus, on the one hand, it is provided that the temperature monitoring module outputs temperature information to the control unit so that the control unit can take into account said information about the temperature in the secondary connector during the charging process. The temperature information can be a temperature information signal, for example. So, for example, by a value that has only two or three levels, for example, although more levels are also possible. A first level can, for example, correspond to a status “Temperature is within the normal range”, a second level can, for example, correspond to a status “Temperature is elevated but not yet critical” and a third level can, for example, correspond to a status “Temperature is critical”. It does not have to be about the determined temperature itself. On the other hand, the temperature monitoring module can also be set up, for example, to automatically limit or interrupt the charging current. It can be provided that these two options, ie the transmission of temperature information and the independent Reducing or interrupting the charging current are provided either alternatively or cumulatively.

In a particularly advantageous embodiment, it is provided that the temperature monitoring module has an evaluation circuit which is connected to at least one temperature sensor arranged in the secondary connector. The evaluation circuit preferably provides a temperature signal or a temperature information signal or a status signal depending on the determined temperature, which is transmitted (or wirelessly) to the control unit of the primary connector, in particular via the connecting line or at least one electrical conductor of the supply line or connecting line. . For example, via an electrical conductor provided as a signal line. Depending on the status signal, the power consumption from the energy supply device or a power output to the consumer can be reduced and/or interrupted by means of the control unit. Thus, in particular, no direct influence of the evaluation circuit on the charging current is provided, rather it is provided in particular that the evaluation circuit informs the control unit about a current temperature state by said status signal. The status signal can have a number of stages, for example, with each stage corresponding to a predetermined temperature range. In particular, a first status signal can be output when the temperature of the second connection device is within a normal range. A second status signal can be issued if the temperature of the secondary connector is in a warning range, in which a further increase in temperature is to be avoided. A third status signal can be output in particular when the temperature in the secondary connector has exceeded a predefined maximum threshold. Alternatively or additionally, the evaluation circuit is designed to automatically interrupt the flow of current, for example the charging current, when the aforesaid maximum threshold is exceeded, which advantageously creates redundancy with regard to temperature safety. In this case, the control unit for interrupting the flow of current is not required, but can continue to be active redundantly. The term "charging" is to be understood here as an example of an energy transfer between the vehicle and the energy supply device. During charging, energy is supplied to the vehicle or its energy store.

The term “discharged” is to be understood as another example of an energy transfer between the vehicle and the energy supply device. During discharging, energy is taken from the vehicle or its energy store.

Brief description of the drawing

Exemplary embodiments of the invention are described in detail below with reference to the accompanying drawings. In the drawing is:

Figure 1A is a schematic representation of a vehicle that has a

Supply cable according to an embodiment of the invention is connected to an energy supply device, the supply cable having a first configuration,

FIG. 1B shows a schematic representation of a vehicle which is connected to an energy supply device via a supply cable according to an exemplary embodiment of the invention, the supply cable having a second configuration,

FIG. 1C shows a schematic representation of a vehicle which is connected to an energy supply device via a supply cable according to an exemplary embodiment of the invention, the supply cable having a third configuration,

FIG. 1D shows a schematic representation of a vehicle which is connected to an energy supply device via a supply cable according to an exemplary embodiment of the invention, the supply cable having a fourth configuration, Figure 2A shows a first schematic illustration of the structure of the

Umbilical cord according to the embodiment of the invention, showing the first configuration and the second configuration of the umbilical cord,

Figure 2B shows a first schematic illustration of the structure of the

Umbilical cable according to the embodiment of the invention, wherein the third configuration and the fourth configuration of the umbilical cable are shown,

FIG. 3A shows a second schematic representation of the structure of the supply cable according to the exemplary embodiment of the invention, the first configuration and the second configuration of the supply cable being shown,

Figure 3B is a second schematic representation of the structure of the

FIG. 4 shows a third schematic representation of the structure of the umbilical cord according to the exemplary embodiment of the invention, showing the third configuration and the fourth configuration of the umbilical cord, and

Figure 5 is a fourth schematic representation of the structure of the

Supply cable according to the embodiment of the invention.

Embodiments of the invention

All figures are merely schematic representations of the device according to the invention or its components according to exemplary embodiments of the invention. In particular, distances and size relationships are not shown to scale in the figures. Corresponding elements in the various figures are given the same reference numbers. FIG. 1A shows a schematic of a vehicle 12 which is, for example, a hybrid or electric vehicle and which has an energy store 11 . The energy store 11 is to be charged via an energy supply device 16, the energy supply device 16 being a charging station in the case shown in FIG. 1A, which enables charging with three-phase AC voltage. In addition, the

Energy supply device has its own charging control logic 33, which can control a charging process. A supply cable 10 according to an exemplary embodiment of the invention is provided for connecting energy supply device 16 and energy store 11 or vehicle 12 .

The supply cable 10 has a primary connector 14 and a secondary connector 15A, 15B, 15C, 15D (cf. FIGS. 1A to 1D), a first secondary connector 15A being shown in FIG. 1A. The supply cable is thus present in a first configuration. A supply line or connecting line 13 is present between the primary connector 14 and the first secondary connector 15A. The primary connector 14 is used for the electrical connection to the vehicle 12 and specifically to the energy store 11. The second secondary connector 15A is used to connect to the energy supply device 16 with its own charging control logic 33.

The primary connector 14 has a vehicle connection 14A, which is provided for the directly or indirectly detachable wireless or wired electrical connection to the vehicle 12 or the energy store 11 . The vehicle connection 14A in turn preferably has a plurality of transmission means 8 (cf. FIGS. 3A, 3B), which are particularly preferably contact elements, eg plug contacts or socket contacts, or eg induction coils, in order to establish the electrical connection. The electrical connection can be made either wired or wireless, such as inductive or capacitive. In the electrically connected state, (electrical) energy can be transmitted between the primary connector 14 and the mating connection of the vehicle 12 connected thereto. In the embodiment shown, the primary connector 14 also has an additional connection 9 via which a wireless and/or wired electrical connection to an additional coupling 5 of the connecting line 13 can be established directly or indirectly and releasably. In an alternative embodiment, the additional connection 9 and the additional coupling 5 can be dispensed with, so that the connecting line 13 is attached directly to the primary connector 14 and cannot be separated from it without being destroyed.

The umbilical cable 10 can be coupled to different types of secondary connectors 15A, 15B, 15C, 15D. The first secondary connector 15A shown in FIG. 1A serves to electrically connect the supply cable 10 to the energy supply device 16, which has its own charging control logic 33 and which, for example, enables three-phase charging. The charging infrastructure as an energy supply device 16 can thus communicate directly with the energy store 11 and/or the vehicle 12 . The first secondary connector 15A has an infrastructure connection 1A and a cable connection 2 , the infrastructure connection 1A being designed for electrical connection to the energy supply device 16 . The cable connection 2 is used for connection to the connecting line 13. For this purpose, the connecting line 13 has a coupling 6, the coupling 6 and the cable connection 2 being electrically connectable in a detachable manner. In Figures 1B to 1D, other different types of secondary connector 15A, 15B, 15C, 15D are described, in Figure 1B a second secondary connector 15B, in Figure 1C a third secondary connector 15C and in Figure 1D a fourth secondary connector 15D, all of which have different functions of the Supply cable 10 allow. All secondary connectors 15A, 15B, 15C, 15D have the cable connection 2 here, for example, in order to be electrically connected to the clutch 6 . In this way, the secondary connectors 15A, 15B, 15C, 15D can be exchanged easily and with little effort, in that only the connection between the coupling 6 and the cable connection 2 has to be separated.

The infrastructure connection 1A of the first secondary connector 15A is used for the directly or indirectly detachable wireless or wired electrical connection to the energy supply device 16, with the energy supply device 16 having its own charging control logic 33. Said electrical connection can be made, for example, by contact elements, for example plug contacts, or capacitively or inductively (for example by coils). The same applies to the electrical connection between the cable connection 2 and the coupling 6; here, too, a directly or indirectly detachable electrical connection is preferably provided, which can be wireless or wired. The infrastructure connection 1A of the first secondary connector 15A is, for example, a type 2 connection for connection to a charging station or wall box.

In the configuration shown in Figure 1B, the umbilical cable 10 has the second secondary connector 15B. The second secondary connector 15B has a plug connector 1B which is designed for electrical connection to an energy supply device 16 without its own charging control logic 33 . The energy supply device 16 shown in Figure 1B is, for example, a permanent voltage source, for example a household socket such as a Schuko socket, which enables single-phase charging, for example, or a three-phase socket, etc.

In the configuration shown in Figure 1C, the umbilical cable 10 has the third secondary connector 15C. The third secondary connector 15C has a socket 1C, via which electrical energy can be drawn from the vehicle 12, in particular from the energy store 11. The socket 1C is, for example, a Schuko socket or a three-phase socket, etc. The socket 1C is used for the detachable electrical connection to an electrical consumer 30, shown here as a hair dryer by way of example.

In the configuration shown in Figure 1D, the umbilical cable 10 has the fourth secondary connector 15D. The fourth secondary connector 15D has an auxiliary vehicle connection 1D, via which electrical energy can be drawn from the vehicle 12, in particular from the energy store 11. The additional vehicle connection 1D is, for example, identical to the vehicle connection 14A of the primary connector 14. The additional vehicle connection 1D is used for the detachable electrical connection to a further vehicle 12A, which has a further energy store 11A. The additional energy store 11A can thus be charged with electrical energy from the energy store 11 . Since the first secondary connector 15A, the second secondary connector 15B, the third secondary connector 15C and the fourth secondary connector 15D all have the cable connection 2, all these secondary connectors 15A, 15B, 15C, 15D can be easily exchanged and used on the same coupling 6 of the supply cable 10. The supply cable 10 can thus be brought into a desired configuration quickly and easily by simply exchanging the secondary connector 15A, 15B, 15C, 15D in order to carry out a desired function.

In this exemplary embodiment, the connecting line 13 has only electrical conductors between the clutch 6 and the additional clutch 5 , which produce an electrical connection between the clutch 6 and the additional clutch 5 . These electrical conductors are, for example, copper conductors or aluminum conductors, or they are made from another material with high electrical conductivity and have electrical insulation. All electrical conductors are combined in one strand, for example, and preferably have a common sheath, which serves as electrical insulation on the one hand and as mechanical protection on the other. Preferably no active or passive electrical components are provided in the connecting line 13, e.g. no ICCB. All logical components or logic modules (e.g. microprocessors, ASICs, etc.) and in particular active or passive electrical components are either part of the primary connector 14 or part of the secondary connector 15A, 15B, 15C, 15D. As a result, the connecting line 13 can advantageously be manufactured and also replaced at low cost.

FIG. 2A shows a schematic overview of the mode of operation and the structure of the supply cable 10 in the two configurations in which the energy store 11 of the vehicle 12 is to be charged. FIG. 2B shows a schematic overview of the mode of operation and the structure of the supply cable 10 in the two configurations in which the energy store 11 of the vehicle 12 is to be used as a source of electrical energy (discharge). In the embodiment shown in FIG. 2A and FIG. 2B, the additional coupling 5 of the connecting line 13 and the additional connection 9 of the primary connector 14 are omitted. Rather, the connecting line 13 is routed directly into a first housing 26 of the primary connector 14 . There, the connecting line 13 cannot be detached, for example (i.e.: not non-destructively detachable) fastened or attached or connected. The connecting line 13 thus has only the coupling 6 to which the various secondary connectors 15A, 15B, 15C, 15D can be attached, in particular in a non-destructively detachable manner. In principle, more than two different types of secondary connectors 15A, 15B, 15C, 15D can also be attached to the coupling 6. The different types of secondary connectors 15A, 15B, 15C, 15D allow - as described above - on the one hand the connection to electrical consumers 30 or other vehicles to be charged 11 A, on the other hand the connection to different energy supply devices 16, in particular e.g Provides energy, but has no charging control logic 33, and with a dedicated charging infrastructure that already includes a corresponding charging control logic 33 and can enable multi-phase charging or energy transfer.

As previously described, a number of transmission means 8 (cf. FIGS. 3A, 3B) are present on the vehicle connection 14A of the primary connector 14, with provision being made for a status line PP of the supply cable 10 to be able to be connected to the vehicle 12 via one of these transmission means 8. A communication line CP of the supply cable 10 can be connected to the vehicle 12 via a further transmission means 8 . The vehicle 12 is able to recognize via the status line PP that the supply cable 10 is connected to the vehicle 12 . Provision is also made for the supply cable 10 to be designed to have different characteristics on the status line PP in order to display the different configurations of the supply cable 10 or to make them available for a vehicle or to make them readable. The status line PP is configured to have a first characteristic 100 which indicates a readiness of the umbilical cable 10 to transmit (charge) electrical energy to the vehicle 12, which is shown in FIG. 2A. If, on the other hand, the status line PP has a second characteristic 200, then this indicates that the supply cable 10 is ready or provides information for a vehicle to draw electrical energy from the vehicle 12 (discharge). Thus, the vehicle 12 can recognize what action a user wants to take. The user can always use the same power cable 10 for different applications in a simple way, the power cable 10 by different secondary connectors 15A, 15B. 15C, 15D can be configured differently.

In addition to the status line PP and the communication line CP, the supply cable 10 also has a power line L, which in particular comprises at least one phase conductor L1, L2, L3, a neutral conductor N and a protective earth PE. Details of the power line L are described below with reference to FIG. 3A and FIG. 3B.

In the exemplary embodiment in FIG. 2A and FIG. 2B, the first characteristic 100 and the second characteristic 200 are formed by various passive electrical components 32, shown here by electrical resistors, which can be switched over by a switching unit 34 in the primary connector 14.

It should be noted that in an embodiment that is not shown in detail here for reasons of clarity, the type of characteristic (i.e. either first characteristic 100 or second characteristic 200) can also alternatively or additionally depend on the type of secondary connector 15A, 15B coupled to clutch 6 , 15C, 15D can be adjusted.

In the exemplary embodiment shown here, the user can use the supply cable 10 either to charge the energy store 11 of the vehicle 12 easily and with little effort by actuating the switching unit 34 , or can take energy from the energy store 11 of the vehicle 12 through the supply cable 10 . In FIG. 2A, the first characteristic 100 is present or set on the status line PP, which indicates a configuration of the supply cable 10 for charging the energy store 11 of the vehicle 12. Either the first secondary connector 15A or the second secondary connector 15B is thus connected to the coupling 6 of the supply cable 10 .

Figure 2B shows an example of a configuration of the supply cable 10 for discharging the energy store 11 of the vehicle 12. For this purpose, the second characteristic 200 is present or set on the status line PP, which indicates or for the removal of energy from the energy store 11 of the vehicle 12 makes the vehicle readable. With the clutch 6 des Supply cable 10 is thus connected to either the third secondary connector 15C or the fourth secondary connector 15D.

FIG. 2A shows another status line PP′ of the first secondary connector 15A, which indicates to the charging control logic 33 of the energy supply device 16 that the infrastructure connection 1A is connected to the

Energy supply device 16 is connected. In the example shown, the additional status line PP' is separate from the previously described status line PP, but can also be electrically connected to it.

In this embodiment—only by way of example—the primary connector 14 has a bypass switch 4 and a control unit 17 . The bypass switch 4 can be switched between a first switching state and a second switching state, with the control unit 17 being bypassed in the first switching state (in Figure 2A: the upper path drawn with a solid line), while in the second switching state the control unit 17 is in the electrical path of the supply cable 10 is interposed (in Figure 2A the lower dashed path). “Bypassing” or “being an intermediary” is only shown schematically here. It should be understood here that in the first switching state the control unit 17, which can be embodied, for example, as an ASIC or microprocessor or as a printed circuit board with a circuit arranged on it, is placed in a state in which it does not send or receive any control signals to the communication line CP. can send. In the second state, in turn, preferably no signals can reach the vehicle connection 14A directly from the clutch 6; on the contrary, only signals from the control unit 17 preferably reach the vehicle connection 14A here.

In addition, in Figure 2A and in Figure 2B, the bypass switch 4 is only present on one side and is only used to connect and disconnect a connection of the control unit 17 with or from the clutch 6. Alternatively, the bypass switch 4 can also be present on both sides and additionally a connection between the vehicle connection 14 and control unit 17 connect or separate.

In the present exemplary embodiment, the bypass switch 4 is designed separately from the control unit 17, also for reasons of clarity shown. In principle, however, the bypass switch 4 can also be integrated into the control unit 17 . In this case, the first switching state is to be understood in such a way that the elements of the control unit 17 functionally required for the control are bypassed at least with regard to that line in which the bypass switch 4 is arranged. From the perspective of the vehicle 12, the communication line CP can be switched between two different states by means of the bypass switch 4, with communication between the vehicle 12 and the charging control logic 33 connected via the first secondary connector 15A being possible via the communication line CP in the first switching state of the bypass switch 4 and in the second switching state of the Bypass switch 4 allows the vehicle 12 to communicate with the control unit 17 . The details of this switching process are explained below with a description of FIG. 3A. The control unit 17 can thus be selectively activated or deactivated by the bypass switch 4, the switchover between the first switching state and the second switching state taking place depending on the type of the secondary connector 15A, 15B, 15C, 15D. This makes it possible to use the supply cable 10 either as an intelligent or active supply cable 10 (second switching state) or as a non-intelligent or passive supply cable 10 (first switching state), depending on whether the type of secondary connector 15A, 15B, 15C, 15D requires a charge control logic is required or desired in the cable or not. A user of the supply cable 10 preferably does not have to initiate any switching operations manually; instead, the bypass switch 4 is preferably switched over by the secondary connector 15A, 15B, 15C, 15D or depending on the connected secondary connector 15A, 15B, 15C, 15D or depending on the Type of connected secondary connector 15A, 15B, 15C, 15D. Thus, the user only has to attach the secondary connector 15A, 15B, 15C, 15D suitable for the current charging situation to the connecting line 13, for example by means of the coupling 6, or connect or couple it to it in order to configure the supply cable 10 appropriately for the corresponding charging situation. Ideally, further interventions by the user can be omitted.

If the first secondary connector 15A is coupled to the coupling 6, provision is made for the infrastructure connection 1A to be connected directly to the coupling 6 via the cable connection 2. Details on this are again explained below with the description of FIG. 3A. Will be the first Secondary connector 15A used, the supply cable 10 is provided in particular for connecting to a charging infrastructure as an energy supply device 16. In this case, the charge control logic 33 does not require any separate logic within the supply cable 10, which is why the control unit 17 is bypassed by the bypass switch 4. The supply cable 10 thus serves as a non-intelligent or passive supply cable and enables the energy store 11 or the vehicle 12 to communicate directly with the charging control logic 33 of the energy supply device 16 via the communication line CP.

If, on the other hand, the second secondary connector 15B is used, the plug connector 1B is used for connection to a charging point, which can be designed without charging control logic. This can particularly affect the connection to a household socket, for example via a country-specific Schuko plug. In this case, no charging control logic whatsoever and no communication or signal line is provided on the part of the energy supply device 16, which is why a number of active components are arranged within the second secondary connector 15B in this exemplary embodiment. In this case, too, the control unit 17 (in the primary connector 14) is required as a charging controller for the charging process or the energy transfer process. Therefore, the bypass switch 4 is to be switched to the second switching state in order to avoid bypassing the control unit 17 and to include the control unit 17 in the electrical path of the supply cable 10, i.e. in the communication line CP.

It goes without saying that, in principle, a second secondary connector 15B can also be used when using the energy supply device 16 described above with its own charging control logic 33 . This can be desirable, for example, if the user expects advantages from the fact that the energy transfer does not take place through direct communication between the vehicle 12 or the energy store 11 and the charging control logic 33 of the energy supply device 16, but deliberately uses the control unit 17 to communicate with the vehicle 12 should be used. Furthermore, it should be understood that the switching of the bypass switch 4 can be implemented in various ways. It is advantageous that the switchover takes place as a function of the first secondary connector 15A and second secondary connector 15B. An embodiment that is to be understood merely as an example is described below, which shows how the bypass switch 4 can be switched over depending on the type. In principle, of course, other versions are also conceivable (eg by wireless or wired transmission of information about the type of second connection device), the setting of the respective switching state then taking place on the basis of the transmitted or received or read information.

The second secondary connector 15B has a voltage supply 3 and a switching unit 18 here, merely by way of example. If the plug connector 1B of the second primary connector 15B is connected to the energy supply device 16, the switching unit 18 initially remains open, as a result of which the cable connection 2 is initially switched off — this advantageously also reduces the danger to an operator if the connecting line 13 is not yet connected is. The connecting line 13 and the primary connector 14 are therefore not directly electrically coupled to the energy supply device 16 . A supply voltage is merely provided by the voltage supply 3, this being in particular a DC voltage. The voltage supply 3, which can be an AC/DC converter, for example, provides the supply voltage via the coupling 6 and the connecting line 13 to the bypass switch 4 and/or the control unit 17 (in the primary connector 14), for example via the Status line PP. The supply voltage can be in a range between 5V and 40V, for example, preferably between 10V and 30V.

Thus, the bypass switch 4 can be switched directly either by the presence of the supply voltage, for example by the bypass switch 4 being designed as a relay or MOSFET or the like. Alternatively, the bypass switch 4 can also be switched by the control unit 17, with the control unit 17 first being supplied with electrical energy by the voltage supply 3 and then switching the bypass switch 4 over (to the second switching state). In both exemplary cases, thus the control unit 17 is active and can subsequently control the charging process of the energy store 11 . The control unit 17 can, for example, also be designed to output a corresponding signal to the switching unit 18 in order to establish the electrical connection between the energy supply device 16 and the energy store 11 (the current path between the clutch 6 and the energy supply device 16 is closed, charging current can flow). After its activation (bypass switch 4 in the second switching state), the control unit 17 preferably also communicates with the vehicle 12 or the energy store 11 of the vehicle 12 and causes the vehicle 12 or the energy store 11, during energy transfer, for example a maximum transfer current intensity, or more specifically: charging current intensity , not to exceed. The charging control is thus carried out between the control unit 17 and the vehicle 12 or its energy store 11 . In this way, the control unit 17 assumes the function of the charging control logic 33 of the energy supply 16, which is not present in this application.

The second connection device or the second secondary connector 15B particularly advantageously also has a temperature monitoring module 28 . The temperature monitoring module 28 is used to read in or determine or detect a temperature of the second connection device or the second secondary connector 15B, so that an overload of the second secondary connector 15B due to excessively high temperatures can be prevented. The mode of operation of the temperature monitoring module 28 is explained further below with a description of FIG.

It goes without saying that the bypass switch 4 can in principle also be arranged in the connecting line 13 .

Figures 3A and 3B also show a schematic structure of the supply cable 10, with a greater degree of detail than in Figures 2A and 2B is shown. Again, the bypass switch 4 is shown separately from the control unit 17--only by way of example and for reasons of clarity. In addition, the additional coupling 5 of the connecting line 13 and the additional connection 9 of the primary connector 14 are shown in this exemplary embodiment, so that the primary connector 14 is designed to be detachable from the connecting line 13 . As previously described, run between additional clutch 5 and clutch 6 multiple electrical conductors 13A, 13B, 13C, 13D, 13E, 13F, 13G. The electrical conductors 13A, 13B, 13C, 13D, 13E, 13F, 13G are all designed continuously between the clutch 6 and the additional clutch 5 and in particular are not physically interrupted by other electrical components or there are no other electrical components in the respective conductors 13A , 13B, 13C, 13D, 13E, 13F, 13G (e.g. no ICCB either). Thus there is no active or passive electrical component between the clutch 6 and the additional clutch 5 . However, it goes without saying that, for example, the bypass switch 4, as already mentioned above, can be arranged in the connecting line 13 in some exemplary embodiments.

As explained above, the primary connector 14 has a multiplicity of transmission means 8 on the vehicle connection 14A, which are provided for the electrical connection to the energy store 11 . Each energy transmission means 8 is assigned an electrical conductor 13A, 13B, 13C, 13D, 13E, 13F, 13G, with each combination of transmission means 8 and associated electrical conductor 13A, 13B, 13C, 13D, 13E, 13F, 13G being used either to transmit a signal or is provided for the transmission of an electrical charging power. In the embodiment shown, one of the conductors 13A serves as a status line PP, one of the conductors 13B as a communication line CP, one of the conductors 13C as the first live phase L1, one of the conductors 13D as the second live phase L2, one of the conductors 13E as the third live phase L3, one of the conductors 13F as neutral conductor N and one of the conductors 13G as protective earth PE. As previously described, the first phase L1, the second phase L2, the third phase L3, the neutral conductor N and the protective earth PE are sometimes combined as a power line L. It goes without saying that, in principle, a different number of conductors or a different arrangement of the conductors is also possible.

In the first switching state, the bypass switch 4 establishes an electrical connection between at least one energy transmission means 8 and the respectively assigned electrical conductor(s) 13A, 13B, 13C, 13D, 13E, 13F, 13G, bypassing the control unit 17 in order to connect the communication line CP to be formed continuously between vehicle 12 and energy supply device 16 . In the second switching state, the control unit 17 is electrically interposed between ■ the energy transmission means 8, which is or are connected in the first switching state via the bypass switch 4 to the associated electrical conductor(s) 13A, 13B, 13C, 13D, 13E, 13F, 13G and

■ the respectively assigned electrical conductor(s) 13A, 13B, 13C, 13D, 13E, 13F, 13G to form the communication line CP between vehicle 12 and control unit 17 for controlling an energy transfer process, e.g. a charging process. In this exemplary embodiment, the electrical conductors 13C, 13D, 13E, 13F, 13G forming the power line L and the associated energy transmission means 8 are permanently connected when a connection is established between the additional clutch 5 and the additional connection 9 .

Like FIG. 2A, FIG. 3A shows two configurations of the supply cable 10 for charging the vehicle 12. By default, the bypass switch 4 is in the first switching state, for example. If - as shown in Fig. 3A top right - the first secondary connector 15A is used and electrically coupled to the coupling 6 of the connecting line 13, the end result is a (direct) electrical connection between the energy transmission means 8 (on the vehicle side) and the infrastructure connection 1A of the first secondary connector 15A, bypassing the control unit 17. For example, the control unit 17 is not supplied with electrical power and remains inactive. Communication between energy store 11 or vehicle 12 and energy supply device 16 or charge control logic 33 is enabled via the communication line CP formed by the corresponding conductor 13B, since this is connected directly through the bypass switch 4, bypassing the control unit 17.

If, on the other hand, the second secondary connector 15B is used (see FIG. 3A, bottom right), then the control unit 17 is advantageously used and switched to active. The connection of the second secondary connector 15B to a standard household socket, for example a Schuko socket with a neutral conductor N, a phase conductor L1 and a protective conductor PE, is carried out here purely by way of example. The control unit 17 is activated here, for example, by the second secondary connector 15B initially providing a supply voltage through the power supply 3, which is output to the control unit 17 via the corresponding conductor 13A of the status line PP. The voltage supply 3 converts, for example, an alternating current received from the energy supply device 16 into a direct voltage, for example a direct voltage between 5V and 50V, preferably between 10V and 25V. The control unit 17 is thus supplied with electrical energy and is therefore active. In addition, the bypass switch 4 is switched to the second switching state, so that the communication line CP can be controlled by the control unit 17 . The bypass switch 4 can be switched over either by the supply voltage of the voltage supply 3 or alternatively by a control signal from the control unit 17. It goes without saying that other embodiments are also possible which cause the bypass switch 4 to be switched over, so that the control unit 17 is activated or deactivated. should not be bypassed when the second secondary connector 15B is connected to the supply cable 10 or the connection line 13. For example, the bypass switch 4 can be switched over by a wirelessly transmitted signal or the like.

If the energy store 11 and/or the vehicle 12 try to communicate via the communication line CP (e.g. in the direction of the energy supply device 16), this communication now takes place exclusively with the control unit 17. The control unit 17 can therefore communicate with the energy store 11 and/or the Vehicle 12 act as a charging controller and control the charging process. This includes in particular the negotiation of a charging power that is expected by the energy store 11 and/or the hybrid or electric vehicle 12 .

As soon as the charging process is to be started, the switching unit 18 is actuated here, for example. This actuation of the switching unit 18 can take place, for example, via the conductor 13B associated with the communication line CP. Due to the bypass switch 4 in its second switching state, this conductor 13B is no longer directly connected to the associated energy transmission means 8 and can therefore no longer receive any communication signals from the energy store 11 and/or the vehicle 12 . With others In other words, the control unit 17 can switch over the switching unit 18 via said conductor 13B of the connecting line 13 so that the charging current can flow to the vehicle 12 . The switching unit 18 is switched to an open position here, for example by default. This has the effect that initially no energy that is intended to flow between vehicle 12 and energy supply device 16 flows. If it is a charging process, for example, then energy provided by the energy supply device 16 is not passed on to the connecting line 13 and the primary connector 14 . This only happens when the loading process is to be started. The control unit 17 thus has full control over the charging process and can use the switching unit 18 to influence its start (switching unit 18 closed) and stop (switching unit 18 open). In a particularly advantageous embodiment, a charging current intensity can also be set via switching unit 18 .

The supply cable 10 can thus be connected to different energy supply devices 16, with the supply cable 10 functioning as an intelligent or active supply cable or as a non-intelligent or passive supply cable, depending on external requirements. This considerably simplifies the charging process for a user, since the user only has to attach the suitable secondary connector 15A, 15B provided for charging to the connecting line 13 or to couple it to the connecting line 13 . The supply cable 10 is then automatically configured in order to achieve a desired energy transfer process, e.g. a desired charging situation.

In addition to charging the energy store 11, the supply cable 10 also advantageously allows electrical energy to be drawn from the energy store 11 of the vehicle 12. For this purpose, the switchover unit 34 must be actuated or activated, for example by the user, in order to transfer the second characteristic 200 to the status line apply PP. It goes without saying that this activation can take place in many ways, e.g. by a manually operated switch or via a wirelessly transmitted switching command or the like.

In an embodiment not shown here in detail for reasons of clarity, the type of characteristic (i.e. either first characteristic 100 or second characteristic 200) can also be used in depending on the type of secondary connector 15A, 15B, 15C, 15D coupled to the clutch 6. This advantageously relieves the user, who no longer has to actuate the switching unit 34 or, for example, only has to actuate it for a plausibility check. The (automatic) setting of the characteristics of the status line PP depending on the type of secondary connector 15 can be done wirelessly, for example, by a transmitter in the secondary connector 15, which communicates with a receiver in the primary connector 14 or in the connecting line 13 or in the coupling 6, for example. The setting of the characteristics 100, 200 of the status line PP depending on the type of the secondary connector 15 can alternatively or additionally also be wired, for example via the status line PP itself. For this purpose, only by way of example, a different electrical or electronic component, for example an electrical resistor, can be installed in each type of secondary connector 15A, 15B, 15C, 15D, which can be tested by the vehicle 12, for example. If, for example, the second secondary connector 15B described above is used, the supply voltage can also be used, for example, to activate a resistor in the status line PP, for example via the bypass switch 4, or to connect it to the status line, so that the first characteristic 100 (“loading ") is recognized and the supply voltage is not applied directly to the transmission means 8 of the vehicle-side status line PP, which is connected to the vehicle 12. In this case, such a switchable component (eg resistor) could be arranged in the connecting line 13, in the clutch 6 and/or in the primary connector 14 and could be switched on.

FIGS. 2B and 3B show a different configuration of the supply cable 10, which makes it possible to draw electrical energy from the vehicle 12 or its energy store 11. For taking electric power from the vehicle 12, the third secondary connector 15C and the fourth secondary connector 15D are provided, which are shown in FIG. 2B and in FIG. 3B.

The third secondary connector 15C - as shown in Figs. 2B and 3B shown at the top right-has, for example, a socket 1C which is provided for connection to the load 30 (a plug contact would also be possible in principle, but this can be disadvantageous for safety reasons). The socket 1C is, for example, a Schuko socket or a three-phase one Power socket (see phase conductors L2, L3 drawn with dashed lines) or another socket adapted to the regional design. If the third secondary connector 15C is connected to the clutch 6, the supply cable 10 can be used to supply the consumer 30 with electrical energy from the vehicle 12, in particular the energy store 11. The vehicle 12 makes this electrical energy available when the second characteristic 200 can be identified or read in or is present or present on the status line PP. In addition, an additional control unit 17A can be provided, which is supplied with energy via an additional voltage supply 3A. This additional control unit 17A enables an additional switching unit 18A to be switched to release the electrical energy provided by the vehicle 12 at the socket C. It is also advantageous that communication between the vehicle 12 and the additional control unit 17A takes place via the communication line CP.

The second characteristic 200 has again been set here by the switching unit 34 in the primary connector. However, it can also be set by, for example, an electrical or electronic component connected to the status line PP in the third secondary connector 15C, for example a resistor (connected to the neutral conductor N, for example). It can also be given, for example, by a transmitter which emits a signal relating to the second characteristic 200, which is received, for example, in the primary connector 14 and then the second characteristic 200 is set on the status line PP.

If the third secondary connector 15C is connected to the clutch 6, no communication beyond the display of the second characteristic 200 is required, so that in principle the components of the additional control unit 17A, the additional voltage supply 3A and the additional switching unit 18A described above can also be dispensed with. In particular, no negotiation of varying current strengths between the consumer connected to the third secondary connector 15C (eg a lawnmower, a hair dryer, a drill, etc.) and the vehicle 12 or its battery 12 is necessary. Only a maximum current intensity that can be drawn can be specified or set. The umbilical cable 10 thus acts as a non-intelligent or passive cable that does not undertake any active communication or control. The fourth secondary connector 15D - as shown in Figs. 2B and 3B shown lower right - allows power to be transferred from the vehicle 12 to another vehicle 12A. This means that the further vehicle 12A is being charged. For this purpose, for example, an additional or further control unit 17A can be provided in the fourth secondary connector 15D, which enables communication with the further vehicle 12A in order to control the charging process. The additional or further control unit 17A can be supplied with electrical energy by an additional voltage supply 3A, for example (optionally) and an additional switching unit 18A can be present, which first interrupts an electrical connection of the power line L between the vehicle 12 and the further vehicle 12A. In this exemplary embodiment, only when the additional control unit 17A has negotiated the charging process with the additional vehicle 12A does the additional switching unit 18A switch over by the additional control unit 17A, so that energy can flow from the vehicle 12 to the additional vehicle 12A. In this exemplary embodiment, the communication between the additional control unit 17A and the additional vehicle 12A takes place via an additional communication line CP′, which is separated from the communication line CP here, for example. Alternatively, the additional control unit 17A, the additional voltage supply 3A and the additional switching unit 18A can be dispensed with, with the communication line CP being formed directly between the vehicle connection 14A and the additional vehicle connection 1D. The vehicle 12 and the additional vehicle 12A can thus communicate directly and start and/or stop and/or control the charging process. In principle, however, there remains a separation between the status line PP and an additional status line PP′, since the status line PP indicates the first characteristic 100 to the vehicle 12 and that of an additional status line PP′ to the other vehicle 12A the second characteristic 200 .

The fourth secondary connector 15D has a very similar structure and function to the primary connector 14. The control by the additional control unit 17A during the charging process of the additional vehicle 12A is identical or at least very similar to the control of the charging process of the vehicle 12 by the Control unit 17, for example Presence of the second secondary connector 15B (see the description of Figs. 2B and 3B above).

In an advantageous embodiment, a further primary connector 14 can therefore be used as a fourth secondary connector 15D (in this case, a primary connector 14 is connected to both ends of the connecting line 13, one of which has the function of the primary connector 14 in the second configuration for drawing energy and has the second characteristic 200 on the status line PP and the other has the function as a fourth secondary connector 15D as a charging connector and has the first characteristic 100 on the further status line PP' - the status line CP in this example cannot then run continuously between the two vehicles 12, 12A get lost). In this case, it is provided that the primary connector 14 that is to serve as the fourth secondary connector 15D can be switched by the switching unit 34 or by an additional switching unit 34A into a state in which it can be used as the fourth secondary connector 15D of another supply cable 10. In this state, this primary connector 14 shows the first characteristic 100 ("load") on the status line PP or an additional status line PP', which is established between the primary connector 14 acting as the fourth secondary connector 15D and the further vehicle 12A. In addition, in this primary connector 14, for example, the control unit 17 is activated (which now acts as an additional control unit 17A of a fourth secondary connector 15D - however, an additional control unit 17A can also be provided, which is activated, for example, by the switching unit 24 or the additional switching unit 34A), for example by switching the bypass switch 4 to the second switching state. This primary connector 14, which can be connected or is connected to the additional vehicle 12A, can thus be used for a second purpose: in a first application, it serves as a normal primary connector 14. In the described vehicle-to-vehicle connection, it then serves as a fourth secondary connector 15D. For example, the umbilical cord 10, which has a primary connector 14 at each end, can transfer power from a charged vehicle 12 to another vehicle 12A having, for example, a discharged battery.

If the owners of the two vehicles 12, 12A each carry a supply cable 10 with them, as described above, the connection between the vehicle 12 and the other vehicle 12A is simple and involves little effort made possible since each owner carries a primary connector 14 with him in any case. If the primary connectors 14 are permanently connected to the connecting line 13, the two connecting lines 13 can be connected or coupled to one another at their couplings 6, if necessary with the interposition of an adapter piece. In this way, a particularly practical, space-saving, inexpensive and easy-to-use supply cable 10 is created for several applications, which creates an additional function (vehicle-to-vehicle connection) when the supply cable 10 is distributed among many users, without the individual user having to purchase and carry additional secondary connector 15D.

Of course, the fourth secondary connector 15D can also be designed as an independent secondary connector 15 that cannot be used as a primary connector 14 .

Furthermore, it is understood that when using a fourth secondary connector 15D, the primary connector 14 connected to the vehicle 12 must have the second characteristic 200 so that it is possible to draw energy from the vehicle 12 .

As previously described, the primary connector 14 includes a first housing 26 which may be of various configurations. A variant was shown in FIGS. 2A and 2B in which both the transmission means 8 of the vehicle connection 14A and the connecting line 13 are formed on the first housing 26 . In the variant shown in FIGS. 3A and 3B, the primary connector 14 has a first housing 26 in which the vehicle connection 14A and the additional connection 9 for connection to the additional clutch 5 are formed. What is thus achieved in particular is that all the components of the primary connector 14 are arranged in a common housing, the first housing 26 . The primary connector 14 thus in particular has no cable stubs or the like for connecting the connecting line 13 . As an alternative, however, the connecting line 13 can also be coupled to the primary connector 14 so that it can be detached directly and not in a non-destructive manner. This supply line 13 then preferably extends between the primary connector 14 and the coupling 6 over at least 1 m, particularly preferably over at least 1.5 m and very particularly preferably over at least 2.5 m. This advantageously causes the risk that the Clutch 6 on the ground and thus comes to rest in the area of dirt and moisture is reduced.

The secondary connector 15A, 15B, 15C, 15D has a second housing 27 on which the cable connection 2 and, depending on the type of secondary connector 15A,

15B, 15C, 15D, either the infrastructure connection 1A (e.g. a type 2 plug for connection to a charging station), the plug connector 1B (e.g. for connection to a Schuko socket), the socket 1C or the additional vehicle connection 1D are designed as examples. For the secondary connector 15A, 15B, 15C, 15D it can also be provided, for example, that analogously to the primary connector 14 all components are arranged in a common housing, the second housing 27 . In this way it is avoided in particular to provide a cable stub or the like.

If the supply cable 10 for charging (first characteristic 100) is connected to a switchable socket on the side of the energy supply device 16, the switching unit 18 in the second secondary connector 15B can, for example, be bypassed or omitted or functionally disabled (e.g. by electronics). or can only be used as an emergency shutdown or emergency throttling in the event of a temperature increase. In this case, the control unit 17 can, for example, use the switching function of the switchable socket outlet or communicate with the switchable socket outlet for switching off or throttling the current flow.

The passive electrical components 32 for setting the first characteristic 100 or the second characteristic 200 can also be implemented in the control unit 17 in another exemplary embodiment not shown here. This can then also be connected to the status line CP. It can, for example, receive information or signals (wired or wireless) from the secondary connector 15A, 15B, 15C, 15D connected to the clutch 6 via the type of secondary connector 15A, 15B, 15C, 15D and accordingly the first or second characteristic 100, 200 provide. In this case, it is not necessary to provide separate electrical components 32; for example, separate electrical resistors, as shown in FIGS. 2A and 2B, can be dispensed with. It was previously described and shown in FIGS. 2A to 3B that the first characteristic 100 and the second characteristic 200 are set by the switching unit 34 . Alternatively, the setting of the first characteristic 100 and the second characteristic 200 can also take place via the secondary connector 15A, 15B, 15C, 15D, which is shown by way of example using the third secondary connector 15C and fourth secondary connector 15D in FIG.

FIG. 4 shows a further exemplary embodiment for the third secondary connector 15C and the fourth secondary connector 15D. As shown in FIG. 4, the third secondary connector 15C and the fourth secondary connector 15D each have a passive electrical component 32, for example, which is a resistor, for example, in the case shown here. This (here) passive electrical component 32 indicates the second characteristic 200 , with the status line PP running through the primary connector 14 and through the connecting line 13 to the passive electrical component 32 . The vehicle 12 can thus recognize the passive electrical component 32 on the status line PP or read in or determine its resistance value, e.g. with respect to earth or ground.

Provision can be made, for example, for the passive electrical components 32 in the secondary connectors 15A, 15B, 15C, 15D to be different at least to the extent that the first characteristic 100 can be distinguished from the second characteristic 200 . The first secondary connector 15A and second secondary connector 15B, which are not shown in FIG. 4, can also have passive electrical components 32, for example, or can be set up to connect such components to the status line PP. The passive electrical components 32, which are connected to the first secondary connector 15A and second secondary connector 15B or are arranged in them or can be switched by them to the status line PP, can differ from the passive electrical components 32, which are connected to the third secondary connector 15C and the fourth secondary connector 15D are connected to or located in or switchable through them onto the status line PP. An exemplary alternative embodiment was described above for the second secondary connector 15B, in which the bypass switch 4—activated, for example, by the supply voltage—switches a component into the status line CP, which component represents or represents the first characteristic 100 . The user therefore does not have to actuate a switching unit 34; instead, the appropriate characteristics 100, 200 are automatically configured on the Status line PP when the user connects the different secondary connectors 15A, 15B, 15C, 15D to the clutch 6.

An additional passive electrical component 32' is preferably provided for the fourth secondary connector 15D. This additional passive electrical component 32' is used to signal the first characteristic 100 to the other vehicle 12A, since charging is to be signaled to the other vehicle 12A in this case. For this purpose, as described above, the further status line PP' is formed, which is independent of the status line PP and faces the further vehicle 12A or runs in its direction. In this way, different characteristics can be displayed at the vehicle connection 14A of the primary connector 14 and at the additional vehicle connection 1D of the fourth secondary connector 15D, the first characteristic 100 at the additional vehicle connection 1D and the second characteristic at the vehicle connection 14A.

FIG. 5 is another diagram showing the structure of the umbilical cord 10 schematically. Here, in particular, the logical structure of the supply cable 10 is shown. It goes without saying that all of the components shown in FIG. 5 or in any combination can also be provided in the exemplary embodiments described above, in which they were not shown for reasons of clarity.

The primary connector 14 advantageously has an energy measurement module 7 in addition to the components described above. The energy measurement module 7 is advantageously used to determine an electrical energy that has flowed through the supply cable 10 . For this purpose, the energy measuring module advantageously measures a current flow and an applied electrical voltage in order to first determine the electrical power that has flowed through the supply cable 10, for example. The energy can be determined by recording the time during which the power determined in each case flows. This also makes it possible to determine the degree of aging of the supply cable 10 .

The primary connector 14 also advantageously has a display and/or input module 29 . In particular, this can be a touch screen or a display or an input device (e.g. with a keyboard or a joystick or a scroll wheel or a rotary switch). In particular, a desired (maximum) charging current intensity can be entered and/or displayed via the display and/or input module 29 .

Furthermore, it is preferably provided that the primary connector 14 has a communication unit 19 . The communication unit 19 is in particular a radio communication interface. The communication unit 19 is preferably used for communication with a user terminal 19A (e.g. a mobile phone, tablet or also a vehicle or its communication module, etc.) and/or the Internet 19B. In this way, information about the charging process can be easily and reliably output to the user. At the same time, the user can make entries (even remotely), such as the previously mentioned desired charging current.

The primary connector 14 also preferably includes an authentication module 21 . The authentication module 21 enables authentication at the energy supply device 16, with communication taking place in particular with a counter-authentication module 21A. As soon as a corresponding authentication has been carried out by the authentication module 21 and the counter-authentication module 21A, the energy supply device 16 enables the transfer of electrical energy. On the one hand, this ensures that only authorized users can transfer energy between the vehicle 12 and the energy supply device 16, and on the other hand, billing for the energy transfer can be achieved in this way. As a result, it is not necessary for the user to register separately at the energy supply device 16; instead, independent authentication and/or billing is carried out by the authentication module 21 and the counter-authentication module 21A and thus ultimately by using the primary connector 14. It can also be provided that the authentication module 21 is provided in the first and/or second secondary connector 15A, 15B.

The components mentioned, ie the energy measurement module 7, the display or input module 29, the communication unit 19 and the authentication module 21, simplify the handling of the supply cable 10 for the user. This allows convenience functions like the ones before carry out the billing described simply and with little effort. The energy transfer process, for example a charging process, is thus designed as simply as possible for the user.

If the supply cable 10 has the first secondary connector 15A and is therefore in the first configuration (first characteristic 100, "charging") in order to be connected to a charging infrastructure, further monitoring measures are often not necessary, but possible (see below for the second Secondary connector 15B the temperature monitor). If the supply cable 10 has the second secondary connector 15B or if this is connected to the connecting line 13 or coupled or connected to it, depending on the one used

Energy supply device, e.g. a household socket - e.g. only allows single-phase charging. In this case, the previously described temperature monitoring module 28 is advantageously provided. The temperature monitoring module 28 contains here, for example, an evaluation circuit 28A and a temperature sensor 28B. The evaluation circuit 28A is connected to the temperature sensor 28B, a temperature of the second secondary connector 15B being able to be detected or determined by the temperature sensor 28B. For example, the temperature sensor 28B may be located in close proximity to or even in contact elements connected to the power supply device 16 . If, for example, as a result of a contact element that is only poorly connected to the mating contact element, due to the resulting increased contact resistance and due to the high currents flowing, there is a sharp increase in temperature at the contact element, this can be an indication of a risk that the mating contact element or the energy supply device 16 can be damaged.

The temperature monitoring module 28 can perform various functionalities, which are described below. Temperature monitoring is preferably also possible in the first secondary connector 15A, the third secondary connector 15C and the fourth secondary connector 15D, in that a temperature monitoring module 28 is provided in the corresponding secondary connector 15A, 15B, 15C, 15D. It goes without saying that the temperature monitoring module 28 as such does not necessarily have to have the temperature sensor. It reads in or determines temperature signals.

On the one hand, provision can be made, for example, for the evaluation circuit 28A to provide a status signal as a function of a temperature which the evaluation circuit 28A reads in and which is detected, for example, by means of the temperature sensor 28B. The status signal can be transmitted, for example, via one of the electrical conductors 13A, 13B, 13C, 13D, 13E, 13F, 13G to the primary connector 14 and in particular to the control unit 17, but it can also be transmitted wirelessly or via other lines, for example.

The control unit 17 can thus control the energy transfer process, eg the charging process, based on the temperature information. In particular, the status signal can indicate different temperature levels, so that, for example, different status signals are provided by the evaluation unit 28A when the temperature of the second secondary connector 15B moves in different predefined temperature ranges. In particular, a first status signal can indicate that the temperature is in an uncritical range. A second status signal can indicate that a temperature is in an elevated range, so that upon receipt of the second status signal, control unit 17 can throttle the current flow (e.g. by notifying vehicle 12 or energy store 11 to reduce the current flow or by acting on the switching unit 18). If, on the other hand, a third status signal is provided, this indicates that a predefined maximum temperature has been exceeded, as a result of which the charging process is to be stopped. The charging process can be stopped either by the control unit 17 by separating the current flow through the switching unit 18 and/or notifying the vehicle 12 or the energy store 11 that the energy transfer is to be ended. Alternatively, the charging process can also be stopped by the evaluation circuit 28A itself, either in that the evaluation circuit 28A controls the switching unit 18 or in that the temperature monitoring module 28 has its own interrupter switch, which can be controlled by the evaluation circuit 28A. In this way it can be achieved that a charging process takes place only in a predefined temperature range of the second secondary connector. This can advantageously prevent overheating and possibly a fire, in particular in the energy supply device 16 or in the infrastructure connected to it, can be avoided.

Claims

Expectations

1. Supply cable (10) for electrically connecting an energy store (11) of a vehicle (12) both to an energy supply device (16) providing electrical energy and to a consumer (30) requiring electrical energy, having the supply cable (10).

• a connecting line (13) with a coupling (6),

• a primary connector (14) which is or can be electrically coupled to the connecting line (13) and has a vehicle connection (14A) for the detachable electrical connection to the vehicle (12), in particular to the energy store (11),

• a secondary connector (15A, 15B, 15C, 15D), which, depending on its type, is provided either for a detachable electrical connection to the energy supply device (16) or to the electrical consumer (30),

• wherein the coupling (6) of the connecting line (13) is designed to be electrically connected in a detachable manner to one of the different types of secondary connector (15A, 15B, 15C, 15D), as desired,

• wherein the vehicle connection (14A) has at least one transmission means (8) via which a status line (PP) of the supply cable (10) can be connected to the vehicle (12) by wire or wirelessly,

• wherein the status line (PP) is designed to have a first characteristic (100) which indicates a readiness of the supply cable (10) to transmit electrical energy to the vehicle (12),

• wherein the status line (PP) is designed to have a second characteristic (200) which indicates a readiness of the supply cable (10) to draw electrical energy from the vehicle (12), and

• wherein the at least one secondary connector (15A, 15B, 15C, 15D) is designed, depending on its type, to set either the first characteristic (100) or the second characteristic (200) on the status line (PP) and/or the primary connector (14) has a switching unit (34) which can be used to set either the first characteristic (100) or the second characteristic (200) on the status line (PP).

2. Supply cable (10) according to claim 1, wherein the secondary connector (15A, 15B, 15C, 15D) is designed as a first secondary connector (15A) which is designed for electrically contacting an energy supply device (16) with its own charging control logic (33), and/or wherein the secondary connector (15A, 15B, 15C, 15D) is embodied as a second secondary connector (15B) which is embodied for electrically contacting an energy supply device (16) without its own charging control logic and/or with a continuously provided electrical voltage, and/ or wherein the secondary connector (15A, 15B, 15C, 15D) is designed as a third secondary connector (15C) which has a socket (1C) for electrical plug connection to the load (30), and/or wherein the secondary connector (15A, 15B , 15C, 15D) is designed as a fourth secondary connector (15D) which is designed for electrically contacting a further vehicle (12A).

3. Supply cable (10) according to claim 2, wherein the vehicle connection (14A) has a transmission means (8) via which a communication line (CP) of the supply cable (10) can be connected to the vehicle (12) in a wired or wireless manner.

4. Supply cable (10) according to claim 3, wherein the first secondary connector (15A) has an infrastructure connection (1A) for connection to the energy supply device (16) and the communication line (CP) directly between the vehicle connection (14A) and the infrastructure connection (1A) is made to allow direct communication between the charging control logic (33) of the energy supply device (16) and the vehicle (12).

5. umbilical cord (10) according to claim 3 or 4, wherein the primary connector (14) and/or the connection line (13) comprises a control unit (17) and a bypass switch (4), the control unit (17) for communication with the vehicle (12), wherein the bypass switch (4) is designed to disconnect at least one connection of the control unit (17) from the communication line (CP) in a first switching state and to disconnect the at least one connection of the control unit (17) in a second switching state the communication line (CP), the bypass switch (4) remaining in the first switching state without being driven, and the second secondary connector (15B) being designed to drive the bypass switch (4) to switch to the second switching state.

6. Supply cable (10) according to claim 5, wherein in the first switching state of the bypass switch (4) an electrical connection between the at least one connection of the control unit (17) and the clutch (6) and/or the vehicle connection (14A) is interrupted and simultaneously the communication line (CP) between the vehicle connection (14A) and the clutch (6) is made uninterrupted, and wherein in the second switching state of the bypass switch (4) the control unit (17) is electrically connected between the vehicle connection (14A) and the clutch (6).

7. supply cable (10) according to claim 5 or 6, comprising an electronic component, in particular a microcontroller, wherein the electronic component has the control unit (17) and the bypass switch (4).

8. Supply cable (10) according to one of claims 5 to 7, wherein the second secondary connector (15B) has a voltage supply (3) and a plug connector (1B) for connection to the energy supply device (16), the voltage supply (3) being connected to the Connector (1 B) electrical is coupled and when an electrical voltage is applied to the plug connector (1 B), an electrical supply voltage is provided which can be output to the control unit (17) and/or which can be applied to the bypass switch (4) in order to switch the bypass switch (4) to the second switching state, and wherein the second secondary connector (15B) preferably has a switching unit (18) which can be controlled by the control unit (17) and via which an electrical connection between the plug connector (1B) and the coupling (6) can be switched on and off, in particular to control a loading process.

9. Supply cable (10) according to one of claims 5 to 7, wherein the switching unit (34) or an additional switching unit (34A) of the primary connector (14) is formed, in addition to setting the first characteristic on the status line (PP), the bypass switch ( 4) switch to the second switching state and/or activate the control unit (17) so that the primary connector (14) can be used as a fourth secondary connector (15D) of another supply cable (10).

10. umbilical cable (10) according to any one of claims 3 to 9, wherein the fourth secondary connector (15D) has an additional vehicle connector (1D) for connection to the additional vehicle (12A), and wherein

- either the secondary connector (15D) has a further control unit (17A) and the fourth secondary connector (15D) has an additional communication line (CP') separate from the communication line (CP) between the further control unit (17A) and the additional vehicle connection (1D) for communication forms between the further control unit (17A) and the further vehicle (12A),

-- or the communication line (CP) runs uninterrupted between the fourth secondary connector (15D) and the primary connector (14) to enable direct communication between the vehicle (12) and the further vehicle (12A).

11. Supply cable (10) according to any one of the preceding claims, wherein the first characteristic (100) and / or the second characteristic (200) are realized by a passive electrical component (32) of the primary connector (14) or secondary connector (15A, 15B, 15C, 15D), and/or by signals from a control device of the primary connector (14) or the secondary connector (15A, 15B, 15C, 15D).

12. Supply cable (10) according to one of the preceding claims, wherein the first characteristic (100) and/or the second characteristic (200) have a plurality of sub-characteristics, each of which indicates a maximum current-carrying capacity of the supply cable (10).