SE541574C2

SE541574C2 - Plug-in electrical vehicle and method for charging a plug-in electrical vehicle

Info

Publication number: SE541574C2
Application number: SE1651176A
Authority: SE
Inventors: André Claesson; Robert Sjödin
Original assignee: Scania Cv Ab
Priority date: 2016-09-02
Filing date: 2016-09-02
Publication date: 2019-11-05
Also published as: DE102017008067A1; SE1651176A1

Abstract

The present disclosure relates to a method (300) for charging a plug-in electrical vehicle. The method comprises the step of positioning (310) the vehicle at a pre-determined position in relation to a charging station. The method further comprises the step of physically connecting (320) the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle. The method even further comprises the step of locking (330) operation of the vehicle so that it basically cannot move. The method also comprises charging (340) the vehicle.The present disclosure also relates to a vehicle, a computer program and a computer program product.

Description

Plug-in electrical vehicle and method for charging a plug-in electrical vehicle TECHNICAL FIELD The present disclosure relates to a method for charging a plug-in electrical vehicle and to a plug-in electrical vehicle. It also relates to a computer program and a computer program product.

BACKGROUND ART There are two main systems on the market for externally charging busses operating on batteries, such as plug-in hybrid electrical vehicle busses, PHEV-busses or battery electrical vehicle busses, BEV-busses. One type of systems are trolleybuses, or similar systems operating on pantographs, or the like, where a current collector on the rooftop of the bus should be lifted up to electrical connectors such as wires or a charging station, to receive electrical power through this connexion. One common feature is that mechanical motion is needed at the current collector or at the charging station.

This kind of systems might have problems during winter time since ice and snow might prevent the mechanical motion to be performed. This might prevent charging of the battery, and, in case the bus is a BEV, it might result in the bus being not operable.

Another kind of systems operates on inductive charging of the bus. Usually a quite big charging adapter is placed under the bus. This charging adapter is then able to be raised or lowered so that a certain distance between the adapter and the road surface can be achieved, where the distance is preferably optimal for inductive charging of the battery. This adapter is usually quite heavy and might weigh several hundreds of kilograms. Further, during winter time, it might also be exhibited to ice and snow which might prevent the ability to raise and lower the adapter and thus charging the bus.

In summary, both kind of systems add considerable weight to the bus and might not work as intended, especially during winter time. A third problem with these two kinds of systems is that they are problematic to operate when kneeling busses. As an example, when kneeling the side of the bus where the doors are situated, this kneeling will expose the rooftop system to a considerable lateral movement which at best risks to break the current connexion between bus and wire or charging station, and at worst to damage parts of the current collector, the wire, or the charging station. A similar problem arises for the adapter under the bus for inductive charging. Such an adapter is usually incompatible with kneeling since a kneeling risks that the adapter will touch the ground and thus be damaged.

US2005178632, GB2500691, and W02010060720 disclose different solutions for positioning a vehicle at a charging interface and starting the charging procedure. The charging is performed via an interface in the ground and the vehicle is lowered to reach the interface and start the charging. These documents relate to induction based charging.

US2012286730 discloses an example of automatically activating a charging of the vehicle. The charging is performed via a robot connecting the vehicle to the charging interface in the ground after the vehicle having been positioned at the charging station.

US2014095026 discloses an induction based charging via a ground based system. The height of the vehicle is adapted for achieving an optimal distance for charging.

There is thus a need for a charging system which solves at least one of the above named problems.

SUMMARY OF THE INVENTION It is an objective of the present disclosure to present a plug-in electrical vehicle, a method for charging a plug-in electrical vehicle, a computer program and a computer program providing a charging of the electrical vehicle which demands less weight.

It is an objective of the present disclosure to present a plug-in electrical vehicle, a method for charging a plug-in electrical vehicle, a computer program and a computer program providing a charging of the electrical vehicle which operates better during winter time.

It is an objective of the present disclosure to present an alternative plug-in electrical vehicle, an alternative method for charging a plug-in electrical vehicle, an alternative computer program and an alternative computer program.

It is an objective of the present disclosure to present a plug-in electrical vehicle, a method for charging a plug-in electrical vehicle, a computer program and a computer program providing a possibility to be safely used in connexion with a kneeling functionality of the vehicle.

At least a part of the objectives are achieved by a method for charging a plug-in electrical vehicle. The method comprises the step of positioning the vehicle at a pre-determined position in relation to a charging station. The method further comprises the step of physically connecting the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle. The method even further comprises the step of locking operation of the vehicle so that it basically cannot move. The method also comprises charging the vehicle.

By using a kneeling function and/or changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle there is no need to arrange a charging adapter movable in relation to the vehicle. Thus, weight can be saved for the moving arrangement. Further, the proper operation of the charging adapter during winter time can be assured as well. By using an existing kneeling function and/or for example a suspension system at a vehicle for the physical connecting, no extra movable arrangements are needed at the vehicle. Even further, an operator of the vehicle does not need to leave the vehicle and perform any physical steps for connecting the vehicle to the charging station. Thus, for example a bus driver will be able to check the tickets of the passengers or sell tickets to them instead, or will have time to clean the bus instead, or will have time to take a break instead. The locking assures that the physical connection between the vehicle and the charging station will not accidentally be broken. Thus it is prevented that the charging adapter and/or the charging station will be damaged by accidental movement of the vehicle.

In one example of the method, the plug-in electrical vehicle is a plug-in hybrid electric vehicle or a battery electrical vehicle. These are commonly used electrical vehicles and the method is suitable for them.

In one example the method further comprises the step of releasing said locking after the charging of the vehicle is finished. This allows the vehicle to be fully operable again after charging.

In one example said locking comprises a locking of the operation of the vehicle so that it basically cannot move in any of three dimensions. This especially assures that no unintended disconnection between the charging adapter and the charging station will occur.

In one example said locking comprises locking a gearbox of the vehicle in its neutral position. This assures that a driver will not accidentally drive away with the vehicle whilst the vehicle is still connected to the charging station.

In one example said locking comprises locking a parking brake of the vehicle. This prevents an accidental movement of the vehicle on uneven ground or to an impact on it whilst the vehicle is still connected to the charging station.

In one example said locking comprises locking of a kneeling function and/or a function for changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle. This assures that an operator of the vehicle will not unintentionally disconnect the vehicle from the charging station.

In one example said changing of the distance between the vehicle body and/or the chassis and the ground at at least one axle comprises operating an air suspension system at said at least one axle. This is a convenient way of achieving the connectivity functionality without the need of extra components in the vehicle.

In one example no other movements except a kneeling function and/or a changing of the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle are performed to physically connecting the vehicle to the charging station. This explicitly prevents the use of other mechanically components during the step of connecting the charging adapter to the charging station.

In one example the method further comprises the step of compensating, during charging, changes in the load of the vehicle so that the vehicle basically is not changing its position. This allows to load the vehicle or the distribute load in the vehicle at the same time as a charging of the vehicle is performed without the risk of a disconnection between vehicle and charging station and without the risk of damaging the charging station or the charging adapter.

At least a part of the objectives are also achieved by a plug-in electrical vehicle. The plug-in electrical vehicle comprises means for positioning the vehicle at a pre-determined position in relation to a charging station. The plug in electrical vehicle further comprises means for physically connecting the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle. The plug-in electrical vehicle even further comprises means for locking operation of the vehicle so that it basically cannot move.

In one embodiment the plug-in electrical vehicle is a plug-in hybrid electric vehicle or a battery electrical vehicle.

At least a part of the objectives are achieved by a computer program for charging a plug-in electrical vehicle, wherein said computer program comprises program code for causing an electronic control unit or a computer connected to the electronic control unit to perform the steps of the method according to the present disclosure.

At least a part of the objectives are achieved by are also achieved by a computer program product containing a program code stored on a computer-readable medium for performing the method according to the present disclosure, when said computer program is run on an electronic control unit or a computer connected to the electronic control unit.

The system, the vehicle, the computer program and the computer program product have corresponding advantages as have been described in connection with the corresponding examples of the method according to this disclosure.

Further advantages of the present invention are described in the following detailed description and/or will arise to a person skilled in the art when performing the invention.

BRIEF DESCRIPTION OF THE DRAWINGS For a more detailed understanding of the present invention and its objects and advantages, reference is made to the following detailed description which should be read together with the accompanying drawings. Same reference numbers refer to same components in the different figures. In the following, Fig. 1 shows, in a schematic way, a vehicle according to one embodiment of the present invention; Fig. 2a-d show, in schematic examples, how a vehicle can be operated in connexion to the present invention; Fig. 3a-e show, in a schematic way, examples of how a vehicle could be physically connected to a charging station according to the present invention; Fig. 4 shows, in a schematic way, a system which can be used in a vehicle according to one embodiment of the present invention; Fig. 5 shows, in a schematic way, a flow chart over an example of a method according to the present invention; and Fig. 6 shows, in a schematic way, a device which can be used in connexion with the present invention.

DETAILED DESCRIPTION Fig. 1 shows a side view of a vehicle 100. In the shown example, the vehicle 100 is a bus. In one example the vehicle 100 is a heavy vehicle such as a truck. The vehicle 100 can be any other kind of vehicle such as a passenger car, for example a so-called sport utility vehicle, SUV, a terrain vehicle, a sports car, or any other kind of passenger car. The vehicle 100 comprises a system 299, se Fig. 4.

The vehicle is a plug-in electrical vehicle, such as a plug-in hybrid electric vehicle, PHEV, or a battery electrical vehicle, BEV. In the following only the expression vehicle will be used, but it should be understood that this expression in this disclosure relates to a plug-in electrical vehicle. It should also be understood that the term "plug-in" in connexion to the present disclosure should be treated in a narrow sense. Thus, the term relates to actually physically connecting the vehicle with a charging station when charging the vehicle. Thus, inductive charging without physically connecting the vehicle to the charging station should not be treated as a plug-in vehicle in relation to this disclosure.

The vehicle 100 comprises a vehicle body 110. The vehicle comprises a chassis. In the following the description will only refer to the vehicle body. It should, however, be understood that everything discussed in relation to the vehicle body evenly applies to the chassis. The vehicle further comprises at least two axles and wheels attached to them. The vehicle 100 can stand or travel on a ground 120, such as a road, a parking place, a garage ground, or the like.

The vehicle 100 in Fig. 1 is depicted with two axles. However, a vehicle according to the present disclosure can have any larger number of axles as well. In the following, the principle will explained in relation to a two-axle vehicle, but the idea of the present disclosure can easily be adapted to any larger number of axles.

Here, and in the whole document, the term "axle" refers to the line connecting a transverse pair of wheels. Thus, the term "axle" relates to a transverse axis of the vehicle. As a consequence, the term "axle" does not necessarily require a physical axle between a pair of wheels.

The term "link" refers herein to a communication link which may be a physical connection such as an opto-electronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.

Fig. 4 shows, in a schematic way, a system 299 which can be used in connexion with a vehicle according to one embodiment of the present invention.

The system 299 comprises four wheels 210a, 210b, 210c, 210d. A first wheel 210a and a third wheel 210c are arranged on a first side of the vehicle. A second wheel 210b and a fourth wheel 210d are arranged at a second side of the vehicle. The second side is opposed the first side. The first wheel 210a and the second wheel are connected by a first axle 215a. The third wheel 210c and the fourth wheel 210d are connected by a second axle 215b.

In principle, the first and/or the second axle 215a, 215b can have more than two wheels. In one embodiment more than two axles are arranged at the vehicle. In one embodiment, at least one of the first or the second axle 215a, 215b is a physical axle. In one example, at least one of the first or the second axle 215a, 215b, is no physical axle but only an axis. Especially when using independent wheel suspension for a vehicle a physical axle might be dispensed.

The system 299 comprises four suspension systems 240a, 240b, 240c, 240d. A first and a second suspension system 240a, 240b are arranged at the first axle 215a. A third and a fourth suspension system 240c, 240d are arranged at the second axle 215b. Each of the four suspension systems 240a, 240b, 240c, 240d is arranged to allow changing the distance between the vehicle body and the ground. This changing will at first hand change the distance between the vehicle body and the ground at the place of the axle where the corresponding suspension system is arranged. However, since the vehicle body in general is a rigid body, such a changing will usually also affect the distance between the vehicle body and the ground at at least some other place of the vehicle body.

In one embodiment said four suspension systems 240a, 240b, 240c, 240d are air suspension systems. In one embodiment said four suspension systems 240a, 240b, 240c, 240d are suspension systems which mechanically can lift the vehicle body in relation to the ground. In one embodiment said four suspension systems 240a, 240b, 240c, 240d are suspension systems which can lift the vehicle body in relation to the ground based on a control of the corresponding suspension systems 240a, 240b, 240c, 240d. Said control can be an active control. There are many examples known in the art regarding how to construct a suspension system which can lift the vehicle body in relation to the ground based on a control of the corresponding suspension systems. Therefore, the possible embodiments of such constructions of suspension systems are not discussed here any further. When referring to lifting here it should be understood that the suspension systems equally can lower the vehicle body.

Any of the four suspension systems 240a, 240b, 240c, 240d can be arranged to provide a kneeling function for the vehicle. Such suspension systems are also well known in the art and thus not described here any further. It should be noted that the system 299 can comprise any higher or lower number of suspension systems for providing a kneeling function and/or for allowing changing the distance between the vehicle body and the ground at at least one axle of the vehicle.

Examples of functionalities which can be provided by said four suspension systems are schematically depicted in Fig. 2a-2d. In Fig. 2a the vehicle body is lifted by the suspension system in relation to the ground. In Fig. 2b the vehicle body is lowered by the suspension system in relation to the ground. In Fig. 2c the vehicle body is lifted by the suspension system at the rear axle in relation to the ground and lowered at the front axle. In Fig. 2d the vehicle body is lifted by the suspension system at the front axle in relation to the ground and lowered at the rear axle. Even other examples are possible, such as only lifting or lowering at one axle and keeping the distance constant at the other axle. Another example is to lift or lower the vehicle body on one side of the vehicle. In one example, several of the above examples can be combined for changing the distance between the vehicle body and the ground.

The system 299 further comprises a first control unit 200. Said first control unit 200 is arranged to control operation of each of said four suspension systems 240a, 240b, 240c, 240d. Said first control unit 200 is arranged for communication with each of said four suspension systems 240a, 240b, 240c, 240d via a corresponding link L240a, L240b, L240c, L240d. Said first control unit 200 is arranged to receive information from each of said four suspension systems 240a, 240b, 240c, 240d. In one example, said first control unit 200 is arranged to control only a subset of said four suspension systems 240a, 240b, 240c, 240d, such as only one, two, or three out of said four suspension systems 240a, 240b, 240c, 240d. Whenever referring to a suspension system or to four suspension systems in this disclosure it should be noted that number of suspension systems within the scope of this disclosure easily can be adapted to any number of suspension systems suitable for a vehicle.

The system 299 comprises a gearbox 220. The gearbox 220 can be any suitable gearbox for a vehicle. Said first control unit 200 is arranged to control operation of said gearbox 220. Said first control unit 200 is arranged for communication with said gearbox 220 via a link L220. Said first control unit 200 is arranged to receive information from said gearbox 220. Said first control unit 200 can be arranged to lock the gearbox, for example in the neutral position. Said locking may comprise preventing an operator of the vehicle to perform any operations on the gearbox.

The system 299 comprises a parking brake 230. The parking brake 230 can be any suitable parking brake for a vehicle, for example an electric parking brake. Said first control unit 200 is arranged to control operation of said parking brake 230. Said first control unit 200 is arranged for communication with said parking brake 230 via a link L230. Said first control unit 200 is arranged to receive information from said parking brake 230. Said first control unit 200 can be arranged to lock the parking brake 230, preferably in its braking state. Said locking may comprise putting the parking brake in a state so that it prevents rotary movement of at least one of the wheels 210a, 210b, 210c, 210d of the vehicle.

The system 299 comprises vehicle positioning means 250. Said vehicle positioning means 250 are arranged to support positioning of the vehicle, especially in relation to a charging station. In one example said means 250 support autonomous positioning of the vehicle. In one example said means provide autonomous positioning of the vehicle. In one example said means 250 comprise a GPS-receiver, or a receiver of any other global navigation satellite system, GNSS. In one example said means 250 comprises at least one laser system. In one example said means 250 comprises at least one radar system. In one example said means 250 comprise a camera system. In one example said means 250 comprises at least one road sensor system. As an example, the means 250 can be arranged to roughly position the vehicle with the help of a GPS system and then to exactly position the vehicle with the help of laser, radar, camera, and/or road sensor, especially in relation to a charging station. It is known in the art how to construct systems for exactly positioning a vehicle. The means 250 can be arranged to support positioning of the vehicle operated by the driver. The means 250 can be arranged to provide a positioning of the vehicle in a completely autonomous way.

Said first control unit 200 is arranged to control operation of said means 250. Said first control unit 200 is arranged for communication with said means 250 via a link L250. Said first control unit 200 is arranged to receive information from said means 250. The above described functionality of the means 250 can be provided by the means 250 alone or in combination with the first control unit 200. In one example the first control unit 200 operates an engine of the vehicle (not shown) for providing an autonomous positioning of the vehicle in relation to a charging station.

The system 299 can comprise load detection means 260. Said load detection means 260 are arranged to detect a load of the vehicle. Said means 260 can comprise at least one weight sensor. Said means 260 can comprise at least one pressure sensor. In principle, said means 260 can comprise any arrangement to detect the load of the vehicle. Said first control unit 200 is arranged to control operation of said means 260. Said first control unit 200 is arranged for communication with said means 260 via a link L260. Said first control unit 200 is arranged to receive information from said means 260.

Said first control unit 200 can be arranged to compensate changes in the load of the vehicle so that the vehicle basically is not changing its position. Said first control unit 200 can be arranged to perform said compensation during a charging procedure of the vehicle. In one example said first control unit 200 is arranged to receive information regarding changes in the load of the vehicle from said means 260. Said information regarding changes in the load of the vehicle can comprise information regarding changes of the weight of the load. Said information regarding changes in the load of the vehicle can comprise information regarding a distribution of the load. Said first control unit 200 can be arranged to perform said compensation by controlling the four suspension systems 240a, 240b, 240c, 240d. As an example, said controlling unit can be arranged to control the air pressure in an air suspension system so that the controlled air pressure compensates for movements of the vehicle, or especially the vehicle body, due to load changes.

As an example, this might be especially helpful in case a charging of a bus is performed while at the same time people may enter or leave the bus. Likewise, a loading or unloading of a truck might be performed while the truck is charged.

The first control unit 200 can be arranged to lock operation of the vehicle so that it basically cannot move. Said locking can be performed by controlling the operation of the gearbox 220, and/or the parking brake 230 as described before. Said locking can comprise controlling operation of at least one service brake (not shown in the figure). Said locking can comprise preventing an operator of the vehicle from performing one or several functions of the vehicle, such as changing a state of kneeling, changing a state of the suspension system, changing the distance between the vehicle body and the ground or the like. Said locking can comprise a locking of the operation of the vehicle so that it basically cannot move in any of three dimensions.

The system 299 comprises a battery 280. Said battery 280 is chargeable. Said battery 280 can be arranged to provide power to any of the functions and/or elements of the vehicle. In one example the battery 280 is arranged to provide power to an engine of the vehicle (not shown). Said first control unit 200 is arranged to control operation of said battery 280. Said first control unit 200 is arranged for communication with said battery 280 via a link L280. Said first control unit 200 is arranged to receive information from said battery 280, for example information regarding a charging state and/or a charging level of the battery 280.

The system 299 comprises a charging adapter 290. Said charging adapter 290 is arranged to provide a charging functionality of the vehicle. Said charging adapter 290 is arranged to be physically connected to a corresponding adapter 291 of a charging station. In one example, said charging adapter 290 has four contact pins. In one example, two of the contact pins are arranged to transmit current from the charging station through the adapter 290 to the battery 280 of the vehicle. In one example, one contact pin is arranged for grounding the charging arrangement. In one example, one contact pin is arranged for communication between the charging station and the vehicle. However, the communication can also be provided wireless, in which case one contact pin can be dispensed with.

The system 299 comprises a communication arrangement 295. Said communication arrangement 295 is arranged to communicate with the charging station. Thus the communication arrangement 295 can provide a communication between the vehicle and the charging station. Said first control unit 200 is arranged to control operation of said communication arrangement 295. Said first control unit 200 is arranged for communication with said communication arrangement 295 via a link L295. Said first control unit 200 is arranged to receive information from said communication arrangement 295.

Said communication between the vehicle and the charging station can comprise communication regarding when a charging of the vehicle should start. Said communication between the vehicle and the charging station can comprise communication regarding when a charging of the vehicle should stop. In one example, a charging is started when a physical connection between the vehicle and the charging station is detected. In one example, a charging is started when the battery 280 is below a certain charging level.

Said first control unit 200 can be arranged to stop or finish charging once a certain charging level of the battery 280 has been reached and/or once a certain charging time has passed. Said first control unit 200 can be arranged to receive input from an operator of the vehicle through a human machine interface, HMI. Said input from the operator can relate to a command from the operator that the charging should be stopped.

Said first control unit 200 can be arranged to release any of the locking operation of components of the vehicle after the charging of the vehicle is finished. By that the vehicle will become fully operational again.

Said charging adapter 290 is preferably not movable in relation to the vehicle body. This prevents the need of performing other movements except a kneeling function and/or a changing of the distance between the vehicle body and the ground at at least one axle of the vehicle while physically connecting the vehicle to the charging station. When no moving of the charging adapter 290 is possible in relation to the vehicle body, ice or snow cannot prevent a movement between the charging adapter and the vehicle body. The charging adapter 290 is preferably arranged closed to the front or the rear of the vehicle body. In one example the charging adapter is arranged at the roof of the vehicle. In one example the charging adapter is arranged below the vehicle body. This will be explained in more detail in relation to Fig. 3.

A second control unit 205 is arranged for communication with the first control unit 200 via a link L205 and may be detachably connected to it. It may be a control unit external to the vehicle 100. It may be adapted to conducting the innovative method steps according to the invention. The second control unit 205 may be arranged to perform the inventive method steps according to the invention. It may be used to cross-load software to the first control unit 200, particularly software for conducting the innovative method. It may alternatively be arranged for communication with the first control unit 200 via an internal network on board the vehicle. It may be adapted to performing substantially the same functions as the first control unit 200, such as controlling any of the elements of the system 299. The innovative method may be conducted by the first control unit 200 or the second control unit 205, or by both of them.

Fig. 3a-e show, in a schematic way, examples of how a vehicle could be physically connected to a charging station according to the present invention. Fig. 3a-c depict a section of the vehicle body and one wheel of the vehicle. The depicted section is in one example the lower rear side of the vehicle. The depicted section is in one example the lower front side of the vehicle. A charging adapter 290 is preferably placed close to the rear or the front end of the vehicle body. Fig. 3a depicts a situation comparable to Fig. 1, where the vehicle is in its normal driving state regarding the state of the suspension system/kneeling function. Fig. 3a also depicts a corresponding adapter 291 at the charging station. In the shown example, the corresponding adapter 291 is placed in the ground. According to one example the suspension system can be operated so that the vehicle body is lowered so that the charging adapter 290 gets physically connected to the corresponding adapter 291 at the charging station. This situation is depicted in Fig. 3c. In one example the suspension system is operated in such a way that the distance between the vehicle body and the ground is changed at one axle. Such a changing can include a lowering and/or a lifting at one axle.

At a bus, the distance between the axle and the rear or front end of the vehicle body is often several metres. Thus even a moderate lifting or lowering of the distance between the vehicle body and the ground at one axle of the vehicle might be enough to connect the charging adapter 290 to the corresponding adapter at the ground 291. Such a situation is depicted in Fig. 3b. In practice, the angle between the vehicle body and the ground will likely be smaller than the angle of Fig. 3b.

Another example is depicted in Fig. 3d and Fig. 3e, where the charging adapter is placed on the roof of the vehicle. The charging station with the corresponding adapter 291 is situated above the vehicle. In Fig. 3d the vehicle is shown in a non-charging position. In Fig. 3e the vehicle is shown in a position where the charging adapter 290 of the vehicle and the corresponding adapter 291 of the charging station are physically connected.

In alternative embodiments (not shown in the figures) the charging adapter can be placed at the front or the rear side of the vehicle body. As can be seen in the figures, a kneeling of the vehicle will also move the upper and/or lower side of the front or rear side backwards or forwards, respectively. This movement can be used to physically connect the charging adapter of the vehicle to the corresponding adapter of the charging station. In a similar manner, the charging adapter could also be placed at the left or right side of the vehicle body. As has been discussed before, it should be emphasized that what has been discussed to the vehicle body evenly applies to the chassis. Thus, in one example the adapter is placed at the chassis instead of the vehicle body.

Fig. 5 shows, in a schematic way, a flow chart over an example of a method 300 for charging a plug-in electrical vehicle according to the present invention. It should be understood that the method 300 can comprise any of the functions described in relation to elements of the system 299 in Fig. 4. In a corresponding way, elements of the system 299 can be arranged to perform any of the functions or steps described in relation to the method 300.

The method 300 starts with a step 310 of positioning the vehicle at a pre-determined position in relation to a charging station. Said positioning can be performed autonomously by the vehicle. Said positioning can be performed via automatically controlling the engine and/or the steering of the vehicle. This can be performed with the help of the means 250. The method continues with step 320.

Step 320 comprises physically connecting the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and the ground at at least one axle of the vehicle. Step 320 can comprise operating the suspension system of the vehicle. Step 320 can comprise any of the operations described in relation to Fig. 2 or Fig. 3. Step 320 can comprise operating an air suspension system at at least one axle of the vehicle. Said connecting can comprise assuring that at least one pin and/or recess of a charging adapter at the vehicle is positioned at a corresponding at least one recess/pin of the corresponding adapter of the charging station. Preferably no other movements except a kneeling function and/or a changing of the distance between the vehicle body and the ground at at least one axle of the vehicle are performed to physically connecting the vehicle to the charging station. The method continues with step 330.

In step 330 the vehicle is locked in its operation so that it basically cannot move. The term basically not moving relates to the fact that a move of one or a few millimetres often practically cannot be prevented, where such small movements can, for example, be caused by wind or storm attacking the vehicle or by changes in the load of the vehicle. Preferably, said locking comprises a locking of the operation of the vehicle so that it basically cannot move in any of three dimensions.

Step 330 can comprise locking a gearbox of the vehicle, for example in its neutral position. This will prevent that an operator of the vehicle can use an engine of the vehicle to move the vehicle.

Step 330 can comprise locking a parking brake of the vehicle. This will prevent an operator of the vehicle to release the parking brake, which would risk that the vehicle moves in case it is positioned on a slope ground or in case it will be exhibited by an impulse from another object.

Step 330 can comprise locking a kneeling function and/or a function for changing the distance between the vehicle body and the ground at at least one axle of the vehicle. This will prevent the operator from activating a function which can change the distance between the vehicle body and the ground.

Step 330 will prevent a movement of the vehicle and thus prevent that this move will disconnect the charging adapter from the corresponding adapter of the charging station. Thus, an interruption of the charging process can be prevented. Also a damaging of the charging adapter and/or the corresponding adapter at the charging station can be prevented. The method continues with step 340.

Step 340 comprises charging the vehicle. Said charging comprises transferring power from the charging station to the battery of the vehicle. This can be performed by any known suitable charging procedure known in the art.

During step 340 an optional step 350 can be performed. Step 350 comprises compensating changes in the load of the vehicle so that the vehicle basically is not changing its position. This compensating can be achieved by controlling the suspension system of a vehicle. This has been described in more detail in relation to Fig. 4. The compensating prevents the vehicle from moving in case the vehicle is loaded, in case passengers enter the vehicle, or in case the load is moved/passengers are moving inside the vehicle. Step 350 can be performed already before step 340 has started and/or after step 340 has finished.

The method continues with step 360. In step 360 said locking is released after the charging of the vehicle is finished. Conditions which can indicate that the charging is finished have been discussed in relation to Fig. 4. Said releasing of the locking allows a physical disconnection between the charging adapter and the corresponding adapter at the charging station. In one example said an automatic disconnection is performed after the charging is finished. Said automatic disconnection can comprise using a kneeling function and/or changing the distance between the vehicle body and the ground at at least one axle of the vehicle. The method ends after step 360.

It should be noted that the method does not necessarily have to be performed in the strict order described here. As an example, some parts or all parts of step 330 locking can be performed already during or before step 320. Thus, the above described order is only provided for explaining the idea of the invention. However, modifications of the order within the wording of the claims will be easily possible for a person skilled in the art.

Figure 6 is a diagram of one version of a device 500. The control units 200 and 205 described with reference to Figure 4 may in one version comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540.

The computer program comprises routines for charging a plug-in electrical vehicle.

The computer program P may comprise routines positioning the vehicle at a pre-determined position in relation to a charging station. This may at least partly be performed by means of said first control unit 200 controlling operation of an engine of the vehicle. The computer program P may comprise routines for physically connecting the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and the ground at at least one axle of the vehicle. This may at least partly be performed by means of said first control unit 200 controlling operation of a suspension system of the vehicle.

The computer program P may comprise routines for locking operation of the vehicle so that it basically cannot move. This may at least partly be performed by means of said first control unit 200 controlling the gearbox 220 and/or the parking brake 230 and/or a suspension system of the vehicle.

The program P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550.

Where it is stated that the data processing unit 510 performs a certain function, it means that it conducts a certain part of the program which is stored in the memory 560 or a certain part of the program which is stored in the read/write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit via a data bus 511. The read/write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. The links L205, L220, L230, L240a-L240d, L250, L260, L270, L280, and L295, for example, may be connected to the data port 599 (see Figure 4).

When data are received on the data port 599, they can be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 can be prepared to conduct code execution as described above.

Parts of the methods herein described may be conducted by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

The foregoing description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It is neither intended to be exhaustive, nor to limit the invention to the variants described. Many modifications and variations will obviously suggest themselves to one skilled in the art. The embodiments have been chosen and described in order to best explain the principles of the invention and their practical applications and thereby make it possible for one skilled in the art to understand the invention for different embodiments and with the various modifications appropriate to the intended use.

It should especially be noted that the system according to the present disclosure can be arranged to perform any of the steps or actions described in relation to the method 300. It should also be understood that the method according to the present disclosure can further comprise any of the actions attributed to an element of the engine system 299 described in relation to Fig. 4. The same applies to the computer program and the computer program product.

Claims

1. A method (300) for charging a plug-in electrical vehicle, the vehicle comprising a charging adapter (290) arranged below a vehicle body and arranged to be physically connected to a charging station adapter (291) placed in the ground, the method comprising the steps of: - positioning (310) the vehicle at a pre-determined position in relation to a charging station; - physically connecting (320) the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle; - locking (330) operation of the vehicle so that it basically cannot move; and - charging (340) the vehicle.

2. The method according to the previous claim, wherein the plug-in electrical vehicle is a plug-in hybrid electric vehicle or a battery electrical vehicle.

3. The method according to anyone of the previous claims, further comprising the step of releasing (360) said locking after the charging of the vehicle is finished. 4. The method according to anyone of the previous claims, wherein said locking comprises a locking of the operation of the vehicle so that it basically cannot move in any of three dimensions. 5. The method according to anyone of the previous claims, wherein said locking comprises locking a gearbox of the vehicle in its neutral position. 6. The method according to anyone of the previous claims, wherein said locking comprises locking a parking brake of the vehicle. 7. The method according to anyone of the previous claims, wherein said locking comprises locking of a kneeling function and/or a function for changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle. 8. The method according to anyone of the previous claims, wherein said changing of the distance between the vehicle body and/or the chassis and the ground at at least one axle comprises operating an air suspension system at said at least one axle. 9. The method according to anyone of the previous claims, wherein no other movements except a kneeling function and/or a changing of the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle are performed to physically connecting the vehicle to the charging station. 10. The method according to anyone of the previous claims, further comprising the step of: - compensating (350), during charging, changes in the load of the vehicle so that the vehicle basically is not changing its position. 11. A plug-in electrical vehicle (100), the vehicle comprising a charging adapter (290) arranged below a vehicle body and arranged to be physically connected to a charging station adapter (291) placed in the ground, the vehicle further comprising: - means (200, 250) for positioning the vehicle at a pre-determined position in relation to a charging station, the means for positioning comprising positioning means (250) arranged to support positioning of the vehicle and a first control unit (200) arranged to control the positioning means (250); - means (200, 240a-240d) for physically connecting the vehicle to a charging station via using a kneeling function and/or via changing the distance between the vehicle body and/or the chassis and the ground at at least one axle of the vehicle, the means for physically connecting comprising a suspension system (240a; 240b; 204c; 240d) and the first control device (200) arranged to control operation of each of the suspension systems; - means (200, 220, 230, 240a-240d) for locking operation of the vehicle so that it basically cannot move, the means for locking operation comprising at least one of a gearbox, a parking brake, the suspension system and/or the first control device (200) arranged to lock operation of the vehicle. 12. The vehicle according to the previous claim, wherein the plug-in electrical vehicle is a plug-in hybrid electric vehicle or a battery electrical vehicle. 13. A computer program (P) for charging a plug-in electrical vehicle, wherein said computer program (P) comprises program code for causing an electronic control unit (200; 500) or a computer (205; 500) connected to the electronic control unit (200; 500) to perform the steps according to anyone of the claims 1-10.

4. A computer program product containing a program code stored on a computerreadable medium for performing method steps according to anyone of claims 1-10, when said computer program is run on an electronic control unit (200; 500) or a computer (205; 500) connected to the electronic control unit (200; 500).