WO2019052961A1

WO2019052961A1 - Vehicle contact unit, ground contact unit, vehicle coupling system and method for checking the contacting and the assignment of contact points

Info

Publication number: WO2019052961A1
Application number: PCT/EP2018/074340
Authority: WO
Inventors: Guenther Jernej; Manuel LEIBETSEDER
Original assignee: easE-Link GmbH
Priority date: 2017-09-12
Filing date: 2018-09-10
Publication date: 2019-03-21
Also published as: CN111344186A

Abstract

The invention relates to a vehicle contact unit (64) for a vehicle battery charging system comprising: multiple first contact electrodes (84), which are electrically connected to one another via an electrical line (44) and form a first vehicle partial circuit (106); and at least one second contact electrode (88). The vehicle contact unit (64) has a measuring unit (114) and/or a signal source (112) for high-frequency signals. The invention also relates to a ground contact unit (12), an automatic vehicle coupling system (15) and a method for checking the contacting and the assignment of contact points.

Description

Vehicle contact unit, ground contact unit, vehicle coupling system and method for checking the contact and the assignment of contact points

The invention relates to a vehicle contact unit for a vehicle battery charging system, a ground contact unit for a vehicle battery charging system, a vehicle coupling system and a method for checking the contacting and the assignment of contact points.

For electrically driven vehicles, such as plug-in hybrid vehicles and all-electric vehicles, the batteries of the vehicles must be recharged regularly, preferably after each journey. For this purpose, the vehicle is connected by means of a vehicle coupling system with a power source, such as the local power grid. For this purpose, a plug, such as the type-2 plug can be used, which must be manually inserted by a person in the corresponding socket of the vehicle. For example, vehicle coupling systems for vehicle battery charging systems with a contact unit of the power connection, which is provided on the ground, are known. This ground-contacting ground contact unit is physically contacted by means of a movable vehicle contact unit which can move down from the underbody of the vehicle. In this way, an electrical connection of the vehicle with the charging infrastructure is made possible.

In this case, it is necessary that the electrodes provided on the vehicle contact unit physically come into contact with contact surfaces of the ground contact unit. For this purpose, the vehicle contact unit must be positioned not only above the ground contact unit when parking the vehicle, but it must also sit the correct electrodes of the vehicle contact unit on the corresponding contact surfaces of the ground contact unit, since the electrodes or contact surfaces have different functions. In the context of this invention, electrodes are understood to be electrical contacts which are provided to form an electrical connection with a corresponding contact surface.

Also, by "grounding" is meant the protective conductor, "phase" the outer conductor, and "neutral contact" or the like the neutral conductor of an electrical assembly.

It is therefore an object of the invention to provide a vehicle contact unit, a ground contact unit, an automatic vehicle coupling system and a method for checking the contacting and the assignment of contact points, by the correct assignment of the electrodes of the vehicle contact unit to the contact surfaces of the ground contact unit can be checked.

The object is achieved by a vehicle contact unit for a vehicle battery charging system for automatic, conductive connection of a ground contact unit and the vehicle contact unit, with a plurality of first contact electrodes which are electrically connected to each other via an electrical line and which form at least a first vehicle subcircuit, and at least one second contact electrode , The vehicle contact unit also has a measuring unit and / or a signal source for high-frequency signals. By means of the measuring unit of the signal source for high-frequency signals, a high-frequency signal can be transmitted via the contact points, ie the connection of one of the contact electrodes of the vehicle contact unit with the corresponding contact areas of the ground contact unit. Through the measuring unit, the resulting high frequency response can be measured to check the contact and their assignment. This check is independent of the charging current used by the use of high-frequency signals and therefore can also take place during the charging process, in particular via the same contact electrodes and contact areas, which are also used to transfer the charging current. In the context of this invention, a high-frequency signal is understood to be a signal having a frequency equal to or greater than 10 Hz, in particular equal to or greater than 1 kHz, in particular equal to or greater than 200 kHz. From the formulation according to which a plurality of contact electrodes form a bottom partial circuit, such partial circuits should also be included, which form only by contacting the contact surfaces with the contact electrodes of the vehicle contact unit. In this case, the first and second contact electrodes can be electrically connected to each other.

The vehicle contact unit is adapted to be physically brought into physical contact with a ground contact unit without manual intervention by a person, i. it can be part of an automatic, conductive vehicle battery charging system. For this purpose, a conductive, i. galvanic connection generated by direct contact of the contact electrodes and the contact surfaces. This is in contrast to inductive charging systems that lack direct contact.

In this case, the signal source and / or the measuring unit can be connected to the first vehicle subcircuit. In addition, the signal source and / or the measuring unit can also be used to transmit data between the vehicle and the ground contact unit. Of course, the electrical line may have at least one ohmic resistor, at least one capacitor, such as a capacitor and / or at least one inductance, such as a coil, and any combination of these components, for example, to couple signals into subcircuits and / or decouple signals from subcircuits again ,

For example, the first contact electrodes and the second contact electrodes are arranged in a pattern, in particular a base grid in the form of a two-dimensional Bravais grating. In this way, a specific and repeatable arrangement of the contact electrodes on the base is possible, whereby a contact with the ground contact unit is simplified. The pattern extends over the entire contact surface.

In one embodiment, a plurality of second contact electrodes are provided, which are electrically connected to each other and form a second vehicle subcircuit, and / or the vehicle contact unit has a plurality of third contact electrodes, in particular wherein the third contact electrodes are electrically connected to each other and form a third vehicle subcircuit , In this way, two or three Check different types of contact electrodes or contact points for contacting or correct assignment.

Preferably, the line impedance of the first vehicle subcircuit is different, in particular greater than the line impedance of the second vehicle subcircuit and / or the third vehicle subcircuit. As a result, high-frequency signals in the first vehicle subcircuit are attenuated differently, in particular more strongly. In this way, it can be determined whether the first vehicle subcircuit is in the circuit loaded with the high-frequency signal. At least one contact magnet may be provided for locking the vehicle contact unit to the ground contact unit.

In one embodiment of the invention, the first contact electrodes are protective contact electrodes and the second contact electrodes are neutral electrodes or phase electrodes, in order to allow a reliable allocation of the protective contact electrodes and thus of the protective conductor.

It is also conceivable that the first contact electrodes are connected to the negative pole and the second contact electrodes to the positive pole of a DC network of the vehicle or the battery of the vehicle or vice versa.

The second contact electrodes may be only neutral electrodes or only phase electrodes. If there are third contact electrodes, these are either phase electrodes or neutral electrodes, so that all three types of contact electrodes are present. In this way, an electrical contact with protective conductors can be reliably produced. The function of neutral electrodes and phase electrodes can not be reversed in particular.

In one embodiment of the invention, the first contact electrodes, the second contact electrodes and / or the third contact electrodes are rotationally symmetrical about an axis of symmetry parallel to the longitudinal extent of at least one of the contact electrodes, whereby the contact electrodes can be easily moved automatically to the correct contact areas. The axis of symmetry extends, for example, through one of the electrodes, through the magnetic region and / or through the center of the contacting region. In this case, the entire vehicle contact unit can be rotationally symmetrical and, for example, have no asymmetrical guides. Furthermore, the object is achieved by a ground contact unit for a vehicle battery charging system for automatic, conductive connection of the ground contact unit and the vehicle contact unit, with a target surface having a plurality of first contact regions each having at least a first contact surface and at least a second contact region each having at least a second contact surface the first contact surfaces are electrically connected to each other via an electrical line and form at least a first ground subcircuit. The ground contact unit has a measuring unit and / or a signal source for high-frequency signals.

By means of the measuring unit and the signal source for high-frequency signals, via the contact points, i. H. the connection of one of the contact electrodes of the vehicle contact unit with the corresponding contact areas of the ground contact unit, a high-frequency signal are transmitted. Through the measuring unit, the resulting high frequency response can be measured to check the contact and their assignment. This check is independent of the charging current used by the use of high-frequency signals and therefore can also take place during the charging process, in particular via the same contact electrodes and contact areas, which are also used to transfer the charging current.

For example, the subcircuits are formed only by contacting the contact surfaces with the contact electrodes. In this case, the first and second contact regions can be electrically connected to one another.

The ground contact unit is adapted to be physically brought into physical contact with a vehicle contact unit without manual intervention by a person, i. it can be part of an automatic, conductive vehicle battery charging system.

In this case, the signal source and / or the measuring unit can be connected to the first ground subcircuit. In addition, the signal source and / or the Measuring unit can also be used to transfer data between the vehicle and the ground contact unit. Of course, the electrical line may have at least one ohmic resistance, at least one capacitance, such as a capacitor and / or at least one inductor, such as a coil, and any combination of these components.

For example, the first contact areas and the second contact areas are arranged in a main pattern, in particular a main grid in the form of a two-dimensional Bravais grating. The first contact areas are in a first sub-pattern, in particular a first sub-grid in the form of a two-dimensional Bravais grating and the second contact areas are arranged in a second sub-pattern, in particular a sub-pattern in the form of a two-dimensional Bravais grid, wherein the first sub-pattern and the second sub-pattern nested inside each other.

By arranging the contact areas in a pattern, in particular a grid, an exact positioning of the contacting area of the vehicle contact unit on the target area of the ground contact unit is no longer necessary, as long as the contacting area lies within the main grid. Taking advantage of the symmetry of the main grid and due to the nested arrangement of the sub-grid, a correct assignment of the contact electrodes of the vehicle contact unit with the corresponding contact areas or contact surfaces of the ground contact unit can be achieved by rotation of the vehicle contact unit.

The main pattern or sub-patterns extend over the entire target area. In one embodiment, a plurality of second contact areas are provided, wherein the second contact surfaces are electrically connected to each other and form a second floor subcircuit, and / or the floor contact unit has a plurality of third contact areas, in particular wherein the third contact areas are electrically connected to each other and a third floor. Make partial circuit. In this way, two or three different types of contact electrodes or contact points can be checked for contacting or correct assignment. Preferably, the line impedance of the first ground subcircuit is different, in particular greater than the line impedance of the second ground subcircuit and / or the third ground subcircuit. As a result, high-frequency signals in the first ground subcircuit are attenuated differently, in particular more strongly. In this way, it can be determined whether the first ground subcircuit is in the circuit loaded with the high-frequency signal.

In order to increase the conduction wave resistance of the first ground subcircuit, several of the first contact surfaces have a resistance element which increases the conduction wave resistance of the electrical line assigned to the respective contact surface.

Preferably, the resistance element surrounds the electrical line and / or is made of a ferrite, in particular of a ferrite core. In particular, the majority of the first contact surfaces has a resistance element.

In one embodiment of the invention, the first contact regions are protective contact regions and the second contact regions are neutral contact regions or phase contact regions, in order to enable a reliable association of the protective contact regions and thus of the protective conductor. It is also conceivable that the first contact areas are connected to the negative pole and the second contact areas are connected to the positive pole of a direct current network or a direct current source or vice versa.

The second contact areas may be exclusively neutral contact areas or exclusively phase contact areas. If there are third contact areas, these are either phase contact areas or neutral contact areas so that all three types of contact areas exist. In this way, an electrical contact with protective conductors can be reliably produced. The function of neutral contact areas and phase contact areas can not be reversed in particular. In one embodiment of the invention, the first contact regions, the second contact regions and / or the third contact regions are rotationally symmetrical about an axis of symmetry perpendicular to the target surface, whereby the Contact electrodes of the vehicle contact unit can be easily moved automatically to the correct contact areas.

The symmetry axis runs, for example, perpendicular to the target surface and / or one of the contact surfaces. In this case, the entire ground contact unit can be rotationally symmetrical and e.g. have no asymmetrical guides.

Furthermore, an automatic vehicle coupling system for the conductive connection of a ground contact unit and a vehicle contact unit with a vehicle contact unit and a ground contact unit accomplishes the task, wherein the vehicle contact unit and / or the ground contact unit has a measuring unit and a signal source for high-frequency signals.

Furthermore, the object is achieved by a method for checking the contacting and the allocation of contact points in an automatic vehicle coupling system, with the following steps: a) establishing a physical contact between the contact electrodes of the vehicle contact unit and the contact surfaces of the ground contact unit, so that at least one circuit of the first ground subcircuit on the one hand and the first vehicle subcircuit on the other hand,

Generating at least one high frequency signal by the signal source,

Supplying the at least one high-frequency signal to the at least one formed circuit,

Measuring a high frequency response of the at least one formed circuit to the at least one high frequency signal by the measuring unit, and e) determining from the measured high frequency response whether the first contact electrodes are in contact with the first pads.

In this case, for example, the correct contacting and assignment is assumed if the high-frequency response coincides with a reference response, which may also be an area. In the case of three different contact electrodes or contact surfaces, the circuits z. B. from the be composed of the first subcircuits, the second subcircuits and the third subcircuits, which theoretically six different circuits are possible.

The check of the contacting and the assignment of contact points is based on the idea that the at least one circuit leads to a characteristic high-frequency response, so that the measurement of the high-frequency response and the analysis of the high-frequency response provide information about which circuit was formed and measured, more specifically from which two subcircuits the measured circuit is composed. By knowing the two sub-circuits can then be concluded which contact electrodes are in contact with which contact areas or contact surfaces, whereby the assignment of the contact point can be checked. Also, the case that no closed circuit is formed, can be determined. Preferably, the plurality of second contact electrodes of the vehicle contact unit are electrically connected to each other and form a second vehicle subcircuit or the second contact surfaces of the ground contact unit are electrically connected to each other and form a second ground subcircuit, wherein the at least one circuit from the first ground subcircuit or the second Ground subcircuit on the one hand and the first vehicle subcircuit and / or the second vehicle subcircuit on the other hand is formed. On the basis of the measured high-frequency response, it is determined whether the first contact electrodes or the second contact electrodes are in contact with the first contact areas or with the second contact areas. In this way, different circuits can be detected from different subcircuits.

For example, the high-frequency signal and / or the high-frequency response are generated or measured in the vehicle contact unit and / or the high-frequency signal and / or the high-frequency response are generated or measured in the ground contact unit, whereby both the vehicle contact unit and the ground contact unit for checking the contacting and the assignment are capable. In order to achieve the greatest possible safety when checking the contacting and the assignment of contact points, the at least one high frequency signal and / or the corresponding high frequency response in one of the vehicle subcircuits, in particular the first vehicle subcircuit generated or measured and / or at least one High-frequency signal and / or the corresponding high-frequency response are generated or measured in one of the ground subcircuits, in particular the first ground subcircuit.

By way of example, the attenuation of the high-frequency response in the circuit is determined and it is determined on the basis of the determined attenuation whether the first contact electrodes are in contact with the first contact surfaces, with the second contact surfaces or without a contact surface.

In this case, each of the subcircuits may have a different line impedance. In particular, the protective contact regions have a higher conduction wave resistance and thus a higher attenuation than the phase contact regions and the neutral contact regions. Accordingly, the subcircuits containing the protection contact areas have greater attenuation.

In one embodiment of the invention, after it has been determined that the first contact electrodes are in contact with the first contact surfaces, data is transmitted by means of the signal source to the measuring unit, whereby a data transmission between the vehicle and the rest of the vehicle battery charging system is made possible. The data can be transmitted over the same line or the same contact points as the charging current.

For example, after it has been determined that the first contact electrodes are in contact with the first contact pads, it is checked continuously or at regular intervals by the signal source and the measuring unit whether the contact between the first contact electrodes and the first contact pads persists. If the contact is interrupted, an emergency function is activated. In this way, you can react to unforeseen situations, such as the unplanned shifting of the vehicle. For example, the emergency function includes switching off the charging current. Alternatively or additionally, a vehicle connecting device for a vehicle battery charging system for automatic, conductive connection of a vehicle contact unit to a ground contact unit is conceivable. The vehicle connection device comprises the vehicle contact unit, which has a base with a contacting region, in which at least one first contact electrode, at least one second contact electrode and at least one third contact electrode are provided, wherein the vehicle contact unit is movable in a contacting direction to the ground contact unit, around the at least one first Contact electrode, the at least one second contact electrode and the at least one third contact electrode with the ground contact unit in contact. The vehicle contact unit also has an alignment actuator which is connected to the base so that it can rotate the base about an axis of rotation that extends substantially in the contacting direction. Because the base and thus the contact electrodes of the vehicle contact unit are rotatable, it is not necessary to position the vehicle with particularly high precision over the ground contact unit. If after lowering the contact electrodes of the vehicle contact unit are not in contact with their corresponding contact surfaces of the ground contact unit, this malposition can be corrected by rotation of the base and thus the vehicle-side contact electrodes. The base and the vehicle-side contact electrodes are thereby rotated clockwise or counterclockwise until all the contact electrodes of the vehicle contact unit with the corresponding contact surfaces of the ground contact unit are in physical contact. This facilitates the positioning of the vehicle and also reliably prevents faulty contacts.

Also alternatively or additionally, a ground contact unit for a vehicle battery charging system for automatic, conductive connection of the ground contact unit and a vehicle contact unit, with a plate-shaped base body and first contact areas, second contact areas and third contact areas, which on a target surface of the base body in a main grid in the form of a two-dimensional Bravais- Gratings are arranged. The first contact regions are arranged in a first subgrid in the form of a two-dimensional Bravais grating, the second contact regions in a second subgrid in the form of a two-dimensional Bravais grating and the third contact regions in a third subgrid in the form of a two-dimensional Bravais grating Subgrid, the second subgrid and the third subgrid are nested. Towards at least one of the base vectors of the main grid, the first contact areas, the second contact areas and the third contact areas occur alternately.

Due to the arrangement of the contact regions in a grid, an exact positioning of the contacting region of the vehicle contact unit on the target surface of the ground contact unit is no longer necessary as long as the contacting region lies within the main grid. Taking advantage of the symmetry of the main grid and due to the nested arrangement of the sub-grid, a correct assignment of the contact electrodes of the vehicle contact unit with the corresponding contact areas or contact surfaces of the ground contact unit can be achieved by rotation of the vehicle contact unit.

For a simple and error-free contacting a method for automatic, conductive connection of a vehicle contact unit with a ground contact unit is further provided with the following steps: a) lowering the vehicle contact unit in a contacting direction to the ground contact unit through to touch the vehicle contact unit and the ground contact unit, b) Check whether at least one particular contact electrode of the vehicle contact unit determines at least one corresponding one thereof

Contact area of the ground contact unit contacted, and c) rotation of the vehicle contact unit about an axis of rotation, if there is no or no sufficient electrical contact between the at least one specific vehicle-side contact electrode and the at least one corresponding specific contact area.

The particular contact electrode and the specific contact region are each of the same type, ie, for example, a first contact electrode and a first contact region, a protective contact electrode and a protective contact region, a second contact electrode and a second contact region, a neutral electrode and a neutral contact region, or a third contact electrode and a third contact region or a phase electrode and a phase contact region. The check as to whether the corresponding contact areas or contact electrodes are contacted with one another can be carried out by means of high-frequency signals which are transmitted via the contact points.

Further features and advantages of the invention will become apparent from the following description and from the accompanying drawings, to which reference is made. In the drawings show:

FIG. 1 shows schematically a vehicle coupling system according to the invention with a vehicle connection device according to the invention and a ground contact unit according to the invention,

FIG. 2a shows a plan view of the ground contact unit according to FIG. 1 according to the invention,

FIG. 2b shows a sectional view through two adjacent contact electrodes of the ground contact unit according to FIG. 1,

FIG. 3 schematically shows the arrangement of the various contact regions and their wiring or wiring of the ground contact unit according to FIG. 1,

FIG. 4 shows a greatly simplified partial sectional view of the vehicle connecting device according to FIG. 1,

FIG. 5 shows a schematic bottom view of the vehicle connecting device according to FIG. 1, FIG. 6 shows schematically the arrangement of the contact electrodes and their wiring of the vehicle connecting device according to FIG. 5,

FIG. 7a shows the ground contact unit according to FIG. 1 in contact with the vehicle contact unit according to FIG. 1 in correctly coupled position;

FIG. 7b shows one of the circuits formed by the coupling according to FIG. 7a; FIGS. 8a and 9a show a situation similar to FIG. 7a, wherein the vehicle contact unit is rotated relative to the ground contact unit; FIGS. 8b and 9b show a circuit resulting from the arrangement according to FIG. 8a or FIG. 9a; FIG. 10 shows part of a circuit diagram of a second one Embodiment of a vehicle coupling system according to the invention,

Figure 1 1 is a highly simplified partial sectional view of a third embodiment of an inventive

FIG. 12 schematically shows the arrangement of the various contact regions of a fourth embodiment of a ground contact unit according to the invention, FIG.

FIG. 13 schematically shows the arrangement of the contact electrodes of a fourth embodiment of a vehicle connecting device according to the invention, and FIGS. 14a 14b, 14c and 14d show a part of a circuit diagram of a further embodiment of a vehicle according to the invention

Vehicle coupling system during various steps in the determination of the contacted neutral contact areas. 1 shows a vehicle 10, for example a battery-powered vehicle or a plug-in hybrid vehicle, which is parked on or above a ground contact unit 12 for charging the battery.

Attached to the underbody of the vehicle 10 is a vehicle connection device 14 that can electrically connect the vehicle 10 to the ground contact unit 12.

The ground contact unit 12 and the vehicle connection device 14 are part of an automatic vehicle coupling system 15, which in turn is part of a vehicle battery charging system.

In Figure 2a, the ground contact unit 12 is shown in plan view. The ground contact unit 12 has a plate-shaped main body 16, on the upper side of which a target surface 18 is provided.

In the target area 18 several different contact areas are provided.

In the embodiment shown, first contact regions 20, which are, for example, protective contact regions 22, second contact regions 24, which are, for example, neutral contact regions 26, and third contact regions 28, which are, for example, phase contact regions 30, so that the ground contact unit is configured to charge the vehicle 10 by means of alternating current, for example , The term "neutral contact area" stands as a short form for "neutral contact area".

However, it is also conceivable that the vehicle 10 should be charged by direct current. For this purpose, the second contact region 24 may be a positive DC contact region and the third contact region 28 may be a negative DC contact current region or vice versa.

The contact regions 20, 24, 28 and 22, 26, 30 each have at least one contact surface. Thus, each of the first contact regions 20 has a first contact surface, each of the second contact regions 24 has a second contact surface, and each of the third contact regions 28 has a third contact surface. However, it is also conceivable that each of the contact areas 20, 24, 28 or 22,

26, 30 has a plurality of contact surfaces.

The contact areas 20, 24, 28 and 22, 26, 30 are each closed surfaces with a hexagonal, in particular regular hexagonal or circular contour. Optionally, the corners of the hexagon may have a radius.

The contact regions 20, 24, 28 or 22, 26, 30 and / or the contact surfaces can lie in one plane, for example, the target surface 18 is this plane.

The contact areas 20, 24, 28 and 22, 26, 30 are arranged in a main pattern. The main pattern in the embodiment shown is a two-dimensional Bravais grating, more specifically a hexagonal grating. The The main pattern is thus a main grid GH with two base vectors hi, i2 of the same length, which enclose an angle of 120 ° with each other.

The main pattern or main grid GH extends over the entire target area 16. The floor contact unit 12 has a floor control unit 38, which is electrically connected to at least each of the contact areas 24, 28 and 26, 30, in particular to all contact areas 20, 24, 28 or 22, 26, 30.

In addition, the floor contact unit 12 has three floor terminals 40, namely a first floor connection 40.1, a second floor connection 40.2 and a third floor connection 40.3, which are connected to corresponding connections of the local power network (not shown) at the location of the ground contact unit 12.

As will be explained in detail later, the first contact regions 20 or protective contact regions 22 are connected to the protective conductor of the power network via the first ground connection 40.1, the second contact regions 24 or neutral contact regions 26 are electrically connected to the neutral conductor of the power network via the second bottom connection 40.2 connected and the third contact areas 28 and phase contact areas 30 are connected to the phase or an outer conductor of the power network via the third floor connection 40.3. In the case of DC charging, the positive and negative DC contact areas are connected to the positive and negative poles of a DC power source for charging via the second and third floor terminals 40.2, 40.3, respectively.

In the following, only the terms protective contact regions 22, neutral contact regions 26 and phase contact regions 30 will be used for simplification, whereby the first contact regions 20, the second contact regions 24 and the third contact regions 28 are to be understood as such.

As shown in FIG. 2 b, the protective contact regions 22 (shown on the left) are designed differently than the neutral contact regions 26 and the phase contact regions 30 (illustrated as a common example on the right). The neutral contact regions 26 and the phase contact regions 30 have a flat contact plate 42 and an electrical lead 44. The contact plate 42 is hexagonal, for example, and forms the contact surface. The electric line 44 extends from the contact plate 42 through the base body 16, via the ground control unit 38 to the power terminals 40th

In addition to the contact plate 42 and the electrical line 44, the majority, in particular all of the protective contact regions 22, a magnetic element 46.

The magnetic element 46 in the embodiment shown is a ferromagnetic element in the form of a steel cylinder which surrounds the electrical line 44. That is, the electric wire 44 extends through the magnetic member 46.

Between the magnetic element 46 and the contact plate 42 and / or on the side facing away from the contact plate 42 side of the magnetic element 46, a resistive element 48 is also provided, which also surrounds the electrical line 44.

The resistance element 48 acts as an inductance and increases the line-wave resistance of the electrical line 44 for high-frequency signals. It is, for example, u.a. from a ferrite.

It is also conceivable that the magnetic element 46 and the resistance element 48 are designed as a one-piece component of a material which is both magentic and increases the line wave resistance.

The magnetic element 46 and the resistance element 48 are provided in the base body 16.

The contact plates 42 of adjacent contact regions 22, 26, 30 are separated from one another by an insulation section 49 or a plurality of insulation sections 49.

In Figure 3, the main grid GH from the contact areas 20, 24, 28 and 22, 26, 30 is shown in fragmentary form and the wiring indicated schematically. For simplicity, the contact areas 20, 24, 28 and 22, 26, 30 are shown as circles. The circuit diagram drawn in FIG. 3 serves only for the sake of intuition and is for the most part switched by the ground control unit 38.

The protective contact regions 22, the neutral contact regions 26 and the phase contact regions 30 are each arranged in a separate sub-pattern, in each case in the form of a two-dimensional Bravais grating, that is to say a sublattice.

The protective contact regions 22 are arranged in a first sub-grating Gm with the base vectors ui, i, ui, 2. Also, the first sublattice Gui is a hexagonal lattice, so that the two basis vectors ui, i and ui, 2 have the same magnitude and enclose an angle of 120 ° with each other.

Similarly, the neutral contact regions 26 are arranged in a second sublattice Gu2 with the base vectors U2, i, U2,2, which also have the same magnitude and enclose an angle of 120 °.

The phase contact regions 30 are also located on a hexagonal, third sublattice Gu3 with the same length base vectors U3, i, U3,2, which enclose an angle of 120 °.

The three sublattices Gui, Gu2, Gu3 are arranged nested one inside the other so that the three different contact areas 22, 26, 30 occur in the direction of one of the basis vectors hi, i2 of the main grid GH in continuous change.

In other words, the contact areas 26, 28, 22 closest to any contemplated contact area 22, 26, 30 are always of a different type than the contemplated contact area 22, 26, 30 itself.

The contact regions 22, 26, 30 or the contact surfaces are thus arranged rotationally symmetrical about an axis of rotation perpendicular to the target surface 18. Also, the entire ground contact unit 12 may be rotationally symmetrical, ie at least the visible and required for connection to the vehicle connection device 14 parts are arranged rotationally symmetrical. The protective contact regions 22 are all interconnected by means of the electrical lines 44, wherein only three protective contact regions 22 are shown connected in FIG. 3 for the sake of clarity.

In addition, the protective contact regions 22 are connected via one of the power connections 40 to the protective conductor of the power network, here referred to as PE.

It is conceivable that the floor control unit 38 is capable of electrically connecting only individual ones of the protective contact areas 22 to the first floor terminal 40.1.

All or some of the protective contact regions 22, that is to say the protective contact regions 22 connected to one another electrically, can therefore form a subcircuit, which is referred to below as the first subcircuit 50 in the floor.

Also, the neutral contact areas 26 are connected via the electrical lines 44 to the second floor connection 40.2 and the neutral conductor (N) of the power network. The connection is made via the floor control unit 38, which can selectively connect only one of the neutral contact areas 26 to the second floor connection 40.2.

In addition, the ground control unit 38 ground certain or all neutral contact areas 26, connect to the neutral conductor, connect or short circuit with each other or set to the potential of the protective conductor, so connect to the first ground terminal 40.1. This is indicated here by a first switch 52 which grounds the neutral contact regions 26.

At least when all or some of the neutral contact regions 26 are grounded, but even if all or some of the neutral contact regions 26 are connected to the neutral conductor, shorted together, or grounded to the potential of the protective conductor, they are electrically connected together and may have a second Form part circuit, which will be referred to as the second ground subcircuit 54 hereinafter.

In the same way as the neutral contact areas 26, the phase contact areas 30 are also in contact with the third floor terminal 40.3, which is connected to the phase of the power network, here denoted L. This connection is also made via the electrical lines 44 through the floor control unit 38, which can selectively connect only individual ones of the phase contact areas 30 to the corresponding third floor connection 40.3.

The floor control unit 38 can ground all or only some of the phase contact areas 30, connect to the outer conductor, connect to one another or short-circuit or set to the potential of the protective conductor, ie connect to the first floor connection 40.1. This is indicated by a second switch 56 in FIG. 3, which grounds the phase contact regions 30.

At least if some or all of the phase contact regions 30 are grounded or connected to the ground potential, but also if all or some of the phase contact regions 30 are connected to the outer conductor or interconnected or shorted together, these phase contact regions 30 can form another subcircuit via the electrical leads 44 hereinafter referred to as third floor subcircuit 58. The electrical connection or the short circuit of the contact regions 20, 24,

28 or 22, 26, 30 with each other is preferably provided in the ground contact unit 10 itself.

Due to the resistive elements 48 surrounding the electrical leads 44 of the grounded contact regions 22, the conduction wave resistance of the first ground subcircuit 50 is increased relative to the second ground subcircuit 54 and the third subcircuit 58 for high frequency signals.

A high-frequency signal is understood to be a signal having a frequency equal to or greater than 10 Hz, in particular equal to or greater than 1 kHz, in particular equal to or greater than 200 kHz. The vehicle connection device 14 is in one possible

Embodiment shown in Figures 1 and 4 by way of example.

The vehicle connection device 14 has an alignment actuator 60, a contacting actuator 62 and a vehicle contact unit 64.

The alignment actuator 60 has an electric motor 66, a mounting portion 68 and a gear 70 in the example shown. The electric motor 66 is rotatably attached to the mounting portion 68, wherein the mounting portion 68 in turn on the vehicle 10 itself, z. B. the body may be attached.

It is also conceivable that the electric motor 66 is mounted directly on the vehicle 10. In this case, no mounting portion 68 is necessary.

The gear 70 can be driven via the output shaft of the electric motor 66.

The contacting actuator 62, in the illustrated embodiment, includes a bellows 72 having a vehicle-side end and a socket end. The contacting actuator 62 is rotatably mounted on the mounting portion 68 by means of a bearing 74 on the vehicle-side end of the bellows 72. In addition, the bellows 72 on its inside a toothing 76 which is in engagement with the gear 70. Instead of the gear pair 70 and 76, for example, a belt drive or a worm gear would be possible. At the base end of the bellows 72, the vehicle contact unit 64 is provided. More specifically, a pedestal 78 of the vehicle contact unit 64 is secured to the base end at the bellows 72.

In the intended mounting position shown, the pedestal 78 is parallel to the floor and to the ground contact unit 12. The vehicle contact unit 64 may be in the vertical direction, i. H. perpendicular to

Base 78 and the ground contact unit 12 are moved by the Kontaktierungsaktuator 62. The vertical direction is therefore also referred to as contacting direction RK. A combination or mechanical coupling of alignment actuator 60 and contacting actuator 62 would also be conceivable. In order to move the vehicle contact unit 64 in the direction of the ground contact unit 12, the bellows 72 is inflated by a compressed air source 82.

By reset mechanisms, such as springs, ropes, etc. within the bellows (not shown), the bellows 72 can be contracted with the compressed air source 82 is deactivated, whereby the Vehicle contact unit 64 upwards, that can be moved counter to the contacting direction RK.

It is also conceivable that the contacting actuator 62 is a piston-cylinder unit which can perform the vertical movement in the contacting direction RK of the vehicle contact unit 14.

For precise alignment, the alignment actuator 60 may then rotate the vehicle contact unit 64 or pedestal 78 about a rotational axis D (see FIG. 4). For this purpose, the electric motor 66 is activated, which then generates a torque on the gear wheel 70. The torque is transmitted via the toothing 76 on the bellows 72, which then rotates relative to the mounting portion 68.

Since the pedestal 78 is non-rotatably connected to the bellows 72, the pedestal 78 and thus the vehicle contact unit 64 are rotated by the alignment actuator 60 about the axis of rotation D. FIG. 5 shows a bottom view of the base 78.

On the side facing away from contacting actuator 62 and alignment actuator 60, i. the contact side, the vehicle contact unit 64 has a contacting region 80, in which a plurality of contact electrodes 84, 88, 92 and 86, 90, 94 are provided for contacting the contact surfaces of the ground contact unit 12.

Within the contacting region 80, first contact electrodes 84, which in the exemplary embodiment shown are protective contact electrodes 86, second contact electrodes 88, which are neutral electrodes 90 in the exemplary embodiment shown, and third contact electrodes 92, which are phase electrodes 94 in the exemplary embodiment shown, such that the vehicle contact unit 64 is for charging, for example of the vehicle 10 is set up by means of alternating current.

However, it is also conceivable that the vehicle 10 should be charged by direct current. For this, the second contact electrode 88 may be a positive DC contact electrode and the third contact electrode 92 may be a negative DC contact electrode. The function of the neutral electrodes 90 and the phase electrodes 94 or of the positive and negative DC contact electrodes is in particular not interchangeable.

Analogous to the contact areas 20, 24, 28 or 22, 26, 30, the contact electrodes 84, 88, 92 and 86, 90, 94 in a base pattern, also here in the form of a two-dimensional Bravais grating, more precisely a hexagonal grating arranged. The base pattern is therefore referred to below as base grid Gs and has the basis vectors si, S2, which are the same length and enclose an angle of 120 ° with each other. The base grid Gs substantially corresponds to the main grid GH.

In addition, one of the grid points of the base grid Gs may be in the center of the contacting region 80.

The contact electrodes 84, 88, 92 and 86, 90, 94 themselves are formed by contact pins 96 (FIG. 4) projecting vertically from the base 78, which are mounted resiliently relative to the base 78.

The contact pins 96 are connected via electrical lines 98 to a vehicle electrical system (not shown) of the vehicle 10.

The first contact electrodes 84 and protective contact electrodes 86 are connected to the protective contact conductor of the electrical system, the second contact electrodes 88 and neutral electrodes 90 are connected to the neutral conductor of the electrical system and the third contact electrodes 92 and phase electrodes 94 are connected to the phase of the electrical system of the vehicle 10.

In the case of DC charging, the positive and negative DC contact electrodes are connected to the positive and negative poles of the battery of the vehicle 10 for charging, respectively.

In the following, only the protective contact electrodes 86, the neutral electrodes 90 and the phase electrodes 94 are referred to for simplicity, which means the first contact electrodes 84, the second contact electrodes 88 and the third contact electrodes 92 are equally meant. The connection can via a control unit 100 of

Vehicle connection device 14 carried the individual contact electrodes 86, 90, 94 switches. The control unit 100 is shown for reasons of clarity only in Figures 7b, 8b and 9b. In FIG. 6, the control unit 100 is indicated by switches which illustrate the function of the control unit 100.

The contacting region 80 has a magnetic region 102 in its center.

In the magnetic region 102, a contact magnet 104 is provided in or on the base 78, which is located in particular on one of the grid points of the base grid Gs.

The contact magnet 104 is, for example, an electromagnet that can be switched on and off. However, the contact magnet 104 can also be otherwise switchable with respect to the magnetic element 46 of the ground contact unit 12, for example by appropriate movements.

A contact electrode is not present in the magnetic region 102 in the embodiment shown. Of course, a protective contact electrode 86 may also be provided in the magnet region 102, wherein the contact magnet 104 is assigned to the protective contact electrode 86. However, it is also conceivable that another contact electrode is provided in the magnet region 102.

As can be seen in particular in FIG. 6, the remaining contact electrodes 86, 90, 94 are arranged with respect to the grid point within the magnet region 102.

The nearest neighbors to the magnetic domain 102, i. H. those grid points or contact electrodes 90, 94 on the grid points with the shortest distance to the magnet area 102 are neutral electrodes 90 and phase electrodes 94, which are arranged alternately.

The next to the magnet area 102 neighbors, d. H. those grid points or contact electrodes 86 with the second smallest distance to the magnet area 102 are ground contact electrodes 86.

The protective contact electrodes 86 have no magnet or may have some magnets. Thus, in the exemplary embodiment shown, six protective contact electrodes 86, three neutral electrodes 90 and three phase electrodes 94 are provided. Also conceivable are only three protective contact electrodes 86, three neutral electrodes 90, and three phase electrodes 94. The contact electrodes 86, 90, 94 are thus rotationally symmetrical about one

Symmetryeachse perpendicular to the contact side or parallel to the longitudinal extent of one of the contact electrodes 86, 90, 94 arranged. The axis of symmetry extends, for example, through the magnet region 102 and / or the center of the contacting region 80. The entire vehicle contact unit 64 can also be rotationally symmetrical, i. at least the visible and required for connection to the ground contact unit 12 parts are arranged rotationally symmetrical.

Analogously to FIG. 3, the wiring of the contact electrodes 86, 90, 94 is indicated schematically in FIG. This takes place, for example, via the control unit 100 of the vehicle connection device 14.

The protective contact electrodes 86 are connected to a protective conductor (PE) of the electrical system of the vehicle 10 via at least one electrical line 98. They can thus form a subcircuit, which is referred to below as the first vehicle subcircuit 106. Similar to the neutral contact areas 26, all or some of the neutral electrodes 90 are electrically connected via the control unit 100 of the vehicle connection device 14 either to the neutral conductor (N) of the on-board network of the vehicle 10, independent of the control unit 100 electrically interconnected or shorted to the vehicle side with no other Circuit or parts of the vehicle 10 connected or grounded or connected to the protective conductor of the electrical system of the vehicle 10.

The control unit 100 of the vehicle connection device 14 can change the electrical connection of the neutral electrodes 90, in particular electrically connect or short-circuit some or all of the neutral electrodes 90. Also, the neutral electrodes 90 may be permanently electrically connected to each other independently of the control unit 100. At least in the grounded state, but even if all or some of the neutral electrodes 90 are connected to the neutral conductor, are interconnected or shorted or are placed on the potential of the protective conductor, the neutral electrodes together via their associated electrical lines 98 together form a subcircuit, which in Hereinafter referred to as second vehicle subcircuit 108.

For example, a lead in socket 78 may interconnect neutral electrodes 90 to form second vehicle subcircuit 108. Such a line in the base 78 is shown for example in Figures 10 and 14.

In the same way, the phase electrodes 94 are connected via electrical lines 98 to an external conductor of the electrical system of the vehicle 10, electrically connected to each other or short-circuited, connected on the vehicle side with no other circuit or parts of the vehicle 10 or connected to the protective conductor potential. This circuit can also be changed by the control unit 100 of the vehicle connecting device 14. The electrically connected phase electrodes 94 may also form a subcircuit, which is referred to below as third vehicle subcircuit 110. It is also conceivable for the phase electrodes 94 that there is a permanent electrical connection between the phase electrodes 94 in order to form the third vehicle partial circuit 110. Of course, this is only possible if only one phase is present, such as single-phase AC charging or DC charging. This connection of the phase electrodes 94 with each other can also be done by a line in the base 78.

The electrical connection or the short circuit of the contact electrodes 84, 88, 92 or 86, 90, 94 with each other, which provides the corresponding subcircuit, is provided for example in the vehicle contact unit 64 itself, in particular only in the base 78.

The vehicle connection device 14 also has in the embodiment shown a signal source 1 12 for high-frequency signals as well a measuring unit 1 14 for high-frequency signals, which are connected to the first vehicle subcircuit 106.

To connect the vehicle 10 to the local power grid, d. H. In order to establish an electrical connection between the vehicle contact unit 64 and the ground contact unit 12, the vehicle 10 is parked with the vehicle connection device 14 above the ground contact unit 12, as shown for example in FIG.

After the vehicle has been turned off, the vehicle contact unit 64 is moved toward the ground contact unit 12 by the contacting actuator 62 in the contacting direction RK, i. H. discharged vertically and the contact magnet 104 is turned on.

In the embodiment shown, the bellows 72 of the contacting actuator 62 is inflated by the compressed air source 82 for this purpose. During the lowering, the vehicle contact unit 64 approaches more and more to the ground contact unit 12, so that the contact magnet 104 in the center of the vehicle contact unit 64 comes close to the ground contact unit 12.

Once the contact magnet 104 is in the vicinity of one of the magnetic elements 46, the magnetic element 46 and the contact magnet 104 attract.

This creates a force on the vehicle contact unit 64 with a very large component in the horizontal direction, d. H. perpendicular to the contacting direction RK, which aligns the magnetic region 102, more precisely, the contact magnet 104 above a magnetic element 46.

Upon further lowering of the vehicle contact unit 64, the contact electrodes 86, 90, 94 come into physical contact with the contact areas 22, 26, 30, as exemplified in FIGS. 7a, 8a and 9a, wherein the contact electrodes 84 and 86 may be longer than the other contact electrodes 88, 92 and 90, 94, ie, further extending from the base 78, so that the contact electrodes 84 and 86 come when lowering first with the ground contact unit 10 in contact. For example, the contact pins 96 of the contact electrodes 84 and 86 are made longer than those of the other contact electrodes 88, 92 and 90, 94, respectively. It can be clearly seen that the contact magnet 104 or the magnetic region 102 is arranged centrally above the magnetic element 46 of a protective contact region 22.

Due to the now very small distance between the magnetic element 46 and the contact magnet 104, the vehicle contact unit 64 is fixed in the horizontal direction. The contact magnet 104 and the magnetic element 46 are now vertically above one another and form the axis of rotation D, d. H. a straight line through the center of the magnetic element 46 and through the center of the contact magnet 104 forms the axis of rotation D (FIG. 4). The automatic alignment of the contact magnet 104 to one of the magnetic elements 46 ensures that the axis of rotation D always runs through a protective contact region 22. The position of the axis of rotation D in the main grid GH is therefore always known.

However, this does not mean that the remaining contact electrodes 86, 90, 94 coincide with the remaining contact regions 22, 26, 30. Rather, various situations are conceivable in which the vehicle contact unit 64 is rotated relative to the ground contact unit 12. Three different situations are shown in Figures 7a, 8a, 9a.

FIG. 7a corresponds to the desired situation, in which the main grid GH coincides with the base grid Gs, and also all sublattices Gui, Gu2, Gu3 coincide with the arrangements of the contact electrodes 86, 90, 94 on the base 78.

In this position, the protective contact electrodes 86 contact the contact surfaces of the protective contact regions 22, the neutral electrodes 90 contact the contact surfaces of the neutral contact regions 26 and the phase electrodes 94 contact the contact surfaces of the phase contact regions 30 and form corresponding contact points.

In this situation, the assignment of the contact points is correct, ie that only contact electrodes 86, 90, 94 are in contact with contact areas 22, 26, 30 of the same type, eg a neutral electrode 90 is not in contact with a protective contact area 22 or a phase contact area 30. Two situations are shown in FIGS. 8a and 9a, in which the main grid GH and the base grid Gs are not superimposed, and thus no correct contact points or correct contacting is formed.

In the situation of FIG. 8 a, the protective contact electrodes 86 make contact with contact surfaces of the neutral contact regions 26 or phase contact regions 30.

In FIG. 9a, most of the contact electrodes, in particular the protective contact electrodes 86, do not contact contact surfaces of the contact regions 22, 26, 30, but contact the insulating sections 49 between the various contact regions 22, 26, 30. As already mentioned, after the vehicle contact unit 64 has been completely lowered , the exact position of the contact areas 22, 26, 30 to the contact electrodes 86, 90, 94 unknown.

Therefore, the correct assignment of the contact areas 22, 26, 30 to the contact electrodes 86, 90, 94 must be checked. For this purpose, it must be determined whether a specific contact electrode contacts a corresponding, assigned contact area.

In this case, the specific contact areas and certain contact electrodes are the protective contact areas 22 and the protective contact electrodes 86. In addition, these are, for example, the outside, d. H. non-magnetic region 102 protective contact electrodes 86th

Shown schematically in FIGS. 7b, 8b and 9b are the circuit diagrams of a circuit 120 resulting in the situations of FIGS. 7a, 8a and 9a, respectively.

The illustrated circuit 120 is composed of the first vehicle subcircuit 106 on the right side and one of the various ground subcircuits 50, 54, 58, or is not fully closed (FIG. 9).

In detail, the first vehicle subcircuit 106 each have a resonant circuit 1 18, in which the signal source 1 12 and the measuring unit 1 14 are integrated. The resonant circuit 1 18 is then extended via the protective contact electrodes 86 as a function of the particular situation by the first floor subcircuit 50, the second floor subcircuit 54 or the third floor subcircuit 58 or remains open in the case of the situation according to FIG. However, it is also conceivable that there are no predetermined and separate ground subcircuits, so that the first ground subcircuit 50, the second ground subcircuit 54 and the third ground subcircuit 58 are a cohesive subcircuit, with the corresponding ground subcircuits only form by contacting through the contact electrodes 86, 90, 94. In other words, all the contact areas 22, 26, 30 may be electrically connected to each other, for example because they have all been switched from ground control unit 38 to the protective conductor potential. Now, if three contact areas 22, 26, 30 are contacted by the three ground contact electrodes 86 used to check the assignment, these contacted three contact areas 22, 26, 30 form the ground subcircuit used. The ground subcircuit formed in this manner is either a first ground subcircuit 50, a second subcircuit 54 or a third subcircuit 58.

To determine the correct assignment, a high-frequency signal in the resonant circuit 1 18 is generated by the signal source 1 12.

On the excitation by the high-frequency signal towards a high-frequency response of the extended resonant circuit 1 18 results, which now includes the entire circuit 120 from the first vehicle subcircuit 106 and possibly one of the ground subcircuits 50, 54, 58. The measuring unit 1 14 determines the high-frequency response and transmits the

Radio frequency response to the control unit 100.

The control unit 100 compares the high-frequency response with one or more reference responses and determines which reference response is the closest match. The reference answers can also be areas. The reference responses are, for example, empirically determined high-frequency responses that are known in the art Circuits were recorded and stored in a memory of the control unit 100. Thus, for each reference response, a particular circuit is known, so that it can be concluded from the reference response to the formed circuit 120. For example, to assign the high-frequency response to

Reference responses to specific characteristics, such as the attenuation of the high-frequency signal used.

In the case of the situation according to FIG. 7, the electrical lines 44 of the first ground subcircuit 50, due to the resistance elements 48, have an increased line impedance, which are shown in FIG. 7 as inductances in the first ground subcircuit 50.

The high-frequency response is thus strongly attenuated and substantially coincides with a reference response corresponding to a circuit 120 from the first vehicle subcircuit 106 and the first ground subcircuit 50. Therefore, the control unit 100 may determine that a circuit 120 has been formed from the first vehicle subcircuit 106 and the first floor subcircuit 50, which means that the grounded contact electrodes 86 form a contact with the protective contact areas 22 and their contact areas, respectively. In this case, a correct assignment is assumed.

Since the correct assignment has been determined, the ground control unit 38 can begin the loading process. For this purpose, the floor control unit 38 of the ground contact unit 12 removes the ground and connects the neutral contact areas 26 and the phase contact areas 30 to the neutral conductor N and the phase L to the corresponding power terminals 40. Only those neutral contact areas 26 and phase contact areas 30 are energized, which are connected to a contact electrode 90 and 94 are in contact.

Similarly, the control unit 100 of the vehicle contact unit 64, the neutral electrode 90 and the phase electrode 94 with the neutral conductor N and the phase P of the electrical system of the vehicle 10 are connected.

Thus, the electrical system of the vehicle 10 is integrated into the local power grid of the charging infrastructure and the vehicle 10 can now be charged. The Conductive connection was thus made automatically, that is without the intervention of one person.

During the loading, however, unforeseen situations can occur which necessitate at least an immediate termination of the loading. For example, in a rear-end collision, i. When another vehicle is approaching the loading vehicle 10, the vehicle 10 is displaced and the vehicle contact unit 64 is unplugged from the ground contact unit 12.

To detect such situations, the physical contact between the contact electrodes 86, 90, 94 and the pads is checked continuously or at regular intervals using the signal source 12 and the measuring unit 14 as described above.

If it is determined that the contact has been broken, an emergency function is activated, which may include at least the immediate switching off of the charging current.

In the situations of Figures 8 and 9 can not be started immediately after the lowering with the loading.

The circuit 120 of the situation of Figure 8 includes on the one hand the first vehicle subcircuit 106 and the other hand, the second ground subcircuit 54 or the third ground subcircuit 58 depending on whether the designated in Figure 8a by reference numeral 86.1 earth contact electrodes 86 or with Protective contact electrodes 86 designated by reference numeral 86.2 are part of the first vehicle subcircuit 106.

Since no resistance elements 48 are provided on the electrical lines 44 in the second ground subcircuit 54 or third ground subcircuit 58, the line impedance of the second or third ground subcircuits 54, 58 is greatly reduced compared to the first ground subcircuit 50.

Of course, this has an effect on the circuit 120 or the resonant circuit 1 18, so that the high frequency response measured by the measuring unit 1 14 on the excitation by the signal source 1 12 with the High frequency signal otherwise fails. In particular, the high-frequency signal is not so much attenuated now.

Based on the comparison of the high frequency response with the reference responses, the control unit 100 determines that the obtained high frequency response equals a reference response associated with a circuit 120 from the first vehicle subcircuit 106 and the second ground subcircuit 54 and the third ground subcircuit 58, respectively ,

From this, the control unit 100 can determine that the protective contact electrodes 86 form contact points with the contact surfaces of the neutral contact regions 26 and the phase contact regions 30, respectively. In this case, the control unit 100 has now determined that there is a situation according to FIG. 8a. The control unit 100 therefore knows that the vehicle contact unit 64 must be rotated relative to the ground contact unit 12 by an angle of 30 ° clockwise in order to achieve a correct assignment. The control unit 100 then controls the alignment actuator 60 or the

Electric motor 66 such that the vehicle contact unit 64, more precisely, the base 78, by 30 ° about the axis of rotation D, d. H. is rotated about the magnetic portion 102. In this way, the situation of Figure 7a is achieved.

During rotation, the base 78 is rotated along the bottom contact unit 12, in particular without raising the base 78 and lifting the contact electrodes 84, 88, 92 and 86, 90, 94 from the contact surfaces.

After completion of rotation or even during rotation, a re-examination by feeding a high-frequency signal into the first vehicle subcircuit 106 can take place. This measurement leads to the result previously described with reference to FIG. 7b. The control unit 100 may then start charging.

In the situation of FIG. 9, no electrical connection is made between the first vehicle subcircuit 106 and another ground subcircuit 50, 54, 58, so that no complete circuit 120 is formed as in FIGS. 7 and 8. Nevertheless, a high-frequency signal fed into the resonant circuit 1 18 generates a high-frequency response which can be detected by the measuring unit 14.

A reference response was also stored in the control unit 100 for this situation, so that the control unit can also recognize this situation. In this situation, the control unit 100 causes a rotation of the vehicle contact unit 64 about the rotation axis D and measures at regular intervals, for. Example, after a certain angle of rotation again the assignment of the contact points when it comes either to the situation of Figure 8a or the situation of Figure 7a, which are identifiable from their position.

It is of course also conceivable that the signal source 1 12 and the measuring unit 1 14 are provided in the ground contact unit 12. In this case, the high frequency signal is generated in one of the ground subcircuits 50, 54, 58 and measured by the measuring unit 1 14. The principle of the measurement does not change thereby.

Of course, both in the vehicle contact unit 64 and in the ground contact unit 12 depending on a signal source 1 12 and one measuring unit 1 14 may be provided, which can be determined both by the vehicle 10 and by the ground contact unit 12, the correct assignment and proper contact. As a result, the reliability of the vehicle coupling system 15 is increased.

In the other figures, further embodiments of the vehicle connection device 14 and the ground contact unit 12, including the vehicle coupling system 15 are shown, which substantially correspond to the first embodiment. In the following, therefore, only the differences will be discussed and identical and functionally identical parts are provided with the same reference numerals.

FIG. 10 shows a circuit diagram of part of a second embodiment of the vehicle coupling system 15. This second embodiment may in particular be combined with or supplement the first embodiment. In this embodiment, the ground contact unit 12 has a signal source 122 and at least one measuring unit 124.

In the embodiment shown, three neutral contact regions 26 are each shown with one measuring unit 124. For example, each neutral contact region 26 is assigned a measuring unit 124, that is to say electrically connected thereto.

By means of the signal source 122 and the measuring units 124 it can be determined which neutral contact areas 26 are in contact with neutral electrodes 90. This is preferably determined after it has been determined that the assignment at the pads is correct. For example, in order to determine the contacted neutral contact areas 26, in the vehicle contact unit 64, the neutral electrodes 90 and the protective contact electrodes 86 are electrically connected to each other by the control unit 100 of the vehicle connecting device 14.

As can be seen in FIG. 10, the neutral contact electrodes 90 can also be permanently electrically connected to one another.

The signal source 122 may be electrically connected to one or more of the neutral contact regions 26, the contacting of which is to be determined by a switching device 140, in particular a relay or multiplexer. These neutral contact areas 26 to be measured are thus part of a further circuit 142 in the case of a contacting.

Now, a high-frequency signal is generated by the signal source 122 of the ground contact unit 12 and transmitted to the vehicle contact unit 64 via the neutral contact areas 26 and neutral electrodes 90.

If the neutral contact areas to be measured 26 contact a neutral electrode 90, the high-frequency signal is transmitted again to the ground contact unit 12 and can then be detected by one of the measuring units 124.

If the neutral contact regions 26 to be measured do not contact a neutral electrode 90, the resonant circuit remains interrupted and no high-frequency signal can be detected at the measuring unit 124. The floor control unit 38 of the floor contact unit 12 can thus determine, based on the measurement results of the measuring units 124 and the position of the switching device 140, which neutral contact areas 26 are in contact with neutral electrodes 90. Figures 14a, 14b, 14c and 14d show the procedure for determining the contacted neutral contact areas 26 and thus the procedure for determining the position of the vehicle contact unit 64 in more detail in the case that the neutral electrodes 90 are electrically connected to each other in the base 78.

FIG. 14 a shows only the second ground subcircuit 54 and the second vehicle subcircuit 108, which are part of the circuit 142 used. For simplicity, it is shown that a contact of the signal source 122 is grounded, as this corresponds to the function of the structure.

Four neutral contact areas 26 are shown, three of which are contacted by the neutral electrodes 90 of the vehicle contact unit 64. The switching element 140 is illustrated by switches, each one

Neutral contact region 26 can connect to the signal source 122 or the earth.

At the beginning, in each case only one neutral contact region 26 is connected to the signal source 122 by means of the associated switch and the signal in the electric circuit 142 is measured by means of the measuring units 124.

In the situation shown in Figure 14a, a neutral contact region 26 has been connected to the signal source 122 which has not been contacted. There is therefore no connection to the ground, so that the signal source 122 can not generate a high frequency signal in the circuit 142. None of the measuring units 124 detect a high-frequency signal, whereby it is determined that the neutral contact region 26 connected to the signal source 122 is not contacted. Thereafter, the connection to the signal source 122 is disconnected by the switching element 140 and another neutral contact region 26 is connected to the signal source 122, as shown in Figure 14b. In the situation of Figure 14b is connected to the signal source 122

Neutral contact region 26 contacted by a neutral electrode 90, ie the second vehicle subcircuit 108 is connected to the second ground subcircuit 54.

Due to the electrical connection of the neutral electrode 90 with the other neutral electrodes 90 through the second vehicle subcircuit 108, there is now also an electrical connection to the further contacted neutral contact areas 26, which are earthed by the switching element 140. In this way, the necessary grounding is provided so that a high frequency signal is generated in the circuit 142 by the signal source 122, which is detected by the corresponding measuring unit 124. As a result, it is determined that the corresponding neutral contact region 26 is contacted.

In the next step, a further neutral contact region 26 is then connected to the signal source 122 by the switching element 140 (see Fig. 14c). This neutral contact region 26 is selected to be in the vicinity of the contacted neutral contact region 26. If this neutral contact region 26 is also contacted, the high-frequency signal is also detected by the associated measuring unit 124, whereby the contact is determined.

Once two neutral contact regions 26 are known to be contacted, there are only two ways in which the neutral contact region 26 is the missing third neutral contact region 26.

Subsequently, one of these two neutral contact regions 26 is connected to the signal source 122 by the switching element 140 (see Fig. 14d). As described above, it is then determined by means of the associated measuring unit 124 whether this neutral contact region 26 is also contacted. If this is the contacted neutral contact region 26, the determination of the position of the base 78 or the vehicle contact unit 64 relative to the ground contact unit 12 is successfully completed and the position is now known. From the position can be closed directly to the contacted phase contact areas 30. Similarly, it can be determined which of the phase contact regions 30 are in contact with the phase electrodes 94. It is also possible by means of this method to check whether the contact between the contact electrodes 86, 90, 94 and the contact surfaces during charging has been interrupted in order, if necessary, to be able to activate an emergency function.

FIG. 11 is similar to FIG. 4 and shows a third embodiment of the vehicle connection device 14. The difference from the first embodiment lies in the arrangement of the alignment actuator 60.

In this second embodiment, the alignment actuator 60 is provided between the vehicle contact unit 64 and the contacting actuator 62.

For this purpose, the base 78, the toothing 76, in which engages the gear 70 of the Ausrichtungsaktuators 60. The gear 70 is coupled to the electric motor 66 which is rotatably connected to the base end of the Kontaktierungsaktuators 62.

The base 78 and thus the entire vehicle contact unit 64 are rotatably mounted on the contacting actuator 62 via bearings, not shown. The Kontaktierungsaktuator 62 is rotatably mounted at its vehicle-side end to the mounting portion 68. It is also conceivable that it is attached directly to the vehicle 10.

In FIGS. 12 and 13, similar to FIGS. 3 and 6, the contact regions 22, 26, 30 and the contact electrodes 86, 90, 94 are shown in their arrangement in the corresponding gratings.

In contrast to the first embodiment, not only one type of phase contact regions 30 or phase electrodes 94 are provided, but three different ones in each case in order to be able to transmit a three-phase alternating current. Accordingly, the local power grid is a three-phase AC network and the ground contact unit 12 has three different power terminals 40 for the phases and outer conductors, respectively.

The ground contact unit 12 thus has a plurality of L1 contact areas 126, a plurality of L2 contact areas 128 and a plurality of L3 contact areas 130.

The L1 contact regions 126, the L2 contact regions 128 and the L3 contact regions 130 form the phase contact regions 30. The L1, L2 and L3 contact regions 126, 128 and 130 are thus provided at the grid points of the third sublattice Gu3, being alternately provided in the direction of at least one of the basis vectors of the third sublattice Gu3 in turn. In other words, there is no pair of nearest neighbors in the third subgrid

Gu3, which consists of the same contact areas of the L1 contact areas 126, the L2 contact areas 128 and L3 contact areas 130. For example, the nearest neighbors of an L1 contact area 126 are each three L2 contact areas 128 and three L3 contact areas 130. Regarding the electrical connections, the L1 contact areas 126, L2 contact areas 128, and L3 contact areas 130 are each one of External conductor of the local power network connected. To check the contact, however, they can all together form the third floor subcircuit 58. Similarly, the vehicle contact unit 64 includes an L1 phase electrode 132, an L2 phase electrode 134, and an L3 phase electrode 136, which together form the phase electrodes 94.

In the example shown in FIG. 12, one L1, one L2, and one L3 phase electrode 132, 134, and 136 are provided, each forming one of the phase electrodes 94 with respect to the first embodiment.

The L1, the L2 and the L3 phase electrode 132, 134, 136 are electrically connected to one of the outer conductor of the vehicle electrical system of the vehicle 10 or connected by the control unit together to the third vehicle subcircuit 1 10. The order of the L1, L2 and L3 contact areas 126, 128 and 130 in the third sub-grid Gu3 corresponds to the order of the L1, L2 and L3 phase electrodes 132, 134 and 136 in the contacting area 80. Thus, the L1 contacts , L2 and L3 contact regions 126, 128 and 130, the L1, L2 and L3 phase electrodes 132, 134 and 136 with correct alignment of the vehicle contact unit 64 to the ground contact unit 12 analogous to Figure 7a. Even if the ground contact unit 12, as described, has the L1, L2 and L3 contact areas 126, 128 and 130, ie is designed to charge the vehicle 10 with three-phase alternating current, it is nevertheless possible for a vehicle 10, which is set up only for charging with single-phase alternating current, ie has only the same phase electrodes 94, is charged via this ground contact unit 12.

For this purpose, the vehicle contact unit 64 is brought into contact with the ground contact unit 10 as described above. Connecting, however, only one of the phase electrodes 94 is electrically connected to the outer conductor of the electrical system of the vehicle 10 and used for charging.

The other two phase electrodes 94 are not connected to the vehicle, for example, and / or the phase electrodes 132, 134, 136, which are not used for charging, are switched floating or connected to the protective conductor. Arrangements are also conceivable in which the L1, L2 and L3

Contact areas 126, 128, 130 or the L1, L2 or L3 phase electrodes 132, 134, 136 are also provided instead of the neutral contact areas 26 and the neutral electrodes 88, so that in each case two L1, L2 and L3 phase electrodes 132 , 134, 136 are provided on the vehicle contact unit 64. As a result, the line cross-section for each of the phases can be increased, so that larger charging currents are possible.

It is also conceivable that in the vehicle contact unit 64, the signal source 1 12 and in the ground contact unit 12, the measuring unit 124 is provided or vice versa. Also in this way, the correct assignment can be determined as described above.

In addition, in this case, data can be transmitted from the signal source 12 to the measuring unit 124 by means of the high-frequency signal. As a result, a unidirectional data flow from the vehicle contact unit 64 to the ground contact unit 12 or vice versa is possible. If both the vehicle contact unit 64 and the ground contact unit 12 have the signal source 1 12, 122 and the measuring unit 1 14, 124, a bidirectional data exchange between the vehicle contact unit 64 and the Ground contact unit 12, ie between the vehicle 10 and the rest of the charging system possible.

For data transmission, the same contact points can be used as for power transmission and the data transmission is also possible during a charging process, since the high-frequency signals can be modulated onto the charging current.

Of course, the features of the individual embodiments can be combined with each other arbitrarily.

Claims

claims

1 . Vehicle contact unit for a vehicle battery charging system for the automatic, conductive connection of a ground contact unit (12) and the vehicle contact unit (64), having a plurality of first contact electrodes (84) which are electrically connected to one another via an electrical line (44) and the at least one first vehicle subcircuit ( 106), and at least one second contact electrode (88), characterized in that the vehicle contact unit (64) has a measuring unit (1 14) and / or a signal source (1 12) for high-frequency signals.

2. Vehicle contact unit according to claim 1, characterized in that the first contact electrodes (84) and the second contact electrodes (88) are arranged in a pattern, in particular a base grid (Gs) in the form of a 2-dimensional Bravais grid.

3. vehicle contact unit according to claim 1 or 2, characterized in that a plurality of second contact electrodes (88) are provided, which are electrically connected to each other and form a second vehicle subcircuit (108), and / or that the vehicle contact unit (64) a plurality of third Contact electrodes (92), in particular wherein the third contact electrodes (92) are electrically connected to each other and form a third vehicle subcircuit (1 10).

4. vehicle contact unit according to claim 3, characterized in that the line impedance of the first vehicle subcircuit (106) different, in particular greater than the line impedance of the second vehicle subcircuit (108) and / or the third vehicle subcircuit (1 10).

5. Vehicle contact unit according to one of the preceding claims, characterized in that in or on the vehicle contact unit (64) at least one contact magnet (104) is provided.

6. Vehicle contact unit according to one of the preceding claims, characterized in that the first contact electrodes (84) are protective contact electrodes (86) and the second contact electrodes (88) neutral electrodes (90) or phase electrodes (94).

7. Vehicle contact unit according to one of the preceding claims, characterized in that the first contact electrodes (84), the second contact electrodes (88) and / or the third contact electrodes (92) rotationally symmetrical about an axis of symmetry parallel to the longitudinal extent of at least one of the contact electrodes (84, 88 , 92) are arranged.

8. Ground contact unit for a vehicle battery charging system for automatic, conductive connection of the ground contact unit (12) and a vehicle contact unit (64), with a target surface (18) having a plurality of first contact regions (20) each having at least a first contact surface and at least one second contact region (24 ), each having at least one second contact surface, wherein the first contact surfaces are electrically connected to one another via an electrical line (44) and form at least a first ground subcircuit (50), characterized in that the ground contact unit (12) comprises a measuring unit (124) and / or a signal source (122) for high-frequency signals.

9. Ground contact unit according to claim 8, characterized in that the first contact regions (20) and the second contact regions (24) in a over the target surface (18) extending main pattern, in particular a main grid (GH) in the form of a 2D Bravais grid wherein the first contact regions (20) are arranged in a first subpattern extending over the target surface (18), in particular a first subgrid (Gui) in the form of a 2D Bravais grating and the second contact regions in a second one extend over the target surface (FIG. 18) extending sub-pattern, in particular a second sub-grating (Gu2) are arranged in the form of a 2D Bravais grating, wherein the first sub-pattern and the second sub-pattern are interleaved.

10. Ground contact unit according to claim 8 or 9, characterized in that a plurality of second contact regions (24) are provided, wherein the second contact surfaces are electrically connected to each other and form a second bottom partial circuit (54), and / or that the ground contact unit (12). a plurality of third contact regions (28) each having at least one third contact surface, in particular wherein the third contact surfaces are electrically connected to each other and form a third bottom partial circuit (58).

1 1. Ground contact unit according to claim 10, characterized in that the line wave resistance of the first ground subcircuit (50) is different, in particular greater than the line impedance of the second ground subcircuit (54) and / or the third ground subcircuit (58).

12. Ground contact unit according to one of claims 8 to 1 1, characterized in that a plurality of the first contact surfaces have a resistance element (48) which increases the line wave resistance of the respective contact surface associated electrical line (44).

13. Ground contact unit according to claim 12, characterized in that the resistance element (48) in each case surrounds the electrical line (44) and / or is made of a ferrite.

14. Ground contact unit according to one of claims 8 to 13, characterized in that the first contact areas (20) Schutzkontaktbereiche (22) and the second contact areas (24) neutral contact areas (26) or phase contact areas (30).

15. Ground contact unit according to one of claims 8 to 14, characterized in that the first contact regions (20), the second contact regions (24) and / or the third contact regions (28) are rotationally symmetrical about an axis of symmetry perpendicular to the target surface (18) are arranged and / or the first contact surfaces and at least the second contact surfaces lie in one plane.

16. An automatic vehicle coupling system for the conductive connection of a ground contact unit (12) and a vehicle contact unit (64) with a vehicle contact unit (64) according to the preamble of claim 1 and a ground contact unit (12) according to the preamble of claim 8, characterized in that the vehicle contact unit ( 64) according to any one of claims 1 to 7 and / or the ground contact unit (12) according to any one of claims 8 to 15 is formed, in particular wherein the patterns of the ground contact unit (12) and the vehicle contact unit (64) are similar or identical.

17. Procedure for checking the contact and assignment of

Contact points in a vehicle coupling system (15) according to claim 16, comprising the following steps: a) establishing a physical contact between the contact electrodes (84, 88, 92) of the vehicle contact unit (64) and the contact surfaces of the ground contact unit (12), so that at least one circuit (120) from the first ground subcircuit (50) on the one hand and the first B) generating at least one high-frequency signal by the signal source (1 12, 122), c) supplying the at least one high-frequency signal to the at least one formed circuit (120, 142), d) measuring a high-frequency response of the at least one formed circuit (120, 142) to the at least one high frequency signal by the measuring unit (1 14, 124), and e) determining from the measured high frequency response whether the first contact electrodes (84) are in contact with the first contact pads.

18. The method according to claim 17, characterized in that the plurality of second contact electrodes (88) of the vehicle contact unit (64) are electrically connected to each other and form a second vehicle subcircuit (108) and / or wherein the second contact surfaces of the ground contact unit (12) with each other are electrically connected and form a second ground subcircuit (54), wherein the at least one circuit (120, 142) from the first ground subcircuit (50) or the second ground subcircuit (54) on the one hand and the first vehicle subcircuit ( 106) or the second vehicle subcircuit (108), on the other hand, it being determined from the measured high frequency response whether the first contact electrodes (84) or the second contact electrodes (88) are in contact with the first contact surfaces or with the second contact surfaces.

19. The method according to claim 17 or 18, characterized in that the

High frequency signal and / or the high frequency response in the Vehicle contact unit (64) generated or measured and / or that the high frequency signal and / or the high frequency response in the ground contact unit (12) are generated or measured.

20. The method according to any one of claims 17 to 19, characterized in that the at least one high-frequency signal and / or the corresponding

High frequency response in one of the vehicle subcircuits (106, 108, 1 10), in particular the first vehicle subcircuit (106) are generated and / or that the at least one high frequency signal and / or the corresponding high frequency response in one of the ground subcircuits (50, 54, 58), in particular the first ground subcircuit (50) are generated or measured.

21. Method according to one of Claims 17 to 20, characterized in that the attenuation of the high-frequency response in the circuit (120) is determined and it is determined on the basis of the determined attenuation whether the first contact electrodes (84) are in contact with the first contact surfaces or the second contact surfaces ,

22. The method according to any one of claims 17 to 21, characterized in that, after it has been determined that the first contact electrodes (84) are in contact with the first contact surfaces, data by means of the signal source (1 12, 122) to the measuring unit (1 14, 124) are transmitted.

23. The method according to any one of claims 17 to 22, characterized in that, after it has been determined that the first contact electrodes (84) are in contact with the first contact surfaces, continuously or at regular intervals by the signal source (1 12, 122) and the measuring unit (1 14, 124) is checked whether the contact between the first contact electrodes (84) and the first contact surfaces continues to exist and an emergency function is activated when the contact is interrupted.