Vehicle connection device, ground contact unit, vehicle coupling system and method for automatically and electrically conductively connecting a vehicle contact unit to a ground contact unit

Abstract

The invention relates to a vehicle connection device (14) of a vehicle battery charging system, comprising a vehicle contact unit (64), the vehicle contact unit having a base (78) with a contact area (80), in which a first contact electrode (84), a second contact electrode (88) and a third contact electrode (92) are arranged. The vehicle contact unit (64) is arranged along a contact direction (R K ) is movable toward the ground contact unit (12), and a directional actuator (60) of the vehicle connection device (14) is connected to the base (78) so that the directional actuator can rotate the base (78) around a rotation axis (D) that is substantially along the contact direction (R K ) extension. In addition, a ground contact unit (12), an automated vehicle coupling system (15) and a method for automatically and electrically conductively connecting a vehicle contact unit (64) to a ground contact unit (12) are shown.

Description

Technical Field

[0001] The invention relates to a vehicle connection device for a vehicle battery charging system, a ground contact unit for a vehicle battery charging system, an automated coupling system and a method for automatically and electrically conductively connecting a vehicle contact unit to a ground contact unit. Background Art

[0002] In electrically driven vehicles, such as plug-in hybrid vehicles and pure electric vehicles, the vehicle battery must be charged regularly, preferably after each trip. To this end, the vehicle is connected to a power source, such as a local power grid, by means of a vehicle coupling system. For this purpose, a plug, such as a type 2 plug, can be used, which must be manually inserted by a person into a corresponding socket of the vehicle.

[0003] For example, vehicle coupling systems for vehicle battery charging systems are known, which have a contact unit for a current terminal, which is arranged on the ground. This ground contact unit arranged on the ground is physically contacted by means of a movable vehicle contact unit, which can be moved downward from the chassis of the vehicle. In this way, an electrical connection of the vehicle to the local power grid can be achieved.

[0004] It is necessary that the electrodes arranged on the vehicle contact unit are in physical contact with the contact surface of the ground contact unit. For this purpose, the vehicle contact unit must not only be positioned on the ground contact unit when the vehicle is parked, but also the correct electrodes of the vehicle contact unit must be placed on the corresponding contact surface of the ground contact unit, since the electrodes and the contact surfaces have different functions.

[0005] In the context of the present invention, an electrode is understood to be an electrical contact which is provided for forming an electrical connection to a corresponding contact surface.

[0006] Furthermore, “ground” is used to designate a protective conductor, “phase” is used to designate an outer conductor, and “neutral contact” or the like is used to designate a neutral electrode of an electrical device. Summary of the invention

[0007] The object of the present invention is therefore to provide a vehicle connection device, a ground contact unit, an automated vehicle coupling system and a method for automatically and electrically conductively connecting a vehicle contact unit to a ground contact unit, which in this way and under the condition of excluding erroneous contact can achieve electrical physical contact between the vehicle contact unit and the ground contact unit.

[0008] The object is achieved by a vehicle connection device for a vehicle battery charging system for automatically and electrically conductively connecting a vehicle contact unit to a ground contact unit.

[0009] The vehicle connection device comprises a vehicle contact unit, which has a base with a contact area, in which at least one first contact electrode, at least one second contact electrode and at least one third contact electrode are arranged, wherein the vehicle contact unit can be moved along a contact direction toward a ground contact unit in order to bring the at least one first contact electrode, the at least one second contact electrode and the at least one third contact electrode into contact with the ground contact unit. The vehicle contact unit also has an orientation actuator, which is connected to the base so that the orientation actuator can rotate the base about a rotation axis, which extends substantially along the contact direction.

[0010] Since 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 do not come into contact with the contact surfaces of the ground contact unit corresponding thereto, this incorrect position can be eliminated by rotating the base and thus the contact electrodes on the vehicle side. The base and the contact electrodes on the vehicle side are rotated clockwise or counterclockwise until all the contact electrodes of the vehicle contact unit are in physical contact with the corresponding contact surfaces of the ground contact unit. This simplifies the positioning of the vehicle and also reliably prevents incorrect contact.

[0011] The rotation axis can be perpendicular to the surface of the base with the contact area. The maximum rotation angle of the base is, for example, at least 120°. In a predefined application, the contact area of ​​the vehicle contact unit faces the ground contact unit.

[0012] The vehicle connection device is designed to bring the vehicle contact unit into physical contact with the ground contact unit in a correct manner without manual assistance from a person, i.e. it can be part of an automated, electrically conductive vehicle battery charging system. For this purpose, an electrically conductive, i.e. galvanic, connection is produced by direct physical contact of the contact electrodes and the contact surface. This is in contrast to inductive charging systems, in which there is no direct contact.

[0013] For example, at least one first contact electrode is at least one guard contact electrode, at least one second contact electrode is at least one neutral electrode or at least one positive DC contact electrode, and / or at least one third contact electrode is at least one phase electrode or at least one negative DC contact electrode. In the manner described, the vehicle connection device is suitable for use with direct current or alternating current.

[0014] For example, the protective contact electrode is connected to the protective conductor of the vehicle's onboard power supply, the phase electrode is connected to the phase or external conductor of the vehicle's onboard power supply, and the neutral electrode is connected to the neutral conductor of the onboard power supply. In particular, the functions of the phase electrode and the neutral electrode cannot be interchanged by the control unit.

[0015] Three second contact electrodes, three third contact electrodes and three, six or seven first contact electrodes may be provided in the contact region.

[0016] Preferably, at least one first contact electrode, at least one second contact electrode and at least one third contact electrode are arranged together on the contact side of the base at grid points of a base grid in the form of a two-dimensional Bravais grid. The base grid can be a hexagonal grid. In this way, a specific and reproducible arrangement of the contact electrodes on the base is possible, thereby simplifying the contact with the ground contact unit.

[0017] The contact side of the base is that side of the base which, in the intended application, faces the ground contact unit.

[0018] In one embodiment of the invention, a magnet region is provided in the contact region, in particular at the center of the contact region, in which a contact magnet is provided in or on the base, in particular a contact magnet is provided vertically movably, wherein the contact magnet determines the position of the rotation axis. Thus, a simple and safety-defining rotation axis is defined. The rotation axis preferably extends through the center of the magnet. The magnet region can, but need not, have a contact electrode. The contact magnet can, for example, be switchable.

[0019] It is also conceivable to use a plurality of magnet regions on the base, which define the position of the base or of the axis of rotation on the ground-contacting unit at a plurality of locations of the contact region.

[0020] Preferably, one of the at least one first contact electrode, the at least one second contact electrode and the at least one third contact electrode, in particular the first contact electrode, is arranged in the magnet region. The contact magnet is associated with the contact electrode arranged in the magnet region, whereby no space is used by the magnet region.

[0021] In one embodiment variant, the magnetic region is located at a grid point of the base grid, wherein contact electrodes are provided at the grid points arranged concentrically therewith, in particular second contact electrodes and third contact electrodes are provided alternately. The nearest adjacent grid point is the nearest neighbor, i.e. the grid point with the smallest distance to the grid point where the magnetic region is located. Thus, an erroneous contact between the contact electrode and the corresponding contact surface on the ground contact unit can be eliminated simply by rotating around the magnetic region.

[0022] A contact electrode, in particular a first contact electrode, can be provided at the next grid point adjacent to the magnet region, whereby the number of usable grid points can be increased.

[0023] It is also conceivable that contact electrodes are again provided at the third adjacent grid points, in particular second contact electrodes and third contact electrodes are provided alternately. However, no identical contact electrodes are adjacent to each other. Rather, the subgrid of the first, second and third contact electrodes can be formed similarly to the subgrid of the ground contact unit.

[0024] In order to be able to connect the vehicle to a three-phase AC power supply by means of the vehicle connection device, at least three second contact electrodes and / or at least three third contact electrodes are provided for transmitting AC power, wherein at least one of the at least three second and / or third contact electrodes is an L1 phase electrode, at least one other of the at least three second and / or third contact electrodes is an L2 phase electrode, and at least one other of the at least three second and / or third contact electrodes is an L3 phase electrode. The L1 phase electrode, the L2 phase electrode and the L3 phase electrode are connected to one of the outer conductors of the onboard power supply of the vehicle, for example.

[0025] It is also conceivable that the vehicle can use only one of the phases of the alternating current provided by the ground contact unit, because the vehicle is designed for single-phase alternating current, for example. In this case, only the L1 phase pole, the L2 phase pole or the L3 phase pole is connected to the vehicle's onboard power supply.

[0026] The remaining phase poles can then be disconnected on the vehicle side.

[0027] In one embodiment of the invention, the vehicle connection device has a signal source for high-frequency signals and / or a measuring unit for high-frequency signals for contact and relevance checking of the connected contact points, the measuring unit being electrically connected to at least one first contact electrode, at least one second contact electrode and / or at least one third contact electrode. With the aid of the signal source, high-frequency signals can be transmitted via the contact points, whereby it can also be checked during the charging process whether the contact points function without errors. The use of high-frequency signals makes the check independent of the charging current used, so that it can also be carried out during the charging process, in particular via the same contact electrodes and contact areas that are also used to transmit the charging current.

[0028] In the context of the present invention, a high-frequency signal is understood to be a signal having a frequency greater than or equal to 10 Hz, in particular greater than or equal to 1 kHz, in particular greater than or equal to 200 kHz.

[0029] In order to rotate the base efficiently and especially precisely, the orientation actuator comprises an electric motor, the output shaft of which is connected to the vehicle contact unit for transmitting torque.

[0030] It is also conceivable that the vehicle connection device has a contact actuator having a vehicle-side end and a base end, wherein the vehicle contact unit is connected to the base end and the contact actuator is designed so that it can move the vehicle contact unit in the contact direction. The contact actuator can include a piston-cylinder unit or a bellows, wherein the bellows is operated, for example, pneumatically.

[0031] For example, the base or the vehicle contact unit is connected to the directional actuator via a contact actuator. However, it is also conceivable that the vehicle contact unit or the base is connected to the contact actuator via a directional actuator.

[0032] In addition, the object is achieved by a ground contact unit for a vehicle battery charging system for automatically and electrically conductively connecting a ground contact unit and a vehicle contact unit, comprising: a plate-shaped basic body and a first contact area, a second contact area and a third contact area, which are arranged in a main grid in the form of a two-dimensional Bravais grid on a target surface of the basic body.

[0033] The first contact area is arranged in a first sub-grid in the form of a two-dimensional Bravais grid, the second contact area is arranged in a second sub-grid in the form of a two-dimensional Bravais grid, and the third contact area is arranged in a third sub-grid in the form of a two-dimensional Bravais grid, wherein the first sub-grid, the second sub-grid and the third sub-grid are staggered with each other. In the direction of at least one of the basic vectors of the main grid, the first contact area, the second contact area and the third contact area appear alternately.

[0034] By arranging the contact areas in a grid, an exact positioning of the contact areas of the vehicle contact unit on the target surface of the ground contact unit is no longer necessary as long as the contact areas are within the main grid. Under the condition of utilizing the symmetry of the main grid and due to the interconnected arrangement of the subgrids, the correct association 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 rotating the vehicle contact unit.

[0035] Grid points are, for example, pivot points of contact regions. Contact regions are connected regions into which, in particular, no other regions protrude. In the contact regions, conductive, in particular hexagonal or circular contact surfaces can be provided, which are contact surfaces for the vehicle contact unit. The hexagon can be a regular hexagon.

[0036] It is also conceivable to provide a plurality of contact surfaces in the contact region.

[0037] The base grid substantially corresponds to the main grid of the ground contact element.

[0038] For example, the ground contact unit has a ground control unit and a first ground terminal, a second ground terminal and a third ground terminal for connecting the ground contact unit on the ground side. The first contact area is electrically connected to the first ground terminal, and the ground control unit is designed to connect the second contact area between at least two of the first ground terminal, the second ground terminal and the ground for electrical connection, and / or to connect the third contact area between at least two of the first ground terminal, the third ground terminal and the ground for electrical connection. If the ground contact unit is not connected to the vehicle contact unit, a reliable operating mode can be achieved in this way.

[0039] In one embodiment of the present invention, the first contact region is a protective contact region, the second contact region is a neutral contact region or a positive DC contact region, and / or the third contact region is a phase contact region or a negative DC contact region. In this way, the manufacturing cost of the ground contact unit can be reduced.

[0040] For example, the protective contact region is electrically connected to a protective conductor of the local grid, the neutral contact region is electrically connected to a neutral conductor of the local grid, and the phase contact region is electrically connected to a phase or outer conductor of the local grid.

[0041] In this case, the ground contact unit has a ground control unit which is designed such that it can connect the neutral contact region and / or the phase contact region to ground and / or to the same potential as the protective contact region. For this purpose, the ground control unit can connect the neutral contact region and / or the phase contact region to the protective conductor of the current terminal. The function of the phase contact region and the neutral contact region within the electrical circuit for current transmission cannot, for example, be changed or exchanged by the ground control unit.

[0042] The target surface with the contact area is arranged, for example, on the upper side of the ground-contact unit.

[0043] Preferably, at least two of the three subgrids are identical grids and / or the main grid and at least two of the three subgrids are of the same type, in particular the main grid, the first subgrid, the second subgrid and / or the third subgrid are hexagonal grids. Identical grids are understood here to mean grids that have identical basic vectors, but at different positions on the target surface of the ground contact unit. For example, a basic vector of the main grid has one third of the length of a corresponding basic vector of one of the subgrids. A hexagonal grid is understood here to mean a two-dimensional Bravais grid type of hexagonal grid, in which two basic vectors have the same magnitude and enclose an angle of 120° with each other.

[0044] In this way, a particularly high degree of symmetry of the different grids is possible, thereby further simplifying the correct positioning of the vehicle contact unit on the ground contact unit.

[0045] In order to be able to use three-phase alternating current for charging a battery of a vehicle, at least three second contact areas and / or at least three third contact areas are provided for transmitting three-phase alternating current, wherein at least one of the at least three second and / or third contact areas is an L1 contact area, at least one other of the at least three second and / or third contact areas is an L2 contact area, and at least one other of the at least three second and / or third contact areas is an L3 contact area. At least one L1 contact area, at least one L2 contact area and at least one L3 contact area appear alternately in the direction of at least one of the basic vectors of the third subgrid. Here, the L1 contact area, the L2 contact area and the L3 contact area are electrically connected to each one of the external conductors of the local power grid, which is three-phase in this case.

[0046] If the vehicle can only use one phase of the AC power provided by the ground contact unit, only the L1 contact area, the L2 contact area or the L3 contact area is used to charge the vehicle. The remaining contact areas can be connected to potential-free, for example, by being electrically connected to the protective conductor.

[0047] In the first contact region, the second contact region and / or the third contact region, magnetic, in particular ferromagnetic elements are provided in or on the base body in order to enable a defined positioning of the vehicle contact unit with respect to the main grid.

[0048] The magnetic element can respectively surround an electrical line which electrically contacts the corresponding contact area. The magnetic element can be made of steel. For example, the magnetic element is a steel column through which the corresponding electrical line is guided. In this way, the magnetic element can be designed to save space.

[0049] It is also conceivable that the magnetic element consists of a material which is not only magnetic but can also increase the wave resistance of the electrical line with respect to high-frequency signals.

[0050] In one embodiment, the ground contact unit has a signal source for high-frequency signals and / or a measuring unit for high-frequency signals, which is electrically connected to the first contact region, the second contact region and / or the third contact region in order to detect correct contact via the contact point.

[0051] The object is also achieved by an automated vehicle coupling system having a vehicle connection device according to the invention and a ground contact unit according to the invention.

[0052] In order to always ensure reliable contact, the maximum rotation angle by which the orientation actuator can be rotated about the vehicle contact unit is at least as large as the maximum angle between the initial basic vectors of the main grid.

[0053] For an optimal result, the base grid and the main grid correspond essentially to one another and / or the orientation actuator is connected to the base in such a way that it rotates the base along the ground contact unit, in particular when there is contact between the contact electrodes and the contact surface.

[0054] In one embodiment of the invention, the magnetic element of the vehicle contact unit cooperates with the contact magnet to fix the vehicle contact unit on the ground contact unit and to form the rotation axis. In this way, the position of the rotation axis relative to the main grid is always known.

[0055] Furthermore, the object is achieved by a method for automatically and electrically conductively connecting a vehicle contact unit to a ground contact unit, the method comprising the following steps:

[0056] a) lowering the vehicle contact unit toward the ground contact unit along the contact direction until the vehicle contact unit and the ground contact unit are in contact,

[0057] b) checking whether at least one specific contact electrode of the vehicle contact unit contacts at least one corresponding specific contact area of ​​the ground contact unit, and

[0058] c) Rotating the vehicle contact unit about the rotation axis if no electrical contact or sufficient electrical contact is present between at least one specific vehicle-side contacting electrode and at least one corresponding specific contacting region.

[0059] The specific contact electrodes and the specific contact regions are of the same type, i.e., for example, the first contact electrode and the first contact region are the protective contact electrode and the protective contact region, the second contact electrode and the second contact region are the neutral electrode and the neutral contact region, and the third contact electrode and the third contact region are the phase electrode and the phase contact region. The check of whether the corresponding contact regions or contact electrodes are connected to one another can be performed by means of a high-frequency signal, which is transmitted via the contact point.

[0060] Preferably, during the rotation or after the rotation is completed, it is checked whether at least one specific contact electrode contacts at least one corresponding contact area, whereby feedback on the success of the rotation can occur quickly, for example, the direction of rotation is changed in the event of failure.

[0061] For example, the at least one specific contacting electrode is one or more of the at least one first contacting electrode and the at least one specific contacting region is one or more of the at least one first contacting region, thereby always ensuring that the connection established for charging has a functional protective conductor.

[0062] In particular, the first contact electrode or the guard contact electrode which is situated on the outside, ie the guard contact electrode which is not situated in the region of the magnet, is the special contact electrode.

[0063] Alternatively or additionally, the object is achieved by a vehicle contact unit for a vehicle battery charging system for automatically and electrically conductively connecting a ground contact unit and a vehicle contact unit, the vehicle contact unit having: a plurality of first contact electrodes, which are electrically connected to one another via electrical lines and form at least one first vehicle sub-circuit; 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.

[0064] By means of a measuring unit for the signal source of the high-frequency signal, a high-frequency signal can be transmitted via the contact point, i.e. the connection of the contact electrode of the vehicle contact unit with the corresponding contact area of ​​the ground contact unit. The resulting high-frequency response can be measured by the measuring unit in order to check the contact and its relevance. Due to the use of high-frequency signals, the check is independent of the charging current used and can therefore also be carried out during the charging process, in particular via the same contact electrodes and contact areas that are also used to transmit the charging current.

[0065] The expression that a ground subcircuit is formed by a plurality of contact electrodes should also include subcircuits which are formed only by contacting the contact surface with the contact electrodes of the vehicle contact unit. In this case, the first and second contact electrodes can also be electrically connected to each other.

[0066] The vehicle contact unit is designed to be brought into physical contact with the ground contact unit in a correct manner without manual assistance from a person, i.e., the vehicle contact unit can be part of an automated, electrically conductive vehicle battery charging system. For this purpose, an electrically conductive, i.e., galvanic, connection is produced by direct contact between the contact electrode and the contact surface. This is in contrast to inductive charging systems, in which no direct contact exists.

[0067] Here, 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. It goes without saying that the electrical line can have at least one ohmic resistor, at least one capacitance, such as a capacitor and / or at least one inductance, such as a coil, and any combination of these components, in order to couple signals into the subcircuit and / or couple signals out of the subcircuit again.

[0068] For example, the first contact electrode and the second contact electrode are arranged in a pattern, in particular in a base grid in the form of a two-dimensional Bravais grid. In this way, a defined and reproducible arrangement of the contact electrodes on the base is possible, thereby simplifying the contact with the ground contact unit. The pattern extends over the entire contact surface.

[0069] In one embodiment variant, a plurality of second contact electrodes are provided, which are electrically connected to one another and form a second vehicle sub-circuit, and / or the vehicle contact unit has a plurality of third contact electrodes, in particular wherein the third contact electrodes are electrically connected to one another and form a third vehicle sub-circuit. In this way, two or three different types of contact electrodes or contact points can be checked for contact and / or correct association.

[0070] Preferably, the wave impedance of the first vehicle sub-loop is different from, in particular greater than, the wave impedance of the second vehicle sub-loop and / or the third vehicle sub-loop. As a result, the high-frequency signal in the first vehicle sub-loop is attenuated differently, in particular more strongly. In this way, it can be determined whether the first vehicle sub-loop is in a loop that is loaded with a high-frequency signal.

[0071] In order to lock the vehicle contact unit to the ground contact unit, at least one contact magnet may be provided.

[0072] In one embodiment of the invention, the first contacting electrode is a protective contacting electrode and the second contacting electrode is a neutral electrode or a phase electrode in order to enable a reliable connection of the protective contacting electrode and thus of the protective conductor.

[0073] It is also conceivable that the first contacting electrode is connected to the negative pole of the vehicle DC grid or of the vehicle battery and the second contacting electrode is connected to the positive pole of the vehicle DC grid or of the vehicle battery, or vice versa.

[0074] The second contact electrode can be only a neutral electrode or only a phase electrode. If a third contact electrode is present, this is a phase electrode or a neutral electrode, so that all three contact electrode types are present. In this way, electrical contact with the protective conductor can be reliably established. In particular, the functions of the neutral electrode and the phase electrode are not interchangeable here.

[0075] In one embodiment of the invention, the first, second and / or third contacting electrode is arranged rotationally symmetrically about an axis of symmetry parallel to the longitudinal extension of at least one of the contacting electrodes, whereby the contacting electrode can be easily and automatically moved to the correct contacting region.

[0076] The axis of symmetry extends, for example, through one of the electrodes, through the center point of the magnet region and / or the contact region. In this case, the entire vehicle contact unit can be rotationally symmetrical and, for example, have no asymmetrical guides.

[0077] Alternatively or additionally, the object is achieved by a ground contact unit for a vehicle battery charging system for automatically and electrically conductively connecting a ground contact unit and a vehicle contact unit, comprising: a target surface having a plurality of first contact areas each having at least one first contact surface and at least one second contact area each having at least one second contact surface, wherein the first contact surfaces are electrically connected to one another via electrical lines and form at least one first ground sub-loop. The ground contact unit has a measuring unit and / or a signal source for high-frequency signals.

[0078] By means of a measuring unit and a signal source for high-frequency signals, a high-frequency signal can be determined via a contact point, i.e. a contact point of a connection of one of the contact electrodes of the vehicle contact unit with a corresponding contact area of ​​the ground contact unit. The resulting high-frequency response can be measured by the measuring unit in order to check the contact and its relevance. Due to the use of high-frequency signals, the check is independent of the charging current used and can therefore also be carried out during the charging process, in particular via the same contact electrodes and contact areas that are also used to transmit the charging current.

[0079] For example, the subcircuit is also formed by contacting the contact surface with the contact electrode. In this case, the first and second contact areas can be electrically connected to each other.

[0080] The ground contact unit is designed to be brought into physical contact with the vehicle contact unit in a correct manner without manual assistance from a person, ie the ground contact unit can be part of an automated, electrically conductive vehicle battery charging system.

[0081] Here, the signal source and / or the measuring unit is connected to the first ground 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 can have at least one ohmic resistor, at least one capacitance, such as a capacitor and / or at least one inductance, such as a coil, as well as any combination of the components mentioned.

[0082] For example, the first contact region and the second contact region are arranged in a main pattern, in particular a main grid in the form of a two-dimensional Bravais grid. The first contact region is arranged in a first sub-pattern, in particular a first sub-grid in the form of a two-dimensional Bravais grid, and the second contact region is 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 are staggered with each other.

[0083] By arranging the contact areas in a pattern, in particular a grid, it is no longer necessary to precisely position the contact areas of the vehicle contact unit on the target surface of the ground contact unit, as long as the contact areas are within the main grid. Under the condition of utilizing the symmetry of the main grid and due to the staggered arrangement of the subgrids, the correct association 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 rotating the vehicle contact unit.

[0084] The main pattern or the sub-pattern extends over the entire target surface.

[0085] In one embodiment variant, a plurality of second contact regions are provided, wherein the second contact regions are electrically connected to one another and form a second ground subloop, and / or the ground contact unit has a plurality of third contact regions, in particular wherein the third contact regions are electrically connected to one another and form a third ground subloop. In this way, the contact or correct association of two or three different types of contact electrodes or contact locations can be checked.

[0086] Preferably, the wave impedance of the first ground sub-loop is different from, in particular greater than, the wave impedance of the second ground sub-loop and / or the third ground sub-loop. As a result, the high-frequency signal in the first ground sub-loop is attenuated differently, in particular more strongly. In this way, it can be determined whether the first ground sub-loop is in a loop loaded with a high-frequency signal.

[0087] In order to increase the wave resistance of the first ground sub-loop, a plurality of the first contact surfaces have resistance elements which increase the wave resistance of the electrical conductor associated with the respective contact surface.

[0088] Preferably, the resistance element respectively surrounds the electrical line and / or is formed by ferrite, in particular by a ferrite porous core. In particular, a large part of the first contact surface has the resistance element.

[0089] In one embodiment of the invention, the first contact region is a guard contact region and the second contact region is a neutral contact region or a phase contact region in order to enable a reliable association of the guard contact region and thus of the guard conductor.

[0090] It is also conceivable that the first contact region is connected to the negative pole of the direct current source or of the direct current grid and the second contact region is connected to the positive pole of the direct current source or of the direct current grid.

[0091] The second contact region can be only a neutral contact region or only a phase contact region. If a third contact region is present, this is either a phase contact region or a neutral contact region, so that all three types of contact regions are present. In this way, electrical contact with the protective conductor can be reliably established. The functions of the neutral contact region and the phase contact region are not interchangeable in this regard.

[0092] In one embodiment of the invention, the first contact region, the second contact region and / or the third contact region are arranged rotationally symmetrically about an axis of symmetry perpendicular to the target surface, whereby the contact electrode of the vehicle contact unit can be easily and automatically moved to the correct contact region.

[0093] The axis of symmetry extends, for example, perpendicularly to one of the target surface and / or the contact surface. Here, the entire ground contact unit can be rotationally symmetrical and, for example, have no asymmetrical guides.

[0094] Alternatively or additionally, the object is achieved by an automated vehicle coupling system for electrically conductively connecting a ground contact unit and a vehicle contact unit to a vehicle contact unit and a ground contact unit, wherein the vehicle contact unit and / or the ground contact unit has a measuring unit and a signal source for high-frequency signals.

[0095] Alternatively or alternatively, the object is achieved by a method for checking the contact and relevance of contact points in an automated vehicle coupling system, comprising the following steps:

[0096] a) establishing physical contact between a contact electrode of the vehicle contact unit and a contact surface of the ground contact unit, so that at least one electrical circuit is formed by a first ground sub-circuit and a first vehicle sub-circuit,

[0097] b) generating at least one high-frequency signal by a signal source,

[0098] c) supplying at least one high-frequency signal to at least one formed loop,

[0099] d) measuring at least one high-frequency signal of a high-frequency response of at least one formed loop by means of a measuring unit, and

[0100] e) determining, based on the measured high-frequency response, whether the first contacting electrode is in contact with the first contact surface.

[0101] If the high frequency response agrees with a reference response, which can also be a range, then correct contact and association are assumed, for example. In the case of three different contact electrodes or contact surfaces, the loop can consist of a first sub-loop, a second sub-loop and a third sub-loop, so that theoretically six different loops are possible.

[0102] The checking of the contact and the relevance of the contact points is based on the basic idea that at least one electrical circuit causes 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 is formed and measured, or more precisely, which two sub-circuits form the measured circuit. By knowing the two sub-circuits, it can then be inferred which contact electrode is in contact with which contact area or contact surface, whereby the relevance of the contact points can be checked. It is also possible to determine situations in which a closed circuit is not formed.

[0103] Preferably, a plurality of second contact electrodes of the vehicle contact unit are electrically connected to one another and form a second vehicle sub-loop, or the second contact surfaces of the ground contact unit are electrically connected to one another and form a second ground sub-loop, wherein at least one loop is formed by a first ground sub-loop or a second ground sub-loop on the one hand and a first vehicle sub-loop and / or a second vehicle sub-loop on the other hand. It is determined based on the measured high-frequency response whether the first contact electrode or the second contact electrode is in contact with the first contact surface or the second contact surface. In this way, different loops consisting of different sub-loops can be identified.

[0104] For example, a high frequency signal and / or high frequency response is generated or measured in the vehicle contact unit and / or in the ground contact unit, whereby the measuring contact unit and the ground contact unit can be used to check the contact and relevance.

[0105] In order to achieve the greatest possible reliability when checking the contact and relevance of the contact points, at least one high-frequency signal and / or a corresponding high-frequency response is generated or measured in a vehicle sub-loop, in particular the first vehicle sub-loop, and / or at least one high-frequency signal and / or a corresponding high-frequency response is generated or measured in one of the ground sub-loops, in particular the first ground sub-loop.

[0106] For example, the attenuation of the high-frequency response in the loop is determined and, based on the specific attenuation, it is determined whether the first contact electrode is in contact with the first contact surface, the second contact surface or not in contact with the contact surface.

[0107] Here, each of the sub-circuits can have a different wave resistance. In particular, the guard contact region has a higher wave resistance and thus a higher attenuation than the phase contact region and the neutral contact region. Accordingly, the sub-circuit containing the guard contact region has a greater attenuation.

[0108] In one embodiment of the present invention, after the first contact region is determined to be in contact with the first contact surface, data is transmitted to the measuring unit by means of a signal source, thereby enabling data transmission between the vehicle and the rest of the vehicle battery charging system. The data can be transmitted via the same line or the same contact point as the charging current.

[0109] For example, after determining that the first contact electrode is in contact with the first contact surface, a check is made continuously or at regular intervals by means of a signal source and a measuring unit as to whether there is still contact between the first contact electrode and the first contact surface. In the event of a contact interruption, an emergency function is activated. In this way, it is possible to react to unforeseen situations, such as unplanned movements of the vehicle. For example, the emergency function includes cutting off the charging current. BRIEF DESCRIPTION OF THE DRAWINGS

[0110] Other features and advantages of the present invention are apparent from the following description and from the accompanying drawings, which are shown in the accompanying drawings:

[0111] - Figure 1 A vehicle coupling system according to the invention is schematically shown, which has a vehicle connection device according to the invention and a ground contact unit according to the invention,

[0112] - Figure 2 a shows that according to Figure 1 A top view of a ground contact unit according to the invention,

[0113] - Figure 2 b shows the penetration according to Figure 1 Two adjacent contact electrodes of the ground contact unit,

[0114] - Figure 3 Schematically shows the Figure 1 The different contact areas of the ground contact unit and the arrangement of their wiring or connections,

[0115] - Figure 4 Show according to Figure 1 A strongly simplified partial cutaway view of a vehicle connection device,

[0116] - Figure 5 Show according to Figure 1 Schematic bottom view of the vehicle connection device,

[0117] - Figure 6 Schematically shows the Figure 5 The arrangement of the contact electrodes of the vehicle connection device and their wiring, - Figure 7 a shows that in the correctly coupled position according to Figure 1 The ground contact unit is based on Figure 1 The vehicle contact unit contacts,

[0118] - Figure 7 b shows that by Figure 7 The loop formed by the coupling of a,

[0119] - Figure 8 a and Fig. 9 a shows Figure 7a Similar situation, where the vehicle contact unit rotates relative to the ground contact unit,

[0120] - Figure 8 b and Fig. 9 b shows that according to Figure 8 a or Fig. 9 The circuit obtained by the arrangement of a,

[0121] - Fig.10 FIG. 1 shows a part of a circuit diagram of a second specific embodiment of a vehicle coupling system according to the invention,

[0122] - Fig.11 shows a greatly simplified partial sectional view of a third specific embodiment of a vehicle connection device according to the invention,

[0123] - Fig.12 Schematically shows the arrangement of different contact areas of a fourth embodiment of a ground-contacting unit according to the invention,

[0124] - Fig.13 Schematically shows the arrangement of contact electrodes of a fourth embodiment of a vehicle connection device according to the invention,

[0125] - Fig.14 a. Fig.14 b. Fig.14 c and Fig.14 d shows a part of a circuit diagram of another specific embodiment of a vehicle coupling system according to the invention during different steps in determining the neutral contact region of the contact. DETAILED DESCRIPTION

[0126] exist Figure 1 1 shows a vehicle 10 , such as a battery-operated vehicle or a plug-in hybrid vehicle, which is parked on or above a ground contact unit 12 to charge the battery.

[0127] A vehicle connection device 14 is fixed to the chassis of the vehicle 10 , which can electrically connect the vehicle 10 to the ground contact unit 12 .

[0128] The ground contact unit 12 and the vehicle connection device 14 are part of an automated vehicle coupling system 15 , which in turn is part of a vehicle battery charging system.

[0129] exist Figure 2 A top view of the ground contact unit 12 is shown in FIG.

[0130] The ground-engaging unit 12 has a plate-shaped basic body 16 , on the upper side of which a target surface 18 is provided.

[0131] A plurality of different contact regions are provided in target surface 18 .

[0132] In the embodiment shown, a first contact region 20 , such as a protective contact region 22 , a second contact region 24 , such as a neutral contact region 26 , and a third contact region 28 , such as a phase contact region 30 , are provided so that the ground contact unit is designed, for example, for charging the vehicle 10 by means of alternating current.

[0133] The term “neutral contact region” as an abbreviation stands for “zero line contact region”.

[0134] However, it is also conceivable that the vehicle 10 is to be charged by direct current. For this purpose, the second contact region 24 can be a positive direct current contact region and the third contact region 28 can be a negative direct current contact region or vice versa.

[0135] The contact regions 20, 24, 28 or 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.

[0136] However, it is also conceivable for each of the contact regions 20 , 24 , 28 or 22 , 26 , 30 to have a plurality of contact surfaces.

[0137] The contact regions 20, 24, 28 and 22, 26, 30 are each closed surfaces having a hexagonal, in particular a regular hexagonal or circular contour. The corners of the hexagon may optionally have a radius.

[0138] The contact regions 20 , 24 , 28 or 22 , 26 , 30 and / or the contact surfaces are located in a plane, which is, for example, the target surface 18 .

[0139] The contact areas 20, 24, 28 or 22, 26, 30 are arranged in a main pattern. In the embodiment shown, the main pattern is a two-dimensional Bravais grid, more precisely a hexagonal grid. The main pattern is thus a main grid G ​​with two basic vectors h1, h2 of the same length. H , the basic vectors enclose an angle of 120° with each other.

[0140] Main pattern or main grid G H Extends over the entire target surface 16 .

[0141] The ground contact unit 12 has a ground control unit 38 which is electrically connected to at least each of the contact regions 24 , 28 or 26 , 30 , in particular to all of the contact regions 20 , 24 , 28 or 22 , 26 , 30 .

[0142] Furthermore, the ground contact unit 12 has three ground terminals 40 , namely a first ground terminal 40 . 1 , a second ground terminal 40 . 2 and a third ground terminal 40 . 3 , which are connected to corresponding terminals of a local grid (not shown) at the ground contact unit 12 .

[0143] Here, as explained in detail below, the first contact area 20 or the protective contact area 22 is connected to the protective conductor of the power grid via a first ground terminal 40.1, the second contact area 24 or the neutral contact area 26 is electrically connected to the neutral conductor of the power grid via a second ground terminal 40.2, and the third contact area 28 or the phase contact area 30 is connected to the phase or external conductor of the power grid via a third ground terminal 40.3.

[0144] In the case of direct current charging, the positive direct current contact region and the negative direct current contact region are connected to the positive pole or the negative pole of the direct current source via the second or third ground terminal 40 . 3 , 40 . 3 for charging.

[0145] For the sake of simplicity, only the terms protective contact region 22 , neutral contact region 26 and phase contact region 30 are used below, wherein the first contact region 20 , the second contact region 24 and the third contact region 28 may also be understood as such.

[0146] As in Figure 2 As shown in FIG. 2 b , the protective contact region 22 (shown on the left) is designed differently from the neutral contact region 26 and the phase contact region 30 (shown on the right as a common example).

[0147] The neutral contact region 26 and the phase contact region 30 have a flat contact plate 42 and an electrical line 44. The contact plate 42 is, for example, hexagonal and forms a contact surface. The electrical line 44 extends from the contact plate 42 through the base body 16, via the ground control unit 38 to the current terminal 40.

[0148] In addition to the contact plate 42 and the electrical line 44 , the majority, in particular the entirety, of the protective contact region 22 has a magnetic element 46 .

[0149] In the exemplary embodiment shown, the magnetic element 46 is a ferromagnetic element in the form of a steel column which surrounds the electrical line 44. This means that the electrical line 44 extends through the magnetic element 46.

[0150] Furthermore, a resistor element 48 is provided between the magnetic element 46 and the contact plate 42 and / or on the side of the magnetic element 46 facing away from the contact plate 42 , which resistor element also surrounds the electrical line 44 .

[0151] The resistor element 48 serves as an inductor and increases the wave resistance of the electrical line 44 to high-frequency signals. The resistor element is usually made of ferrite, for example.

[0152] It is also conceivable to design the magnetic element 46 and the resistor element 48 as a one-piece component made of a material which is magnetic and increases the wave resistance.

[0153] The magnetic element 46 and the resistance element 48 are arranged in the base body 16 .

[0154] The contact plates 42 of adjacent contact regions 22 , 26 , 30 are separated from one another by an insulating section 49 or a plurality of insulating sections 49 .

[0155] exist Figure 3 The main grid G ​​formed by the contact areas 20, 24, 28 or 22, 26, 30 is partially shown in FIG. H For the sake of simplicity, the contact areas 20, 24, 28 or 22, 26, 30 are shown as circles.

[0156] exist Figure 3 The switch diagram drawn in is for illustration only and most of the switches are operated by the ground control unit 38.

[0157] The guard contact regions 22 , the neutral contact regions 26 and the phase contact regions 30 are each arranged in their own sub-pattern, here in each case in the form of a two-dimensional Bravais grid, ie a sub-grid.

[0158] The protected contact region 22 has a base vector u 1,1 、u 1,2 The first subgrid G U1 Setup. First subgrid G U1 is a hexagonal grid such that the two basis vectors u 1,1 and u 1,2 have the same magnitude and enclose an angle of 120° with each other.

[0159] Likewise, the neutral contact region 26 has a base vector u 2,1 、u 2,2 The second subgrid G U2 It is provided that the basic vectors also have the same magnitude and enclose an angle of 120°.

[0160] The contact areas 30 are located on hexagonal basic vectors u having the same length. 3,1 、u 3,2 The third subgrid G U3 In the embodiment, the basic vectors enclose an angle of 120°.

[0161] Three sub-grids G U1 , G U2 , G U3 The three different contact areas 22, 26, 30 are arranged alternately with each other so that the three different contact areas 22, 26, 30 are arranged along the main grid GH The direction of one of the basic vectors h1, h2 continues to appear alternately.

[0162] In other words, the contact region 26 , 28 , 22 which is closest to any observed contact region 22 , 26 , 30 is always of a different type than the observed contact region 22 , 26 , 30 itself.

[0163] The contact areas 22, 26, 30 or the contact surfaces are thus arranged rotationally symmetrically about a rotation axis perpendicular to the target surface 18. The entire ground contact unit 12 can also be designed rotationally symmetrically, ie at least the visible parts and the parts required for connection to the vehicle connection device 14 are arranged rotationally symmetrically.

[0164] The protective contact regions 22 are all connected to one another by means of electrical lines 44, wherein for the sake of clarity the Figure 3 Only three protective contact regions 22 are shown in a connected manner.

[0165] Furthermore, the protective contact region 22 is connected via one of the current terminals 40 to a protective conductor of the power supply network, referred to here as PE.

[0166] It is conceivable that the ground control unit 38 is able to electrically connect only individual ones of the guard contact regions 22 to the first ground terminal 40 . 1 .

[0167] All or some of the guard contact regions 22 , ie the guard contact regions 22 which are electrically connected to one another, can thus form a sub-loop, which is referred to below as a first ground sub-loop 50 .

[0168] The neutral contact region 26 is connected via an electrical line 44 to a second ground terminal 40 . 2 and to the neutral conductor (N) of the grid.

[0169] The connection is made via a ground control unit 38 which can selectively connect only individual ones of the neutral contact regions 26 to the second ground terminal 40 . 2 .

[0170] Furthermore, the ground control unit 38 can connect certain or all neutral contact areas 26 to ground, to a neutral conductor, to one another or to short-circuit or to the potential of a protective conductor, i.e. to the first ground terminal 40.1. This is indicated here by a first switch 52, which connects the neutral contact area 26 to ground.

[0171] At least when all or some of the neutral contact areas 26 are grounded, but even if all or some of the neutral contact areas 26 are connected to the neutral conductor, connected to each other or short-circuited, or placed on the potential of a protective conductor, they are electrically connected to each other and can form a second sub-loop, which is referred to as the second ground sub-loop 54 below.

[0172] In the same way as the neutral contact region 26 , the phase contact region 30 is also contacted with a third ground terminal 40 . 3 , which is connected to a phase (referred to here as L) of the power grid.

[0173] The connection also takes place via an electrical line 44 via the ground control unit 38 , which can also selectively connect only individual ones of the phase contact regions 30 to the respective third ground terminal 40 . 3 .

[0174] The ground control unit 38 can connect all or only some of the phase contact areas 30 to ground, to an external conductor, to one another or to short-circuit or to the potential of a protective conductor, ie to the first ground terminal 40.1. Figure 3 The second switch 56 in FIG. 1 shows that the second switch connects the phase contact region 30 to ground.

[0175] At least when some or all of the phase contact areas 30 are grounded or connected to a protective conductor potential, but even when all or some of the phase contact areas 30 are connected to an external conductor or to each other or are short-circuited, the phase contact areas 30 form an additional sub-loop via the electrical conductor 44, which is referred to below as a third ground sub-loop 58.

[0176] The electrical connection or short-circuit between the contact regions 20 , 24 , 28 or 22 , 26 , 30 is preferably provided in the ground contact unit 10 itself.

[0177] Due to the resistor element 48 of the electrical line 44 surrounding the protective contact region 22 , the wave impedance of the first ground sub-loop 50 for high-frequency signals is increased relative to the second ground sub-loop 54 and the third ground sub-loop 58 .

[0178] A high-frequency signal is understood to be a signal having a frequency greater than or equal to 10 Hz, in particular greater than or equal to 1 kHz, in particular greater than or equal to 200 kHz.

[0179] In one possible embodiment, the vehicle connection device 14 is Figure 1 and 4 It is shown as an example in FIG.

[0180] The vehicle connection device 14 has a directional actuator 60 , a contact actuator 62 and a vehicle contact unit 64 .

[0181] In the example shown, the directional actuator 60 has an electric motor 66 , a mounting section 68 and a gear 70 .

[0182] The electric motor 66 is fastened in a rotationally fixed manner on a mounting section 68 , wherein the mounting section 68 is fastened to the vehicle 10 itself, for example to the vehicle body.

[0183] It is also conceivable that the electric motor 66 is mounted directly on the vehicle 10. In this case, the mounting section 68 is not required.

[0184] Gear 70 may be driven via an output shaft of motor 66 .

[0185] In the embodiment shown, the contact actuator 62 comprises a bellows 72 which has a vehicle-side end and a base end.

[0186] The contact actuator 62 is rotatably mounted on the vehicle-side end of the bellows 72 on the mounting section 68 by means of a bearing 74. The bellows 72 also has a toothing 76 on its inner side, which engages with the gear 70. As an alternative to the gear pairs 70 and 76, for example, a belt drive or a worm drive is also possible.

[0187] The vehicle contact unit 64 is arranged at the base end of the bellows 72 . More precisely, a base 78 of the vehicle contact unit 64 is fixed to the bellows 72 at the base end.

[0188] In the proposed installation position shown, the base 78 is parallel to the ground and the ground-contacting unit 12 .

[0189] The vehicle contact unit 64 can be moved in a vertical direction, ie perpendicularly to the base 78 and the ground contact unit 12, by means of the contact actuator 62. The vertical direction is therefore also referred to as the contact direction R K A combination or mechanical coupling of the directional actuator 60 and the contact actuator 62 is likewise conceivable.

[0190] In order to move the vehicle contact unit 64 in the direction of the ground contact unit 12 , the bellows 72 is inflated by means of a compressed air source 82 .

[0191] By means of a restoring mechanism such as a spring, a rope, etc. (not shown) within the bellows, the bellows 72 can be retracted when the compressed air source 82 is deactivated, so that the vehicle contact unit 64 is moved upward, ie in the contact direction R K On the contrary, you can exercise.

[0192] It is also conceivable that the contact actuator 62 is a piston-cylinder unit which can execute a contact direction R of the vehicle contact unit 14. K vertical movement.

[0193] For precise orientation, the orientation actuator 60 can then rotate the vehicle contact unit 64 or the base 78 about the rotation axis D (see Figure 4 ). For this purpose, the electric motor 66 is activated, which then generates a torque at the gear wheel 70 . The torque is transmitted via the toothing 76 to the bellows 72 , which then rotates relative to the mounting section 68 .

[0194] Since the base 78 is connected to the bellows 72 in a rotationally fixed manner, the base 78 and thus the vehicle contact unit 64 are rotated about the rotation axis D by the orientation actuator 60 .

[0195] exist Figure 5 A bottom view of the base 78 is shown in FIG.

[0196] On the side facing away from the contact actuator 62 and the directional actuator 60 , ie the contact side, the vehicle contact unit 64 has a contact region 80 in which a plurality of contact electrodes 84 , 88 , 92 or 86 , 90 , 94 are provided for contacting a contact surface of the ground contact unit 12 .

[0197] A first contact electrode 84 , which is a protective contact electrode 86 in the illustrated embodiment, a second contact electrode 88 , which is a neutral electrode 90 in the illustrated embodiment, and a third contact electrode 92 , which is a phase electrode 94 in the illustrated embodiment, are provided within the contact region 80 , so that the vehicle contact unit 64 is designed, for example, for charging the vehicle 10 by means of an alternating current.

[0198] However, it is also conceivable that vehicle 10 is to be charged by direct current. For this purpose, second contact electrode 88 can be a positive direct current contact electrode and third contact electrode 92 can be a negative direct current contact electrode.

[0199] In particular, the functions of the neutral electrode 90 and the phase electrode 94 or of the positive current contact electrode and the negative direct current contact electrode are not interchangeable.

[0200] Similar to the contact regions 20, 24, 28 or 22, 26, 30, the contact electrodes 84, 88, 92 or 86, 90, 94 are arranged in a base pattern, here also in the form of a two-dimensional Bravais grid, more precisely in the form of a hexagonal grid. The base pattern is therefore often referred to below as base grid G S And has basic vectors s1, s2, which are of the same length and enclose an angle of 120° with each other. Base grid G S Basically corresponds to the main grid G H .

[0201] In addition, the base grid G S One of the grid points may be located at the midpoint of the contact area 80 .

[0202] The contact electrodes 84, 88, 92 or 86, 90, 94 themselves are connected by contact pins 96 ( Figure 4 ) is formed, and the contact pin is elastically supported relative to the base 78.

[0203] Contact pin 96 is connected to an onboard electrical system (not shown) of vehicle 10 via an electrical line 98 .

[0204] First contacting electrode 84 or protective contacting electrode 86 is connected to a protective contact conductor of the onboard power supply, second contacting electrode 88 or neutral electrode 90 is connected to the neutral conductor of the onboard power supply, and third contacting electrode 92 or phase electrode 94 is connected to a phase of the onboard power supply of vehicle 10 .

[0205] In the case of DC charging, the positive DC contact electrode and the negative DC contact electrode are connected to the positive electrode or the negative electrode of the battery of the vehicle 10 for charging.

[0206] For the sake of simplicity, reference is made below only to the guard contact electrode 86 , the neutral electrode 90 and the phase electrode 94 , whereby the first contact electrode 84 , the second contact electrode 88 or the third contact electrode 92 are also likewise indicated.

[0207] The connection can be made via the control unit 100 of the vehicle connection device 14, which switches the individual contact electrodes 86, 90, 94. The control unit 100 is only described in detail for reasons of clarity. Figure 7 b, 8b and 9b. Figure 6 The control unit 100 is indicated in FIG. 1 by switches which describe the functions of the control unit 100 .

[0208] The contact region 80 has a magnet region 102 at its center.

[0209] In the magnet region 102, a contact magnet 104 is provided in or on the base 78, said contact magnet being located in particular in the base grid G S One of the grid points.

[0210] The contact magnet 104 is, for example, an electromagnet which can be switched on and off. However, the contact magnet 104 can also be switched in another way relative to the magnetic element 46 of the ground contact unit 12, for example by a corresponding movement.

[0211] In the exemplary embodiment shown, no contact electrodes are present in the magnet region 102 .

[0212] Of course, a protective contact electrode 86 can also be provided in the magnet region 102 , wherein the contact electrode 104 is associated with the protective contact electrode 86 . However, it is also conceivable to provide further contact electrodes in the magnet region 102 .

[0213] As especially in Figure 6 As can be seen in FIG. 8 , the remaining contact electrodes 86 , 90 , 94 are arranged within the magnet region 102 with respect to the grid points.

[0214] The contact electrodes 90 , 94 closest to the magnet region 102 , ie, the grid point with the shortest distance from the magnet region 102 or at the grid point with the shortest distance from the magnet region 102 , are the neutral electrode 90 and the phase electrode 94 , which are arranged alternately.

[0215] The next closest neighbor to the magnet region 102 , ie the grid point or contact electrode 86 with the next smallest spacing from the magnet region 102 , is the guard contact electrode 86 .

[0216] The guard contact electrode 86 has no magnet or may partially have a magnet.

[0217] Thus, in the exemplary embodiment shown, six guard contact electrodes 86, three neutral electrodes 90 and three phase electrodes 94 are provided. Only three guard contact electrodes 86, three neutral electrodes 90 and three phase electrodes 94 are also conceivable.

[0218] The contact electrodes 86, 89, 94 are therefore arranged rotationally symmetrically about an axis of symmetry extending perpendicularly to the contacting sides or parallel to the longitudinal extension of the contact electrodes 86, 90, 94. The axis of symmetry runs through the center point of the magnet region 102 and / or the contact region 80, for example.

[0219] The entire vehicle contact unit 64 can also be designed to be rotationally symmetrical, ie at least the part that is visible and required for connection to the ground contact unit 12 can be designed to be rotationally symmetrical.

[0220] Similar to Figure 3 in Figure 6 The wiring of the contact electrodes 86 , 90 , 94 is schematically indicated in . This is done, for example, via the control unit 100 of the vehicle connection device 14 .

[0221] The protective contact electrode 86 is connected to a protective conductor (PE) of the onboard electrical system of the vehicle 10 via at least one electrical line 98 . It can thus form a subcircuit which is referred to below as a first vehicle subcircuit 106 .

[0222] Similar to the neutral contact area 26, all or some of the neutral electrodes 90 are electrically connected to the neutral line (N) of the onboard power supply system of the vehicle 10 via the control unit 100 of the vehicle connection device 14, are electrically connected to each other or short-circuited independently of the control unit 100, are not connected to other circuits or components of the vehicle 10 on the vehicle side, or are grounded or connected to the protective conductor of the onboard power supply system of the vehicle 10.

[0223] The control unit 100 of the vehicle connection device 14 can change the electrical connection of the neutral electrodes 90, in particular some or all of the neutral electrodes 90 can be electrically connected to each other or short-circuited. The neutral electrodes 90 can also 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, connected to each other or short-circuited, or placed at the potential of the protective conductor, the neutral electrodes can jointly form a sub-circuit via their associated electrical lines 98, which is referred to as the second vehicle sub-circuit 108 in the following text.

[0224] For example, a line may connect or short-circuit the neutral electrodes 90 to each other in the base 78 to form the second vehicle sub-circuit 108. Such a line in the base 78 is, for example, Fig.10 and 14 Shown in.

[0225] In the same way, the phase electrodes 94 are connected to the external conductors of the onboard power supply system of the vehicle 10 via electrical lines 98, are electrically connected to each other or short-circuited, are not connected to other circuits or components of the vehicle 10 on the vehicle side, or are connected to the protective conductor potential. The circuit can also be changed by the control unit 100 of the vehicle connection device 14. The phase electrodes 94 electrically connected to each other can also form a subcircuit, which is referred to as the third vehicle subcircuit 110 below.

[0226] It is also conceivable for the phase electrodes 94 to have a permanent electrical connection between them in order to form a third vehicle subcircuit 110. This is of course only possible if only one phase is present, such as in single-phase alternating current charging or direct current charging.

[0227] The connection of the phase electrodes 94 to one another can also be effected via lines in the base 78 .

[0228] The contact electrodes 84 , 88 , 92 or 86 , 90 , 94 which provide the electrical connection or short-circuit between one another of the respective partial circuits are provided, for example, in the vehicle contact unit 64 itself, in particular only in the base 78 .

[0229] In the specific embodiment shown, vehicle connection device 14 also has a signal source 112 for high-frequency signals and a measuring unit 114 for high-frequency signals, which is connected to first vehicle sub-circuit 106 .

[0230] In order to connect the vehicle 10 to the local grid, ie to establish an electrical connection between the vehicle contact unit 64 and the ground contact unit 12, the vehicle 10 with the vehicle connection device 14 is parked above the ground contact unit 12, as for example in Figure 1 As shown in .

[0231] After the vehicle stops, the vehicle contact unit 64 moves along the contact direction R by the contact actuator 62. K The vehicle is moved towards the ground contact unit 12 , ie parked vertically and the contact magnets 104 are switched on.

[0232] In the exemplary embodiment shown, the bellows 72 of the contact actuator 62 is inflated by a compressed air source 82. During descent, the vehicle contact unit 64 approaches the ground contact unit 12 so that the contact magnet 104 in the center of the vehicle contact unit 64 also comes close to the ground contact unit 12.

[0233] As long as 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.

[0234] As a result, a force acting on the vehicle contact unit 64 occurs with a force in the horizontal direction, ie perpendicular to the contact direction R K A very large component of the force aligns the magnetic region 102 , more precisely the contact magnet 104 , over the magnetic element 46 .

[0235] As the vehicle contact unit 64 continues to descend, the contact electrodes 86, 90, 94 physically contact the contact areas 22, 26, 30, as in Figure 7 a, 8a and 9a, where the contact electrode 84 or 86 can be longer than the other contact electrodes 88, 92 or 90, 94, that is, extend further away from the base 78, so that the contact electrode 84 or 86 is the first to contact the ground contact unit 10 during the lowering.

[0236] For example, contact pin 96 of contact electrode 84 or 86 is designed to be longer than the contact pins of other contact electrodes 88 , 92 or 90 , 94 .

[0237] It can be clearly seen that the contact magnet 104 or the magnetic region 102 is arranged centrally above the magnetic element 46 which protects the contact region 22 .

[0238] The vehicle contact unit 64 is fixed in the horizontal direction by the now very small spacing between the magnetic element 46 and the contact magnet 104. The contact magnet 104 and the magnetic element 46 now lie vertically one above the other and form the rotation axis D, i.e. a straight line through the center of the magnetic element 46 and through the center of the contact magnet 104 forms the rotation axis D ( Figure 4 ).

[0239] The automatic orientation of the contact magnet 104 relative to one of the magnetic elements 46 ensures that the axis of rotation D always extends through the protective contact region 22. H The position in is therefore always known.

[0240] However, this does not mean that the remaining contact electrodes 86, 90, 94 are identical to the remaining contact regions 22, 26, 30. Rather, different situations are conceivable in which the vehicle contact unit 64 is rotated relative to the ground contact unit 12. Three different situations are described in detail below. Figure 7 a, 8a, and 9a.

[0241] Figure 7 a corresponds to the desired situation, in which the main grid G H By base grid G S Cover, and all sub-grids G U1 , G U2 , G U3 This is also consistent with the arrangement of contact electrodes 86 , 90 , 94 on base 78 .

[0242] In this position, the guard contact electrode 86 contacts the contact surface of the guard contact region 22 , the neutral electrode 90 contacts the contact surface of the neutral contact region 26 , and the phase electrode 94 contacts the contact surface of the phase contact region 30 and forms corresponding contact points.

[0243] In this case, the association of the contact points is correct, ie only the contact electrodes 86 , 90 , 94 are in contact with contact regions 22 , 26 , 30 of the same type, ie for example the neutral electrode 90 is not in contact with the guard contact region 22 or the phase contact region 30 .

[0244] exist Figure 8 9a and 9b show two situations in which the main grid G H and base grid G S There is no overlap and thus no correct contact location or correct contact.

[0245] exist Figure 8 In case a, the guard contact electrode 86 contacts the contact surface of the neutral contact region 26 or the phase contact region 30 .

[0246] exist Fig. 9 In FIG. 1 a , most of the contact electrodes, in particular the protective contact electrode 86 , do not contact the contact surfaces of the contact regions 22 , 26 , 30 , but rather contact the insulating sections 49 between the different contact regions 22 , 26 , 30 .

[0247] As already mentioned, after the vehicle contacting unit 64 has been completely lowered, the exact position of the contacting regions 22 , 26 , 30 relative to the contacting electrodes 86 , 90 , 94 is not known.

[0248] Therefore, the correct association of the contact regions 22, 26, 30 with respect to the contact electrodes 86, 90, 94 must be checked. For this purpose, it must be determined whether a particular contact electrode contacts the corresponding, associated contact region.

[0249] In this case, the specific contact region and the specific contact electrode are the guard contact region 22 and the guard contact electrode 86. Furthermore, this is, for example, an external guard contact electrode 86, ie one that is not located in the magnet region 102.

[0250] exist Figure 7 b, 8b and 9b schematically show circuit diagrams of loop 120, which is Figure 7 a, 8a or 9a.

[0251] The loop 120 shown is composed of the first vehicle sub-loop 106 on the right and one of the different ground sub-loops 50, 54, 58 or is not completely closed ( Fig. 9 ).

[0252] In detail, first vehicle sub-circuits 106 each have an oscillating circuit 118 in which a signal source 112 and a measuring unit 114 are integrated.

[0253] The resonant circuit 118 is then extended via the protective contact electrode 86, depending on the respective situation, through the first ground sub-circuit 50, the second ground sub-circuit 54 or the third ground sub-circuit 58 or in accordance with Fig. 9 Keep disconnected in case of any situation.

[0254] However, it is also conceivable that there are no predetermined and separate ground sub-loops, so that first ground sub-loop 50 , second ground sub-loop 54 and third ground sub-loop 58 are connected sub-loops, wherein the respective ground sub-loops are formed only by contacting via contact electrodes 86 , 90 , 94 .

[0255] In other words, all contact areas 22, 26, 30 are electrically connected to one another, for example because they are all switched to the protective conductor potential by the ground control unit 38. If now three contact areas 22, 26, 30 are contacted by three protective contact electrodes 86 for checking the association, the three contact areas 22, 26, 30 that are contacted form the ground sub-loop used. The ground sub-loop formed in the described manner is the first ground sub-loop 50, the second ground sub-loop 54 or the third ground sub-loop 58.

[0256] In order to determine the correct correlation, a high-frequency signal is generated in an oscillating circuit 118 by a signal source 112 .

[0257] In response to the excitation by the high-frequency signal, a high-frequency response of the extended resonant circuit 118 results, which now includes the entire circuit 120 formed by the first vehicle sub-circuit 106 and one of the possible ground sub-circuits 50 , 54 , 58 .

[0258] The measuring unit 114 determines the high-frequency response and transmits the high-frequency response to the control unit 100 .

[0259] The control unit 100 compares the high-frequency response with one or more reference responses and determines with which reference response the greatest agreement occurs.

[0260] The reference response can also be a region. The reference response is, for example, an empirically determined high-frequency response that is received in a known loop and stored in a memory of the control unit 100. The specific loop is thus known for the reference response, so that the formed loop 120 can be inferred from the reference response.

[0261] For example, to correlate the high frequency response with the reference response, specific characteristics such as attenuation of the high frequency signal are utilized.

[0262] In accordance with Figure 7 In the case of the first ground sub-loop 50, the electric line 44 has an increased wave impedance due to the resistor element 48, and the wave impedance is Figure 7 , is shown as an inductor in the first ground sub-loop 50 .

[0263] The high-frequency response is thus strongly damped and substantially corresponds to a reference response, which corresponds to the loop 120 formed by the first vehicle sub-loop 106 and the first ground sub-loop 50. The control unit 100 can therefore determine that the loop 120 formed by the first vehicle sub-loop 106 and the first ground sub-loop 50 is obtained, which means that the guard contact electrode 86 forms a contact point together with the guard contact region 22 or its contact surface. In this case, a correct association is assumed.

[0264] Since the correct association has been determined, the ground control unit 38 can start the charging process. To this end, the ground control unit 38 of the ground contact unit 12 ungrounds and connects the neutral contact area 26 and the phase contact area 30 to the neutral conductor N or the phase L by means of the corresponding circuit terminals 40. In this case, only the neutral contact area 26 and the phase contact area 30 that are in contact with the contact electrode 90 or 94 are energized.

[0265] Likewise, neutral electrode 90 and phase electrode 94 can be connected to a neutral conductor N and a phase P of an onboard electrical system of vehicle 10 via control unit 100 of vehicle contact unit 64 .

[0266] The onboard electrical system of vehicle 10 is thus integrated into the local electrical system of the charging infrastructure and vehicle 10 can now be charged. The electrically conductive connection has thus been established automatically, ie without manual assistance from a person.

[0267] During charging, however, unforeseen situations may occur which require at least an immediate interruption of charging, for example, in a crash, when another vehicle hits the charging vehicle 10 , the vehicle 10 moves and the vehicle contact unit 64 is unintentionally released from the ground contact unit 12 .

[0268] In order to detect this situation, the physical contact between the contact electrodes 86 , 90 , 94 and the contact surface is checked continuously or at regular intervals as described above by means of the signal source 112 and the measuring unit 114 .

[0269] If a contact interruption is determined, an emergency function is activated, which may include at least an immediate disconnection of the charging current.

[0270] exist Figure 8 and 9 In the case of , charging cannot be started immediately after descent.

[0271] according to Figure 8 The loop 120 of the case of comprising the first vehicle sub-loop 106 on the one hand and the second ground sub-loop 54 or the third ground sub-loop 58 on the other hand is related to the following: Figure 8 a whether the protective contact electrode 86 denoted by reference numeral 86 . 1 or the protective contact electrode 86 denoted by reference numeral 86 . 2 is part of the first vehicle sub-circuit 106 .

[0272] Since no resistor element 48 is arranged on the electrical line 44 in the second ground sub-loop 54 or the third ground sub-loop 58 , the wave resistance of the second or third ground sub-loop 54 , 58 is greatly reduced relative to the first ground sub-loop 50 .

[0273] This of course causes loop 120 or resonant circuit 118 to drop differently to the high-frequency response measured by measuring unit 114 by means of excitation with the high-frequency signal by signal source 112. In particular, the high-frequency signal is now less strongly attenuated.

[0274] Based on the comparison of the high frequency response with the reference response, the control unit 100 determines that the obtained high frequency response is equal to the reference response associated with the loop 120 formed by the first vehicle sub-loop 106 and the second ground sub-loop 54 or the third ground sub-loop 58 .

[0275] The control unit 100 can determine from this that the protective contact electrode 86 forms a contact point with the contact surface of the neutral contact area 26 or the phase contact area 30. In this case, the control unit 100 has now determined that according to Figure 8 The control unit 100 therefore knows that the vehicle contact unit 64 must be rotated clockwise by an angle of 30° relative to the ground contact unit 12 in order to achieve the correct connection.

[0276] The control unit 100 then controls the orientation actuator 60 or the electric motor 66 so that the vehicle contact unit 64, more precisely the base 78, is rotated by 30° about the rotation axis D, ie about the magnet area 102. Figure 7 a situation.

[0277] During the rotation, the base 78 is rotated along the ground-contacting unit 12 , in particular without lifting the base 78 and without lifting the contacting electrodes 84 , 88 , 92 or 86 , 90 , 94 from the contact surface.

[0278] After the rotation is completed or while the rotation is still in progress, a recheck can be performed by feeding a high-frequency signal into the first vehicle sub-circuit 106. The measurement causes the previous Figure 7 b The control unit 100 can then start charging.

[0279] In accordance with Fig. 9 In the case of the first vehicle sub-loop 106, no electrical connection is made between the other ground sub-loops 50, 54, 58, so that no connection is made as in Figure 7 and 8 The complete circuit 120 in.

[0280] Nevertheless, the high-frequency signal fed into resonant circuit 118 generates a high-frequency response, which can be detected by means of measuring unit 114 .

[0281] For this case, the reference response is also stored in the control unit 100 so that the control unit can also recognize this case. In this case, the control unit 100 initiates the rotation of the vehicle contact unit 64 about the rotation axis D and remeasures the relevance of the contact points at regular intervals, for example after a certain rotation angle, if it reaches the value according to Figure 8 a situation or basis Figure 7 a, which can be identified by its position.

[0282] Of course, it is also conceivable that the signal source 112 and the measuring unit 114 are arranged in the ground contact unit 12. In this case, the high-frequency signal is generated in one of the ground sub-circuits 50, 54, 58 and measured by the measuring unit 114. The principle of the measurement does not change thereby.

[0283] Of course, a signal source 112 and a measuring unit 114 may be provided both in the vehicle contact unit 64 and in the ground contact unit 12, so that a correct association and a proper contact can be determined both by the vehicle 10 and by the ground contact unit 12. This increases the operational reliability of the vehicle coupling system 15.

[0284] The further figures show further embodiments of the vehicle connection device 14 and the ground contact unit 12 , ie also the vehicle coupling system 15 , which essentially correspond to the first embodiment. Therefore, only the differences will be discussed below, and identical and functionally identical components are provided with the same reference numerals.

[0285] exist Fig.10 2 shows a circuit diagram of a part of a second specific embodiment of a vehicle coupling system 15. The second specific embodiment can in particular be combined with the first specific embodiment or can supplement the first specific embodiment.

[0286] In this embodiment, the ground-contacting unit 12 has a signal source 122 and at least one measuring unit 124 .

[0287] In the exemplary embodiment shown, three neutral contact regions 26 are shown, each with a measuring cell 124. For example, each neutral contact region 26 is assigned a measuring cell 124, ie is electrically connected thereto.

[0288] By means of the signal source 122 and the measuring unit 124, it can be determined which neutral contact region 26 is in contact with the neutral electrode 90. This is preferably determined after the association at the contact point has been confirmed to be correct.

[0289] For example, in order to determine the neutral contact region 26 of the contact, in the vehicle contact unit 64 the neutral electrode 90 and the guard contact electrode 86 are electrically connected to one another by the control unit 100 of the vehicle connection device 14 .

[0290] The neutral contact electrode 90 may be as in Fig.10 As can be seen in the figure, they are also permanently electrically connected to each other.

[0291] The current source 122 can be electrically connected via a switching device 140, in particular a relay or a multiplexer, by means of one or more neutral contact regions 26, the contact of which is to be determined. The neutral contact region 26 to be measured is therefore part of a further circuit 142 when contacted.

[0292] A high-frequency signal is now generated by the signal source 122 of the ground contact unit 12 and is transmitted via the neutral contact region 26 and the neutral electrode 90 to the vehicle contact unit 64 .

[0293] If the neutral contact region 26 to be measured contacts the neutral electrode 90 , the high-frequency signal is transmitted again into the ground contact unit 12 and can then be detected by one of the measuring units 124 .

[0294] If the neutral contact region 26 to be measured does not contact the neutral electrode 90 , the resonant circuit remains open and no high-frequency signal can be detected at the measuring unit 124 .

[0295] The ground control unit 38 of the ground contact unit 12 therefore determines, based on the measurement results of the measuring unit 124 and the position of the switching device 140 , which neutral contact region 26 is in contact with the neutral electrode 90 .

[0296] Fig.14 a, 14 b, 14 c and 14 d show in more detail the manner for determining the contacted neutral contact region 26 and thus for determining the position of the vehicle contact unit 64 in the following case: the neutral electrodes 90 are electrically connected to one another in the base 78 .

[0297] exist Fig.14 In a, only the second ground sub-circuit 54 and the second vehicle sub-circuit 108 are shown, which are part of the used circuit 142. To simplify the illustration, the contacts of the signal source 122 are grounded, since this corresponds to the function of the configuration.

[0298] Four neutral contact regions 26 are shown, three of which are contacted via a neutral electrode 90 of the vehicle contact unit 64 .

[0299] The switching element 140 is represented by a switch which can connect each neutral contact region 26 to the signal source 122 or to ground.

[0300] Initially, only one neutral contact region 26 in each case is connected to the signal source 122 by means of an associated switch, and the signal in the loop 142 is measured by means of the measuring unit 124 .

[0301] exist Fig.14 In the situation shown in a, the neutral contact region 26 is connected to the signal source 122, which is not in contact. Therefore, there is no connection to ground, so that the signal source 122 cannot generate a high-frequency signal in the loop 142. No measuring unit 124 detects a high-frequency signal, from which it is determined that the neutral contact region 26 connected to the signal source 122 is not in contact. The connection to the signal source 122 is then disconnected by the switching element 140 and the other neutral contact region 26 is connected to the signal source 122, as in Fig.14 As can be seen in b.

[0302] In accordance with Fig.14In case b, the neutral contact area 26 connected to the signal source 122 is contacted via the neutral electrode 90 , that is, the second vehicle sub-loop 108 is connected to the second ground sub-loop 54 .

[0303] Due to the electrical connection of the neutral electrode 90 to the other neutral electrode 90 via the second ground sub-loop 108, there is now also an electrical connection to the other contacted neutral contact area 26, which is grounded via the switching element 140. The necessary grounding is provided in this way, so that a high-frequency signal is generated in the loop 142 by the signal source 122, which is detected by the corresponding measuring unit 124. It is determined from this that the corresponding neutral contact area 26 is in contact.

[0304] In the next step, the other neutral contact region 26 is then connected to the signal source 122 via the switching element 140 (see Fig.14 c) The neutral contact region 26 is selected in such a way that it is located in the vicinity of the contacting neutral contact region 26. If the neutral contact region 26 is also in contact, the high-frequency signal is also detected by the associated measuring unit 124, whereby contact is determined.

[0305] As long as two neutral contact regions 26 are detected as being in contact, there are only two possibilities as to which neutral contact region 26 is the missing third neutral contact region 26 .

[0306] Subsequently, one of the two neutral contact regions 26 is connected to the signal source 122 via the switching element 140 (see Fig.14 d) As described above, it is then determined by means of the associated measuring unit 124 whether the neutral contact region 26 is also in contact.

[0307] If this is the neutral contact region 26 of the contact, then the position of the base 78 or vehicle contact element 64 relative to the ground contact element 12 has been successfully determined and is now known. From this position, the contact region 30 of the contact can be directly inferred.

[0308] Similarly, it is possible to determine which phase contact region 30 is in contact with the phase electrode 94 .

[0309] The method can also be used to check whether the contact between contact electrodes 86 , 90 , 94 and the contact surface is interrupted during charging, in order to be able to activate an emergency function if necessary.

[0310] Fig.11 Similar to Figure 4 A third embodiment of the vehicle connection device 14 is shown. The difference from the first embodiment lies in the arrangement of the directional actuator 60 .

[0311] In the second embodiment, the orientation actuator 60 is arranged between the vehicle contact unit 64 and the contact actuator 62 .

[0312] For this purpose, the base 78 has a toothing 76 in which the gear wheel 70 of the orientation actuator 60 engages. The gear wheel 70 is coupled to an electric motor 66 which is connected to the base end of the contact actuator 62 in a rotationally fixed manner.

[0313] The base 78 and thus the entire vehicle contact unit 64 are rotatably fastened to the contact actuator 62 via a bearing (not shown).

[0314] The contact actuator 62 is mounted on its vehicle-side end in a rotationally fixed manner on a mounting portion 68 . However, it is also conceivable for it to be fastened directly to the vehicle 10 .

[0315] exist Fig.12 and 13 In, similar to Figure 3 and 6 The arrangement of contact regions 22 , 26 , 30 or contact electrodes 86 , 90 , 94 in a corresponding grid is shown.

[0316] Unlike the first embodiment, not only one type of phase contact region 30 or phase electrode 94 is provided, but three different types can be provided in each case, so that a three-phase alternating current can be transmitted. Accordingly, the local power grid is a three-phase alternating current grid, and the ground contact unit 12 has three different current terminals 40 for phases or external conductors.

[0317] The ground-contacting element 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 .

[0318] The L1 contact region 126 , the L2 contact region 128 , and the L3 contact region 130 form the phase contact region 30 .

[0319] The L1, L2 and L3 contact areas 126, 128 and 130 are therefore arranged in the third sub-grid G U3 The grid point of which is along the third sub-grid G U3 The direction of at least one of the basic vectors is arranged alternately in turn.

[0320] In other words, in the third subgrid G U3 There is no pair of nearest neighbors in which the pair consists of the same contact regions of L1 contact region 126, L2 contact region 128 and L3 contact region 130. For example, the nearest neighbors of L1 contact region 126 are three L2 contact regions 128 and three L3 contact regions 130, respectively.

[0321] With regard to the electrical connection, the L1 contact region 126, the L2 contact region 128 and the L3 contact region 130 are each connected to one of the outer conductors of the local grid. In order to check the contact, however, they can all jointly form the third ground sub-loop 58.

[0322] In a similar manner, the vehicle contact unit 64 has an L1 phase electrode 132 , an L2 phase electrode 134 , and an L3 phase electrode 136 , which collectively form the phase electrode 94 .

[0323] exist Fig.12 In the example shown in FIG. 4 , there is one L1 , L2 and L3 phase electrode 132 , 134 and 136 each, which in each case forms one of the phase electrodes 94 with respect to the first embodiment.

[0324] L1 , L2 and L3 phase poles 132 , 134 , 136 are each electrically connected to one of the external conductors of the onboard electrical system of vehicle 10 or are connected together via a control unit to form a third vehicle sub-circuit 110 .

[0325] The L1, L2 and L3 contact regions 126, 128 and 130 are located in the third sub-grid G U3 The arrangement or order in FIG. 8 corresponds to the order of the L1, L2 and L3 phase electrodes 132, 134 and 136 in the contact area 80. Therefore, the L1, L2 and L3 contact areas 126, 128 and 130 are similar to the vehicle contact unit 64 relative to the ground contact unit 12. Figure 7 aContacts L1, L2 or L3 phase electrode 132, 134 or 136 when properly oriented.

[0326] Even if the ground contact unit 12 has L1, L2 and L3 contact areas 126 , 128 and 130 as described, i.e. is designed for charging the vehicle 10 with alternating current or three-phase alternating current, it is still possible that a vehicle 10 designed for charging only with single-phase alternating current, i.e. has only the same phase electrodes 94 , can be charged via the ground contact unit 12 .

[0327] For this purpose, the vehicle contact unit 64 is contacted, as described above, with the ground contact unit 10. Subsequently, however, only one of the phase electrodes 94 is electrically connected to an external conductor of the onboard electrical system of the vehicle 10 and is used for charging.

[0328] The other two phase electrodes 94 are not connected, for example, on the vehicle side, and / or the phase electrodes 132 , 134 , 136 not used for charging are connected to a potential-free state or to a protective conductor.

[0329] An arrangement can also be provided in which, instead of the neutral contact region 26 or the neutral electrode 88, L1, L2 and L3 contact regions 126, 128, 130 or L1, L2 or L3 phase electrodes 132, 134, 136 are also provided, so that two L1, L2 and L3 phase electrodes 132, 134, 136 are respectively present on the vehicle contact unit 64. As a result, the conductor cross section for each phase can be increased, so that larger charging currents are possible.

[0330] It is also conceivable that the signal source 112 is provided in the vehicle contact unit 64 and the measuring unit 124 is provided in the ground contact unit 12 or vice versa. In this way, the correct correlation can also be determined as described above.

[0331] Furthermore, in this case, data can be transmitted from the signal source 112 by means of high-frequency signals to the measuring unit 124. A unidirectional data flow from the vehicle contact unit 64 to the ground contact unit 12 or vice versa is thereby possible.

[0332] If both vehicle contact unit 64 and ground contact unit 12 have signal sources 112 , 122 and measuring units 114 , 124 , a bidirectional data exchange is possible between vehicle contact unit 64 and ground contact unit 12 , ie between vehicle 10 and the rest of the charging system.

[0333] The same contact points can be used for data transmission as for current transmission, and data transmission is also possible during the charging process since high-frequency signals cannot be modulated into the charging current.

[0334] Of course, the features of the individual embodiments can also be combined with one another as desired.

Claims

1. A vehicle connection device for a vehicle battery charging system, for automatically and electrically conductively connecting a vehicle contact unit (64) to a ground contact unit (12), comprising: A vehicle contact unit (64) having a base (78) with a contact region (80), in which at least one first contact electrode (84), at least one second contact electrode (88) and at least one third contact electrode (92) are arranged, wherein the vehicle contact unit (64) can be moved in a contact direction (R K ) moves toward the ground contact unit (12) so as to bring at least one of the first contact electrodes (84), at least one of the second contact electrodes (88) and at least one of the third contact electrodes (92) into contact with the ground contact unit (12), and An directional actuator (60) is connected to the base (78) so that the directional actuator can rotate the base (78) around a rotation axis (D), the rotation axis being substantially along the contact direction (R K )stretch.

2. The vehicle connection device according to claim 1, It is characterized in that At least one of the first contact electrodes (84) is at least one guard contact electrode (86), at least one of the second contact electrodes (88) is at least one neutral electrode (90) or at least one positive DC electrode, and / or at least one of the third contact electrodes (92) is at least one phase electrode (94) or at least one negative DC electrode.

3. The vehicle connection device according to any one of the preceding claims, It is characterized in that At least one of the first contact electrodes (84), at least one of the second contact electrodes (88) and at least one of the third contact electrodes (92) are jointly arranged on the contact side of the base (78) in a base grid (G) in the form of a 2-dimensional Bravais grid. S ) on the grid points.

4. The vehicle connection device according to claim 3, It is characterized in that A magnet region (102) is provided in the contact region (80), in which a contact magnet (104) is provided in or on the base (78), wherein the contact magnet (104) determines the position of the rotation axis (D).

5. The vehicle connection device according to claim 4, It is characterized in that A magnet region (102) is provided at the midpoint of the contact region (80).

6. The vehicle connection device according to claim 4, It is characterized in that At least one of the first contact electrodes (84), at least one of the second contact electrodes (88) and at least one of the third contact electrodes (92) is arranged in the magnet area (102), and the contact magnet (104) is associated with the contact electrodes (84, 88, 92) arranged in the magnet area (102).

7. The vehicle connection device according to claim 6, It is characterized in that A first contact electrode (84) is arranged in the magnet region (102).

8. The vehicle connection device according to any one of claims 4 to 7, It is characterized in that The magnet area (102) is located on the base grid (G S ) at a grid point, wherein a contact electrode (84, 88, 92) is provided at the nearest adjacent grid point.

9. The vehicle connection device according to claim 8, It is characterized in that The third contact electrodes (92) and the second contact electrodes (88) are alternately arranged at the nearest adjacent grid points.

10. The vehicle connection device according to claim 8, It is characterized in that A contact electrode (84, 88, 92) is provided at the next grid point adjacent to the magnet region (102).

11. The vehicle connection device according to claim 10, It is characterized in that A first contact electrode (84) is provided at the next grid point adjacent to the magnet region (102).

12. The vehicle connection device according to claim 1 or 2, It is characterized in that At least three second contact electrodes (88) and / or at least three third contact electrodes (92) are provided for transmitting alternating current, wherein at least one of the at least three second and / or third contact electrodes (88, 92) is an L1 phase electrode (132), at least one other of the at least three second and / or third contact electrodes (88, 92) is an L2 phase electrode (134), and at least one other of the at least three second and / or third contact electrodes (88, 92) is an L3 phase electrode (136).

13. The vehicle connection device according to claim 1 or 2, It is characterized in that The vehicle connection device (14) has a signal source (112) for high-frequency signals and / or a measuring unit (114) for high-frequency signals for contact and correlation checking of the connected contact points, wherein the measuring unit is electrically connected to at least one of the first contact electrodes (84), at least one of the third contact electrodes (92) and / or at least one of the second contact electrodes (88).

14. The vehicle connection device according to claim 1 or 2, It is characterized in that The directional actuator (60) includes an electric motor (66), an output shaft of which is connected to the vehicle contact unit (64) for transmitting torque.

15. A ground contact unit for a vehicle battery charging system, for automatically and electrically conductively connecting the ground contact unit (12) and a vehicle contact unit (64), comprising a plate-shaped basic body (16) and a first contact area (20), a second contact area (24) and a third contact area (28), which are arranged on a target surface (18) of the basic body (16) in a main grid (G) in the form of a 2-dimensional Bravais grid. H )middle, wherein the first, second and third contact regions (20, 24, 28) are different from each other, The first contact area (20) is arranged in a first sub-grid (G) in the form of a 2-dimensional Bravais grid. U1 ), the second contact region (24) is arranged in a second sub-grid (G U2 ), and the third contact region (28) is arranged in a third sub-grid (G) in the form of a 2-dimensional Bravais grid U3 )middle, The first subgrid (G U1 ), the second sub-grid (G U2 ) and the third sub-grid (G U3 ) intertwined with each other, Wherein along the main grid (G H ), the first contact area (20), the second contact area (24) and the third contact area (28) appear alternately.

16. The ground contacting unit according to claim 15, It is characterized in that The ground contact unit (12) has a ground control unit (38) and a first ground terminal (40.1), a second ground terminal (40.2) and a third ground terminal (40.3) for connecting the ground contact unit (12) on the ground side. The first contact area (20) is electrically connected to the first ground terminal (40.1), And wherein the ground control unit (38) is designed to connect the second contact area (24) to at least two of the first ground terminal (40.1), the second ground terminal (40.2) and the grounding part for electrical connection, and / or to connect the third contact area (28) to at least two of the first ground terminal (40.1), the third ground terminal (40.3) and the grounding part for electrical connection.

17. A ground contacting unit according to claim 15 or 16, It is characterized in that The first contact region (20) is a guard contact region (22), the second contact region (24) is a neutral contact region (26) or a positive DC contact region, and / or the third contact region (28) is a phase contact region (30) or a negative DC contact region.

18. A ground contacting unit according to claim 15 or 16, It is characterized in that Three sub-grids (G U1 , G U2 , G U3 ) are the same grid, and / or the main grid (G H ) and three sub-grids (G U1 , G U2 , G U3 ) are of the same type.

19. The ground contacting unit according to claim 18, It is characterized in that The main grid (G H ), the first sub-grid (G U1 ), the second sub-grid (G U2 ) and / or the third sub-grid (G U3 ) is a hexagonal grid.

20. A ground contacting unit according to claim 15 or 16, It is characterized in that At least three second contact regions (26) and / or at least three third contact regions (28) are provided for transmitting alternating current, wherein at least one of the at least three second and / or third contact regions (26, 28) is an L1 contact region (126), at least one further contact region of the at least three second and / or third contact regions (26, 28) is an L2 contact region (128), and at least one further contact region of the at least three second and / or third contact regions (26, 28) is an L3 contact region (130), wherein the at least one L1 contact region (126), the at least one L2 contact region (128) and the at least one L3 contact region (130) are arranged along the third sub-grid (G U3 )'s basic vector (u 3,1 ,u 3,2 ) appear alternately in at least one direction.

21. A ground contacting unit according to claim 15 or 16, It is characterized in that A magnetic element (46) is arranged in the first contact region (20), in the second contact region (24) and / or in the third contact region (28) in or on the base body (16).

22. The ground contacting unit according to claim 21, It is characterized in that The magnetic element (46) is a ferromagnetic element.

23. The ground contacting unit of claim 21, It is characterized in that The magnetic elements (46) respectively surround an electrical line (44) which electrically contacts the corresponding contact area (20, 24, 28).

24. A ground contacting unit according to claim 15 or 16, It is characterized in that The ground contact unit (12) has a signal source (122) for high-frequency signals and / or a measuring unit for high-frequency signals (124), which is electrically connected to the first contact area (20), the second contact area (24) and / or the third contact area (28).

25. An automated vehicle coupling system having a vehicle connection device (14) according to any one of claims 1 to 14 and a ground contact unit (12) according to any one of claims 15 to 24.

26. The automated vehicle coupling system of claim 25, It is characterized in that Base grid (G S ) and the main grid (G H ) substantially correspond to each other and / or the directional actuator (60) is connected to the base (78) such that the directional actuator can rotate the base (78) along the ground contact unit (12).

27. The automated vehicle coupling system of claim 26, It is characterized in that The base grid (G S ) and the main grid (G H ) substantially correspond to each other and / or the directional actuator (60) is connected to the base (78) so that the directional actuator can rotate the base (78) along the ground contact unit (12) when contact exists between the contact electrode (84, 88, 92) and the contact surface.

28. The automated vehicle coupling system according to any one of claims 25 to 27, It is characterized in that The vehicle connection device (14) is constructed at least according to claim 4, and the ground contact unit (12) is constructed at least according to claim 21, wherein the magnetic element (46) of the vehicle contact unit (64) cooperates with the contact magnet (104) to fix the vehicle contact unit (64) to the ground contact unit (12) and to form the rotation axis (D).

29. A method for automatically and electrically conductively connecting a vehicle contact unit (64) to the ground contact unit (12) of an automated vehicle coupling system (15) according to any one of claims 25 to 28, comprising the following steps: a) moving the vehicle contact unit (64) along a contact direction (R K ) is lowered toward the ground contact unit (12) until the vehicle contact unit (64) contacts the ground contact unit (12), b) checking whether a specific contact electrode (84, 88, 92) of the vehicle contact unit (64) contacts at least one corresponding specific contact area (20, 24, 28) of the ground contact unit (12), and c) rotating the vehicle contact unit (64) about the rotation axis (D) if no electrical contact or sufficient electrical contact exists between at least one specific contact electrode (84, 88, 92) and at least one corresponding specific contact region (20, 24, 28).

30. The method according to claim 29, It is characterized in that During the rotation or after the end of the rotation, it is checked whether at least one specific contact electrode (84, 88, 92) contacts the at least one corresponding contact area (20, 24, 28).

31. The method according to claim 29 or 30, It is characterized in that At least one specific contact electrode (84, 88, 92) is one or more of at least one of the first contact electrodes (84), and at least one specific contact region (20, 24, 28) is one or more of at least one of the first contact regions (20).

Images