Locking device and battery assembly and disassembly device for traction batteries of motor vehicles

Abstract

The invention relates to a locking device for a traction battery of a motor vehicle and to a battery assembly and disassembly device, in particular to a locking device for a traction battery of a motor vehicle, comprising a locking member which is pivotably arranged about a rotation axis for engaging a locking bolt of the traction battery from below, such that in a first position of the locking member the locking bolt is vertically movable into a locking position and in a second position of the locking member the locking member engages the locking bolt from below vertically in the locking position, and a triggering structure for causing a pivoting of the locking member. The triggering structure is designed to cause a pivoting movement of the locking member about its rotation axis by a mechanical engagement with an interaction mechanism on a lifting mechanism carrying the traction battery. A battery assembly and disassembly device suitable therefor is also proposed.

Description

TECHNICAL FIELD

[0001] The invention relates to a locking device for a traction battery of a motor vehicle, wherein the traction battery is mountable and demountable by a translatory movement in vertical direction on the motor vehicle and has a locking bolt projecting here transversely to the vertical direction, wherein the locking device comprises a locking part, which is pivotably arranged about a rotation axis, for engaging the locking bolt of the traction battery from below, such that in a first position of the locking part the locking bolt is vertically movable into a locking position and in a second position of the locking part the locking part engages the locking bolt from below vertically in the locking position, and a triggering structure for causing a pivoting of the locking part.

[0002] Furthermore, the invention relates to a battery mounting and demounting device which is suitable for cooperation with the locking device. BACKGROUND

[0003] One goal of the development of high-voltage traction batteries is to design the volume of the battery cells as large as possible and the housing as small as possible, wherein all mechanical load cases must be borne. In order to achieve a high power and energy density, the structural components must be designed as space-saving as possible. At the same time, in addition to the installation space for the battery cells, sufficient installation space must be reserved inside the housing for electrical lines and controllers. Replacing a fixedly installed traction battery involves high costs and requires well-trained specialists. In the course of future mobility concepts, for example "MaaS" (Mobility as a Service), in which personnel transport is no longer carried out using private vehicles, but different mobility services, such as car sharing, shuttle services, taxis or public personnel transport, are provided tailored to the customer's needs, faster, automated replacement of the traction battery becomes increasingly important. Here, the limits of existing, mainly manual, solutions are quickly reached or exceeded.

[0004] Therefore, there is a need for a solution which enables a quick and simple replacement of the traction battery. Here, it is sought to mount and demount the traction battery by a substantially translatory vertical movement (Z-swap). Such a replacement system is known and described, for example, in WO 2012 / 052511 A1 and EP 3736150 A1.

[0005] A generic locking device for traction batteries of motor vehicles is known from the already mentioned WO 2012 / 052511 A1. The known locking device enables a purely vertical movement of the traction battery when being loaded into and unloaded from the motor vehicle. The locking device comprises a latch with which a locking bolt located on the traction battery engages during the vertical push-in movement of the traction battery. Here, the locking bolt pivots the latch, which is locked by a pawl after overcoming an elastically pre-tensioned pawl. By the locking of the latch of the pawl with the locking bolt, the locking bolt is held in its locked position. Upon unlocking, the pawl must be actuated against its elastic pretension in order to pivot the latch into its open position due to the weight of the traction battery, thereby releasing the locking bolt. It is further known from WO 2012 / 052511 A1 that the traction battery is electrically contacted by the locking device and the locking bolt.

[0006] A further locking device is known from EP 3736150 A1, which likewise allows a vertical movement of the traction battery when being loaded into and unloaded from the motor vehicle. This also allows a quick snap connection between the traction battery and the vehicle-side structure. However, unlike WO 2012 / 052511 A1, the locking device is arranged on the traction battery. Furthermore, locking and unlocking require a rotary tool, the rotation axis of which must extend vertically. SUMMARY

[0007] It is an object of the present application to simplify the locking and unlocking of the traction battery required here in order to facilitate the exchange process, in which, in addition to the reliable securing of the traction battery on the motor vehicle, a high level of process reliability is also sought in the preferably automated exchange process.

[0008] This object is achieved by a locking device according to the application. The locking device according to the application is characterized in that its actuation structure is designed to cause a pivoting movement of the locking component about its rotation axis by mechanical engagement with an interaction mechanism on a lifting mechanism carrying the traction battery.

[0009] Unlike WO 2012 / 052511 A1, it is not the locking bolt that triggers and controls the locking process, but rather a separate, independent interaction mechanism of the battery assembly and disassembly device. As a result of this decoupling, the transition from the unlocked position to the locked position and vice versa can be carried out essentially without the weight of the traction battery. As a result, the locking device can be designed very simply and compactly, which ultimately supports the above-mentioned object of developing high-voltage traction batteries.

[0010] The locking device for mechanically securing a traction battery according to the application is suitable for all types of high-voltage battery systems. The locking device can be used both for conventional fixedly installed battery systems and for battery systems in the context of battery exchange systems.

[0011] The special design of the locking device is another aspect of this invention.

[0012] In the first special design, the axis of rotation of the locking component extends through the locking bolt in the locked position. The locking component thus pivots about the locking bolt in the locked position, keeping the kinematics of the locking device to be installed on the vehicle simple.

[0013] The locking component preferably has an engagement section designed as a sleeve section for engaging with the locking bolt. This locking component allows for a simple way to prevent displacement of the locking bolt in a plane perpendicular to the axis of rotation.

[0014] In another preferred design, the sleeve section extends in an arc range of 150° to 180° around the axis of rotation.

[0015] Specifically, the joint section of the sleeve section can be designed to engage with the annular groove on the locking bolt, so as to also limit displacement in the longitudinal direction of the axis of rotation. In this case, the length of the sleeve section is preferably equal to the width of the annular groove, wherein, in the present case, a clearance fit is of course implied in order to achieve a simple engagement.

[0016] Preferably, the locking member can pivot about a rotation axis between a first position and a second position at an angle ranging from 90° to 120°. An angle of at least 90° is advantageous to ensure the security of the locking height. Too large an angle can be disadvantageous in some cases when pivoting the locking member from the first open position to the second, downwardly engaged position, as the locking bolt may move vertically upwards out of the lock due to tolerances.

[0017] In another specific design embodiment of the invention, the actuating structure includes a connecting segment arranged radially outward from the locking member's bolt. Therefore, this actuating structure can be easily and directly engaged with the interaction mechanism of the battery assembly and disassembly device. As a result, the structure of the locking member remains very simple and compact. However, an intermediate component can also be provided between the connecting segment and the interaction mechanism, arranged on the vehicle side as a transmission stage. This intermediate component enables more flexible actuation of the locking member.

[0018] The actuating structure, for example, can be designed to convert the motion of the lifting mechanism used for traction batteries into pivoting motion of the locking component about its axis of rotation.

[0019] In its simplest form, the actuating mechanism is designed so that the vertical lifting motion of the lifting device is converted into the pivoting motion of the locking component around its axis of rotation.

[0020] In this case, no additional actuator is needed for the actuation mechanism. Specifically, the lifting motion of the traction battery during insertion and removal is mechanically converted into an actuation of the locking device. However, the actuation mechanism for locking and unlocking can also be engaged with an interaction mechanism actuated by external energy on the battery assembly and disassembly device side.

[0021] In a further modification, the interaction mechanism for locking and unlocking, triggered by external energy, could be placed on the vehicle itself, but this would require additional installation space and tend to increase vehicle weight. Overall, it is therefore more economical to relocate the interaction mechanism to the side of the battery assembly and disassembly unit, regardless of whether the mechanism is currently passively triggered or triggered by external energy.

[0022] In another specific embodiment of the invention, the locking member has a drive section positioned end-side in front of the bolt in the locked position. Here, the actuating mechanism includes an engagement section disposed on the drive section. The force applied by the interaction mechanism can therefore be placed closer to the pivot bearing of the locking member. This improves the stability of the locking device.

[0023] As already mentioned, according to another specific design approach, the actuation structure may include a transmission stage, wherein the input of the transmission stage is designed to interact with the lifting device, and the output of the transmission stage is coupled to the locking component. This allows for a more flexible arrangement of the force introduction structure for actuating the locking device.

[0024] In one design variant, the actuating structure includes teeth. Actuation can then be achieved via a rack or gears. The rack allows for a relatively simple conversion of the translational movement of the traction battery during insertion and removal into the pivoting movement of the locking mechanism.

[0025] In another design variation, the actuating structure may include a lever arm constructed on the locking member for pivoting the locking member, the lever arm protruding from the locking member on the outside away from the locking bolt.

[0026] In another specific design of the invention, the locking component is pushed to a second position by a spring mechanism. In the untouched state, the locking mechanism is therefore closed. Thus, an action is required to open it. This improves security.

[0027] In another specific design, the locking component is pushed to a first position by a spring mechanism. In this case, the locking component forms a locking structure, such as a protrusion or recess, for locking with the locking bolt in a second position, thereby preventing accidental opening. The locking structure is arranged such that the engagement of the locking structure with the locking bolt is assisted by the weight of the traction battery.

[0028] In another particular design of the invention, electrical contact with the traction battery is achieved via a locking device. This achieves a high level of functional integration, saving installation space and additional components. For this purpose, the locking component may preferably have an electrical contact surface for electrical contact with the traction battery via a locking bolt, wherein this electrical contact surface is arranged on the locking component such that electrical contact with the traction battery via the locking bolt is interrupted in a first position and established in a second position.

[0029] This locking device allows for a high degree of design freedom in high-voltage battery systems. Utilizing a standardized type of coupling component, it enables both mechanical and electrical coupling, while simultaneously providing locking. Furthermore, it allows for a high degree of standardization, as both mechanical connections and high-voltage electrical contacts are equipped with the same type of coupling component. Therefore, the battery assembly and disassembly devices for rapid traction battery replacement can also be designed to be very simple and highly standardized.

[0030] Therefore, the above-mentioned objective is also achieved by a battery assembly and disassembly device for a traction battery for a motor vehicle according to the present invention. It specifically includes: a lifting mechanism having a platform for carrying the traction battery, wherein the platform is movable vertically; and an interaction mechanism for actuating a locking device of the type described above disposed on the side of the motor vehicle, wherein the interaction mechanism is arranged on the platform. Using this device, the traction battery can be replaced quickly. In particular, the process can be automated.

[0031] In a particular design of the battery assembly and disassembly device, the interaction mechanism includes: an actuating rod for engaging with the actuating structure of the locking device; a spring seat for holding the actuating rod in a vertically raised position, wherein the spring seat is designed such that the actuating rod can be lowered vertically against the spring seat; and a spindle for raising the lowered actuating rod back vertically against the spring seat. This allows for a simple way to utilize platform movement to not only move the traction battery to its mounting position on the vehicle or remove it from there, but also simultaneously induce locking and unlocking in coordination with the locking position of the traction battery's locking bolts. No additional actuators are required.

[0032] In another particular design of the battery assembly and disassembly device, the interaction mechanism may include a rack that can be vertically displaced with the platform to engage with the actuating structure of the locking device.

[0033] The rack can also be a horizontally moving rack for engaging with the actuating structure of the locking device, wherein the rack is preferably driven by external energy.

[0034] Furthermore, the interaction mechanism may have a gear for engaging with the actuating structure of the locking device, wherein the gear is preferably driven by external energy.

[0035] Furthermore, a pivot lever for engaging with the actuating structure of the locking device is possible, wherein the pivot lever is preferably driven by external energy and / or driven on the direction-changing side. Attached Figure Description

[0036] The invention will now be explained in more detail with reference to the accompanying drawings. The drawings below illustrate:

[0037] Figure 1 This is a view of the traction battery with locking bolts;

[0038] Figure 2 This is a schematic diagram of the operation mode of an embodiment of the locking device according to the present invention, wherein the lower half of the figure shows a longitudinal view and a cross-sectional view in the unlocked position, and the upper half of the figure shows the locked position;

[0039] Figure 3 This is a diagram showing the traction battery on the vehicle in the unlocked position (top) and locked position (bottom);

[0040] Figure 4 The first variant of the trigger structure is shown;

[0041] Figure 5 This is a schematic diagram of an embodiment of the battery assembly and disassembly device;

[0042] Figure 6 This is a schematic diagram of the damping mechanism on this battery assembly and disassembly device;

[0043] Figure 7 This is a schematic diagram of the locking device when the traction battery is installed;

[0044] Figure 8 This is a schematic diagram of the reset of the interaction mechanism of the battery assembly and disassembly device;

[0045] Figure 9 This is a diagram illustrating the unlocking of the locking device when the traction battery is removed.

[0046] Figure 10 An alternative triggering structure is shown;

[0047] Figure 11 Other alternative trigger structures are shown;

[0048] Figure 12 An alternative locking component is shown;

[0049] Figures 13 to 15 Other alternative trigger structures are shown;

[0050] Figure 16 This is a schematic diagram showing electrical contact achieved through a locking device;

[0051] Figure 17 An alternative elastic preload for the locking component is shown; and

[0052] Figure 18 A design variant for noise reduction is shown. Detailed Implementation

[0053] Figure 1 The diagram exemplarily illustrates a traction battery 1 for a motor vehicle. This traction battery includes a housing 2 that accommodates individual battery cells and multiple laterally projecting locking bolts 3, which in some design variations also serve as power connectors. The traction battery 1 can be inserted and removed via vertical translational movement within the motor vehicle. Figure 1 All other figures and descriptions below are uniformly represented by "z". The vehicle's longitudinal and lateral directions are represented by "x" and "y", respectively.

[0054] Locking bolt 3 Figure 1 It extends along the longitudinal direction x of the vehicle. However, orientation along the lateral direction y of the vehicle is also possible.

[0055] The locking bolt 3 is preferably designed to have a cylindrical cross-section. In some design variations, these locking bolts may be provided with annular grooves 4, the function of which will be explained in more detail below.

[0056] To secure the traction battery 1 to the vehicle, a special locking device 10 is provided, each of which engages with a locking bolt 3. Possible implementations of the locking device 10 are explained in more detail below, wherein these explanations are always related to the locking device 10.

[0057] The locking device 10 includes a locking component 11, which is pivotally mounted about a rotation axis A for engaging the locking bolt 3 of the traction battery 1 from below.

[0058] Figure 2 A locking component 11 that works in conjunction with a locking bolt 3 is shown. It is assumed here that the locking bolt is in its locked position, i.e., the traction battery 1 is fixed in its installed position on the motor vehicle.

[0059] In the lower half of the figure, the locking component 11 is shown in a first position, in which the locking bolt 3 can be moved vertically, i.e., along the z-direction, to the locked position shown, or moved out of the locked position. This position is sometimes referred to below as the unlocked position, in which the traction battery 1 can be replaced.

[0060] The upper half of the figure shows the second position of the locking member 11, in which the locking member 11 vertically engages the locking bolt 3 from below in the locked position. As a result, the locking bolt 3, and thus the traction battery 1, are secured and locked to the motor vehicle.

[0061] These two positions are reached by rotating the locking component 3 around the rotation axis A. The locking component is mounted on the vehicle body via bearings not shown in detail.

[0062] As from Figure 2 As can be seen, the rotation axis A of the locking component 11 extends longitudinally through the locking bolt 3 in the locked position. Preferably, the rotation axis A actually coincides with the longitudinal axis of the locking bolt 3 in the locked position.

[0063] The locking component 11 has a mating section 13, preferably designed as a sleeve section 12, for engaging with the locking bolt 3. The sleeve section 12 extends in an arc of 150° to 180° around the axis of rotation A. As a result, the locking bolt is fixed in the yz-plane, as... Figure 2 As shown in the upper right corner.

[0064] The sleeve section 12 can be constructed in a semi-circular or shell shape.

[0065] Fixation in the X direction can be achieved by inserting the locking member 11, with its engaging section 13, into the annular groove 4 optionally present on the locking bolt 3. Specifically, Figure 2 The length of the joint section 13 of the middle sleeve section 12 can be equal to the groove width of the annular groove 4, thereby resulting in additional fixation in the direction x when locked.

[0066] As described above, the locking bolt 3 reaches its locked position by movement along the z-direction. In the first position, the locking member 11 is therefore substantially above the locked position. The locking member 11 can pivot about the rotation axis A between the first and second positions by an angle α ranging from 90° to 120°, more preferably from 100° to 110°.

[0067] An angle of at least 90° α is advantageous to ensure a high level of locking reliability, especially in the y-direction. An angle greater than 120° α can sometimes be disadvantageous when pivoting the locking component from the first open position to the second, lower engaged position, as the locking bolt 3 may move vertically upward out of the lock due to tolerances, which is reliably prevented within the specified angle range.

[0068] Figure 3The diagram shows the installation of the traction battery 1 on the vehicle, with the locking device 10 in both the unlocked (upper) and locked (lower) positions. After the traction battery 1 retracts along the Z-direction, the locking member 11 rotates about a rotation axis A, which can then coincide with the longitudinal axis of the locking bolt 3, and is positioned laterally below the locking bolt 3. During this rotation, the angle of the locking member 11 changes from 90° to 120°. In this second position, the locking member 11, in cooperation with the locking bolt 3, locks the high-voltage battery system to the vehicle 5. Locking in the y and z directions is achieved by the locking member 11 itself. Locking in the x-direction is ensured by engagement with the reduced cross-section of the locking bolt 3. For this purpose, the length of the locking member 11 can be approximately the same as the length of the bolt region with the reduced cross-section. The abrupt change in cross-section and the thickness of the locking member 11 can also be matched so that the locking bolt 3 always abuts against the locking member 11 in a manner of abrupt change in cross-section as it moves along its longitudinal axis—in both directions, thereby preventing the movement or reducing the movement to a small, predetermined, and sometimes individually adjustable gap.

[0069] Optionally, the locking member 11 can extend as an extension section 14, or be integrally connected to it, to drive its rotational movement about the rotation axis A. This extension section may include a larger bolt cross-section at the end of the locking bolt 3 furthest from the battery system. Similarly, the extension section 14 may also be integrally connected to a rotatable drive section 15, preferably arranged parallel to the bolt cross-section, for the same purpose. The locking member 11... Figure 8 The drive section 15 shown is located in the locking position on the end side in front of the locking bolt 3.

[0070] To allow the locking member 11 to pivot about the axis of rotation A, the locking device 10 has an actuating structure 16. This actuating structure is designed to cause the locking member 11 to pivot about its axis of rotation A through mechanical engagement with an interaction mechanism 22 on the lifting mechanism 21 carrying the traction battery 1. This interaction with the external battery assembly and disassembly device 20 outside the vehicle actuates the locking device 10. The locking bolt 3 moves unimpeded to the locked position without triggering the pivoting of the locking member 11 or otherwise interacting with it. Currently, control of the locking device 10 is not achieved through the locking bolt 3, but through a structure on the battery assembly and disassembly device 20.

[0071] Figures 4 to 8 A first variant of the trigger structure 16 and the corresponding battery assembly and disassembly device 20 is shown. The latter... Figure 5As shown, it includes a lifting mechanism 21 having a platform 23 for carrying the traction battery 1 and an interaction mechanism 22 including a locking device 10 arranged on the side of the vehicle. Here, the locking, unlocking, and retraction of the traction battery 1 can be achieved by using the locking bolt 3 through the pure vertical movement (z-motion) of the platform 23 carrying the traction battery 1.

[0072] As the actuating structure 16, a toothed engagement section 17 is provided on the locking member 11. The engagement section 17 is located radially outward from the locking bolt 3 on the locking member 11, currently located, for example, outward from the sleeve section 12. However, a corresponding engagement section 17 may also be provided on the driving section 15.

[0073] In the case where the connecting section 17 is directly or intermediately connected to the transmission section, it is in conjunction with... Figures 5 to 8 The interaction mechanism 22 of the battery assembly and disassembly device 20, schematically shown, works in conjunction with the battery assembly and disassembly device 20. This device includes the previously mentioned lifting mechanism 21, which has a platform 23 for carrying the traction battery 1. The platform 23 is movable vertically in the z-direction. The interaction mechanism 22 is mounted on the platform 23 and is used to actuate the locking device 10 located on the vehicle side. An interaction mechanism 22 is provided for each locking bolt 3.

[0074] like Figures 6 to 8 As shown, the interaction mechanism 22 includes: an actuating rod 22a for engaging with the actuating structure 16 of the locking device 10; a spring seat 22b for holding the actuating rod 22a in a vertically raised position, wherein the spring seat 22b is designed such that the actuating rod 22a can be vertically lowered in the event of overcoming the spring seat 22b; and a spindle 22c for re-vertically raising and lowering the actuating rod 22a in the event of overcoming the spring seat 22b.

[0075] exist Figures 4 to 9 In the variant shown, the actuating rod 22a has teeth that can engage with the teeth of the actuating structure 16 of the locking device 10.

[0076] To install the traction battery 1 on the motor vehicle 5, the traction battery is placed on the platform 23. The platform 23 is then raised vertically in the z-direction. In this situation, the trigger lever 22a is in the vertically raised position, as shown below. Figure 7 Position (a) is shown. During the upward movement, the actuating lever 22a engages with the actuating structure 16 of the locking device 10 so as to pivot the locking member 11 to the first, open position based on further upward movement. Figure 4 (Above). The translational motion of the lifting mechanism 21 is here converted into the rotational motion of the locking member 11. This causes the locking device 10 to open and causes the locking bolt 3 to freely engage the locked position.

[0077] Optionally, the spring mechanism can be tensioned on the locking member 11 and store energy.

[0078] The locking bolt 3 follows the actuating rod 22a in time, so that the locking bolt 3 only reaches the locked position when the locking device 10 is fully open. The actuating rod 22a reaches the vehicle body contact point 6 almost simultaneously at its termination position. Figure 7 Position (b) in the middle). This causes the spring seat 22b below the actuating rod 22a to be overcome. In the illustrated embodiment, the corresponding spring is horizontally biased to the side, so that the actuating rod can no longer be fixed due to the widening to the maximum width of the actuating rod 22a. Therefore, the actuating rod 22a slides downward in the z direction ( Figure 7 Position (c) in the middle, and drive the locking member 11 in the opposite direction, so that the locking member locks and rotates around the locking bolt 3 in the process.

[0079] The downward movement can be reinforced by the aforementioned optional spring mechanism 19 on the locking member 11, such as a torsion spring, which releases its energy in the opposite direction and supports and accelerates the locking process.

[0080] As a result, the traction battery 1 is fixed and locked to the vehicle. The platform 23 can therefore be lowered in the Z direction, and the vehicle is released.

[0081] In the battery assembly and disassembly device 20, such as Figure 8 As shown in the sequence (a) to (e), when the platform 23 is lowered, the actuating rod 22a passes through the spindle 22c, which acts as a suitable support, and is also in the initial lifting position. The support is fixed in place. When the actuating rod 22a reaches... Figure 8 When in position (a), the spring seat 22b widens ( Figure 8 Position (b) in the middle), and the trigger lever 22a is pressed through the platform as the platform 23 is further lowered ( Figure 8 Position (c) in the middle, until the trigger lever 22a overcomes the spring seat 22b ( Figure 8 After reaching its initial position (d) in the middle. Figure 8 The position (e) is held in the initial position by the spring seat 22b, thus allowing it to... Figure 7 A new procedure begins at position (a) in the middle.

[0082] Figure 9 The removal of the traction battery 1 is shown. In this case, platform 23 is initially left unequipped. If necessary, a damping component 28 can be installed on this platform, which can be almost completely compressed in terms of its height due to the weight of the traction battery 1.

[0083] existFigure 6 The damping component 28, as exemplified in the diagram, can be, for example, a pad made of a low-density foam material. If necessary, the damping component 28 dampens the impact on the traction battery 1 upon removal. The thickness of the damping component 28 is equal to the diameter of the locking bolt 3, with a tolerance of approximately + / - 15%.

[0084] When removed, the actuating lever 22a is in its initial raised position when the unequipped platform 23 is raised, wherein the platform is supported on the spring seat 22b. Figure 9 Position (a)). Platform 23 moves vertically upward until the trigger lever 22a unlocks the locking device 10, similar to... Figure 7 (b) The locking device 10 is unlocked slightly before the end position of the traction battery 1.

[0085] After unlocking, the traction battery 1 descends to platform 23 or onto the damping component 28 located on the platform due to its own weight. The trigger lever 22a contacts the vehicle body and can be lowered by overcoming the spring seat 22b. Figure 9 Before position (b) in the middle, the lifting mechanism 21 with platform 23 stops moving upward. Preferably, the upward movement of the locking bolt 3 stops approximately half a diameter before impacting the trigger rod 22a. This also roughly corresponds to the thickness of the damping mechanism 28, which can therefore easily contact the traction battery 1 at this position.

[0086] Then platform 23 is lowered, and traction battery 1 can be removed. During this lowering process, trigger lever 22a remains in its raised position. Figure 9 The position (c) is then adjusted so that it is back in its initial position for subsequent installation of the new traction battery 1.

[0087] When needed, it can be based on Figure 7 In the process, the trigger lever 22a is lowered by moving it against a corresponding support on the side of the battery assembly and disassembly device 20 using the platform 23, rather than against the vehicle body.

[0088] Many modifications can be made to the above embodiments, which will be explained below. Even though these modifications are shown separately, they can be combined with each other, as well as with the above embodiments and the variations shown therein, in a suitable manner. The separate views are only used for clarity and to avoid a full explanation of every individual permutation possibility. However, such permutations are clearly the subject of this disclosure.

[0089] Figure 10An alternative design for the actuating structure 16 is shown. In the current configuration, the actuating structure includes a lever arm 18 constructed on the locking member 11 for pivoting the locking member 11 about a rotation axis A. The lever arm 18 protrudes from the locking member 11 on the outside opposite to the locking bolt 3. This lever arm replaces the design according to... Figure 4 The teeth. However, in other respects, the locking member 11 can be designed as explained above. In particular, the lever arm 18 can also be provided on the drive section 15 instead of on the sleeve section 12.

[0090] According to Figure 10 In this design variant, the locked state is the normal state. The interaction mechanism 22 must actively unlock the locking device 10. This provides additional security and makes the system fail-safe, as action must always be taken to unlock. For this purpose, the spring mechanism 19 pushes the locking component 11 into the second locked position (in...). Figure 10 (The right side of the middle).

[0091] The lower edge of the locking bolt 3 in its locked position serves as the boundary line s of the lowest possible arrangement of the lever arm 18, because this lower edge can represent the lowest point of the high-voltage battery system, and any possible damage to the lever assembly below the traction battery 1, false triggering of the lock, etc., is undesirable. At the same time, by arranging the lever arm 18 as low as possible, the installation space required in the vehicle for driving the locking component 11 is minimized.

[0092] The interaction mechanism 22 is adapted to the modified actuation structure 16. On the vehicle side, the rigid lever arm 18 is preferably integrally constructed with the engagement section 13 of the locking member 11, which is preferably designed as a sleeve section 12, while the spring mechanism 19 and the return spring are preferably hinged on both sides of the locking member 11 and the vehicle body. During battery replacement, the interaction mechanism 22 actuates the lever arm 18 to rotate via the pivot lever 29 (in... Figure 10 (Left side of the middle), thereby rotating the locking member 11 from the locked position to the unlocked position. Here, the platform 23 receives the traction battery 1 planarly. The traction battery 1 can now be removed downward in the z direction. The spring mechanism 19, which is tensioned under pressure due to this movement, then releases the energy stored therein, i.e., after the removal / return interaction mechanism 22, so that the locking member 11 automatically rotates and automatically returns to the locked position.

[0093] The rotational movement of the interaction mechanism 22 can be coupled with the movement of the platform 23. However, the platform can also be equipped with its own actuator, which is controlled according to the movement of the platform 23 in order to unlock the locking device 10.

[0094] In the design variant shown, the locking device 10 closes automatically via the spring mechanism 19. However, an additional interaction mechanism 22 can also be specified for the locking direction, whether it is passive or triggered by external energy.

[0095] External locking can also be achieved via actuators on the vehicle, but this would increase the required installation space.

[0096] Figure 11 Other variations of the pivoting of the locking member 11 are shown. Again, a gear or rack solution is used to rotate the locking member 11. Different designs based on this principle are also possible here, with only one variation described exemplary. In this design, the locking device 10 includes an additional external gear ring 17a as part of the actuating structure 16, wherein a drive gear 17b, as another part of the actuating structure 16 of the locking device 10, engages with the external gear ring to drive it.

[0097] During battery replacement, the drive gear 17b is moved by the interaction mechanism 22, which is either an actuator gear 24 or an actuator rack 25 at this level. This enables the pivoting of the locking member 11 relative to the locking bolt 3.

[0098] If the interaction mechanism 22 of the battery assembly and disassembly device 20 is designed accordingly, the drive gear 17b may be omitted.

[0099] Optionally, an additional locking mechanism for driving gear 17b can be provided, which must be unlocked when the battery is replaced to prevent accidental misoperation.

[0100] For the arrangement of drive gear 17b, a similar approach is recommended. Figure 10 The arrangement is such that its lower edge should be at the height of the lower edge of the locking bolt 3 in the locking position.

[0101] For the actuator gear 24 or actuator rack 25, a suitable drive mechanism preferably actuated by external energy can be provided on the side of the battery assembly and disassembly device 20.

[0102] As another variant Figure 12 The engaging section of the locking component 11 is shown. Figure 2 Compared to the possibility of axial displacement, the locking member 11 has a drive section 15 that is positioned at the end in front of the locking bolt 3 in the locked position. The actuating structure 16 includes an engagement section 17 that can be disposed on the drive section 15.

[0103] Figures 13 to 15 Other possibilities for driving the locking component 11 are shown.

[0104] existFigure 13 In this design, the actuating structure 16 of the locking device 10 has two lever arms 18. The interaction mechanism 22 is pivotable about the axis of rotation A so as to abut against one of the lever arms 18 for locking and unlocking, depending on the direction of rotation. The lever arms 18 are shown here on the drive section 15, but may also be arranged on the locking member 11 in the region radially around the locking position of the locking bolt 3.

[0105] Figure 12 A hinge rod 26 with two hinges 27 is shown, which act on the drive section 15 as another driving possibility.

[0106] Figure 13 A single lever arm 18 on the drive section 15 is shown, wherein the interaction mechanism 20 on the locking device 10 overcomes the force applied by the return spring 19, which is designed as a torsion spring. In the present case, the torsion spring acts on the drive section 15 and is supported on the vehicle body.

[0107] In another design variant, the locking bolt 3 and the locking member 11 both serve as high-voltage contacts for the traction battery 1. For this purpose, a portion of the surface of the locking member 11 is designed as a high-voltage contact on the vehicle side. Furthermore, a portion of the housing surface of the locking bolt 3, preferably in the area of ​​its annular groove 4—if present—is designed as a high-voltage contact on the battery side.

[0108] like Figure 16 As shown, the locking component 11 has an electrical contact surface 30 for electrical contact with the traction battery 1 via the locking bolt 3. This electrical contact surface 30 is arranged such that electrical contact with the traction battery 1 via the locking bolt 3 is interrupted in a first open position, while electrical contact with the traction battery 1 via the locking bolt 3 is established in a second locked position.

[0109] The high-voltage contact surface 32 on the battery side can be disposed on the outside of the locking bolt 3, in the shape of a ring, and connected to the current conductor 34 extending in the core of the locking bolt 3 via the transmission component 33. The high-voltage contact surface 32 on the battery side is preferably oriented downwards in the installation position, thus providing better protection against environmental influences. The current conductor 34 is connected to the conductive components of the battery system inside the traction battery 1. The high-voltage contact surface 31 on the locking component 11 is itself connected to the conductive components of the motor vehicle. The high-voltage contact surfaces 31 and 32 on the locking component 11 and the locking bolt 3 are positioned and coordinated in their positions, thereby ensuring a smooth mechanical unlocking state (…). Figure 13 The current is interrupted (above), meaning there is a simultaneous electrical disconnection state. This is achieved by ensuring that the high-voltage contact surfaces 31 and 32 no longer overlap when rotated to this position. On the other hand, in the mechanically locked state, these high-voltage contact surfaces 31 and 32 overlap, and there is a simultaneous electrical contact state ( Figure 16(See below). In this way, the system is always electrically disconnected when the traction battery 1 is inserted and removed, which represents an additional safety gain.

[0110] In this design with high-voltage contacts, the locking bolt 3 has an effective mechanical load-bearing cross-section that can absorb and transmit mechanical stress. Therefore, a single coupling component can be used, and mechanical and electrical coupling can be achieved simultaneously at a single coupling point. This functional integration allows for an additional reduction in the installation space of the connection / coupling system.

[0111] Alternatively, the current conductor 34 can also be used as a component for the mechanical action of the locking bolt 3, in order to further reduce weight, installation space and cost.

[0112] As another variant Figure 17 This demonstrates the possibility of preventing or at least reducing rattling noise during driving, thereby improving driving comfort. For this purpose, a noise suppression mechanism 40 is arranged in the area between the locking member 11 and the locking bolt 3 in the second locked position.

[0113] The noise suppression mechanism 40 may be, for example, a correspondingly placed elastomeric component or elastomeric coating or similar acoustic measures. These measures may also be combined with each other.

[0114] This measure can be provided on the locking component 11, the locking bolt 3, or both. It should preferably be provided at purely mechanical coupling points, where there is no additional electrical contact. However, it can also be used at coupling points with high-voltage contacts.

[0115] Figure 18 The locking device 10 is shown. Figure 4 The modification shown is different. Instead, the locking component 11 is currently held in the first open position by the spring mechanism 19. Figure 18 (Right side). The locking component 11 forms a locking structure 50 for engaging with the locking bolt 3 in a second locked position. Figure 18 (Left side) Locking. The locking structure can be recessed as shown, or it can be protruding. A corresponding locking structure 51 is provided on the locking bolt 3. The locking structure 50 on the locking member 11 is arranged such that the engagement of the locking structure 50 with the locking bolt 3 is assisted by the weight of the traction battery 1.

[0116] When electrical contact occurs on locking bolt 3, the pass can reduce the transition resistance.

[0117] To facilitate removal, the traction battery 1 is first slightly raised before the unlocking process begins. Locking mechanisms 50 and 51 disengage here, allowing the spring mechanism 19 to rotate the locking component 11 to the first open position. Finally, the traction battery 1 can be removed by moving it vertically downwards. In this case, interaction with the interaction mechanism 20 can be omitted for removal. After removal, the locking device 10 automatically locks.

[0118] For insertion, as described above, the locking component 11 pivots about the rotation axis A via the interaction mechanism 20, so that the locking bolt 3 can reach the locking position by moving upward in the z direction.

[0119] The above embodiments achieve mechanical connections with reduced installation space, wherein optionally, high-voltage electrical contacts with reduced installation space can be functionally integrated.

[0120] The locking device 10 provides a secure fixation and locking on the vehicle 5.

[0121] The vertical retraction of the traction battery 1 during horizontal high-voltage connection enables a high-voltage battery system that saves a lot of installation space, with a surrounding vehicle body structure and a very simple replacement station.

[0122] The locking device 10 is suitable for both battery replacement systems and fixedly installed battery systems.

[0123] Here, the position and orientation of the coupling point are variable.

[0124] Furthermore, simultaneous mechanical and electrical coupling between the traction battery 1 and the motor vehicle 5 is possible. The system is always electrically disconnected during the insertion and removal of the traction battery, representing an additional safety gain.

[0125] Optional rattling noise reduction improves comfort by preventing rattling noises during driving.

[0126] The invention has been explained in more detail above based on embodiments and other modifications. These embodiments and modifications serve to demonstrate the feasibility of the invention. Technical features already explained above in the context of other features may also be implemented independently of said features, and in combination with other features, even if not explicitly described, provided that this is technically possible. Therefore, the invention is explicitly limited to the specifically described embodiments and modifications, but includes all designs defined by the patent claims.

[0127] List of reference numerals

[0128] 1 traction battery

[0129] 2 shells

[0130] 3 locking bolts

[0131] 4 annular grooves

[0132] 5 motor vehicles

[0133] 6 Body Contact Points

[0134] 10 locking devices

[0135] 11 Locking components

[0136] 12 sleeve section

[0137] 13 Joint Section

[0138] 14 Extension Section

[0139] 15 Drive Section

[0140] 16 trigger structures

[0141] 17 Joint Section

[0142] 17a drive rack

[0143] 17b drive gear

[0144] 18 lever arms

[0145] 19 Spring Mechanism

[0146] 20 Battery Assembly and Disassembly Device

[0147] 21 Lifting Mechanism

[0148] 22 Interactive Mechanisms

[0149] 22a trigger lever

[0150] 22b spring seat

[0151] 22c mandrel

[0152] 23 is used to activate the platform located on the side of the motor vehicle.

[0153] 24 actuator rack

[0154] 25 actuator gears

[0155] 26 hinge rods

[0156] 27 Living Festivals

[0157] 28 Damping Mechanism

[0158] 29 Pivot levers

[0159] 30 electrical contact surface

[0160] 31 High-voltage contact surfaces on the vehicle side

[0161] 32 High-voltage contact surface on the battery side

[0162] 33 Transmission Components

[0163] 34 Current Conductors

[0164] 40 Noise Suppression Mechanism

[0165] 50 locking structure

[0166] 51 locking structure

[0167] α angle

[0168] A axis of rotation

[0169] s boundary line

[0170] x vehicle longitudinal

[0171] y vehicle lateral

[0172] z Vertical direction

Claims

1. A locking device (10) for a traction battery (1) of a motor vehicle (5), wherein, The traction battery (1) can be inserted and removed from the motor vehicle (5) by translating along the vertical direction (z), and the traction battery (1) has a locking bolt (3) protruding laterally to the vertical direction (z), wherein the locking device (10) includes: A locking member (11), pivotally mounted about a rotation axis (A), is used to engage the locking bolt (3) of the traction battery (1) from below, such that in a first position of the locking member (11), the locking bolt (3) can be vertically moved to a locked position, and in a second position of the locking member (11), the locking member (11) engages the locking bolt (3) vertically from below in the locked position; and A triggering structure (16) for causing the locking component (11) to pivot. Its features are, The actuating structure (16) is designed to convert the translational movement of the interaction mechanism (22) into the pivotal movement of the locking member (11) about its axis of rotation (A) by mechanical engagement with the interaction mechanism (22) on the lifting mechanism (21) carrying the traction battery (1), wherein the transition of the locking member (11) from the unlocked first position to the locked second position in the inserted position is carried out without the weight of the traction battery.

2. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to claim 1, characterized in that, The rotation axis (A) of the locking component (11) extends longitudinally through the locking bolt (3) in the locked position.

3. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to claim 1, characterized in that, The locking component (11) can pivot about the rotation axis (A) between the first and second positions by an angle (α) ranging from 100° to 120°.

4. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to claim 1, characterized in that, The locking component (11) has a first engagement section (13) designed as a sleeve section (12) for engaging with the locking bolt (3) or for engaging with an annular groove (4) on the locking bolt (3).

5. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to claim 4, characterized in that, The axial length of the sleeve section (12) is equal to the groove width of the annular groove (4).

6. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The actuating structure (16) includes a second engagement section (17) arranged radially outward of the locking member (11) from the locking bolt (3).

7. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The locking component (11) has a drive section (15) which is positioned at the end in front of the locking bolt (3) in the locking position, and the actuating structure (16) includes a second engagement section (17) disposed on the drive section (15).

8. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The actuation structure (16) includes a transmission stage, wherein the input of the transmission stage is designed to interact with the lifting mechanism (21), and the output of the transmission stage is coupled to the locking component (11).

9. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The actuating structure (16) includes teeth.

10. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The actuating structure (16) has a lever arm (18) constructed on the locking member (11) for pivoting the locking member (11), the lever arm protruding from the locking member (11).

11. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to claim 10, characterized in that, The lever arm protrudes from the locking component (11) on the outside away from the locking bolt (3).

12. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The locking component (11) is pushed to the second position by the spring mechanism (19).

13. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The locking component (11) is pushed to the first position by the spring mechanism (19), and the locking component (11) forms a locking structure (50) for engaging with the locking bolt (3) in the second position, wherein the locking structure (50) is arranged such that the engagement of the locking structure (50) with the locking bolt (3) is assisted by the weight of the traction battery (1).

14. The locking device (10) for a traction battery (1) of a motor vehicle (5) according to any one of claims 1 to 5, characterized in that, The locking component (11) has an electrical contact surface (30) for electrical contact with the traction battery (1) via the locking bolt (3), wherein the electrical contact surface (30) is arranged such that electrical contact with the traction battery (1) via the locking bolt (3) is interrupted at a first position and electrical contact with the traction battery (1) via the locking bolt (3) is established at a second position.

15. A battery assembly and disassembly device (20) for a traction battery (1) of a motor vehicle (5), wherein, The traction battery (1) can be installed and removed by translating along the vertical direction (z) to an installation position on the motor vehicle (5), and the traction battery (1) has a locking bolt (3) protruding laterally to the vertical direction (z), wherein the battery assembly and disassembly device (20) includes: A lifting mechanism (21) is provided for a platform (23) for carrying a traction battery (1), wherein the platform (23) is movable up and down in the vertical direction (z); and An interaction mechanism (22) for activating a locking device (10) provided on the side of a motor vehicle according to any one of claims 1-14, wherein the interaction mechanism (22) is arranged on the platform (23), The characteristic feature is that the interaction mechanism (22) is designed to activate the actuation structure (16) of the locking device (10) to perform the locking only when the insertion position is reached.

16. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 15, characterized in that, The interaction mechanism (22) includes: an actuating rod (22a) for engaging with the actuating structure (16) of the locking device (10); and a spring seat (22b) for holding the actuating rod (22a) in a vertically raised position, wherein the spring seat (22b) is designed such that the actuating rod (22a) can be vertically lowered in the face of the spring seat (22b).

17. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 16, characterized in that, The interaction mechanism (22) includes a spindle (22c) for raising the lowered trigger lever (22a) back to vertical position in the face of the spring seat (22b).

18. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 15, characterized in that, The interaction mechanism (22) includes: - A rack that can be vertically displaced with the platform (23) is used to engage with the actuating structure (16) of the locking device (10); or - A horizontally displaceable rack (24) for engaging with the actuating structure (16) of the locking device (10); or - A gear (25) for engaging with the actuating structure (16) of the locking device (10); or - A pivot lever (29) for engaging with the actuating structure of the locking device (10); or - A pivot lever (29) for engaging with the actuating structure of the locking device (10), the pivot lever being driven on the direction-changing side.

19. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 18, characterized in that, The rack (24) is driven by external energy.

20. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 18, characterized in that, The gear (25) is driven by external energy.

21. The battery assembly and disassembly apparatus (20) for a traction battery (1) of a motor vehicle (5) according to claim 18, characterized in that, The pivot lever (29) is driven by external energy.

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