Control device for a vehicle and vehicle with a control device

Abstract

Control device (100) for a vehicle, preferably for a motor vehicle or commercial vehicle, in particular for an electric vehicle, comprising: a locking device (12) which is configured to block and / or allow the insertion of a first plug (50) into a first plug opening (52) and / or the unplugging of the first plug (50) from the first plug opening (52) by means of a locking mechanism; a flap control device (14) which is configured to open and / or close a second plug opening (56) by means of at least one flap (16);and a control circuit (10) configured such that control via the control circuit (10) causes operation of both the locking device (12) and the flap control device (14), characterized in that the control circuit (10) is designed as an electrical parallel circuit, which has at least a first loop (84) for controlling the locking device (12) and at least a second loop (86) for controlling the flap control device (14).

Description

The present invention relates to a control device for a vehicle, in particular for controlling a charging port for an electric or hybrid vehicle. Furthermore, the invention relates to a vehicle with such a control device. Various plug devices for charging ports and various plug types for charging batteries of electric or hybrid vehicles are known from the state of the art. Electric and hybrid vehicles use, among other things, accumulators for energy storage, which are usually formed by connecting several individual secondary cells and are electrically connected to a charging port plug for the purpose of carrying out a charging process. One of the most common international charging standards for electric vehicle batteries to carry out a charging process is the so-called "Combined Charging System Standard", hereinafter referred to as the CCS standard. The CCS standard conventionally comprises a vehicle-side CCS connector, which corresponds to a vehicle-side charging port and features a first connector opening, a second connector opening, and a common cover for both openings. The European CCS standard currently uses two different types of charging connectors. The first connector, referred to below as the Type 2 connector, is used for single-phase or three-phase AC charging. The second connector, referred to below as the Combo 2 connector, is used for DC charging and / or single-phase or three-phase AC charging. This Combo 2 connector is based on a Type 2 connector, which is equipped with two additional pins to enable DC charging. The CCS standard, primarily used in the US or Asia, employs a Type 1 charging connector for single-phase AC charging. This standard includes a Combo charging connector, which is based on a Type 1 connector but equipped with two additional pins to enable DC charging. Therefore, the Combo 2 charging plug and the Combo charging plug can be used for both DC and single-phase AC charging. The Combo 2 charging plug can additionally be used for three-phase AC charging. The first connector opening, located in the upper part of the CCS connector (in the direction of vehicle height), is designed for single-phase or three-phase AC charging. The second connector opening, located below the first (in the direction of vehicle height), allows for DC charging. The Type 2 charging plug only occupies the first plug slot during charging, while the Combo 2 charging plug occupies both the first and second plug slots of the CCS connector during charging. This means that during charging using the Type 2 charging plug (AC charging method), the second opening of the CCS connector is unused and exposed, as the shared cover for the first and second openings has been removed. The second opening is therefore not protected against external influences. If, in contrast, the user wants to charge using the DC charging method, i.e., using the Combo 2 charging connector, the situation is further complicated by the fact that the shared cover of both the first and second connector openings must first be removed manually. This requires an additional step for the user. Furthermore, with this cover, if it features a monostable spring-loaded mechanism, one-handed operation by the user is not possible. This is because, with monostable mounting, the open cover automatically assumes its only stable state—a closed position—due to the action of the spring mechanism, without any user intervention. Therefore, with this monostable mounting, the cover must be held open with one hand while the other hand inserts the plug into the corresponding socket(s), which complicates handling in terms of user-friendliness. German patent application DE 10 2017 222 397 A1 discloses and describes an automatic charging flap system for electrically powered motor vehicles. This charging flap system has an AC charging socket and a DC charging socket located below it. When closed, the charging flap covers both sockets and can be opened and closed by means of a mechanical hinge mechanism. This actuation can be performed by an electric motor. A locking mechanism serves to secure an inserted plug in a charging position by means of a locking element mechanically coupled to the hinge mechanism. Furthermore, a contact protection flap for the DC charging socket, mechanically coupled to the hinge mechanism, is provided; this flap is open when the charging flap is open for plug insertion.If only an AC plug is inserted into the upper AC socket, the contact protection flap closes and covers the DC socket. US Patent 2016 / 0344131 A1 discloses and describes a charging port system for electric vehicles, comprising an AC charging port and a DC charging port located below or beside it. The AC charging port and the DC charging port each have a separate, pivoting contact protection flap that must be opened before inserting a suitable connector. The invention therefore aims to provide a control device and a vehicle with such a control device, which enables simpler handling of the charging port. Furthermore, a correspondingly designed charging port with such a control device is to be specified. This problem is solved by the control devices according to claims 1 and 2, the charging ports according to claims 8 and 9, and a vehicle according to claim 10. Preferred embodiments of the invention are the subject of the dependent claims. A control device according to the invention is provided for a vehicle, preferably for an electric or hybrid vehicle, wherein the control device according to the invention comprises: a locking device which is configured to block and / or allow the insertion of a first plug into a first plug opening and / or the unplugging of the first plug from the first plug opening by means of a locking mechanism; a flap control device which is configured to open and / or close a second plug opening by means of at least one flap; and a control circuit which is configured such that an actuation by means of the control circuit causes operation of both the locking device and the flap control device.This control device is designed such that the control circuit is configured as an electrical parallel circuit, which has at least a first loop for controlling the locking device and at least a second loop for controlling the flap control device. Alternatively, the control device can be implemented such that the control circuit includes a control circuit connected to an element from the locking device and the flap control device, wherein each element is connected to the other element from the locking device and the flap control device via an actuating mechanism that actuates one element when one element is actuated. The control circuit includes an actuator electrically connected to the control circuit, which actuates the actuating mechanism. The actuating mechanism is configured to operate the locking device and the flap control device and comprises at least one first belt and at least one second belt, wherein the first belt is configured to operate the locking device and the second belt is configured to operate the flap control device.In this case, the control circuit can consist of just a single loop with a voltage source. The actuator can be designed as an electric motor. The connector opening can be designed in the form of a conventional plug socket into which a plug can be inserted or inserted. The control mechanism according to the invention results in simpler handling of the charging port for the user. In particular, the control device according to the invention enables one-handed operation, since the flap can be opened by activating the control circuit, while the control circuit simultaneously operates the locking device to unlock it, allowing a plug to be inserted and / or disconnected. This eliminates the need for the user to hold the flap open.Furthermore, since the flap control device can cause the flap to close the second connector opening, while the locking device allows the first connector to be inserted into the first connector opening and / or blocks the first connector from being unplugged from the first connector opening, the second connector opening can be protected from environmental influences and external interference. Furthermore, the control device can be designed such that the control circuit is configured to bring about a first state in which the second plug opening is closed by the flap using the flap control device, while the locking device blocks the insertion of the first plug into the first plug opening. Furthermore, the control device can be further developed in such a way that the control circuit is set up to bring about a second state in which the second plug opening is opened by means of the flap control device, while the locking device allows the insertion of the first plug into the first plug opening. Furthermore, the control device can be implemented in such a way that the control circuit is set up to bring about a third state in which the second plug opening is closed by the flap using the flap control device, while the first plug is inserted into the first plug opening and the locking device blocks the unplugging of the first plug from the first plug opening. Accordingly, the first connector cannot be unplugged until the locking mechanism releases it, thus disengaging the lock. The first connector can only be unplugged from the first connector slot once the charging process is complete. This type of safety feature is necessary because high charging currents can flow during battery charging, and if the connector is disconnected from the slot during charging, an arc flash could occur. The locking mechanism, in this state, along with the vehicle's intelligent charging management system, prevents this. Furthermore, the control device can be further developed so that the locking device is configured to block and allow the unplugging of the first plug inserted into the first plug opening and / or the unplugging of a second plug inserted into the first plug opening and into the second plug opening by means of a locking mechanism. Preferably, the control device can be implemented such that the control circuit is configured to bring about a fourth state in which the second plug opening is opened by means of the flap control device, while the second plug is inserted into the first plug opening and the second plug opening, and the locking device blocks the unplugging of the second plug. A charging port according to the invention for an electric or hybrid vehicle is provided with one of the alternative control devices according to the invention. The vehicle according to the invention, which is preferably a commercial or motor vehicle, in particular an electric vehicle, comprises the control device according to the invention and a plug device with the first plug opening, the second plug opening, the first plug for insertion into the first plug opening and the second plug for simultaneous insertion into the first plug opening and the second plug opening. Preferred embodiments of the invention are explained below by way of example with reference to the figures. Figure 1 shows a schematic view of a control device according to the invention for a vehicle according to a first preferred embodiment of the invention in a first state; Figure 2 shows a schematic representation of the control device according to the invention of Figure 1 in a second state; Figure 3 shows a schematic representation of the control device according to the invention of Figure 1 in a third state; Figure 4 shows a schematic representation of the control device according to the invention of Figure 1 in a fourth state; and Figure 5 shows a schematic representation of a control device according to the invention according to a second preferred embodiment. A vehicle according to the invention (not shown) is, in the embodiments described below, an electric or hybrid vehicle and comprises a control device 100 according to the invention and a plug device 88. Fig. 1 shows a schematic view of the control device 100 according to the invention and the plug device 88. The connector assembly 88 comprises a first connector opening 52, a second connector opening 56, a first connector 50 for insertion into the first connector opening 52, and a second connector 54 for simultaneous insertion into the first connector opening 52 and the second connector opening 56. Accordingly, the connector assembly 88 is configured to charge the battery of an electric or hybrid vehicle using either the first or second connector 50, 54, as will be explained in more detail below. The first connector 50 (Type 2 charging connector) or (part of) the second connector 54 (Combo 2 charging connector) can thus be inserted into the first connector opening 52. The second connector opening 56 is arranged vertically below the first connector opening 52. The Combo 2 charging connector, or...The second plug 54 allows simultaneous insertion of the second plug 54 into the first plug opening 52 and the second plug opening 56, thus occupying both the first plug opening 52 and the second plug opening 56 when plugged in. The connector device 88 is also attached to a carrier 60 at the first and second connector openings 52, 56. A cable outlet 58 is installed or attached to the side of the connector openings 52, 56 facing away from them. This cable outlet 58 comprises cables which are used for electrical energy transport, for example from the respective plugged-in connector to the accumulator. The control device 100 comprises a control circuit 10, a locking device 12 and a flap control device 14. The locking device 12, also shown in Fig. 1, comprises a housing 40 located in the area of ​​the first connector opening 52. The housing 40 includes a slidably mounted pin 42, a first spring 44, and a second spring 46 made of a shape memory alloy (SMA), hereinafter referred to as the SMA spring 46. Both the first and second springs 44 and 46 are configured, by means of the control circuit 10, to move the pin 42 within the first connector opening 52 by means of their interaction, thereby placing the locking device 12 into a locked or unlocked state. Thus, the locking device 12 is configured to block the insertion of the first plug 50 into the first plug opening 52 by means of a locking mechanism in the locked state and to allow the insertion or withdrawal of the first plug 50 in the unlocked state. The flap control device 14, further shown in Fig. 1, comprises a receptacle 70 acting as a bearing, an axle 72 rotatably mounted by the receptacle, and a flap 16 connected to and thus rotatable with the axle 72, which is configured to open and close the second plug opening 56. A coil spring 78 made of a shape memory alloy, hereinafter referred to as FGL coil spring 78, and a coil spring 76 are connected to the axle 72. The coil springs 76 and 78 are configured to act on the axle 72 such that, when the FGL coil spring 78 is actuated by the control circuit 10, a corresponding rotation of the flap 16 is effected, thereby moving the flap control device 14 into an open or closed state.Thus, the flap control device 14 is set up to open and close the second plug opening 56 by means of at least one flap 16. Furthermore, a seal 74 is provided on the flap 16, which seals the second plug opening 56 when the flap 16 is closed. In the first preferred embodiment, the locking device 12 and the flap control device 14 are jointly controlled by the control circuit 10, which is exemplified as an electrical parallel circuit with a voltage source and an electrical switch 28. The electrical parallel circuit comprises a first and a second mesh 84, 86. The locking device 12 is connected to the first mesh 84, while the flap control device 14 is connected to the second mesh 86. Thus, the parallel circuit, as shown in Fig. 1, is configured such that the first mesh 84 controls the locking device 12, while the second mesh 86 controls the flap control device 14. In order to describe the various states that the control device 100 can assume, the following will first discuss the operation of the springs 44, 46 of the locking device 12 and the operation of the spiral springs 76, 78 of the flap control device 14. The FGL spring 46 and the FGL spiral spring 78 each have an active and a passive state. In the passive state, when no energy is supplied to the FGL spring 46 (it receives no control signal from the control circuit 10), the FGL spring 46 exhibits a lower force than the spring 44. This means that, although the spring force of the FGL spring 46 acts against the spring force of the spring 44 in the passive state, it is ultimately canceled out. Therefore, the pin 42 is pushed downwards out of the housing 40 by the expansion of the spring 44 against the spring force of the FGL spring 46, and the locking device 12 is in the locked position. When the FGL spring 46 receives energy (through activation by the control circuit 10) and is thus in the active state, the force of the FGL spring 46 becomes greater than the force of the spring 44. This causes the spring force of the FGL spring 46 to act against the spring force of the spring 44, which causes the pin 42 to move upwards into the housing 40 and the locking device 12 to be in the unlocked state. Similarly, in the flap control device 14, the spiral spring 76 and the FGL spiral spring 78 work together. In the passive state, when the FGL coil spring 78 receives no energy (no control signal from the control circuit 10), the FGL coil spring 78 exhibits a lower torque than the coil spring 76. The coil spring 76 therefore tensions the flap 16 against the second connector opening 56, thus closing it or moving the flap 16 in the closing direction. When energy is supplied to the FGL coil spring 78 (through control by the control circuit 10) and it is therefore in the active state, the torque of the FGL spring 78 becomes greater than the torque of the coil spring 76. This causes a rotational movement of the axis 72 to open the flap 16. Depending on the combination of the different states of the locking device 12 and flap control device 14, there are various ways to charge the battery of the electric or hybrid vehicle. The different states are explained in more detail below. When the control device 100 and the plug device 88 are in a first state, which is shown in Fig. 1, the electrical switch 28 is open, i.e. the circuit is not closed and there is no voltage on the control circuit 10. The locking device 12 and the flap control device 14 are therefore not supplied with power. This causes the pin 42 of the locking device 12 to be pushed out of the housing 40, thus placing the locking device 12 in the locked state. In this locked state, the first connector 50 or the second connector 54 cannot be inserted into the first connector opening 52. Furthermore, the open or unclosed circuit in the flap control device 14 causes flap 16 to be pressed in the closing direction and thus keeps the second plug opening 56 closed. In this first state shown in Fig. 1, the control device 100 and the connector device 88 are thus set such that both the first and the second connector openings 52, 56 are locked or closed. As a result, neither the first nor the second connector 50, 54 can be inserted into either of the two connector openings 52, 56. When the control device 100 and the plug device 88 are in a second state, which is shown in Fig. 2, the electrical switch 28 is closed, i.e. the circuit is closed and voltage is applied to the control circuit 10. The locking device 12 and the flap control device 14 are therefore controlled and thus simultaneously supplied with power. This causes the pin 42 of the locking device 12 to retract into the housing 40, thereby placing the locking device 12 in the unlocked state. When the locking device 12 is in this state, the first connector 50 or the second connector 54 (provided the second connector opening 56 is open or released by the flap control device 14) can be inserted into the first connector opening 52. Furthermore, the closed circuit in the flap control device 14 causes the flap 16 of the flap control device 14 to be opened. In this second state, the control device 100 and the plug device 88 are thus set such that both the first and the second plug opening 52, 56 are exposed or open, so that, as can be seen in Fig. 2, the first plug 50 as well as the second plug 54 can be inserted into the respective plug openings. The batteries of electric or hybrid vehicles can be charged using various methods. There are three different charging types, each using one of the 50 or 54 connectors. The first charging method is a single-phase AC charging method, which uses the Type 2 charging plug (first plug 50). The second charging method is a three-phase alternating current method (three-phase charging method), whereby the first plug 50 (Type 2 charging plug) is also used in this method. The third charging method is a DC charging method that uses the second connector 54, the so-called Combo 2 charging connector. As explained above, the second connector 54 simultaneously occupies the first connector slot 52 and the second connector slot 56. With the European CCS standard, which includes Type 2 and Combo 2 charging connectors, the battery can therefore be charged using either the AC charging method (Type 2 charging connector) or the DC charging method (Combo 2 charging connector). When using the American or Asian CCS standard, which includes Type 1 and Combo charging connectors, the battery can be charged using either the single-phase AC charging method (Type 1 charging connector) or the DC charging method (Combo charging connector). Accordingly, in the second state, both the first connector 50 and the second connector 54 can be used to charge the vehicle. As illustrated in Fig. 3, the control device 100 and the plug device 88 are in a third state, which is set after the second state. In the second state, the first connector opening 52 and the second connector opening 56 are open, and the electrical switch 28 is closed, allowing the first connector 50 to be inserted into the first connector opening 52. In the third state, the first connector 50 is inserted into the first connector opening 52, which is detected by an electronic circuit. As soon as the first connector 50 is inserted into the first connector opening 52, the electrical switch 28 opens. This causes the pin 42 of the locking device 12 to be pushed back out of the housing 40, thus locking the locking device 12 into the locked position. Consequently, in this third state, the first connector 50 cannot be pulled out of the first connector opening 52.After completion of the charging process using the AC charging method, the switch 28 can be closed again to return the locking device 12 to the unlocked state. Furthermore, the open circuit in the flap control device 14 causes the flap 16 to close the second plug opening 56, so that the second plug 54 cannot be inserted into the second plug opening 56. In this third state, the control device 100 and the connector device 88 are set such that the first connector 50 (Type 2 charging connector) is inserted into the first connector opening 52, while the second connector opening 56 is closed by the flap 16. This prevents the second connector opening 56 from being accessed by the second connector 54 and also protects it from environmental influences. Therefore, in this third state, charging is only possible using single-phase or three-phase AC charging. In Fig. 4, the control device 100 and the connector device 88 are in a fourth state, which follows the second state. This fourth state differs from the third state only in that, during the second state, the second connector 54 (Combo-2 charging connector) was inserted into both the first connector opening 52 and the second connector opening 56. Therefore, in the fourth state, when the switch 28 is opened, the locking device 12 is moved into the locked position, i.e., it prevents the second connector 54 from being removed. However, the flap 16 does not close the second connector opening 56, but is merely biased against the second connector 54, as illustrated in Fig. 4. In this fourth state, the control device 100 and the plug device 88 are set such that the second plug 54 is inserted into the first plug opening 52 and the second plug opening 56, enabling charging with the direct current charging method and / or the alternating current charging method. A second preferred embodiment of the control device 100 is shown in Fig. 5. This second embodiment differs from the first embodiment in that the control circuit 10 has a control circuit 18, via which an operating mechanism 20 designed as a belt drive with electrical and mechanical elements is controlled, wherein the electrically implemented control circuit 18, integrated into the control circuit 10, serves for the joint control of the locking device 12 and the flap control device 14. An actuator 22 connected to the control circuit 18, which is part of the operating mechanism 20, operates the locking device 12 via a first belt 24 and the flap control device 14 via a second belt 26. Preferably, the actuator 22 is designed in the form of an electric motor. In particular, the first belt 24 connects the actuator 22 to a gear stage 48 of the locking device 12, while the second belt 26 connects the actuator 22 to a gear stage 80 of the flap control device 14. The position of the pin 42 of the locking device 12 and the position of the flap 16 of the flap control device 14 can thus be adjusted by means of the gear stages 48 and 80 by controlling the actuator 22. A third preferred embodiment of the invention, not shown, essentially corresponds to a combination of the first embodiment shown in Fig. 1 and the second embodiment shown in Fig. 5. Accordingly, the control circuit 10 is configured such that it has a voltage source with two electrical loops in the form of a parallel circuit, as shown, for example, in Fig. 1. In this case, each loop contains a respective actuator which, via a respective belt, actuates a respective gear stage of the locking device or the flap control device in order to adjust the position of the pin 42 or the position of the flap 16. The features of the invention disclosed in the foregoing description, in the drawings and in the claims may be essential for the realization of the invention, either individually or in any combination.

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