Intelligent electrical connector for interchangeable battery units of an electric vehicle

Abstract

Intelligent electrical connector (100) designed for contacting at least one battery unit (210, 220) with an electrically powered mobile unit, in particular a battery unit (210, 220) of an electrically powered vehicle, comprising a plug-in system designed for insertion into a mating plug (200), wherein the plug-in system has at least two contacts (101, 102) for the flow of electrical current and at least one contact for data communication (109, 110) with the battery unit (210, 220); a control electronics (1) for controlling the at least one battery unit (210, 220); wherein the control electronics (1) are designed to query operating data of the at least one battery unit (210, 220) via the contact for data communication, wherein the control electronics (1) is configured to generate control commands for the at least one battery unit (210, 220) based on the operating data of the battery unit (210, 220) and to send them to the at least one battery unit (210, 220).

Description

[0001] The mobile provision of energy using batteries, rechargeable batteries, or similar energy carriers is becoming increasingly important. A few years ago, mostly smaller devices used by consumers, such as flashlights, alarm clocks, or remote controls, were powered by batteries. To make this possible, certain standardizations for these batteries, such as A, AA, or AAA, became established.

[0002] The demands placed on systems that require significantly more energy than conventional small appliances, such as electric vehicles (electric cars, e-scooters, etc.), are considerably higher in many respects. Firstly, the batteries need to be replaced much more frequently, and secondly, they require specific management to meet the demands of electric vehicles ("e-vehicles"). Therefore, it is generally common practice to produce custom-made components specifically designed and manufactured for use in a product with this purpose.

[0003] This is illustrated below using the specific example of an e-scooter. Typically, the helmet compartment of an e-scooter contains one or two battery units to power the motor. To replace a battery unit, a connector on the top of the battery must first be disconnected, a new battery unit inserted, and the connector then reattached by the user – a process that can be cumbersome. With multiple battery units, the additional problem arises that they can have different voltage levels, requiring a dedicated external power switch to manage these voltages.

[0004] WO 2019 / 121 418 A1 discloses a multi-battery adapter for establishing an electrical connection between at least two traction batteries on the one hand and a drive unit of an electric bicycle on the other, comprising a drive unit connector and at least two battery connectors, wherein the drive unit connector is electrically connected to the drive unit and the at least two battery connectors are each electrically connected to a traction battery, a control unit which has an independent battery management module, and a supply switch, wherein the supply switch can be controlled by the battery management module in such a way that an electrical supply connection between the drive unit and the first traction battery and / or the second traction battery can be established.With such a multi-battery adapter, an electric bicycle can be easily expanded with an additional traction battery without any modifications to the traction battery or the drive unit.

[0005] CN 2 04 150 201 U is an intelligent electrical connector with control electronics that is plugged onto a battery unit. This eliminates damage-prone wiring between the control electronics and the battery unit.

[0006] DE 201 15 252 U1 shows an intelligent trailer socket with integrated control electronics. DE 10 2006 031 389 A1 shows a connector with control electronics.

[0007] The object of the invention is therefore to provide techniques, in particular an intelligent electrical connector, that make the operation and / or replacement of battery units in electric vehicles more efficient for users and / or manufacturers. In particular, the object of the invention is to minimize manufacturing costs for the operation of electric vehicles and to shorten the battery unit replacement time.

[0008] This task is solved using the characteristics of independent claims.

[0009] The features of the various aspects of the invention or the various embodiments described below can be combined with one another, unless this is explicitly excluded or is technically impossible.

[0010] According to a first aspect of the invention, an intelligent electrical connector, also referred to as a smart connector, is provided, wherein the intelligent electrical connector is configured to connect at least one battery unit to an electrically powered mobile unit, in particular to an electrically powered vehicle, wherein the electrical connector comprises the following A plug-in system designed for insertion into a mating plug, wherein the plug-in system has at least two contacts for electrical current flow and at least one contact for data communication with the battery unit. The current flow serves to operate the electric vehicle, with one contact being implemented as a positive terminal and the other as a negative terminal; A control electronics system for controlling at least one battery unit. This control electronics can be implemented in hardware or via a corresponding algorithm in the control electronics software. The software can also be updated via interfaces of the intelligent electrical connector. wherein the control electronics are designed to query operating data of at least one battery unit via the contact for data communication; wherein the control electronics are set up to create control commands for the at least one battery unit based on the operating data of the battery unit and to send them to the at least one battery unit.

[0011] This offers the advantage that the smart connector allows for quick battery units or accumulators in electric vehicles, eliminating the otherwise time-consuming process of connecting and disconnecting the contacts. Technically, this can be implemented in three different ways. The smart connector can be located on the battery, in which case the mating connector is integrated into the electric vehicle. Alternatively, the smart connector can be integrated into the electric vehicle, in which case the mating connector is integrated into the battery unit. Finally, the smart connector can act as an adapter, a so-called intermediate connector, which connects the corresponding terminals of the electric vehicle and the battery unit. This last option offers the particular advantage of easily retrofitting an existing fleet of vehicles with the new technology.The mating connector has the corresponding contacts functionally located "in the same place" as the smart connector. The smart connector can be used with a wide variety of electrically powered mobile devices, such as all types of vehicles that can be powered by battery units. It can also be used with robots or charging stations to intelligently control the charging process.

[0012] The intelligent electrical connector, or Smart Connector, allows for easy connection to both the battery management system (BMS) of the battery unit and the power supply unit by simply pulling the old battery unit out of the Smart Connector and plugging in the new one. Standard battery management system functions include: cell protection, charge control, load management, state of charge determination, cell health assessment (aging, remaining capacity, internal resistance, etc.), cell balancing, history tracking, authentication and identification, communication, temperature monitoring, and adjustment of the final charging voltage.

[0013] This offers the advantage that the control electronics of the smart connector can query and receive operating data from the battery unit via the BMS and subsequently analyze it. Since battery units, such as lithium-ion batteries, are classified as hazardous materials, it is necessary, for example, to be able to shut them down in case of overload. For this purpose, the battery units are equipped with internal circuit breakers. These circuit breakers allow the battery to be switched on and off. The control commands generated by the control electronics are designed to activate the internal circuit breaker of the battery unit. This allows the battery units to be switched off quickly and effectively in case of overload, without the need for external circuit breakers.The control commands are transmitted to the battery unit via the data communication contact. The smart connector enables easy adaptation to various applications and electric vehicles with different drive systems, as the battery units are standardized and operate independently of the control electronics. By programming the control electronics to the requirements of the specific electric vehicle, a flexible, customized technical solution is provided.

[0014] In one embodiment, the intelligent electrical connector has a first interface for a data connection between the control electronics and an engine control unit of the electrically powered vehicle for exchanging engine control data. The control electronics are configured to query engine control data via the interface to the engine control unit and are configured to generate control commands for the at least one battery unit based on the operating data of the battery unit and the engine control data, and to send these commands to the at least one battery unit. Preferably, the first interface is configured as a CAN bus system, as this is the most widely used. However, other interfaces are also possible. 2CAN bus systems are often referred to as C, LIN bus, or UART systems. The abbreviation CAN stands for Controller Area Network. Using the CAN bus system in a vehicle allows electronic components such as control units (ECUs) or intelligent sensors, like the steering angle sensor, to be networked together. The CAN bus system enables data exchange between ECUs on a standardized platform. The CAN bus serves as a so-called data highway. In a bus system, all components are connected to a common data line via short spur lines. This minimizes wiring complexity and allows for easy connection of additional components. However, data flow must be controlled via an access method (protocol) when all components use a common bus line. Ideally, components from different manufacturers should also be able to work together.The Controller Area Network (CAN) connects several equal components (nodes) via a 2-wire bus plus an additional ground wire.

[0015] This offers the advantage that the control electronics can simultaneously consider the requirements of the electric vehicle's motor, provided through the exchange of motor control data, as well as the operating data of the batteries when generating control commands. For example, if only very little power is required from the motor in a situation where the battery unit is at risk of overload, the shutdown of the battery unit can potentially be postponed. The control data can also be such that the control electronics generate control commands to connect additional battery units. The smart connector thus offers intelligent battery monitoring, control, and regulation, as well as a communication link. In other words: it controls and regulates the physical processes in the cells of a battery unit.A battery and its cell packs require, among other things, power disconnect switches, so-called MOSFETs, transistors that can switch power under load. These protect the battery unit from undervoltage, overvoltage, and short circuits. Conventionally, this requires a number of external power disconnect switches corresponding to the number of battery units. In the Smart Connector according to the invention, the power disconnect switches are integrated virtually via software through the control commands, thereby significantly reducing manufacturing costs and effort, since the software-implemented power disconnect switches are used by the BMS (Battery Management System).

[0016] Preferably, the contact for data communication is set up as CAN bus communication.

[0017] This offers the advantage of efficient access to the internal CAN bus system typically already present in the battery units, allowing all components of the battery unit, particularly the power switch, to receive control commands. In this preferred embodiment, two separate and independent CAN bus systems are provided: the data communication interface and, as described above, the first interface. This allows standardized batteries to be easily adapted to different applications simply by adjusting the protocol of the control electronics for the motor control unit.

[0018] Conveniently, the control commands include signals to switch the battery unit on or off.

[0019] This offers the advantage that batteries can be quickly and reliably switched off in case of overload, and also that multiple battery units can be flexibly connected in parallel or, depending on the system architecture, in series. The use of more than one battery unit is described in more detail below.

[0020] In the case of more than one battery unit, this solves the problem that batteries should not be operated in parallel if their respective output voltages differ too greatly, as this would cause unwanted interference currents to flow between the battery units. The control electronics can therefore detect (via BMS information) that the voltage of a first battery is significantly higher than the voltage of a second battery, such that the difference exceeds a predefined voltage tolerance within which batteries can be operated in parallel.

[0021] In this case, the control electronics generate commands to switch on or continue operating the first battery and to switch off the second battery to operate the electric vehicle. During operation, the output voltage of the first battery steadily decreases, so that the second battery is optionally switched on via a new control command when the voltages of both batteries are within the voltage tolerance. The algorithm can take into account system performance requirements, such as ambient temperature and / or the age of the individual batteries. Alternatively, the first battery can operate alone until the difference between the two batteries again exceeds the voltage tolerance, at which point the first battery is switched off and the second battery is switched on.

[0022] Ideally, the user of the electric vehicle can select via an interface whether to operate multiple battery units in parallel or, for example, to first run one battery unit down to empty. The latter option is particularly suitable if the user takes battery units indoors for charging. It is usually more convenient for the user to carry a single, fully discharged battery unit than two battery units, each with a 50% charge.

[0023] In a preferred embodiment, the intelligent electrical connector is integrated into the electrically powered user vehicle or into the battery unit, or is designed as an adapter between the battery unit and the electrically powered user vehicle.

[0024] When the smart connector is integrated into the electric vehicle, this offers the advantage that batteries can be offered in a standardized format and that, for example, a manufacturer can implement the specific features of their electric vehicle directly into the integrated smart connector, or rather into its control electronics, during the manufacturing process. Even if the smart connector is integrated into the battery unit, the electric vehicle's specifications can still be transmitted to the control electronics as parameters via the interface. Similarly, the electric vehicle's specifications can also be transmitted to the adapter's control electronics. The adapter offers the advantage that an existing vehicle fleet can be easily upgraded to use standardized battery units.

[0025] Preferably, the intelligent electrical connector has a second interface for communication with a second intelligent electrical connector. Alternatively, the second intelligent electrical connector can also be designed simply as a "contact bridge"—that is, without control electronics. Such a non-intelligent connector is less expensive to manufacture.

[0026] This offers the advantage that multiple battery units, each with its own smart connector, can be operated in parallel within the electric vehicle, and that the control electronics of the respective smart connectors can communicate with each other via the second interface to manage the battery units in a coordinated manner. For example, this enables coordinated switching on and off.

[0027] According to one embodiment, the control electronics of the first intelligent electrical connector are designed as a master unit and the control electronics of the second intelligent electrical connector as a slave unit.

[0028] The master / slave concept is a form of hierarchical management of access to a shared resource, usually a shared data channel, used in numerous control and regulation applications. If the first and second smart connectors were "equal" units, this could lead to interference problems, as both smart connectors could potentially generate conflicting control commands. The master / slave concept therefore offers the advantage of "conflict-free" operation of multiple smart connectors. In principle, any number of smart connectors is possible. However, even with more than two smart connectors, only one smart connector fulfills the master function, while the remaining smart connectors function as slaves.

[0029] Preferably, the connector system is designed to be self-aligning with the mating connector. This means that the pins of the smart connector, which ultimately form the electrical contact, are guided in such a way that they reliably make contact with the corresponding contacts of the mating connector. Naturally, this also applies in reverse for the pins of the mating connector. This can be achieved, for example, by ensuring sufficient space between the various pins of the smart connector so that they are initially received by a wider guide opening in the mating connector, which then tapers towards the corresponding mating contact. This provides secure and reliable guidance, ensuring easy self-alignment.

[0030] According to a second aspect of the invention, an energy supply system for an electrically powered vehicle is specified, wherein the energy supply system comprises at least two smart electrical connectors integrated into the electrically powered vehicle as described above; wherein the control electronics of the smart electrical connectors communicate with each other through their respective second interface, in particular the first smart electrical connector is configured as master and the second smart electrical connector as slave, wherein the slave forwards the operating data of its assigned battery unit to the master; at least two battery units for insertion into the intelligent electrical connectors, wherein the battery unit is designed at least partially as a mating connector; the control electronics of the first intelligent electrical connector are set up to query operating data of the two battery units and engine control data of the vehicle and to generate individual control commands for the two battery units based on this.

[0031] This offers the advantage that electric vehicles, especially electric cars, e-scooters, or e-bikes, can be conveniently operated with standardized battery units, while also enabling quick swapping of depleted batteries. The battery units simply need to be equipped with the appropriate connectors.

[0032] The control electronics of each smart connector query operating data from the battery management system (BMS) of its assigned battery unit. The operating data of all battery units converges in the control electronics of the first smart connector, enabling this control electronics to function as a cluster manager for the battery units. It coordinates their control via software by generating and sending individual control commands to the internal power switches of the battery units. The control electronics of the smart connector, particularly the first smart connector, can implement hardware or software algorithms that determine when a battery unit should be switched off, switched on, and / or whether battery units should be operated in parallel.For example, a manufacturer might specify that two battery units should be operated in parallel if the voltage difference is no greater than 500 mV, preferably 400 mV. Additionally, the algorithm can also consider the cell technologies of the respective battery units and / or the age of the cells when deciding whether to connect them in parallel. If, for instance, two battery units have a significant difference in the age of their cells, the output voltage of the older battery unit may degrade much faster than that of the newer battery unit. In this case, it may be advantageous to operate these two battery units in parallel only if the voltage difference is smaller, for example, less than 100 mV.By programming the control electronics to meet the requirements of the specific electric vehicle, a flexible, customized technical solution is provided.

[0033] The power switches integrated into the battery units are conveniently configured to respond to the control commands. This offers the advantage that no external switch needs to be installed to turn the battery units on or off, which significantly reduces manufacturing costs.

[0034] According to one embodiment, the control commands are transmitted via the respective CAN bus systems of the battery units.

[0035] This offers the advantage that it is possible to efficiently utilize a typically already existing internal communication system of the battery units, which is also able to address all controllable components of the battery unit.

[0036] Technically, the connectors could be located on a surface of the vehicle facing away from the road. Accordingly, the mating connectors would be located on a surface of the battery units facing the road when in use. Alternatively, as explained above, the mating connector could be located on the vehicle and the smart connector on the battery unit. In this case, the mating connector would be located on a surface of the vehicle facing away from the road, particularly in the helmet compartment of an e-scooter, and the smart connector would be located on a surface of the battery unit facing the road when in use.

[0037] This offers the advantage that, due to gravity, the contacts of the smart connector and the mating connector are constantly pressed against each other, thus protecting the energy supply system from the possibility of the connector and mating connector becoming detached and losing contact, for example, due to vibrations that can occur during driving. The features of this embodiment therefore ensure that the contacts always reconnect.

[0038] According to a third aspect of the invention, a method for changing a battery unit in the energy supply system described above is specified, comprising the following steps Pulling out one of the battery units and inserting the mating connector of a replacement battery into the intelligent electrical connector of the electric vehicle. or Pulling out one of the battery units and inserting the intelligent electrical connector of a replacement battery into the counterpart connector of the electrically powered vehicle.

[0039] This offers the advantage that standardized battery units for operating an electric vehicle can be exchanged quickly and efficiently.

[0040] Preferred embodiments of the present invention are explained below with reference to the accompanying figure: Fig. Figure 1 shows an exploded view of the smart connector according to the invention, which is also referred to as an intelligent electrical connector. Fig. 2: shows the Smart Connector Fig. 1 in a top view. Fig. 3: shows a counterpart to the smart connector from Fig. 1. Fig. 4: shows the smart connector together with the mating connector Fig. 3. Fig. 5: one master smart connector and two slave smart connectors. Fig. Figure 6: schematically shows an energy supply system of an electric vehicle with the smart connector according to the invention.

[0041] Numerous features of the present invention are explained in detail below with reference to preferred embodiments. The present disclosure is not limited to the specific combinations of features mentioned. Rather, the features mentioned here can be combined arbitrarily to form embodiments according to the invention, unless expressly excluded below.

[0042] Fig. Figure 1 shows an exploded view of a Smart Connector 100, also known as an intelligent electrical connector 100. The Smart Connector 100 comprises the following components, which are listed in a table for clarity. Reference sign Art Description Number 1 Control electronics Cluster Manager 1 2 Contacts Contact pin (power) 2 3 Contacts Interface PIN 8 4 Consumables potting compound 1 5 Consumables Label Thermal film 1 6 screw connection Hex nut 2 7 screw connection washer 2 8 screw connection steel ball 5 9 screw connection screw 6 10 screw connection Hex nut 2 11 Cable set Master / Slave 1 12 Cable set Master / Slave 1 13 Cable set Operating current 1 14 Cable set Operating current 1 15 Housing O-ring 4 16 Housing Connector 1 17 Housing cover 1 18 Housing Recording Connector 1

[0043] Here, the control electronics 1 are configured as a cluster manager 1. This means that the control electronics 1 is provided with operating information from one or more battery units 210, 220 as well as motor control data, and that the control electronics 1 generates control commands for the one or more battery units 210, 220 based on this information. The alternative designation as cluster manager 1 for the control electronics 1 is based on the fact that the control electronics 1 is configured to coordinate several battery units 210, 220 – also referred to as a "battery cluster". The control electronics 1 sends the control commands directly to a CAN bus system of the battery units 210, 220 and thereby directly controls the functional components of the battery units 210, 220.In particular, this enables the internal power switches of the battery units 210 and 220 to be controlled by software, thus advantageously eliminating the need for external power switches to turn the battery units 210 and 220 on or off. The Smart Connector 100 uniquely combines: i) power and signal pins for a power class suitable for electric vehicles, ii) the number of pins, iii) a > IP65 safety standard, iv) a self-locating design including tolerance compensation, and v) control electronics 1 as a cluster manager 1.

[0044] Fig. Figure 2 shows the Smart Connector 100. Fig. 1 in a top view. The Smart Connector 100 preferably has the following contacts on one top side:

[0045] The energy to operate the electric vehicle is transferred from a battery unit 210 to a negative terminal 101 and a positive terminal 102 of the smart connector 100. The battery unit 210 is connected to the smart connector 100 via a mating connector 200. A "Not Connected" contact 103 is provided as a spare contact, so that, in principle, another signaling channel can be implemented in the smart connector. A "Chargesense" contact 104 detects whether the battery unit 210 is being charged or whether a charger is connected to the electric vehicle. The battery unit 210 can be activated by means of a "Pushbutton" contact 105. An “ID Pin” contact 106 enables the control electronics, which acts as a cluster manager, to assign which battery unit 210 is assigned to which smart connector 100, if several smart connectors 100 are provided for the simultaneous operation of several battery units 210, 220.In other words, to switch a specific battery unit 210, 220 on or off, the cluster manager needs to know where this battery unit 210, 220 is located. A "Bat" contact 107 is a load-free communication channel for signals. A "12V" contact 108 provides a constant output voltage of 12 V for operating electrical components of the electric vehicle, such as lights, horn, etc. A "CAN High" contact 109 and a "CAN Low" contact 110 form an interface to a CAN bus of the battery unit 210, 220.

[0046] The battery unit 210, 220 has a mating connector 200 designed as a counterpart to the Smart Connector 100 on the in Fig. Figure 3 is also shown in a top view. The mating connector 200 has functionally identical contacts to the Smart Connector 100, almost as a mirror image, with the functionally corresponding contacts contacting each other when the mating connector 200 is placed on the Smart Connector 100 as shown in Figure 3. Fig. Figure 4 shows that it is self-aligning and plugged in. The mating connector 200 is in turn provided for the battery unit 210, 220, or is an integral part of the battery unit. In Fig. 4 shows that appropriate tolerances and tapers of components are provided to enable reliable self-aligning assembly.

[0047] Fig.Figure 5 shows three Smart Connectors 100. This is the case when the electric vehicle is to be supplied with operating current by means of three battery units 210, 220. In principle, the number of Smart Connectors 100 and the number of battery units 210, 220 assigned to each of them are freely selectable. With more than one Smart Connector 100, it proves advantageous to assign the generation of control commands to only one control electronics unit 1. This selected control electronics unit 1 then functions as Cluster Manager 1, as described above. For this purpose, one of the Smart Connectors 100a is configured as the master and the other two Smart Connectors 100c, b as slaves. In order to be able to make coordinated decisions, the master Smart Connector 100a must, in particular, have access to the operating information of the battery units 210, 220 assigned to the slave Smart Connectors 100b, c and to the motor control data.At the same time, the master smart connector 100a must be enabled to send the generated control commands to the slave smart connectors 100b, c.

[0048] The master smart connector 100a is configured as follows: the communication link to a motor controller 260, which provides the motor control data, is established via a first interface 230. The communication link 238 to the slave smart connector 100b is established via a first slave interface 235. Here, all the necessary information for generating the control commands can be made available to the control electronics 1 of the master smart connector 100a. In principle, it is also possible for the master smart connector 100a to communicate simultaneously with several slave smart connectors 100b, c via its first slave interface 235; however, this has proven impractical in [context missing]. Fig. The embodiment shown in section 5 proved to be "more advantageous" in terms of cabling technology.

[0049] The Slave Smart Connector 100b is configured as follows: if the Slave Smart Connector 100b is the only additional Smart Connector 100, then it is sufficient to provide the Slave Smart Connector 100b with only one Master Interface 240. However, in this case, as Fig. Figure 5 shows that the slave smart connector 100c is also provided, so that the slave smart connector 100b additionally has a second slave interface 245 for establishing a communication connection 248 with the slave smart connector 100c. The slave smart connector 100b receives the operating data of the battery unit assigned to it via the second slave interface 245. The control electronics 1 of the slave smart connector 100b forwards the received operating data and the operating data of its assigned battery unit via the master interface 240 to the master smart connector 100a and thus to the cluster manager 1.

[0050] The slave smart connector 100c is configured as follows: the slave smart connector 100c has a third slave interface 250 for communication with the slave smart connector 100b. The control commands generated in the master smart connector 100a can therefore be transmitted to both slave smart connectors 100b and c via the communication links 238 and 248.

[0051] Fig.Figure 6 shows the schematic structure of an energy supply system 300 according to the invention for electric vehicles. The operating information of the battery units 210, 220 and motor control data from the motor controller 260 are transmitted to the control electronics 1, or the cluster manager 1, respectively. Based on this information or the requirements of the motor controller 260, the cluster manager 1 generates control commands for coordinating the battery units 210, 220, based on an algorithm defined, in particular, by the manufacturer of the electric vehicle. The smart connector 100 preferably comprises two CAN bus interfaces. One CAN bus interface is configured for communication with the internal components of the battery units, and the other CAN bus interface is configured for communication with the motor controller 260, the motor controller typically being provided by the manufacturer of the electric vehicle.

[0052] The cluster manager 1 of the Smart Connector 100 monitors the status of the battery units 210, 220 and decides, depending on several parameters - for example voltage, temperature - which battery unit 210, 220 is activated.

[0053] If the output voltages of both battery units 210, 220 are at a comparable level and the operating information of the respective battery units 210, 220 does not provide an error message, the cluster manager 1 of the master smart connector 100a generates control commands for parallel operation / activation of both battery units.

[0054] If the voltage levels differ too greatly (the permissible difference can be implemented by the manufacturer in Cluster Manager 1) or if a battery is in fault mode, Cluster Manager 1 activates only one battery for serial operation. In this case, Motor Controller 260 must adjust the requested power to the availability of only one battery unit 210 or 220.

[0055] In serial mode, Cluster Manager 1 activates the battery unit 210, 220 with the highest voltage level when the application is in discharge mode (e.g., normal driving operation of the electric vehicle). When the voltage level of the activated battery matches the voltage level of the inactive battery, Cluster Manager 1 also activates the previously inactive battery to switch to parallel mode.

[0056] When a charger is connected to Cluster Manager 1, the battery unit 210, 220 with the lowest voltage level is activated. When the voltage level of the activated battery unit 210, 220 matches the voltage level of the inactive battery unit 210, 220, Cluster Manager 1 also activates the previously inactive battery to switch to parallel mode.

[0057] If one of the battery units 210, 220 is deactivated due to a fault, the cluster manager 1 continues with only one battery.

[0058] The Smart-Connector 100 therefore offers the following advantage over systems available on the market: The control electronics 1, which can also be operated as cluster manager 1, is integrated into the Smart-Connector 100.

[0059] This has the following advantages over the other systems: - No external power switch is necessary, as the existing power switches in the battery unit are used for parallel connection via communication; - a redundant system of security in the battery unit and security in the cluster manager 1 is implemented; - Two separate CAN bus systems: Namely, a first CAN bus system (battery units 210, 220 among themselves) and a second CAN bus system for the application (Smart Connector 100, motor controller 260). Here, the bus system of the batteries can remain the same everywhere; only the protocol is adapted from the cluster manager 1 to the motor controller 260. - self-locating plug-in system for the required performance characteristics, number of pins and sealing against moisture; - Easy adaptation to equip applications with different drive systems and keep the battery systems independent. This enables standardization of the battery units; - Reduction of additional circuit breakers. - With multiple connectors, the electric vehicle could also operate with only one battery unit, which is plugged into a slave connector. In this case, the first battery unit does not need to be connected to the master connector.

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