A plug arrangement, a socket arrangement and a charging system

Abstract

Connector assembly (110) for charging and cooling a battery of an electric vehicle (130), wherein the connector assembly (110) comprises: a charging connector (110-1) for connection to an electrical power supply; and a fluid connector (110-2, 110-2'), wherein the fluid connector (110-2, 110-2') comprises: a coupling surface (FS) surrounding two fluid connector terminals (AW-1, AW-2; AS-1, AS-2) for supplying and removing the cooling medium to the electric vehicle (130), and a locking device, and a separating plate arranged between the charging connector (110-1) and the fluid connector (110-2, 110-2').

Description

[0001] The invention relates to a plug arrangement, a socket arrangement and a charging system for charging a battery of an electric vehicle.

[0002] Electric vehicles are powered by one or more electric motors that use energy stored in rechargeable batteries. The batteries of an electric vehicle can be recharged, for example, at a charging station. The charging station can be connected to the electric vehicle via a charging cable. To connect the charging cable to the electric vehicle, a charging station-vehicle interface can be used, which includes a plug (usually on the charging station) and a socket or outlet (usually on the vehicle). The batteries of an electric vehicle can be charged with alternating current (AC), three-phase current (3-phase current), and / or direct current (DC). When charging with AC, the electric car can be connected to the power grid via a single-phase charging cable to a standard household outlet (Schuko socket). With three-phase charging, the vehicle can be connected to the three-phase power grid via a charging cable at a charging station.Direct current (DC) charging involves supplying direct current to the electric vehicle via a charging cable. DC charging enables very high charging power, resulting in desirable short charging times.

[0003] During fast charging with very high charging capacities, batteries can heat up considerably and undergo undesirable changes (deformation, aging, thermal stress on adjacent components, etc.). Electric vehicles, or rather their battery components, can therefore be cooled externally during charging. External cooling systems are known to supply the electric vehicle with coolant at appropriate charging stations. To transfer the heat from the vehicle components, especially the battery components, to the cooling medium, heat exchangers are used in the electric vehicle that can be connected to the external cooling system.

[0004] DE 11 2012 003 109 T5 discloses a charging system for an electric vehicle battery. The charging system comprises an electric vehicle and a fast charging station. The fast charging station can include a high-power charging source for fast charging the electric vehicle battery, as well as a coolant source to direct coolant through internal channels to the heated battery components during the fast charging process and to dissipate the heat from these components via the coolant.

[0005] DE 10 2017 217 506 A1 relates to a vehicle connected to a charging station's cooling unit via a charging cable. The vehicle includes an energy storage device used to store electrical energy required to operate the vehicle's traction motor. The charging cable serves to transmit electrical energy from the charging station to the vehicle. Furthermore, the charging cable connects the charging station's cooling unit to the vehicle's energy storage device's heat exchanger. For this purpose, the charging cable includes an electrically conductive conductor with a first cooling channel arranged concentrically inside it. A second cooling channel runs between the electrically conductive conductor and an outer sheath of the charging cable.

[0006] However, with known solutions, the highly integrated arrangement of electrical lines and fluid channels can be problematic (safety aspects, functional reliability, tightness).

[0007] The object of the present invention is to provide an advantageous geometry for the plug / socket for the electric vehicle charging station-vehicle interface, in which the known disadvantages are at least partially eliminated.

[0008] This problem is solved by the plug arrangement according to claim 1, the socket arrangement according to claim 7, and the charging system according to claim 13. Further advantageous embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments of the present invention.

[0009] A first aspect of the present invention relates to a connector arrangement for charging and cooling an electric vehicle battery. The connector arrangement can comprise a charging connector for connection to an electrical power supply and a fluid connector. The fluid connector can include a coupling surface surrounding two fluid connector ports for supplying and removing the cooling medium to the electric vehicle.

[0010] The connector assembly can be a combined connector for power and cooling medium during the fast charging of an electric vehicle. The fluid connector can be located below the charging connector. This is advantageous because it prevents the cooling medium from coming into contact with the charging connector, even when the connector assembly is not plugged in.

[0011] External cooling typically uses high-pressure water. In the event of a malfunction, this could cause the water jet to hit the plugged-in charging connector. The fluid connector connections are separated from the charging connector's electrical contacts by the coupling surface, preventing any water jet from reaching the electrical contact. This connector design not only prevents water from splashing but also ensures that water jets don't reach the electrical contacts of the charging connector.

[0012] The charging plug may also include locking devices. These locking devices may be arranged at the top, bottom, right, and left of the plug in the direction of insertion. The fluid connector may also include locking devices. The actuators installed in the electric vehicle occupy a considerable amount of installation space next to the socket. For this reason, it is preferred that the locking devices of the fluid connector are also located to the right and left of the plug. Locking can be achieved via an electrical interlock, which is implemented through the recess in the plug housing. This locking concept can be adopted with respect to the geometry of the recess and the actuating locking devices. The locking device may be a sliding locking pin, a locking latch, or a locking catch.

[0013] In some embodiments, the two fluid connector terminals can be female terminals, each having a fluid connector sealing surface arrangement on its inside.

[0014] The fluid connector terminals can be represented in the female counterpart by a radial sealing surface inside the fluid connector to protect them from damage. An advantage of this is that the fluid connector terminals cannot be damaged from the outside, e.g., if the fluid connector is dropped.

[0015] The fluid connector sealing surface arrangement prevents the cooling medium from leaking out.

[0016] In some embodiments, the two fluid connector terminals can be male terminals, each having a fluid connector sealing surface arrangement on their outside.

[0017] The fluid connector sealing surface arrangement can prevent the cooling medium from leaking out.

[0018] In some embodiments, the fluid connector may have an adjustable protective structure that is open in the direction of the connector and encloses the two male fluid connector terminals.

[0019] The adjustable protective structure can be a bellows that can be compressed in the insertion direction. Alternatively, the adjustable protective structure can comprise a sliding sleeve and a spring, with the spring positioned between the sleeve and the fluid connector, holding the sleeve in a rest position that surrounds the fluid connector terminals. The advantage of this design is that the fluid connector terminals cannot be damaged externally, for example, by the fluid connector being dropped.

[0020] In some embodiments, the fluid connector sealing surface arrangement may include an O-ring.

[0021] Due to its circular cross-section, an O-ring can radially seal the fluid connector. The O-ring can be inserted into a groove. The O-ring may have a rubber body. The initial seal is achieved by pressing the rubber body of the O-ring into the groove during installation. When the O-ring is pressed between two surfaces, it occupies the gap and blocks the path through which the fluid could escape. Applying pressure presses the O-ring against the wall of the groove, causing it to expand in the opposite direction and help seal against the groove walls. Therefore, very high pressures can be sealed.

[0022] In some embodiments, the circumferential contour of the coupling surface can be designed in such a way that the fluid connector, with its correspondingly designed circumferential contour of the coupling surface, can only be inserted in a specific position.

[0023] For example, the coupling surface can have an asymmetrical shape from the perspective of the insertion direction. This prevents the fluid connector from being connected incorrectly.

[0024] A second aspect concerns a socket arrangement for charging an electric vehicle battery. The socket arrangement can include a charging socket for connecting a charging plug and a fluid socket for connecting a fluid plug, with a receiving surface surrounding two fluid socket connections.

[0025] The socket arrangement can be a combined socket for power and cooling medium during the fast charging of an electric vehicle. The fluid socket can be located below the charging socket. Preferably, the width of the fluid socket is no wider than that of the charging socket, thus allowing the width of a conventional electric vehicle's access panel to remain unchanged.

[0026] In some embodiments, the charging socket may include a sensor designed to detect a plug-in status.

[0027] The mating status can include fully inserted, partially inserted, and not inserted. Mating status can be detected in several ways. For example, the mating status can be determined by testing the insertion depth of the locking mechanism. This insertion depth test can be performed by mechanical contact with a locking device. The locking device can be a sliding locking pin, locking latch, or locking catch located on the plug or socket assembly. The insertion status can be determined from the position of the locking device. To determine the position of the locking pin, the sensor can be a mechanical sensor, a pressure sensor, a current sensor, or an optical sensor.Determining the plug status can be advantageous, as the cooling medium may only be released when the plug is fully inserted.

[0028] In some embodiments, the two connections can be male connections, each having a fluid bushing sealing surface arrangement on their outside.

[0029] The fluid bushing sealing surface arrangement can prevent the cooling medium from escaping to the outside.

[0030] In some embodiments, the two fluid bushing connections can be female, each featuring a fluid bushing sealing surface arrangement on its inner side. This fluid bushing sealing surface arrangement prevents the cooling medium from escaping.

[0031] In some embodiments, the fluid bushing sealing surface arrangement may include an O-ring.

[0032] In some embodiments, the circumferential contour of the receiving surface can be designed such that the fluid bushing with its correspondingly designed circumferential contour of the receiving surface can only be inserted in a certain position.

[0033] For example, the receiving surface can have an asymmetrical shape from the perspective of the insertion direction. This prevents the fluid connector from being connected incorrectly.

[0034] In some embodiments, the fluid bushing may also have an outlet for draining cooling medium.

[0035] The outlet can have the technical effect of removing any unwanted residual coolant that remains in the fluid bushing after cooling. This allows the unwanted residual coolant to be drained from the electric vehicle.

[0036] A third aspect concerns a charging system for charging the battery of an electric vehicle. The charging system can comprise an electric vehicle and a charging station, wherein the charging station comprises a plug arrangement according to one of the embodiments and the electric vehicle comprises a socket arrangement according to one of the embodiments.

[0037] In some embodiments, the connector assembly may comprise a fluid connector sealing surface assembly and the socket assembly a fluid socket sealing surface assembly. The distance from the fluid connector sealing surface assembly to the fluid connector outlet and the distance from the fluid socket sealing surface assembly to the fluid socket inlet may differ.

[0038] The distributed arrangement of the fluid connector sealing surface assembly and the fluid socket sealing surface assembly is advantageous because, during the insertion process, first the fluid socket sealing surface assembly / fluid connector sealing surface assembly and then the fluid connector sealing surface assembly / fluid socket sealing surface assembly are deformed. This reduces the insertion force.

[0039] Furthermore, the arrangement of the sealing surfaces on the fluid connector and fluid socket is advantageous because it provides double protection. Due to this double protection, the charging system can ensure that the cooling medium does not reach the charging connector, even if one of the fluid socket or fluid connector sealing surfaces is damaged. Alternatively, the sealing surfaces can be located only on the fluid connector or only on the fluid socket.

[0040] Exemplary embodiments of the invention are now described by way of example and with reference to the accompanying drawings, in which: Fig. 1a schematically shows, as an embodiment, a configuration of an electric vehicle charging station vehicle interface in a side view; Fig. 1b schematically, as an exemplary embodiment, which in Fig. Figure 1a shows the configuration of the electric vehicle charging station vehicle interface in a top view; Fig. 2 schematically, as an exemplary embodiment, a configuration of the plug arrangement made of Fig. 1a shows in a side view; Fig. 3a schematically, as an exemplary embodiment, a configuration of the fluid connector made of Fig. 2 shows in a side view; Fig. 3b schematically, as an exemplary embodiment, which in Fig. Figure 3a shows the configuration of the fluid connector in a top view; Fig. 3c schematically, as an exemplary embodiment, which in Fig. Figure 3a shows the configuration of the fluid connector in a sectional view along the xy-plane; Fig. 4a schematically, as an exemplary embodiment, a configuration of the charging socket Fig. 1a shows in a side view; Fig. 4b schematically, as an exemplary embodiment, which in Fig. 4a shows the configuration of the charging socket in a top view; Fig. 4c schematically, as an embodiment, which in Fig. 4a shows the configuration of the fluid bushing in a sectional view along the xy-plane; Fig. 5a schematically, as an exemplary embodiment, which in Fig. 3a configuration of the fluid connector shown and the one in Fig. 4a shows the configuration of the fluid socket in a sectional view along the xy-plane in the unplugged state; Fig. 5b schematically, as an exemplary embodiment, which in Fig. 3a configuration of the fluid connector shown and the one in Fig. 4a shows the configuration of the fluid socket in a sectional view along the xy-plane in the plugged-in state; Fig. 6a schematically, as a further embodiment, a configuration of the fluid connector made of Fig. 2 shows a section view along the xy-plane; Fig. 6b schematically, as an exemplary embodiment, which in Fig. Figure 6a shows the configuration of the fluid plug and a fluid socket in a sectional view along the xy-plane in the plugged-in state; Fig. 7a schematically, as a further embodiment, a configuration of the fluid connector made of Fig. 2 shows a section view along the xy-plane; Fig. 7b schematically, as an exemplary embodiment, which in Fig. Figure 7a shows the configuration of the fluid plug and a fluid socket in a sectional view along the xy-plane in the plugged-in state; Fig. 8a schematically, as a further embodiment, a configuration of the charging socket made of Fig. 1a shows in a side view; Fig. 8b schematically, as an embodiment, which in Fig. Figure 8a shows the configuration of the charging socket in a top view; and Fig. 8c schematically, as an embodiment, which in Fig. Figure 8a shows the configuration of the fluid bushing in a sectional view along the xy-plane.

[0041] Fig. Figure 1a schematically shows, as an exemplary embodiment, a side view configuration of an electric vehicle charging station-vehicle interface. The electric vehicle charging station-vehicle interface 100 can be part of a charging system. The charging system can be a combined charging system (CCS), CHAdeMO, Type 2, Type 1, or Tesla Supercharger. A combined charging system (CCS) can charge an electric vehicle 130 via the electric vehicle charging station-vehicle interface 100 with alternating current (AC) and / or direct current (DC). The electric vehicle charging station-vehicle interface 100 comprises a plug assembly 110 and a socket assembly 120. The plug assembly 110 is connected to a charging station by a charging cable (not shown in the diagram). Fig. (1a shown). The charging station can be publicly or privately accessible; in the simplest case, it can consist of a socket for charging the electric vehicle via cable connection and a charger. Fig. Figure 1a shows a state in which the plug assembly 110 is connected to the socket assembly 120. A more detailed explanation of the plug assembly 110 is given in Fig. Figure 2 shows the socket assembly 120 located in the electric vehicle 130 and connected to the plug assembly 110 to charge the electric vehicle 130. A more detailed explanation of the socket assembly 120 is provided in the Fig. 4 and Fig. 8 shown.

[0042] Fig. Figure 1b shows schematically, as an exemplary embodiment, the Fig. Figure 1a shows a top view of the configuration of the electric vehicle charging station vehicle interface. As previously explained, the electric vehicle charging station vehicle interface 100 comprises a plug assembly 110 and a socket assembly 120, wherein the socket assembly 120 is located in the electric vehicle 130 and is connected to the plug assembly 110.

[0043] Fig. Figure 2 schematically shows, as an exemplary embodiment, a configuration of the plug arrangement. Fig. 1a in a side view. The connector assembly 110 comprises a charging connector 110-1 and a fluid connector 110-2. The charging connector 110-1 can be a CCS2 (with a Type 2 connector). Alternatively, the charging connector 110-1 can be a Type 2 connector, a Type 1 connector, a CHAdeMO connector, or a Tesla Supercharger connector. The electric vehicle (130 in Fig. 1a) is charged by current transmitted through charging connector 110-1. When an electric vehicle is charged quickly and with high charging power, the electric vehicle battery can heat up. To operate an electric vehicle with particularly high efficiency, it is preferable to keep the temperature of the electric motor, the power electronics, and the battery within an efficiency-optimized temperature range. Therefore, a cooling medium is supplied to the electric vehicle via fluid connector 110-2. A more detailed explanation of fluid connector 110-2 is provided in the Fig. 3, Fig. 6 and Fig. Figure 7 shows the cooling medium, which can be a liquid containing water. The cooling medium is injected into the electric vehicle at high pressure. This high-pressure injection can cause the cooling medium to come into contact with the charging connector 110-1, potentially leading to a charging malfunction. To prevent the cooling medium from coming into contact with the charging connector 110-1, a coupling surface (FS in) is provided on the charging connector. Fig. 3 or FS' in Fig. 6 or Fig. 7) and a receiving surface (AM in) on the socket arrangement Fig. 4 or AM' in Fig. 8) provided. Alternatively, a partition plate (not in Fig. 2) can be provided. The separating plate can be positioned between the charging connector 110-1 and the fluid connector 110-2 and can prevent the cooling medium from radiating into the charging connector 110-1. The separating plate can be provided with recesses (in Fig. 2 not shown) are provided with features that allow locking with the electric vehicle (130 in Fig. 1a) or with the charging socket. These recesses are not designed as openings, so that no cooling medium can reach the charging plugs 110-1. The recesses can be arranged laterally to the partition plate. The charging plug 110-1 comprises four locking devices 110-3, which are arranged on the plug at the top, bottom, right and left when viewed from the electric vehicle. To avoid collision with the charging plug 110-1 and to optimize the installation space, it is preferred that the fluid plug 110-2 has two locking devices (not in Fig. (2 shown) comprises the connectors, which are located on the right and left sides when viewed from the electric vehicle. Locking can be achieved via an electrical interlock, which is implemented through the recess in the connector housing. This locking concept can be adopted with regard to the geometry of the recess and the locking mechanism. The locking mechanism can be a sliding locking pin, a locking latch, or a locking catch.

[0044] Fig. Figure 3a schematically shows, as an exemplary embodiment, a configuration of the fluid connector made of Fig. 2 in a side view. The fluid connector 110-2 comprises two connections A-1, A-2 (see Fig. 3b). Connection A-1 connects the fluid connector 110-2 to a channel (not in Fig. 3a), which is connected to an external cooling medium source (not in Fig. Connection A-2 (shown in 3a) is connected and carries cooling medium into the electric vehicle. Fig. 3b) connects the fluid connector 110-2 to a channel (not in Fig. (3a shown) and allows the cooling medium that has flowed through the electric vehicle to exit. Furthermore, the fluid connector 110-2 includes a coupling surface FS. The coupling surface FS becomes a receiving surface (AM in Fig. 4) of the fluid socket. The coupling surface FS and the receiving surface prevent the cooling medium from entering the charging connector 110-1 when plugged in. The coupling surface FS can have an asymmetrical shape from the perspective of the insertion direction. This prevents the fluid connector 110-2 from being inserted upside down. The coupling surface FS surrounds two adjacent female fluid connector terminals AW-1, AW-2 (see Fig. 3c), wherein each female fluid plug connector AW-1, AW-2 has a male fluid socket connector (Z-1, Z-2 in Fig. 4b) of the fluid socket. The fluid connector terminal AW-1 is connected to terminal A-1 and supplies cooling medium to the electric vehicle. The fluid connector terminal AW-2 is connected to terminal A-2 and allows the cooling medium that has flowed through the electric vehicle to exit. On the inside of each of the respective female fluid connector terminals AW-1 and AW-2, there is a fluid connector sealing surface assembly OS-1 and OS-2 (see Fig. 3c). The fluid connector sealing surface arrangement OS-1 and OS-2 each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to those skilled in the art may be used. The annular sealing elements can be made of elastomers such as Buna N, neoprene, or silicone. The O-ring seals by mechanical deformation. When the female fluid connector terminals AW-1, AW-2 engage with the respective male fluid socket terminal (Z-1, Z-2 in Fig. 4b) are absorbed, the annular sealing elements are compressed, causing them to deform. When the female fluid plug connections AW-1, AW-2 are connected to the corresponding male fluid socket connections (Z-1, Z-2 in Fig. When pressure is applied, the O-ring is compressed, causing it to deform. At low or no pressure, the natural elasticity of the elastomer compound provides a seal, preventing fluid from leaking. Applying fluid pressure forces the O-ring against the groove wall on the low-pressure side, increasing the sealing force. The interference between the seal and the mating surfaces allows the O-ring to continue operating without leakage. At higher pressures, the O-ring deforms into a slightly "D" shape, and the contact area between the elastomer and the fluid bushing connection can double from its initial unpressurized state. Due to the elastomer's elasticity, the O-ring can return to its original shape when the pressure is released, making it ready for the next pressure cycle. Furthermore, the O-ring can seal in both directions.

[0045] Fig. Figure 3b shows schematically, as an exemplary embodiment, the Fig. Figure 3a shows the configuration of the fluid connector in a top view. The fluid connector 110-2 comprises two ports A-1, A-2 for supplying and discharging a cooling medium and a coupling surface FS that surrounds two female fluid connector ports AW-1, AW-2 for directing the cooling medium into the electric vehicle.

[0046] Fig. Figure 3c schematically shows, as an exemplary embodiment, the Fig. Figure 3a shows the configuration of the fluid connector in a sectional view along the xy-plane. As previously explained, the 110-2 fluid connector comprises two ports A-1 and A-2 for supplying and discharging a cooling medium, and a coupling surface FS surrounding two female fluid connector ports AW-1 and AW-2. The female fluid connector ports AW-1 and AW-2 receive the male parts of the fluid socket. A sealing surface arrangement is provided inside the female fluid connector ports AW-1 and AW-2 by radial sealing surfaces OS-1 and OS-2 to prevent the cooling medium from leaking outwards. The sealing surface arrangement may include an O-ring.

[0047] Fig. Figure 4a schematically shows, as an exemplary embodiment, a configuration of the socket arrangement. Fig. 1a in a side view. The socket assembly 120 comprises a charging socket 120-1, a socket locking device 120-2, and a fluid socket 120-3. The charging socket 120-1 is connected to the charging plug (110-1 in Fig. 2) connected to power the electric vehicle (130 in Fig. 1a) to load. The socket locking device 120-2 accepts the locking device (110-3 in Fig. 2) opens and locks the socket assembly 120 with the plug assembly (110 in Fig. 2). Fig. 4a shows only one socket locking device for the charging socket 120-1; alternatively, the fluid socket 120-3 may also contain a socket locking device, the locking devices of the fluid plug (110-2 in Fig. 2) records. A more detailed explanation of charging socket 120-1 is in the Fig. 4b is shown. The fluid socket 120-3 is connected to the fluid plug (110-2 in Fig. 2) connected to supply the cooling medium to the electric vehicle. The fluid socket 120-3 includes a receiving surface AM which has two male fluid socket connections Z-1, Z-2 (see Fig. 4b) surrounds. The receiving surface AM takes over the coupling surface (FS in Fig. 3) of the fluid connector, thus the fluid connector (110-2 in Fig. 2) with the charging plug (110-1 in Fig. 2) Physically separated. The male fluid socket connections Z-1 and Z-2 form a male connector geometry and come with the female fluid plug connections (AW-1, AW-2 in Fig. 3c) of the fluid connector in connection. The male fluid socket connections Z-1, Z-2 are approximately straight tubes through which the cooling medium flows into / out of the electric vehicle. On the outside of each male fluid socket connection Z-1, Z-2, there is a fluid socket sealing surface assembly OB-1, OB-2. The sealing surface assemblies OB-1 and OB-2 each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to those skilled in the art may be used. The fluid socket 120-3 further has an outlet (not in Fig. (shown in 4a) for draining cooling medium. Any unwanted residual cooling medium remaining in the fluid socket after cooling can be removed through the outlet. The charging socket 120-1 can also be an outlet (not in Fig. 4a) for draining cooling medium, wherein the outlet of the fluid bushing 120-3 and the outlet of the charging bushing 120-1 are not connected to each other. The independent arrangement of the outlets prevents the drained coolant flow from one outlet from being directed into the other outlet. The bushing arrangement 120 can also have a recess (not in Fig. 4a) include, which accommodates a separating plate.

[0048] The electric vehicle (130 in Fig. 1) may further include a charging controller. The charging controller can determine the charging mode of the electric vehicle. For example, the charging controller determines whether a fast charging mode is required. Based on the determined charging mode, the charging controller sends a signal to the charging station to communicate the charging mode. The charging controller may also receive a signal from the charging station to obtain information about the charging station, such as the type of charging station. The socket arrangement 120 further includes a sensor (not shown in Fig. (shown in Figure 4a), which is configured to detect a plug-in status. The sensor can be, for example, an electrical current sensor. If the sensor is an electrical current sensor, the socket / plug assembly can include an electrically conductive rod that can be pressed into the socket / plug assembly. When the plug assembly and socket assembly are connected, the rod is pressed into the socket / plug assembly. The position of the rod changes an electrical resistance, so the sensor receives a signal based on the rod's position, representing the plug-in status (fully inserted, partially inserted, not inserted). The charging controller receives this signal and determines the plug-in status based on the signal. Alternatively, the sensor can be a pressure sensor or an optical sensor.The sensor can be installed at the charging socket 120-1 and / or the fluid socket 120-3. The correct insertion status can be determined independently for the fluid socket 120-3 and the charging socket 120-1. Furthermore, the insertion status can be determined via the insertion depth of a locking device (110-3 in). Fig. 2) of the respective charging plug. The insertion depth can be determined by measuring a current applied to the respective locking devices. If the locking devices are correctly inserted, the resistance changes, and consequently, the measuring current also changes. Alternatively, an optical sensor can be used to determine the correct seating of the charging plug / fluid plug. Furthermore, the determination of the correct seating of the charging plug / fluid plug can be based on the insertion depth of the coupling surface. The insertion depth of the coupling surface can be determined by measuring a current applied to the receiving surface or by an optical sensor. In addition, the charging controller 120-2 can determine that the charging plug / fluid plug is only correctly inserted if it remains inserted for a predetermined time.

[0049] Fig. 4b shows schematically, as an exemplary embodiment, the Fig. 4a shows the configuration of the socket arrangement in a top view. As already explained, the socket arrangement 120 comprises a charging socket 120-1, a socket locking device 120-2 (not shown in Figure 4a). Fig. 4b) and a fluid socket 120-3. The upper part of the charging socket 120-1 contains a Type 2 connector for communication and the transmission of alternating current (AC). The lower part of the charging socket 120-1 contains two additional power pins for direct current (DC). This configuration allows the electric vehicle (130 in Fig. 1a) to charge with alternating current and / or direct current. The fluid socket 120-3 comprises a receiving surface AM which surrounds two male fluid socket terminals Z-1, Z-2. The male fluid socket terminals Z-1 and Z-2 are each enclosed by a fluid socket sealing surface arrangement OB-1, OB-2. The fluid socket sealing surface arrangement OB-1 and OB-2 each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to those skilled in the art may be used. Preferably, the width of the fluid socket 120-3 is not wider than the charging socket 120-1. The in Fig. The charging socket 120-1 shown in Figure 4b is based on the standard Combined Charging System. However, the charging socket 120-1 can also be based on other standards, such as CHAdeMO, Type 2, Type 1, or Tesla Supercharger.

[0050] Fig. 4c schematically shows, as an exemplary embodiment, the Fig. Figure 4a shows the configuration of the fluid bushing in a sectional view along the xy-plane. As previously explained, the fluid bushing 120-3 comprises a receiving surface AM, which surrounds two male fluid bushing connections Z-1 and Z-2. The male fluid bushing connections Z-1 and Z-2 are each enclosed by a fluid bushing sealing surface arrangement OB-1 and OB-2.

[0051] Fig. 5a shows schematically, as an exemplary embodiment, the Fig. 3a configuration of the fluid connector shown and the one in Fig. Figure 4a shows the configuration of the fluid socket in a sectional view along the xy-plane in the uninserted state. The coupling surface FS of the fluid connector 110-2 is located in front of the receiving surface AM of the fluid socket 120-3. The distance L1 indicates the distance from the fluid connector sealing surface arrangement OS-1 and OS-2 to the outlet of the fluid connector 110-2. The distance L2 indicates the distance from the fluid socket sealing surface arrangement OB-1 and OB-2 to the inlet of the fluid socket 120-3. To prevent the sealing surface arrangements from generating friction simultaneously, the distances L1 and L2 are different. In other words, during the insertion process, the fluid socket sealing surface arrangement / fluid connector sealing surface arrangement is deformed first, followed by the fluid connector sealing surface arrangement / fluid socket sealing surface arrangement. This reduces the insertion force.

[0052] Fig. 5b shows schematically, as an exemplary embodiment, the Fig. 3a configuration of the fluid connector shown and the one in Fig. Figure 4a shows the configuration of the fluid socket in a sectional view along the xy-plane in the inserted state. The coupling surface FS is located in the receiving surface AM; the female fluid connector terminals AW-1, AW-2 of fluid connector 110-2 accept the male fluid socket terminals Z-1, Z-2 of fluid socket 120-3. The locking mechanism of the connector assembly (110 in Fig. 1) and the socket arrangement (120 in Fig. 1) can be achieved via an electrical lock, which is implemented via the plug housing (socket locking device) in a plug housing (not in Fig. (5b shown). The charging controller determines whether the fluid socket 120-3 and the charging socket 120-1 are correctly inserted with the corresponding connector (charging connector / fluid connector). The fluid socket sealing surface assemblies OB-1 and OB-2 are located on the outside of the respective male fluid socket connections Z-1 and Z-2, and the fluid connector sealing surface assemblies OS-1 and OS-2 are located on the inside of the respective female fluid connector connections AW-1 and AW-2. The sealing surface assemblies OB-1 (OB-2) and OS-1 (OS-2) are arranged along the insertion direction to reduce insertion forces. Alternatively, the sealing surface assemblies can be arranged either only on the fluid socket 120-3 or only on the fluid connector 120-2.

[0053] Fig. Figure 6a schematically shows, as a further embodiment, a configuration of the fluid connector made of Fig. 2 in a sectional view along the xy-plane. The fluid connector 110-2 comprises two connections A-1', A-2' (see Fig. 6b). Connection A-1' connects the fluid connector 110-2 to a channel (not in Fig. 6a), which is connected to an external cooling medium source (not in Fig. Connection A-2' (shown in 6a) is connected and carries cooling medium into the electric vehicle. Fig. 6b) connects the fluid connector 110-2 to a channel (not in Fig. (shown in Figure 6a) and allows the cooling medium that has flowed through the electric vehicle to exit. Furthermore, the fluid connector 110-2 includes a coupling surface FS'. The coupling surface FS' becomes a receiving surface (AM' in Figure 6a). Fig. 6b) of the fluid socket. The coupling surface FS' and the receiving surface prevent the cooling medium from entering the charging connector 110-1 when plugged in. The coupling surface FS' can have an asymmetrical shape from the perspective of the insertion direction. This prevents the fluid connector 110-2' from being inserted upside down. The coupling surface FS' surrounds two adjacent male fluid connector terminals AS-1, AS-2, each male fluid connector terminal AS-1, AS-2 being connected to a female terminal (W-1, W-2). Fig. 6b) of the fluid socket. The fluid connector connection AS-1 is connected to connection A-1' and supplies cooling medium to the electric vehicle. The fluid connector connection AS-2 is connected to connection A-2' and allows the cooling medium that has flowed through the electric vehicle to exit. On the outside of each of the respective male fluid connector connections AS-1, AS-2, there is a fluid connector sealing surface assembly OS-1', OS-2'. The fluid connector sealing surface assemblies OS-1' and OS-2' each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to those skilled in the art can be used. An adjustable protective structure S encloses the male fluid connector connections AS-1, AS-2, so that the connections AS-1, AS-2 cannot be damaged, for example, if the connector assembly is dropped (110 in Fig. 2) The adjustable protective structure S is a bellows that can be compressed in the insertion direction. The adjustable protective structure S is attached to the fluid connector 110-2' and detached via the connections AS-1 and AS-2.

[0054] Fig. 6b shows schematically, as an exemplary embodiment, the Fig. Figure 6a shows the configuration of the fluid connector and a fluid socket in a sectional view along the xy-plane in the inserted state. The coupling surface FS' is located in the receiving surface AM'. The male fluid connector terminals AS-1, AS-2 of the fluid connector 110-2' are received by the female fluid socket terminals W-1, W-2. The fluid socket sealing surface assemblies OB-1' and OB-2' are located on the inside of the respective female fluid socket terminals W-1, W-2, and the fluid connector sealing surface assemblies OS-1' and OS-2' are located on the outside of the respective male fluid connector terminals AS-1, AS-2. The sealing surface assemblies OB-1' (OB-2') and OS-1 (OS-2') are distributed along the insertion direction to reduce insertion forces. Alternatively, the sealing surface arrangements can be arranged either only on the fluid bushing 120-3' or on the fluid plug 110-2'.When the fluid connector 110-2' is inserted into the fluid socket 120-3', the adjustable protective structure S is vertically compressed by the fluid socket 120-3'. Consequently, only the male fluid connector terminals AS-1 and AS-2 of the fluid connector 110-2' are inserted into the respective female fluid socket terminals W-1 and W-2. The charging controller determines whether the fluid socket 120-3' and the charging socket 120-1 are correctly inserted with the corresponding connector (charging connector / fluid connector).

[0055] Fig. Figure 7a schematically shows, as a further embodiment, a configuration of the fluid connector made of Fig. 2 in a sectional view along the xy-plane. The fluid connector 110-2 comprises two connections A-1', A-2' (see Fig. 7b). Connection A-1' connects the fluid connector 110-2 to a channel (not in Fig. 7a), which is connected to an external cooling medium source (not in Fig. (shown in 7a) is connected and carries cooling medium into the electric vehicle. The connection A-2' (see Fig. 7b) connects the fluid connector 110-2 to a channel (not in Fig. (shown in Figure 7a) and allows the cooling medium that has flowed through the electric vehicle to exit. Furthermore, the fluid connector 110-2 includes a coupling surface FS'. The coupling surface FS' becomes a receiving surface (AM' in Figure 7a). Fig. 7b) of the fluid socket. The coupling surface FS' and the receiving surface prevent the cooling medium from entering the charging connector 110-1 when plugged in. The coupling surface FS' can have an asymmetrical shape from the perspective of the insertion direction. This prevents the fluid connector 110-2' from being inserted upside down. The coupling surface FS' surrounds two adjacent male fluid connector terminals AS-1, AS-2, each male fluid connector terminal AS-1, AS-2 being connected to a female terminal (W-1, W-2). Fig. 7b) of the fluid socket. The fluid connector connection AS-1 is connected to connection A-1' and supplies cooling medium to the electric vehicle. The fluid connector connection AS-2 is connected to connection A-2' and allows the cooling medium that has flowed through the electric vehicle to exit. On the outside of each male fluid connector connection AS-1, AS-2, there is a fluid connector sealing surface assembly OS-1', OS-2'. The fluid connector sealing surface assemblies OS-1' and OS-2' each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to a person skilled in the art can be used. An adjustable protective structure S encloses the fluid connector connections AS-1, AS-2, so that the connections AS-1, AS-2 cannot be damaged, for example, if the connector assembly is dropped (110 in Fig. 2) The adjustable protective structure S' comprises a spring F and a sleeve H. The spring F is located between the sleeve H and the fluid connector 110-2' and is attached to the sleeve H and the fluid connector 110-2'.

[0056] Fig. 7b shows schematically, as an exemplary embodiment, the Fig. Figure 7a shows the configuration of the fluid connector and a fluid socket in a sectional view along the xy-plane in the inserted state. The coupling surface FS' is located in the receiving surface AM'. The male fluid connector terminals AS-1, AS-2 of the fluid connector 110-2' are received by the female fluid socket terminals W-1, W-2. The fluid socket sealing surface assemblies OB-1' and OB-2' are located on the inside of the respective female fluid socket terminals W-1, W-2, and the fluid connector sealing surface assemblies OS-1 and OS-2 are located on the outside of the respective male fluid connector terminals AS-1, AS-2. The sealing surface assemblies OB-1' (OB-2') and OS-1 (OS-2') are arranged distributed along the insertion direction to reduce insertion forces. Alternatively, the sealing surface arrangements can be arranged either only on the fluid bushing 120-3' or on the fluid plug 110-2'.When the fluid connector 110-2' is inserted into the fluid socket 120-3', the sleeve H of the adjustable protective structure S' is stopped, and the spring F of the adjustable protective structure S' is vertically compressed by the fluid socket 120-3'. Consequently, only the male fluid connector terminals AS-1 and AS-2 of the fluid connector 110-2' are inserted into the respective female fluid socket terminals W-1 and W-2. The charging controller determines whether the fluid socket 120-3' and the charging socket 120-1 are correctly inserted with the corresponding connector (charging connector / fluid connector).

[0057] Fig. Figure 8a schematically shows, as a further embodiment, a configuration of the charging socket made of Fig. 1a in a side view. The socket assembly 120 comprises a charging socket 120-1, a socket locking device 120-2, and a fluid socket 120-3'. The charging socket 120-1 is connected to the charging plug (110-1 in Fig. 2) connected around the electric vehicle (130 in Fig. 1a) to load. The socket locking device 120-2 accepts the locking device (110-3 in Fig. 2) opens and locks the socket assembly 120 with the plug assembly (110 in Fig. 2). Fig. 4a shows only one socket locking device for the charging socket 120-1; alternatively, the fluid socket 120-3' may also contain a socket locking device, the locking devices of the fluid plug (110-2 in Fig. 2) accommodates. A more detailed explanation of the charging socket 120-1 is shown in Figure 8b. The fluid socket 120-3' includes a receiving surface AM' which accommodates female fluid socket connections W-1, W-2 (see Fig. 8b) surrounds. The receiving surface AM' takes over the coupling surface (FS in Fig. 6 or Fig. 7) of the fluid connector, thus the fluid connector (110-2 in Fig. 2) with the charging plug (110-1 in Fig. 2) physically separated. On the inside of each female fluid bushing connection W-1, W-2, there is a sealing surface arrangement OB-1, OB-2. The sealing surface arrangement OB-1 and OB-2 each comprise a groove and an annular sealing element (O-ring). However, any other alternative seal known to those skilled in the art may be used. The fluid bushing 120-3' also has an outlet (not in Fig. (shown in 8a) for draining cooling medium. Any unwanted residual cooling medium remaining in the fluid socket after cooling can be removed through the outlet. The charging socket 120-1 can also be an outlet (not in Fig. (8a shown) for draining cooling medium, wherein the outlet of the fluid bushing 120-3' and the outlet of the charging bushing 120-1 are not connected to each other. The independent arrangement of the outlets prevents the drained coolant flow from one outlet from being directed into the other outlet. The bushing arrangement 120 can further include a recess (not in Fig. (shown in 8a) include a partition plate. The electric vehicle (130 in Fig. 1) may further include a charging controller. The charging controller can determine the charging mode of the electric vehicle. For example, the charging controller determines whether a fast charging mode is required. Based on the determined charging mode, the charging controller sends a signal to the charging station to communicate the charging mode. The charging controller may also receive a signal from the charging station to obtain information about the charging station, such as the type of charging station. The socket arrangement 120 further includes a sensor (not shown in Fig. (8a) which is configured to detect a plug-in status. The sensor can be, for example, an electrical current sensor. If the sensor is an electrical current sensor, the socket / plug assembly can include an electrically conductive rod that can be pressed into the socket / plug assembly. When the plug assembly and socket assembly are connected, the rod is pressed into the socket / plug assembly. The position of the rod changes an electrical resistance, so the sensor receives a signal based on the rod's position, representing the plug-in status (fully inserted, partially inserted, not inserted). The charging controller receives this signal and determines the plug-in status based on the signal. Alternatively, the sensor can be a pressure sensor or an optical sensor.The sensor can be installed at the charging socket 120-1 and / or the fluid socket 120-3'. Correct insertion can be determined independently for the fluid socket 120-3' and the charging socket 120-1. Furthermore, the insertion status can be determined by the insertion depth of a locking device (110-3 in). Fig. 2) of the respective charging plug. The insertion depth can be determined by measuring a current applied to the respective locking devices. When the locking devices are correctly inserted, the resistance changes, and therefore the measuring current also changes. Alternatively, an optical sensor can be used to determine the correct seating of the charging plug / fluid connector. Furthermore, the determination of the correct seating of the charging plug / fluid connector can be based on the insertion depth of the coupling surface. The insertion depth of the coupling surface can be determined by measuring a current applied to the receiving surface or detected by an optical sensor. In addition, the charging controller can determine that the charging plug / fluid connector is only correctly inserted if it remains inserted for a predetermined time.

[0058] Fig. Figure 8b shows schematically, as an exemplary embodiment, the Fig. Figure 8a shows the configuration of the charging socket in a top view. As already explained, the charging socket 120 comprises a charging socket 120-1, a socket locking device 120-2 (not shown in Figure 8a). Fig. 4b) and a fluid socket 120-3'. The upper part of the charging socket 120-1 contains a Type 2 connector for communication and the transmission of alternating current (AC). The lower part contains two additional power pins for direct current (DC). This configuration allows the electric vehicle (130 in Fig. 1a) to charge with alternating current and / or direct current. The fluid socket 120-3' comprises a receiving surface AM' which surrounds two female fluid socket terminals W-1, W-2. In each female fluid socket terminal W-1, W-2, a fluid socket sealing surface arrangement OB-1', OB-2' is arranged on the inside. Preferably, the width of the fluid socket 120-3' is not wider than the charging socket 120-1, thus the width of a cover flap of the electric vehicle (130 in Fig. 1) remain unchanged if they are longer. The in Fig. The charging socket 120-1 shown in Figure 8b is based on the standard Combined Charging System. However, the charging socket 120-1 can also be based on other standards, such as CHAdeMO, Type 2, Type 1, or Tesla Supercharger.

[0059] Fig. Figure 8c schematically shows, as an exemplary embodiment, the Fig.Figure 8a shows the configuration of the fluid bushing in a sectional view along the xy-plane. As previously explained, the fluid bushing 120-3' comprises a receiving surface AM which surrounds two female fluid bushing ports W-1, W-2, with a fluid bushing sealing surface arrangement OB-1', OB-2' arranged on the inside of each port W-1, W-2. Reference symbol list 100 electric vehicle charging stations vehicle interface 110 connector arrangement 110-1 Charging plug 110-2 Fluid connectors 110-3 Locking device 120 socket arrangement 120-1 charging socket 120-2 socket locking device 120-3 Fluid Bushing 130 electric vehicles Adjustable protective structure F spring H sleeve FS coupling surface AM recording surface A-1, A-2 connection AS-1, AS-2 male fluid connector AW-1, AW-2 female fluid connector W-1, W-2 female fluid socket connection Z-1, Z-2 male fluid socket connection OS-1, OS-2 internal fluid connector sealing surface arrangement OS-1', OS-2' external fluid connector sealing surface arrangement OB-1, OB-2 external fluid bushing sealing surface arrangement OB-1', OB-2' inner fluid bushing sealing surface arrangement

Claims

[1] Connector arrangement (110) for charging and cooling a battery of an electric vehicle (130), wherein the connector arrangement (110) comprises: - a charging plug (110-1) for connection to an electrical power supply; and - a fluid connector (110-2; 110-2') comprising the fluid connector (110-2; 110-2'): a coupling surface (FS) surrounding two fluid connector connections (AW-1, AW-2; AS-1, AS-2) for supplying and removing the cooling medium to the electric vehicle (130), and a locking device; - a separating plate located between the charging connector (110-1) and the fluid connector (110-2, 110-2'). [2] Connector arrangement (110) according to claim 1, wherein the two fluid connector terminals (AW-1, AW-2) are female terminals, each having a fluid connector sealing surface arrangement (OS-1, OS-2) on their inside. [3] Connector arrangement (110) according to claim 1, wherein the two fluid connector terminals (AS-1, AS-2) are male terminals, each having a fluid connector sealing surface arrangement (OS-1', OS-2') on their outside. [4] Connector arrangement (110) according to claim 3, wherein the fluid connector (110-2') has an adjustable protective structure (S; S') which is open in the connector direction and encloses the two male fluid connector terminals (AS-1, AS-2). [5] Connector arrangement (110) according to claims 2 to 4, wherein the fluid connector sealing surface arrangement (OS-1, OS-2; OS-1', OS-2') comprises an O-ring. [6] Connector arrangement (110) according to one of the preceding claims, wherein the circumferential contour of the coupling surface (FS) is designed such that the fluid connector (110-2; 110-2') with its correspondingly designed circumferential contour of the coupling surface (FS) can only be inserted in a certain position. [7] Socket arrangement (120) for charging a battery of an electric vehicle (130), wherein the socket arrangement (120) comprises: a charging socket (120-1) for connecting a charging plug (110-1); and a fluid socket (120-3; 120-3') for connecting a fluid plug (110-2; 110-2') with a receiving surface (AM) surrounding the two fluid socket connections (Z-1, Z-2; W-1, W-2), and a sensor configured to detect the plug-in status of a fluid plug (110-2; 110-2') based on the penetration depth of a locking device or on the position of a locking pin of the locking device. [8] Bushing arrangement (120) according to claim 7, wherein the two terminals (Z-1,Z-2) are male terminals, each having a fluid bushing sealing surface arrangement (OB-1, OB-2) on their outside. [9] Bushing arrangement (120) according to claim 7, wherein the two fluid bushing connections (W-1, W-2) are female connections, each having a fluid bushing sealing surface arrangement (OB-1', OB-2') on their inside. [10] Bushing arrangement (120) according to claim 8 or 9, wherein the fluid bushing sealing surface arrangement (OB-1, OB-2; OB-1', OB-2') comprises an O-ring. [11] Bushing arrangement (120) according to claims 7 to 10, wherein the circumferential contour of the receiving surface (AM) is designed such that the fluid bushing (120-3; 120-3') with its correspondingly designed circumferential contour of the receiving surface can only be inserted in a certain position. [12] Bushing arrangement (120) according to claims 7 to 11, wherein the fluid bushing (120-3; 120-3') further comprises an outlet for draining cooling medium. [13] Charging system for charging a battery of an electric vehicle (130), the charging system comprising: an electric vehicle (130) with a socket arrangement (120) according to claim 7; and a charging station with a plug arrangement (110) according to claim 1. [14] Charging system according to claim 13, wherein the plug arrangement (110) comprises a fluid plug sealing surface arrangement (OS-1, OS-2; OS-1', OS-2') and the socket arrangement (120) comprises a fluid socket sealing surface arrangement (OB-1, OB-2; OB-1', OB-2'), wherein the distance (L1) from the fluid plug sealing surface arrangement (OS-1, OS-2; OS-1', OS-2') to the outlet of the fluid plug (110-2; 110-2') and the distance (L") from the fluid socket sealing surface arrangement (OB-1, OB-2; OB-1', OB-2') to the inlet of the fluid socket (120-3; 120-3') is different.

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