METHOD FOR TRANSFERRING ELECTRICAL ENERGY BETWEEN AT LEAST TWO TRACTION BATTERIES AND AN ELECTRICAL POWER SUPPLY NETWORK BY MEANS OF A SINGLE CHARGING POINT, MOTOR VEHICLE, POWER TRANSMISSION CABLE AND POWER TRANSMISSION SYSTEM

Abstract

The invention relates to a method for transferring electrical energy between a first traction battery (B1) and an infrastructure charging point (L) and between a second traction battery (B2) and the same infrastructure charging point (L), wherein the first traction battery (B1) and the charging point (L) are coupled together, thereby establishing a primary electrical coupling (PK), a secondary coupling element (SKE1) of the primary coupling (PK) and the charging point (L) are electrically coupled together while establishing the primary coupling (PK), the second traction battery (B2) and the charging point (L) are coupled together by coupling the second traction battery (B2) and the secondary coupling element (SKE1) together, thereby establishing a first secondary electrical coupling (SK1), and, by means of the charging point (L), when the primary coupling (PK) and the first secondary coupling (SK1) have been established, one of the traction batteries (B1,The invention relates to a motor vehicle (K1, K2, Kn), an energy transmission cable (EÜK1, EÜK2, EÜKn), and an energy transmission system (EÜS).

Description

[0001] The invention relates to a method for transferring electrical energy between two or more traction batteries and an electrical power supply network via a single infrastructural charging point. The invention also relates to a motor vehicle with a traction battery, configured to participate in such a method. Furthermore, the invention relates to an energy transmission cable that is used or can be used in such a method for transferring electrical energy between one of the traction batteries and a charging point. Finally, the invention relates to an energy transmission system configured to carry out such a method.

[0002] Charging the traction batteries of electric vehicles remains one of the biggest challenges in the current effort to electrify personal transportation. Especially in city centers, the charging infrastructure is often insufficient to offer every vehicle a dedicated charging point. Privately operated charging stations (wallboxes) require significant installation effort, making it often unprofitable for individuals, apartment buildings, or small businesses to install them, particularly multiple charging stations. Existing charging stations in public places are frequently blocked beyond the actual charging time by vehicles parked there, connected to a charging point, whose charging process is complete but which have not yet been driven away.In managed parking lots equipped with charging stations, attempts are made to prevent the blocking of charging stations or charging points by imposing a contractual penalty or fee on the owner / user of the vehicle blocking the charging point or charging station. Furthermore, current charging stations have a limited number of charging points, meaning that only a limited number of vehicles can be connected simultaneously, often only four or fewer. If, for example, three out of four parking spaces at the charging station are occupied by a vehicle that is not being charged, the charging station operates inefficiently. Additionally, charging a fleet of vehicles is currently extremely complex, as it requires significant effort, since each vehicle must be individually connected to a charging point of the charging station, for example, using a charging cable.After charging is complete, the vehicle must be disconnected from the charging point (unplugging the charging cable) and moved to make room for the next vehicle. The next vehicle must then be parked in the newly vacated space and connected to the charging point. This process—possibly requiring personnel—must be repeated frequently, depending on the number of vehicles and available charging points or charging facilities, to fully charge the fleet within a given timeframe, such as overnight. There is a need to remove barriers to energy supply and make the transition to electromobility less disadvantageous, especially compared to refueling combustion engine vehicles.

[0003] The object of the present invention is to simplify the transmission of electrical energy between traction batteries of electrically powered motor vehicles and an electrical power supply network.

[0004] This problem is solved by the subject matter of the independent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments presented in the description for one of the subject matter of the independent claims are to be regarded, across categories and embodiments, at least analogously as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the subclaims.

[0005] According to the invention, a method for transferring electrical energy between two or more traction batteries and an electrical power supply network is proposed using a single infrastructural charging point. Furthermore, the invention proposes a motor vehicle equipped to participate in this method. Additionally, the invention proposes an energy transmission cable that is used or can be used in such a method for transferring electrical energy between one of the traction batteries and a charging point. Moreover, the invention relates to an energy transmission system configured for carrying out the method.

[0006] The method according to the invention is a method for transferring electrical energy between a first traction battery of a first electrically powered vehicle (i.e., purely electric or hybrid-electric) and an infrastructure charging point, and between a second traction battery of a second electrically powered vehicle and the same infrastructure charging point. A charging point in this context refers to a socket of an infrastructure charging station or a wallbox, and not the entire charging station or wallbox, which may have two or more charging points. The charging point is, for example, a connector element (plug and / or socket) into which exactly one corresponding connector element of a charging cable can be inserted.Another connector element of the same charging cable is then connected to a traction battery of a vehicle to be charged, so that the traction battery can be charged electrically.

[0007] In this process, the first traction battery and the charging point are connected, for example, by means of a first power transmission cable. This establishes a primary electrical connection between the charging point and the first traction battery, allowing electrical energy to be transferred between the charging point (which is connected to or can be connected to the infrastructure power supply grid) and the first traction battery. During the establishment of the primary connection, a secondary coupling element of the primary connection and the charging point are electrically coupled. The second traction battery and the charging point are then connected by coupling the second traction battery and its secondary coupling element, for example, by means of a second power transmission cable. This establishes a first secondary electrical connection between the second traction battery and the charging point.Once the primary coupling and the first secondary coupling are established, one of the traction batteries is electrically charged via the charging point, or both traction batteries are electrically charged simultaneously or sequentially.

[0008] This advantageously allows at least two electric vehicles to be connected to a single charging point, for example, to charge the vehicles' traction batteries simultaneously or sequentially. This eliminates the need to provide a separate charging point for each electric vehicle; instead, the vehicles to be charged can be connected in a row or chain to a single, shared charging point and charged via this connection. This reduces the space required for charging stations.

[0009] As another embodiment demonstrates, the method can also be easily extended to other electrically powered vehicles connected to the single charging point. For this purpose, it is provided that, after establishing the first secondary coupling, a further secondary coupling element of the first secondary coupling and the charging point are electrically coupled. A further traction battery of another electrically powered vehicle and the charging point are coupled by connecting the second traction battery and the further secondary coupling element, for example, by means of another power transmission cable. This establishes a further electrical secondary coupling between the further traction battery and the charging point.Once the primary coupling and the two or more secondary couplings are established, one of the traction batteries is electrically charged via the charging point, or some of the traction batteries are electrically charged simultaneously or successively via the charging point, or all of the traction batteries connected to the charging point are electrically charged simultaneously or successively.

[0010] According to a possible further development approach, the current state of charge (SoC) of both the traction batteries directly (via primary coupling) and indirectly (via secondary coupling) connected to the charging point is determined – for example, using an energy transfer control system. The traction batteries are then charged to a specific state of charge, which can be predefined or predefined for individual or grouped traction batteries. For example, it can be specified that the traction batteries are fully charged, i.e., to 100%. In this case, the traction batteries connected to the single charging point are charged simultaneously and / or sequentially until they reach 100% SoC.Furthermore, a target state of charge can be specified for one or more of the traction batteries, and a different, different target state of charge can be specified for one or more of the other traction batteries. The traction batteries connected to the single charging point are then charged simultaneously and / or sequentially to their respective target states of charge. The energy transfer control system is designed, for example, as a control unit and can be integrated into the charging point or charging station, into one or more of the vehicles, and / or into one or more of the energy transmission cables.

[0011] The charging sequence of the traction batteries connected to the charging point is controlled electronically, for example, by means of the energy transfer control system. Several charging sequences are possible. For instance, one of the vehicles or traction batteries connected to the charging point could be charged first to the required state of charge, and then one or more of the other traction batteries connected to the charging point could be charged to the same or a different state of charge. In other words, the traction batteries connected to the charging point could be charged individually, one after the other. Alternatively, the traction batteries connected to the charging point could be charged simultaneously.Furthermore, it is conceivable that the traction batteries are divided into groups, and one or more of the traction battery groups is / are charged, after which one or more of the other traction battery groups is / are charged via the charging point; the traction batteries grouped together in the corresponding traction battery group can be charged simultaneously or one after the other.

[0012] Another possible configuration involves selecting a master battery from among the traction batteries connected to the charging point, based on a battery criterion. A first portion of the total charging power available via the charging point is then supplied to this master battery, while a second portion of the total charging power is distributed among the other traction batteries. Alternatively, the master battery receives the full total charging power available via the charging point until it reaches a predetermined state of charge. Upon reaching this state of charge, the remaining charging power is then supplied to one or more of the other traction batteries. This allows for easy prioritization of which of the traction batteries connected to the single charging point is charged first.

[0013] According to another possible embodiment, the master battery is determined by ascertaining and, in particular, weighting one or more partial battery criteria of the traction batteries connected to the charging point. One of the partial battery criteria is, for example, the current state of charge of each traction battery connected to the charging point. For instance, the traction battery with the lowest state of charge can be designated as the master battery. Alternatively, the traction battery with the highest state of charge can be designated as the master battery. Furthermore, the traction battery with a state of charge that allows for particularly efficient electric charging—for example, fast charging with a charging capacity of 50 kW to 150 kW or ultra-fast charging with 150 kW or more—can be designated as the master battery.Another partial battery criterion can be the charging time of each traction battery required to reach a specific state of charge, particularly the state of charge to be achieved as described above. For example, the traction battery that requires the shortest charging time to reach the specified or target state of charge can be designated as the master battery. Furthermore, one of the partial battery criteria can be the departure time and / or route planning of the vehicles in which the traction batteries are installed. For example, the departure time and / or route planning may have been entered into a navigation system by a vehicle user, which then provides this information for the process, such as energy transfer control.The traction battery with the earliest recorded departure time and / or the longest recorded journey distance can be designated as the master battery. Another sub-battery criterion is, for example, the designated purpose of the vehicles in which the traction batteries are installed. If one of the vehicles whose traction batteries are connected to the charging point is, for instance, a vehicle with a special purpose, such as one used for fire department, police, ambulance, emergency medical services, patient transport, military, etc., this special vehicle can be prioritized during charging, meaning its traction battery is classified as the master battery.The intended use can be entered into the vehicle by the user and / or the vehicle provides the intended use to the system, for example, the energy transfer control. Furthermore, another of the partial battery criteria can involve a number of secondary connections through which the traction batteries are connected to the charging point. It may be desirable for the vehicle's traction battery, connected distally from the charging point, to be charged first, specifically to the assigned or target state of charge. In this way, the vehicle's traction battery connected distally is ready for use (again) particularly quickly, and driving off with the vehicle is especially easy, as only the energy transfer cable belonging to that vehicle needs to be disconnected.

[0014] Determining and / or weighting the sub-battery criteria can be accomplished using the energy transfer control system, which records the state of charge, the required charging time, the departure time and / or route planning, the designated purpose, and / or the number of secondary couplings of the traction batteries connected to the charging point. Furthermore, it is specifically intended that, after the master battery has been charged, one of the other traction batteries will be designated as the master battery, particularly based on one or more of the criteria outlined above. It is also understood that the principle of determining a master battery can be easily used to group two or more of the traction batteries connected to the charging point into a master battery group and treat them as described above.

[0015] In order to participate in this process, that is, in order for electrical energy to be transferred between the charging point and the respective traction battery in the manner described above, the respective motor vehicle according to the invention has a first coupling device by means of which the traction battery and the infrastructural charging point can be coupled to each other directly, i.e., via the primary coupling, or indirectly, i.e., via the secondary coupling or one of the secondary couplings, for the transfer of electrical energy. Furthermore, the respective motor vehicle has a second coupling device which is electrically connected or can be connected to the first coupling device in such a way that, at least when the traction battery and a charging point are coupled to each other by means of the first coupling device, the second coupling device and the charging point are electrically coupled to each other.The second coupling device and a first coupling device of another motor vehicle communicate with each other to establish the secondary coupling. In this way, two or more such motor vehicles or their traction batteries can be connected particularly easily to carry out the previously described method or one or more embodiments thereof.

[0016] The first and / or the second coupling device can be an integral part of the motor vehicle. However, it is equally conceivable that one of the coupling devices, in particular the second coupling device, is part of a unit not permanently attached to the motor vehicle, especially the power transmission cable. In any case, in a further possible embodiment, the first and the second coupling device each have a connector element that is arranged on an outer skin of the motor vehicle, at least if the traction battery and the charging point are connected to each other by means of the first coupling device. The respective connector element is, for example, a vehicle-integrated connector element that is arranged, for instance, as a charging socket behind a flap of the motor vehicle that is flush with the outer skin and can be opened as needed.In simplified terms, the vehicle can therefore have two charging sockets, which are arranged separately from each other on the outer skin. In this way, a simple power transmission cable can be used to connect two or more vehicles of this type to carry out the procedure described above. Such a simple power transmission cable has, in particular, only two connectable ends, that is, two cable coupling elements, one of which corresponds to the charging point and the other to the first coupling device of the vehicle. Therefore, for such vehicles, it is possible not to consider the power transmission cable as part of the vehicle. Furthermore, the second connector element of the vehicle can be designed as part of the power transmission cable, which is arranged on the outer skin, by connecting the power transmission cable to the first coupling device.is connected to the first connector element. In such a case, the power transmission cable can be considered part of the motor vehicle.

[0017] The energy transmission cable according to the invention can be used in the method for transferring electrical energy between a single charging point and two or more traction batteries to selectively establish either the primary or the secondary coupling. For this purpose, the energy transmission cable has, firstly, a first cable coupling element that corresponds to a first coupling device of the motor vehicle(s) for establishing the primary and / or the secondary coupling. Secondly, the energy transmission cable has a second cable coupling element that corresponds both to the charging point for establishing the primary coupling and to a second coupling device of another motor vehicle for establishing the secondary coupling.

[0018] In a possible further development, the power transmission cable has a third cable coupling element that corresponds to a second cable coupling element of another power transmission cable to establish the secondary coupling. Specifically, the first and third cable coupling elements are integrated together as a single unit within a handle of the power transmission cable. Furthermore, the power transmission cable can have the form of a Y-adapter. This is advantageous because the power transmission cable can be used in conjunction with a motor vehicle that does not require a second coupling device, since the means for establishing the secondary connection are provided by the power transmission cable itself. Thus, the method can be applied to motor vehicles or traction batteries that do not have any equipment specifically designed for this method.In other words, a user of a conventional electrically powered vehicle is able to charge their vehicle using the method by employing the energy transfer cable according to the invention. In this context, it is conceivable that the energy transfer cable could be distributed as an accessory and / or as part of a model update.

[0019] In a first alternative, the energy transmission system according to the invention comprises two or more of the motor vehicles according to the invention and a previously described energy transmission cable. The charging point and a first of the motor vehicles are connected / connectable to each other for the transmission of electrical energy by means of a first energy transmission cable, whereby the primary coupling is formed between the charging point and the corresponding motor vehicle by means of the energy transmission cable. For this purpose, the first coupling device of the first motor vehicle and the first cable coupling element of the first energy transmission cable, as well as the charging point and the second cable coupling element of the first energy transmission cable, are each electrically connected to each other.The second vehicle and the charging point are connected / connectable via a second power transmission cable for the transmission of electrical energy. This connection is established between the charging point and the corresponding (second) vehicle via the second power transmission cable. For this purpose, the first coupling device of the second vehicle and the first cable coupling element of the second power transmission cable, as well as the charging point and the second cable coupling element of the second power transmission cable, are each electrically connected. If necessary, a further vehicle, or two or more vehicles, can be connected / connected to the charging point via a further power transmission cable or a further secondary connection. Each further secondary connection is established analogously to the first secondary connection.Motor vehicles equipped with the second coupling device can be connected to the charging point particularly easily to carry out the procedure.

[0020] In a second alternative, the energy transmission system comprises two or more electrically powered vehicles, each without a second coupling device, and one energy transmission cable for each vehicle, which includes the third cable coupling element. The charging point and one of these vehicles are connected / connectable for the transmission of electrical energy by means of a first energy transmission cable, whereby the primary coupling is established between the charging point and the corresponding vehicle via the energy transmission cable. For this purpose, the first coupling device of the first vehicle and the first cable coupling element of the first energy transmission cable, as well as the charging point and the second cable coupling element of the first energy transmission cable, are each electrically connected to one another.The second vehicle and the charging point are connected / connectable to each other for the transmission of electrical energy via a second power transmission cable, whereby the first secondary connection is formed between the charging point and the corresponding (second) vehicle via the second power transmission cable. For this purpose, the first coupling device of the second vehicle and the first cable coupling element of the second power transmission cable, as well as the third cable coupling element of the first power transmission cable and the second cable coupling element of the second power transmission cable, are each electrically connected to each other. If necessary, a further vehicle, or two or more vehicles, are connected / connectable to the charging point via a further power transmission cable or a further secondary connection.Each subsequent secondary connection is formed analogously to the first secondary connection. This makes it particularly easy to connect vehicles without a second coupling device to the charging point for this process.

[0021] In a third alternative, the energy transmission system comprises two or more motor vehicles, at least one of which is a motor vehicle according to the invention with a second coupling device, and the other is a motor vehicle without a second coupling device. Each motor vehicle according to the invention is assigned an energy transmission cable that has the first, the second, and optionally the third cable coupling element, whereas each motor vehicle without a second coupling device is assigned an energy transmission cable that necessarily has the first, the second, and the third cable coupling element. Thus, the method is advantageously available not only to motor vehicles according to the invention but also to motor vehicles that do not have a second coupling device, for example, conventional motor vehicles.Both conventional motor vehicles and motor vehicles equipped with the second coupling device can be connected to a single charging point to carry out the procedure.

[0022] Although this document refers only to the electrical charging of the traction batteries or vehicles, it should be understood that the process can alternatively or additionally involve discharging one or more of the traction batteries, for example, to feed electrical energy from one or more of the traction batteries into an existing electrical power supply network. Furthermore, it should be understood that, although not explicitly described here, the process or the energy transmission system can alternatively or additionally be used to transfer electrical energy between one or more of the vehicles and one or more of the other vehicles.

[0023] Further features of the invention may become apparent from the following description of the figures and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures themselves, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0024] The drawing shows: Fig. 1 a schematic view of an energy transmission system by means of which a method for transferring electrical energy between traction batteries of electrically powered motor vehicles and a single infrastructural charging point is carried out, Fig. 2 a schematic view of an energy transmission system in a further embodiment and Fig. 3 a schematic view of an energy transmission system in yet another embodiment.

[0025] The following describes a method for transferring electrical energy between traction batteries B1, B2, Bn of electrically powered vehicles K1, K2, Kn and a single infrastructural charging point L, as well as the respective vehicles K1, K2, Kn equipped to participate in the method and an energy transmission cable EÜK usable in the method, by describing an energy transmission system EÜS configured to execute the method. Identical or functionally equivalent elements in the figures bear the same reference numeral.

[0026] Fig. 1, Fig. 2 and Fig. Figure 3 shows a schematic view of the energy transfer system (ESS), which is used to transfer electrical energy via a charging point L of a charging station LS between an infrastructure energy supply network (not shown) and two or more motor vehicles K1, K2, Kn or their respective traction batteries B1, B2, Bn. While the following discussion focuses solely on charging the traction batteries, i.e., transferring electrical energy from the energy supply network to the traction batteries B1, B2, Bn, it is equally possible to use the energy transfer system to transfer electrical energy from the traction batteries B1, B2, Bn to the energy supply network.

[0027] The figures show two types of motor vehicles; those in Fig. The electrically powered motor vehicles of the first type K1, K2, Kn shown in Figure 1 have a first coupling device KE1 and a second coupling device KE2, which are arranged as plug connector elements SVE1 and SVE2, respectively, on an outer skin of the respective motor vehicle K1, K2, Kn. In the case of a motor vehicle marked with the reference numeral K1x, K2x or Knx (see Figure 1), the following applies: Fig. 2 and Fig. 3) This is an electrically propelled motor vehicle of the second type, which has the first coupling device KE1 but no second coupling device KE2 permanently installed on board the motor vehicle K1x, K2x, Knx. This means that in the motor vehicle of the second type K1x, K2x, Knx, only the first plug connector SVE1 is permanently connected to the motor vehicle K1x, K2x, Knx. Nevertheless, the motor vehicle K1x, K2x, Knx has the second plug connector SVE2 or the second coupling device KE2, in this case in the form of a power transmission cable EÜK1, EÜK2, EÜKn, as will be explained in more detail below. Thus, both motor vehicles of the first type K1, K2, Kn and motor vehicles of the second type K1x, K2x, Knx are equipped to be / become part of the power transmission system EÜS.

[0028] To ensure the energy transmission system EÜS according to Fig. To form charging point 1, in which only motor vehicles K1 and K2 participate, all equipped with the permanently installed second coupling device KE2, two or more motor vehicles, for example the first motor vehicle K1, the second motor vehicle K2, and at least one other motor vehicle Kn, are parked near charging point L. A primary coupling PK is then established between charging point L and the first traction battery B1 of the first motor vehicle K1 to transfer electrical energy between charging point L and the first traction battery B1. For this purpose, a first energy transmission cable EÜK1 is used, which has a first cable coupling element KKE1 that corresponds to the first coupling device KE1 or the first plug connection element SVE1 of the first motor vehicle K1 to establish an electrically conductive plug connection.A second cable coupling element KKE2 of the same energy transmission cable EÜK1 corresponds to the charging point L to establish another electrically conductive plug connection. By electrically connecting the first cable coupling element KKE1 and the first coupling device KE1, as well as the second cable coupling element KKE2 and the charging point L, the primary coupling PK between the charging point L and the first traction battery B1 is established.

[0029] By establishing the primary coupling PK, a secondary coupling element SKE1 of the primary coupling PK and the charging point L are electrically coupled, since the second coupling device KE2 of the respective motor vehicle K1, K2, Kn is electrically connected or connectable to the first coupling device KE1 in such a way that, at least when the traction battery B1, B2, Bn and the charging point L are coupled to each other by means of the first coupling device KE1, the second coupling device KE2 and the charging point L are electrically coupled to each other. This means that the primary coupling PK includes – at the latest when it is established between the charging point L and the first traction battery B1 – the secondary coupling element SKE1. In this case ( Fig. 1) The secondary coupling element SKE1 is formed by the second coupling device KE2 of the first vehicle K1. The second traction battery B2 and the charging point L are coupled by connecting the second traction battery B2 and the secondary coupling element SKE1, thereby establishing a first electrical secondary coupling SK1. For this purpose, a second power transmission cable EÜK2 is used, the first cable coupling element KKE1 of which is connected to the first coupling device KE1 or the first connector SVE1 of the second vehicle K2. The second cable coupling element KKE2 of the respective power transmission cable EÜK1, EÜK2, EÜKn, and thus also of the second power transmission cable EÜK2, corresponds—as just described—to the charging point L to establish the primary coupling PK, as well as to the second coupling device KE2 of the first vehicle K1 to establish the secondary coupling SK1.To establish the secondary coupling SK1, the second cable coupling element KKE2 of the second energy transmission cable EÜK2 and the second coupling device KE2 of the first motor vehicle K1 are connected together.

[0030] Following this principle, in this example, further motor vehicles Kn or further traction batteries Bn are connected to the same charging point L, each via a further secondary coupling SKn. This is because, when each additional secondary coupling is established before the next motor vehicle Kn (explained here using the first secondary coupling SK1 as an example), a further secondary coupling element SKEn of the previous (here first) secondary coupling SK1 and the charging point L are electrically coupled. This is because the second coupling device KE2 and a first coupling device KE1 of another motor vehicle K1, K2, Kn communicate with each other to establish the secondary coupling SK1, SKn.The additional traction battery Bn and the charging point L are coupled via a further secondary coupling SKn using an additional energy transmission cable EÜKn. This is achieved by connecting the first cable coupling element KKE1 of the additional energy transmission cable EÜKn to the first coupling device KE1 of the additional vehicle Kn. Furthermore, the second cable coupling element KKE2 of the additional energy transmission cable EÜKn and the second coupling device KE2 of the previous vehicle, in this case the second vehicle K2, are coupled together. This results in a chain of vehicles K1, K2, Kn, and traction batteries B1, B2, Bn, which are connected to the charging point L and can be charged (and / or discharged). The chain of traction batteries B1, B2, Bn connected to the single charging point L is configured according to the daisy-chain principle at the vehicle level.

[0031] In the procedure, when the primary coupling PK and the two or more secondary couplings SK1, SKn are established, one of the traction batteries B1, B2, Bn is electrically charged via the charging point L, or some of the traction batteries B1, B2, Bn are electrically charged simultaneously or successively via the charging point L, or all of the traction batteries B1, B2, Bn connected to the charging point L are electrically charged simultaneously or successively.

[0032] In this example, the energy transmission system (ETS) includes an energy transmission controller (ES), which is configured as a control unit or as part of a control unit. This control unit is integrated into the charging station (LS), which provides the charging point (L), but can alternatively or additionally be integrated into one or more of the vehicles (K1, K2, Kn) and / or into one or more of the energy transmission cables (EÜK1, EÜK2, EÜKn). The energy transmission controller (ES) is configured to control and / or regulate the transfer of electrical energy between the charging point (L) and the traction batteries (B1, B2, Bn) connected to it. According to the example described, the energy transmission controller monitors the current state of charge of both the directly (via the primary coupling PK) and indirectly (via the secondary coupling SK1 and SK2, respectively).The secondary couplings SK1, SKn) of the traction batteries B1, B2, Bn connected to charging point L are determined. The traction batteries B1, B2, Bn are then charged to a specific state of charge, which can be predefined or predefined for each battery individually or in groups. For example, it can be specified that the traction batteries B1, B2, Bn are fully charged, i.e., to 100%. In this case, the traction batteries B1, B2, Bn connected to the single charging point L are charged simultaneously and / or sequentially until they reach 100% state of charge (SoC). Furthermore, a target state of charge can be specified for one or more of the traction batteries B1, B2, Bn, and a different, different target state of charge can be specified for one or more of the other traction batteries B1, B2, Bn.The traction batteries B1, B2, Bn, which are connected to the single charging point, are then charged simultaneously and / or sequentially to the respective required state of charge.

[0033] Furthermore, the energy transfer control system ES is configured to electronically control the charging sequence of the traction batteries B1, B2, Bn connected to charging point L. For example, one of the vehicles K1, K2, Kn connected to the charging point, or one of the traction batteries B1, B2, Bn connected to charging point L, can first be charged to the required state of charge, and then one or more of the other traction batteries B1, B2, Bn connected to charging point L can be charged to the same or a different state of charge. It can also be provided that the traction batteries B1, B2, Bn are charged electrically in parallel via charging point L.Furthermore, it is conceivable that the traction batteries B1, B2, Bn are divided into groups, and one or more of the traction battery groups is / are charged, after which one or more of the other traction battery groups is / are charged via the charging point L; the traction batteries B1, B2, Bn grouped together to form the corresponding traction battery group can be charged simultaneously or sequentially.

[0034] Furthermore, in the present example, a master battery MB is determined from the traction batteries B1, B2, and Bn connected to charging point L based on a battery criterion. A first portion of the total charging power available via charging point L is supplied to this master battery MB, while a second portion of the total charging power is distributed among the other traction batteries B1, B2, and Bn. Alternatively, the master battery MB receives the full total charging power available via charging point L until it reaches a predetermined state of charge. Upon reaching this state of charge, the remaining charging power is then supplied to one or more of the other traction batteries B1, B2, and Bn.

[0035] The master battery is determined by using the energy transfer control ES to ascertain and weight one or more of the sub-battery criteria of the traction batteries B1, B2, Bn connected to charging point L. One of the sub-battery criteria is the respective designated use of the vehicles K1, K2, Kn in which the traction batteries B1, B2, Bn are installed. Fig. The vehicle designated K2 in this example is assigned to a special purpose; for example, it is an emergency vehicle of the fire department, police, ambulance service, emergency physician, military, patient transport vehicle, etc. This is indicated by a special signaling system (SIG). Fig. As indicated in section 1, the special vehicle, here K2, is given priority during charging, meaning that its traction battery, here B2, is classified as the master battery MB. Another of the sub-battery criteria is the current state of charge of the traction batteries connected to charging point L. For example, the traction battery with the lowest or highest state of charge among traction batteries B1, B2, Bn can be designated as the master battery MB. Furthermore, the traction battery B1, B2, Bn with a state of charge that allows for particularly efficient electrical charging, such as fast charging or ultra-fast charging, can be designated as the master battery MB.Another sub-battery criterion is the respective charging time of the traction batteries B1, B2, Bn required to reach a specific state of charge, in particular the state of charge to be achieved described above. For example, the traction battery B1, B2, Bn that requires the shortest charging time to reach the specified or target state of charge can be designated as the master battery MB. Furthermore, another sub-battery criterion is the respective departure time and / or route planning of the vehicles K1, K2, Kn. The departure time and / or route planning is entered into the navigation system of the respective vehicle K1, K2, Kn by a user, and this system provides the departure time and / or route planning for the energy transfer control (ESC) process.Thus, the traction battery B1, B2, Bn can be designated as the master battery MB based on the earliest recorded departure time and / or the furthest recorded journey distance. A further sub-battery criterion is the number of secondary couplings SkK1, SKn, through which the traction batteries B1, B2, Bn are connected to charging point L. It may be desirable, for example, for the vehicle K1, K2, Kn connected furthest distally from charging point L to be charged first. After charging of the master battery MB or B2 is complete, another traction battery B1, Bn is selected as the master battery MB, particularly based on one or more of the criteria outlined above.

[0036] Unlike in Fig. The variant of the energy transmission system EÜS shown in Figure 1, which exclusively includes motor vehicles K1, K2, Kn, which have the second coupling device KE2 as a permanently installed motor vehicle unit, is in Fig. Figure 2 shows a variant of the energy transmission system EÜS, which exclusively includes motor vehicles K1x, K2x, Knx that do not have a second coupling device KE2 as a permanently installed vehicle unit. Only the differences to the one shown are presented. Fig. The energy transmission system ETS is described in section 1. A primary coupling PK for the transfer of electrical energy between charging point L and the first traction battery B1 of the first vehicle K1x is established by means of a first energy transmission cable ETSK1. The energy transmission cables ETSK1, ETSK2, and ETSn for this variant of the energy transmission system ETS each have, in addition to the cable coupling elements KTSK1 and KTSK2, a third cable coupling element KTSK3, which corresponds to a second cable coupling element KTSK2 of another energy transmission cable ETSK to establish the secondary coupling SK1 and SKn.To establish the secondary coupling SK1 between charging point L and the second traction battery B2, the second cable coupling element KKE2 of the first energy transmission cable EÜK1 and the third cable coupling element KKE3 of the second energy transmission cable EÜK2 are connected. Additionally, the first cable coupling element KKE1 of the second energy transmission cable EÜK2 and the first coupling device KE1 of the second vehicle K2x are connected. Following this principle, further vehicles KNX and K2x are connected in this example.Further traction batteries Bn are connected to the same charging point L: Using a further energy transmission cable EÜKn, the further traction battery Bn and the charging point L are coupled to each other via a further secondary coupling SKn by connecting the first cable coupling element KKE1 of the further energy transmission cable EÜKn and the first coupling device KE1 of the further vehicle Knx. In addition, the second cable coupling element KKE2 of the further energy transmission cable EÜKn and the third cable coupling element KKE3 of the previous energy transmission cable, in this case the second energy transmission cable EÜK2, are coupled to each other. It is in . Fig. 2 to recognize that the secondary coupling element SKE1 of the primary coupling PK is formed by the third cable coupling element KKE3 of the first power transmission cable EÜK1 and each of the further secondary coupling elements SKEn is formed by the respective third cable coupling element KKE3 of the power transmission cables EÜK2, EÜKn.

[0037] Fig. Figure 3 shows another variant of the energy transmission system (ETS), in which one or more motor vehicles K1, K2, Kn, in conjunction with a respective energy transmission cable ETS (which optionally includes the third cable coupling element KKE3), and one electrically powered motor vehicle K1x, K2x, Knx without a second coupling device KE2, in conjunction with a respective energy transmission cable ETS (which includes the third cable coupling element KKE3), are jointly connected to the infrastructure charging point L. The establishment of the primary coupling PK is carried out in this case as described in Figure 3. Fig. The variant of the energy transmission system ETS shown in Figure 1 describes the operation when the first motor vehicle K1 is an electrically powered motor vehicle of the first type (with a second coupling device KE2). If the first motor vehicle K1x is an electrically powered motor vehicle of the second type (without a second coupling device KE2), the establishment of the primary coupling PK in this case is carried out as described in Figure 1. Fig. The establishment of one of the secondary couplings SK1, SKn between a first-type motor vehicle K1, K2, Kn and a second-type motor vehicle K1x, K2x, Knx is described, here using the example in Fig. The secondary coupling SK1 shown in Figure 3 is explained by connecting the first cable coupling element KKE1 of the second power transmission cable EÜK2 and the first coupling device KE1 of the second vehicle K2x. Additionally, the second cable coupling element KKE2 of the second power transmission cable EÜK2 and the second coupling device KE2 of the first vehicle K1x are connected. Establishing another secondary coupling between a second-type vehicle K1x, K2x, Knx and a first-type vehicle K1, K2, Kn is illustrated here using the example in Figure 3. Fig.The further secondary coupling SKn shown in Figure 3 is explained by connecting the first cable coupling element KKE1 of the further power transmission cable EÜKn and the first coupling device KE1 of the further motor vehicle Kn. In addition, the second cable coupling element KKE2 of the further power transmission cable EÜK2 and the third cable coupling device KKE3 of the second power transmission cable EÜK2 are connected. LIST OF REFERENCE SYMBOLS B1 first traction battery B2 second traction battery Bn additional traction battery ES Energy Transmission Control EÜK1 first energy transmission cable EÜK2 second energy transmission cable EÜKn further energy transmission cable EÜS Energy Transmission System K1 first motor vehicle K2 second motor vehicle Kn another motor vehicle K1x first motor vehicle without a second coupling device K2x second motor vehicle without second coupling device Kx another motor vehicle without a second coupling device KE1 first coupling device KE2 second coupling device KKE1 first cable coupling element KKE2 second cable coupling element KKE3 third cable coupling element L Charging point LS charging station MB Master Battery PK Primary Coupling SIG special signaling system SK1 first electrical secondary coupling SKE1 Secondary coupling element SKEn further secondary coupling element SKn further secondary coupling SVE1 first connector element SVE2 second connector element

Claims

[1] Method for transmitting electrical energy between a first traction battery (B1) and an infrastructural charging point (L) and between a second traction battery (B2) and the same infrastructural charging point (L), wherein - the first traction battery (B1) and the charging point (L) are coupled together, thereby establishing an electrical primary coupling (PK), - by establishing the primary coupling (PK), a secondary coupling element (SKE1) of the primary coupling (PK) and the charging point (L) are electrically coupled to each other, - the second traction battery (B2) and the charging point (L) are coupled together by coupling the second traction battery (B2) and the secondary coupling element (SKE1) to each other, thereby establishing a first electrical secondary coupling (SK1), - by means of the charging point (L), when the primary connection (PK) and the first secondary connection (SK1) are established, - one of the traction batteries (B1, B2) is electrically charged or - both traction batteries (B1, B2) are electrically charged simultaneously. [2] Method according to claim 1, characterized by , that - by establishing the first secondary coupling (SK1), a further secondary coupling element (SKEn) of the first secondary coupling (SK1) and the charging point (L) are electrically coupled to one another, - a further traction battery (Bn) and the charging point (L) are coupled together by coupling the second traction battery (B2) and the further secondary coupling element (SKEn) to each other, thereby establishing a further electrical secondary coupling (SKn), - by means of the charging point (L), when the primary coupling (PK) and the two or more secondary couplings (SK1, SKn) are established, - one of the traction batteries (B1, B2, Bn) is electrically charged or - some of the traction batteries (B1, B2, Bn) are electrically charged at the same time or - all traction batteries (B1, B2, Bn) are electrically charged simultaneously. [3] Method according to claim 1 or 2, characterized by that a respective current state of charge of the traction batteries (B1, B2, Bn) connected to the charging point (L) is determined, and said traction batteries (B1, B2, Bn) are charged to a respective charge level which is specified or specifiable for the traction batteries (B1, B2, Bn) individually or in groups. [4] Method according to one of the preceding claims, characterized by that a master battery (MB) is determined from the traction batteries (B1, B2, Bn) connected to the charging point (L) based on a battery criterion, - to which a first portion of a total charging power that can be provided by the charging point (L) is supplied, wherein a second portion of the total charging power is distributed among the other traction batteries (B1, B2, Bn), or - to which the total charging power that can be provided by means of the charging point (L) is supplied in full, and the total charging power is supplied to one or more of the other traction batteries (B1, B2, Bn) after a charge state specified for the master battery (MB) has been reached. [5] Method according to claim 4, characterized by that the master battery (MB) is determined by determining and, in particular, weighting one or more of the following sub-battery criteria of the traction batteries connected to the charging point (L): - the current charge level, - a respective charging time required to reach a certain charge level, - a respective departure time and / or route planning of motor vehicles (K1, K2, Kn, K1x, K2x Knx) in which the traction batteries are installed, - a respective designated purpose of the motor vehicles (K1, K2, Kn, K1x, K2x Knx) in which the traction batteries are installed, - a number of secondary couplings through which the traction batteries are connected to the charging point. [6] Motor vehicle (K1, K2, Kn) with a traction battery (B1, B2, Bn), which is designed to participate in the method according to one of the preceding claims and comprises: - a first coupling device (KE1), by means of which the traction battery (B1, B2, Bn) and an infrastructural charging point (L) for transmitting electrical energy can be coupled directly or indirectly, - a second coupling device (KE2) which is or can be electrically connected to the first coupling device (KE1) in such a way that, at least when the traction battery (B1, B2, Bn) and a charging point (L) are coupled to one another by means of the first coupling device (KE1), the second coupling device (KE2) and the charging point (L) are electrically coupled to one another, wherein the second coupling device (KE2) and a first coupling device (KE1) of a further motor vehicle (K1, K2, Kn) correspond to one another to establish the secondary coupling (SK1, SKn). [7] Motor vehicle (K1, K2, Kn) according to claim 6, characterized bythat the first coupling device (KE1) and the second coupling device (KE2) have a respective plug connection element (SVE1, SVE2) which is arranged on an outer skin of the motor vehicle (K1, K2, Kn), at least when the traction battery (B1, B2, Bn) and a charging point (L) are coupled to one another by means of the first coupling device (KE1). [8] Energy transmission cable (EÜK1, EÜK2, EÜKn) which is used in the method according to one of claims 1 to 5 to selectively form the primary coupling (PK) or the secondary coupling (SK1, SKn), wherein the energy transmission cable (EÜK1, EÜK2, EÜKn) comprises: - a first cable coupling element (KKE1) which corresponds to a first coupling device (KE1) of a motor vehicle (K1, K2, Kn) designed according to claim 6 or 7 for establishing the primary coupling (PK) or the secondary coupling (SK1, SKn), - a second cable coupling element (KKE2) which corresponds both to the charging point (L) for establishing the primary coupling (PK) and to a second coupling device (KE2) of a further motor vehicle (K1, K2, Kn) designed according to claim 6 or 7 for establishing the secondary coupling (SK1, SKn). [9] Energy transmission cable (EÜK1, EÜK2, EÜKn) according to claim 8, characterized by a third cable coupling element (KKE3) which corresponds to a second cable coupling element (KKE2) of a further energy transmission cable (EÜK1, EÜK2, EÜKn) for establishing the secondary coupling (SK1, SKn). [10] Energy transmission system (EÜS) designed to carry out the method according to one of claims 1 to 5 and comprising: - two or more motor vehicles (K1, K2, Kn) designed according to claim 6 or 7 and for each such motor vehicle an energy transmission cable (EÜK1, EÜK2, EÜKn) designed according to claim 8 or 9 or - two or more electrically driven motor vehicles (K1x, K2x, Knx) without a second coupling device (KE2) and for each such motor vehicle a power transmission cable (EÜK1, EÜK2, EÜKn) designed according to claim 9 or - a motor vehicle (K1, K2, Kn) designed according to claim 6 or 7 with a power transmission cable (EÜK1, EÜK2, EÜKn) designed according to claim 8 or 9 and an electrically driven motor vehicle (K1x, K2x, Knx) without a second coupling device (KE2) with a power transmission cable (EÜK1, EÜK2, EÜKn) designed according to claim 9.

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