Load supply adapter and circuit arrangement

Abstract

Load supply adapter (AD) with a vehicle-side connection (FE) and a load connection (LE), wherein the vehicle-side connection (FE) has a protective conductor contact (PE), a detection contact (PP) and a control contact (CP), wherein the load supply adapter (AD) has a signaling circuit (SS) which is connected to the detection contact (PP) and the protective conductor contact (PE) for the purpose of supplying voltage, and which has a signal output (SA) which is connected to the control contact (CP), wherein an active signal generator (SG, SV) is provided between the signal output (SA) and the detection contact (PP), which is designed to generate a signal present at the control contact (CP) by means of the voltage applied between the detection contact (PP) and the protective conductor contact (PE), which signal represents an adapter-specific, predetermined maximum current, wherein the active signal generator (SG,SV) has a signal generator (SG) and a voltage supply circuit (SV) which is connected to the signal generator (SG) in a voltage supply manner, wherein an output of the signal generator (SG) is connected to the signal output (SA) of the signaling circuit (SS), , - the power supply circuit (SV) is connected on the input side to the detection contact (PP) and protective conductor contact (PE), - wherein the signaling circuit (SS) has a resistor (R) connected to the detection contact (PP), which is connected to the protective conductor contact (PE) via a transistor (T), the resulting connection point between the resistor (R) and the transistor (T), the detection contact (PP), the protective conductor contact (PE) and a control input of the transistor (T) being connected to the voltage supply circuit (SV).

Description

Electric vehicles are equipped with a traction accumulator which serves to supply the electric drive of the electric vehicle. A vehicle-side charging connection serves for connection to an external charging station in order to be able to charge the rechargeable battery. In addition to the charging of the rechargeable battery and the supply of the electric drive by the rechargeable battery, the latter can be used to operate external loads. For this purpose, an inverter can be provided on the vehicle side, which inverter is supplied by the rechargeable battery and which provides an AC voltage with which electrical loads can be operated, which loads are designed for operation on a public AC voltage supply network. The alternating voltage is provided within the vehicle at a corresponding socket.DE 10 2021 111 945 A1 discloses a controller of a host system which carries out a method for detecting an external electrical AC device.DE 10 2021 125 345 A1 discloses a coupling device for an electric vehicle.US 2016 / 0 207 409 A1 discloses a charging system that includes a vehicle, a charging / discharging port, a detector, and an information area.US 2023 / 0 049 338 A1 discloses a power supply system for supplying alternating current to a building.US 2023 / 0 352 964 A1 discloses a vehicle battery charger comprising: a power supply chip, a charge controller and a chip enable circuit.It is an object of the invention to show a further possibility with which loads can be operated by means of the energy of the accumulator, which loads are designed for operation on a public alternating voltage supply network.This object is achieved by the subject matter of the independent claims.Advantageous embodiments are characterized in the dependent claims.A load supply adapter is proposed which has a vehicle-side connection which can be connected to a charging connection of an electric vehicle. The load supply adapter has a load connection to which at least one electrical load can be connected, which is designed for operation on a public alternating voltage supply grid. The load connection has in particular at least one socket to which an electrical load or a load can be connected which is set up for operation with alternating current (at least 100 V eff., 50 Hz, 60 Hz,... corresponding to respective standards of a public alternating current supply network).The at least one socket (generally: coupling or female plug element) is designed in particular according to a standard for sockets of a supply network, for example according to the standard NEMA 1-15 (type B), 5-15 or CEE 7 / 4 (type F-Schukoplug), CEE 7 / 5 (type E), CEE 7 / 7 C (type E+F), CEE 7 / 16 (type C), CEE 7 / 17 (type C), BS 546 (type D, type M), BS 1363 (type G), SI-32 (type H), AS 3112 (type I), SN 441011 (type J), DS 60884-2 (type K), The method of the invention is based on the following features: cei 23-50 (type L), IEC 60906-1 (type N), IEC 60320 C13 / 14, C19 (cold appliance plug) or the socket or socket or coupling design complementary thereto. In particular, the at least one socket is according to a two-pole household socket according to the respective supply network standard in Japan or USA, or is a three-pole socket with ground contact. Two-pole sockets are described which do not have a ground contact or have a ground contact which is not grounded. The socket (generally: coupling or female plug element) can also be designed with three phases, for example according to a three-phase plug connector of the IEC 60309 standard, or can be designed according to an NEMA standard for single- or polyphase plug elements.The vehicle-side connection is preferably designed according to a standard for charging plugs for electric vehicles. The vehicle-side connection has signal contacts which are designed for signaling according to SAE J1772 or IEC61851. These signal contacts comprise a detection contact (pilot contact, PP) and a control contact (CP). By means of these contacts, at least one electrical parameter is transmitted to the electric vehicle, which can be connected to the connection on the vehicle side, which parameter identifies the current and / or the voltage that is output by the electric vehicle (to the load supply adapter according to the invention). As a result, for example, a maximum current or a current limit can be provided, which is taken into account when supplying a load at the load connection of the adapter. Thus, for example, the vehicle can be signaled by means of the load supply adapter that the current to be output must not exceed 16 A (or another current limit such as 32 A, 40 A, 50 A, 100 A, 200 A,... ). For this purpose, the load supply adapter has a signaling circuit which is supplied via the detection contact and which transmits the relevant electrical parameter via the control contact or the detection contact itself (for example by means of resistance or voltage signaling by means of resistance or voltage level, optionally also by signaling by means of pulse width modulation features).The signaling circuit serves to control or monitor the electrical supply of the load by transmitting corresponding signaling to the vehicle-side connection. In particular, the signaling circuit can thereby limit the current or provide a safety function which applies to the current which is output at the load connection. In particular, the signaling circuit serves to signal to the vehicle that a charging station is not connected (via the adapter), but that it is at least one load which is preferably to be operated according to the electrical parameter. The signaling circuit is supplied via the detection contact, which serves for detecting an existing plug. This contact can also be considered a pilot contact.The adapter is thus equipped with electronics (in the form of the signaling circuit) which serve for identifying the cable type and which serve for distinguishing it from a charging station. The signaling circuit is configured to emit a level according to the IEC61851-1 standard, which in particular emits the current capacity (corresponding to a maximum current). Thus, the signalling circuit emits a signal indicative of the electrical parameter according to said standard. Since resistance coding is provided in this standard, the signaling circuit is configured to provide a corresponding resistance at the relevant contacts or to simulate this (by current and / or voltage control). The signal can thus be provided as a resistance signal or as a level or voltage signal. The signal is in particular emitted at the control contact. The level provided at the detection contact is used to represent this signal, but can also provide signaling by resistance coding or current control.A load supply adapter is thus proposed, which has a vehicle-side connection and a load connection. The vehicle-side connection is designed according to a standard for charging an electric vehicle or for discharging power from an electric vehicle. The vehicle-side connection is in particular configured like a charging plug in order to be able to engage in the charging socket of the vehicle in this way. The load connection can have one or more sockets or couplings (generally plug elements) which are designed such that a plug of an alternating current load can be plugged in. The plug or the at least one plug element (female plug element) is preferably designed according to a standard for mains plugs or connection sockets of an AC voltage supply network. These can be single-phase or polyphase, i.e. designed as a connection for three-phase current.The load terminal and the vehicle-side terminal each have a plurality of load contacts, in particular at least one phase contact, one neutral conductor contact and one protective conductor contact. The vehicle-side connection additionally has two (individual) contacts which serve for the signaling, namely the detection contact and the protective conductor contact. These are designated in the standard IEC 61851-1 with PP (pilot contact, detection contact) and with CP (control contact), respectively. The protective conductor contact is designated PE. Load-bearing connections are provided between the load terminal and the vehicle-side terminal between the respective phase contacts of the two terminals, between the neutral conductor contacts of the two terminals and the protective conductor contacts of the two terminals. By means of these connections, the corresponding potential (neutral, phase, protective conductor) is passed through the adapter. The vehicle-side terminal and the load terminal may both be provided on the same adapter housing, or a line may be provided between these two terminals. The vehicle-side connection can be provided on a plug or adapter housing, from which a line extends, which leads to the load connection.The signaling circuit is located in the adapter housing or in the plug. Furthermore, a line can be provided between a plug, in which the vehicle-side connection is located, and an adapter housing, wherein the load connection is arranged on the housing, or a line extends from the housing to the load connection. Preferably, the signalling circuit is provided in the housing.The signaling circuit of the load supply adapter is connected to the detection contact and the protective conductor contact. As a result, the signaling circuit can use the voltage between these two contacts for its own voltage supply. The signaling circuit may have a supply voltage input connected to these two contacts (PP and PE). The signaling circuit is furthermore connected to the control contact CP, in particular via a signal output of the signaling circuit.The signaling circuit can be designed as an active circuit. An active signal generator can be provided between the signal output and the detection contact. As a result, the signaling circuit is configured to generate a signal by means of the voltage which is present between the intermediate detection contact and the protective conductor contacts. This is delivered at the control contact. The signal represents an adapter-specific, predefined maximum current (current-carrying capacity). The signal can in particular represent an electrical parameter, wherein this is adjustable or can be defined by designing a component of the signaling circuit. The load connection can be designed for a specific maximum current or rated current or for a specific current-carrying capacity. The signal reflects this variable, whereby the signal is adapter-specific, i.e. reflects the configuration of the load contact with respect to the electrical parameter. The signal thus reflects that the load connection is provided for a specific maximum current, as a result of which the adapter is specified. A temporary maximum current or a continuous operating current (rated current) can be referred to here as maximum current, or also the current-carrying capacity.In an active embodiment of the signaling circuit, the active signal generator is provided between the signal output and the detection contact. This circuit has a signal generator and a voltage supply circuit. The signal generator is connected downstream of the voltage supply circuit, wherein in particular a supply voltage input of the signal generator is connected to the voltage supply circuit (or its output). The signal output of the signal generator is connected to the control contact. As a result, the signal generator can output a level at the control contact which identifies the signal and in particular the adapter-specific maximum current. The signaling circuit can be provided in such a way that a defined load current is established. The load current then corresponds in particular to the standard resistance for encoding the current load capacity, i.e. for representing the signal which represents the electrical parameter (maximum current).Embodiments of the invention have a connection for a negative current source, wherein a switchable resistor is provided, which offers a switching possibility when a charging request is detected. These provisions make it possible to react to a charge request (charge request). The signal generator or the signaling circuit can be connected directly, in particular coupled via a resistor or directly) or via a capacitive coupling to the control contact. In addition, the signal generator can be connected to the protective conductor contact directly or via a passive coupling.The voltage supply circuit can be connected on the input side to the detection contact and the protective conductor contact, for example directly or via a resistor. A back-up capacitor can be provided parallel to the supply input of the voltage supply circuit. The signaling circuit may include a resistor connected to the sensing contact. The resistor connects the sensing contact to a transistor. The transistor connects the resistor to the protective conductor contact. In other words, a series circuit of a resistor and a transistor can be provided, via which the detection contact is connected to the protective conductor contact. A connection results. Between the resistor and the transistor. This is connected to the voltage supply circuit. The detection contact, the protective conductor contacts and a control input of the transistor are also connected to the voltage supply circuit.In particular in the case of an active signaling circuit, provision can be made for frequency and voltage to be transmitted as electrical parameters, and for the maximum current to also be transmitted as current value. The parameters frequency and voltage can be transmitted in a pulse-width modulated manner. The signal generator can be configured to carry out a corresponding pulse width modulation that identifies a predefined frequency and a predefined voltage. In this case, the frequency and the voltage, which are reflected by the (parameters of) pulse width modulation, are oriented according to a standard for signaling when charging an electric vehicle or when outputting a supply signal from an electric vehicle. Thus, the present signal may not only characterize a resistor that characterizes a maximum current (current-carrying capacity), but may also additionally characterize a frequency and an (effective) voltage level of an alternating voltage that is to be emitted at the load terminal.In further embodiments, a supply circuit for supplying a signaling circuit external to the vehicle can be provided, wherein the supply circuit is provided in a vehicle or in a vehicle controller or vehicle electronics. The vehicle-internal supply circuit can be provided to generate at least one supply voltage level which is used for signaling at least one electrical parameter (maximum current or current-carrying capacity, frequency, voltage level). The electrical parameter relates here to an alternating voltage or an alternating current which is to be output at a load connection. Since this is determined in particular by elements outside the vehicle (for example by the load or an interface or an adapter to which the load is / is connected), the supply circuit serves to provide a level which is used by a (vehicle-external) signaling circuit. The in-vehicle supply circuit is configured to provide a supply level with which the (out-of-vehicle) signaling circuit is supplied or which is used by the signaling circuit in another way for generating signaling (by the signaling circuit) which is transmitted to the vehicle in the form of a signal.The supply circuit may provide a level or generally a signal different from standardized charging signaling (SAE J1772 or IEC61851). The distinction can be provided by parameters of the physical transmission layer, i.e. by a voltage level or polarity, duty cycle of an alternating signal and / or by other multiplexing methods such as frequency division multiplexing, time division multiplexing, code division multiplexing,... ). In particular, a negative voltage signal can be used for the stated signaling of electrical parameters, since the stated standards for signaling positive voltage signals (for example 0 V... 12 V, 0,.. 5 V). In addition, the supply circuit can be used to supply voltage to a signal generator which is configured to emit the signaling.An in-vehicle supply circuit may be provided, which is configured to supply a signaling circuit external to the vehicle via a connection on the vehicle side. The vehicle-side connection is designed in particular according to a standard for charging electric vehicles, for example according to SAE J1772 or IEC61851. The in-vehicle power supply circuit has a positive power supply potential input (for example, +5V), a reference potential input (GND / 0V), and a negative power supply potential input (for example, -12V). The vehicle-internal supply circuit has a potential output. This is connected to a control contact of the vehicle-side connection. The supply circuit may be equipped with a current source. This is preferably configured to emit a current whose magnitude corresponds to the current magnitude which, in accordance with standard SAE J1772 or IEC61851, flows via the control contact (designation according to standard: CP) in the case of a vehicle which is connected without faults and is to be charged. The current source can be provided by a current control or regulation system which operates in particular with the stated voltage levels (potentials of the positive supply potential input, the reference potential input and the negative supply potential input).It can be provided that the current source is configured to selectively emit a current (a) the height of which corresponds to the current height which, in accordance with standard SAE J1772 or IEC61851, flows via the control contact (standard designation: CP) in the case of a vehicle which is connected without faults, or (b) the height of which corresponds to the current height which, in accordance with standard SAE J1772 or IEC61851, flows via the control contact (standard designation: CP) in the case of a vehicle which is connected ready for charging without faults. For this purpose, a changeover switch can be provided in order to make the selection as to which of the two states is to be signaled. In other words, the current source or the supply circuit can be configured to simulate a resistance behavior which corresponds to a resistance which signals a connected vehicle or a vehicle ready for charging (via the control contact / GND).A corresponding load supply adapter can be provided as a device complementary thereto. Such a load supply adapter may be provided with an off-board signaling circuit configured to be supplied from the on-board supply circuit. The signaling circuit may comprise a signal generator. This is preferably configured to communicate by means of different resistance values. Alternatively, the signaling circuit can comprise a signal generator which is configured for network-based communication, for example for power line communication. The signal generator can thus be configured according to a communication protocol that provides for modulating a signaling signal to a supply voltage or charging voltage, for example IEEE-1901-x or ITU G.hn. An electrical storage element can be provided in the adapter, which is configured to temporarily supply the signal generator, in particular for a time duration which is required for communication or for receiving a parameter. The electrical storage element is, for example, a capacitor, for example a capacitor, which is connected in parallel with the supply voltage input of the relevant signaling circuit.FIGS. 1 and 3 are used to explain embodiments of the load supply adapter and the in-vehicle supply circuit described here. They represent power supply adapters according to the invention, which are connected to a load and to an on-board power supply section of the vehicle, and a supply circuit in in-vehicle (control) electronics.FIGS. 1, 2 and 3 each show a load LA which is connected via a protective conductor contact PE, via a phase contact L and a neutral conductor contact N to corresponding contacts of an adapter AD. The load supply adapter comprises a load connection and a vehicle-side connection. The term "on the vehicle side" means that this connection of the adapter is designed for connection to a vehicle (by being inserted into a charging connection of the vehicle). Elements within the vehicle are referred to herein as vehicle internal. The load LA is external to the vehicle and is coupled via the adapter.The load terminal bus bar contact PE (PE / PA) is connected to the vehicle-side terminal bus bar contact PE, the phase contact L of the load terminal LE is connected to the phase contact L of the vehicle-side terminal FE, and the neutral contact N of the load terminal LT is connected to the neutral contact N of the vehicle-side terminal, using individual wires, respectively. The three contacts of the load terminal LE are thus individually connected to the three contacts PE, L, N of the vehicle-side terminal FE. These contacts and also the lines are designed for high currents, i.e. for currents of at least 10 A, 50 A or 100 A. The lines can be designed as wire lines or as conductor tracks (or as a serial combination thereof). In addition, the vehicle-side terminal FE has signal contacts, namely a control contact CP and a detection contact PP.In FIGS. 1, 2, and 3, a part of an in-vehicle vehicle electrical system is illustrated to the right of the vehicle-side terminal FE, wherein the potentials GND, L, and N correspond to a ground potential, a phase potential, and a neutral conductor potential (in this order).It can be seen from FIGS. 1, 2 and 3 that the potential V+ (starting from the side of the vehicle) is supplied to the detection contact PP via a resistor, wherein the potential of the detection contact itself (i.e. beyond the potential V+) is dissipated to a potential S_PP, which serves for (in-vehicle) sensing. By comparing the potentials V+ and S_PP (or by considering the voltage between them), it can be determined whether or not a pilot loop or the like is closed via the detection contact PP. For this purpose, a pilot loop can be provided when the plug (or adapter) is inserted, which connects the potential PP (via a resistor) to the potential PP or GND. If the pilot loop is closed, a current results, so that the voltage drop across the resistor between V+ and S_PP reflects whether the pilot loop is closed or whether a plug or adapter is inserted. Furthermore, in particular the resistance value in the pilot loop reflects an electrical parameter, so that this resistance value is used for signaling. This makes use of the signaling circuit SS mentioned here, in that, within the adapter AD, this signaling is carried out according to a desired maximum current from the circuit SS, in order thus to obtain a (limited) current at the connection FE with the maximum current as upper limit.Furthermore, a diode D is provided within the vehicle, i.e. on the right side of the adapter AD in both figures, which diode connects the control contact CP (in the forward direction) to a potential LS_CP. A smoothing capacitor GK inside the vehicle connects the potentials CP and PE to each other, followed by the diode D starting from the potential CP. The potential S_CP connected to the diode D is connected via a resistor PW to the potential GND or PE of the vehicle electrical system. Within the vehicle, the potential S_CP is also connected to the potential GND via a further resistor SW and via a series-connected transistor ET. A control potential REQ is supplied to a control input of the transistor ET. A charging request can be signaled via this potential REQ, wherein this, for example, changes the transistor ET into the conductive state, so that a current flow via SW arises as signaling.FIGS. 1, 2 and 3 each show an adapter AD with a signaling circuit SS, SS' which is fed via the potential PP. Thus, for the signaling circuit SS, SS', a supply voltage is obtained between the potential PE and the potential PP within the adapter AD. FIG. 1 shows a variant according to the invention with an active signaling circuit SS, while FIG. 2 shows a purely exemplary variant with a passive signaling circuit SS'. FIG. 3 shows a further adapter AD according to the invention with two alternative signaling circuits G 2, G 3. In particular, FIG. 3 shows a circuit arrangement according to the invention with the further adapter according to the invention and a supply circuit in the vehicle.FIG. 1 shows an exemplary adapter AD which has an active signaling circuit SS'. The signaling circuit has an active signal generator which comprises a voltage supply circuit SUPP and a signal generator SG. The power supply circuit SUPP outputs a power supply voltage to the signal generator SG. The voltage supply circuit SUPP in turn has a supply input which is connected to the potential PP and the potential PE. The voltage between the potential PP and PE is used as the supply voltage by the voltage supply circuit SUPP. Further, these two potentials (PP and PE) are connected to each other via a resistor R and a transistor T which form a series circuit. In this way, desired signaling can be transmitted to the contact PP, so that a desired pilot signal is received on the vehicle side.The transistor T has a control input which is driven by the voltage supply circuit SUPP. This can influence the signal which arises at the contact PP or arises within the vehicle as potential S_PP. The resistor R is designed according to the aforementioned standard for signaling when charging an electric vehicle, and is designed in particular to map (together with the transistor T) the standard resistance value between the contacts PP and PE, which is provided for a fault-free inserted state. The sum of the resistors R 1 and RP of FIG. 2 (i.e. the series connection of the resistors R 1 and RP of FIG. 2 ) also has this property.The signal generator SG has a signal output SA connected to the potentials CP and PE. A passive coupling via which capacitors C are shown, which capacitively couple the two potentials of signal output SA to potential PE and CP, respectively. Embodiments are possible in which the capacitors C are each replaced by a continuous line, so that the output SA is connected directly to the potential CP on the one hand and is connected directly to the contact PE on the other hand. In this case, direct means that there is a direct connection or a connection via a resistance element. By means of the signaling by means of the signal generator SG, an electrical parameter can be determined via the current flow at contact PP or else by signaling at the potential CP and / or PE (in particular by means of a voltage between these potentials) to the power-emitting vehicle (on the right of the adapter AD), which parameter produces, for example, the current-carrying capacity, a maximum current or a rated current. In addition, a signal can be emitted, for example by pulse width modulation (PWM), wherein the PWM represents the frequency and / or the voltage to be emitted at the potentials L and N on the sides of the vehicle. It is thus possible not only to signal the current carrying capacity (maximum current or rated current) to the vehicle in this way. In addition, at least one further parameter such as voltage and / or frequency can be transmitted as setpoint variable(s) to the vehicle or its on-board power supply system. The vehicle can then, as a regenerative vehicle, generate an AC voltage according to these specifications, which is output to the adapter AD and with which the load LA can be operated. The adapter here defines maximum current (i.e. maximum permissible temporary current, current-carrying capacity or [max.] for at least the electrical parameter Rated current), wherein the voltage level (effective voltage or peak voltage) and / or the frequency of the alternating current to be emitted can also be defined. The signaling circuit of the adapter is configured to signal at least this electrical parameter at the contact CP and can optionally also define the voltage level and / or frequency of the alternating voltage to be emitted, in particular by pulse width modulation. The signal generator SG is configured to perform these.The task of the circuit SS shown in FIG. 1 with the components R, T and SV is, on the one hand, to simulate resistance behavior and, on the other hand, to provide energy for the signal generator SG. Transistor T is arranged to drain so much current to ground that (the supply current of) SGand this derived current together corresponds to the desired current in the simulated resistor, while via R the current flowing from PPin the circuit to SVand Tcan be measured. The upper terminal of the circuit additionally serves as a voltage measurement of the PP voltage (voltage at contact PP) in the adapter AD.In detail, a voltage divider to ground GND / PE may be connected to the top terminal V+. An operational amplifier can be provided which regulates the base current of the transistor in such a way that the voltage at the middle terminal CP corresponds to the voltage at the divider tap S_PP. Thus, (the resistance of) T and the circuit connected at the middle behaves in relation to R identically to the voltage divider (R-T). The simulated resistor (or the externally resulting resistor) corresponds to the parallel connection of the divider and the simulated divider.FIG. 2 shows, instead of an active signaling circuit SS, a passive signaling circuit SS' with a series circuit of the resistors RP and R1. The resistor RP is provided between the contacts PP and CP. The resistor R1 is connected between the resistor RP and the contact PE. A signal input SA' for the signaling circuit SS' is obtained at the junction point between the resistors RP and R1. The sum of these resistors is preferably selected such that a potential is obtained for the potential S_PP, which represents a fault-free inserted plug or adapter. The ratio of the resistors, i.e. in particular the resistance value RPand / or the resistance value R1, is selected such that a potential is produced at the contact CP, which potential represents a desired maximum current. In other words, the resistors RP and R1 define which voltage exists between CP and PE, the contact PP serving for "supplying voltage" of the series circuit of RP and R1.In summary, the signaling circuit SS and SS' serve to provide a voltage between PP and PE which corresponds to a correctly inserted adapter or plug. In other words, the signaling circuit serves to represent a resistor between PP and PE, which corresponds to a correctly inserted adapter or plug, respectively, and which preferably identifies a desired maximum current for the adapter. Furthermore, the signaling circuit also serves to represent a signal (voltage signal or resistance signal) between the contacts CP and PE, which signal represents a desired maximum current. The maximum current indicates the upper limit for the current to be discharged from the vehicle at the contacts L and N of the terminal FE. Furthermore, a signal can be provided at the potential CP by pulse width modulation, which signal reflects a desired effective voltage level of a sinusoidal voltage and / or a desired frequency of a sinusoidal voltage. As a result, the vehicle or its on-board power supply receives information about which voltage is to be delivered between the potentials L and N (i.e. the voltage and / or the frequency of the alternating voltage to be delivered to L and N). In this way, the adapter not only defines the upper voltage limit (maximum current) to be maintained by the vehicle electrical system, but can also define the frequency and voltage level of the alternating voltage to be emitted by the vehicle.FIGS. 1 and 2 each show a load connection LE with a socket which keeps the contacts N, L and optionally also PE ready. A plurality of sockets can also be connected to the load connection LE, each with an L- and an N-contact, wherein the L-contacts of the sockets are jointly connected to the L-potential of the load connection and the N-contacts of the sockets are jointly connected to the N-potential of the load connection. Furthermore, a load connection is conceivable which has one or more polyphase sockets, for example one or more three-phase sockets.FIG. 3 shows an adapter AD having two connection potentials 1 and 2, the connection potential 1 being connected via a diode to an output-stage transistor ET (or its power path), the output-stage transistor ET (or its power path) leading to the connection potential 2. A further diode leads from the connection potential 1 to a supply capacitor VK (generally: electrical energy store), which in turn leads to the connection potential 2. A signal generator GEN generates an alternating signal which is fed to the control input of the output stage transistor ET. The signal generator GEN has supply terminals which are connected in parallel to the supply capacitor VK. The supply capacitor VK can thus supply the signal generator GEN (temporarily) even if no (sufficient) supply signal is emitted to G 2 via the potentials 1 and 2. The switching through of the output stage transistor ET results in a (modulated) resistance or current signal at the connection potentials 1 and 2 or a signaling circuit G 2 of the adapter AD, which is based on the signaling of a resistance or current variable. The signaling circuit G 2 comprises a signal generator SGW which communicates by means of resistance value. This signal generator SGW comprises the step-down generator and the generator GEN of the circuit G2. The diodes present in G 2 and the capacitor VK serve to supply the signal generator SGW.FIG. 3 shows an alternative to this in the form of the signaling circuit G 3. The double arrow indicates that this can be connected to the location of the signaling circuit G2. Thus, a connection potential 1 and a connection potential 2 result for the signaling circuit G3. The signaling circuit G3 has a diode which connects the connection potential 1 to the connection potential 2 via a supply capacitor VK'. The voltage supply SV of the signaling circuit G3 has a supply input which is connected in parallel to the supply capacitor VK'. The power supply SV has a supply output connected to the supply input of a network communication (such as PLC) signal generator NKG. The two output potentials of the signal generator NKG are each connected to the potentials 1 and 2 via a capacitor. As a result, the signal generator NKG outputs a signaling signal to the potentials 1 and 2 in a capacitively coupled manner. The potentials 1 and 2 lead to the potentials PE (GND) and CP, so that the signal generated by the signal generators G 2 and G 3 is emitted to the control contact CP, in particular via potential 2. While the signal generator G 2 provides for transmission by resistance or by current, the signal generator G 3 provides for transmission by modulated voltage signal.A generator G 1 may be associated with a charging station EVSE. There is a clock generator GEN which indicates a signal to the control contact CP via a resistor. It is provided that the clock generator GEN of the generator G1 emits an alternating signal, the clock generator GEN being supplied by the potentials U+ and U-. Therefore, the clock generator GEN outputs an alternating voltage whose magnitude alternates between these potentials. The potentials U+ and U- may correspond to +12 V and -12 V. In this way, a charging station EVSE can signal a power consumption to a vehicle, wherein the signaling may be used to transmit, for example, the current-carrying capacity or a maximum current that is intended to apply to the power transmission to the charging station EVSE (i.e., setpoint variable or limit value). As a result, operating parameters for the recovery of energy starting from a vehicle can be transmitted to a charging station, in particular in the same way (or with the same signaling) with which loads and / or adapters can also transmit the desired electrical parameter to the vehicle (as described herein).FIG. 3 shows an in-vehicle power supply circuit VS. This transistor has a transistor T1, whose power path is connected on the one hand to V+ via a resistor and on the other hand to V- via a further resistor. The vehicle-internal supply circuit VS has a second transistor T 2, the power path of which is connected to V on the one hand via a resistor and which is connected to the potential S_CP on the other hand. The control input of the second transistor T2 is connected to the end of the power path of the transistor T1, which is connected to V- via the relevant resistor. A third transistor T 3 has a power path which is connected to S_CP on the one hand via a resistor and which is connected to GND on the other hand. The control inputs of the first transistor and of the third transistor are connected to one another and are (jointly) connected to the potential nV2L. A fourth transistor T4 has a power path connected in series with a resistor, the resulting series circuit interconnecting the potentials S_CP and GND. The control input of the transistor T4 is driven by the signal REQ. The supply circuit VS has a potential output PA which is connected via a diode to the control contact CP.A (first) current source of the supply circuit VS comprises the transistor T2 with its resistance at the emitter, which together form a series circuit connected between S_CP and V-. The transistor T1, which is connected to V+, likewise forms a current source with its emitter resistor. This current source (with transistor T1) serves to shift the signal reference. The emitter resistor connected downstream of the transistor T1 is connected to V-, so that the series circuit of T1 and its emitter resistor is connected between V+ and V-. The current flowing at the "Low" level is formed as a voltage at the collector resistor (between T1 and V+). Its voltage, minus the forward voltage of typically about 0.6 volts divided by the emitter resistance of T2, corresponds to the current of the switchable (first) current source.The signal nV2L selectively switches back and forth between V2L operation ([first] current source switched on) at low level and normal operation at high level. V2L operation refers to the supply of a load (at the load connection), wherein the energy originates from the vehicle electrical system. A higher-level control (which sets the state of the vehicle) can set the switching state of the signal nV2L. During normal operation, the resistor T3 conducts and switches on the usual detection resistor at the drain of T3 in order to achieve the desired signaling. The detection resistor corresponds to the desired (resistor-based) signaling. The detection resistor is the resistor between transistor T 3 and S_CP in FIG. 3. The transistors T1, T2 are bipolar transistors (having the polarity shown in FIG. 3). The transistors T3, T4 are MOSFETs (and serve for the connection of a desired detection resistor or signaling resistor to the potentials GND / PE and CP / S_CP.The signal REQ controls the switching state of the transistor T 4. By means of the transistor T 4, which is activated by the signal REQ, the vehicle can signal, by switching on the signal resistance of the charging station EVSE, that the vehicle wishes to charge (i.e. there is a charging request) and the contactors in the EVSE are intended to establish the connection to the grid, corresponding to a setpoint closing state. This signal resistor is connected between transistor T4 and the signal S_CP. The signal resistor is used for resistance-based signaling according to the aforementioned charging standards.This results in signaling which provides a high level for nV2L when charging is planned. The signal REQ is still at a low level at first. The first resistor (detection resistor) is enabled, which would normally be non-switchably connected (i.e. according to existing standard). The charging station EVSE can thus identify a plugged-in cable in the sense of a presence identification. As soon as the vehicle requests charging, this is signaled via the signal REQ by switching on the relevant transistor T4, see above, so that its connected drain resistance is added for resistance signaling (by connection in parallel with the drain resistance to transistor T3).To receive a signal when charging, the vehicle evaluates the level and duty cycle of the signal CP via the internal sense terminal S_CP. This procedure corresponds in particular to the stated standards.The enabling of the charging connection for the V2L output can be enabled according to a detected user request or according to a control signal of a superordinate control. The charger EVSE then sets the signal nV2L to a low level in response, as a result of which a connected adapter can be supplied, in particular without adversely affecting a signal of the charging station EVSE if a plug-in fault is present.The resistors (detection resistor, signaling resistor) can be designed in such a way that the current of the current source T2 (incl. It can be provided that first of all it is signaled to be ready for a supply of the load starting from the vehicle (V2L). When the signaling is detected by the charging station EVSE, the charging mode is then set. A short transient which may occur during the changeover between the current source and the resistor can be filtered out by a debouncing device (not shown).For receiving signaling received from the adapter / load, a measurement device is used which serves to measure the negative levels of CP. This can serve for reading in the negative signals of the V2L adapter.

Claims

Load supply adapter (AD) having a vehicle-side connection (FE) and a load connection (LE), wherein the vehicle-side connection (FE) has a protective conductor contact (PE), a detection contact (PP) and a control contact (CP), wherein the load supply adapter (AD) has a signaling circuit (SS) which is connected for voltage supply to the detection contact (PP) and the protective conductor contact (PE) and which has a signal output (SA) which is connected to the control contact (CP), wherein an active signal generator (SG, SV) which is configured to be supplied with voltage is provided between the signal output (SA) and the detection contact (PP), by means of the voltage present between the detection contact (PP) and the protective conductor contact (PE), a signal present at the control contact (CP) is generated, which signal represents an adapter-specific, predefined maximum current, wherein the active signal generator (SG, SV) has a signal generator (SG) and a voltage supply circuit (SV) which is connected to the signal generator (SG) in a voltage-supplying manner, wherein an output of the signal generator (SG) is connected to the signal output (SA) of the signaling circuit (SS), - wherein the voltage supply circuit (SV) is connected on the input side to the detection contact (PP) and protective conductor contact (PE), wherein the signaling circuit (SS) has a resistor (R) connected to the detection contact (PP), which resistor is connected to the protective conductor contact (PE) via a transistor (T), wherein the resulting connection point between the resistor (R) and the transistor (T), the detection contact (PP), the protective conductor contact (PE) and a control input of the transistor (T) are connected to the voltage supply circuit (SV).Load supply adapter (AD) having a vehicle-side connection (FE) and a load connection (LE), wherein the vehicle-side connection (FE) has a protective conductor contact (PE), a detection contact (PP) and a control contact (CP), wherein the load supply adapter (AD) has a signaling circuit (G2, G3) which is connected for voltage supply to the detection contact (PP) and the control contact (CP) and which has a signal output (2) which is connected to the control contact (CP), wherein an active signal generator which is configured is provided between the signal output (2) and the detection contact (PP), by means of the voltage present between the detection contact (PP) and the protective conductor contact (PE), a signal present at the control contact (CP) is generated, which signal represents an adapter-specific, predefined maximum current, wherein the active signal generator has a signal generator (GEN, NKG) and a voltage supply circuit (SV, VK), which is connected to the signal generator (GEN, NKG) in a voltage-supplying manner, - wherein the voltage supply circuit (SV) is connected on the input side to the protective conductor contact (PE) and the control contact (CP), to which a supporting capacitor (VK') is connected in parallel, or - wherein the signaling circuit (G2) has a signal generator (SGW) with a generator (GEN) and an output stage transistor (ET), and the generator (GEN) is designed to supply an alternating signal to a control input of the output stage transistor (ET).Load supply adapter (AD) according to claim 1, wherein the signal generator (SG) is connected to the control contact (CP) directly or via a capacitive coupling (C).The load supply adapter according to any one of the preceding claims, wherein the vehicle-side terminal (FE) and the load terminal (LE) each have a phase contact (L) and a neutral conductor contact (N), the load terminal (LE) has a protective conductor contact (PE), and the contacts of the vehicle-side terminal (FE) and the load terminal (LE) are individually connected to each other.Load supply adapter according to one of the preceding claims, wherein the vehicle-side connection (FE) forms an electromechanical plug connection which is designed according to a standard for electrical charging.Load supply adapter according to one of the preceding claims, which is configured to emit a potential at the detection contact (PP) and at the control contact (CP), which potential satisfies a standard for signalling when electrified vehicles are charged in a cable-bound manner.Circuit arrangement having - a load supply adapter (AD) according to Claim 2 or according to one of Claims 4 to 6 as far as dependent on Claim 2, and - an in-vehicle supply circuit (VS) for supplying a signalling circuit (G1, G2, G3) external to the vehicle via a connection (FE) on the vehicle side, the in-vehicle supply circuit (VS) having a positive supply potential input (V+), a reference potential input (GND) and a negative supply potential input (V-), and having a potential output (PA) which is connected to a control contact (CP) of the connection (FE) on the vehicle side, the supply circuit (VS) being equipped with a current source.

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