CONTACT ORDER

Abstract

The invention relates to a contacting arrangement for electrically contacting at least one pair of busbars (7), the two busbar ends (7a, 7b) of which are preferably aligned one behind the other in a longitudinal direction (x) and preferably detachably connectable to one another by means of an intermediate contact housing into which the two busbar ends (7a, 7b) are inserted in opposite directions in the longitudinal direction (x). According to the invention, the two busbar ends (7a, 7b) are in direct electrical contact with each other in an overlapping connection, in particular without the interposition of additional conductor elements.

Description

Technical field

[0001] The invention relates to a contacting arrangement for electrically contacting at least one pair of busbars according to the preamble of claim 1.

[0002] These busbars are installed as charging lines between a charging socket and a battery connection of an electric vehicle. Due to manufacturing / component tolerances in the body of the electric vehicle, the installation of the busbars is also subject to tolerances. State of the art

[0003] In current technology, the ends of a busbar pair are electrically connected to each other via additional conductor elements. This can result in a comparatively high electrical contact resistance. Furthermore, the installation of these additional conductor elements requires a significant amount of installation space. The busbars, which are usually manufactured as flat profiles, are also relatively rigid due to their large cross-section. Therefore, if the busbars are installed within a vehicle with tolerances, tolerance compensation can only be achieved to a limited extent by bending the busbars.

[0004] Such contact arrangements are also known, for example, from DE 20 2005 016 465 U1, from DE 2017 126 010 B4, from JP 2018-163773 A and from JP 2024-025506 A. Description of the invention

[0005] The object of the invention is to provide a contacting arrangement for the electrical contacting of at least one pair of busbars, the ends of which are connected in a structurally simple, space-saving and / or operationally reliable manner compared to the prior art.

[0006] The problem is solved by the features of claim 1. Preferred embodiments of the invention are disclosed in the dependent claims.

[0007] The invention relates to a contacting arrangement for the electrical contacting of at least one pair of busbars. The two ends of the busbars are aligned one behind the other in a longitudinal direction and, in particular, can be detachably connected to each other by means of a contact housing. The contact housing then forms a separation point into which the two busbar ends are inserted in opposite directions along the longitudinal direction. It is understood that other types of insulation can also serve as insulation or protection for the connection point. In this regard, heat-shrink tubing, insulating housings, or insulating sleeves can be used in particular. Insulating tapes wrapped around the connection point are also conceivable, for example. The latter arrangements have the particular advantage of being relatively inexpensive.Preferably, the two rail ends can be electrically connected to each other in the contact housing or within the insulation via additional conductor elements, thus minimizing installation space. Instead, the two rail ends can be connected directly via an electrical overlap connection within the contact housing or within the insulation. This results in a space-saving solution where the installation space required for the electrical contact point perpendicular to the rail's longitudinal direction is reduced compared to the prior art. Consequently, the overall dimensions of the contact housing can be reduced compared to the prior art. A locking system can be integrated into the contact housing, or independently thereof, by means of which the two rail ends can be easily connected electrically during assembly. For example, the two rail ends can be clamped together using at least one screw connection.From a structural point of view, it is simple if, in the screw connection, a screw bolt is guided through screw holes arranged one above the other at the two rail ends.

[0008] The busbar ends are preferably contacted via contact pads made of highly conductive material, which are attached to the flat conductor / busbar using a technique suitable for this material pairing. The contact pads ensure controlled and directed current flow between the flat conductors / busbars by taking into account the physical requirements for minimizing losses. The contact pads can vary in any suitable shape and geometry. Likewise, the connection technique used to attach the contact pads to the busbar ends can also vary. The required surface pressure to achieve the necessary electrical contact quality can be ensured by a screw connection as described below. In a first embodiment, the screw connection can engage directly with the busbar ends.Alternatively, the screw connection can indirectly act on the two rail ends via a mechanical system for force transmission.

[0009] The contact housing or contact arrangement can also include a tolerance compensation system that allows for tolerance compensation, at least in the longitudinal direction of the rail, between the two rail ends, even when the screw connection is still loose. To ensure reliable, long-term contact, it is preferred that the contact point between the rail ends is sealed moisture-tight within the contact housing or within an insulating layer.

[0010] In a technical implementation, the locking system and / or the tolerance compensation system in the contact housing can be implemented as follows: The contact housing can be divided into a locking side and a compensation side when viewed in the longitudinal direction of the rail. Such segmentation of the contact housing reduces the effort required for assembling the contact assembly on the vehicle assembly line. The locking side of the contact housing can have a locking device that allows one of the two rail ends (i.e., the rail end on the locking side) to be locked or pre-positioned in a locking position in the longitudinal direction of the rail, even with the screw connection still loosened. This pre-positioning reliably prevents the rail end from being unintentionally pulled out of the locking side of the contact housing during the assembly process. Furthermore, the locking mechanism provides strain relief for the rail end.In contrast, on the contact housing's compensating side, a tolerance range is provided while the screw connection is still loose, within which the compensating rail end can be moved into a tolerance position during the assembly process (i.e., while the screw connection is still loose). Once the tolerance position is reached, the two rail ends can be clamped together using the screw connection.

[0011] In a specific embodiment, the screw hole of the compensating rail end can be designed not as a round hole, but rather as an elongated, unthreaded slot extending along the longitudinal direction of the rail. The length of the slot defines the tolerance range within which the two rail ends can assume a tolerance position. In this tolerance position, the two rail ends can be clamped together by means of the screw connection without generating any mechanical stress.

[0012] In contrast, the screw hole of the locking-side rail end can be a round hole with an internal thread into which the screw bolt can be screwed. In the clamped state, the two rail ends are therefore clamped between the bolt head of the screw bolt and the internal thread of the locking-side rail end.

[0013] In a preferred embodiment, the busbars are made of aluminum, which exhibits a comparatively high ductility. To ensure a permanently reliable screw connection, it is preferred that the internal thread is not cut directly into the aluminum. Instead, the internal thread can be formed in a press-fit bushing that can be pressed into the round hole of the locking end of the busbar. The press-fit bushing can, for example, be made of steel, which has a greater ductility than the aluminum.

[0014] To further increase the strength of the screw connection between the two screw ends, it is preferred that, in the tightened state, the bolt head of the screw pin presses against the overlapping rail ends with the interposition of a pressure plate that has a larger surface area than the bolt head. This allows the generated clamping force to be distributed over a large area.

[0015] It is of particular importance to reduce power losses during the charging process. Against this background, it is crucial to keep the contact resistance between the two overlapping rail ends as low as possible. The electrical contact surfaces between the two rail ends can therefore be implemented using applied contact pads. These pads can exhibit higher electrical conductivity compared to the material of the rail ends. Preferably, the contact pads can be made of copper and coated with silver on the contact surface. The contact pads can preferably be joined to the respective rail end, which is typically made of aluminum, by ultrasonic welding.

[0016] The two rail ends can be positioned directly on the base of the contact housing, forming a bottom-side contact point. For reliable positioning of the two rail ends inside the housing, an insert assembly can be assigned to the contact housing. This insert assembly can preferably be detachably attached inside the contact housing via a snap-fit ​​connection. In this case, the insert assembly can act as a height stop, securing the two bottom-side rail ends in the vertical direction on the housing base. Furthermore, the insert assembly can act as a touch guard to prevent contact with the bottom-side contact point from the top of the housing during the assembly process. During assembly, the contact housing can be permanently mounted to the vehicle body of the electrically powered vehicle, for example, using screw connections.

[0017] For reliable assembly, it is also preferable if the insert assembly has at least one access opening through which the screw bolt of the screw connection can be installed or removed. This allows the bottom contact point to be protected from unintentional contact during the assembly process.

[0018] The locking element for pre-positioning the locking-side rail end is preferably not provided as a separate component, but rather formed integrally with the insert assembly, using a single piece of material. This reduces the number of components required during the assembly process. In this case, the locking element can simultaneously engage with a corresponding counter-contour of the locking-side rail end when the insert assembly is installed in the contact housing.

[0019] Furthermore, the insert assembly can have a retaining segment in which the pressure plate is pre-positioned to prevent rotation and / or loss, even when the screw connection is still loose. Such additional functions can further enhance the functionality of the insert assembly. The assembly of the bottom-side contact point in the contact housing can be carried out in the following process sequence: First, the locking-side rail end can be inserted into the contact housing locking side while the insert assembly is still detached from the contact housing. Then, the insert assembly can be placed inside the contact housing. This secures the locking-side rail end, which is inserted into the contact housing locking side, in the longitudinal direction of the rail.The compensating end of the rail can then be inserted into the housing's compensating side until – utilizing the tolerance range – a suitable tolerance position is found in which the compensating end of the rail is in electrical contact with the locking end of the rail without mechanical stress. Once such a tolerance position is reached, the screw bolt can be guided through the access opening of the insert assembly into the screw holes of the rail ends and tightened.

[0020] The charging circuit between the charging socket and the battery connection in the electric vehicle comprises two wiring harnesses. For package optimization, it is preferred that both wiring harnesses are routed together through the contact housing according to the invention. In this case, one wiring harness is formed by the aforementioned pair of rails, which are electrically connected to each other at a bottom-side contact point, while the other wiring harness is implemented by a second pair of rails. The second pair of rails can be electrically contacted at an upper contact point within the contact housing. Preferably, the two ends of the second pair of rails are arranged on the top side of the insert assembly. The insert assembly provides a structurally simple electrical isolation from the bottom-side contact point.

[0021] Analogous to the bottom contact point, at the top contact point, a locking-side rail end of the second rail pair is inserted into the contact housing locking side, while a compensating-side rail end of the second rail pair is inserted into the contact housing compensating side.

[0022] Unlike the bottom contact point, at the top contact point, the locking-side rail end and the compensating-side rail end are spaced apart from each other in the longitudinal direction of the rail by a mounting clearance. This mounting clearance provides tool access to the access opening of the insert assembly for assembling or disassembling the screw connection of the bottom contact point. The functionality of the insert assembly can be further enhanced as follows: The insert assembly can include a locking device for securing the locking-side rail end of the second pair of rails. The second locking device, like the first, can be attached to the insert assembly. Preferably, the second locking device is a locking lever that is adjustable between a locking position and a release position.In the release position, the locking-side end of the rail can be inserted into the locking side of the contact housing without any interference. In contrast, in the locking position of the second locking element, the locking-side end of the rail is securely locked into the housing, thus preventing it from being unintentionally pulled out of the contact housing.

[0023] The two rail ends of the second pair of rails can be electrically connected via an additional rail bridge that spans the installation gap between the two rail ends. The rail bridge can overlap either of the two rail ends. In this case, the rail bridge can be clamped to either rail end via at least one bolted connection. For manufacturing purposes, this bolted connection can be easily implemented with a bolt that passes through screw holes in the rail bridge and the rail ends, arranged one above the other.

[0024] The screw holes at the ends of the second pair of rails can each be designed as round holes with internal threads into which the screw bolt can be inserted. In this case, the rail bridge can be clamped to the locking rail end on the contact housing side and to the compensating rail end on the contact housing side. The internal thread can be formed on a press-fit bushing that is pressed into the round hole of the respective rail end. For the second pair of rails, a structurally simple tolerance compensation function is preferred if the screw hole of the rail bridge on the compensating side is not a round hole, but rather an elongated slot extending along the longitudinal direction of the rail.The slot length provides a tolerance range within which the compensating rail end can be adjusted to a tolerance position in which the rail bridge can be clamped to the compensating rail end by means of the screw connection, even with the screw connection still loose.

[0025] To ensure a permanently reliable screw connection at the upper contact point, it is preferred that, in the tightened state, the bolt head presses against the overlapping rail bridge and rail ends with the interposition of a pressure plate with a large surface area compared to the bolt head, in order to distribute the clamping force over a large area.

[0026] The rail bridge for electrically contacting the two rail ends of the second rail pair can be provided as a separate component. However, it is preferred that the rail bridge is already part of the pre-assembled insert assembly. In this case, the insert assembly can have an adjustable mounting bracket to which the rail bridge is attached. The mounting bracket can be adjustable between a contact position and a release position. In the contact position, the rail bridge is in electrical contact with the two rail ends. In the release position, the rail bridge is, conversely, out of electrical contact with the two rail ends.

[0027] The mounting bracket can (in its contact position) also function as a contact guard. For this purpose, the mounting bracket can be equipped with a contact guard plate that, in the mounting bracket's contact position, prevents contact with the upper contact point from the top of the housing. The mounting bracket can have at least one access opening through which the screw bolt of the screw connection can be installed or removed from the top of the housing. Furthermore, the mounting bracket can have at least one retaining segment in which the pressure plate and / or the screw bolt are pre-positioned in a way that prevents rotation and / or loss, even when the screw connection is still loosened.

[0028] With the screw connection still loose, the compensating end of the second rail pair can be displaced within a tolerance range, allowing it to assume a position in which it can be connected to the rail bridge without mechanical stress. The tolerance range of the compensating end can be limited by a movement stop. To reduce component size, this stop can preferably be attached directly to the mounting bracket.

[0029] The assembly of the upper contact point can be carried out using the following process steps: First, the locking-side rail end is inserted into the locking side of the contact housing, with the rail bridge still detached. Next, the locking lever, which is hinged to the insert assembly, is folded into a locking position. Then, the compensating-side rail end is inserted into the compensating side of the contact housing, again with the rail bridge still removed. Once both rail ends are pre-positioned in the contact housing, the mounting bracket is folded from its release position to its contact position. In its contact position, the mounting bracket's movement stop defines a tolerance range within which the compensating-side rail end can be adjusted to a tolerance position. Finally, the two rail ends are clamped to the rail bridge using the screw connections.

[0030] Preferably, the interior of the contact housing is sealed moisture-tight to the outside using sealing elements. The housing interior therefore forms a dry space. For package optimization, a sensor module with a temperature measurement system and an HVIL circuit is additionally integrated into this dry space. The sensor module can be connected to a control unit via an interface on the housing.

[0031] The sensor module can include a temperature sensor at the locking-side end of the first pair of rails and, in particular, another temperature sensor at the locking-side end of the second pair of rails.

[0032] The HVIL circuit may include an HVIL bridge attached to the housing cover of the contact housing. When the housing cover is closed, the HVIL bridge closes the HVIL circuit, allowing the rail pairs to be switched by the electronics of the sensor module. When the housing cover is open, the HVIL bridge opens the HVIL circuit. In this case, the rail pairs are de-energized by the electronics of the sensor module for safety reasons. The housing interface consists of a plug connector, to which a plug is connected to the control unit via an electrical wire. The sensor module transmits measurement signals from the temperature sensors to the control unit via the plug connector.

[0033] In the event of a fault, the connector may lose contact with the housing-side interface. The control unit therefore receives no feedback from the sensor module regarding the temperature at the contact points of the busbar pairs. In such a case, it is crucial that the power supply to the busbar pairs is interrupted. For this reason, the connector may also have a high-voltage induction loop (HVIL) function. This means that when the connector is plugged in, the HVIL circuit is closed, allowing the sensor module's electronics to energize the busbar pairs. Conversely, when the connector is removed from the interface, the HVIL circuit is open, so the sensor module's electronics de-energize the busbar pairs.

[0034] In a structurally simple design, the two compensating rail ends of the rail pairs are guided through a common housing sleeve of the contact housing into the housing interior, with sufficient clearance to allow for interference-free tolerance compensation movements. A sealing arrangement is associated with the housing sleeve, providing a dirt- and moisture-proof seal to the outside.

[0035] The sealing arrangement must be sufficiently flexible to ensure smooth tolerance compensation movement of the two compensating rail ends. Against this background, the sealing arrangement can be designed as follows: The sealing arrangement can have a rigid end piece positioned at a distance along the longitudinal direction of the rail from the housing stub. The end piece has a separate through-opening for each rail end, through which the respective rail end extends. In addition, the sealing arrangement has a flexible inner grommet through which the two rail ends are guided. The inner grommet is in sealing contact with both the inner circumference of the housing stub and the inner circumference of the rigid end piece. To increase the sealing effect, a flexible outer grommet is provided, which surrounds the inner grommet at a distance.The outer nozzle is in sealing alignment both on the outer circumference of the housing nozzle and on the outer circumference of the rigid end piece.

[0036] Insofar as a contact housing is omitted, the contact pads or the round holes with internal threads already prove advantageous in themselves. Appropriate insulation, which can be designed to be as cost-effective as possible depending on the specific implementation, then enables a correspondingly cost-effective implementation, particularly independent of a contact housing, which may also provide a corresponding seal. On the other hand, the insulation itself can also provide sufficient sealing if desired. For example, insulating housings can simply be fitted with appropriate sealing elements. Similarly, insulating tapes, heat-shrink tubing, or similar insulating devices can provide a seal or—if necessary—even enclose sealing elements.

[0037] Overall, the contact arrangement provides a structurally simple and operationally reliable contacting and locking system, in which the busbar pairs can be connected to each other in a space-saving manner, with tolerance compensation and with reduced contact resistance.

[0038] An embodiment of the invention is described below with reference to the accompanying figures.

[0039] They show: Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9, Fig. 10, Fig. 11, Fig. 12, Fig. 13, Fig. 14, Fig. 15 to Fig. 16 different views are shown, which describe the structure and function of the contacting arrangement according to the invention.

[0040] In the Fig. Figure 1 shows a contact arrangement with a contact housing in its assembled state. The contact housing is permanently mounted to a support part 1 of a vehicle body. The contact housing forms a disconnect point in a charging circuit between a charging socket and a battery terminal of the vehicle. It consists of a shell-shaped housing base 3, the top of which is closed with a cover 5, which is located in the Fig. Figure 6 is shown in isolation. The charging circuit between the charging socket and the battery connection consists of the Fig. 1 of two conductor strings 7, 9. Each conductor string 7, 9 is in the Fig. 1 is realized as a rail pair consisting of two rail ends 7a, 7b and 9a, 9b. These are inserted into the contact housing in opposite directions along a longitudinal rail direction x and connected inside the housing via a bottom-side contact point K. B ( Fig. 4) and a lid-side contact point K D ( Fig. 5) electrically connected to each other. The rail ends 7a, 7b, 9a, 9b are connected by lateral housing connectors 41, 42, 47 ( Fig. 7a) into the interior of the housing. The housing ports 41, 42, 47 and the housing cover 5 are sealed moisture-proof to the outside by means of seals, so that a dry space is formed inside the housing.

[0041] A key aspect of the invention is that the contact housing has an internal locking and tolerance compensation system by means of which tolerance compensation in the longitudinal direction x of the rails can be achieved during the assembly of the two rail pairs 7, 9. For this purpose, the contact housing is designed according to the Fig. 1 and Fig. 2, viewed in the longitudinal direction x of the rail, is divided into a locking side I and a compensation side II. At the bottom-side contact point K B ( Fig. 4) The locking-side rail end 7a and the compensating-side rail end 7b are in an electrically conductive overlap connection, in which the two rail ends 7a, 7b, designed as flat profiles, are in electrical contact with their flat sides. The two rail ends 7a, 7b are connected by two screw connections S B They are clamped together, lying next to each other in the transverse direction y of the housing. In each of the screw connections S B A screw bolt 11 is guided through superimposed screw holes 13, 15 in the two rail ends 7a, 7b. The screw hole 15 of the compensating rail end 7a is an elongated slot, unthreaded in the longitudinal direction x of the rail. The length of the slot defines a tolerance range within which the compensating rail end 7b can assume a tolerance position in which the two rail ends 7a, 7b are connected by means of the screw connection S. Bare clampable. In contrast, the screw hole 13 of the locking-side rail end 7a is a round hole with an internal thread into which the screw bolt 11 can be screwed. The two rail ends 7a, 7b are therefore clamped between the bolt head of the screw bolt 11 and the internal thread of the locking-side rail end 7a. The internal thread is in the Fig. 4 formed in a press-fit bushing 17, which is pressed into the round hole 13 of the locking-side rail end 7a.

[0042] In the Fig. 2. The housing cover 5 is removed from the housing base 3, so that an insert assembly 19 is visible inside the housing. The insert assembly 19 is in the Fig. 9b, Fig. 10 and Fig. 11 shown in isolation. This acts, among other things, as a height stop with which the two rail ends 7a, 7b of the bottom-side contact point K BThe contact housing components are secured in position in the housing vertical direction z on the housing base. Furthermore, the insert assembly 19 acts as a touch guard to prevent contact with the bottom-side contact point K during assembly of the contact arrangement. B to avoid from the top of the casing.

[0043] The insert assembly 19 has S for each bottom-side screw connection B an access opening 20 ( Fig. 4, Fig. 9a, Fig. 10, Fig. 11, Fig. 13) on, over which the screw bolt 11 of the screw connection S B The insert assembly 19 is mountable / removable. Furthermore, it has a retaining segment 21 ( Fig. 4) on, in which a pressure plate 23 with the screw connection S still loosened B It is pre-positioned in a twist-proof and loss-proof manner. In the clamped state ( Fig. 4) The bolt heads of the two screw bolts 11 therefore press against the overlapping rail ends 7a, 7b with the pressure plate 23, which has a large surface area compared to the bolt heads, in order to distribute the clamping force over a large area.

[0044] The two rail ends 9a, 9b of the upper rail pair 9 are connected at a cover-side or upper contact point K D ( Fig. 5a or Fig. 5b) electrically contacted with each other, in a space-saving manner also within the contact housing. In the Fig. 5b is the lid-side contact point K D Partially disassembled for clarity. At the contact point K on the lid side. D The two rail ends 9a, 9b are arranged on the top side of the insert assembly 19. The locking-side rail end 9a and the compensating-side rail end 9b are – in contrast to the bottom-side contact point K – B- not in a direct overlap connection, but rather viewed in the longitudinal direction x of the rail over a mounting clearance M (for example Fig. 4 or Fig. 5b) spaced apart from each other. The assembly clearance M provides tool access to the two access openings 20 of the insert assembly 19 in order to tighten the bottom-side screw connections S. B at the bottom-side contact point K D to assemble or disassemble. In the assembled state, the two rail ends 9a, 9b are electrically connected to each other via a rail bridge 25, which electrically bridges the assembly clearance M. The rail bridge 25 is electrically overlapped with each of the two rail ends 9a, 9b. In addition, the rail bridge 25 is connected to each of the two rail ends 9a, 9b via screw connections S on the cover side. D (only in the Fig. (2 indicated) can be clamped. In each of the screw connections on the cover side S Dis a screw bolt 11 through screw holes 27, 29 arranged one above the other ( Fig. 5b) of the rail bridge 25 and the rail ends 9a, 9b. The screw holes 29 of the two rail ends 9a, 9b of the upper rail pair 9 are each designed as round holes with internal threads into which the screw bolt 11 can be screwed. The internal thread is - as also in the bottom-side contact point K B - formed in a press-fit bushing 17, which is pressed into the round hole of the respective rail end 9a, 9b.

[0045] For tolerance compensation, the screw holes 27 of the rail bridge 25 on the contact housing compensation side II are each implemented as an elongated, threadless slot in the longitudinal direction x of the rail. The length of the slot defines a tolerance range within which the compensation-side rail end 9b can be displaced to a tolerance position in which the compensation-side rail end 9b can be clamped to the rail bridge 25.

[0046] Analogous to the bottom-side contact point K B are also in the lid-side contact point K D in the clamped state the bolt heads of the screw bolts 11 under the interposition of a pressure plate 23 ( Fig. 5a) pressed onto the overlapping rail bridge 25 and rail ends 9a, 9b to distribute the clamping force over a large area.

[0047] The rail bridge 25 is attached to a mounting girder 31 ( Fig. 5b) attached, which is pivotally mounted about a pivot axis on the insert assembly 19. The mounting carrier 31 is positioned between a contact position and a release position ( Fig. 5b) pivotable. In the contact position, the rail bridge 25, which is attached to the mounting bracket 31, is in electrical contact with the two rail ends 9a, 9b. In the release position, however, the rail bridge 25 is out of electrical contact with the two rail ends 9a, 9b. The mounting bracket 31 has a contact protection plate 33 ( Fig. 2) on, which in the contact position of the mounting carrier 31 causes contact with the upper contact point K D from the top of the housing.

[0048] The mounting bracket 31 also has tool access points 35 ( Fig. 9b) on, via which the screw bolts 11 of the cover-side screw connections S D They can be mounted or dismounted from the top of the housing. According to the Fig. 9b the mounting bracket 31 further has a retaining segment 37 in which the pressure plate 23 and the screw bolts 11 are held while the screw connection S is still loosened D They are pre-positioned in a way that prevents twisting and loss.

[0049] The following describes a process sequence in which the contact assembly is put together. First, the lower housing part 3 of the contact housing is assembled in an unpopulated state ( Fig. 7a) provided. The lower housing part 3 is supplied according to the Fig. 7b The locking-side rail end 7a is inserted through the housing stub 41 into the contact housing locking side I until it reaches a longitudinal stop 43, which is formed in the base contour of the contact housing. Subsequently, the insert assembly 19 is inserted into the interior of the contact housing and locked in place, for example, by means of a snap-fit ​​connection. The insert assembly 19 has a locking contour 45 on its side facing the base of the housing ( Fig. 9b). This occurs simultaneously with the insertion of the insert assembly 19 into the lower housing part 3 in positive engagement with a corresponding counter contour 46 ( Fig. 8) of the locking-side rail end 7a. This ensures that the locking-side rail end 7a is securely locked to the housing in both the longitudinal direction x of the rail and the vertical direction z of the housing and is protected against unintentional removal from the lower housing part 3.

[0050] In the next step of the process, the compensating rail end 7b is mounted inside the contact housing. For this purpose, the compensating rail end 7b is inserted through the compensating housing stub 47 ( Fig. 7a) into the interior of the housing, along an insertion channel between the already inserted insert assembly 19 and the housing base. The insertion channel has a ramp 49 on its bottom side ( Fig. 7a) which lifts the compensating rail end 7b during insertion to overlap with the locking rail end 7a. The overlapping rail ends 7a, 7b are screwed together using the screw bolts 11, which are guided through the access openings 20 of the insert assembly 19 into the screw holes 13, 15 of the two rail ends 7a, 7b. After the screwing process has been completed, the bottom contact point K B completed.

[0051] In the further course of the process, the contact point K on the lid side will be D assembled. For this purpose, the locking-side rail end 9a of the upper rail pair 9 is inserted through the housing stub 42 ( Fig. 7b) inserted into the contact housing locking side I until reaching a longitudinal stop 53 formed in the insert assembly 19 ( Fig. 13). As can be seen from the Fig. 10 or Fig. As further shown in Figure 11, the insert assembly 19 has a pivotable locking lever 59 with which the locking-side rail end 9a of the upper rail pair 9 can be locked. The locking lever 59 is positioned between a release position ( Fig. 10, Fig. 11) and a locking position ( Fig. 5b) pivotable. In its release position, the locking-side rail end 9a can be inserted into the contact housing locking side I without interference. In its locking position, the locking-side rail end 9a is fixedly locked to the housing on the insert assembly 19.

[0052] Furthermore, the compensating rail end 9b is inserted into the compensating housing socket 47 in the contact housing compensating side II. The mounting bracket 31 is then moved from its release position ( Fig. 5b) into his contact position ( Fig. 2) folded down. In the contact position, the rail bridge 25 comes into electrical contact with the two rail ends 9a, 9b.

[0053] A movement stop 55 is located on the mounting bracket 31 ( Fig. 5b, Fig. 10) formed, which has a counter contour 57 formed at the compensating rail end 9b ( Fig. 5b) interacts. This defines a tolerance range within which the compensating rail end 9b can be adjusted to a tolerance position. Upon reaching the tolerance position, the two cover-side screw connections S D tightly clamped.

[0054] For smooth tolerance compensation, it is preferred if the compensating rail ends 7b, 9b can perform compensating movements with as little interference as possible. For this purpose, the lower housing part 3 has a sealing arrangement 61 on its compensating side II, which is described below with reference to the Fig. As described in Figure 12: The sealing arrangement 61 consists of a rigid end piece 63 located at a distance x in the longitudinal direction of the rail from the housing stub 47, through which the two rail ends 7b, 9b are guided. The sealing arrangement 61 also has a flexible inner grommet 65 and a flexible outer grommet 67. The two rail ends 7b, 9b are guided through the flexible inner grommet 65. The inner grommet 67 is mounted in a sealing relationship on both the inner circumference of the housing stub 47 and the inner circumference of the rigid end piece 63. The flexible outer grommet 67 surrounds the inner grommet 65 at a distance. The outer grommet 67 is mounted in a sealing relationship on both the outer circumference of the housing stub 47 and the outer circumference of the rigid end piece 63. To increase the sealing effect, the end piece 63 and the inner grommet 65 have a separate through-opening 66, 68 for each rail end 7b, 9b, in which the rail ends 7b, 9b are sealed separately from each other.

[0055] As from the Fig. 13 and Fig. As further shown in Figure 14a, a sensor module 69 with HVIL function is located inside the housing of the contact housing. This module has a temperature measurement system and an HVIL circuit 77. The sensor module 69 with HVIL function is connected to a housing-side, three-pin interface 70 ( Fig. 3, Fig. 13 or Fig. 14b) in plug connection with a plug 71 ( Fig. 15) can be brought along, which is connected to a control unit via an electrical line not shown. The sensor module 69 with HVIL function is in the Fig. Figure 14b shows the sensor module in isolation. Accordingly, the sensor module 69 has sensors 73, 75. These are each thermally connected to the locking-side rail end 7a, 9a of the two rail pairs 7, 9, as shown in the Fig. 14a is shown. In addition, the HVIL circuit 77 has an HVIL bridge 76 held on the housing cover 5 of the contact housing ( Fig. 6) on. With the housing cover closed, 5 ( Fig. 16) The HVIL bridge 76 closes the HVIL circuit 77. In this case, the electronics of the sensor module 69 switch the rail pairs 7, 9 on. With the housing cover 5 open, however, the HVIL bridge 76 is out of contact with the HVIL circuit 77, which causes the electronics of the sensor module 69 to de-energize the rail pairs 7, 9.

[0056] Connector 71 is also equipped with an HVIL function. This means that when connector 71 is plugged in, the HVIL circuit 77 is closed, causing the electronics of the sensor module 69 to energize the rail pairs 7 and 9. Conversely, when connector 71 is disconnected from interface 70, the HVIL circuit 77 is open, causing the electronics of the sensor module 69 to de-energize the rail pairs 7 and 9. REFERENCE MARK LIST 1 support part 3 Housing lower part 5 Case covers 7, 9 busbar pairs 7a locking-side rail end 7b compensating rail end 9a locking-side rail end 9b compensating side rail end 11 screw bolts 13 screw holes 15 screw holes 17 Press-fit bushing 19 Insert assembly 20 Access opening 21 Holding segment 23 Printing plate 25 railway bridge 27, 29 screw holes 31 mounting brackets 33 Touch protection plate 35 Tool access 37 Printing plate holding segment 39 Screw bolt retaining segment 41 Housing connectors 42 housing connectors 43 Longitudinal stop 45 Locking contour 46 Counter contour 47. Compensating side housing connector Ramp 49 53 Longitudinal stop 55 Movement stop 57 Counter contour 58 contact pads 59 locking levers 61 Sealing arrangement 63 End piece 65 inner nozzle 66 Passage opening 67 Outer nozzle 68 Passage opening 69 sensor module with HVIL function 70 interface 71 plugs 73, 75 temperature sensors 76 HVIL Bridge K B , K D Contact points S B bottom-side screw connection S D screw connection on the lid side I Locking side II. Compensation side M Assembly space QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 20 2005 016 465 U1

[0004] DE 2017 126 010 B4

[0004] JP 2018-163773 A

[0004] JP 2024-025506 A

[0004]

Claims

[1] Contacting arrangement for electrically contacting at least one pair of busbars (7, 9) with a flat profile having flat sides, the two busbar ends (7a, 7b, 9a, 9b) of which are in direct electrical contact with each other in an overlapping connection with their flat sides having a large area of ​​electrical contact with each other, characterized by , that the electrical contact surfaces between the busbar ends (7a, 7b, 9a, 9b) are realized by contact pads (58) applied thereto and / or that the contacting arrangement has a locking system which includes at least one screw connection (S B , S D) in which a screw bolt (11) is guided through screw holes (13, 15) arranged one above the other of the two busbar ends (7a, 7b) or through screw holes (27, 29) arranged one above the other of a rail bridge (25) and the two busbar ends (9a, 9b), wherein one of the two screw holes arranged one above the other (13, 29) is a round hole with internal thread into which the screw bolt (11) can be screwed. [2] Contact arrangement according to claim 1, characterized by , that the contact pads (58) have a greater electrical conductivity compared to the material of the busbar ends (7a, 7b, 9a, 9b) in order to reduce electrical contact resistance, and / or [3] Contact arrangement according to claim 1 or 2, characterized by , that in the screw connection (S B , S D) the screw bolt (11) is guided through the screw holes (13, 15) arranged one above the other of the two busbar ends (7a, 7b) and through the contact pads (58). [4] Contact arrangement according to one of the preceding claims, characterized by , that the other screw hole (15, 27) is an elongated, threadless slot in the longitudinal direction (x) of the rail, the length of which specifies a tolerance range. [5] Contact arrangement according to any one of the preceding claims, characterized by , in particular that the internal thread is formed in a press-fit bushing (17) which can be pressed into or is pressed into the round hole. [6] Contact arrangement according to one of the preceding claims, characterized by , that in the clamped state the bolt head, with an intermediate pressure plate (23) which has a large area compared to the bolt head, presses on the overlapping rail ends (7a, 7b, 9a, 9b) in order to distribute the clamping force over a large area. [7] Contact arrangement according to one of the preceding claims, characterized by , that by means of the contacting arrangement the busbar ends (7a, 7b) of a first busbar pair (9) are connected at a first contact point (K B ) as well as the conductor rail ends (9a, 9b) of a second pair of rails (9) at a second contact point (K D ) are electrically contactable. [8] Contact arrangement according to one of the preceding claims, characterized by , that the two conductor rail ends (7a, 7b, 9a, 9b) can be detachably connected to each other in a longitudinal direction (x) in line with one another. [9] Contact arrangement according to any one of the preceding claims, characterized by, that the two busbar ends (7a, 7b, 9a, 9b) can be detachably connected to each other by means of an intermediate contact housing into which the two busbar ends (7a, 7b, 9a, 9b) are inserted in opposite directions in the longitudinal direction (x) of the rail, and / or that the two busbar ends (7a, 7b, 9a, 9b) are insulated by means of insulation, for example by means of heat shrink tubing, an insulating housing and / or an insulating sleeve. [10] Contact arrangement according to any one of the preceding claims, characterized by , that the two busbar ends (7a, 7b, 9a, 9b) are insulated from other busbar ends (9a, 9b, 7a, 7b) by means of insulation, in particular by means of heat shrink tubing, insulation housing and / or insulating sheathing.

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