Method and system for automatic electrical connection between two connectors

Abstract

The invention relates to a method for automatic electrical connection, implemented for the wire-based recharging of a rechargeable electric or hybrid vehicle, between a plug (1) connected to a power supply unit of the electric vehicle, and a socket (2) connected to a power supply grid, to which the power supply unit of the electric vehicle has to be connected in order to recharge. The plug (1) is initially housed in a casing of a first connection unit (VU) which is located on the vehicle side and comprises a first control unit (UC_1), and the socket (2) is on a second connection unit (GU) which is located on the power grid side and comprises a second control unit (UC_2). The plug (1) comprises a first magnetic architecture (AM_1) and the socket (2) comprises a second magnetic architecture (AM_2), the plug and the socket being able to be mechanically coupled by magnetism.

Description

[0001] Description

[0002] Title of the invention: Method and system for automatic electrical connection between two connectors

[0003] Technical field of the invention

[0004] The present invention relates to a method and a system for electrical connection between two connectors.

[0005] State of the art

[0006] Patent application WO2017 / 216458A1 discloses an electrical connection device in the form of a tray incorporating a magnetically attractive electrical socket. The electrical socket is positioned in the center and the tray has a surface extending around the periphery of the front connection face of the electrical socket. The electrical socket is provided with magnetic means enabling it to attract, by magnetic effect, an electrical plug provided with corresponding magnetic means. The electrical connection is made between the socket and the plug when the two elements are stuck together by the magnetic effect. The plug is connected to an electrical appliance, such as, for example, a power supply system of an electric vehicle. In a particular embodiment, the device comprises several annular coils which are integrated into the tray and positioned concentrically around the electrical socket.In operation, the tray incorporating the electrical socket is, for example, placed on the floor and connected to the mains by an electrical cable. The plug is released from the appliance near the tray. The coils are controlled by a suitable control sequence to guide the plug towards the centre of the tray and therefore towards the electrical socket. The connection is made by the magnetic attraction present between the respective magnetic means of the socket and the plug.

[0007] This earlier solution only concerns the principle of making the connection between the plug and the socket, in particular thanks to the coils integrated into the plate placed on the ground. This earlier document does not address the steps prior to the connection between the plug and the socket, in particular those concerning the activation of each connection unit, on the vehicle side and on the electrical network side.

[0008] Patent application US2020 / 269714A1 describes a charging solution for an electric vehicle. Patent US10090885B2 describes an induction charging solution for an electric vehicle. It notably provides a method for aligning the two antennas using magnetic fields.

[0009] Patent US9446675B2 describes a solution for charging an electric vehicle by induction, using alignment means with receiving antennas.

[0010] Patent application JP2013225969 describes an identification method implemented in an induction vehicle charging solution.

[0011] Patent application WO2019 / 204377A1 describes an alignment system and method in an induction charging solution for an electric vehicle.

[0012] The aim of the invention is to propose an automatic electrical connection method, which can integrate all the steps necessary to ensure the wired connection between a plug located on the vehicle side and a socket located on the electrical network side.

[0013] Statement of the invention

[0014] This aim is achieved by an automatic electrical connection method implemented for wired charging of an electric or rechargeable hybrid vehicle, between a plug connected to an electrical power supply assembly of the electric vehicle, and a socket connected to an electrical power supply network to which the power supply assembly of the electric vehicle must connect in order to recharge, the plug being initially housed in a housing of a first connection unit located on the vehicle side and comprising a first control unit, and the socket being carried by a second connection unit located on the electrical network side and comprising a second control unit, the plug (1) comprising a first magnetic architecture and the socket comprising a second magnetic architecture, the plug and the socket being capable of coupling mechanically by magnetic effect, said method comprising:

[0015] A step of generating a magnetic field by the second connection unit using an electromagnetic coil,

[0016] A step of detection by the first connection unit of said magnetic field generated by the second connection unit,

[0017] A step of automatically releasing the plug from the housing of the first connection unit after detecting the presence of said magnetic field, with a view to connecting it to the socket,

[0018] A step of initiating an electrical connection sequence, the electrical connection sequence comprising steps performed to magnetically attract the plug to the socket by activating said electromagnetic coil, with a view to connecting the plug to the socket.

[0019] According to the invention, the electromagnetic coil is therefore used to detect the presence of the second connection unit by the first connection unit, as well as in the sequence of connecting the plug to the socket, to guide the plug to the socket.

[0020] According to a particular feature, the method comprises a prior step of detecting the position of the vehicle relative to the second connection unit and a step of activating the second control unit of the second connection unit when the vehicle is in a determined stationary position.

[0021] According to another feature, the method comprises a prior step of detecting the presence of the vehicle near the second connection unit and a step of launching a vehicle guidance sequence to bring it into a determined position relative to the second connection unit.

[0022] According to another feature, the method comprises a step of monitoring the speed of the vehicle and a step of activating detection means of the first connection unit, implemented taking into account said monitored speed.

[0023] According to another feature, the method comprises a pre-authentication step between the first connection unit and the second connection unit, carried out by exchanging data via a wireless link between the two connection units, implemented prior to the step of launching the electrical connection sequence. According to another feature, the method comprises an authentication step by exchanging data via a wired link between the first connection unit and the second connection unit, when the plug is connected to the socket.

[0024] The invention also relates to an automatic electrical connection system used for wired charging of an electric or hybrid vehicle, comprising a plug connected to an electrical power supply assembly of the electric vehicle, and a socket connected to an electrical power supply network to which the power supply assembly of the electric vehicle must connect in order to recharge, the system comprising a first connection unit comprising a housing in which the plug is initially housed, said first connection unit being located on the vehicle side and comprising a first control unit, and a second connection unit carrying the socket, located on the electrical network side and comprising a second control unit, the plug and the socket being capable of mechanically coupling by magnetic effect, said system being characterized in that:

[0025] The second connection unit comprises means for generating a magnetic field using an electromagnetic coil, activatable by the second control unit,

[0026] The first connection unit comprises first means for detecting said magnetic field generated by the second connection unit,

[0027] The first connection unit comprises means for automatically releasing the plug outside said housing of the first connection unit, activated after detecting the presence of said magnetic field to connect it to the socket,

[0028] The second control unit is configured to activate an electrical connection sequence, the electrical connection sequence comprising steps performed to magnetically attract the plug to the socket by activating said electromagnetic coil, in order to connect the plug to the socket.

[0029] According to a particular feature, the system comprises second means for detecting the presence of the vehicle near the second connection unit and means for executing a vehicle guidance sequence to bring it into a determined position relative to the second connection unit.

[0030] According to another feature, the system comprises means for monitoring the speed of the vehicle and in that the first control unit is configured to activate first detection means, taking into account said monitored speed.

[0031] According to another feature, the first control unit and the second control unit are configured to execute a pre-authentication sequence between the first connection unit and the second connection unit, by exchanging identification data via a wireless link between the two connection units, prior to the electrical connection between the plug and the socket.

[0032] According to another feature, the first control unit and the second control unit are configured to execute an authentication sequence between the first connection unit and the second connection unit, by exchanging identification data via a wired link between the two connection units, once the plug is connected to the socket.

[0033] According to another feature, the electrical connection sequence is configured to activate electromagnetic means of the second connection unit, said electromagnetic means being arranged to attract the plug by magnetic effect towards the socket.

[0034] According to another feature, the second control unit is configured to activate said electromagnetic means of the second connection unit as means for generating the magnetic field.

[0035] According to another feature, the first detection means are arranged in the first connection unit to detect the presence of said magnetic field generated by the second connection unit and to discriminate its presence from that of a second magnetic field generated by the first magnetic architecture.

[0036] According to another feature, the system comprises second means for detecting the position of the vehicle relative to the second connection unit and means for activating the second connection unit when the vehicle is in a determined stationary position.

[0037] According to another feature, the second connection unit is integrated into a mat in which said second detection means are also integrated.

[0038] According to another feature, the system comprises at least one wedge fixed to said mat, said wedge integrating at least one position sensor of said second detection means.

[0039] According to another feature, the system comprises at least one stopping device fixed to said mat, at least one position sensor of said second detection means being integrated into said mat, close to said stopping device.

[0040] Brief description of the figures

[0041] Other characteristics and advantages will appear in the detailed description which follows, given with reference to the attached drawings in which:

[0042] Figure 1 schematically represents the connection system according to the invention;

[0043] Figure 2 represents the functional architecture of the connection system according to the invention;

[0044] Figures 3A to 3D show different variant embodiments of the second part of the connection system of the invention;

[0045] Figure 4 shows a diagram showing the different steps implemented during the connection process between the plug and the socket, according to the invention;

[0046] Figures 5A to 5L schematically illustrate the different steps implemented during the connection method between the plug and the socket, according to the invention; Figure 6 illustrates a particular feature of the connection system of the invention; Figure 7 represents, in a non-limiting manner, an exemplary embodiment of the two magnetic architectures, distributed in the plug and in the socket of the connection system of the invention;

[0047] Detailed description of at least one embodiment

[0048] The invention applies generally to an electrical connection system, which can in particular be used in an electrical installation intended for recharging an electric vehicle.

[0049] With reference to Figure 1, the system consists of two parts, one of the two parts being intended to be connected to an electrical supply network R, and the other part being intended to be connected to a power supply assembly of an electric or rechargeable hybrid vehicle V.

[0050] Any electrical connection solution to the vehicle's electrical power supply assembly V or to the electrical supply network R may be considered, such as a cable, conductive rod, or other equivalent solution...

[0051] The first part of the system comprises a first VU connection unit located on the vehicle V side and carrying an electrical plug 1 and the second part comprises a second GU connection unit, located on the electrical supply network R side and carrying an electrical socket 2 to which the plug 1 is connected.

[0052] The system advantageously allows plug 1 to be mechanically connected to socket 2 automatically, without the intervention of an operator or robot, using only magnetic and gravitational means.

[0053] Of course, the terms "plug" and "socket" are to be understood in a non-limiting manner, without any a priori on their respective structures and it must be understood that these are precise terms to define a first connector and a second connector, intended to connect mechanically and electrically to each other.

[0054] For the remainder of the description, an assembly direction is defined, corresponding to a main axis (A) along which the plug 1 comes into mechanical support against the socket 2.

[0055] In the following description the terms "front" and "rear" as well as "top" and "bottom" and "upper" and "lower" are to be considered taking into account the longitudinal position along the main axis (A).

[0056] In the following description, the terms "inside" and "outside" are to be considered according to the coaxial position with respect to the main axis (A). When plug 1 is connected to socket 2, the front part of plug 1 comes into mechanical support against the front part of socket 2 and an electrical connection can then be established.

[0057] A connection between the plug and the socket means that the plug is in mechanical contact against the socket and that one or more electrical connection members of the plug are electrically connected to one or more electrical connection members of the socket.

[0058] Referring to Figure 1, plug 1 and socket 2 are intended to connect by magnetic effect.

[0059] The socket 2 is provided with a magnetic architecture AM_2 arranged transversely to the main axis (A), allowing it to attract the plug 1, which in turn has a corresponding magnetic architecture AM_1. When the plug 1 is magnetically bonded to the socket 2, an electrical connection is also made between the first electrical connection members of the socket 2 and the second electrical connection members of the plug 1.

[0060] The two magnetic architectures used ensure the bonding of the plug

[0061] 1 on the socket 2 by magnetic effect. Different magnetic architectures allowing the bonding of the plug 1 on the socket 2 are described in particular in patent EP3317926B1 and in patent application WO2020 / 229321A1. These are applicable to the present invention but are to be considered in a non-limiting manner. The two magnetic architectures advantageously comprise several permanent magnets. According to a particular feature, the two magnetic architectures operate in attraction when the plug is in a suitable angular position relative to the socket to establish the connection, or in repulsion when the plug must be removed from the socket during disconnection.

[0062] As an example, Figure 7 shows the AM_2 magnetic architecture present on the plug side

[0063] 2 and the magnetic architecture AM_1 present on the sheet side 1. The two magnetic architectures shown comprise a ferromagnetic yoke 1 10, 210 and one or more portions of permanent magnet fixed on said yoke.

[0064] On the second magnetic architecture, three permanent magnets 211 of a first set each extend for example over an angular range AP1 of 55° on their annular portion and three permanent magnets 212 of a second set for example over an angular range AP2 of 55°.

[0065] Each of the three permanent magnets of the second set is inserted between two permanent magnets of the first set, leaving a regular non-zero angular interval with these two magnets of the first set. The regular angular interval 11 is close to 5° between two adjacent magnets.

[0066] The permanent magnets of the first set and those of the second set are magnetically oriented along the main axis (A) and in opposite directions.

[0067] The first magnetic architecture AM_1 has only a first set of three permanent magnets 1 11 which are identical to the permanent magnets of the first magnetic architecture.

[0068] It should be noted that the two magnetic architectures AM_1, AM_2 are configured to ensure that the plug 1 is stuck against the socket 2, by magnetic attraction effect, according to a given orientation, around the main axis. The two magnetic architectures AM_1, AM_2 are configured so that the plug 2 can take several distinct angular positions when it is stuck to the socket 1 by magnetic effect.

[0069] For example, from the magnetic architectures presented in Figure 7, plug 1 can take three distinct angular positions, offset from each other by 120°. Plug 1 can be in a first angular position, called 0°, a second angular position called -120° and in a third angular position called +120°.

[0070] Of course, the magnetic arrangements (angular ranges of the magnets and angular intervals between magnets) of the magnetic architecture can be adjusted.

[0071] The first VU connection unit comprises a housing 10 in which the plug 1 is housed. This housing 10 may be designed so as to cover and protect the connection members of the plug 1 when the plug is housed therein. The first VU connection unit may comprise means 11 for extracting the plug 1 from the housing as well as means for releasing the plug 2 relative to the housing 10. These means for releasing the plug 1 may consist of an electric motor 120 responsible for driving a reel 121 or other equivalent means, making it possible to wind or unwind an electric cable 122 to the end of which the plug 1 is connected.

[0072] The first connection unit VU also comprises first magnetic field detection means 13, associated with the first connection unit VU. These first detection means 13 may comprise one or more sensors, such as for example Hall effect sensors.

[0073] The first connection unit VU may also comprise first communication means 14 used to exchange data, in particular identification data, with the second connection unit GU. These first communication means 14 may comprise a wireless communication interface and a wired communication interface.

[0074] The first VU connection unit also includes a first control unit UC_1 responsible for managing in particular:

[0075] Monitoring a parameter of the vehicle, for example its speed V_v, with a view to activating or deactivating the first detection means 13 and therefore waking up the first connection unit VU;

[0076] Management of the data received from the first detection means 13, after their activation, with a view to detecting the presence of the second connection unit GU in the vicinity;

[0077] The management of the first means of communication 14, with a view to controlling the exchange of identification data, via the wireless communication interface, with the second connection unit GU when the latter is detected nearby and the connection between the plug 1 and the socket 2 is not yet established;

[0078] Extraction of the plug 1, by controlling the extraction means 11 of the plug 1 relative to the housing 10 and the means for releasing the plug 1 when the first connection unit and the second connection unit are pre-authenticated;

[0079] The management of the first means of communication 14, with a view to controlling the exchange of data, via the wired communication interface, with the second connection unit GU, once the connection between the plug 1 and the socket 2 is established;

[0080] According to a particular aspect, the first control unit UC_1 is for example capable of activating or deactivating the first detection means 13 taking into account the variation of at least one parameter. This may be for example the speed of the vehicle. Below a speed threshold value (taking into account a hysteresis), the first control unit UC_1 can activate the first detection means 13, to wake them up and place them in monitoring mode for the presence of a sufficiently intense surrounding magnetic field.

[0081] The second connection unit GU integrates the socket 2. In a non-limiting manner, this second connection unit GU advantageously has a plate 20 to be placed on a support (for example the ground S - the main axis (A) is then orthogonal to the ground). The plate 20 may comprise one or more connectors 30 allowing it to be connected to the electrical network R and possibly to an external communication system. Electrical connections integrated into the plate 20 make it possible to connect the electrical socket 2 to said connectors 30.

[0082] With reference to figure 1, the plate 20 comprises a closed envelope 21 of which a part, for example central, is occupied by the socket 2.

[0083] The electrical socket 2 has a front area 22 by which it mechanically connects with the plug 1. This front area 22 is oriented transversely to the main axis (A) and can be of any suitable shape, flat or curved, concave or convex. The casing 21 is located on the periphery of the socket 2 and defines a front surface extending on the periphery of the front area 22 of said socket 2. This front surface extends beyond the front area 22 of the socket 2 and is not dedicated to the connection. The front surface of the plate 20, around the socket 2, can be flat in the same plane as that formed by the front area 22 of the socket 2, or of a concave or convex curved shape (as in the appended figures). Beneath this surface, the casing 21 of the second connection unit GU incorporates magnetic guide means adapted to guide the plug 1 towards the socket 2 when the plug 1 is approaching.In a non-limiting manner, patent application No. WO2017 / 216458A1 describes an operating principle in which the plug 1 is connected to the socket 2, by executing a control sequence of the magnetic guide means integrated into the casing. The magnetic guide means advantageously comprise several electromagnetic coils, called guide coils 25, housed in the casing of the plate 20, and arranged concentrically, around the socket 2. The control sequence may consist of activating one or more of the guide coils 25, so as to bring the plug 1 as close as possible to the socket 2, by acting by magnetic effect on the magnetic architecture AM_1 of the plug 1. Once the plug 1 has been brought close to the axis of the socket 2, the two magnetic architectures AM_1, AM_2, located on the plug 1 side and on the socket 2 side, make it possible to finalize the connection between the two elements.

[0084] The second part of the system also comprises second means 23 for detecting the position of the vehicle, associated with the second connection unit GU. These second detection means 23 may comprise at least one presence sensor and / or at least one position sensor. These second detection means 23 are used by the second connection unit GU to ensure that the vehicle V is in a determined position, in order to determine whether a connection sequence with the plug 1 can be started. It will be seen below that these second detection means 23 can be integrated into different architectures associated with the second connection unit GU.

[0085] The second connection unit GU may also comprise second communication means 24 used to exchange data, in particular identification data, with the first connection unit VU. These second communication means 24 may comprise a wireless communication interface and a wired communication interface.

[0086] The second connection unit GU includes a second control unit UC_2 configured to:

[0087] Receive the data from the second detection means 23 and process them in order to determine whether the vehicle V is in a determined position;

[0088] - Activate at least one guide coil 25 of the magnetic guide means, to generate a magnetic field detectable by the first detection means 13 of the first connection unit VU; This action is for example executed when the presence of the vehicle V or the position of the vehicle is detected by the second detection means 23;

[0089] The management of its second means of communication 24, with a view to controlling the exchange of identification data, via the wireless communication interface, with the first connection unit VU when the latter is detected in the vicinity and the connection between the plug 1 and the socket 2 is not yet established;

[0090] Start the connection sequence of plug 1 to socket 2, when the presence of plug 1 is detected near the second connection unit GU; The connection sequence includes the control sequence of the guide coils 25, used to attract plug 1 to socket 2;

[0091] The management of its second communication means 24, in order to control the exchange of data, via the wired communication interface, with the first connection unit VU, once the connection between the plug 1 and the socket 2 is established; On the side of the second connection unit GU, the second detection means 23 can be produced according to different solutions defined below and integrated according to different support architectures. For each of these solutions, the second control unit UC_2 is configured to generate a magnetic field detectable by the first connection unit VU, when the presence and / or the position of the vehicle V is detected.

[0092] For these different solutions, it should be noted that the second part of the system, integrating the second connection unit GU, the second detection means 23 and the support architecture of the second detection means 23, can be produced in the form of a single-piece assembly, housing the cabling and the means necessary for the operation of the second part of the system. Advantageously, this assembly can be in the form of a mat placed on the ground, on which the vehicle V is parked, the mat T being produced in a single piece. It should be noted that this single-piece assembly, for example the mat, can have visual means, such as colored stripes or equivalents which can help the driver to position the vehicle in a compliant manner, so that the connection between the plug 1 and the socket 2 can be established.

[0093] It will be seen below that each wedge or stop device can be secured and integrated into the mat T. The position or presence sensors are integrated into the mat, at the level of the wedge, near the stop device or in the body of the mat T. The mat T thus forms a single-piece assembly that is easily deployed and integrates all the elements necessary for the operation of the second part of the connection system of the invention.

[0094] In a first solution shown in Figure 3A, the second detection means 23 can be produced in the form of one or more position sensors 230, integrated into at least one wedge 40 in which a wheel (front or rear) of the vehicle V is intended to be positioned. Two wedges 40, each for a front wheel or for a rear wheel of the vehicle, can be arranged on either side of the second connection unit GU. At least one position sensor 230 is thus integrated into the wedge to detect the presence of the wheel of the vehicle and thus determine the position of the vehicle relative to the second connection unit GU.

[0095] In a second solution shown in Figure 3B, the second detection means 23 can be produced in the form of one or more position sensors 231, associated with at least one stop device 41, against which at least one wheel of the vehicle is caused to stop when the vehicle comes to park. Two stop devices 41, each for a front wheel or for a rear wheel of the vehicle, can be arranged on the mat T intended to be placed on the ground, on either side of the second connection unit GU. At least one position sensor 231 is thus integrated in the mat T in front of the stop device to detect the presence of the wheel of the vehicle and thus determine the position of the vehicle relative to the second connection unit GU.

[0096] In a third solution shown in FIG. 3C, the second detection means 23 can be produced in the form of one or more presence sensors.

[0097] 232, determining the presence of a vehicle near the second connection unit. In this configuration, two presence sensors 232, one for each front or rear wheel of the vehicle V, are for example integrated into the mat T in which the second connection unit is integrated.

[0098] In a fourth solution shown in Figure 3D, the second detection means 23 are integrated into the entirety of the mat T in which the second connection unit is integrated. The second detection means 23 determine the presence of a vehicle near the second connection unit GU. In this configuration, the position of the vehicle V is not known. The position of the vehicle is for example determined by taking into account the intensity of the magnetic field generated by the second connection unit GU and detected by the first detection means 13 of the first connection unit VU, located on the vehicle side. Thanks to this data collected by the first control unit UC_1, the user can be guided to position the vehicle and its first connection unit VU in a determined and adapted position relative to that of the second connection unit GU.

[0099] The operating principle of the system of the invention is described in more detail below, in connection with Figure 4 and Figures 5A to 5L. It should be noted that certain steps described below remain optional or could be implemented differently.

[0100] E1 - Figure 5A: The first control unit UC_1 detects, thanks to its monitoring means (for example coupled to a vehicle speed sensor), the slowing down of the vehicle V and wakes up (signal S1) the first detection means 13 (for example Hall effect sensor) of the first connection unit VU when the speed V_v of the vehicle falls below a certain threshold.

[0101] E10 - Figure 5B: The second detection means 23 (position and / or presence sensor) associated with the second connection unit GU, detect the presence and / or the position of the vehicle V, and send a detection signal S2 to the second control unit UC_2 to wake up the second connection unit GU.

[0102] E20 - Figure 5C: Upon receipt of this detection signal, the second control unit UC_2 activates (control signal S3) for example at least one of the guide coils 25 of the second connection unit GU to generate a magnetic field B around the second connection unit GU.

[0103] E2 - Figure 5D: The first detection means 13 (for example Hall effect sensor), associated with the first connection unit VU, detect the presence of the magnetic field B and send a detection signal S4 to the first control unit UC_1. This step makes it possible to validate the correct positioning of the first connection unit VU relative to the second connection unit GU. In other words, by detecting the presence of the magnetic field generated by the guide coil, the first connection unit VU knows that it is close to (in the field) the second connection unit GU.

[0104] E3 - Figure 5E: The first control unit UC_1 executes a pre-authentication procedure. It activates its first communication means 14 (for example Bluetooth type wireless link) (signal S5) to transmit identification data ID_1 to the second connection unit GU, via its wireless communication interface.

[0105] E30 - Figure 5F: The second control unit UC_2 checks the identification data ID_1 received via its wireless communication interface and determines whether the connection sequence can be triggered. This is the case, for example, when the second control unit UC_2 validates the mechanical and electrical compatibility between socket 2 of the second connection unit GU and plug 1 of the first connection unit VU.

[0106] It should be noted that the two steps E3 and E30, which concern the pre-authentication procedure, can be carried out at any time, as long as the first connection unit VU and the second connection unit GU are within range of each other. This is of course made possible by the fact that the communication is carried out wirelessly.

[0107] E4 - Figure 5G: The connection sequence is triggered by the first control unit UC_1 which sends a message (signal S6) to the second connection unit GU. This message can be sent automatically once the two units VU, GU are operational to launch the connection sequence or sent by the driver of the vehicle. The second control unit UC_2 launches the connection sequence, by controlling the guide coils 25, according to a pre-established control sequence.

[0108] E5 - Figure 5H: During the connection sequence, the first control unit UC_1 commands the release of the plug 1 from its storage box 10, using the extraction means 11 and the release means (motor 120, reel 121 for example).

[0109] E40 - Figure 5I: The guiding sequence applied to the guide coils 25 at the second connection unit GU, allows plug 1 to be attracted towards socket 2, before establishing the connection between the two.

[0110] E6 - E50 - Figure 5J: The mechanical and electrical connection is established between plug 1 and socket 2.

[0111] E60 - E7 - Figure 5K: The second connection unit GU performs an authentication procedure. The first connection unit VU and the second connection unit GU thus exchange, for example, identification data I D_2 via their wired communication interface.

[0112] EF - Figure 5L: The first connection unit VU and the second connection unit GU are paired, plug 1 and socket 2 are connected: The vehicle load V is controlled by the second control unit UC_2.

[0113] It should be noted that the pre-authentication procedure and the authentication procedure can be of any type and correspond to exchanges of identification data, in particular to ensure mechanical and electrical compatibility between the two VU, GU connection units. They can also be used to determine the charging pricing and to initiate the invoicing of this charging.

[0114] It should also be noted that, in the architecture of the first connection unit VU, the positioning of its first detection means 13 (for example Hall effect sensors positioned on the housing at the periphery of the plug) is adapted so that they define a detection zone Z1 adapted to capture only the presence of the magnetic field generated by the first connection unit during step E3 described above, and not the presence of the magnetic field created by its own magnetic architecture. Figure 6 illustrates this feature of the invention. One of the features of the invention is also linked to the fact that the second connection unit GU is caused to use at least one of its guide coils 25 to generate the magnetic field B during step E3, detectable by the first connection unit VU.Once the first connection unit VU has detected the presence of this magnetic field B (and validated that it was in the field of the second connection unit GU) and after pre-authentication, the second connection unit GU is advantageously caused to disconnect this guide coil 25 to deactivate the magnetic field B, this in order to avoid any magnetic disturbances and to allow it to then be able to start the connection sequence at step E8 defined above. The guide coil 25 will then be reactivated during the implementation of the connection sequence.

[0115] It should be noted that the disconnection sequence is simpler because the two connection units already "know" each other. When disconnection is commanded (at the end of charging or by driver command), the second connection unit GU can trigger a sequence for disconnecting plug 1. After electrical disconnection, the first connection unit VU commands the return of plug 1 to its storage box 10. As indicated above, the second connection unit GU may be able to initiate a charging service billing process.

[0116] The invention thus presents numerous advantages, including:

[0117] A complete solution to ensure automatic connection between the plug and the socket, without the intervention of an operator or a robot;

[0118] A simple, safe, efficient and particularly compact solution;

Claims

DEMANDS 1. An automatic electrical connection method implemented for the wired charging of an electric or plug-in hybrid vehicle, between a plug (1) connected to an electric vehicle power supply unit, and a socket (2) connected to an electrical power supply network to which the electric vehicle power supply unit must connect for charging, the plug (1) being initially housed in a casing of a first connection unit (VU) located on the vehicle side and comprising a first control unit (UC_1), and the socket (2) being carried by a second connection unit (GU) located on the electrical network side and comprising a second control unit (UC_2), the plug (1) having a first magnetic architecture (AM_1) and the socket (2) having a second magnetic architecture (AM_2), the plug and the socket being capable of mechanically coupling by magnetic effect, said method being characterized in that it comprises: A step involving the generation of a magnetic field by the second connection unit (GU) using an electromagnetic coil, A detection step by the first connection unit (VU) of said magnetic field generated by the second connection unit, An automatic release step of the plug (1) from the housing of the first connection unit (VU) after detection of the presence of said magnetic field, in order to connect it to the socket (2), A launch step of an electrical connection sequence, the electrical connection sequence comprising steps executed to attract the plug (1) by magnetic effect towards the socket (2) by activation of the electromagnetic coil, in order to connect the plug (1) to the socket (2).

2. Method according to claim 1, characterized in that it comprises a preliminary step of detecting the position of the vehicle (V) relative to the second connection unit (GU) and a step of activating the second control unit (UC_2) of the second connection unit (GU) when the vehicle is in a determined stationary position.

3. A method according to claim 1, characterized in that it comprises a preliminary step of detecting the presence of the vehicle (V) in the vicinity of the second connection unit (GU) and a step to launch a vehicle guidance sequence to bring it into a determined position relative to the second connection unit.

4. Method according to claim 1 to 3, characterized in that it comprises a step of monitoring the speed of the vehicle (V) and a step of activating detection means (13) of the first connection unit (VU), implemented taking into account said monitored speed.

5. A method according to any one of claims 1 to 4, characterized in that it comprises a pre-authentication step between the first connection unit (VU) and the second connection unit (GU), carried out by data exchange via a wireless link between the two connection units, implemented prior to the step of launching the electrical connection sequence.

6. A method according to any one of claims 1 to 5, characterized in that it comprises an authentication step by data exchange via a wired link between the first connection unit (VU) and the second connection unit (GU), when the plug (1) is connected to the socket (2).

7. An automatic electrical connection system used for the wired charging of an electric or hybrid vehicle, comprising a plug (1) connected to an electric vehicle power supply unit (V), and a socket (2) connected to an electrical power supply network (R) to which the electric vehicle power supply unit must be connected for charging, the system comprising a first connection unit (VU) including a housing in which the plug (1) is initially housed, said first connection unit (VU) being located on the vehicle side and comprising a first control unit (UC_1), and a second connection unit (GU) bearing the socket (2), located on the electrical network side (R) and comprising a second control unit (UC_2), the plug and the socket being capable of mechanically coupling by magnetic effect, said system being characterized in that: The second connection unit (GU) includes means for generating a magnetic field using an electromagnetic coil, which can be activated by the second control unit (UC_2), The first connection unit (VU) includes first means for detecting said magnetic field (B) generated by the second connection unit, The first connection unit (VU) includes means for automatically releasing the plug (1) from said housing of the first unit. connection (VU), activated after detection of the presence of said magnetic field (B) to connect it to the socket, The second control unit (UC_2) is configured to activate an electrical connection sequence, the electrical connection sequence comprising steps executed to attract the plug (1) by magnetic effect towards the socket (2) by activation of the electromagnetic coil, in order to connect the plug (1) to the socket (2).

8. System according to claim 7, characterized in that it comprises second means for detecting the presence of the vehicle in the vicinity of the second connection unit and means for executing a vehicle guidance sequence to bring it into a determined position relative to the second connection unit.

9. System according to claim 7 or 8, characterized in that it comprises means for monitoring the speed of the vehicle and in that the first control unit (UC_1) is configured to activate first detection means (13), taking into account said monitored speed.

10. System according to any one of claims 7 to 9, characterized in that the first control unit (UC_1) and the second control unit (UC_2) are configured to perform a pre-authentication sequence between the first connection unit and the second connection unit, by exchanging identification data (ID_1) via a wireless link between the two connection units, prior to the electrical connection between the plug and the socket.

11. System according to any one of claims 7 to 10, characterized in that the first control unit (UC_1) and the second control unit (UC_2) are configured to perform an authentication sequence between the first connection unit and the second connection unit, by exchanging identification data (ID_2) via a wired link between the two connection units, once the plug is connected to the socket.

12. System according to any one of claims 7 to 11, characterized in that the electrical connection sequence is configured to activate electromagnetic means of the second connection unit (GU), said electromagnetic means being arranged to attract the plug (1) by magnetic effect towards the socket (2).

13. System according to claim 12, characterized in that the second control unit is configured to activate said electromagnetic means of the second connecting unit (GU) as means of generating the magnetic field.

14. System according to any one of claims 7 to 13, characterized in that the first detection means are arranged in the first connection unit to detect the presence of said magnetic field generated by the second connection unit and to discriminate its presence from that of a second magnetic field generated by the first magnetic architecture.

15. System according to any one of claims 7 to 14, characterized in that it comprises second means for detecting the position of the vehicle (V) relative to the second connection unit (GU) and means for activating the second connection unit when the vehicle is in a determined stationary position.

16. System according to claim 15, characterized in that the second connection unit (GU) is integrated into a mat (T) in which said second detection means (23) are also integrated.

17. System according to claim 16, characterized in that it comprises at least one wedge fixed to said mat (T), said wedge integrating at least one position sensor of said second detection means (23).

18. System according to claim 16, characterized in that it comprises at least one stop device fixed to said conveyor (T), at least one position sensor of said second detection means (23) being integrated to said conveyor, in the vicinity of said stop device.

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