Apparatus and method for operating an electric vehicle charger connector

Abstract

A device (1) for moving a connector (3) of an electric vehicle charger, comprising: an actuation mechanism for moving an actuator attachment point (2) for suspending the connector (3); a connector attachment point (27) for the connector (3), the connector (3) being provided with one end (4) configured for movement in a plug-in direction (D) to electrically and mechanically connect to a socket of the electric vehicle; and a suspension device coupled to the actuator attachment point (2) and holding the connector attachment point (27), the suspension device holding the connector attachment point (27) in a preferred orientation and suspending the connector ( 3) is movable, in particular compliantly movable, from the connector mounting point (27) relative to the actuator mounting point (2) under the application of a force to the connector mounting point (27), and the connector mounting point (27) is rotatable at least about an axis of rotation that is not parallel to the plug-in direction but is preferably perpendicular, the axis of rotation intersecting an imaginary axis passing through the connector mounting point (27) in the plug-in direction (D) at a position located beyond the connector mounting point (27) by a distance from the suspension device, the distance being less than 5 meters, more preferably less than 4 meters, and most preferably less than 3 meters.

Description

[Technical Field]

[0001] The present invention relates to a device for actuating a connector of an electric vehicle charger, and more particularly to a device for automatically plugging a charger connector of a charger for an electric vehicle into a socket on the electric vehicle. [Background technology]

[0002] Devices for this purpose are known in the art, inter alia from patent applications by the same applicant.

[0003] One challenge when plugging a charger connector into a vehicle is correctly positioning the charger relative to the vehicle. Another challenge is correctly outlining its orientation to facilitate movement in the plug-in direction. Both challenges become more difficult when the vehicle is not strictly stationary or when people are getting in and out of the car.

[0004] Another challenge is that the degrees of freedom of movement and volume of the charger and its actuating mechanism are limited by various objects, such as parts of the vehicle body and inlet cover. These surfaces limit the volume within which the actuating mechanism can operate. A complicating factor is that the design of vehicle inlet sections can vary significantly between different brands and types of vehicles. Increasing precision usually comes at the expense of speed and increases the engineering effort and component requirements, thus increasing costs; therefore, an acceptable trade-off between the two is usually selected. To reduce the required precision, mechanical guide surfaces, commonly referred to as chamfers, are sometimes provided, specifically rounded or cut edges on the connector that converge into the socket receiving space. The connector can find its way into the socket within a certain margin without very precise positioning / orientation of the actuating mechanism.

[0005] However, if the vehicle moves, especially when attempting to couple, the mechanical guide surfaces are unable to compensate for the amplitude of the movement, even risking damage to the vehicle and / or the charger.

[0006] For this reason, it is known to use compliance mechanisms to allow the connector to self-seek and to soften collisions between the connector and the vehicle. The compliance section absorbs bumps or even shocks between the connector and the vehicle, allowing the connector to move with the vehicle within certain boundaries once mated.

[0007] However, when the compliant portion is generally very soft, inserting the connector into the socket becomes more difficult and the self-seeking and / or guiding surfaces may not always be helpful as the connector tends to deflect too easily. Summary of the Invention [Problem to be solved by the invention]

[0008] The goal of the present invention is to eliminate the above-mentioned drawbacks and / or to propose a useful alternative to the prior art. [Means for solving the problem]

[0009] In contrast, the present invention proposes a device for moving a connector of an electric vehicle charger, comprising: an actuation mechanism for moving an actuator attachment point to suspend the connector, said connector being provided with one end configured for movement in a plug-in direction to electrically and mechanically connect to a socket of the electric vehicle; and a suspension device coupled to the actuator attachment point and holding the connector attachment point, the suspension device holding the connector attachment point in a preferred orientation from which the connector attachment point moves compliantly relative to the actuation mechanism under the application of forces exerted on the connector attachment point, the connector attachment point being at least rotatable about an axis of rotation at an angle to the plug-in direction, the axis of rotation intersecting an imaginary axis passing through the connector attachment point in the plug-in direction at a position located in a direction from the suspension device beyond the end of the connector attachment point.

[0010] When referring to a connector, the term plug may be considered instead. Currently, commonly used connector types are described in standards such as IEC 62196 and SAE J1772. Connector and socket types in these standards are designated CCS-1, CCS-2, Type-1, Type-2, Type-3, CHAdeMO, and GB / T (also described in GB / T 20234.3). Other standardized EV charging connectors include the newly defined ChaoJi connector, intended for use in China and other Asian regions; the Euro-Din connector described in DIN VDE 0623-589, used in low-voltage vehicles such as forklifts; and the upcoming HPCCV or MCS connector, intended for use in heavy electric vehicles such as trucks and buses. CCS-2 type connectors and sockets, in particular, are gaining popularity in Europe. In addition to providing a multi-pole electrical connection, the connector and socket establish a mechanical interlock, ensuring the correct poles are paired and maintaining the electrical connection during charging. To maintain the mechanical connection, the connector has an interference fit that clamps the connector within the socket. The aforementioned standards and connectors and sockets are specifically intended to be located in or on a vehicle body or chassis, usually on the side or possibly on the top of the vehicle. These connectors are not specifically intended to be used under a vehicle, to or integrated into the underside of a vehicle, or in or against the chassis. Thus, the present invention (method thereof) may not be specifically intended to be coupled under a vehicle and / or to the underside or chassis of a vehicle.

[0011] A standardized connector may have a chamfer for guiding purposes and may have a "loose" fit during the initial insertion stage into the socket. However, inserting a standard electric vehicle connector into a socket is usually a precision operation that requires accurate positioning of the connector to be inserted. Furthermore, in real-world situations, the vehicle's socket's attitude (position / rotation) may change unexpectedly during the insertion or charging process (people exiting or entering, loading and unloading of cargo, wind loads, etc.). In prior art devices, the connector attachment point can translate or rotate about an axis of rotation that intersects an imaginary axis passing through the connector attachment point in the plugging direction at a position within or in front of the connector attachment point. Examples that illustrate at least some of the above are U.S. Patent Application Publication No. 2013 / 076902 A1, WO 99 / 10137 A1, or WO 2020 / 222640 A1.

[0012] The term attachment point specifically refers to an area with a surface, rather than a discrete point in space. Rotatable means capable of rotating under the influence of an external force or torque without obstruction through at least a certain angle.

[0013] In the present invention, the axis of rotation intersects an imaginary axis passing through the connector attachment point in the plug-in direction at a point located from the suspension beyond the end of the connector attachment point but not infinitely, which in other words means that the axis of rotation precedes or leads the connector attachment point during plug-in.

[0014] The suspension itself is essentially, and preferably entirely, oriented on the side of the connector attachment point away from the side where the connector electrically and mechanically connects to the electric vehicle socket. More specifically, in any possible orientation of the connector relative to the actuation mechanism, no part of the suspension extends in a manner that protrudes further than the front face of the connector, defined as the plane that contacts the connector's farthest point in a direction from the actuation mechanism, and this plane is perpendicular to the direction from the actuation mechanism to the connector's farthest point. In this case, the point may be a plane, an actual point, or a group of points.

[0015] The actuation mechanism may be any known actuation device, such as a serial or parallel robotic actuation device, and may also be referred to as an actuation device.

[0016] The pivot point precedes or leads the connector attachment point, allowing the connector, when mated, to follow the movement or change in orientation caused by contact with the socket in a manner comparable to the suspension of a shopping cart wheel, where the pivot point is typically near the front of the connector. Furthermore, when the connector is secured to the socket during the charging process, the vehicle can effectively rotate with the pivot point further in front of the connector and thus further from the connector attachment point.

[0017] The distance between the connector attachment point and the rotation axis is preferably greater than 1 centimeter, but less than twice the maximum width of the electric vehicle. In other words, it is preferably greater than 1 centimeter, more preferably greater than 2 centimeters, and most preferably greater than 3 centimeters. However, it is preferably less than 5 meters (approximately twice the allowed width of a standard electric vehicle), more preferably less than 4 meters, and most preferably less than 3 meters (approximately the allowed width of a standard electric vehicle). This range has proven to be the most effective range for modeling and compensating for unexpected differences or changes in the attitude (position / rotation) of the vehicle's socket during the insertion and charging process, which occur along the entire width of the vehicle, not just in the vicinity of the socket.

[0018] In another embodiment, the connector attachment point is rotatable relative to the actuation mechanism about two rotational axes, each at an angle relative to the plugging direction and to each other, by exerting a force on the connector attachment point. The angles may preferably be straight angles, thus allowing for symmetrical orientation relative to the expected plugging orientation and position.

[0019] The connector attachment point may be rotatable relative to the actuation mechanism as part of a compound motion, which may include, for example, one or more arcuate or dished guides, which are curved about one or more of the aforementioned axes of rotation.

[0020] The suspension device may further be configured to return to the preferred position when the force is removed. For this purpose, active means such as a controllable actuator may be present, or the suspension device may be configured to bias the connector attachment point back to the preferred position, for example under the action of a spring. The latter is a relatively simple and robust solution.

[0021] One example in this regard is an embodiment in which the suspension comprises three flexures, spring-loaded pistons, or gas springs arranged in a triangular configuration, each connected to an actuation mechanism on a first side and a connector attachment point on a second side.

[0022] In an alternative embodiment, the suspension comprises a hexapod. The hexapod may be a passive hexapod, which may be spring-tensioned but does not comprise an actuator. These latter two suspensions in particular allow the suspension to remain positioned completely behind the connector attachment point in the plug-in direction.

[0023] In a preferred embodiment, the suspension includes an in-line compliance section between the actuation mechanism and the suspension, or between the suspension and the connector attachment point, which allows for the introduction of a compliance section with direction-dependent behavior.

[0024] In a preferred embodiment, the in-line compliance section has a spring constant in the plugging direction that is less than the resulting spring constant of the suspension system, which allows the compliance section to assist in orienting the connector before it is actually plugged in, preventing the connector from distorting or clamping within the socket when it is gently nudged towards or even pressed against the socket.

[0025] In yet another embodiment, the device according to the invention includes at least one sensor for detecting deflection of the connector attachment point in at least one direction. Such a sensor can be used to indirectly determine contact of the connector with a vehicle socket or another collision, and the sensor can be used to determine vehicle motion. A signal generated by this sensor can be used by the device's controller to reposition the connector and / or to repeat a positioning or motion sequence or protocol.

[0026] In yet another embodiment, the suspension is provided with 3 compliant rotational degrees of freedom and at least 1 compliant translational degree of freedom. More preferably, the suspension is provided with 3 compliant rotational degrees of freedom and at least 2 compliant translational degrees of freedom.

[0027] The compliance or configured compliance provided by the series connection of the series compliant sections may be configured for one-way compliance by having a rest position, where at least a portion of the suspension is pre-tensioned against an end stop.

[0028] The invention will now be described in more detail with reference to the following figures: [Brief explanation of the drawings]

[0029] [Figure 1a] FIG. [Figure 1b] This is a coarse model of the available movement space around the inlet when multiple vehicles are considered. [Figure 2] FIG. 1 is a perspective view of a first embodiment of the present invention in a first position. [Figure 3] FIG. 2 is a perspective view of a first embodiment of the present invention in a second position. [Figure 4] 2 is a perspective view of a suspension according to a second embodiment of the invention in a first position; FIG. [Figure 5] 3 is a perspective view of a suspension according to a second embodiment of the present invention in a second position; FIG. [Figure 6] 1 is a mathematical model of a suspension system according to the present invention and the resulting axis of rotation. [Figure 7] 1 is a mathematical model of one embodiment of the present invention with a series compliance section. DETAILED DESCRIPTION OF THE INVENTION

[0030] 1a shows a perspective view 17 of a prior art vehicle inlet section 18. As can be seen, the degrees of motion and volume of freedom of the actuating mechanism for moving the connector are restricted by various objects, such as parts of the vehicle body 19 and inlet cover 20. Due to these surfaces, the actuating mechanism has a limited volume within which it can operate. A complicating factor is that the design of the vehicle inlet section of a car can vary significantly among different brands and types.

[0031] Figure 1b shows measurements of various inlet and charge port cover geometries for various vehicle types. To define the free space available for maneuvering the actuation mechanism, a three-dimensional volume representing the space within which the actuation mechanism can operate can be established, taking into account the body limitations of various vehicles. This figure shows significant limitations on the volume the actuation mechanism can occupy. While there is significant free space available in the insertion direction, there is limited space to the sides of the inlet and above and below. Therefore, an automated system ideally occupies limited volume to the sides of the actual connector as well as above and below. This is a complicating factor for designing a compliant assembly. The figure shows the plane of the vehicle inlet 21 and the volume available for the actuation mechanism 22.

[0032] FIG. 2 shows an apparatus for moving a connector 3 of an electric vehicle charger, which includes an actuation mechanism (not shown) for moving an actuator attachment point 2 for suspending the connector 3. The connector 3 is provided with one end 4 configured for movement in a plug-in direction D to electrically and mechanically connect to a socket on an electric vehicle, and the apparatus 1 is provided with a suspension 5 coupled to the actuator attachment point 2 and holding the connector 3. The suspension 5 is shown holding the connector 3 in a preferred orientation from which the connector 3 can rotate relative to the actuator attachment point under the application of a force to the connector 3. The connector is rotatable about at least an axis of rotation A (perpendicular to the plane of the drawing) and perpendicular to the plug-in direction D (explained in more detail in FIG. 5). The axis of rotation intersects an imaginary axis I passing through the connector 3 in the plug-in direction D at a location located beyond the end 4 of the connector 3 from the suspension.

[0033] The connector 3 can be further rotated relative to the actuator attachment point by exerting a force on the connector about a second axis of rotation B perpendicular to the plug-in direction D and the first axis of rotation A. The connector 3 can be rotated relative to the actuation mechanism as part of a compound motion made possible by a hexapod provided by the suspension 5. The hexapod is a passive hexapod that can be spring tensioned but does not have an actuator.

[0034] FIG. 3 shows the device from FIG. 2, now rotated by an angle alpha about the axis of rotation A.

[0035] 4 shows an alternative suspension device 6 according to the present invention, which includes three flexures 7, 8, 9 arranged in a triangular configuration for connection to an actuator mounting point 10 on a first side and a connector (not shown) on a second side. Alternatively, a connector retention point 11 is shown.

[0036] FIG. 5 shows the suspension 6 from FIG. 4 in an orientation rotated through an angle β about the axis of rotation A relative to the orientation of FIG.

[0037] 6 shows a schematic diagram 12 of an arrangement for moving a connector on an electric vehicle charger, comprising a mounting point 13 for a connector suspension 14. The suspension comprises legs 15 and 60, both of which are coupled at a common distance to a connector retention point 16. The legs each have a relatively short length r, but the connector (retention point 16) is rotatable at a radius R about a rotation axis A perpendicular to the plug-in direction D.

[0038] It can be clearly seen from the figure that the suspension comprises a rotating part formed by legs 15 and 16, which, viewed in the plugging direction D, is located behind the connector, which is located in area C. However, the effective rotation caused by the compound movement has a larger radius R, and its axis of rotation A lies in front of the connector located in area C.

[0039] 7 shows a mathematical model of one embodiment of the present invention comprising a series compliant section having a series compliant section 23, an actuator attachment point 24, a suspension formed by a hexapod 25 to form a parallel mechanism with misaligned struts, a hexapod attachment point 26, and a connector attachment point 27. It is clear from the diagram that in this embodiment, the suspension is coupled to the actuator attachment point by the series compliant section 23. Ideally, the stiffness and preload of the struts and series compliant section are configured such that when a force is applied to the connector in the mating direction, the hexapod preload is exceeded only after half the stroke of the series compliant section. When the force on the connector is at an angle to the mating direction, the preload of the individual struts of the hexapod may be exceeded before that occurs.

Claims

1. A device (1) for actuating a connector (3) of an electric vehicle charger, comprising: - an actuation mechanism for moving the actuation attachment points (2) for suspending said connectors (3); a connector attachment point (27) for said connector (3), said connector (3) being provided with one end (4) adapted to be moved in a plug-in direction (D) to electrically and mechanically connect with a socket of an electric vehicle; - a suspension device (5) connected to said actuator attachment point (2) and holding said connector attachment point (27); Equipped with - the suspension (5) holds the connector attachment point (27) in a predetermined position from which the connector (3) can move compliantly relative to the actuator attachment point (2) under the application of forces exerted on the connector attachment point (27); The connector mounting portion (27) has at least - rotatable about an axis of rotation that is not parallel to said insertion direction (D), - in a device (1) in which the axis of rotation intersects an imaginary axis passing through the connector attachment point (27) in the plug-in direction (D) at a position located at a distance from the suspension device (5) beyond the connector attachment point (27), the distance being less than 5 meters; - characterized by a series compliance section (23) between said actuation mechanism and said suspension (5) or between said suspension (5) and said connector attachment point (27); - device (1), wherein said series compliance section (23) is configured to have a spring constant in said plug-in direction (D) that is lower than the resulting spring constant of said suspension device (5).

2. 2. The device (1) of claim 1, wherein the stiffness and preload of the suspension (5) and the series compliance section (23) are configured such that when a force in the plug-in direction (D) is applied to the connector attachment point (27), the preload of the suspension (5) is exceeded only when half the stroke of the series compliance section (23) is exceeded.

3. 3. The device (1) according to claim 1 or 2, wherein the connector mounting point (27) is rotatable relative to the actuation mechanism about two rotation axes by exerting a force on the connector mounting point (27), each of which is non-parallel to the plug-in direction (D) and to each other.

4. 4. The device (1) according to any one of claims 1 to 3, wherein the connector attachment point (27) is rotatable relative to the actuator attachment point (2) as part of a compound movement.

5. 5. The device (1) according to any one of claims 1 to 4, wherein the suspension device (5) comprises one or more arcuate or dish-shaped guides.

6. A device (1) as described in any of claims 1 to 5, configured to return to the predetermined position when the force exerted on the connector mounting point (27) is removed.

7. 7. The device (1) according to claim 6, wherein the suspension device (5) is configured to bias the connector attachment point (27) back to the predetermined position by means of a spring or spring-like rigidity.

8. 7. The device (1) according to claim 6, wherein the suspension device (5) comprises at least three kinematically parallel compliant elements arranged in a triangular configuration, such as flexures, spring-loaded pistons or gas springs, connected on a first side to the actuation mechanism and on a second side to the connector attachment point (27).

9. 9. The device (1) according to claim 8, wherein the suspension device (5) comprises a passive Stewart platform.

10. 10. The device (1) according to any one of claims 1 to 9, wherein the suspension device (5) is positioned completely behind the connector mounting point (27) in the plug-in direction (D).

11. 11. The device (1) according to any one of the preceding claims, comprising at least one sensor for detecting deflection of the connector attachment point (27) in at least one degree of freedom.

12. 12. The device (1) according to any of the preceding claims, wherein the suspension device (5) is provided with three compliant rotational degrees of freedom and at least one compliant translational degree of freedom.

13. 13. The device (1) according to any one of the preceding claims, wherein the suspension (5) is provided with three compliant rotational degrees of freedom and two compliant translational degrees of freedom.

14. 14. The device (1) according to any one of claims 1 to 13, wherein the connector (3) is coupled to the connector mounting point (27), the connector being provided with one end (4) configured to be moved in a plug-in direction (D) to electrically and mechanically connect to a socket of an electric vehicle.

15. 1. A method for moving a connector of an electric vehicle charger, the connector being provided with one end configured to electrically and mechanically connect to a socket of an electric vehicle by movement in a plugging direction, the method comprising: - moving the connector to a predetermined position by an actuation mechanism coupled to a suspension device holding the connector; - applying a force to the connector; - using the suspension device to compliantly rotate the connector about an axis of rotation that is at an angle non-parallel to the plugging direction; Including, - said axis of rotation intersects an imaginary axis passing through said connector in the plugging direction at a position located in a direction at a distance from said connector, said distance being less than 5 meters; - a series compliance section is positioned between the actuation mechanism and the suspension or between the suspension and the connector attachment point, the compliance having a direction-dependent behavior; - the series compliance section has a lower spring constant in the insertion direction than the resulting spring constant of the suspension.

16. 16. The method of claim 15, wherein the stiffness and preload of the suspension device and the in-line compliance section are configured such that when a force in the insertion direction is applied to the connector attachment point, the preload of the suspension device is exceeded only when the force exceeds half of the stroke of the in-line compliance section.

17. 16. The method of claim 15, wherein the connector is rotated about two axes of rotation by exerting forces on the connector, each axis being non-parallel to the plugging direction and to each other.

18. 17. The method of claim 15 or 16, wherein the connector is rotated as part of a compound motion.

19. A method according to any one of claims 15 to 18, comprising a step of returning the connector to the predetermined position when the force applied in the step of applying a force to the connector is removed.

20. 20. A method according to any one of claims 15 to 19, comprising biasing the connector back to the predetermined position under a spring or spring-like rigidity.

21. 21. The method of any of claims 15 to 20, comprising suspending the connector with three compliant rotational degrees of freedom and at least one compliant translational degree of freedom.

22. 22. The method of claim 21, comprising suspending the connector with three compliant rotational degrees of freedom and two compliant translational degrees of freedom.

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