Load supply adapter with dedicated signalling for supplying external loads by means of an electric vehicle, and vehicle-internal supply circuit for supplying a vehicle-external signalling circuit

Abstract

The invention relates to a load supply adapter (LA) equipped with a vehicle-side connection (FE) and a load connection (LE). The vehicle-side connection (FE) has a protective conductor contact (PE), an identification contact (PP) and a control contact (CP). The load supply adapter (LA) also comprises a signalling circuit (SS, SS') which is connected to the identification contact (PP) and the protective conductor contact (PE) in order to supply voltage. The signalling circuit (SS, SS') has a signal output which is connected to the control contact (CP). An active signal generator (SG, SUPP) or a passive impedance (RP) is provided between the signal output (SA, SA') and the identification contact (PP), which signal generator or impedance is designed, by means of the voltage applied between the identification contact (PP) and the protective conductor contact (PE), to generate a signal which is present at the control contact and which reproduces an adapter-specific, predefined maximum current. The invention further relates to a vehicle-internal supply circuit for supplying a vehicle-external signalling circuit.

Description

[0001] Description

[0002] Load supply adapter with its own signaling for supplying external loads via electric vehicle and vehicle-internal supply circuit for supplying a vehicle-external signaling circuit

[0003] Electric vehicles are equipped with a traction battery that supplies the electric drive of the electric vehicle. A charging port on the vehicle serves to connect to an external charging station to charge the battery. In addition to charging the battery and supplying power to the electric drive, the battery can also be used to power external loads. For this purpose, an inverter can be provided on the vehicle. This inverter is powered by the battery and provides an alternating voltage that can be used to power electrical loads designed for operation on a public alternating voltage supply network. The alternating voltage is provided within the vehicle via a suitable socket.It is an object of the invention to show a further possibility with which loads designed for operation on a public AC supply network can be operated using the energy of the accumulator.

[0004] This object is achieved by the load supply adapter according to claim 1. Further properties, features, embodiments and advantages are revealed by the dependent claims, the description and the figures.

[0005] A load supply adapter is proposed that has a vehicle-side connection that can be connected to a charging port of an electric vehicle. The load supply adapter has a load connection to which at least one electrical load designed for operation on a public AC power grid can be connected. In particular, the load connection has at least one socket to which an electrical consumer or a load designed for operation with alternating current (at least 100 V eff., 50 Hz, 60 Hz, etc., according to the respective standards of a public AC power grid) can be connected.

[0006] The at least one socket (generally: coupling or female plug element) is designed in particular according to a standard for sockets of a supply network, for example according to the standard NEMA 1-15 (Type B), 5-15 or CEE 7 / 4 (Type F - Schuko plug), CEE 7 / 5 (Type E), CEE 7 / 7 C (Type E+F), CEE 7 / 16 (Type C), CEE 7 / 17 (Type C), BS 546 (Type D, Type M), BS 1363 (Type G), SI-32 (Type H), AS 3112 (Type I), SN 441011 (Type J), ​​DS 60884-2 (Type K), CEI 23-50 (Type L), IEC 60906-1 (Type N), IEC 60320 C13 / 14, C19 (IEC plug) or the complementary socket or jack or Coupling design. In particular, at least one socket is a two-pin household socket according to the respective supply network standard in Japan or the USA, or is a three-pin socket with a grounding contact. Two-pin sockets are described as sockets that do not have a grounding contact or have a non-grounded grounding contact. The socket (generally: coupling orFemale plug-in element) can also be designed for three phases, for example according to a three-phase connector of the IEC 60309 standard, or can be designed according to a NEMA standard for single or multi-phase plug-in elements.

[0007] The vehicle-side connector is preferably designed according to a standard for charging plugs for electric vehicles. The vehicle-side connector has signal contacts designed for signaling in accordance with SAE J1772 or IEC61851. These signal contacts include a detection contact (pilot contact or proximity contact, PP - Proximity Pilot) and a control contact (CP - Control Pilot). These contacts transmit at least one electrical parameter to the electric vehicle connectable to the vehicle-side connector. This parameter characterizes the current and / or voltage delivered by the electric vehicle (to the load supply adapter according to the invention). This allows, for example, a maximum current or a current limit to be provided, which is taken into account when supplying a load at the load connection of the adapter.For example, the load supply adapter can be used to signal the vehicle that the current to be delivered must not exceed 16 A (or another current limit such as 32 A, 40 A, 50 A, 100 A, 200 A, etc.). For this purpose, the load supply adapter has a signaling circuit that is powered by the detection contact and transmits the relevant electrical parameter via the control contact or the detection contact itself (e.g., by means of a resistance or voltage signal based on the resistance or voltage level, or possibly also by signaling using pulse-width modulation features).

[0008] The signaling circuit serves to control or monitor the electrical supply to the load by transmitting a corresponding signal to the vehicle-side connection. In particular, the signaling circuit can limit the current or provide a safety function that applies to the current delivered to the load connection. In particular, the signaling circuit serves to signal to the vehicle that not a charging station is connected (via the adapter), but that at least one load is connected, which should preferably be operated according to the electrical parameters. The signaling circuit is powered via the detection contact, which serves to detect the presence of a plug. This contact can also be considered a pilot contact.

[0009] The adapter is thus equipped with electronics (in the form of a signaling circuit) that detects the cable type and distinguishes it from a charging station. The signaling circuit is configured to emit a level in accordance with the IEC61851-1 standard, which in particular indicates the current capacity (corresponding to a maximum current). The signaling circuit thus emits a signal that characterizes the electrical parameter in accordance with the aforementioned standard. Since this standard provides for resistance coding, the signaling circuit is configured to provide a corresponding resistance at the relevant contacts or to simulate this (by current and / or voltage control). The signal can thus be provided as a resistance signal or as a level or voltage signal. The signal is emitted in particular at the control contact.The level provided on the detection contact is used to represent this signal, but can also provide signaling through resistance coding or current control.

[0010] A load supply adapter is thus proposed which has a vehicle-side connection and a load connection. The vehicle-side connection is designed according to a standard for charging an electric vehicle or for supplying power from an electric vehicle. The vehicle-side connection is in particular designed like a charging plug in order to be able to engage with the charging socket of the vehicle. The load connection can have one or more sockets or couplings (generally plug-in elements) which are designed such that a plug of an alternating current load can be plugged in. The plug or the at least one plug-in element (female plug-in element) is preferably designed according to a standard for mains plugs or junction boxes of an alternating current supply network. These can be single-phase or multi-phase, i.e. designed as a connection for three-phase current.

[0011] The load connection and the vehicle-side connection each have several load contacts, in particular at least one phase contact, one neutral contact, and one protective conductor contact. The vehicle-side connection also has two (individual) contacts that serve for signaling, namely the detection contact and the protective conductor contact. These are designated PP (pilot contact, detection contact) and CP (control contact) in the IEC 61851-1 standard, respectively. The protective conductor contact is designated PE. Between the load connection and the vehicle-side connection, load-bearing connections are provided between the respective phase contacts of the two connections, between the neutral contacts of the two connections, and the protective conductor contacts of the two connections. By means of these connections, the corresponding potential (neutral, phase, protective conductor) is passed through the adapter.The vehicle-side connection and the load connection can both be provided on the same adapter housing, or a cable can be provided between these two connections. The vehicle-side connection can be provided on a connector or adapter housing, from which a cable extends to the load connection.

[0012] The signaling circuit is located in the adapter housing or in the plug. Furthermore, a line can be provided between a plug containing the vehicle-side connection and an adapter housing, with the load connection being arranged on the housing, or a line extending from the housing to the load connection. The signaling circuit is preferably provided in the housing.

[0013] The signaling circuit of the load supply adapter is connected to the detection contact and the protective conductor contacts. This allows the signaling circuit to use the voltage between these two contacts for its own power supply. The signaling circuit can have a supply voltage input connected to these two contacts (PP and PE). The signaling circuit is further connected to the control contact CP, in particular via a signal output of the signaling circuit. The signaling circuit can be designed as an active circuit or as a passive circuit. An active signal generator can be provided between the signal output and the detection contact. Alternatively, a passive impedance is provided there. This enables the signaling circuit to generate a signal using the voltage applied between the detection contact and the protective conductor contacts.This is emitted at the control contact. The signal indicates an adapter-specific, predetermined maximum current (current carrying capacity). In particular, the signal can indicate an electrical parameter, whereby this can be adjusted or defined by designing a component of the signaling circuit. The load connection can be designed for a certain maximum current or nominal current or for a certain current carrying capacity. The signal indicates this value, which makes the signal adapter-specific, i.e. it indicates the design of the load contact in relation to the electrical parameter. The signal therefore indicates that the load connection is intended for a certain maximum current, which specifies the adapter. The maximum current here can be a temporary maximum current or a continuous operating current (nominal current), or also the current carrying capacity.

[0014] In an active signaling circuit design, the active signal generator is provided between the signal output and the detection contact. This has a signal generator and a power supply circuit. The signal generator is connected downstream of the power supply circuit, with a supply voltage input of the signal generator being connected to the power supply circuit (or its output). The signal output of the signal generator is connected to the control contact. This enables the signal generator to output a level at the control contact that characterizes the signal and, in particular, the adapter-specific maximum current. The signaling circuit can be designed such that a defined load current is established. The load current then corresponds, in particular, to the standardized resistance for coding the current-carrying capacity, i.e., for representing the signal that represents the electrical parameter (maximum current).

[0015] Embodiments of the invention include a terminal for a negative current source, with a switchable resistor providing a switching option upon detection of a charging request. These provisions allow a response to a charging request. The signal generator or signaling circuit can be connected to the control contact directly, in particular via a resistor or directly coupled, or via a capacitive coupling. Furthermore, the signal generator can be connected to the protective conductor contacts directly or via a passive coupling.

[0016] The power supply circuit can be connected on the input side to the detection contact and the protective conductor contact, for example, directly or via a resistor. A backup capacitor can be provided in parallel with the supply input of the power supply circuit. The signaling circuit can have a resistor connected to the detection contact. The resistor connects the detection contact to a transistor. The transistor connects the resistor to the protective conductor contact. In other words, a series connection of a resistor and a transistor can be provided, via which the detection contact is connected to the protective conductor contact. This results in a connection between the resistor and the transistor. The latter is connected to the power supply circuit. The detection contact, the protective conductor contact, and a control input of the transistor are also connected to the power supply circuit.

[0017] In a passive design of the signaling circuit, a passive impedance can be provided between the signal output (of the signaling circuit) and the detection contact. The passive impedance can be provided by a passive circuit or by a single passive component. The passive impedance is in particular a resistor or a resistor network. A further resistor is provided between the signal output or the control contact on the one hand and the protective conductor contact on the other. This results in a voltage divider which has the further resistor and the passive impedance connected in series with it. The outer ends of the voltage divider are connected to the protective conductor contacts and to the detection contact. The intermediate tap of the voltage divider corresponds to the signal output or is connected to it. The signal output is connected to the control contact directly or via a resistor.As mentioned, the impedance can be designed as an ohmic resistor, so that the voltage divider together with the additional resistor is represented as an ohmic voltage divider. In particular, with an active signaling circuit, it can be provided that frequency and voltage are transmitted as electrical parameters, and the maximum current is also transmitted as a current value. The frequency and voltage parameters can be transmitted using pulse width modulation. The signal generator can be configured to perform appropriate pulse width modulation, which characterizes a predetermined frequency and a predetermined voltage. The frequency and voltage represented by the (parameters of the) pulse width modulation are based on a standard for signaling when charging an electric vehicle or when emitting a supply signal from an electric vehicle.Thus, the present signal can not only indicate a resistance that indicates a maximum current (current carrying capacity), but can also additionally indicate a frequency and an (effective) voltage level of an alternating voltage that is to be delivered at the load connection.

[0018] In further embodiments, a supply circuit can be provided to supply a vehicle-external signaling circuit, wherein the supply circuit is provided in a vehicle or in a vehicle control system or vehicle electronics. The vehicle-internal supply circuit can be provided to generate at least one supply voltage level that is used to signal at least one electrical parameter (maximum current or current carrying capacity, frequency, voltage level). The electrical parameter here refers to an alternating voltage or current that is to be delivered to a load connection. Since this is determined in particular by elements outside the vehicle (such as the load or an interface or adapter to which the load is connected), the supply circuit serves to provide a level that is used by a (vehicle-external) signaling circuit.The vehicle-internal supply circuit is configured to provide a supply level with which the (vehicle-external) signaling circuit is supplied or which is used by the signaling circuit in another way to generate a signal (by the signaling circuit) which is transmitted to the vehicle in the form of a signal.

[0019] The supply circuit can provide a level or, more generally, a signal that differs from the standardized charging signaling (SAE J1772 or IEC61851). The differentiation can be provided by parameters of the physical transmission layer, i.e., by a voltage level or polarity, duty cycle of an alternating signal, and / or by other multiplexing methods such as frequency division multiplexing, time division multiplexing, code division multiplexing, etc. In particular, a negative voltage signal can be used for the aforementioned signaling of electrical parameters, since the aforementioned standards use positive voltage signals (e.g., 0 V ... 12 V, 0 ... 5 V) for signaling. In addition, the supply circuit can be used to supply voltage to a signal generator configured to emit the signaling.

[0020] An internal vehicle supply circuit can be provided that is configured to supply a vehicle-external signaling circuit via a vehicle-side connection. The vehicle-side connection is designed, in particular, according to a standard for charging electric vehicles, for example, according to SAE J1772 or IEC61851. The internal vehicle supply circuit has a positive supply potential input (e.g., +5V), a reference potential input (GND / 0V), and a negative supply potential input (e.g., -12V). The internal vehicle supply circuit has a potential output. This is connected to a control contact of the vehicle-side connection. The supply circuit can be equipped with a power source.This is preferably configured to deliver a current whose magnitude corresponds to the current flowing through the control contact (designation according to the standard: CP) in a properly connected vehicle to be charged, as defined by SAE J1772 or IEC 61851. The current source can be provided by a current control or regulation device that operates, in particular, with the aforementioned voltage levels (potentials of the positive supply potential input, the reference potential input, and the negative supply potential input).

[0021] The power source can be configured to selectively deliver a current (a) whose magnitude corresponds to the current flowing via the control contact (standard designation: CP) in accordance with the SAE J1772 or IEC 61851 standard when the vehicle is connected correctly, or (b) whose magnitude corresponds to the current flowing via the control contact (standard designation: CP) in accordance with the SAE J1772 or IEC 61851 standard when the vehicle is connected correctly and ready to charge. A switch can be provided for this purpose to select which of the two states is to be signaled. In other words, the power source or the supply circuit can be configured to simulate a resistance behavior corresponding to a resistance that signals a connected vehicle or a vehicle ready to charge (via the control contact / GND).

[0022] A corresponding load supply adapter can be provided as a complementary device. Such a load supply adapter can be equipped with a vehicle-external signaling circuit configured to be powered by the vehicle-internal supply circuit. The signaling circuit can have a signal generator. This is preferably configured to communicate using different resistance values. Alternatively, the signaling circuit can have a signal generator configured for network-supported communication, for example, for powerline communication. The signal generator can thus be designed according to a communication protocol that provides for the modulation of a signaling signal onto a supply voltage or charging voltage, for example, IEEE-1901-x or ITU G.hn.An electrical storage element can be provided in the adapter, which is configured to temporarily supply the signal generator, in particular for a period of time required for communication or for receiving a parameter. The electrical storage element is, for example, a capacitor, such as a capacitor connected in parallel to the supply voltage input of the respective signaling circuit.

[0023] Figures 1, 2, and 3 serve to illustrate embodiments of the load supply adapter and the in-vehicle supply circuit described here. They depict exemplary power supply adapters connected to a load and to a vehicle electrical system section, as well as a supply circuit in the in-vehicle (control) electronics.

[0024] Figures 1, 2, and 3 each show a load LA connected to corresponding contacts of an adapter AD via a protective conductor contact PE, a phase contact L, and a neutral conductor contact N. The load supply adapter comprises a load connection and a vehicle-side connection. The term "vehicle-side" means that this connection of the adapter is designed for connection to a vehicle (by plugging into a charging connection of the vehicle). Elements within the vehicle are referred to herein as internal to the vehicle. The load LA is external to the vehicle and is connected via the adapter.

[0025] The protective conductor contact PE (PE / PA) of the load connection is connected to the protective conductor contact PE of the vehicle-side connection, the phase contact L of the load connection LE is connected to the phase contact L of the vehicle-side connection FE, and the neutral conductor contact N of the load connection LT is connected to the neutral conductor contact N of the vehicle-side connection, for which individual cables are used. The three contacts of the load connection LE are thus individually connected to the three contacts PE, L, N of the vehicle-side connection FE. These contacts and the cables are designed for high currents, i.e. for currents of at least 10 A, 50 A or 100 A. The cables can be designed as wires or as conductors (or a serial combination thereof). In addition, the vehicle-side connection FE has signal contacts, namely a control contact CP and a detection contact PP.

[0026] In Figures 1, 2 and 3, to the right of the vehicle-side connection FE, part of an internal vehicle electrical system is shown, where the potentials GND, L and N correspond to an earth potential or chassis potential, a phase potential and a neutral conductor potential (in this order).

[0027] It can be seen from Figures 1, 2 and 3 that the potential V+ (originating from the vehicle) is fed to the detection contact PP via a resistor, whereby the potential of the detection contact itself (i.e. beyond the potential V+) is dissipated to a potential S_PP, which is used for (vehicle-internal) sensing. By comparing the potentials V+ and S_PP (or by observing the voltage between them), it can be determined whether or not a pilot loop or similar is closed via the detection contact PP. For this purpose, a pilot loop can be provided with a plugged-in plug (or adapter), which connects the potential PP (via a resistor) to the potential PP or GND. If the pilot loop is closed, a current is generated, so that the voltage drop across the resistor between V+ and S_PP indicates whether the pilot loop is closed or whether a plug or adapter is plugged in.Furthermore, the resistance value in the pilot loop, in particular, represents an electrical parameter, so this resistance value is used for signaling. The signaling circuit SS mentioned here takes advantage of this. Within the adapter AD, this signaling is carried out by the circuit SS according to a desired maximum current, thus obtaining a (limited) current at the terminal FE with the maximum current as the upper limit.

[0028] Furthermore, within the vehicle, i.e. in both figures to the right of the adapter AD, a diode D is provided which connects the control contact CP (in the forward direction) to a potential LS_CP. A smoothing capacitor GK within the vehicle connects the potentials CP and PE to one another, whereupon the diode D follows, starting from the potential CP. The potential S_CP, which is connected to the diode D, is connected via a resistor PW to the potential GND or PE of the vehicle's on-board electrical system. Within the vehicle, the potential S_CP is also connected to the potential GND via a further resistor SW and via a transistor ET connected in series. A control potential REQ is fed to a control input of the transistor ET. A charging request can be signaled via this potential REQ, for example by switching the transistor ET into the conductive state, resulting in a current flow via SW as a signal.

[0029] Figures 1, 2, and 3 each show an adapter AD with a signaling circuit SS, SS', which is powered by the potential PP. This results in a supply voltage for the signaling circuit SS, SS' between the potential PE and the potential PP within the adapter AD. Figure 1 shows a variant with an active signaling circuit SS, while Figure 2 shows a variant with a passive signaling circuit SS'.

[0030] Figure 1 shows an exemplary adapter AD that has an active signaling circuit SS'. The signaling circuit has an active signal generator that includes a voltage supply circuit SUPP and a signal generator SG. The voltage supply circuit SUPP supplies a supply voltage to the signal generator SG. The voltage supply circuit SUPP, in turn, has a supply input connected to the potential PP and the potential PE. The voltage between the potential PP and PE is used by the voltage supply circuit SUPP as the supply voltage. Furthermore, these two potentials (PP and PE) are connected to one another via a resistor R and a transistor T, which form a series circuit. This can be used to transmit a desired signal to the contact PP, so that a desired pilot signal is received on the vehicle side.

[0031] Transistor T has a control input controlled by the voltage supply circuit SUPP. This allows the voltage supply circuit to influence the signal generated at contact PP or within the vehicle as potential S_PP. Resistor R is designed according to the standard mentioned above for signaling when charging an electric vehicle and is specifically designed (together with transistor T) to represent the standard resistance value between contacts PP and PE, which is intended for a fault-free plugged-in state. The sum of resistors R1 and RP in Figure 2 (i.e., the series connection of resistors R1 and RP in Figure 2) also has this property.

[0032] The signal generator SG has a signal output SA, which is connected to the potentials CP and PE. Shown is a passive coupling via capacitors C, which capacitively couple the two potentials of the signal output SA to the potentials PE and CP, respectively. Embodiments are possible in which the capacitors C are each replaced by a continuous line, so that the output SA is directly connected to the potential CP on the one hand, and directly to the contact PE on the other. Direct in this case means that there is a direct connection or a connection via a resistance element. Through signaling by means of the signal generator SG, an electrical parameter can be determined via the current flow at contact PP or by signaling at the potential CP and / or PE (in particular via a voltage between these potentials) to the power-delivering vehicle (to the right of the adapter AD), which, for example,

[0033] current carrying capacity, a maximum current or a nominal current. In addition, a signal can be emitted using pulse width modulation (PWM), whereby the PWM represents the frequency and / or the voltage that is to be emitted to the sides of the vehicle at the potentials L and N. It is therefore not only possible to signal the current carrying capacity (maximum current or nominal current) to the vehicle in this way. At least one further parameter such as voltage and / or frequency can also be transmitted to the vehicle or its on-board network as a target value(s). The vehicle can then, as a regenerative vehicle, generate an alternating voltage in accordance with these specifications, which is fed to the adapter AD and with which the load LA can be operated. The adapter defines at least the electrical parameter maximum current (i.e. maximum permissible temporary current, current carrying capacity or [max.] Nominal current), whereby the voltage level (effective voltage or peak voltage) and / or the frequency of the alternating current to be delivered can also be defined. The signaling circuit of the adapter is configured to signal at least this electrical parameter at the contact CP and can, if necessary, also define the voltage level and / or frequency of the alternating voltage to be delivered, in particular by pulse width modulation. The signal generator SG is configured to carry out this.

[0034] The purpose of the circuit SS shown in Fig. 1 with components R, T, and SV is, on the one hand, to simulate resistance behavior and, on the other hand, to provide power for the signal generator SG. Transistor T is configured to shunt enough current to ground that (the supply current from) SG and this shunted current together correspond to the desired current in the simulated resistor, while the current flowing from PP into the circuit to SV and T can be measured via R. The upper terminal of the circuit also serves as a voltage measurement of the PP voltage (voltage at contact PP) in the adapter AD.

[0035] In detail, a voltage divider can be connected to ground GND / PE at the top terminal V+. An operational amplifier can be provided that regulates the transistor's base current so that the voltage at the middle terminal CP corresponds to the voltage at the divider tap S_PP. Thus, (the resistance of) T and the circuit connected to the middle behave in relation to R in the same way as the voltage divider (R - T). The simulated resistance (or the resulting resistance for the outside) corresponds to the parallel circuit of the divider and the simulated divider.

[0036] Instead of an active signaling circuit SS, Figure 2 shows a passive signaling circuit SS' with a series connection of resistors RP and R1. The resistor RP is provided between the contacts PP and CP. The resistor R1 is connected between the resistor RP and the contact PE. This results in a signal input SA' for the signaling circuit SS' at the connection point between the resistors RP and R1. The sum of these resistors is preferably selected such that the potential S_PP results in a potential that represents a fault-free plugged-in plug or adapter. The ratio of the resistors, i.e. in particular the resistance value RP and / or the resistance value R1, is selected such that the potential at the contact CP results in a potential that represents a desired maximum current.In other words, the resistors RP and R1 define the voltage between CP and PE, with contact PP serving as the “voltage supply” for the series connection of RP and R1.

[0037] In summary, the signaling circuits SS and SS' serve to provide a voltage between PP and PE that corresponds to a correctly plugged-in adapter or plug. In other words, the signaling circuit serves to represent a resistance between PP and PE that corresponds to a correctly plugged-in adapter or plug and that preferably indicates a desired maximum current for the adapter. Furthermore, the signaling circuit also serves to represent a signal (voltage signal or resistance signal) between the contacts CP and PE that represents a desired maximum current. The maximum current specifies the upper limit for the current that the vehicle must deliver to the contacts L and N of the FE connection. Furthermore, a signal that represents a desired effective voltage level of a sinusoidal voltage and / or a desired frequency of a sinusoidal voltage can be provided at the potential CP by pulse width modulation.This provides the vehicle or its electrical system with information about the voltage to be delivered between the potentials L and N (i.e., the voltage and / or frequency of the alternating voltage to be delivered to L and N). In this way, the adapter not only defines the upper voltage limit (maximum current) to be maintained by the vehicle's electrical system, but can also define the frequency and voltage level of the alternating voltage to be delivered by the vehicle.

[0038] Figures 1 and 2 each show a load connection LE with a socket that provides the N, L, and possibly also PE contacts. Several sockets can also be connected to the load connection LE, each with an L and an N contact, with the L contacts of the sockets jointly connected to the L potential of the load connection, and the N contacts of the sockets jointly connected to the N potential of the load connection. Furthermore, a load connection is conceivable that has one or more multi-phase sockets, such as one or more three-phase sockets.

[0039] Figure 3 shows an adapter AD with two connection potentials 1 and 2, where connection potential 1 is connected via a diode to an output stage transistor ET (or its power path), whereby the output stage transistor ET (or its power path) leads to connection potential 2. Another diode leads from connection potential 1 to a supply capacitor VK (generally: electrical energy storage device), which in turn leads to connection potential 2. A signal generator GEN generates an alternating signal which is fed to the control input of the output stage transistor ET. The signal generator GEN has supply connections which are connected in parallel to the supply capacitor VK. The supply capacitor VK can thus (temporarily) supply the signal generator GEN even if no (sufficient) supply signal is delivered to G2 via potentials 1 and 2. The connection of the output stage transistor ET results in a (modulated) resistance orA current signal is applied to terminal potentials 1 and 2, or a signaling circuit G2 of the adapter AD, which is based on signaling a resistance or current value. The signaling circuit G2 includes a signal generator SGW, which communicates via resistance value. This signal generator SGW includes the output stage generator and the generator GEN of the circuit G2. The diodes and the capacitor VK present in G2 serve to supply the signal generator SGW.

[0040] Fig. 3 shows an alternative to this in the form of the signaling circuit G3. The double arrow indicates that this can be connected in place of the signaling circuit G2. This results in a connection potential 1 and a connection potential 2 for the signaling circuit G3. The signaling circuit G3 has a diode that connects the connection potential 1 to the connection potential 2 via a supply capacitor VK'. The voltage supply SV of the signaling circuit G3 has a supply input that is connected in parallel to the supply capacitor VK'. The voltage supply SV has a supply output that is connected to the supply input of a signal generator NKG for network-based communication (e.g., PLC). The two output potentials of the signal generator NKG are each connected to potentials 1 and 2 via a capacitor.As a result, the signal generator NKG emits a capacitively coupled signal to potentials 1 and 2. Potentials 1 and 2 lead to the potentials PE (GND) and CP, so that the signal generated by the signal generators G2 and G3 is transmitted to the control contact CP, particularly via potential 2. While the signal generator G2 provides transmission via resistor or current, the signal generator G3 provides transmission via a modulated voltage signal. A generator G1 can be assigned to an EVSE charging station. There, a clock generator GEN is present, which sends a signal to the control contact CP via a resistor. The clock generator GEN of the generator G1 is intended to emit an alternating signal, with the clock generator GEN being supplied by the potentials U+ and U-. Therefore, the clock generator GEN emits an alternating voltage whose level alternates between these potentials.The potentials U+ and U- can correspond to +12 V and -12 V, respectively. In this way, an EVSE charging station can signal a power consumption to a vehicle, whereby the signaling can convey, for example, the current carrying capacity or a maximum current that should apply to the power transmission to the EVSE charging station (i.e., target value or limit). This allows operating parameters for the feedback of energy from a vehicle to be transmitted to a charging station, in particular in the same way (or with the same signaling) that loads and / or adapters can use to transmit the desired electrical parameter to the vehicle (as described herein).

[0041] Figure 3 shows an internal vehicle supply circuit VS. This has a transistor T1, whose power path is connected to V+ via a resistor on the one hand and to V- via another resistor on the other. The internal vehicle supply circuit VS has a second transistor T2, whose power path is connected to V- via a resistor on the one hand and to the potential S_CP on the other. The control input of the second transistor T2 is connected to the end of the power path of transistor T1, which is connected to V- via the respective resistor. A third transistor T3 has a power path that is connected to S_CP via a resistor on the one hand and to GND on the other. The control inputs of the first transistor and the third transistor are connected to one another and are (jointly) connected to the potential nV2L.A fourth transistor T4 has a power path connected in series with a resistor, the resulting series connection connecting the potentials S_CP and GND. The control input of transistor T4 is driven by the signal REQ. The supply circuit VS has a potential output PA connected to the control contact CP via a diode. A (first) current source of the supply circuit VS comprises transistor T2 with its resistor at the emitter, which together form a series circuit connected between S_CP and V-. Transistor T1, which is connected to V+, also forms a current source with its emitter resistor. This current source (with transistor T1) is used to shift the signal reference. The emitter resistor connected downstream of transistor T1 is connected to V-, so that the series circuit consisting of T1 and its emitter resistor is connected between V+ and V-.The current flowing at the "Low" level is represented by a voltage across the collector resistor (between T1 and V+). This voltage, minus the forward voltage of typically approximately 0.6 volts, divided by the emitter resistance of T2 corresponds to the current of the switchable (first) current source.

[0042] The nV2L signal selectively switches between V2L operation ([first] power source switched on) at a low level and normal operation at a high level. V2L operation refers to the supply of a load (at the load terminal), where the energy comes from the vehicle's electrical system. A higher-level controller (which sets the vehicle's state) can set the switching state of the nV2L signal. During normal operation, resistor T3 conducts and connects the usual detection resistor at the drain of T3 to achieve the desired signaling. The detection resistor corresponds to the desired (resistance-based) signaling. The detection resistor is the resistance between transistor T3 and S_CP in Fig. 3. The detection resistor is used for resistance-based signaling according to the aforementioned charging standards. Transistors T1 and T2 are bipolar transistors (with the polarity shown in Fig. 3).The transistors T3, T4 are MOSFETs (and are used to connect a desired detection resistor or

[0043] Signaling resistor to the potentials GND / PE and CP / S_CP.

[0044] The REQ signal controls the switching state of transistor T4. With transistor T4, which is controlled by the REQ signal, the vehicle can signal to the EVSE charging station that the vehicle wishes to charge (i.e., there is a charging request) by switching on the signal resistor and that the contactors in the EVSE should establish the connection to the grid, according to a target closing state. This signal resistor is connected between transistor T4 and the S_CP signal. The signal resistor is used for resistance-based signaling in accordance with the aforementioned charging standards. The result is signaling that provides a high level for nV2L when charging is planned. The REQ signal is initially still at a low level. The first resistor (detection resistor), which would normally (i.e., according to the existing standard) not be connected in a switchable manner, is enabled. This allows the EVSE charging station to detect a plugged-in cable, i.e., for presence detection.As soon as the vehicle requests charging, this is signaled via the REQ signal by switching on the relevant transistor T4, see above, so that its connected drain resistor is added to the resistance signaling (by parallel connection with the drain resistor on transistor T3).

[0045] To receive a signal during charging, the vehicle evaluates the level and duty cycle of the CP signal via the internal sense connection S_CP. This procedure complies particularly with the aforementioned standards.

[0046] The charging port's V2L output can be enabled based on a detected user request or a control signal from a higher-level controller. In response, the EVSE charger sets the nV2L signal to a low level, allowing a connected adapter to be powered, especially without affecting the EVSE charging station's signal in the event of a connection error.

[0047] The resistors (detection resistor, signaling resistor) can be designed such that the current of the power source T2 (including the emitter resistor) is exactly equal to the current through T3 when the EVSE charging station is connected. It can be configured to initially signal that the vehicle is ready to supply the load (V2L). Upon detection of the signal by the EVSE charging station, the charging mode is then set. Any short transient that may occur when switching between the power source and the resistor can be filtered out by a debouncing device (not shown).

[0048] To receive a signal from the adapter / load, a measuring device is used to measure the negative levels at CP. This can be used to read the negative signals from the V2L adapter.

Claims

Patent claims 1 . Load supply adapter (LA) with a vehicle-side connection (FE) and a load connection (LE), wherein the vehicle-side connection (FE) has a protective conductor contact (PE), a detection contact (PP) and a control contact (CP), wherein the load supply adapter (LA) has a signaling circuit (SS, SS') which is connected to the detection contact (PP) and the protective conductor contact (PE) for the purpose of supplying voltage, and which has a signal output which is connected to the control contact (CP), wherein an active signal generator (SG, SUPP) or a passive impedance (RP) is provided between the signal output (SA, SÄ') and the detection contact (PP), which is configured to generate a signal present at the control contact by means of the voltage applied between the detection contact (PP) and the protective conductor contact (PE), which signal represents an adapter-specific, predetermined maximum current.

2. Load supply adapter (LA) according to claim 1, wherein the active signal generator (SG, SUPP) is provided between the signal output and the detection contact (PP), which active signal generator has a signal generator (SG) and a voltage supply circuit (SUPP) which is connected to the signal generator (SG) in a voltage supply manner, wherein the signal output (SA) of the signal generator (SG) is connected to the control contact (CP).

3. Load supply adapter (LA) according to claim 2, wherein the signal generator (SG) is connected to the control contact (CP) directly or via a capacitive coupling (C).

4. Load supply adapter (LA) according to claim 2 or 3, wherein the voltage supply circuit (SUPP) is connected on the input side to the detection contact (PP) and protective conductor contact (PE), to which a backup capacitor is connected in parallel, or wherein the signaling circuit (SS) has a resistor (R) connected to the detection contact (PP) and connected to the protective conductor contact (PE) via a transistor (T), the resulting connection point between the resistor (R) and the transistor (T), the detection contact (PP), the protective conductor contact (PE) and a control input of the transistor (T) being connected to the voltage supply circuit (SUPP).

5. Load supply adapter (LA) according to claim 1, wherein the passive impedance (RP) is provided between the signal output and the detection contact (PP), wherein between the signal output (SÄ'), which is connected to the control contact (CP), and the protective conductor contact (PE) a further resistor (R1) is provided, which forms a voltage divider with the passive impedance (RP), the outer ends of which are connected to the protective conductor contact (PE) and the detection contact (PP), and the intermediate tap of which corresponds to the signal output (SÄ'), which is connected to the control contact (CP).

6. Load supply adapter according to claim 5, wherein the signal output is directly connected to the control contact (CP).

7. Load supply adapter according to claim 5 or 6, wherein the passive impedance (RP) is designed as an ohmic resistor which, together with the further resistor (R1), forms an ohmic voltage divider.

8. Load supply adapter according to one of the preceding claims, wherein the vehicle-side connection (FE) and the load connection (LE) each have a phase contact (L) and a neutral conductor contact (N), the load connection (LE) has a protective conductor contact (PE), and the contacts of the vehicle-side connection (FE) and the load connection (LE) are individually connected to one another.

9. Load supply adapter according to one of the preceding claims, wherein the vehicle-side connector (FE) forms an electromechanical plug connector designed according to a standard for electrical charging.

10. Load supply adapter according to one of the preceding claims, which is designed to deliver a potential to the detection contact (PP) and to the control contact (CP) which meets a standard for signaling during wired charging of electrified vehicles.

11. Vehicle-internal supply circuit (VS) for supplying a vehicle-external signaling circuit (G1, G2, G3) via a vehicle-side connection (FE), wherein the vehicle-internal supply circuit (VS) has a positive supply potential input (V+), a reference potential input (GND) and a negative supply potential input (V-) and a potential output (PA) which is connected to a control contact (CP) of the vehicle-side connection (FE), wherein the supply circuit (VS) is equipped with a current source which is designed to deliver a current whose level corresponds to the current level which, in accordance with standard SAE J1772 or IEC61851, flows via the control contact (CP) in the case of a faultlessly connected vehicle to be charged.

12. Vehicle-internal supply circuit (VS) according to claim 11, wherein the current source is arranged to selectively deliver a current, (a) the magnitude of which corresponds to the current magnitude flowing through the control contact (CP) in accordance with SAE J1772 or IEC61851 standards when the vehicle is properly connected, or (b) the magnitude of which corresponds to the current flowing through the control contact (CP) in accordance with standard SAE J1772 or IEC61851 when the vehicle is properly connected and ready for charging.

13. Load supply adapter with a vehicle-external signaling circuit (G1, G2, G3) which is configured to be supplied by the vehicle-internal supply circuit (VS), wherein the signaling circuit (G1, G2, G3) has a signal generator (SGW) which is configured to communicate by means of different resistance values, or wherein the signaling circuit (G1, G2, G3) has a signal generator (NKG) which is configured for network-supported communication.

14. Load supply adapter according to claim 13, wherein the signaling circuit (G2, G3) comprises an electrical storage element (VK, VK') which is configured to temporarily supply the signal generator (NKG).

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