巴西专利BR112013019897B1 modular vehicle system, electric vehicle, module and method for connection to an electric vehicle

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专利摘要:
MODULAR VEHICLE SYSTEM, ELECTRIC VEHICLE, MODULE AND METHOD FOR CONNECTION TO AN ELECTRIC VEHICLE AND MODULAR CHARGING SYSTEM. The invention relates to a modular vehicle system, with an electric vehicle (2, 2'), in particular a light electric vehicle and at least with a module (3, 120) connectable to an electric vehicle (2, two'). The electric vehicle (2, 2') has at least one supply network (13, 101) for the supply of energy to an electric drive unit (104), one or more interfaces (4, 114) connected to a or more power networks (13, 101) for the connection of at least one module (3, 120) and a first locking means (9) arranged on the interface (4, 4', 114). At least one module (3, 120) has at least one electrical device, a detachable connection element (6, 6', 121) to the interface (4, 4', 114) for connecting the electrical device to the network of supply (13, 101), and a second locking means (11) arranged on the connecting element (6, 6', 121), which is adapted to engage with the first locking means (9). To achieve a modular vehicle system (1) with greater reliability, in which connection to the module (3, 120) especially easy, safe and protected from unauthorized persons can take place, at least one of the means and lock (9, 11) ) between a free position and a blocking position is removable, and in the free position the (...).
公开号:BR112013019897B1
申请号:R112013019897-4
申请日:2012-02-07
公开日:2021-04-20
发明作者:Hannes Neupert
申请人:Energybus E.V.；
IPC主号:

专利说明:

The invention relates to a modular vehicle system, an electric vehicle and a module for connecting to an electric vehicle.
Electrically powered vehicles have become increasingly important especially for passenger traffic in the face of rising energy costs and the demand for reduced emissions. Particularly in the area of light electric vehicles, where, for example, electric bicycles, pedelecs and scooters, but also wheelchairs and quadricycles, several types of vehicles are already commercially available.
All of these vehicles include an electric motor, which is used as a single or support drive and is powered by one or more batteries with electrical energy. It is therefore necessary to design the electrical system of electric vehicles so that a safe and trouble-free supply of the electric motor is provided.
In particular, an accidental connection or disconnection of individual components, such as a charger or a battery, can cause interference or, in the worst case, damage to the mobility device's electrical system.
Especially in public areas, such as stationary public charging stations, or, in the case of rental offers, for free access to self-service stations, there is no control as to whether there is a connection between the charging station. charging and/or the station and the vehicle. Furthermore, known connection systems do not guarantee any safe protection against the intervention of third parties in the connection between the charging station and the battery.
The aim, therefore, is to create a modular vehicle system with greater reliability, in which connection to a module is particularly easy, secure and protected from interference by unauthorized persons.
The objective is achieved by a modular vehicle system according to claim 1, an electric vehicle according to claim 13, a module according to claim 14 and a corresponding method according to claim 15. Embodiments The preferred features of the invention are described in the dependent claims.
An essential aspect of the invention is a separable electrical connection between an interface of an electric vehicle and at least one connecting element of a module, said interface and the connecting element producing an electrical connection between the vehicle and the module , in an operating state on, simultaneously allowing a mechanical lock of the components.
The invention thus allows a secure connection between the vehicle and the module, which increases reliability and reduces the risk of interference by unauthorized persons. It is particularly advantageous that both the electrical connection and the mechanical blocking take place via at least one interface of the vehicle and the connecting element of the module. As such, the system is extremely user-friendly and can be operated quickly and easily.
In the context of the invention, an electric vehicle is understood to mean a single- or multi-lane electric vehicle, and in particular a road vehicle. Preferably, the electric vehicle is a lightweight electric vehicle, such as a two- or three-wheeled electric vehicle and/or an electric bicycle, a pedelec, a scooter, a wheelchair, a quad or a kart. Particularly preferred is a lightweight electric vehicle with an unladen weight of less than 500 kg, more preferably less than 350 kg, respectively without any accessories, such as batteries.
According to the invention, the electric vehicle has at least one supply network for supplying energy to an electric drive unit and one or more interfaces connected to a supply network for connecting at least one module. Furthermore, a first locking means is also provided at the interface.
At least one module has a connecting element detachable to the interface of the electric vehicle, an electrical device and a second locking means disposed on the connecting element, which is adapted to engage with the first locking means. The vehicle and module can, of course, have more components.
The power supply network of the electric vehicle is adapted for a power supply of the electric drive unit and connects at least the drive unit to at least one interface. The power network can naturally and basically connect other suitably available interfaces, electrical components or vehicle sub-assemblies, such as one or more internal batteries, generators, fuel cells, DC/DC converters, motors or other components.
Due to the requirement of an electrical drive unit power source, the supply network is preferably for an electrical current of at least 3A, in particular at least 5A in the case of a voltage of 10V - 100V, at particular 24V-60V. More preferably, the supply network is a continuous supply network, namely preferably a 42V DC supply network. I
Depending on the configuration and the type of vehicle, in addition to the supply network, a separate auxiliary network can preferably be provided, which supplies other electrical components, such as controllers, 5 valves, controls and/or lighting means with electricity. More preferably, the auxiliary network should be designed for a voltage of 12V and/or 14V. The auxiliary network can have its own power supply, for example a battery, comprising or, for example, a converter from the supply network.
In the context of the present invention, a battery is understood to be a rechargeable battery here. such as one or more accumulators.
The electrical drive unit is used to convert electrical energy into mechanical work, and may, for example, comprise one or more electrical motors. Here, the electric drive unit is preferably used as the main unit; alternatively or in addition, however, it is also possible for the electric drive unit to be used as a support for the pedal unit in the case of electric bicycles.
The electric drive unit can be designed as a direct drive, ie gearless, which is advantageous in terms of energy efficiency. In the case of a light electric vehicle, the electric drive unit is preferably a disc motor. Most preferably, the drive unit is a gear motor. Depending on the structure of the drive unit, a motor control is provided, which is designed to control the drive power, for example, by means of current and/or voltage control and/or pulse width modulation (PWM).
At least one vehicle interface is available for connecting to the module connector. The interface and the connection element can have all the appropriate configurations, which provide a safe electrical connection between the module and the supply network. Naturally, the interface and the connecting element must be mechanically suitable.
Given the potential for use by all vehicle users, all parts must be protected, respectively the interface and the connecting element.
The electrical module comprises, in addition to the electrical connection element, an electrical device as mentioned above. The electrical device is designed for connection to the mains supply, and can have all suitable configurations. In the simplest case, it can be, for example, an electrical device available for connection to the supply network by means of a connecting element, being able to connect, for example, the supply network, if necessary by means of a another connector, to other components, or to another module. In particular, the electrical device comprises, however, one or a plurality of electrical and/or electronic components and/or circuits.
Advantageously, the fixture is a feeding device. The term power supply device comprises, within the scope of the present invention, all electrical circuits and components, which are suitable for connection to the power supply network and/or drive unit and, in particular, for the supply of electrical energy to the power unit. drive and/or for the discharge of electrical energy generated on the drive unit side. Finally, it may be the case, in particular, that the drive unit is used as regenerative braking or as a generator. Preferably, the supply device is used for supplying and/or discharging an electric current of at least IA, most preferably of at least 5A.
Advantageously, the electrical device is a source of voltage and/or current, i.e. a source of energy and has, for example, a battery, a charger, a solar panel, a fuel cell and/or a generator. The module can thus in particular be available as a charging device or charging station, in other words as a "charging module".
Alternatively or additionally, the electrical device may be available as an electrical consumer, i.e. as an energy sink, and present, for example, a braking resistor, a battery in charge mode, a converter or a power source for the supply network, if necessary, with the converter for a "Vehicle-to-Grid" coupling.
The locking means provided for by the invention can have any configurations suitable for locking the connecting element and the interface in a closed position, that is to say fixing them mechanically, so that an accidental separation of the module from the bicycle is avoided. This makes it possible, for example, to avoid a separation of the vehicle and the module "under load", which significantly increases operational reliability. Furthermore, and depending on the configuration, unauthorized removal of the module can even be avoided, thus providing some protection against theft.
Preferably, the locking means are designed as corresponding elements. Here, one of the locking elements, for example, is available as a groove, recess or opening in which the respective locking element engages, and is preferably designed as a pin or bolt. More preferably, the second locking means is available for positive engagement with the first locking means.
The locking means can be constructed as one piece or several pieces, the first locking means preferably being available integrally with the interface. Advantageously, the second locking means is available integrally with the connecting element.
If the vehicle has several interfaces, each of the interfaces preferably has an associated blocking means.
According to the invention, at least the first or second locking means are removable from a free position to a locking position, and vice versa. However, both removable locking means may be available.
Preferably, at least the second, i.e. the module-side locking means is removable, the vehicle-side interface being advantageously simpler and more compact.
The respective locking means can, for example, be available so that it is linearly moved from the free position to the locking position. However, depending on the application, the corresponding locking means can also have several superimposed movements, for example be alternatively or additionally rotated or rotated, the locking means preferably being detachable by a particularly simple sliding movement. from the free position to the locked position. Preferably, at least one locking means is removable in a direction perpendicular to the direction of connecting and/or separating the interface and the connecting element, i.e. perpendicularly to the direction in which the interface and/or the connecting element moves, to be able to fit together and/or be separated.
Within the scope of the present invention, a "free position" and/or "unlocking position" is understood to mean a position of the locking means which generally allows the connection element to be separated from the interface. Naturally, a new fastening or a closure on the vehicle and/or on the module may be available, avoiding a separation of the connecting element from the interface itself, such as for example a retention and/or additional mechanical and/or magnetic fastening.
In the locking position, as discussed above, the interface connecting elements are locked together, i.e. mechanically fixed, in order to prevent an accidental separation of the module from the vehicle. The two locking means are fitted together in this position, so that a separation of the connecting element and the interface is blocked, that is to say a greater movement of these components in the separation direction. The retaining force of the connection between the connecting element and the interface is preferably such that, in the locked position, a balancing of the interface and the connecting element by the weight of a person's body is avoided. Therefore, the locked connection between the connecting element and the interface preferably has a holding force of at least 500 N, preferably 1000 N, more preferably at least 2000 N, preferably at least. less than 4000 N, and advantageously at least 6000 N.
At least one locking means may, for example, be available so that it is manually moved from the free position to the locking position. To this end, the respective locking means can be available with a suitable actuator, for example with a push-button or a corresponding manually operable lever.
Preferably, the locking means is available with a lockable actuator, such as a lock and, in particular, a lock cylinder. This is better protection against interference from third parties, such as possible theft.
In addition to a manual operation, the locking means can also, complementary or alternatively, be available with a motorized locking drive, being movable between the free position and the locking position, for example by means of one or more springs and/ or a pneumatic, hydraulic or other motorized lockout drive 10 .
Preferably, the locking means is connected to a spring device to provide a restoring force. Therefore, a motorized locking drive 15 can be available in a simple way, since only one direction of movement of the locking means, namely against the force of the spring, can be driven by a motor.
According to a preferred embodiment, in the first and/or second locking means an electrically actuated locking drive is provided, which is adapted to move at least one, i.e. the first and/or the second locking means between said free position and the locking position.
The electrically actuable lockout drive can have any suitable configuration, and for example be available as an electric motor. The locking drive can be connected, to the respective locking means, directly or through another mechanical system, such as a screw unit or a gear system, in order to be able to move it between the free position. and the lock position. arranged in both the electric vehicle and the module. If both are available as removable closing means, a respective locking drive can be arranged both on the mobility device and on the module.
More preferably, the blocking drive is arranged on the module-side connecting element. This allows for a particularly simple and compact vehicle-side interface. Furthermore, in the case of a loading module for mobile mechanical parts not arranged on the vehicle side, which provides particularly advantageous protection against external influences, such as moisture and damage caused by mechanical vibrations during operation of the vehicle. vehicle. Furthermore, and, for example, in case of breakdowns, independently of the mobility device, a blocking drive can be used, for example, in the case of repairs or maintenance, to easily separate the vehicle and the module.
Activation of the blocking unit can be carried out by all suitable devices. For example, it is conceivable that a switching contact is provided, which activates the blocking drive, when connecting the connecting element to the interface, in order to block the components. As switching contact, for example, a mechanical sensor or a non-contact sensor, such as an optical acoustic sensor, can be used.
Suitably, the module comprises a module control connected to the blocking drive. The control module control is used here, in particular, to define the second blocking means and to control the blocking drive respectively.
The module control can, in this case, for example, present a microcontroller or another suitable electronic device, if necessary with a suitable programming.
For example, it is conceivable that, in the case of a loading module, the loading control activates, on connection of the interface with the connecting element, the blocking actuation and blocks the blocking means. After the charging process of the battery available in the vehicle is completed, the lock actuation is activated again and the connecting element is respectively automatically unlocked. This can prevent the charging process from being stopped prematurely, which can be disadvantageous for conventional batteries.
Alternatively or additionally, the module control can be linked to a control panel, so that locking and/or unlocking takes place only after entering a PIN code. In this way, and especially in public areas, unauthorized removal of a module or vehicle can be avoided.
According to a particularly preferred embodiment of the invention, the electric vehicle also has a control device. The control module serves for communication with the control device and, in particular, is adapted to send, on connection of the connecting element to the interface, at least one identification signal to the control device. The control device is available to at least receive an identification signal, to compare it with at least one compatibility parameter, and, in the case where the identification signal matches the compatibility parameter, send a first signal of activation to at least one blocking drive, in the sense of blocking the interface connecting element.
Advantageously, the mobility device interface is thus only blocked with the module connecting element, if, for example, compatibility and/or access is guaranteed. It is thus possible, for example, to ensure that only compatible and/or authorized vehicles with modules, such as a charging station or compatible and/or authorized modules, such as for example, can be used or blocked with the vehicle. original batteries.
The activation signal can thus be sent directly from the control device or indirectly by the control device to the control drive. The activation signal may thus here preferably be a correspondingly suitable electrical signal; most preferably the activation signal is a digital signal. I
The control device can have, for communication with at least one module, in particular one or more microprocessors or a computer unit correspondingly equipped with a corresponding programming stored in a memory.
The control device may be available as one or more pieces, with a central control means being preferred. The control device may be available integrally with other vehicle components, for example with an electric drive unit control mechanism. OPreferably, the control device corresponds to "EnergyBus controller (EBC)".
The control module can, as mentioned above, be adapted so that the identification signal is sent to the control device, at least on connection of the connecting element of the module to the interface of the electric vehicle.
Communication can take place, for example, wirelessly with an appropriate protocol. The control unit and the module control must have, for wireless communication, corresponding receiving and transmitting units. Bidirectional communication is not necessary, although preferable in this case, it is, in principle, sufficient if the module control can send the identification signal to the control device. Thus, it would be possible, for example, for the control device to comprise an RFID reading unit, which consults the control module formed by an RFID chip, at the connection (or immediately before) of the connecting element to the interface. The module control can thus be available, actively or passively, for example as a transponder.
As an alternative to wireless communication, the control device and module control may also be available for communication via an appropriate communication cable; for example, it is conceivable that both the control device and the module control communicate via a supply network and/or an available auxiliary network, whereby, for example, the identification signal of a "Powerline communication" is transmitted in a modulated way. Preferably, the identification signal is a digital signal; which is particularly advantageous in terms of reliability.
The identification sign allows the control device a comparison with at least one compatibility parameter and therefore a decision as to compatibility and/or authority to use the module with the vehicle. For example, The control device identification signal can allow a decision as to the compatibility of the module's electrical device with the supply network, ie a check on whether the device can be safely connected to the supply network .
In the simplest case, the identification signal allows the identification of the module, so that, if necessary and after consulting the memory unit provided in the control device, it is possible to check whether the module must be connected to the electric vehicle and/or if the module is compatible with the supply network and, thus, with the vehicle. Thus, the identification signal can correspond to an identification parameter, such as an access code or a PIN, a serial number and/or type ID, if necessary with the manufacturer's ID. Alternatively or additionally, the identification sign of a function ID can, in terms of functionality, correspond to the electrical component, such as the "power source" or the "energy sink" and/or the "battery", the "charging apparatus" or the "solar panel."
At least one compatibility parameter may, for example, comprise one or more comparison values and/or one or more threshold values. Of course, the control device may also be available to compare a plurality of compatibility parameters. At least one compatibility parameter can be stipulated in the control device or, preferably, consulted from a memory unit via the control unit. Alternatively or additionally, a measuring unit can be connected to the control unit, in order to measure an electrical unit of the supply network, such as voltage or current flow, and determine one or more compatibility parameters.
Preferably, the control device sends, after a successful compatibility check, as long as the identification signal corresponds to a compatibility parameter, a second activation signal to at least one switching unit, in order to turn on the electrical device to the supply network.
The switching unit provides a switchable and detachable connection from the module's electrical device to the mains supply. Basically, the switching unit must be available in such a way that, before activating the switching unit by means of the control device, the electrical device is well separated from the supply network and therefore also in the period between switching on the power element. connection with the interface and activation of the switching unit via the control device.
Thus, the present embodiment ensures a safe separation of the electrical device from the supply network module prior to the compatibility check. In the case where the identification signal corresponds to the compatibility parameter, the blocking of the interface and the connection element described can, for example, occur by sending the first activation signal, and then the electrical connection between the network. power supply and the electrical device of the module. Thus, operational reliability is further increased with a correct connection and blocking, before the electrical connection between the supply network and the module's supply device occurs.
Preferably, the control device is further available to send the first activation signal to the blocking drive and then the second activation signal to the switching unit.
For the operation of the switching unit, it is suitably connected to the control device to receive the second activation signal, and in addition to a direct connection, an indirect connection is also possible, for example through other vehicle components or of the module.
The switching unit can be used for switching the electrical connection of one or more poles between the electrical device and the supply network, provided it is ensured that, prior to activation by the control device, no significant electrical current flows between the device and network power. Preferably, the switching unit is used for multipole switching of the connection between the electrical device and the supply network, which advantageously increases reliability. The switching unit can be discrete, for example as a relay or contactor, as well as an integrated circuit, for example a MOSFET.
The switching unit here can be single-pole or multi-pole, and be arranged in the vehicle, which is advantageous in terms of module weight and size. Preferably, however, the switching unit is provided in at least one module. This allows the supply network to be easily expanded by adding additional interfaces, similar to a bus system. In the case of multiple modules, each module must, of course, have a corresponding switching unit.
Preferably, the switching unit is formed integrally with the connecting element and thus presents a particularly compact structure. More preferably, the control module is formed integrally with the connecting element, and in particular integrally with the switching unit. Suitably, an optical indicator, such as an LED, is connected to the switching unit to display the connection status.
According to another preferred embodiment of the invention, the control device can be used to determine at least one electrical operating parameter of the device from the identification signal, and to compare the operating parameter with at least , an electrical compatibility parameter of the supply network.
Therefore, an advantageous compatibility check based on the electrical properties of the connected networks is allowed, which further increases the safety of the system. The electrical operating parameter of the device and the electrical parameter of the supply network can, in this case, for comparison to any suitable size, or to field, such as for example voltage, current, power and/or battery capacity.
Naturally, it can be envisaged to compare a plurality of electrical operating parameters of the device with the corresponding compatibility parameters.
The module control may, for example, be available to query at least one electrical operating parameter from a module-side memory, and then send a corresponding identification signal to the vehicle's control unit. This is particularly advantageous if the electrical parameter corresponds to a working area of the electrical device of the module, for example, a permissible voltage range and/or a maximum device current.
Alternatively or additionally, the module control can, in each case, have at least one unit of measure for determining the electrical operating parameters by measurement. In the case of a voltage source such as a battery or battery charger, it is thus possible to determine the actual voltage and send a corresponding identification signal to the control device.
Likewise, the control device, as discussed above, can determine at least one electrical compatibility parameter of the supply network from a memory unit and/or a measurement unit existing in the vehicle.
Particularly preferably, the module control has at least one measuring unit for measuring the voltage of the electrical device, and the control device has a vehicle-side measuring unit for measuring the voltage of the supply network. Conveniently, the module control can have a second measuring unit in order to determine, after connecting to one of the interfaces, whether the supply network is being supplied.
Preferably, the control module transmits the identification signal, which at least corresponds to the voltage of the electrical device. The control device detects the voltage of the electrical device from the identification signal, and compares the voltage of the electrical device with the voltage of the mains supply. The electrical device, in this case, sends the activation signal to the switching unit when the two voltages are not significantly different, ie preferably less than +0.5V, in particular less than +0.15V, and more preferably less than +0.05V.
Naturally, according to the application, it must not be excluded that the identification signal corresponds to a plurality of operating parameters and/or identification parameters, and that control device is available for a comparison with the respective compatibility parameters.
In a particularly preferred embodiment, the control device is further available to send a deactivation signal to at least one locking drive, in order to unlock the connecting element and the interface.
For this purpose, the control device can, for example, be connected to a corresponding control panel, so that the deactivation signal is transmitted according to a user input, for example when the user requires separation between the module. and the vehicle. Alternatively or additionally, the control device may be available to automatically send the deactivation signal, for example in the case of a charging module connection, when charging is complete.
According to another preferred embodiment of the invention, the interface and/or the connecting element is available as a connector. Suitably, both interfaces as well as the connecting element are correspondingly available as a connector.
Within the scope of the present invention, a detachable connector is understood to be a detachable component, easily connected to a corresponding component and which allows, in the connected state, an electrical connection between the vehicle and the module.
The connector should preferably be designed in such a way that a secure connection between the vehicle's power supply network and the module's electrical device is possible. In particular, the connector must be available in accordance with the electrical requirements of the device, especially in terms of current and voltage. Suitably the connector is used for an electrical current of at least 3A, in particular at least 5A in the case of a voltage of 10V - 100V, in particular 12V-48V.
Current connectors are, for example, bushings designed as receivers for plugs. Here, it is possible for the connecting element or the interface to be a bushing or a plug. Advantageously, as it is maintenance-free and easy to care for, the module-side connecting element is designed like a dowel. In this case, the interface can be designed as a connector of a corresponding plug-in plug.
Preferably, the connector has at least two electrical contact elements, so that the supply network can be connected to an electrical device. More preferably, the connector also has other contact elements for transmitting a communication signal, such as a CAN bus system.
Suitably, the connector is designed, alternatively or additionally, for the electrical connection of the auxiliary network already discussed to the module.
According to another particularly preferred embodiment of the invention, a flexible connecting element is available between the interface and the electric vehicle and/or the connecting element and the module. In this way, the operation of the vehicle system is even more simplified, facilitating the connection of the module to the vehicle.
The connecting element can thus have a one-piece or multi-piece structure. Preferably, the connecting element has a tubular and/or cord construction and has, in addition to the respective electrical conductors for connecting the power supply network to the electrical device of the module, a safety element made of a material resistant to mechanical loads, such as for example a metallic armor or a steel cable.
Through a flexible connection means, the vehicle user obtains improved possibilities of connection between the module and the electric vehicle. Thus, for example, the 30 bicycles can be disconnected at a charging station and connected and locked to it. It is also possible, for example, that the modules can be positioned in the vehicle to turn on and lock; however, in a flexible way, for example on the handlebars of the vehicle. Furthermore, the vehicle can, for example, be connected, with a connecting element, to an object, such as a bicycle carrier, and additionally to a module.
Particularly preferred is an embodiment, in which an additional receiver with a locking means for the interface is available, so that the flexible connecting element can be inserted and locked with the interface in the receiver. Therefore, it is possible to use the interface with a flexible connecting element also as a "cable fastener".
According to a particularly preferred embodiment of the invention, the first or the
second locking means is designed as locking pins. The exact pin configuration must be selected depending on the application; for example, the pin can also be cylindrical or spherical in shape. The pin may have additional recesses or protrusions, such as one or more grooves. Locking pegs are particularly easy to manufacture, feature low maintenance and are easy to combine with the preferred embodiment of linearly mobilized locking means. Suitably, the respective additional locking means have a construction as a receiver for the locking pin, so that a secure connection between the module and the vehicle is possible.
According to another preferred embodiment, a magnetic attachment is provided in order to securely attach and position the interface and the connecting element. The magnetic fixture can be arranged either at the connecting element and/or at the interface. This allows for precise positioning of the interface and the connecting element for accurate and trouble-free locking. After a successful unlocking of the connecting element, the connecting element remains at the interface, so that, for example, in an embodiment with a flexible connecting means, it does not uncontrollably move out of its position and inadvertently damaged dam .
Advantageously, the electric vehicle is available to connect two or more modules. In particular, significant advantages arise from the compatibility check here. Of course, the electric vehicle should preferably have two or more interfaces.
The switching unit can, in this case, make it possible to connect two or more modules to the supply network, so that, in case of incompatibility, the corresponding module is not connected to the supply network, but a connection is possible. to other modules.
Alternatively or additionally, the control unit may, in the case of the connection of two or more modules, suitably comprise a priority control, to determine, based on the compatibility check and the priority, whether the respective module can be connected to the network of food. For this purpose, the control unit may preferably be available to compare the identification signal with one or more priority parameters, so that the activation signal is only sent to the switching unit when the identification signal coincides with at least one priority parameter.
For example, it is conceivable that, in the case of connection to a plurality of battery modules, a prioritization is carried out according to the current energy demand of the electric drive unit. It is also possible to provide a priority based on the type of module, so that, for example, power from a solar panel is used first and then a battery module is connected when the solar panel does not supply electrical power. enough. Naturally, a module not connected to the vehicle can also be blocked.
In addition, the electric vehicle can have a communication network separate from the supply network, which connects the control device to at least one interface. The communication network is used, at least in this case, for the transmission of the module control identification signal, after the module has been connected to the vehicle interface. Naturally, the communication network can be available for the connection of other groups of vehicles and/or modules, such as the blocking drive, the switching unit, the instrument panel, an operating device and/or a controller of the engine. The communications network can, in this case, comprise, for example, electrical signal cables; advantageously, the communication network is a fiber optic network, that is, a correspondingly designed transmission network with optical signal cables and transmission and reception devices. Preferably the communication network is constructed as a bus system, particularly preferably the communication network is a CAN bus system. Particularly preferably, the control unit and control module are designed for communication via the CAN-open protocol.
Suitably, the interface and/or the connecting element are constructed to connect the electrical device to the supply network and the module control to the communication network. Consequently, the connecting element allows the transmission of electrical energy to the drive unit, and also a separate transmission of the identification and/or activation signal. In this way, the ease of use is advantageously increased, since, when connecting the module to the vehicle, only one connection has to be made.
Particularly preferably, the interface and/or the connecting element are also available to connect the module control to the optionally supplied auxiliary network, in order to supply the module control with electrical energy. Particularly preferably, the interface and/or the connecting element are available for connecting a 42 V supply network, a 12 V auxiliary network and a CAN bus system (CAN high, CAN low).
According to another aspect of the present invention, a method is provided for connecting an electric vehicle, in particular a light electric vehicle, to a module, the electric vehicle having at least one power network, an interface connected to the network. and a first locking means disposed at the interface, and the module has at least one connecting element separable to the interface and a second blocking element disposed in the connecting element, which is available to engage with the first blocking means . Here, the first and/or the second locking means are moved from a free position to a locking position, in order to lock the connecting element to the interface.
The above explained lock between an electric vehicle and a module can also be advantageously used in the context of a modular charging system. Another aspect of the present invention, therefore, relates to a modular charging system comprising a charging unit and at least one module.
The charging unit has a charging cable and one or more interfaces connected to the charging cables for connecting at least one rechargeable module. Furthermore, the loading unit includes a first locking means disposed at the interface.
At least one rechargeable module comprises a connection element detachable to the interface and an electrical device for connection to a charging cable. A second locking means is arranged on the connecting element and serves to engage the first locking means.
Here, at least one of the locking means is movable between a free position and a locking position, whereby in the free position the connecting element is detachable from the interface and in the blocking position the connecting element is mechanically locked on the interface.
Consequently, the embodiment according to the present aspect also allows, in the connection of a rechargeable module to a charging unit, greater reliability by blocking the invention to prevent unauthorized removal of the rechargeable module.
Preferably, the electrical device includes an electrical energy storage device and particularly preferably a battery device such as one or more accumulators. Suitably, the rechargeable module is therefore a battery module.
The charging unit is preferably adapted for connection to a supply network, for example a 220V or 110V power supply. Suitably, the charging unit features a piece of network that connects the power supply to the charging cable, and is designed for an adjustment and possibly monitoring of current and/or voltage. The charging cable can also be designed, in this case, according to the supply network described above.
With regard to the structure of the individual components of the charging unit and the rechargeable module, reference is made to the above description of the modular vehicle system, the structure of the components of the charging unit corresponding to the respective components of the vehicle.
The invention is described below based on examples of embodiments. Note: Fig. 1 shows, in a schematic view, an example of an embodiment of a modular vehicle system with an electric bicycle and a module; Fig. 2 shows a partial horizontal sectional view of the embodiment of Fig. 1; Fig. 3 is a partial horizontal sectional view of the embodiment of Fig. 1 in the connected and locked state; Fig. 4 is a schematic view of a second exemplary embodiment of a modular vehicle system in the locked state; Figs. 51a and 5b shows an exemplary embodiment of an electric vehicle for use in a modular vehicle system according to Fig. 4; Fig. 6 shows, in a schematic view, an example of an embodiment of an electrical system of an electric vehicle; Fig. 7 shows, in a schematic view, an example of embodiment of a module; Fig. 8 is a detailed view of a connecting element of the module according to Fig. 7; Fig. 9 shows the example of embodiment of the electrical system according to Fig. 6 with a module connected according to Fig. 7 and Fig. 10 shows, in a schematic flow diagram, an example of the form of realization in the connection of a module to an electric vehicle, Fig. 1 shows, in a schematic view, an example of embodiment of a modular vehicle system 1 composed of an electric vehicle 2, in this case an electric bicycle, and a module in the form of a charging module, i.e. a charging station 3. The module 5 formed as a charging station 3 is present for the fixed connection to the ground 31, for example in the outer region, and serves therefore as a terminal charging system in urban environments.
Vehicle 2 has an interface designed as connector 4, which can be connected to charging station 3, in order, for example, to charge a battery (not shown) arranged on the side of the bicycle via charging station 3. For this To this end, the vehicle 2 has a supply network 13 (see Fig. 2), connecting at least the interface 4 to the battery, as well as to an electric drive unit (not shown) in the vehicle. The supply network 13 is, according to the present example of embodiment, a DC power supply with an operating voltage of 42 V DC. Interface 4 and supply network 13 are designed for a current of approximately 20 A - 100 A.
For the connection of vehicle 2 to charging station 3, this is moved relative to charging station 3, so that interface 4 fits, with a conical receiver 5, on interface 4, which is explained in more detail with reference to subsequent Figs 2-3.
Fig. 2 presents a horizontal and schematic sectional view of the modular vehicle system 1 according to Fig. 1 along lines AA, with the vehicle 2 being partially shown in Fig. 2. As shown, the station loading plate 3 has an oval base shape, the receiver 5 (see also Fig. 1) being laterally disposed for connection to vehicle 2.
The receiver 5 is connected to a sliding guide 8, a linear and removable connecting element 6 being arranged. The connecting element 6 serves for connecting an electrical device, i.e. a charging control 14, to the vehicle 2 and provided as a cylindrical connector. The charging control 14 serves to supply an electrical current of about 20 A as well as to control the charging process and therefore features a microcontroller with suitable programming. The connecting element 6 is driven by an electric motor 30, which is connected for control with a charging control 14.
On the front side of the connecting element 6, there is a second contact element 11, which is designed correspondingly to the first contact element 10 arranged on the electric vehicle, in the sense of an electrical connection between the vehicle 2 and the control of loading 14.
Furthermore, the second contact element 11 of the connecting element 6 acts, in this case, as a first locking means for locking the module 3 with the vehicle 2, as explained below. The module-side loading control 14 is connected to the connecting element 6 and therefore to the second contact element 11 by means of a flexible connecting cable 12.
The vehicle side interface shown in Fig. 2, in sectional view, presents, as discussed above, the first contact element 10. This, as shown, is disposed in a blind hole recess 9, which is coupled to the module-side contact element 11 and therefore serves as a locking means.
For connecting the vehicle 2 to the charging station 3, the interface 4 is inserted in the direction of the arrow according to Fig. 2 into the conical receiver 5. As shown in Figure 2, the connecting element 6 is in a free position, of so that the interface can be inserted into the receiver 5.
When the interface 4 reaches its final position in the receiver 5, the charging control 14 activates the electric motor 30 and consequently activates the connecting element 6. For this purpose, a microswitch (not shown) in the receiver 5 is foreseen. , which signals that vehicle 2 is connected to charging station 3. As an alternative to the microswitch, an optical sensor or a Hall effect sensor can also be used.
The connecting element 6 is brought into a locking position which is shown, in another schematic cross-sectional view in Fig. 3.
The electric vehicle 2 is here, as shown in Fig. 3, introduced with the interface 4 in the receiver 5. The connecting element 6 is in the locking position, in which the first contact element 10 is connected to the second contact element. contact 11, whereby an electrical connection is produced between the charging control 14 and the supply network 13. In addition, the second contact element 11 on the module side is connected to the recess on the vehicle side 9, being that vehicle 2 and charging station 3 are mechanically locked, that is, vehicle 2 is fixed to charging station 3 and protected against unauthorized removal and/or theft. Therefore, an electrical connection and a mechanical lock are both advantageous.
In order to unlock the vehicle 2 and the charging station 3, the charging control 14 of the electric motor 30 must be activated again. For this purpose, for example, an element may be provided in the charging station 3 (not shown) so that unlocking only takes place after entering a user-preset PIN code. Even in the case where the current charging station 3 is located in a public area, such protection may be adequate.
The contact elements 10,11 can additionally be designed to carry out a data communication between the vehicle 2 and the charging station 3. Preferably, the contact elements 10,11 are implemented as electrical male and female contacts 2- 6.
Fig. 4 shows a second example of embodiment of a modular vehicle system 1', in a schematic view, based on the connection of an electric vehicle 2' with another additional module; in the present case, a charging apparatus 17. For the sake of clarity, the vehicle 2' is shown in Fig. 4 as a suggestion only. This exemplary embodiment largely corresponds to that described with reference to Figs. 1-3; consequently, the corresponding elements are designated with identical reference numbers.
As can be seen in Fig. 4, the interface 4' is also designed as a connector. Interface 4' is connected, with the appropriate cable 18 (not shown in Fig. 4), to the vehicle's power supply network 1. Cable 18 is integrally provided with a metallic armor and/or a steel cable, to prevent a unauthorized intervention.
The charging apparatus 17 includes a connecting element 6' designed as a bushing, into which the connector-shaped interface 4' is inserted as shown. The interface 4' has the configuration of a cylindrical pin and has a ring-shaped groove 19, in the direction of blocking the vehicle 2' and the loading apparatus 17 with a screw 22, as shown in Fig. 4.
As explained above with reference to Figs. 1-3, the interface 4' presents a first contact element 10' and the connecting element 6', a second contact element 11', for an electrical connection from the supply network (not shown in Fig. 4) to the control loading 14.
The connecting element 6' is also a pin-shaped screw 22. The screw 22 is linearly detachable, by means of an electric motor 30, in a slide guide 23. In the locking position shown, the screw 22 engages with the annular groove 19 of interface 4' and prevents removal or release of interface 4' from connecting element 6'.
The connection of the vehicle 2' to the charging apparatus 17 takes place as explained with reference to Figs. 1-3. In the initial position, the screw 22 is in a free position (not shown in Fig. 4), in which the interface 4' can be inserted in the plug-shaped connecting element 6'. The charging control 14 detects the inserted interface 4' and operates the electric motor 30, which moves the screw 22 to the locked position shown in Fig. 4. The vehicle 1' is then electrically connected to the charging apparatus 17, and, also, it is mechanically locked with the latter.
If the vehicle 2' is not connected to a respective module, such as a charging apparatus 17, the interface 4' can be fixed to an additional retaining device 15 on the vehicle 2', as shown in the schematic of Figs. 5a and 5b.
As shown in Fig. 5b, the interface 4' is inserted into a socket-shaped receiver 29. Also arranged in the retaining device 15 is a pin 16, which can be pushed, with the aid of a cylindrical rotary lock 31, into the annular groove 19.
After unlocking the pin 16 by means of the cylindrical lock 31, the interface 4' can be pulled out by means of the receiver 29. Through the flexible connecting cable 18, the interface 4' can be connected and locked, in a way particularly simple, for example with a connecting element of a module (not shown here), as explained above. Furthermore, the interface device 4' and the cable 18 can be used through the retaining device 15 on the vehicle 2' to connect the electric bicycle 2', for example to a bicycle rack or a pole.
The above-mentioned examples of embodiments of the modular vehicle system can additionally be used in combination with a compatibility check, as explained with reference to Figs. 6-10 below.
Fig. 6 shows, in a schematic view, the electrical system 10 of a modular vehicle system 1, in this case an electric bicycle. For an overview, we present here, namely, other mechanical components of the electric bicycle, such as the frame and wheels. Furthermore, all components are presented here schematically taking into account their mechanical design, in order to show that the compatibility check described below can be used advantageously with all the embodiments described above.
As can be seen in Fig. 6, the electrical system 100 has a total of 3 network systems, namely a supply network 101, a CAN bus system 102 and an auxiliary network 103. The supply network 101 serves in this case , mainly the electrical power supply 104 of an electrical drive unit 104 of the vehicle. The supply network 101 is designed with a power supply with an operating voltage of 42 V DC for a current of approximately 20 A - 100 A. The electrical energy is supplied to the supply network 101 by an internal rechargeable battery 105.
The auxiliary network 103 is designed for an operating voltage of 12 V DC and is used as a power supply for other vehicle components, such as an operating unit 106 and a control device 107. In this case, the auxiliary network 103 receives electrical energy through a 103 battery and a 42V/12V 109 converter.
The CAN bus system serves the control 102 and communication of the vehicle components, as discussed in detail below. The CAN 102 bus system is designed in this case with electrical signal cables; the communication protocol corresponds to the "CAN-open" protocol, according to specification C1A454 (LEV).
The electric drive unit 104 comprises an electric motor 110, which is connected, through a motor control 111, to the supply network 101. The motor control 111 is further connected to the CAN-Bus 102 to receive the control commands , and modulates the voltage applied to the motor from the supply network 101 by means of a pulse width modulation (PWM) to enable a control of the drive power.
To control the electric vehicle, said central control device 107 is provided, which is connected to the CAN bus 102 and the auxiliary network 103 for the supply of energy. The control device 107 is a microprocessor control which is controlled by a program stored in a linked and variable storage unit 112. Here, the control unit 107 serves, for example, the motor control 111 to control the operation of a command entered into the operation unit by the user of the vehicle.
The control unit 107 also monitors the supply network 101, and is connected for this purpose to a measuring unit 113, which detects the voltage and current in the supply network and supplies the corresponding digital values to the device. control 107. The storage unit 112 presents the compatibility parameters 5 in a database as described in detail below.
The electrical system 100 of the electric vehicle also includes two interfaces 114, which are designed as connectors for the connection to the respective modules 120, and the supply network 101, the auxiliary network 103 and the communication network 102 are, respectively, detachably connected to modules 120 connected to interfaces 114.
The electric vehicle electrical system 100 and in particular the networks 101, 102 and 103 can, of course, include and/or connect other building groups and components, as illustrated by the dashed lines.
An embodiment of a module 120 provided for connection to an interface 114 is shown in a schematic view shown in Fig. 7. The module 120 includes a connecting element 121, which in this case is designed as a socket for coupling. with one of the 114 interfaces.
The module 120 further includes an electrical device, namely a 42V battery 122, which is connected to the connecting element 121, in order to supply electrical energy to the supply network 101, by means of a supply cable 123. Alternatively, module 120 can be designed, namely, as a charging station 3 or charging apparatus 17, as shown in Figs. 2-4 .
The interface 114 and the connecting element 121 may mechanically correspond, for example, to the examples of embodiments illustrated above with reference to Figs. 1-4. In particular, the connecting element 121 may have a motor-driven screw (not shown in Fig. 7) which engages in the slot arranged in interface 114 (not shown in Fig. 7) for a lock.
A schematic view of the connecting element 121 is illustrated in Fig. 8. As can be seen in Fig. 8, the connecting element 121 has, in total, three contact elements, in order to connect the module 120 to the supply network. 101, the CAN bus system 102 and the auxiliary network 103.
The connecting element 121 is integrated with a first switching unit 124, with which the connection between the supply cable 123 and thus the battery 122 to the supply network 101 can take place. it connects to a 42V/12V converter with the auxiliary network 103, in order to ensure, for example, in case of failure, the supply of electrical energy to the auxiliary electrical network 103. The switching units 124 and 128 are designed in this case with MOSFET switches, and are connected, via a microprocessor module control 125, to a CAN 102 bus system. The module control 125 is supplied with electrical energy through the converter 129 and thus through the battery 122 of the module 120.
A measuring sensor 126 is provided, in order to measure the voltage on the supply cable 123 and thus the voltage available through the battery 122, and provide a corresponding measured value to the control module 125.
In addition, a supervision unit 127 is also provided, which supervises the maximum current between module 120 and supply network 101, as well as between module 120 and auxiliary network 130, and the maximum allowed pressures, of so that, for example, in the event of a short circuit, the battery 122 can be safely disconnected from the vehicle's electrical system 100. For this purpose, the supervision unit 127 periodically transmits measurements to the control module 125, which correspondingly operates the switching units 124 and 128.
In the present example, a current of 100 A between the supply cable 123 and the supply network 101 and/or 20 A between the converter 129 and the auxiliary network 103 must not be exceeded.
The supervision unit 127, the switching units 124,128 and the measurement sensor 126 are, of course, connected to the control module 125 via suitable communication cables (not shown).
In addition, an electric motor 121a is also provided, which drives the previously described screw (not shown). The electric motor 121a is controlled by the control module 125 and supplied with electrical energy through the converter 129.
An embodiment of the electrical system 100 of the modular vehicle with an attached module 120 is shown in Fig. 9. The connection of an additional battery 122 may, for example, be necessary if the internal battery of the vehicle 105 is depleted or if it is augmented. the scope of the vehicle. The user connects module 120 to interface 114, and the control device 107 and the control module 125 communicate with each other, in a compatibility mode, through the CAN bus 102, to, on the one hand, verify the authorization for the connection of the module 120, and, on the other hand, the compatibility of the module 120 and, more precisely, of the battery 122 of the module 120 before a connection and a lockout.
The method for connecting module 120 to interface 114 is illustrated with reference to the example embodiment of Fig. 10 using individual steps of a flowchart.
According to step 50, the connector 121 of the module 120 is connected to one of the interfaces 114 by a user, as illustrated in Fig. 9. The switching units 124 and 128 are open in this state so that the battery 122 is not connected to the supply network 101. However, the connecting element 121 provides a connection from the supervision unit 127 to the auxiliary network 103 and to the supply network 101.
As soon as the supervision unit 127 determines a voltage in the auxiliary network 103 and/or in the supply network 101, it sends a signal to the control module 125, which, in step 51, queries the measurement probe 126 for the voltage of the battery in the power cable 123.
The control of module 125, also, determines, in parallel, more identification parameters, from an internal memory; parameters that characterize the module 120 according to the type and the manufacturer. In step 52, the module control 125 sends an identification signal to the control device 107 via the CAN bus 102. The identification signal contains, in the present example, the following information: Manufacturer ID: 005 Type ID: 125 Voltage battery power: 42.5V
Here, the manufacturer ID corresponds to a module manufacturer, specified and assigned a corresponding ID. The type ID corresponds to the "power supply - battery" functionality.
The control device 107 receives the identification signal in step 53 and requests the vehicle compatibility parameters from the database stored in the storage unit 112. In the present example, the database includes the following parameters: Permitted manufacturer: 002- 008, 057, 062.118-255 Allowed module types: 014-042,48,87,125,144 Max. voltage supply network: 43.8 V
Min. voltage supply network: 30.0 V
The control device 107 compares, in step 54, the parameters obtained in the first identification signal with the compatibility parameters obtained from the database. As follows from the tables above, module 120 is basically vehicle compatible and authorized for connection. The control device 55 transmits, according to step 55, an activation signal to the control of module 125, which controls electric motor 121, in step 56, module 120 being locked in the vehicle. According to step 57, the control device 107 queries the measuring device 113 for the current voltage of the supply network 101.
Consulting the measuring device at step 57 is necessary as the vehicle also has an internal vehicle battery 105, the internal voltage of battery 122 should therefore be only slightly different from the voltage of battery 105. In the present example, the voltage in the supply network is 10142.5 V.
The control device 107 compares this value with the battery voltage of the identification signal in step 58, and checks that the battery voltage of module 120 does not vary by more than 0.05V from the voltage of the supply network 101.
In the case in the present example, the control device 107 sends, in step 59, a second activation signal to the switching unit 124 associated with the control of the module 125, whereby the power cable 123, and therefore the battery 122 is connected to the mains supply 101. The compatibility check ends at step 60.
Successful connection is shown to the user (not shown) by a green indicator lamp, such as an LED display, which is arranged on the connecting element 121. Otherwise, a red light (not shown) on the connecting element 121 indicates that a connection of module 120 to the vehicle is not possible due to insufficient compatibility. In this case, the electric motor 121a is again activated to unlock the module 121 of the interface 114.
In operation, the control unit 127 remains active. If the predetermined maximum values for current and/or voltage are exceeded, control unit 127 sends a signal to control module 125 so that switching unit 124 separates the connection between battery 122 and electrical system 1 of the vehicle in order to avoid damage.
Of course, the present invention is not limited to applications where a module 120 is connected to the 2, 2' vehicle. It is also possible to connect a first module, for example a charging station and/or charging unit, and a second module, for example a rechargeable battery module.
The embodiments described above allow for numerous modifications or additions. For example, it is conceivable that - the control unit 107 is integrated with the operating unit 106 and/or the motor control 111, - the switching unit 124 is formed on the vehicle side and/or on the side of a switching unit. charging, - the switching unit 124 is integrated with the interface 114, - there are only one or more than two interfaces 114 for connection to the corresponding modules 120 in the vehicle electrical system 100 and/or a charging unit, - the internal battery of the vehicle 105 is detachably connected via a connecting element 121 to one of the interfaces 114, the CAN bus system 102, in addition to or as an alternative to the electrical signal pipes, - it comprises optical signal cables, indicator lamps are arranged in place of the element connection 121 on the vehicle side and/or on the switching unit 124 and/or - the switching unit 124 is designed for a detachable connection of a power cable and a charging cable, which are provided between the module 120 and the supply network 101. - The module (3,17,120) is designed as a passive component, ie as an extension cable, and features, in addition to a connecting element (6, 6', 121), another connector and/or an interface (4, 4', 114) for connection to an additional module.

权利要求:
Claims (12)
[0001]
1. Modular vehicle system (l), - with an electric vehicle (2, 2'), in particular a light electric vehicle, - with at least one supply network (13, 101) for supplying power to a drive unit electrical (104), - a control device (107), - an interface (4, 4', 114) connected to the supply network (13,101) for connecting at least one module (3,17, 120) and - a first locking means (9.19) arranged on the interface (4.4 ', 114) - and a module (3,17,120), characterized by - an electrical assembly, - a control module (14, 25), which is configured for communication with the control device (107), and is connected to an electrically actuable blocking drive (30, 121a), - a connecting element (6, 6', 121) separable from the interface (4, 4', 114 ) for connecting the electrical assembly to the supply network (13, 101), - and a second locking means (11, 22) arranged on the connecting element (6, 6', 121), designed to engage the first locking means ( 9.19) , - wherein, the locking drive (30,121a) is arranged on at least one of the locking means (9,11,19,22) to move at least one of the locking means (9,11,19 , 22) between the free position and the locking position, - the connecting element (6, 6', 121) is separable from the interface (4, 4', 114) in the free position and, in the locking position, the element connection (6, 6', 121) is mechanically locked with the interface (4, 4', 114), - the control of the module (14, 125) is also available to send, on the connection of the connecting element (6 , 6', 121) to the interface (4, 4', 114), an identification signal to the control device (107), - and the control device (107) is available to receive the identification signal to compare it with at least one compatibility parameter, and, in the case where the identification signal corresponds to the compatibility parameter, sending an enable signal to at least one lock trigger (30, 121a) to lock the element of li connection (6, 6', 121) to the interface (4, 4', 114).
[0002]
Modular vehicle system according to claim 1, characterized in that the second locking means (11, 22) is movable between the free position and the locking position.
[0003]
Modular vehicle system according to any one of the preceding claims, characterized in that the locking drive (30,121a) is arranged on at least one connecting element (6, 6', 121).
[0004]
Modular vehicle system according to claim 1, characterized in that the control device (107) is further available to send a deactivation signal to the at least one lock drive (30,121a), and unlock the element connection (6, 6', 121) and the interface (4,4',114).
[0005]
Modular vehicle system according to any one of the preceding claims, characterized in that the interface (4,4', 114) and/or the connecting element (6, 6', 121) are available as connectors.
[0006]
6. Modular vehicle system according to any one of the preceding claims, characterized in that between the interface (4, 4', 114) and the electric vehicle (2, 2') and/or the connecting element (6, 6', 121) and the module, a flexible connecting means (18) is arranged.
[0007]
Modular vehicle system according to any one of the preceding claims, characterized in that the first or second locking means (9,11) are available as locking pins (22).
[0008]
Modular vehicle system according to claim 7, characterized in that the second or the first locking means (9,11) is available as a receiver (19) for the locking pin (22).
[0009]
Modular vehicle system according to any one of the preceding claims, characterized in that a magnetic fastening is provided to secure and/or position the interface (4, 4', 114) and the connecting element (6, 6' , 121) each other.
[0010]
10. Electric vehicle, in particular light electric vehicle, with at least - a supply network (13,101) for the supply of energy to an electric drive unit (104), - a control device (107) for communication with a module control (14, 125) of a module (3, 17, 20), - an interface (4, 4', 114) connected to the supply network (13, 101) for connecting, by means of a connecting element ( 6, 6', 121) a module (3,17, 120) characterized by - a first locking means (9,19) arranged on the interface (4, 4', 114) designed to engage with a second locking means (11, 22) arranged on the connecting element (6, 6', 121), - whereby, in the first locking means (9, 19), an electrically actuable locking drive (30, 121a) is arranged for moving the same between a free position and a locking position, - the connecting element (6, 6', 121) is separable from the interface (4, 4', 114) in the free position and, in the locking position, the connecting element. connection (6, 6', 12 1) is mechanically locked with the interface (4, 4', 114), - and the control device (107) is available to receive the identification signal from the module control (14, 125), to compare it with at least one compatibility parameter, and, in the case where the identification signal corresponds to the compatibility parameter, sending an enable signal to at least one blocking trigger (30, 121a) to block the element of connection (6, 6', 121) to the interface (4, 4', 114).
[0011]
11. Module for connection to an electric vehicle (2, 2'), in particular a light electric vehicle, with at least - an electrical assembly for connection to a supply network (13,101) of the electric vehicle (2, 2' ), characterized by - a control module (14, 25), which is configured for communication with the control device (107) of the electric vehicle (2, 2'), and is connected to a blocking drive (30, 121a ) electrically actuable, - with a separable connecting element (6, 6', 121) with an interface (4, 4', 114) of the vehicle - and a second locking means (11) arranged on the connecting element (6, 6', 121), which is designed to engage a first locking means (9) arranged on the interface (4, 4', 114), - the locking drive (30,121a) being arranged on the second locking means ( 9,11,19,22), to move it between the free position and the locking position, - the connecting element (6, 6', 121) being separable from the interface (4, 4', 114) in free position and, in the locked position, the connecting element (6, 6', 121) is mechanically locked with the interface (4, 4', 114), - the module control (14, 125) is still available to send, on the connection from the connecting element (6, 6', 121) to the interface (4, 4', 114), an identification signal to the control device (107).
[0012]
12. Method for connecting an electric vehicle (2, 2'), in particular a light electric vehicle, to a module (3.17, 120), where the electric vehicle (2, 2') has, at the at least a supply network (13, 101), a control device (107), an interface (4, 4', 114) connected to the supply network (13, 101) and a first locking means (9, 19) arranged at the interface (4, 4', 114), characterized in that the module (3,17,120) has at least one module control (14, 125), a connecting element (6, 6', 121) separable with the interface (4, 4', 121) and a second locking means (11, 22) arranged on the connecting element (6, 6', 112), which is designed to engage with the first locking means (9, 19), - the control of the module (14, 125) being also available to send, on the connection of the connecting element (6, 6', 121) to the interface (4, 4', 114), an identification signal to the device. control (107), - and the control device (107) is available to receive the identifying signal to compare it with at least one compatibility parameter, and, in the case where the identifying signal corresponds to the compatibility parameter, sending an enabling signal to at least one blocking trigger (30, 121a ), - to change the first and/or the second locking means (9, 11, 19, 22) from a free position to a locking position and unlock the connecting element (6, 6', 121) at the interface ( 4, 4', 114).

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同族专利:

公开号 | 公开日

BR112013019897A2|2016-10-11|

AU2012215526A1|2013-08-29|

WO2012107448A1|2012-08-16|

AU2012215526B2|2015-11-26|

CN103384626A|2013-11-06|

EP2673182B1|2017-01-11|

EP2673182A1|2013-12-18|

CN103384626B|2016-10-26|

CO6751264A2|2013-09-16|

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CN107804416A|2017-09-30|2018-03-16|苏州达方电子有限公司|Charge anti-theft device and bicycle|

CN107672475B|2017-11-02|2021-11-23|蔚来控股有限公司|Charging connector, charging device, kit and charging method|

FR3076536A1|2018-01-05|2019-07-12|Birota|HUMAN PROPULSION VEHICLE WITH COMPACT STORAGE|

WO2019158860A1|2018-02-13|2019-08-22|Birota|Method for recharging an electrical energy storage device storing electrical energy of a plurality of vehicles|

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法律状态:
2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2019-10-29| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

2021-02-09| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2021-04-20| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 07/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

DE102011003724A|DE102011003724A1|2010-04-30|2011-02-07|Modular vehicle system, electric vehicle and module for connection to an electric vehicle|

DE102011003724.1|2011-02-07|

PCT/EP2012/052055|WO2012107448A1|2011-02-07|2012-02-07|Modular vehicle system, electric vehicle and module for connecting to an electric vehicle|

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