• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The invention lies in the field of charging electric vehicles. It relates to a security system for an electromechanical coupling assembly adapted to equip a charging station and an electric vehicle. The invention also relates to the electromechanical coupling assembly and the corresponding charging station, as well as a method of electromechanical coupling of an electric vehicle from a charging station. The security system (41) according to the invention comprises: ▪ a detectable element (411) integral with a first connection piece (12) of the coupling assembly; ▪ a sensor (412) integral with a second connection piece (22), the sensor (412) being configured to detect if the detectable element (411) is in proximity, and ▪ a control unit (413) arranged to control a movement of the first piece of connection from a fallback position to a proximity position with a force whose amplitude is less than a maximum amplitude F1max, and controlling a movement of the first connecting piece from the proximity position to a connection position with a force whose amplitude is greater than said maximum amplitude F1max.
    公开号:FR3046383A1
    申请号:FR1650071
    申请日:2016-01-06
    公开日:2017-07-07
    发明作者:Eric Baylard；Marc Derrien
    申请人:Bluetram SAS；
    IPC主号:
    专利说明:

    SECURING SYSTEM FOR AN ELECTROMECHANICAL COUPLING ASSEMBLY, RECHARGING STATION OF AN ELECTRIC VEHICLE PROVIDED WITH SUCH A SYSTEM AND COUPLING METHOD
    ASSOCIATED
    TECHNICAL FIELD The invention lies in the field of recharging electric vehicles. More specifically, it is in the field of automatic electromechanical coupling devices for recharging electric vehicles from a charging station. The invention applies in particular to automatic devices for recharging electric vehicles, particularly public transport, such as buses and trams. More specifically, the invention relates to a securing system for an electromechanical coupling assembly adapted to equip a charging station and an electric vehicle. The invention also relates to the electromechanical coupling assembly and the corresponding charging station, as well as a method of coupling (or approaching) an electric vehicle with a charging station. State of the art
    Electric vehicles comprising an electric power train system typically carry at least one energy storage device, for example in electrochemical form or in capacitive form. The energy recharging of the energy storage device can be carried out via an on-vehicle energy converter. This energy converter can in particular be arranged to recover the kinetic energy of the vehicle during braking phases. The recharging of the energy storage device can also be performed from a charging station, for example arranged at a stopping station provided for re-embarkation and disembarkation of passengers. Most of the time, the transfer of electrical energy between the charging station and the electric vehicle is performed by an electromechanical coupling assembly distributed between the charging station and the electric vehicle. The electromechanical coupling assembly includes a first connection piece, electrically connected to a power source of the charging station, and a second electrical connection piece, electrically connected to the vehicle energy storage device. These connecting pieces are able to mechanically couple to make an electrical contact between the charging station and the energy storage device, allowing the circulation of an electric charging current.
    In order to facilitate recharging and in particular to avoid any human intervention, it is possible to automate the electromechanical coupling operation and, more generally, all the operations necessary for recharging the electric vehicle. The electromechanical coupling assembly then generally comprises an actuator, arranged to move one of the connection pieces relative to the other connection piece, and a control unit, arranged to drive the actuator automatically, for example. to a reload instruction. By way of example, document EP 1 938 438 describes an electromechanical coupling assembly comprising an extensible arm arranged on the roof of a vehicle and intended to be connected to a socket fitted to the charging station.
    A disadvantage of the electromechanical coupling assemblies of the state of the art is that, during a phase of approach of the movable element (male or female) to the fixed element (female or male, respectively) to establish their coupling, there is a risk that a foreign body is introduced between the male element and the female element. The foreign body may in particular prevent coupling between the male and female elements, or the connection between these elements. The foreign body may also be a member or part of a limb of a human or animal being. In addition to the risk of incorrect mating, there is a risk of injury. In order to limit these risks, the coupling of the male part and the female part must be carried out with particular constraints, governed in certain countries by standards.
    In the context of recharging an electric vehicle, the risk of injury and damage may be limited by providing for installation of the electromechanical coupling assembly at a height greater than a threshold height. For a bus or tram-type public transport vehicle, this threshold height is, for example, set at 2.70m, so as to prevent the insertion of a user's hand into the female element. Such an installation at height, however, imposes a minimum height for the vehicle, which may be incompatible with certain paths to be made by the vehicle, for example paths with limited access in height (tunnels, bridges). When the electromechanical coupling assembly can not be installed above a threshold height, it is possible to limit the risk of injury by setting a maximum intensity for the force applied during movement of the movable member to the fixed element. This maximum intensity is for example equal to 70N, to prevent injury to a user, even in case of pinching. However, a correct coupling of the male element with the female element generally requires a so-called relatively high racking effort, the intensity of this force possibly being greater than 800N, for example. Such an intensity is particularly recommended because of an imperfect alignment of the male element with the female element, the electric vehicle only being positioned approximately in relation to the charging station. In addition, the need to achieve a good coupling of the coupling assembly is enhanced by the fact that a relatively high intensity electric current circulates for recharging the electric vehicle.
    A solution for positioning the coupling assembly at a relatively low height, while allowing a high racking effort would be to determine the position of the movable element relative to its support, for example the charging station, and to deduce its position relative to the vehicle. In particular, in the case where the movable element is displaced along an axis perpendicular to a longitudinal axis of the road, its position relative to the fixed element can be determined from its displacement distance along this axis. The movable element can then be moved in a first time with a relatively limited effort, and in a second time with greater effort, to ensure proper coupling. There is a risk, however, that the positioning of the electric vehicle may vary between different successive refills. Thus, if the vehicle is too close to the charging station, the position from which the effort is increased may not be reached. Conversely, if the vehicle is positioned too far from the charging station, the position from which the force is increased is reached while the space between the male element and the female element is sufficient to insert a foreign body
    The document US 2009/079388 discloses a connection device comprising means for detecting the position of the female element and adjusting the movement of the male element so that it comes to mate precisely with the female element. The connection device can be arranged to detect the presence of an obstacle and react either by retracting the male element or bypassing the obstacle. This solution involves the use of an actuator and relatively complex detection means. In particular, the detection means must be able to discriminate the female element of an obstacle. When a bypass of the obstacle is sought, the actuator must then be able to perform a complex movement, consisting of several translations and / or rotations. The coupling assembly is then relatively complex and expensive to produce.
    Presentation of the invention
    An object of the invention is in particular to remedy all or some of the aforementioned drawbacks by proposing a securing system for an electromechanical coupling assembly which makes it possible to couple two complementary connection elements correctly, that is to say by applying a sufficient racking effort, while ensuring the safety of goods and people during mating. For this purpose, the invention proposes to provide one of the connection pieces of the electromechanical coupling assembly with a detectable element and to provide the other connection piece with a sensor configured to determine whether the detectable element is located nearby or not. The detectable element and the sensor are arranged on the connecting pieces so that the detection occurs only when the connecting pieces are sufficiently close to each other to prevent the insertion of a foreign body between these parts. The mobile connection piece can then be moved with a relatively low intensity of effort in a first phase and with a greater intensity of effort in a second phase, in which the risk of introduction of a foreign body is limited or even no.
    More specifically, the invention relates to a securing system for an electromechanical coupling assembly adapted to equip a charging station and an electric vehicle. The electromechanical coupling assembly intended to be equipped with the security system may comprise: a first connection piece, a second connection piece, the first and second connection pieces being arranged to be able to couple electrically and mechanically, and an actuator arranged to be able to move the first connecting piece relative to the second connecting piece between a connection position, in which the connecting pieces are coupled together, and a folding position, in which the connecting pieces are not coupled between they.
    The security system comprises: a detectable element, integral with one of the connection pieces, a sensor, integral with the other connection piece, the sensor being configured to provide a detection signal taking a so-called detection value, when the detectable element is located in a predetermined neighborhood of the sensor, and a so-called non-detection value, when the detectable element is outside the predetermined vicinity of the sensor, the detectable element and the sensor being arranged such that, when the first connecting piece is in a so-called proximity position, intermediate between the folded position and the connection position, the sensor provides a detection signal taking said detection value, and a control unit, arranged to control the actuator according to said detection signal, the control unit controlling a displacement of the first connecting piece from the position folding to the proximity position, with a force whose amplitude is less than or equal to a maximum amplitude Fimax, and controlling a displacement of the first connecting piece from the proximity position to the connection position, with a force whose amplitude is greater than said maximum amplitude Fi max-
    The predetermined neighborhood of the sensor is for example defined by a sphere centered on the sensor and of predetermined radius. The radius is for example equal to 50mm. In practice, the sensor environment and the detection technology employed generally define a more complex contour at this predetermined neighborhood.
    In the fallback position, the sensor is far enough away from the detectable element to not detect it. It then provides a signal taking the value of non-detection.
    The proximity position corresponds to an intermediate position between the folded position and the connection position. It is determined by the detection of the detectable element by the sensor. Thus, it always corresponds to the same relative position between the two connection pieces, or possibly to the same set of relative positions between the connecting pieces. In the case where the coupling of the connecting pieces is achieved by a translation of one of the connecting pieces, the intermediate position is defined by a certain stroke of the connecting piece. This race is not defined in a fixed way, but depends on the relative position of the electric vehicle and the charging station.
    Advantageously, the sensor and the detectable element are positioned on the connecting pieces so that, in the intermediate position, that is to say the position in which the sensor detects (or starts to detect) the detectable element, the connecting pieces are sufficiently close to each other to prevent the insertion of a foreign body between them.
    Between the proximity position and the connection position, the displacement of the first connecting piece can be achieved with a force whose amplitude is greater than that of the force leading to the displacement of this first connecting piece between the position of the withdrawal and the proximity position. In particular, the control unit can be arranged to control a movement of the first connecting piece from the proximity position to the connection position with a force whose amplitude is greater than a minimum amplitude F2min. This minimum amplitude F2min is typically greater than the maximum amplitude Fimax. The minimum amplitude F2min is preferably determined to allow proper coupling of the connecting pieces. It may in particular depend on the intrinsic mechanical constraints of the connection elements, and the manufacturing tolerances of these elements. It is for example greater than or equal to 350N, for example of the order of 450N.
    According to a particular embodiment, the sensor is secured to the first connection piece and the detectable element is secured to the second connection piece. This embodiment is of particular interest when the coupling of the connecting pieces is achieved by a displacement of the first connecting piece. The sensor can then provide the sensing information to the actuator without any data link (wired or wireless) between the electric vehicle and the charging station.
    The first connecting piece comprises for example a male element and the second connecting piece a female element. The female element is then arranged to accommodate the male element during a coupling. Preferably, the detectable element and the sensor are arranged such that, in the proximity position, the male element is partially inserted into the female element. The notion of proximity between the connecting pieces then corresponds to a partial insertion of the male element into the female element.
    According to a particular embodiment, the male element comprises a first tube and a second tube arranged end to end, possibly concentrically, the first tube having a first diameter and the second tube having a second diameter, strictly smaller than the first diameter. . The female element comprises a first bore and a second bore arranged end to end, possibly concentrically, the first bore having a third diameter and the second bore having a fourth diameter, strictly smaller than the third diameter and the first diameter, male element and the female element being arranged so that, in the connection position, the first tube is inserted into the first bore and the second tube is inserted into the second bore. The first and third diameters may be equal to a close operating clearance. Similarly, the second and fourth diameters may be equal, with a close operating clearance. The detectable element and the sensor can then be arranged so that, in the proximity position, the second tube is inserted at least partially in the first bore.
    Advantageously, the detectable element and the sensor are arranged so that, in the proximity position, the second tube is further partially inserted into the second bore. In other words, the second tube is inserted into the first bore and partially into the second bore.
    In the context of the present invention, a partial insertion of a male member into a female member means that the male member has penetrated the female member without having reached an end position, corresponding to the connection position.
    The first and the second tube may have a cylindrical overall shape, for example circular section. The tubes may also have other shapes. In this case, the diameters considered are the diameters of circumscribed circles in the section of the tubes.
    According to this last particular embodiment, the sensor may be located at a free end of the second tube and the detectable element located at a junction between the first bore and the second bore.
    According to another particular embodiment, the male element comprises a single tube having a first diameter and the female element comprises a single bore having a second diameter. The male element and the female element can then be arranged so that, in the proximity position, the tube is partially inserted into the bore. The first and second diameters may be equal, with a close operating clearance.
    According to a first variant embodiment, the operation of the sensor is based on purely magnetic properties. The detectable element comprises for example a magnet and the sensor a magnetic sensor. This embodiment variant has the advantage of not introducing an electromagnetic field capable of disturbing electrical signals passing through electrical conductors located in the vicinity of the security system. In this case, the electromechanical coupling assembly may comprise a limit switch sensor operating by electrical contact, as indicated below. The operation of this limit switch is not influenced by the presence of the magnet.
    According to a second variant embodiment, the operation of the sensor is based on radio frequency identification technology, better known by the acronym "RFID". The detectable element comprises for example a radio frequency identification tag and the sensor a radio frequency identification reader. The use of RFID technology allows the sensor to identify the connection piece bearing the RFID tag. It can in particular be used to check the possibility of pairing connecting parts or to adapt the charging of the electric vehicle, for example the voltage applied for recharging. The detectable element is for example mounted in the electric vehicle and arranged to transmit identification information of the electric vehicle to the sensor when the detectable element is in the predetermined vicinity of the sensor. This identification information can in particular be used to verify that the electric vehicle is suitable for recharging on the charging station or that it has the authorization to recharge on this charging station. The maximum amplitude Fimax is preferably determined so as to limit or even prevent any risk of injury to a person. It is more particularly less than or equal to 100N, for example of the order of 70N. The invention also relates to an electromechanical coupling assembly adapted to equip a charging station and an electric vehicle. The electromechanical coupling assembly comprises: a first connection piece, a second connection piece, the first and second connection pieces being arranged to be able to electrically and mechanically couple, an actuator arranged to be able to move the first connecting piece relatively at the second connecting piece between a connection position, in which the connecting pieces are coupled together, and a folding position, in which the connecting pieces are not coupled together, and a securing system as described above.
    According to a particular embodiment, the actuator is arranged to be able to move the first connecting piece relative to the second connecting piece by a translational movement, the male element and the female element being able to couple by this means. translational movement. The actuator comprises for example a jack or a screw type mechanism. The electromechanical coupling assembly may further comprise an end-of-travel sensor, arranged to detect a positioning of the first connection piece in the connection position. In other words, the end-of-stroke sensor can be arranged to detect the end of the coupling phase of the connecting pieces. This positioning information can in particular be used to trigger an electrical energy transfer from the charging station to the electric vehicle. The invention also relates to a recharging station for recharging electrical energy of an electric vehicle. The charging station comprises: a power supply source, a first connection piece electrically connected to the power supply source and adapted to electrically and mechanically couple to a second connection part of the electric vehicle, an actuator arranged to to be able to move the first connecting piece relative to the second connecting piece between a connection position, in which the connecting pieces are coupled together, and a folding position, in which the connecting pieces are not coupled to each other, a sensor, secured to the first connection piece and configured to provide a detection signal taking a so-called detection value, when a detectable element, integral with the second connection piece, is located in a predetermined vicinity of the sensor, and a so-called non-detection value, when the detectable element is outside the predetermined inage of the sensor, said sensor being arranged relative to the detectable element so that, when the first connecting piece is in a so-called proximity position, intermediate between the folded position and the connection position, the sensor provides a detection signal taking the detection value, and a control unit, arranged to drive the actuator according to said detection signal, the control unit controlling a displacement of the first connecting piece from the folding position to the proximity position, with a force whose amplitude is less than or equal to a maximum amplitude Fimax, and controlling a displacement of the first connecting piece from the proximity position to the connection position, with a force of amplitude is greater than said maximum amplitude F 1max-
    The different features described with reference to the securing system and the electromechanical coupling assembly apply to the charging station. The invention finally relates to a method of electromechanical coupling of an electric vehicle with a charging station, the recharging station comprising: a power supply source, and a first connection piece electrically connected to the power source electrical connector and adapted to assume a connection position, in which it is electrically and mechanically coupled to a second connecting part of the electric vehicle, a folding position, in which it is not coupled to the second connecting piece, and a said proximity position, in which it is located in an intermediate position between the folded position and the connection position.
    The coupling method comprises a step of moving the first connecting piece relative to the second connecting piece, with a force whose amplitude is less than or equal to a maximum amplitude Fimax, between the folded position and the proximity position. , and with a force whose amplitude is greater than said maximum amplitude Fimax between the proximity position and the connection position.
    According to a particular embodiment, the coupling method comprises, during the step of moving the first connecting piece relative to the second connecting piece, a monitoring step, in which it is sought if the first piece of connection is positioned or not in the intermediate position by the use of a sensor integral with one of the connection pieces and a detectable element secured to the other connection piece, the detectable element being able to be detected by the sensor.
    DESCRIPTION OF THE FIGURES Other advantages and particularities of the invention will appear on reading the detailed description of implementations and non-limiting embodiments, with reference to the appended drawings, in which: FIG. 1 schematically represents an example of electric vehicle and charging station equipped with a security system according to the invention; FIG. 2 represents a first example of an electromechanical coupling assembly equipped with the security system according to the invention, in a so-called folded position; FIG. 3 represents the coupling assembly of FIG. 2, in a so-called proximity position; - Figure 4 shows the coupling assembly of Figures 2 and 3, in a so-called connection position; and FIG. 5 represents a second example of an electromechanical coupling assembly equipped with the security system according to the invention, in the folded position.
    Description of embodiments
    The embodiments described hereinafter being in no way limiting, it will be possible in particular to consider variants of the invention comprising only a selection of characteristics described, subsequently isolated from the other characteristics described, if this selection of characteristics is sufficient. to confer a technical advantage or to differentiate the invention from the state of the prior art. This selection comprises at least one characteristic, preferably functional without structural details, or with only a part of the structural details if this part alone is sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art .
    FIG. 1 schematically represents, in a front view, an electric vehicle, for example of the bus or tram-bus type, positioned near a recharging station in order to allow it to be recharged with electrical energy. The term "tram-bus" designates a terrestrial public transport vehicle mounted on wheels and which is recharged at stations, in order not to require heavy rail or catenary type infrastructures on the road. Such an electric vehicle is recharged at each station by means of load elements of the station and a connector connecting said vehicle to said station. The electric vehicle 10 comprises an electrical energy storage device 11, for example of the battery or supercapacities type, and a connection piece 12 comprising a female element. The storage device 11 is electrically connected to a power train of the electric vehicle 10, not shown, to provide the electrical energy necessary for its movement. It is also electrically connected to the connecting piece 12 in order to receive electrical energy from the charging station 20.
    The charging station 20 is for example arranged near a traffic lane 30, for example at a stopping point, or station, provided for re-embarkation and disembarkation of passengers. The charging station 20 comprises a frame 21, a connection piece 22, an actuator 23 and a control unit 24. It also comprises a power supply source, not shown. The power source may comprise a pair of electrical terminals able to be electrically connected to the connection piece 22. It may also comprise a controlled switch and / or an energy converter such as a rectifier and, more generally, any electrotechnical system for charging and discharging operation of an electrical energy storage device from a power source. The actuator 23 is mounted on an upper end of the frame 21, so as to limit its accessibility for the users of the electric vehicle. The connecting piece 22 comprises a male element intended to be coupled with the female element of the connection piece 12. It is mounted on a movable part of the actuator 23, so as to be able to take a so-called folding position. , in which it is not coupled to the connecting piece 12, and a connection position, in which it is coupled to the connection piece 12. In the folded position, the connecting piece 22 must be sufficiently separated from the traffic lane 30 so as not to constitute a possible obstacle for the electric vehicle 10, when it circulates on the taxiway 30, and in particular when it is positioned near the charging station 20 to be recharged. In Figure 1, the connecting piece 22 is located in an intermediate position between the folded position and the connection position. The actuator 23 comprises for example a jack, arranged to move the connecting piece 22 along a translation axis perpendicular to the longitudinal axis of the travel path 30. The control unit 24 is arranged to drive the actuator 23 and the power source. In particular, it can control the actuator 23 so that it positions the connecting piece 22 in the folded position or in the connection position. The control unit 24 can also control the transfer of electrical energy between the power source and the storage device 11, for example by controlling the opening of a controlled switch located between the power source and the workpiece connection 22.
    Figures 2, 3 and 4 show in greater detail, in a longitudinal sectional view, a first embodiment of an electromechanical coupling assembly according to the invention. They represent this coupling assembly in a so-called folded position, in a so-called proximity position, and in a so-called connection position, respectively. By way of illustration, the electromechanical coupling assembly is described as corresponding to that of FIG. 1. This electromechanical coupling assembly 40 comprises the connecting piece 12 mounted on the electric vehicle 10, the connecting piece 22 mounted on the charging station 20 and the actuator 23, not shown in these figures. The connecting piece 22 comprises a first cylindrical tube 221 and a second cylindrical tube 222 arranged end to end and concentrically. The cylindrical tube 222 is located at the free end of the connecting piece 22. The cylindrical tube 221 has a diameter Di, for example equal to 50mm, and the cylindrical tube 222 has a diameter Ü2, for example equal to 40mm. The diameter D2 must be strictly smaller than the diameter D1. The cylindrical tubes 221 and 222 have for example a circular section. They form a male element of the connecting piece 22. Complementarily, the connecting piece 12 comprises a first bore 121 of diameter D3 and a second bore 122 of diameter D4. The diameters D1 and D3 may be substantially equal, the diameter D1 being preferably less than the diameter D3 to allow a free play. Similarly, the diameters D2 and D4 may be substantially equal, the diameter D2 being preferably less than the diameter D4 to allow a free play. The connecting piece 12 further comprises a receiving cone 123, arranged to mechanically guide the connecting piece 22 during its coupling with the connecting piece 12. The bore 121 opens out at a first end into the bore 122 and through a second end in the receiving cone 123. The bores 121 and 122 have a shape complementary to the cylindrical tubes 221 and 222, respectively, to allow insertion of the cylindrical tube 221 in the bore 121 and simultaneous insertion of the cylindrical tube 222 in the bore 122. In this configuration, the connection position between the connecting pieces 12 and 22 is defined by the position in which the cylindrical tube 221 abuts against the bore 122, as shown in FIG. electromechanical coupling assembly 40 further comprises a securing system 41 arranged to couple the connecting pieces 12 and 22 with an effort of int. This will vary depending on the relative proximity of these connecting pieces. The security system 41 comprises a detectable element 411, a sensor 412 and a control unit 413. The sensor 412 is secured to the connection piece 22. It is mounted at one end of the cylindrical tube 222, for example in a housing formed in the cylindrical tube 222. The detectable element 411 is placed, for example, in an orifice 124 of the connecting piece 12, opening on the one hand on an outer surface of the connecting piece 12 and on secondly at the junction of the bores 121 and 122. The detectable element 411 is secured to the connection piece 12. It is for example inserted into the connecting piece 12 by placing it on the end of a screw adapted to The detectable element 411 and the sensor 412 are arranged relative to one another so that the sensor 412 can detect the detectable element 411 when it reaches the vicinity of the junction between the bores 12 1 and 122. The so-called detection zone, in which the detectable element 411 is capable of being detected by the sensor 412, is illustrated by a circle 414. This circle schematizes a spherical contour whose center is situated at the level of the detectable element 411. The radius of the circle 414 is for example equal to 50mm. The detection zone is obviously schematic, its contour being able to be influenced in particular by the geometry and the material of the connecting piece 12, as well as by the detection technology used by the sensor 412. Moreover, the sensor 412 and the element detectable 411 must be arranged so that the detection zone has a contour adapted to the dimensions of the connecting pieces 12 and 22.
    The sensor 412 is fixed on the connection piece 22 and, more particularly, at the free end of the cylindrical tube 222. It is for example inserted into a housing made in the cylindrical tubes 221 and 222. This housing, not shown , opens for example on the end of the cylindrical tube 221 opposite the junction with the cylindrical tube 222. The sensor 412 is arranged to provide a detection signal to the control unit 413 according to the detection of the detectable element 411. The detection signal takes a so-called detection value, when the sensor 412 detects the detectable element 411, and a so-called non-detection value otherwise. The detection signal can be transmitted by wire transmission means or by wireless transmission means. The sensor 412 comprises for example a magnetic sensor. The detectable element 411 can then be a simple magnetic magnet. The sensor 412 may comprise, alternately, a radio frequency identification reader (RFID). The detectable element 411 is then an RFID tag, arranged to exchange identification data. The RFID tag can in particular store and communicate data relating to the electric vehicle that it equips. This data is not necessarily processed for its content, but may be used only to indicate the proximity of the RFID tag to the RFID reader.
    The positioning of the detectable element 411 on the connection piece 12 and the sensor 412 on the connecting piece 22 makes it possible to identify a so-called position of proximity of the connecting piece 22 with respect to the connection piece 12, as illustrated. In this position, the cylindrical tube 222 is inserted into the bore 121, but is not inserted into the bore 122. In this position, the coupling between the connecting pieces 12 and 22 does not occur. so is only partial. This partial coupling generally no longer allows the introduction of a foreign body between the connecting pieces 12 and 22. It should be noted that, according to the respective positions of the detectable element 411 and the sensor 412, the detection can be effective. for several relative positions of the connecting pieces 12 and 22. In this case, several proximity positions are defined. However, the proximity position with the most interest is the first observed during a coupling.
    Figure 4 shows the electromechanical coupling assembly 40 in the connection position. In this position, the connecting pieces 12 and 22 are coupled and allow a transfer of electric current from the charging station 20 to the electric vehicle 10. The cylindrical tube 221 is inserted into the bore 121 and abuts against the 122. The cylindrical tube 222 is inserted into the bore 122, without being in abutment against the bottom of this bore 122. The control unit 413 is arranged to influence the behavior of the actuator 23 as a function of the detection signal. . It is thus connected to the control unit 24 driving the actuator 23. In a particular embodiment, the control unit 413 is integrated in the control unit 24. More precisely, the control unit 413 is arranged to control a displacement of the connecting piece 22 from the folded position to the proximity position, with a force whose amplitude Fi is less than or equal to a maximum amplitude Fimax, and controlling a displacement of the piece of connection 22 from the proximity position to the connection position, with a force whose amplitude F2 is greater than or equal to the maximum amplitude Fimax. More particularly, the amplitude F2 may be greater than a minimum amplitude F2min. The minimum amplitude F2min is greater than the maximum amplitude Fimax. The minimum amplitude F2min is for example equal to 450N and the maximum amplitude Fimax equal to 70N. Thus, before any detection, that is to say between the retracted position and the proximity position, the maximum effort involved for the displacement of the connection piece 22 is relatively limited, thus preventing injury or damage when inserting a foreign object. On the other hand, after a first detection, that is to say between the proximity position and the connection position, the connecting piece 22 is moved with a greater force, allowing a correct coupling with the connecting piece 12.
    FIG. 5 represents, in a longitudinal sectional view similar to FIGS. 2 to 4, a second embodiment of an electromechanical coupling assembly 50 according to the invention. In this embodiment, the connecting piece 51 of the electric vehicle 10 comprises a female element formed by a single bore 511 and the connecting piece 52 of the charging station 20 comprises a male element formed by a single cylindrical tube 521. L Bore 511 has a diameter D5 and the cylindrical tube 521 has a diameter Ü6. These diameters D5 and Ü6 are for example equal to 50mm. The diameters may differ in order to introduce a set of operation and facilitate the coupling of the connecting pieces 51 and 52. The connecting piece 51 further comprises a receiving cone 123 into which the bore 511 opens. The receiving cone 123 is arranged to guide the connecting piece 52 during its coupling. The electromechanical coupling assembly 50 is also equipped with the securing system 41 described with reference to FIGS. 2 to 4. The detectable element 411 is integral with the connecting piece 51. It is for example inserted into a hole 512 of the part connection 51, opening on the one hand on an outer surface of the connection piece 51 and on the other hand in the bore 511. The sensor 412 is integral with the connecting piece 52. It is for example inserted in a housing formed at a free end of the cylindrical tube 521.
    In FIG. 5, the electromechanical coupling assembly 50 is illustrated in the folded position, the cylindrical tube 521 not being inserted (even partially) into the bore 511 and the sensor 412 not detecting the detectable element 411 In the position of proximity, not shown, the cylindrical tube 521 is partially inserted in the bore 511, the sensor 412 detecting the detectable element 411. The coupling of the connecting pieces 51 and 52 is then completed with a force of greater amplitude. In the connection position, the cylindrical tube 521 for example abuts against the bottom of the bore 511.
    Of course, the invention is not limited to the examples that have just been described and many adjustments can be made to these examples without departing from the scope of the invention. In particular, the connecting piece 12 is shown in FIG. 1 as being installed on a roof of the electric vehicle 10. However, the connecting piece 12 could be located on another part, in particular at the junction between the roof and a side of the electric vehicle 10 or at the chassis of the electric vehicle 10, the connecting piece 22 coming to mate with the connecting piece 12 by displacement along a vertical axis. In addition, the various features, shapes, variants and embodiments of the invention may be associated with each other in various combinations to the extent that they are not incompatible or exclusive of each other.
    权利要求:
    Claims (19)
    [1" id="c-fr-0001]
    A securing system (41) for an electromechanical coupling assembly (40; 50) adapted to equip a charging station (20) and an electric vehicle (10), the electromechanical coupling assembly (40; 50) comprising: a first connecting piece (22, 52), a second connecting piece (12, 51), the first and second connecting pieces being arranged to be able to couple electrically and mechanically, and an actuator (23) arranged to be able to move the first connecting piece (22, 52) relative to the second connecting piece (12, 51) between a connecting position, in which the connecting pieces (12, 22, 51, 52) are coupled together, and a folding position, in which the connecting pieces (12, 22, 51, 52) are not coupled to each other, the security system (41) comprising: a detectable element (411) integral with one of the pieces of connection (12, 22, 51,52), a sensor (412), the other connecting piece (22, 12, 52, 51), the sensor (412) being configured to provide a detection signal taking a so-called detection value, when the detectable element (411) is in a predetermined neighborhood (414) of the sensor (412), and a so-called non-detection value, when the detectable element (411) is outside the predetermined neighborhood (414) of the sensor (412), the detectable element (411) ) and the sensor (412) being arranged so that, when the first connecting piece (22, 52) is in a so-called proximity position, intermediate between the folding position and the connecting position, the sensor (412) providing a detection signal taking said detection value, and a control unit (24, 413), arranged to drive the actuator as a function of said detection signal, the control unit controlling a movement of the first connection piece ( 22, 52) from the retracted position to the proximity position, with a force whose amplitude is less than or equal to a maximum amplitude F-imax, and controlling a displacement of the first connecting piece (22, 52) from the proximity position to the position of connection, with a force whose amplitude is greater than said maximum amplitude Fimax.
    [2" id="c-fr-0002]
    The security system (41) according to claim 1, wherein the control unit (24, 413) is arranged to control a movement of the first connecting piece (22, 52) from the proximity position to the connection position with a force whose amplitude is greater than a minimum amplitude F2min, said minimum amplitude F2min being greater than said maximum amplitude F 1max-
    [3" id="c-fr-0003]
    3. Securing system (41) according to claim 2, wherein said minimum amplitude F2min is greater than or equal to 350N, for example of the order of 450N.
    [4" id="c-fr-0004]
    4. Securing system (41) according to one of the preceding claims, wherein the sensor (412) is integral with the first connecting piece (22, 52), the detectable element (411) being secured to the second piece connection (12, 51).
    [5" id="c-fr-0005]
    5. Securing system (41) according to one of the preceding claims, wherein the first connecting piece (22, 52) comprises a male member (221, 222, 521) and the second connecting piece (12, 51). comprises a female element (121, 122, 511), the female element (121, 122, 511) being arranged to be able to receive the male element (221, 222, 521) during a coupling, the detectable element ( 411) and the sensor (412) being arranged such that, in the proximity position, the male member (221, 222, 521) is partially coupled to the female member (121, 122, 511).
    [6" id="c-fr-0006]
    6. Securing system (41) according to the preceding claim, wherein the male element comprises a first tube (221) and a second tube (222) arranged end to end, the first tube (221) having a first diameter (Di ) and the second tube (222) having a second diameter (D2), strictly smaller than the first diameter (D1), the female element having a first bore (121) and a second bore (122) arranged end to end, the first bore (121) having a third diameter (D3) and the second bore (122) having a fourth diameter (D4), strictly smaller than the third diameter (D3) and the first diameter (D1), the male element (221, 222 ) and the female element (121, 122) being arranged so that, in the connection position, the first tube (221) is inserted into the first bore (121) and the second tube (222) is inserted into the second bore (122), the detectable element (411) and the sensor (412) being arranged such that, in the proximity position, the second tube (222) is inserted at least partially into the first bore (121).
    [7" id="c-fr-0007]
    7. security system (41) according to the preceding claim, wherein the detectable element (411) and the sensor (412) are arranged so that, in the proximity position, the second tube (222) is inserted partially in the second bore (122).
    [8" id="c-fr-0008]
    8. Security system (41) according to one of claims 6 and 7, wherein the sensor (412) is located at a free end of the second tube (222), the detectable element (411) being located at a junction between the first bore (121) and the second bore (122).
    [9" id="c-fr-0009]
    9. Security system (41) according to claim 5, wherein the male element comprises a single tube (521) and the female element comprises a single bore (511), the male element and the female element being arranged so that in the proximity position the tube (521) is partially inserted into the bore (511).
    [10" id="c-fr-0010]
    10. Securing system (41) according to one of the preceding claims, wherein the detectable element (411) comprises a magnet and the sensor (412) comprises a magnetic sensor.
    [11" id="c-fr-0011]
    The security system (41) according to one of claims 1 to 9, wherein the detectable element (411) comprises a radio frequency identification tag and the sensor (412) comprises a radio frequency identification reader.
    [12" id="c-fr-0012]
    12. Security system (41) according to one of the preceding claims, wherein the detectable element (411) is mounted in the electric vehicle (10) and is arranged to transmit identification information of the electric vehicle to the sensor ( 412) when the detectable element (411) is in the predetermined vicinity of the sensor (412).
    [13" id="c-fr-0013]
    13. Security system (41) according to one of the preceding claims, wherein said maximum amplitude Fimax is less than or equal to 100N, for example of the order of 70N.
    [14" id="c-fr-0014]
    14. An electromechanical coupling assembly (40; 50) adapted to equip a charging station (20) and an electric vehicle (10), the electromechanical coupling assembly (40; 50) comprising: a first connection piece (22; 52), a second connecting piece (12, 51), the first and second connecting pieces being arranged to be electrically and mechanically engageable, an actuator (23) arranged to be able to move the first connecting piece (22, 52). relative to the second connecting piece (12, 51) between a connection position, in which the connecting pieces (12, 22, 51, 52) are coupled together, and a folding position, in which the pieces of connection (12, 22, 51, 52) are not coupled to each other, and a securing system (41) according to one of the preceding claims.
    [15" id="c-fr-0015]
    15. electromechanical coupling assembly (40; 50) according to the preceding claim, comprising a securing system (41) according to claim 5, the actuator (23) being arranged to be able to move the first connecting piece (22, 52). relative to the second connecting piece (12, 51) by a translation movement, the male element (221, 222, 521) and the female element (121, 122, 511) being able to mate by this movement translation.
    [16" id="c-fr-0016]
    An electromechanical coupling assembly (40; 50) according to one of claims 14 and 15 further comprising a limit sensor arranged to detect a positioning of the first connection piece (22,52) in the connection position.
    [17" id="c-fr-0017]
    17. Charging station (20) for recharging electrical energy of an electric vehicle (10), the charging station (20) comprising: a power supply source, a first connecting piece (22, 52) connected electrically to the power source and adapted to electrically and mechanically couple to a second connecting piece (12, 51) of the electric vehicle (10), an actuator (23) arranged to move the first connecting piece ( 22, 52) relative to the second connecting piece (12, 51) between a connecting position, in which the connecting pieces (12, 22, 51, 52) are coupled together, and a folding position, in which the connecting pieces (12, 22, 51, 52) are not coupled to each other, a sensor (412), integral with the first connection piece (22, 52) and configured to provide a detection signal taking a value called detection, when an element of etectable (411), secured to the second connecting piece (12, 51), is located in a predetermined neighborhood (414) of the sensor (412), and a so-called non-detection value, when the detectable element (411) is outside the predetermined vicinity (414) of the sensor (412), said sensor (412) being arranged relative to the detectable element (411) so that when the first connecting piece (22, 52) is in a so-called proximity position, intermediate between the folded position and the connection position, the sensor (412) provides a detection signal taking the detection value, and a control unit (24, 413), arranged to control the actuator (23) according to said detection signal, the control unit (24, 413) controlling a displacement of the first connecting piece (22, 52) from the folded position to the proximity position, with a force whose amplitude is less than or equal to a maximum amplitude ale Fimax, and controlling a displacement of the first connecting piece from the proximity position to the connection position, with a force whose amplitude is greater than said maximum amplitude Fimax.
    [18" id="c-fr-0018]
    A method of electromechanically coupling an electric vehicle (10) with a charging station (20), the charging station (20) comprising: a power source, and a first connection piece (22, 52). electrically connected to the power source and adapted to assume a connection position, in which it is electrically and mechanically coupled to a second connecting piece (12, 51) of the electric vehicle (10), a folding position, in it is not coupled to the second connecting piece, and a so-called proximity position, in which it is located in an intermediate position between the folded position and the connection position, the coupling method comprising a moving step the first connecting piece (22, 52) relative to the second connecting piece (12, 51), with a force whose amplitude is less than or equal to a maximum amplitude Fimax, between the fallback position and the proximity position, and with a force whose amplitude is greater than said maximum amplitude Fimax, between the proximity position and the connection position.
    [19" id="c-fr-0019]
    19. Coupling method according to the preceding claim, comprising, during the step of moving the first connecting piece (22, 52) relative to the second connecting piece (12, 51), a monitoring step, in which is sought if the first connecting piece (22, 52) is positioned or not in the intermediate position by the use of a sensor (412) integral with one of the connecting pieces (12, 22, 51). , 52), and a detectable element (411) integral with the other connecting piece (22, 12, 52, 51), the detectable element (411) being able to be detected by the sensor (412) .
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    同族专利:
    公开号 | 公开日
    EP3400147A1|2018-11-14|
    WO2017118555A1|2017-07-13|
    CA3009899A1|2017-07-13|
    US20190232809A1|2019-08-01|
    JP2019504599A|2019-02-14|
    FR3046383B1|2018-01-26|
    BR112018013568A2|2018-12-04|
    CN108473068A|2018-08-31|
    KR20180100397A|2018-09-10|
    SG11201805543UA|2018-07-30|
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    法律状态:
    2017-01-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-07-07| PLSC| Publication of the preliminary search report|Effective date: 20170707 |
    2018-01-26| PLFP| Fee payment|Year of fee payment: 3 |
    2020-01-28| PLFP| Fee payment|Year of fee payment: 5 |
    2021-10-08| ST| Notification of lapse|Effective date: 20210905 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1650071A|FR3046383B1|2016-01-06|2016-01-06|SECURING SYSTEM FOR AN ELECTROMECHANICAL COUPLING ASSEMBLY, RECHARGING STATION OF AN ELECTRIC VEHICLE PROVIDED WITH SUCH A SYSTEM, AND ASSOCIATED COUPLING METHOD|
    FR1650071|2016-01-06|FR1650071A| FR3046383B1|2016-01-06|2016-01-06|SECURING SYSTEM FOR AN ELECTROMECHANICAL COUPLING ASSEMBLY, RECHARGING STATION OF AN ELECTRIC VEHICLE PROVIDED WITH SUCH A SYSTEM, AND ASSOCIATED COUPLING METHOD|
    CA3009899A| CA3009899A1|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such a system and associated coupling method|
    BR112018013568A| BR112018013568A2|2016-01-06|2016-12-15|security system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such system and associated coupling method|
    JP2018535306A| JP2019504599A|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle comprising the system, and related methods|
    EP16819047.8A| EP3400147A1|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such a system and associated coupling method|
    US16/063,973| US20190232809A1|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such a system and associated coupling method|
    SG11201805543UA| SG11201805543UA|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such a system and associated coupling method|
    CN201680077991.0A| CN108473068A|2016-01-06|2016-12-15|For the security system of mechanical-electric coupling component, the charging station for the electric vehicle with the system and correlative coupling method|
    KR1020187022411A| KR20180100397A|2016-01-06|2016-12-15|Safety systems for electromechanical coupling assemblies, charging stations for electric vehicles equipped with such systems, and related coupling methods|
    PCT/EP2016/081262| WO2017118555A1|2016-01-06|2016-12-15|Safety system for an electromechanical coupling assembly, charging station for an electric vehicle provided with such a system and associated coupling method|
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