EP4010217A1 - Mobile ladestation für ein elektrofahrzeug - Google Patents
Mobile ladestation für ein elektrofahrzeugInfo
- Publication number
- EP4010217A1 EP4010217A1 EP20735165.1A EP20735165A EP4010217A1 EP 4010217 A1 EP4010217 A1 EP 4010217A1 EP 20735165 A EP20735165 A EP 20735165A EP 4010217 A1 EP4010217 A1 EP 4010217A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- charging
- control unit
- adapter element
- electric vehicle
- charge control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000004891 communication Methods 0.000 claims abstract description 23
- 238000000034 method Methods 0.000 claims description 11
- 238000012544 monitoring process Methods 0.000 claims description 11
- 238000005516 engineering process Methods 0.000 claims description 3
- 238000009434 installation Methods 0.000 description 5
- 238000013021 overheating Methods 0.000 description 5
- 230000032683 aging Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 241000033695 Sige Species 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- QVFWZNCVPCJQOP-UHFFFAOYSA-N chloralodol Chemical compound CC(O)(C)CC(C)OC(O)C(Cl)(Cl)Cl QVFWZNCVPCJQOP-UHFFFAOYSA-N 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010616 electrical installation Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
- B60L53/18—Cables specially adapted for charging electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/66—Data transfer between charging stations and vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the invention relates to a device for electrically charging an accumulator of an electric vehicle with a charge control unit to which a power plug connector is connected on the consumer side and a first adapter element is connected to the mains side, and a second adapter element that can be connected to the first adapter element and is connected to a mains connector.
- the electromobility market is developing rapidly.
- the various players have different interests here. This also applies in particular to charging the battery packs in electric vehicles.
- the users of electric vehicles are interested in charging the electric vehicle as completely as possible in the shortest possible time, anywhere and at any time.
- a comprehensive and flexible charging infrastructure is required for this.
- the providers of the charging infrastructure must always communicate with the network operators of the electrical supply networks as to whether the supply network is at all suitable for installing charging stations at the respective locations.
- the fixed charging stations have so far been mainly located at motorway service stations, petrol stations, in densely populated inner city areas, parking garages and, last but not least, in private households. These charging stations are generally suitable for charging the vehicles in a short time with a relatively high output.
- a charging cable is used in the prior art, which is provided with an IEC type 2 adapter (plug or coupling) at both ends.
- the charging voltage and charging power can be set differently by means of a control line integrated into the charging cable from plug to plug.
- the charging station usually uses pulse width modulation to report the maximum current that can be made available by the charging station.
- the electric vehicle in turn can "communicate" with the charging station, for example via an integrated electronic component.
- the flexible, locally indeterminate charging of electric vehicles affects the distribution networks in the medium and low voltage levels.
- These distribution networks are designed for the peak load in the respective supply area. Charging the electric vehicles can change the load profile and the peak load can also increase, so that the technical specifications of the legislation can no longer be met by the existing networks. Therefore, the influence of the mobile chargers on the peak load must be taken into account and coordinated with the network operator. In particular, if many charging processes are to be carried out locally at the same time, this can also pose problems for the supply network.
- DE 102014201 764 A1 discloses an electrical connection device for a La detent for charging an electric vehicle, which has a network-side first connection means for electrically connecting the connection device to an electrical supply network and a charging cable-side second connection means for connecting the connection device to a network-side plug of the charging cable the first
- the connecting means has a first temperature sensor which is electrically connected to the second connecting means via a communication line.
- the second connection means has a further contact in order to transmit a signal from the temperature sensor to the charging cable.
- a similar device with a temperature sensor is disclosed in GB 2 489 988 A.
- a device for the flexible electrical charging of a battery of an electric vehicle with a charge control unit to which a power connector is connected on the consumer side and a first adapter element is connected to the network side, and a second adapter element that can be connected to the first adapter element and that is equipped with a Mains connector is firmly connected.
- a first signal line is provided between the first adapter element and the charge control unit, via which at least one feature assigned to the second adapter element and / or the mains connection plug can be queried.
- the first signal line is preferably in addition to the electrical charging line.
- the type of mains connection plug can be determined and, based on this, the current for charging the electric vehicle and other parameters can be set by the control device, ie the charge control unit.
- the control device ie the charge control unit.
- This makes it possible to charge the electric vehicle via a large number of conventional network connections, which are available in significantly larger numbers than special, permanently installed charging stations.
- the location for charging is also no longer specified by the location of the permanently installed charging station. This results in significantly improved local flexibility and usage options.
- the charge control unit can be bridged in terms of performance and communication technology in such a way that it does not carry any power when a predetermined plug type is recognized. This measure is particularly useful when the electric vehicle is to be connected to a standard charging station via the device according to the invention.
- an (IEC) Type 2 plug for example, has been recognized as the mains connection plug.
- the communication and in particular the power control then do not have to take place via the charge control unit.
- the connection between the standard charging station and the electric vehicle is therefore similar to the connection described above Charging process with standardized type 2 connectors.
- the charge control unit is set up in such a way that it recognizes the IEC type 2 connection within a very short time without it already carrying power. In particular, during the bridging it is technically ensured that no harmonic waves or other interference signals are sent from the charge control unit to the charging station.
- the feature can preferably be queried via a resistor encapsulated in the second adapter element.
- the resistance value is assigned to a certain type of mains connector so that the charge control unit can set the charging current to the type of connector.
- another (electronic) component can also be provided in the second adapter element or in the mains connector.
- a further development of the invention provides that a second signal line is installed between the second adapter element and the mains connection plug and means for temperature monitoring are provided in the mains connection plug, the means for temperature monitoring being able to be queried via the second signal line. If the mains connection is overloaded, be it due to wear and tear or incorrect installation, it can overheat. This overheating is detected by the means for temperature monitoring and measures can be taken to counteract the overheating. Suitable means for temperature monitoring are, for example, bimetal switches or thermistors. If overheating is detected, this can be passed on to the charge control unit via the signal lines.
- the charging control unit If such an excess temperature is detected, it is useful if means are provided in the charging control unit which trigger a controlled shutdown of the charging process when a temperature excess is detected in order to avoid damage.
- the controlled shutdown can be carried out by a control unit integrated in the charge control unit.
- the charge control unit can be controlled via a communication interface.
- the communication interface can be hard-wired or wireless.
- the device can communicate with both the consumer and upstream network-side participants communicate.
- the current status of the battery can be queried on the consumer side and specifications relating to the desired charging time, the minimum charge status, the latest time of full charge or the like can be transmitted.
- Vehicle identification data can also be transmitted in this way.
- Upstream network-side participants can be, for example, the network operator himself, but also operators of larger parking spaces with a large number of locally concentrated charging options.
- the latter can then control the charging of the electric vehicles by means of the communication interface in such a way that a peak load agreed with the network operator or a peak load specified by the network operator or the (house) infrastructure or short-term reduced or increased peak load is not exceeded and at the same time the requirements with regard to the consumer specifications be taken into account. Based on this, individual charging processes can be prioritized.
- the charge control unit is designed in such a way that consumer-side signals from the electric vehicle can be passed through to a network-side controller.
- This enables direct communication between the electric vehicle and the charging station, for example via pulse width modulation (PWM) or the like.
- PWM pulse width modulation
- Fig. 1 schematically part of a device according to the invention in a first imple mentation form
- Fig. 2 shows schematically a device according to the invention in a second embodiment
- Fig. 3 schematically form a device according to the invention in a third embodiment.
- a part of the device according to the invention is shown according to a first embodiment.
- the device is used to electrically connect an electric vehicle 1 with a power supply for charging the battery of the electric vehicle 1.
- the device has a charge control unit 2 which is accommodated in a housing.
- a power plug connector 3 for example an IEC type 2 plug connector, via which the electric vehicle 1 is connected, is connected to the charge control unit 2 on the consumer side.
- a first adapter element 4 is connected to the charge control unit 2 on the network side.
- a second adapter element 5 can be connected to the first adapter element 4.
- the second adapter element 5 is in turn firmly connected to a mains connection plug 6, shown here as a single-phase Schuko plug 6.
- the mains connection plug 6 can also be, for example, a three-phase CEE plug which is usually designed for currents of 16 A or 32 A and is accordingly suitable for charging with 11 kVA or 22 kVA.
- the at least one feature enables the second adapter element 5 and thus in particular the mains connector 6 to be recognized.
- the feature via which the detection takes place can be implemented, for example, by means of a resistor encapsulated in the second adapter element 5, the voltage drop being measured accordingly.
- each different connector type is assigned its own resistance value, and this enables the charging control unit 2 to set the correct charging mode for the electric vehicle 1.
- the charge control unit 2 can thus determine further values, for example the expected charging time and the like.
- the Schuko plug 6 can be plugged into a household socket 8 and thus connected to the house electricity network.
- the electrical installation in a household is usually designed for a certain output, and the individual circuits on the house connection box are protected accordingly (e.g. up to 16 A). Consequently, the electric vehicle 1 can, at best, only charge with the current intensity to which the installation is at a maximum is designed. It should also be taken into account here that additional consumers can be connected in the same circuit at the same time.
- the temperature monitoring can be implemented, for example, via a bimetal contact integrated in the mains connection plug 6, but the use of thermistors or other suitable temperature monitoring means is also possible.
- a second signal line 9 is provided between the second adapter element 5 and the power connector 6, which is preferably also formed separately from the charging line. If the bimetal contact now opens, for example, this is recognized by the charge control unit 2 via the signal lines 7, 9, and the charge process can be stopped in a controlled manner by the charge control unit 2. This avoids damage to the electric vehicle 1 and the charging device on the consumer side as well as to the network side in the house installation.
- the signal lines 7, 9 are preferably arranged in the same jacket as the electrical charging line, but electrically separated therefrom and / or advantageously shielded, since interference is minimized.
- Usual signal lines have a cross section of 0.5 mm 2 , but can also have smaller and larger cross sections, for example from 0.25 mm 2 to 3 mm 2 .
- Fig. 2 shows a device according to the invention in a second embodiment.
- the electric vehicle 1 is connected here to a permanently installed charging column 10 by means of an IEC type 2 connector.
- the charge control unit 2 recognizes by means of the functionality described above that it is an IEC type 2 connector.
- the control of the charging process can consequently be implemented here directly between the charging station 10 and the electric vehicle 1 via the standard communication of the IEC type 2 connection. It is not necessary for the charge control unit 2 to become active or to intervene in a controlling manner.
- both the power connection and the communication connection of the charging control unit 2 can be bypassed via a bridge 11.
- the charge control unit 2 is not used by the power transmission. Rather, the charge control unit 2 recognizes in seconds that it is being bridged and prevents interference signals from being sent to the charging station 10 or the electric vehicle 1.
- the bridging 11 is shown schematically as an electrical line around the charging control unit 2 shown around. It goes without saying that the bridging 11 does not represent a separate component here, but is integrated in the housing of the charge control unit 2 in a suitable manner.
- FIG. 3 shows a further embodiment of devices according to the invention.
- the common network connection point 12 must in this case be coordinated with the responsible network operator in such a way that sufficient charging capacity is available.
- the connectable power of this network connection point 12 is set to a certain maximum power, which must not be exceeded. It therefore makes sense to provide communication between the network connection point 12, the charging stations 13 and / or the charging control units 2, which are each assigned to the electric vehicles 1. This enables load and information management to be carried out.
- the maximum loading The power of the individual charging stations 13 can be designed to be high, with the total load, that is to say the maximum power of the network connection point 12, not being exceeded. If only a few electric vehicles 1 are connected to the network connection point 12 at the same time, the charging power can be set relatively high to a maximum by means of the communication between the network connection point 12 and the charging stations 13. If, however, an electric vehicle 1 is to be charged at all charging stations 13, for example, the output of the individual charging stations 13 must be reduced accordingly or coordinated with one another.
- the communication is bidirectional, ie also from the electric vehicle 1 to the charging station 13 or network connection point 12.
- charging states can also be queried or specifications such as the minimum range, the latest time of full charge or similar can be taken into account.
- the type of car can also be determined in this way by transmitting and checking charging characteristics.
- the communication between the charging station (s) 13 and the network connection point 12 can take place via hard-wired signal lines, such as Ethernet cables, Powerline (PLC) or similar, as well as via suitable wireless communication technologies, such as Bluetooth, ANT +, LoRa, WLAN or Something similar can be realized.
- the charging stations 13 communicate wirelessly with a load management controller integrated in the network connection point 12.
- Communication between the charging station 13, charging control unit 2 and electric vehicle 1 is possible via the wired signal lines 7, 9 in the device according to the invention.
- wireless communication interfaces are conceivable, for example in the private application when using up to three charge control units 2, these can communicate with one another via the wireless interface.
- the state of charge of the individual electric vehicle 1 and the specifications regarding the minimum charge level and the latest full charge can be viewed or changed by the vehicle user, for example via an app.
- the app communicates with a transmitter and receiver unit integrated into the charge control unit 2, the electric vehicle 1 or the charging station 13.
- the device according to the invention can have means for identifying the electric vehicles 1.
- a camera or a scanner via which the electric vehicle 1 can be identified, can be provided on one or more components of the device, such as on the charge control unit 2, on one of the adapter elements. elements 4, 5 or on the cables between the components.
- suitable, suitable means can also be provided in or on the electric vehicle 1.
- the license plate of the electric vehicle 1 or a QR code in the vicinity of the charging socket of the electric vehicle 1 can be detected via the camera. In this way, useful data about the driving and charging behavior of the respective electric car 1 can also be recorded. It is also possible to bill the charging process via an account assigned to the electric vehicle 1.
- a direct interface for paying for the purchased energy can be provided at the charging stations 13 or charging stations 10, for example by means of a credit card or cell phone.
- This interface can also be implemented wirelessly via RFID (Radio Frequency Identification) or another wireless data communication standard such as NFC (Near Field Communication).
- RFID Radio Frequency Identification
- NFC Near Field Communication
- the present invention provides an improved device which enables more flexible and more comfortable charging of electric vehicles.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019121108.5A DE102019121108B3 (de) | 2019-08-05 | 2019-08-05 | Mobile Ladestation für ein Elektrofahrzeug |
PCT/EP2020/068104 WO2021023437A1 (de) | 2019-08-05 | 2020-06-26 | Mobile ladestation für ein elektrofahrzeug |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4010217A1 true EP4010217A1 (de) | 2022-06-15 |
Family
ID=71266674
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20735165.1A Pending EP4010217A1 (de) | 2019-08-05 | 2020-06-26 | Mobile ladestation für ein elektrofahrzeug |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP4010217A1 (de) |
DE (1) | DE102019121108B3 (de) |
WO (1) | WO2021023437A1 (de) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102021108004B4 (de) | 2021-03-30 | 2023-12-14 | Ford Global Technologies Llc | Ladevorrichtung für ein Elektrofahrzeug |
DE102021112424A1 (de) | 2021-05-12 | 2022-11-17 | Juice Technology AG | Mobile Ladevorrichtung und Verfahren zu deren Montage |
DE102021113254B3 (de) | 2021-05-21 | 2022-08-11 | Juice Technology AG | Mobile Ladevorrichtung |
DE102021115458A1 (de) | 2021-06-15 | 2022-12-15 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Universelle Elektrofahrzeug-Ladekabelanordnung |
DE102021206606A1 (de) | 2021-06-25 | 2022-12-29 | Robert Bosch Gesellschaft mit beschränkter Haftung | Versorgungskabel |
DE102021206603A1 (de) | 2021-06-25 | 2022-12-29 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verbinder eines elektrischen Versorgungskabels für ein Fahrzeug |
DE102021206601B4 (de) | 2021-06-25 | 2023-03-02 | Robert Bosch Gesellschaft mit beschränkter Haftung | Elektrisches Versorgungskabel für ein Fahrzeug |
DE102021119374A1 (de) | 2021-07-27 | 2023-02-02 | INRO Elektrotechnik GmbH | Mobiles Ladekabel und Netzanschlussstation |
DE202021104997U1 (de) | 2021-07-27 | 2021-09-27 | INRO Elektrotechnik GmbH | Mobiles Ladekabel und Netzanschlussstation |
CN114312418B (zh) * | 2022-03-16 | 2022-06-21 | 始途科技(杭州)有限公司 | 一种移动充电***及方法 |
DE102022112710B3 (de) | 2022-05-20 | 2023-07-27 | INRO Elektrotechnik GmbH | Dockingstation, Ladesystem und Computerprogrammprodukt |
DE102022118684A1 (de) | 2022-07-26 | 2024-02-01 | Still Gesellschaft Mit Beschränkter Haftung | Elektrisches Ladesystem zum elektrischen Laden eines batteriebetriebenen Fahrzeugs |
DE102022125282A1 (de) | 2022-09-30 | 2024-04-04 | Compleo Charging Solutions Ag | Versorgungsstation für elektrisch betreibbare Fahrzeuge |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2489988B (en) | 2011-04-15 | 2014-06-25 | Nissan Motor Mfg Uk Ltd | Improvements in electrical connections |
US9515498B2 (en) * | 2012-03-08 | 2016-12-06 | Panasonic Intellectual Property Management Co., Ltd. | Charging cable |
JP6098007B2 (ja) * | 2012-09-28 | 2017-03-22 | パナソニックIpマネジメント株式会社 | 電気接続用コネクタ |
DE102014201764A1 (de) * | 2014-01-31 | 2015-08-06 | Siemens Aktiengesellschaft | Elektrische Verbindungsvorrichtung und Ladekabel für ein Elektrofahrzeug |
DE202015104720U1 (de) * | 2015-09-04 | 2016-01-26 | Ralf Hildebrandt | Ladestation für Elektromobile mit mindestens einer daran anschließbaren Netzleitung |
-
2019
- 2019-08-05 DE DE102019121108.5A patent/DE102019121108B3/de active Active
-
2020
- 2020-06-26 EP EP20735165.1A patent/EP4010217A1/de active Pending
- 2020-06-26 WO PCT/EP2020/068104 patent/WO2021023437A1/de unknown
Also Published As
Publication number | Publication date |
---|---|
DE102019121108B3 (de) | 2020-09-24 |
WO2021023437A1 (de) | 2021-02-11 |
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