阅读说明：本技术 用于电动车辆的充电装置 (Charging device for electric vehicle ) 是由 托马斯·胡特纳 于 2020-10-16 设计创作，主要内容包括：本发明涉及一种用于电动车辆(20)的充电装置(1),其具有位于前部的充电插座(2)以及用于覆盖充电插座(2)的盖元件(12),该充电插座通过至少一个保持装置(3、5)连接到车身(21)。为了改进在前部设有充电插座的电动车辆的行人保护,根据本发明提供了,至少一个保持装置(3、5)可以通过打开盖元件(12)而调节到充电位置,并且可以通过关闭盖元件(12)而调节到行驶位置,在该行驶位置,与充电位置相比,保持装置(3、5)抵抗正向作用在充电插座(2)上的力(F)的保持作用被降低。(The invention relates to a charging device (1) for an electric vehicle (20), comprising a front charging socket (2) which is connected to a vehicle body (21) by means of at least one holding device (3, 5), and a cover element (12) for covering the charging socket (2). In order to improve the pedestrian protection of an electric vehicle provided with a charging socket at the front, it is provided according to the invention that the at least one retaining device (3, 5) can be adjusted into a charging position by opening the cover element (12) and can be adjusted into a driving position by closing the cover element (12), in which driving position the retaining action of the retaining device (3, 5) against a force (F) acting in the positive direction on the charging socket (2) is reduced compared to the charging position.)

1. A charging device (1) for an electric vehicle (20) having a charging socket (2) at the front and a cover element (12) for covering the charging socket (2), the charging socket (2) being connected to a vehicle body (21) by at least one holding device (3, 5),

it is characterized in that the preparation method is characterized in that,

the at least one holding device (3, 5) can be adjusted into a charging position by opening the cover element (12) and into a driving position by closing the cover element (12). In the driving position, the holding action of the holding means (3, 5) against a force (F) acting positively on the charging socket (2) is reduced compared to the charging position.

2. The charging device according to claim 1, wherein the charging device,

it is characterized in that the preparation method is characterized in that,

the at least one holding device (3, 5) is mechanically connected to the cover element (2) such that the at least one holding device (3, 5) can be adjusted between the charging position and the driving position by opening and closing the cover element (2).

3. The charging device according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

the charging device has an upper holding device (3) connected to the upper carrier element (22) and a lower holding device (5) connected to the bumper beam (23).

4. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the at least one holding device (3, 5) has a carrier element (4, 6), the carrier element (4, 6) being connected to the charging socket (2) and being held at least indirectly by a main support (7), the main support (7) being connected to the vehicle body (20) and being adjustable such that a holding effect of the main support (7) on the carrier element (4, 6) in the driving position is at least reduced.

5. The charging device according to claim 4, wherein the charging device,

it is characterized in that the preparation method is characterized in that,

the carrier element (4, 6) is held by a secondary support (8) and can be released from the secondary support (8) by the action of the force (F) in the driving position in the event of a deformation of the secondary support (8).

6. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the sub-mount (8) is designed to be elastic, so that the carrier element (4, 6) can be released from the sub-mount (8) by elastic deformation of the sub-mount (8).

7. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the sub-carrier (8) has a recess (8.3), in which recess (8.3) the end (6.1) of the carrier element (4, 6) is accommodated.

8. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the main support (7) has at least one locking element (7.3), which locking element (7.3) forms a form fit with a locking portion (6.2) of the carrier element (4, 6) at least in the vehicle longitudinal direction (X) in the charging position and can be adjusted relative to the vehicle body (21) such that the locking element (7.3) releases the locking portion (6.2) in the driving position.

9. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the main support (7) has two individual locking elements (7, 3), each locking element (7, 3) being mechanically actuatable by a common actuation element (7.2, 9) and being adjustable thereby at least into the driving position or into the charging position.

10. Charging device according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the holding device (3, 5) has a weakening structure (4.1), the weakening structure (4.1) being designed to promote an intended deformation of the holding device (3, 5) when the other holding device is adjusted to the driving position and the force (F) acts on the charging socket (2).

Technical Field

The invention relates to a charging device for an electric vehicle having the features of the preamble of claim 1.

Background

Motor vehicles with electric drives (i.e., electric only vehicles or plug-in hybrid vehicles) have a charging socket, by means of which the electrical energy store (battery pack, etc.) of the vehicle can be charged. The charging plug of the external charging station is connected to the charging socket and the charging process can then be started. The charging socket is usually arranged at the front of the vehicle, in particular in the region of the radiator grille. In order to optically conceal the charging socket and prevent dust, damage or inadvertent manipulation, a cover flap is usually provided, to which, for example, a badge or logo of the vehicle manufacturer can be added.

Although it is ergonomically important to provide the charging socket in the region of the radiator grille and, as mentioned, to be able to optically hide it in an aesthetically pleasing manner, this arrangement can lead to safety problems relating to pedestrian protection. The charging socket itself represents a relatively stiff rigid component and must also be fixedly connected to the vehicle body in order to withstand the forces that occur when the charging plug is inserted and removed. That is to say that the holding action of the connection to the vehicle body must be relatively strong, in particular also against the positively acting (i.e. rearwardly directed) forces and transverse tensile forces which can be introduced via the charging cable. These requirements, in combination with the front arrangement in the radiator grille area, significantly increase the risk of injury to pedestrians, for example, whose leg areas are struck. Although adjacent components (e.g., the radiator grill and the hood) may deform relatively easily and thus may yield significantly upon impact, the charging socket forms a strong barrier against frontal forces that may occur upon frontal impact with a pedestrian.

CN 202923538U discloses a charging socket for an electric vehicle, which is connected to a vehicle body through an upper bracket and a lower bracket. In this case, the lower bracket has a bent portion provided to be easily deformed in the event of a frontal collision so that the charging socket can be displaced with respect to the vehicle body. The upper bracket may optionally have a predetermined breaking point.

A cover flap for a charging socket of an electric vehicle is known from US 9231391B 2. The cover shield has an opening and an adjacently disposed housing portion having a recess. The movable flap is designed to close the opening, wherein a hinge element is provided in the housing part. The cover element is designed to close the recess. In the closed position of the housing part, the cover element is held spaced apart from at least one end of the recess by the support element, so that the cover element can be moved in a damped motion towards the end when the region of the vehicle panel containing the flap is hit by a pedestrian.

JP 2014-. In this case, the wall portion is composed of an outer portion and an inner portion. The interior part arranged towards the vehicle interior can be designed to be structurally weak, so that it deforms as intended under the action of force. Alternatively, one of the two parts may have a wedge-shaped edge portion which engages in a V-shaped groove of the other part and is pressed into it under the action of force.

DE 102012025372 a1 discloses a cover flap for a body opening of a motor vehicle, which is mounted movably on a component fixed to the body by means of a retaining arm. The cover flap is movable from a first position, in which it at least partially closes the body opening, to a second position, in which it allows access to a supply connection of the motor vehicle, which is provided at the body opening. The retaining arm has a functional region which, when an impact force caused by an accident, in particular involving a pedestrian, acts on the cover flap arranged in the first position, enables the cover flap to be moved relative to the supply connection in the direction of the acting impact force.

CN 108791167a discloses a cradle for a charging socket of an electric vehicle. It is made of a single metal plate and has a plurality of recesses for ensuring that the respective portions of the bracket are more easily deformed to enable the charging socket to yield in the event of a frontal collision.

US 9033092B 1 relates to a vehicle front structure having an energy-absorbing structure movable between a use position and a non-use position, and an actuation system for moving the energy-absorbing structure from the use position to the non-use position. In the use position, the energy-absorbing structure is spaced apart from the engine support structure by a first spacing and the energy-absorbing structure is spaced apart from the motor support structure in the non-use configuration by a second spacing, the first spacing being greater than the second spacing. The energy absorbing structure may in particular be a hood structure or an upper radiator grille structure.

In view of the prior art shown, pedestrian protection in the case of electric vehicles provided with a charging socket at the front is still to be improved.

Disclosure of Invention

The object of the invention is to improve pedestrian protection in the case of an electric vehicle provided with a charging socket at the front.

According to the invention, this object is achieved by a charging device having the features of claim 1, wherein the dependent claims relate to advantageous configurations of the invention.

It should be noted that the features and measures specified individually in the following description can be combined with one another in any technically useful manner and illustrate further configurations of the invention. Further, the specification describes and illustrates the present invention particularly in conjunction with the accompanying drawings.

The invention provides a charging device for an electric vehicle. In this respect, an electric vehicle refers to any motor vehicle having at least one electric motor, i.e. not only a motor vehicle which is operated purely electrically, but also a (plug-in) hybrid vehicle. This is usually referred to as an automobile and may also be referred to as a truck, e.g. a pick-up truck. As will be explained in more detail below, the charging device has at least one component which is provided for charging an electrical energy store of the electric vehicle, and also other components which are not used directly for the charging process. Alternatively, the charging device may also be referred to as a charging assembly, a charging receptacle assembly, or the like.

The charging assembly has a charging socket at the front, which is connected to the vehicle body by at least one holding device, and a cover element for covering the charging socket. The charging socket is provided for connection to an external charging plug, through which charging current is transmitted to the charging socket and thus to the energy store during a charging process. A form-fit and/or force-fit connection with the charging plug is usually provided. The charging socket is in turn connected to the electrical energy storage of the electric vehicle, so that when the charging plug is inserted, the electrical energy storage of the electric vehicle can be charged via the charging socket. The exact configuration of the charging socket (e.g. whether male or female, the number and design of the electrical contacts and possibly the design of the form-fitting and/or force-fitting connection means) is not subject to any restrictions in the context of the invention. The charging socket is provided at the front, i.e. it is provided at the front or operating side of the vehicle, which is arranged forward with respect to the direction of travel. In particular, the charging socket may be provided behind a radiator grille of the vehicle, in particular behind a manufacturer's badge on the radiator grille.

The charging receptacle is connected to the vehicle body by at least one retaining device. In this case, the "body" is the collective term for the body, chassis and possibly sub-frames (i.e. those parts which usually form the sprung mass) of the respective vehicle. Thus, the at least one holding device serves to fix the charging socket on the vehicle body. In normal operation, it is generally provided in this case that the charging socket is locked in position relative to the vehicle body, i.e. no movement or significant movement relative to the vehicle body is possible. One or more holding devices may be provided, wherein each holding device may also comprise a plurality of elements, which do not necessarily have to be connected directly to each other.

Furthermore, a cover element is provided for covering the charging socket. In terms of shape and appearance, the cover element is usually integrated in the outer panel of the electric vehicle. It serves to cover the charging socket from the outside, for example to protect it from moisture, dirt, mechanical damage or unauthorized operation and/or to create an aesthetic appearance. In this case, the charging socket may be provided in or behind an access opening, which may be closed by a cover element. In particular, the cover element may be arranged within the radiator grille and may have a manufacturer's badge. In order to optionally allow access to the charging socket, the cover element is designed to be selectively opened or closed. In other words, the cover element can be adjusted between an open position and a closed position. In the open position, the charging socket is not covered by the cover element and is thus accessible. In particular, for this purpose, the cover element can be rotated or pivoted relative to the vehicle body and can therefore also be referred to as a cover flap. The cover member may be directly connected to the charging socket, or may be directly connected to the vehicle body without being directly connected to the charging socket.

According to the invention, the at least one retaining device can be adjusted into the charging position by opening the cover element and can be adjusted into a driving position by closing the cover element, in which driving position the retaining action of the retaining device against a force acting positively on the charging socket is reduced compared to the charging position. In other words, the respective holding device can be adjusted between the charging position and the driving position, wherein the adjustment process is linked to the opening and closing of the cover element. When the cover element is opened, the holding device is adjusted into the charging position, i.e. the position provided in particular during the charging process. When the cover element is closed, the holding device is adjusted to the driving position, i.e. the position provided when the electric vehicle is moving. The corresponding adjustment of the retaining device is thus causally related to the adjustment (opening or closing) of the cover element. When the user opens (or closes) the cover member, the holding device is always adjusted to the charging position (or the traveling position). There is sometimes a time delay between the adjustment of the cover element and the adjustment of the holding device, although this is usually insignificant and is for example less than 1 second. Instead of a charging position, this may alternatively also be referred to as a charging state or charging setting. This applies correspondingly to the driving position.

In the driving position, the holding action of the holding device against the force acting positively on the charging socket is reduced compared to the charging position. Such a force acting positively on the charging socket is generated especially in the event of a frontal collision with a stationary object, another vehicle or a pedestrian. The positive force acts in the vehicle rear direction along the vehicle longitudinal axis (X-axis). It goes without saying that in this case the forces can act simultaneously in the direction of the vehicle transverse axis (Y-axis) and/or the forces can act in the direction of the vehicle vertical axis (Z-axis). In this case, the positive acting force may also be referred to as a force component. Since the holding device is used to attach the charging socket to the vehicle body and fix it to the vehicle body, the holding device exerts a holding force on the charging socket when a force acts on the charging socket. It can also be said that the holding device exerts a holding force or a reaction force on the charging socket which counteracts the external force and prevents or limits a displacement of the charging socket relative to the vehicle body. The holding action can be represented in particular by a threshold value of the external force below which the holding device holds the charging socket in position relative to the vehicle body, above which the charging socket can be displaced relative to the vehicle body. According to the invention, the holding action against the force acting positively on the charging socket is different for the charging position on the one hand and for the driving position on the other hand. The holding action is greater in the charging position and smaller in the driving position. In other words, the charging socket can be moved more easily (rearward, i.e., toward the rear of the vehicle) by a positive force in the travel position.

In this case, the invention is based on the following recognition: in the event of a frontal collision with a pedestrian, the charging receptacle fundamentally presents a considerable risk of injury. While other components (e.g., the radiator grille or hood) are relatively easily deformed, at least to a small extent, the charging socket is a strong, rigid element that yields little to the pedestrian's body when securely attached to the vehicle body. It is therefore useful for the connection to the body, which is effected by the at least one holding device, to react by yielding in the event of a corresponding accident. In particular, the holding device may at least partially release the charging socket from the vehicle body. On the other hand, the yielding connection is disadvantageous when the charging socket is used during charging. In particular, when the charging plug is inserted into the charging socket, a force acts on the charging socket, the effective direction of which is also positive, i.e., from front to rear in the direction of the rear of the vehicle. In this case, the charging socket should be displaced as little as possible relative to the vehicle body, in particular cannot be released. The requirements for the holding action of the holding device are therefore different during the charging process on the one hand and during the driving operation on the other hand. It is possible to determine which requirements apply directly depending on the state of the cover element. The user will only want to use the charging socket when the cover element is open, i.e. only in this case an enhanced retaining action is required. On the other hand, it may be assumed that the cover element is closed during normal driving operation of the vehicle. However, a frontal collision with a pedestrian can only occur during normal driving operation, and cannot occur during the charging process. Thus, a reduced retaining action will be provided when the cover element is closed. By the inventive connection of the retaining device to the cover element, it is ensured in a simple manner that a retaining action suitable for the situation is always provided, so that on the one hand an optimum protection of pedestrians and on the other hand an optimum usability of the charging socket is ensured.

Within the scope of the invention, it is conceivable, for example, for at least one retaining device to be adjustable by means of an actuator which is controlled as a function of the state of the cover element. For example, a simple sensor may determine whether the cover element is open or closed, and the actuator may be controlled accordingly. The at least one holding device is therefore electrically connected to the cover element so that it can be adjusted between the charging position and the driving position by opening and closing the cover element. However, the at least one holding device is preferably mechanically connected to the cover element so that it can be adjusted between the charging position and the driving position by opening and closing the cover element. The holding device may also be connected to the cover element by a mechanical connection. The connection mechanism may transmit, deflect and/or transmit forces through different elements. When the user adjusts the cover element, he exerts a force on the holding device via the connecting mechanism, thereby likewise adjusting it. Such mechanical connectors typically do not require an external energy supply, which simplifies the overall structure compared to electrical actuators. Furthermore, mechanical connections are generally less prone to failure than electrical connections. In this case, the additional force exerted by the user to adjust the at least one retaining means does not generally imply a significant reduction in the operating comfort. Such a mechanical connection may use a combination of a pull wire that transmits a pulling force from the cover member and at least one return spring. By means of the pull wire, the holding device is adjusted to the driving position (or charging position) and the return spring is simultaneously tensioned under the action of the pull wire, while in the case of a reduction of the pull wire tension the return spring relaxes and the holding device is adjusted to the charging position (or driving position). Alternatively, at least one rigid element can also be used for force transmission, which can transmit both tensile forces and compressive forces and thus can be adjusted into the driving position and the charging position. In this case, the return spring is dissipative. In the case of an electrical connection mechanism, a sensor signal when opening the cover element activates an actuator (e.g. an electric motor) which adjusts the holding device into the charging position and thus effectively "fixes" it. In the same way, the sensor signal when closing the cover element activates the actuator, which adjusts the retaining device into the driving position.

According to a preferred embodiment, the charging device has: an upper retaining device connected to the upper bracket member; and a lower retaining device connected to the bumper beam. In this case, it can be provided, in particular, that at least the lower holding device can be adjusted in the manner according to the invention between the charging position and the driving position. The upper bracket element is generally a bracket element arranged above the bumper beam, in particular a hood lock panel or a radiator module bracket (grille opening reinforcement; GOR), i.e. a component which extends in the transverse direction above the front side of the vehicle and is usually used for structurally supporting components such as the radiator grille, the headlight module and the base of the hood lock. The upper bracket member is typically made of metal and/or fiber reinforced plastic and may be supported at the outer end by structural frame components (e.g., frame side rails and/or front sub-frame), for example. The bumper cross member also extends in the vehicle transverse direction and can be made of metal, in particular. The bumper beam is generally connected laterally to the side beams. Both the upper bracket member and the bumper beam have sufficient stability for securing a charging receptacle. An upper retaining device extends from the charging receptacle to the upper bracket member, wherein the upper retaining device extends generally upwardly. A lower retaining device extends from the charging receptacle to the bumper beam, wherein the lower retaining device extends generally downward. Thus, the charging socket is effectively supported twice, and each holding device only needs to exert a relatively low holding force compared to a single holding device.

As already mentioned, each holding device may be composed of a plurality of elements. According to one embodiment, the at least one holding device has a carrier element which is connected to the charging socket and is held at least indirectly by a main support which is connected to the vehicle body and can be adjusted such that the holding effect of the main support on the carrier element in the driving position is at least reduced. On the one hand, a carrier element, which is preferably rigid in its own right and can be made, for example, of metal or fiber-reinforced plastic, is connected to the charging socket. On the other hand, a main support is provided on the side of the vehicle body or on the bumper beam or on the upper bracket element, which main support is connected to the vehicle body and holds the bracket element, in particular directly or indirectly via a further element provided in the middle. A main bracket as part of the retaining device is used to secure the carrier element to the vehicle body. The main support may consist of one or more elements which are themselves preferably designed to be rigid, for example also made of metal or fibre-reinforced plastic. The main support can be adjusted such that its holding effect on the carrier element in the driving position is at least reduced. That is, the main support exerts a retaining force on the carrier member and thus on the charging receptacle connected to the carrier member. In this case, this means in particular a holding action against the force acting positively on the charging socket, which force is transmitted to the carrier element. The holding action of the main carrier on the carrier element against forces acting on a part of the charging socket is at least reduced, i.e. reduced or completely removed, in the driving position. If the main stand consists of a plurality of elements, these elements can be moved relative to one another, resulting in adjustability between the charging position and the driving position. In the arrangement described here, it goes without saying that the main support is connected to the cover element such that a corresponding adjustment is made between the charging position (strong holding action on the carrier element) and the driving position (weak or no holding action on the carrier element). In particular, the mechanical connection may be achieved by the above-described connection mechanism, or the electrical connection may be achieved by the sensor and the actuator.

The carrier element is preferably held by the secondary support in addition to the primary support and, in the driving position, can be released from the secondary support by the action of a force in the event of deformation of the secondary support. The carrier element is usually held directly by the secondary support, i.e. the carrier element is in direct contact with the secondary support. The secondary support is at least indirectly connected to or fastened to the vehicle body. There is usually a form fit between the secondary support and the carrier element. In the driving position, i.e. when the retaining action of the primary support is reduced or eliminated, the carrier element can be released from the secondary support when the above-mentioned forces are acting positively on the charging socket, in particular due to the deformation of the secondary support. The force acts on the charging socket, is transmitted to the carrier element and thus to the secondary support. The secondary support is deformed under the action of force, whereby the connection between the secondary support and the carrier element is released. In this case, the form fit between the secondary support and the carrier element is usually eliminated.

The deformation of the secondary support may be a plastic deformation, sometimes even resulting in a breakage or breakage of the secondary support. For this purpose, the secondary bracket may even have a predetermined breaking point which yields as intended when a positive force occurs. This of course means that the sub-bracket must be replaced after a frontal collision, thereby increasing the maintenance cost. It is therefore preferred that the secondary support is designed to be elastic, so that the carrier element can be released from the secondary support by elastic deformation of the secondary support. The secondary support can particularly preferably be made partially or completely of an elastomer, for example rubber or silicone. In the event of a frontal collision, the secondary bracket is elastically deformed until the bracket element is released from the secondary bracket. Since the elastic deformation is based on a force acting on a portion of the carrier element, the secondary support will deform back to its original shape after releasing the carrier element. In this embodiment, the secondary support may automatically return to its original state without undergoing permanent deformation or damage. Therefore, it can be reused, thereby reducing maintenance costs.

As already mentioned, a form fit is usually established between the secondary support and the carrier element. In this case, a variety of options are provided. According to one embodiment, the secondary support has a recess in which the end of the carrier element is received. The recess can be designed, for example, as a blind hole into which the end of the carrier element is pushed or otherwise inserted. In this regard, the secondary bracket may have a deformable rear lip adjacent the groove. The lip effectively defines the rear of the groove, i.e. in the direction of the rear of the vehicle. In this case, the release of the carrier element from the secondary support is based in particular on the deformation of the lip. Preferably, at least the lip is designed to be elastic and can be made of an elastomer, in particular.

In particular, the main support can have at least one locking element which, in the charging position, forms a form fit with the locking of the carrier element at least in the vehicle longitudinal direction and can be adjusted relative to the vehicle body such that, in the driving position, it releases the locking. The individual locking elements are, for example, adjustably mounted in a housing which is fixed in a fixed manner on the vehicle body. The locking element may be adjusted in a translational or linear manner, although rotational adjustment may also be performed. The locking element cooperates with a locking portion of the carrier element, which may also be referred to as a latching portion or latching lug, at least in some embodiments. The locking portion may be designed integrally with the other parts of the carrier element, although it may also be of a multi-piece construction in which the locking portion is fixedly connected to the rest of the carrier element. The locking element forms a form fit with the locking portion in the charging position, which form fit is realized at least in the vehicle longitudinal direction (i.e. along the X-axis). A form fit is achieved at the rear at least with respect to the locking portion, so that the locking element limits or prevents the locking portion from moving backwards. The form fit is preferably achieved on both sides, i.e. in the front and rear. Furthermore, the form fit is preferably realized transversely to the vehicle longitudinal direction (i.e. in the vehicle transverse direction or in the vehicle vertical direction), in particular on both sides. In the case of a linear adjustment, the locking element can then be adjusted at least proportionally in the remaining third vehicle direction (i.e. in the vehicle vertical direction or in the vehicle transverse direction). The form fit between the locking element and the locking portion is thus released in the driving position and the locking portion is thus released. The locking element may have a recess into which the locking portion engages and vice versa.

The main support particularly preferably has two separate locking elements, each of which can be mechanically actuated by a common actuating element and can thus be adjusted into at least the driving position or the charging position. Two separate locking portions are usually provided on the carrier element, wherein each locking element cooperates with one locking portion. The locking elements are separate from each other and are generally also mounted such that they can be moved apart from each other, for example in the housing described above. They can be mechanically actuated by a common actuating element, i.e. the actuating element is designed to act on both locking elements (in particular simultaneously), whereby they can be adjusted into the driving position and/or the charging position. Preferably, each locking element is adjustable in one direction (e.g., the vehicle transverse direction) opposite to each other. For example, one locking element may move to the left while the other locking element moves to the right when adjusted to the charging position. In this case, the locking member may be fitted with a locking portion of the bracket member, which is arranged opposite to each other with respect to the above-described direction (e.g., the vehicle lateral direction). A particularly effective form fit in the remaining direction (for example, the vehicle transverse direction) can be achieved by the combined action of the two locking elements if each locking element forms a form fit with its associated locking portion in the vehicle longitudinal direction and in the other direction (for example, the vehicle vertical direction). In terms of the cooperation of the actuating element with the two locking elements, a number of options are now provided. For example, the actuating element can be designed as a wedge element having a chamfered contact surface which cooperates with an identical chamfered contact surface on one of the locking elements. Upon displacement of the wedge elements, the mutually associated contact surfaces slide along each other, whereby a force acting transversely to the direction of movement of the wedge elements acts on the respective locking element. The locking element can thus be displaced transversely to the direction of movement of the wedge element, for example into a charging position. In this case, the wedge element can be connected to the cover element, in particular mechanically but also electrically. In order to bring about the opposite movement of the locking elements, these can be connected to one another, for example, by means of spring elements which are tensioned when the locking elements are pressed apart and which pull the locking elements closer to one another when released. In this case, the wedge element can optionally also be pushed out further by the action of the contact surface.

It is sometimes structurally difficult or too complex to provide adjustability between the charging position and the driving position for both holding devices, i.e. in this case one of the holding devices is effectively designed to be passive. In this case, the crash behavior of the charging socket can also be optimized by the configuration of the holding device. According to one embodiment, the retaining device has a weakening structure designed to promote the intended deformation of the retaining device when the other retaining device is adjusted to the driving position and a force acts on the charging socket. That is to say, a holding device of "passive" design has a weakening structure by means of which the holding device is locally weakened mechanically. When the aforementioned forces act on the charging socket and the further retaining device is adjusted into the driving position, the desired deformation is thereby promoted or triggered. By adjusting to the driving position, the other holding device can be released relatively easily. If the retaining device without adjustment options is designed to be mechanically too rigid, this may prevent the charging socket from yielding, which may negatively impact the designed pedestrian protection. The deformation (in this case also the possibility of breaking or tearing) is promoted by the weakening structure which can be designed, for example, as a predetermined bending point or a predetermined breaking point. The weakening structure may be designed as a notch, a slot, one or more holes, for example. In the event of mechanical loading, the retaining device yields as intended in the region of the weakening structure, for example by bending, kinking or breaking.

Drawings

Further advantageous details and effects of the invention are explained in more detail below with the aid of different exemplary embodiments which are illustrated in the drawings, in which:

fig. 1 shows a schematic cross-sectional view of an electric vehicle with a charging device according to the invention in a charging position;

FIG. 2 shows an enlarged detail view of FIG. 1;

fig. 3 shows a schematic cross-sectional view according to fig. 1, wherein the charging device according to the invention is in a driving position;

FIG. 4 shows an enlarged detail view of FIG. 3;

FIG. 5 is a schematic cross-sectional view of the electric vehicle of FIG. 1 and an obstacle at a first stage of a frontal collision;

FIG. 6 is a schematic cross-sectional view of the electric vehicle and barrier of FIG. 1 in a second stage of a frontal collision;

fig. 7 shows a schematic rear view of a part of the charging device in a charging position;

fig. 8 shows a schematic rear view corresponding to fig. 7 according to the driving position; and

fig. 9 is a front perspective view of a portion of the charging device.

In the different figures, identical parts are always denoted by the same reference numerals and are therefore generally described only once.

Detailed Description

Fig. 1 shows the front of an electric vehicle 20 in a schematic sectional view, wherein the X axis pointing to the rear and the Z axis pointing to the upper are shown for orientation purposes. An upper bracket member 22 and a bumper beam 23, which are part of the vehicle body 21, are provided behind the front-facing panel 10. The charging socket 2 of the charging device 1 is connected to the upper bracket member 22 by the upper holding device 3, and to the bumper beam 23 by the lower holding device 5. The upper holding device 3 includes an upper bracket element 4 made of, for example, a metal plate, while the lower holding device 5 has a lower bracket element 6 and a main bracket 7 and a sub-bracket 8, the lower bracket element 6 being connected to the bumper beam 23 through the main bracket 7 and the sub-bracket 8. An opening 11 is provided in a front panel 10 in front of the charging socket 2, which opening can be closed by a cover flap 12 that is rotatable about the axis of rotation S. The cover shield 12 may be provided with a badge of an automobile manufacturer, for example. In fig. 1, the cover shield 12 is open, i.e., in an open position, such that an external charging plug (not shown) may be connected to a charging receptacle for charging a battery (also not shown) of the electric vehicle 20, which is connected to the charging receptacle.

In this case, the lower holding device 5 is in the charging position, which can be seen in the detailed view of fig. 2. The main stand 7 is directly connected to the bumper beam 23. The main support 7 has a housing 7.1 and a wedge element 7.2 movably mounted in the housing 7.1, and two movably mounted locking elements 7.3. The above-mentioned elements are designed to be substantially rigid, for example made of metal. Although the wedge element 7.2 can move vertically within the housing 7.1, the locking element 7.3 can move in the transverse direction of the vehicle. In the charging position, the wedge elements 7.2 are pushed between the locking elements 7.3, whereby the wedge elements 7.2 are displaced outwardly in the transverse direction of the vehicle and are in form-fitting engagement with the corresponding locking portions 6.2 of the lower bracket element 6. In this case, the wedge element 7.2 can be held in place by a pull wire 14 acting on the underside of the wedge element 7.2, which is guided and fixed on the cover flap 21 by means of the deflection roller 15 and the guide tube 13 (see fig. 1 and 7). In the charging position, the force exerted by the pull wire 14 counteracts the tension of the helical spring 16, by means of which the two locking elements 7.3 are connected to each other. The secondary bracket 8 consists of two rubber blocks, each in one piece, one of which has a recess 8.3, in which recess 8.3 the respective end 6.1 of the lower bracket element 6 is accommodated. Relative to the X axis, the front lip 8.2 abuts the front of the groove 8.3, and the rear lip 8.1 abuts the rear of the groove 8.3. The sub-bracket 8 is fastened to the underside of the bumper cross-member 23 in a manner not shown in detail here.

In summary, the lower bracket element 6 is retained both by the primary bracket 7 via the cooperation of the locking portion 6.2 with the locking element 7.3, and by the secondary bracket 8 via the respective end portion 6.1 being closed by the lips 8.1 and 8.2. If forces are exerted on the charging socket 2, such as during connection of the charging plug to the charging socket 2 or disconnection from the charging socket 2, these forces will be transmitted through the lower bracket element 6 and act on the primary bracket 7 and the secondary bracket 8. Since both brackets 7, 8 are connected to the rigid bumper beam 23, and the main bracket 7 is also inherently rigid, the lower retaining means 5 has a relatively strong retaining effect against the force acting on the charging socket 2. In particular, due to the cooperation of the locking portion 6.2 with the locking element 7.3, a strong retaining action against a force F acting in the positive direction on the charging socket 2 (i.e. directed backwards) is achieved.

After the charging process is completed, the user closes the cover shutter 12 by a rotational movement about the rotational axis S. In this case, the displacement of the wedge element 7.2 and the locking element 7.3 is mechanically linked to the rotational movement of the cover flap 12 about the rotational axis S by the above outlined connection mechanism. In particular, the tension in the pull wire 14 is reduced, so that the locking elements 7.3 are pulled together under the action of the helical spring 16, wherein the wedge-shaped elements 7.2 are pressed upwards. The form fit between the locking element 7.3 and the associated locking portion 6.2 is thus finally removed (see fig. 8).

This is advantageous in the event of a frontal collision with an obstacle 30, such as a leg of a pedestrian, which is schematically illustrated in fig. 5 and 6 (wherein the conduit 13 and the pull wire 14 are omitted for clarity). Fig. 5 shows a first stage of a frontal collision, in which the panel 10 has just come into contact with the obstacle 30. The panel 10 is relatively thin-walled and easily deformable. Thus, it does not pose a high risk of injury to pedestrians. In contrast, the charging socket 2 is designed to be comparatively robust, in order to prevent a pedestrian from being injured by the charging socket 2 in a low-or medium-speed collision, it is provided, as described, that the retaining action of the lower retaining device 5 is reduced in the driving position compared to the charging position. More precisely, the main support 7 no longer achieves the retaining action. If a force F is acting positively on the charging socket 2, as shown in figure 6, the force F is transmitted through the lower cradle element 6 and acts on the rear lip 8.1 of the secondary cradle 8. The secondary support 8 is elastically deformed until the end 6.1 of the carrier element 6 is finally released from the recess 8.3. The charging socket 2 is therefore no longer connected to the body 21 via the lower retaining device 5 and can yield to the force F.

To facilitate this process, the upper carrier element 4 has a plurality of recesses 4.1 which together form a weakening structure (see fig. 9). This may also be referred to as a predetermined buckling point, at which deformation of the upper carrier element 4 preferably occurs when the upper carrier element 4 is subjected to a corresponding torque acting on a portion of the charging socket 2.

It goes without saying that the mechanical connection shown here by means of the pull wire 14 can also be realized in another way. For example, the following configurations may be considered: one or more inherently rigid transmission elements are used, which can then transmit tensile and compressive forces. Furthermore, the mechanical connector can also be replaced by an electrical connector, in which case a sensor is provided in the region of the cover flap 12, which sensor registers at least the open state of the cover flap 12 and controls, by means of a corresponding connection, the actuator displacing the wedge element 7.2. It is also conceivable to omit the wedge element 7.2 and instead provide two actuators, each controlling the locking element 7.3.

In the exemplary embodiment shown, only the lower retaining device 5 is designed to be adjusted between the charging position and the driving position, in which its retaining action is reduced. Alternatively or additionally, the upper retaining means 3 may also be arranged such that the upper bracket element 4 is not directly connected to the upper bracket element 22, but is connected to the upper bracket element 22 via primary and secondary brackets.

List of reference numerals

1 charging device

2 charging socket

3. 5 holding device

4. 6 cradle element

4.1 grooves

6.1 end of

6.2 locking part

7 main support

7.1 casing

7.2 wedge element

7.3 locking element

8 auxiliary support

8.1, 8.2 lip

8.3 grooves

10 Panel

11 opening

12 cover baffle

13 catheter

14 stay wire

15 deflection roller

16 helical spring

20 electric vehicle

21 vehicle body

22 upper bracket element

23 Bumper Beam

30 obstacle

Force F

S axis of rotation

X X axle

Z Z axle