SAFETY SYSTEM FOR AN ELECTROMECHANICAL COUPLING ASSEMBLY, CHARGING STATION FOR AN ELECTRIC VEHICLE PROVIDED WITH SUCH A SYSTEM AND ASSOCIATED COUPLING METHOD

Abstract

A safety system for an electromechanical coupling assembly for being fitted to a charging station and an electric vehicle, a corresponding electromechanical coupling assembly and charging station, as well as a method for electromechanically coupling an electric vehicle to a charging station. The present safety system includes: a detectable element secured to a first connecting part of the coupling assembly; a sensor secured to a second connecting part, the sensor being configured to detect whether the detectable element is located in proximity; and a control unit driving a movement of the first connecting part from a folded position to a proximate position with a force, the amplitude of which is lower than a maximum amplitude F1 max, and controlling a movement of the first connecting part from the proximate position to a connecting position with a force, the amplitude of which is higher than the maximum amplitude F1 max.

Claims

1. A safety system for an electromechanical coupling assembly capable of equipping a charging station and an electric vehicle, the electromechanical coupling assembly comprising: a first connection part; a second connection part, the first and second connection parts being arranged in order to be able to couple together electrically and mechanically; and an actuator arranged in order to be able to move the first connection part relative to the second connection part between a connection position, in which the connection parts are coupled to each other, and a retracted position, in which the connection parts are not coupled to each other, the safety system comprising: a detectable element, firmly fixed to one of the connection parts; a sensor, firmly fixed to the other connection part, the sensor being configured in order to provide a detection signal having a value called detection value, when the detectable element is situated within a predetermined proximity to the sensor, and a value called non-detection value, when the detectable element is situated outside the predetermined proximity to the sensor, the detectable element and the sensor being arranged so that, when the first connection part is situated in a position called proximity position, intermediate between the retracted position and the connection position, the sensor provides a detection signal having said detection value; and a control unit, arranged in order to drive the actuator as a function of said detection signal, the control unit controlling a movement of the first connection part from the retracted position to the proximity position, with a force the amplitude of which is less than or equal to a maximum amplitude F.sub.1max, and controlling a movement of the first connection part from the proximity position to the connection position, with a force the amplitude of which is greater than said maximum amplitude F.sub.1max.

2. The safety system according to claim 1, in which the control unit is arranged in order to control a movement of the first connection part from the proximity position to the connection position with a force the amplitude of which is greater than a minimum amplitude F.sub.2min, said minimum amplitude F.sub.2min being greater than said maximum amplitude F.sub.1max.

3. The safety system according to claim 2, in which said minimum amplitude F.sub.2min is greater than or equal to 350 N, for example of the order of 450 N.

4. The safety system according to claim 1, in which the sensor is firmly fixed to the first connection part, the detectable element being firmly fixed to the second connection part.

5. The safety system according to claim 1, in which the first connection part comprises a male element and the second connection part comprises a female element, the female element being arranged in order to be able to receive the male element during a coupling, the detectable element and the sensor being arranged so that, in the proximity position, the male element is partially coupled to the female element.

6. The safety system according to claim 5, in which the male element comprises a first tube and a second tube arranged end to end, the first tube having a first diameter (D.sub.1) and the second tube having a second diameter (D.sub.2), strictly less than the first diameter (D.sub.1), the female element comprising a first bore and a second bore arranged end to end, the first bore having a third diameter (D.sub.3) and the second bore having a fourth diameter (D.sub.4), strictly less than the third diameter (D.sub.3) and the first diameter (D.sub.1), the 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 detectable element and the sensor being arranged so that, in the proximity position, the second tube is inserted at least partially into the first bore.

7. The safety system according to claim 6, in which the detectable element and the sensor are arranged so that, in the proximity position, the second tube is partially inserted into the second bore.

8. The safety system according to claim 6, in which the sensor is situated at a free end of the second tube, the detectable element being situated at a junction between the first bore and the second bore.

9. The safety system according to claim 5, in which the male element comprises a single tube and the female element comprises a single bore, the male element and the female element being arranged so that, in the proximity position, the tube is partially inserted into the bore.

10. The safety system according to claim 1, in which the detectable element comprises a magnet and the sensor comprises a magnetic sensor.

11. The safety system according to claim 1, in which the detectable element comprises a radio-frequency identification tag and the sensor comprises a radio-frequency identification reader.

12. The safety system according to claim 1, in which the detectable element is mounted in the electric vehicle and is arranged in order to transmit a piece of identification information of the electric vehicle to the sensor when the detectable element is situated within the predetermined proximity to the sensor.

13. The safety system according to claim 1, in which said maximum amplitude F.sub.1max is less than or equal to 100 N, for example of the order of 70 N.

14. An electromechanical coupling assembly capable of equipping a charging station and an electric vehicle, the electromechanical coupling assembly comprising: a first connection part; a second connection part, the first and second connection parts being arranged in order to be able to couple electrically and mechanically; an actuator arranged in order to be able to move the first connection part relative to the second connection part between a connection position, in which the connection parts are coupled to each other, and a retracted position, in which the connection parts are not coupled to each other; and a safety system according to claim 1.

15. The electromechanical coupling assembly according to claim 14, comprising a safety system in which the first connection part comprises a male element and the second connection part comprises a female element, the female element being arranged in order to be able to receive the male element during a coupling, the detectable element and the sensor being arranged so that, in the proximity position, the male element is partially coupled to the female element, the actuator being arranged in order to be able to move the first connection part relative to the second connection part by a translational movement, the male element and the female element being capable of coupling by means of this translational movement.

16. The electromechanical coupling assembly according to claim 14, also comprising an end-of-travel sensor, arranged in order to detect a positioning of the first connection part in the connection position.

17. A charging station for charging an electric vehicle with electrical energy, the charging station comprising: an electrical supply source; a first connection part, electrically connected to the electrical supply source and capable of coupling electrically and mechanically with a second connection part of the electric vehicle; an actuator arranged in order to be able to move the first connection part relative to the second connection part between a connection position, in which the connection parts are coupled to each other, and a retracted position, in which the connection parts are not coupled to each other; a sensor firmly fixed to the first connection part and configured in order to provide a detection signal having a value called detection value, when a detectable element firmly fixed to the second connection part, is situated within a predetermined proximity to the sensor, and a value called non-detection value, when the detectable element is situated outside the predetermined proximity to the sensor, said sensor being arranged relative to the detectable element so that, when the first connection part is situated in a position called proximity position, intermediate between the retracted position and the connection position, the sensor provides a detection signal having the detection value; and a control unit, arranged in order to drive the actuator as a function of said detection signal, the control unit controlling a movement of the first connection part from the retracted position to the proximity position, with a force the amplitude of which is less than or equal to a maximum amplitude F.sub.1max, and controlling a movement of the first connection part from the proximity position to the connection position, with a force the amplitude of which is greater than said maximum amplitude F.sub.1max.

18. A method for electromechanical coupling of an electric vehicle with a charging station, the charging station comprising: an electrical supply source, and a first connection part, electrically connected to the electrical supply source and capable of having a connection position, in which it is electrically and mechanically coupled with a second connection part of the electric vehicle, a retracted position, in which it is not coupled to the second connection part, and a position called proximity position, in which it is situated in an intermediate position between the retracted position and the connection position, the coupling method comprising: a step of moving the first connection part relative to the second connection part, with a force the amplitude of which is less than or equal to a maximum amplitude F.sub.1max, between the retracted position and the proximity position, and with a force the amplitude of which is greater than said maximum amplitude F.sub.1max between the proximity position and the connection position.

19. The coupling method according to claim 18, comprising, during the step of moving the first connection part relative to the second connection part, a monitoring step, in which it is ascertained whether the first connection part is positioned or not positioned in the intermediate position using a sensor, firmly fixed to one of the connection parts, and to a detectable element, firmly fastened to the other connection part, the detectable element capable of being detected by the sensor.

Description

DESCRIPTION OF THE FIGURES

[0052] Other advantages and features of the invention will become apparent on reading the detailed description of implementations and embodiments which are in no way limitative, with respect to the attached drawings, in which:

[0053] FIG. 1 is a diagrammatic representation of an example of an electric vehicle and its charging station equipped with a safety system according to the invention;

[0054] FIG. 2 shows a first example of the electromechanical coupling assembly equipped with the safety system according to the invention, in a position called retracted position;

[0055] FIG. 3 shows the coupling assembly of FIG. 2, in a position called proximity position;

[0056] FIG. 4 shows the coupling assembly of FIGS. 2 and 3, in a position called connection position; and

[0057] FIG. 5 shows a second example of the electromechanical coupling assembly equipped with the safety system according to the invention, in the retracted position.

DESCRIPTION OF THE EMBODIMENTS

[0058] The embodiments described below are in no way limitative; it is possible in particular to consider variants of the invention comprising only a selection of characteristics described, in isolation from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention with respect to the state of the prior art. This selection comprises at least one, preferably functional, characteristic 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 with respect to the state of the prior art.

[0059] FIG. 1 shows diagrammatically, in a front view, an electric vehicle, for example of the bus or tyred tram type, positioned in proximity to a charging station so as to allow the charging thereof with electrical energy. The expression tyred tram denotes an electric public transport land vehicle mounted on wheels and which is charged at stations, so that it has no need for heavy infrastructures of the rails or catenaries type on the road system. Such an electric vehicle is charged at each station by means of charging 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 supercapacitor type, and a connection part 12 comprising a female element. The storage device 11 is electrically connected to a drive train of the electric vehicle 10 (not shown), so as to provide the electrical energy necessary for the movement thereof. It is also electrically connected to the connection part 12 so as to be able to receive the electrical energy originating from the charging station 20.

[0060] The charging station 20 is for example placed near to a traffic lane 30, for example at a stopping point, or station, provided for the boarding and alighting of passengers. The charging station 20 comprises a body structure 21, a connection part 22, an actuator 23 and a control unit 24. It also comprises an electrical supply source (not shown). The supply source can comprise a pair of electrical terminals capable of being electrically connected to the connection part 22. It can also comprise a controlled switch and/or an energy converter such as a rectifier and, more generally, any electrotechnical system allowing the operation of charging and discharging an electrical energy storage device from a supply source. The actuator 23 is mounted on an upper end of the body structure 21, so as to limit access thereto by users of the electric vehicle. The connection part 22 comprises a male element intended to couple with the female element of the connection part 12. It is mounted on a mobile part of the actuator 23, so as to be able to adopt a position called retracted position, in which is it not coupled to the connection part 12, and a connection position, in which it is coupled to the connection part 12. In the retracted position, the connection part 22 must be sufficiently distant from the traffic lane 30 so as to not constitute a possible obstacle for the electric vehicle 10, when it travels on the traffic lane 30, and in particular when it is positioned in proximity to the charging station 20 in order to be charged. In FIG. 1, the connection part 22 is situated in an intermediate position between the retracted position and the connection position. The actuator 23 comprises for example a hydraulic cylinder, arranged in order to move the connection part 22 along an axis of translation perpendicular to the longitudinal axis of the traffic lane 30. The control unit 24 is arranged in order to drive the actuator 23 and the supply source. In particular, it can control the actuator 23 so as to position the connection part 22 in the retracted position or in the connection position. The control unit 24 can also control the transfer of electrical energy between the supply source and the storage device 11, for example by driving the opening of a controlled switch situated between the supply source and the connection part 22.

[0061] FIGS. 2, 3 and 4 show in more detail, in a longitudinal cross-section view, a first embodiment example of an electromechanical coupling assembly according to the invention. They show this coupling assembly in a position called retracted position, in a position called proximity position and in a position called connection position, respectively. By way of illustration, the electromechanical coupling assembly is described as corresponding to that in FIG. 1. This electromechanical coupling assembly 40 comprises the connection part 12 mounted on the electric vehicle 10, the connection part 22 mounted on the charging station 20 and the actuator 23 (not shown in these figures). The connection part 22 comprises a first cylindrical tube 221 and a second cylindrical tube 222 arranged end to end in a concentric manner. The cylindrical tube 222 is situated at the free end of the connection part 22. The cylindrical tube 221 has a diameter D.sub.1, for example equal to 50 mm, and the cylindrical tube 222 has a diameter D.sub.2, for example equal to 40 mm. The diameter D.sub.2 must be strictly less than the diameter D.sub.1. They cylindrical tubes 221 and 222 have for example a circular cross-section. They form a male element of the connection part 22. In a complementary manner, the connection part 12 comprises a first bore 121 of diameter D.sub.3 and a second bore 122 of diameter D.sub.4. The diameters D.sub.1 and D.sub.3 can be substantially equal, the diameter D.sub.1 being preferentially less than the diameter D.sub.3 in order to permit a working clearance. Similarly, the diameters D.sub.2 and D.sub.4 can be substantially equal, the diameter D.sub.2 being preferentially less than the diameter D.sub.4 in order to allow a working clearance. The connection part 12 also comprises a receiving cone 123, arranged in order to mechanically guide the connection part 22 during coupling thereof with the connection part 12. Through a first end, the bore 121 opens onto the bore 122 and through a second end, onto the receiving cone 123. The bores 121 and 122 have a shape that is complementary to the cylindrical tubes 221 and 222, respectively, in order to allow an insertion of the cylindrical tube 221 into the bore 121 and a simultaneous insertion of the cylindrical tube 222 into the bore 122. In this configuration, the position of connection between the connection parts 12 and 22 is defined by the position in which the cylindrical tube 221 abuts against the bore 122, as shown in FIG. 4.

[0062] The electromechanical coupling assembly 40 also comprises a safety system 41 arranged in order to couple the connection parts 12 and 22 with a variable strength of force as a function of the relative proximity of these connection parts. The safety system 41 comprises a detectable element 411, a sensor 412 and a control unit 413. The sensor 412 is firmly fixed to the connection part 22. It is mounted at an end of the cylindrical tube 222, for example in a housing made in the cylindrical tube 222. The detectable element 411 is placed, for example, in an orifice 124 of the connection part 12, opening one the one hand onto an outer surface of the connection part 12 and on the other hand onto the junction of the bores 121 and 122. The detectable element 411 is firmly fixed to the connection part 12. It is for example inserted into the connection part 12 by placing it on the end of a screw capable of being screwed into the bore 124. The detectable element 411 and the sensor 412 are arranged with respect to each other so that the sensor 412 can detect the detectable element 411 when it reaches proximity to the junction between the bores 121 and 122. The area, called detection area, in which the detectable element 411 is capable of being detected by the sensor 412 is shown by a circle 414. This circle shows diagrammatically a spherical shape the centre of which is situated at the detectable element 411. The radius of the circle 414 is for example equal to 50 mm. Of course, the detection area is diagrammatic, the outline thereof in particular able to be influenced by the geometry and the material of the connection part 12, as well as by the detection technology used by the sensor 412. Moreover, the sensor 412 and the detectable element 411 must be arranged so that the detection area has a shape adapted to the dimensions of the connection parts 12 and 22.

[0063] The sensor 412 is fixed to the connection part 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 onto the end of the cylindrical tube 221 opposite the junction with the cylindrical tube 222. The sensor 412 is arranged in order to provide a detection signal to the control unit 413 as a function of the detection of the detectable element 411. The detection signal has a value called detection value, when the sensor 412 detects the detectable element 411, and a value called non-detection value otherwise. The detection signal can be transmitted by wired transmission means or wireless transmission means. The sensor 412 comprises for example a magnetic sensor. The detectable element 411 can then be a simple magnet. The sensor 412 can alternatively comprise a radio-frequency identification (RFID) reader. The detectable element 411 is then an RFID tag, arranged in order to exchange identification data. The RFID tag can in particular store and communicate data relative to the electric vehicle equipped therewith. These data are not necessarily processed for their content but may be used only to indicate the proximity of the RFID tag to the RFID reader.

[0064] The positioning of the detectable element 411 on the connection part 12 and of the sensor 412 on the connection part 22 makes it possible to identify a position called proximity position of the connection part 22 with respect to the connection part 12, as shown in FIG. 3. In this position, the cylindrical tube 222 is inserted into the bore 121 but is not inserted into the bore 122. In this position, coupling between the connection parts 12 and 22 is thus only partial. This partial coupling generally no longer allows the introduction of a foreign body between the connection parts 12 and 22. It should be noted that, depending on the respective positions of the detectable element 411 and of the sensor 412, the detection can be effective for several relative positions of the connection parts 12 and 22. In this case, several proximity positions are defined. However, the proximity position of most benefit is the first observed during a coupling.

[0065] FIG. 4 shows the electromechanical coupling assembly 40 in the connection position. In this position, the connection parts 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 bore 122. The cylindrical tube 222 is inserted into the bore 122 without abutting against the bottom of this bore 122.

[0066] The control unit 413 is arranged in order to influence the behaviour 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 into a control unit 24. More precisely, the control unit 413 is arranged in order to control a movement of the connection part 22 from the retracted position to the proximity position, with a force the amplitude F.sub.1 of which is less than or equal to a maximum amplitude F.sub.1max and controlling a movement of the connection part 22 from the proximity position to the connection position, with a force the amplitude F.sub.2 of which is greater than or equal to the maximum amplitude F.sub.1max. More particularly, the amplitude F.sub.2 can be greater than a minimum amplitude F.sub.2min. The minimum amplitude F.sub.2min is greater than the maximum amplitude F.sub.1max. The minimum amplitude F.sub.2min is for example equal to 450 N and the maximum amplitude F.sub.1max is equal to 70 N. Thus, before any detection, i.e. between the retracted position and the proximity position, the maximum effort involved for the movement of the connection part 22 is relatively limited, thus preventing injuries or damage being caused in the case of insertion of a foreign body. However, after a first detection, i.e. between the proximity position and the connection position, the connection part 22 is moved with a greater force, allowing a correct coupling with the connection part 12.

[0067] FIG. 5 shows, in a longitudinal cross section view similar to FIGS. 2 to 4, a second embodiment example of an electromechanical coupling assembly 50 according to the invention. In this embodiment example, the connection part 51 of the electric vehicle 10 comprises a female element formed by a single bore 511 and the connection part 52 of the charging station 20 comprises a male element formed by a single cylindrical tube 521. The bore 511 has a diameter D.sub.5 and the cylindrical tube 521 has a diameter D.sub.6. These diameters D.sub.5 and D.sub.6 are for example equal to 50 mm. The diameters can differ in order to introduce a working clearance and facilitate coupling of the connection parts 51 and 52. The connection part 51 also comprises a receiving cone 123 in which the bore 511 ends. The receiving cone 123 is arranged in order to guide the connection part 52 during coupling thereof. The electromechanical coupling assembly 50 is also equipped with the safety system 41 described with reference to FIGS. 2 to 4. The detectable element 411 is firmly fixed to the connection part 51. It is for example inserted into an orifice 512 of the connection part 51, opening on the one hand onto an outer surface of the connection part 51 and on the other hand into the bore 511. The sensor 412 is firmly fixed to the connection part 52. It is for example inserted into a housing formed at a free end of the cylindrical tube 521.

[0068] In FIG. 5, the electromechanical coupling assembly 50 is shown in the retracted 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 proximity position (not shown), the cylindrical tube 521 is partially inserted into the bore 511, the sensor 412 detecting the detectable element 411. The coupling of the connection parts 51 and 52 is then completed with a force of greater amplitude. In the connection position, the cylindrical tube 521 abuts for example against the bottom of the bore 511.

[0069] Of course, the invention is not limited to the examples which have just been described and numerous adjustments can be made to these examples without exceeding the scope of the invention. In particular, the connection part 12 is shown in FIG. 1 as being installed on a roof of the electric vehicle 10. However, the connection part 12 can be situated on another part, in particular at the junction between the roof and a side of the electric vehicle 10 or at the frame of the electric vehicle 10, the connection part 22 coupling with the connection part 12 by movement along a vertical axis. In addition, the different characteristics, forms, variants and embodiments of the invention can be combined together in various combinations to the extent that they are not incompatible or mutually exclusive.