DE102015215403A1 - Communication when charging a battery of a motor vehicle with a charging station - Google Patents

Abstract

The application relates to methods and apparatus for signaling (L1, L2) signals (S0, Sig1, Sig2, Sig3, Sig4) relating to inductive charging (2, 4, 3) of a battery (6) of a motor vehicle (motor vehicle) a battery charging station (1) having a primary coil (2) and / or a motor vehicle (motor vehicle) having a secondary coil (4), characterized in that the device also (2, 4) for signaling (7a, 7b; ) of signals (Sig1, Sig2, Sig3, Sig4) at the battery charging station (1, 7b) and / or on the motor vehicle (motor vehicle, 7a) each have at least one signaling coil (L1, L2).

Description

The invention relates to methods and devices for charging a battery of a motor vehicle.

DE 2014207412.6 describes methods and devices for charging a battery of a motor vehicle.

An object of the invention is to optimize communication methods and apparatus for charging a battery of a motor vehicle. The object is achieved in each case by the subject matter of the independent patent claims. Some particularly advantageous embodiments of the invention are specified in the subclaims and the description. In particular, embodiments of the invention may enable efficient communication to assist in charging a motor vehicle, e.g. by an inductive transmission of signals and / or transaction codes via signaling coils.

Further features and advantages of some advantageous embodiments of the invention will become apparent from the following description of embodiments of the invention with reference to the drawing. In this case, to illustrate some possible embodiments of the invention, each simplifying schematically:

1 a charging a battery of a motor vehicle,

2 depending on a horizontal offset of the charging coils to each other an efficiency when transferring energy for charging,

3 a possible embodiment of a transmitter and a receiver for in particular a PtP communication for charging the battery, both of which can work both sending and receiving,

4 a block diagram of a transmitter and a receiver that can both transmit and receive here,

5 a waveform of a communication for a shop,

6 a flow of point-to-point communication for a store,

7 on average, a signaling coil from a charging station and / or a vehicle, with eg P2PC and / or AGM electronics,

8th on average, a signaling coil from a charging station and / or a vehicle, with eg P2PC and / or AGM electronics,

9 as a block diagram of some components on the part of a motor vehicle and a charging station,

10 an example of the construction of a signal transmitted between a charging station and a motor vehicle.

1 shows a charging station for some embodiments of the invention 1 with a cable connection to a primary coil 2 , a wireless energy transmission 3 , a secondary coil 4 , a rectifier module 5 , a battery 6 , a wireless (WLAN) data transmission 7a . 7b and an electric motor with an inverter 8th ,

According to at least internally known state of the art wireless charging, in particular the inductive charging of batteries for motor vehicles (pre-) has been developed for some time. Here, the energy is transmitted by means of the transformer principle over distances of a few centimeters to about 20 cm. Depending on the distance, structure and power, a fairly large magnetic field can arise between the coils. The worse the two coils, the outer bottom coil and the underbody coil on the vehicle side, are aligned with each other, the larger the stray magnetic field (EMC) can become, and the greater the magnetic load for humans and / or the less power can be transmitted to the vehicle become; In addition, the efficiency of the transmission system is worse. 2 shows in response to a horizontal offset of the charging coils efficiency in a wireless power transmission 3 for charging between a primary coil 2 and a secondary coil 4 , as a function of a horizontal distance of the primary coil 2 and the secondary coil 4 to the right in cm the efficiency in percent upwards. 2 shows a measurement in which by "coil hitting safety" or horizontal coil position deviation of the efficiency is affected.

The coils should therefore find themselves to a few centimeters deviation (for example, 8 cm) or must be aligned accordingly well. If this is not possible up to a minimum permitted efficiency, a store should not be started at all, or it should not be continued if this happens during loading.

From an at least internally known, just discussed, emerging standard (in the design stage) for inductive charging is known that for the above reasons, a so-called fine-positioning to be done by the car. This is done in conjunction with the charging station by both, car and charging station, a so-called alignment signal exchange. So this is a check to see if the two coils are well aligned. If the alignment signal from one coil to the other weak or not at all, is to assume a bad coil alignment and the charging process is not started or even canceled. Although it could be determined by monitoring the transmitted power and a loss of performance and thus a poor efficiency, however, the temporally upstream alignment test before switching on the magnetic field to check the functionality of the system. An exact description of the function of the alignment procedure is not described in the current standard version. In the following, embodiments of the invention are intended to design an alignment signal (eg a signal for controlling the orientation of the primary coil and the secondary coil) or point-to-point communication (also called P2PC), for example between modules 7a and 7b in 1 or between Trans and Rec in 3 be explained:
An idea of an embodiment of the invention is to provide a galvanically isolated and from the power transmission coils ( 2 . 4 ) independent, yet inductively coupled data transmission for signals. This could be, for example, for better decoupling from the LF power transmission range (80-145 kHz) in the range of a few MHz (eg 2 or 6.7 MHz).

An inductive data transmission in this frequency range with coil diameters of e.g. 0.1-0.5 meters can e.g. allow a very small number of turns (e.g., less than ten, especially one to four turns).

As 7 and 8th As exemplary embodiments, these (signaling) coils (also referred to below as data coils) L1, L2 in each case within the primary coil (FIG. 2 ) and / or secondary coil ( 4 ) (hereinafter also referred to as primary or secondary coils or power coil) are located and share with them a magnetic shield Ab and / or housing Pla, Ferr, etc., so that no additional costs incurred thereby have to arise.

Some embodiments of the invention on the one hand strive for (minimal) communication based on the low-level communication of ISO 61851 On the other hand, other helpful data can be exchanged as needed.

In 3 schematically a kind of a (point to point) communication is shown, for example, in terms of an embodiment of a transmitter Trans (left) and a receiver Rec (right), eg for a vote before loading and / or loading and / or termination of the shop 3 ), which is a block diagram in 4 is shown.

As in 3 (as well as a block diagram in 4 In the following description, the vehicle Kf has a transmitter Trans, while the charging station is equipped with a receiver module Rec. Here you can both send and receive. Alternatively, it is also possible to have a charging station transmitting with a transmitter Trans 1 to use a car receivable by a receiver rec vehicle.

In order to accomplish the inductive information exchange, both transmitter trans and receiver Rec are equipped or connected with signaling coils L1 and L2. In combination with the capacitors C1 and C2, both modules each form a resonant circuit. It should be noted that the resonant circuits also z. B. may be formed as a parallel resonant circuits or a mixture of series and parallel resonant circuit. The resonant frequencies of the resonant circuits are here designed for a few MHZ in order to obtain from the LF signal of the energy transfer ( 3 to charge the battery 6 ) not to be influenced as much as possible.

• – eine geplante, laufende oder beendete Batterie-Lade-Transaktion (3) und/oder
• – eine Identifikation des Kraftfahrzeugs (Kfz), und/oder
• – eine Identifikation der Ladestation (1), und/oder
• – (Sig0) eine Parkplatzzuweisung, und/oder
• – (Sig1) eine Parkplatznummer, und/oder
• – (Sig2) einen vom Kraftfahrzeug (Kfz) und/oder einer Ladestation (1) erlaubten maximalen Ladestrom, und/oder
• – (Sig3) einen vom Kraftfahrzeug (Kfz) und/oder einer Ladestation (1) gewünschten Ladestrom, und/oder
• – (Sig4) eine vom Kraftfahrzeug (Kfz) gewünschte Ladeschlussspannung und/oder aktuelle Spannung am Kraftfahrzeug (Kfz).

Via signaling coils (L1, L2), in particular one or more transaction codes (also called TAC) can be transmitted in signals Sig0-Sig4 by inductive transmission, for example transaction codes relating to:

• A planned, ongoing or terminated battery charging transaction ( 3 ) and or
• - An identification of the motor vehicle (motor vehicle), and / or
• - an identification of the charging station ( 1 ), and or
• - (Sig0) a parking space allocation, and / or
• - (Sig1) a parking lot number, and / or
• - (Sig2) one from the motor vehicle (motor vehicle) and / or a charging station ( 1 ) allow maximum charging current, and / or
• - (Sig3) one from the motor vehicle (motor vehicle) and / or a charging station ( 1 ) desired charging current, and / or
• - (Sig4) a desired by the motor vehicle (motor vehicle) end load voltage and / or current voltage on the motor vehicle (motor vehicle).

Park a vehicle car with its charging coil 4 eg as optimally as possible over the primary coil 2 the charging station 1 , so there is an inductive coupling k0 in 3 between the (signaling) coils L1 and L2. Consequently, by the transmitter Trans (eg with an RF oscillator RF osc and a modulator mod in 4 ) (and possibly with a Amplifier amplified) magnetic alternating field (by a (here inductive) coupling k0) induced voltages in the receiver Rec (via L2), via which information and / or signals can be exchanged. Depending on how exactly a vehicle car over a primary coil 2 and signaling coil L2 of a charging station 1 These induced voltages in the receiver Rec are larger or smaller. Since the transmitter transmits trans if necessary only with rather minimal achievement the range of this communication (K0) can be strongly limited. Thus, it can be ensured that, starting from a certain threshold value of the induced voltage in the receiver Rec, a sufficiently accurate positioning (of the primary coil 2 over the secondary coil 4 ) for the charging process 3 is present.

As 6 exemplifies embodiments of the invention, exchange during a charging process 3 a vehicle car and a charging station 1 (eg important) parameters such as signals concerning currents, voltages, ... via a radio interface Fu (eg WLAN interface) between radio transceivers (eg WLAN transceivers) 7a . 7b and / or via signaling coils L1, L2. Without a second redundant point-to-point communication ( 7a . 7b and L1, L2) would possibly possibly a charging process 3 If the WLAN connection is disconnected, it can be disconnected to prevent damage to the charging electronics. With a redundant communication principle ( 7a . 7b and L1, L2), as described here as an embodiment of the invention, the charging process 3 eg despite a Wi-Fi disconnect ( 7a . 7b ) continue well.

Look at ua 6 The flowchart below is an example of how, for example, a configuration according to the invention of such a communication can take place:
The motor vehicle wants to start the charging process and therefore already reports from a certain distance (-30m) by means of WLAN ( 7a . 7b ) at the charging station 1 at. To ensure that later the registered motor vehicle car loaded ( 3 ) and there is no likelihood of confusion sends the motor vehicle vehicle eg as a signal identifier by means of WLAN to the charging station 1 , This identifier could for example be a coded variant of the license plate or the like. During the parking process the motor vehicle Kfz sends this identifier eg (possibly also) via the inductive (L1-L2; Transm, Rec) connection (motor vehicle, 1 ; k0) via signaling coils L1, L2 off. This is done, for example, by transmitting individual pulses with, for example, resonance frequency (of eg L1, L2) via signaling coils L1, L2, for example as in 5 ,

5 shows an example of a signal course of a communication:
As in 5 can be seen as an example, the amplifier of the transmitter (eg Transm; L1) either act on the resonant circuit with the resonant frequency or not energized. Consequently, either voltages are induced in the receiver (eg Rec; L2) or not. The transmitter sends information (= signals S1, S3, S4), for example via a kind of morsen to the receiver (via signaling coils L1, L2).

In 4 this is shown with a resonant frequency of 5 MHz and a "Morse frequency" of 250 kHz. These frequency ratios in this example are for illustrative purposes only. In fact, due to the quality of the resonant circuit with significantly lower Morse frequencies (eg 2.5 kHz) can be worked. Are these signals directed at the receiver side ( 1 ) and if this is smoothed, a square wave signal is obtained, which can assume either the logical values 1 or 0 (or alternatively higher quantized values). Thus, the vehicle motor vehicle, for example, its identifier (eg in the form of a designated as TransActionCode or TAC identification code) to the charging station 1 to transfer.

For example, in in 3 shown (eg with switches such as thyristors or transistors (from left to right in 3 :) Tra, Trb, Trc) switchable resistors (from left to right in 3 :) Ra, Rb, Rc and possibly more or less resistors, the charging station 1 However, the vehicle vehicle by signals to send information. This is to be described in the case of the currently parked vehicle Kfz:
For example, the motor vehicle has already registered via WLAN at the charging station and then sends out a signal and / or a TAC via a point-to-point connection via signaling coils L1, L2. Is the charging station 1 not yet in reception range receiver (Rec) and transmitter (Trans) are not yet (sufficiently) coupled. The transmitter oscillation circuit is thus loaded only by the resistor R1 of the transmitter. If the magnetic coupling k0 increases during the parking process, on the other hand, the transmission circuit is also loaded by the resistor R2 (and possibly Ra, Rb, Rc) of the receiver Rec. The result is a decrease in the tapped voltage Ut on the transmitter side. Thus, owing to the voltage Ut, the first step is the fine positioning of the signaling coils L1, L2 and / or (if appropriate, the charging coils) 2 . 4 getting closed. Due to the switchable resistors Ra ... Re, the receiver (Rec) can influence the amplitude of Ut further and / or in eg more than two stages (eg by intermediate values between zero and one), in particular during the later communication (with Trans).

Consequently, not only the transmitter (Trans) but also the receiver (Rec) can respective counterpart (= Trans) information by signals (Si2) to send. The communication can therefore be bidirectional, for example full duplex.

• – Der Sender (Trans) arbeitet mit einer konstanten HF-Trägerfrequenz. Durch die Änderung der An- und Auszeiten der NF-Pulse werden die Informationen/Bits (z.B. Stromstärke und Spannungshöhe) an den Empfänger (Rec) weitergeleitet (CW).
• – Der Sender (Trans) sendet mit einem konstanten Pulspausenverhältnis der NF (Niederfrequenz). Durch die Änderung der NF werden die Informationen an den Empfänger Rec weitergeleitet. Die Frequenz am Ausgang seines (Rec) Demodulators Demod ändert sich (z.B. Als Frequency Shift Keying, FSK).
• – Die Informationen werden sowohl in einem variablen Pulspausenverhältnis als auch in einer variablen Frequenz kodiert (beide oberen Fälle gleichzeitig).
• – Schließlich kann bereits der Sender (Trans) mit konstanter Frequenz und konstantem Puls-Pausen-Verhältnis die Sendeamplitude ändern, wodurch auch die Amplitude des Empfängers beeinflusst wird (AM).
• – Außerdem kann die Information auch in diesem Anwendungsfall als Manchester-Code (Phasenmodulation)übertragen werden.
• – Das Senden der Informationen erfolgt in einem fest vorgegebenen Protokoll, wobei die logischen Werte 1 und 0 als Informationsträger verwendet werden. Hierfür wäre ein Protokoll ähnlich einem RS232 Protokoll vorstellbar. (z.B. Startbit, Bitreihenfolge und Checkbit).
• – Alternativ kann zwecks Vereinfachung des beidseitigen Signalaustausches statt eines fest vorgegebenen Protokolls der Sender (Trans) einen Aufwärts- oder Abwärtszähler, beginnend beim niederwenigsten oder höchstwertigen definierten Zählerstand starten. Der Zählerstand entspräche beispielsweise dem gewollten und/oder festgestellten Ladestrom. Z.B. ist an dem Zeitpunkt, an dem der Empfänger Rec ein Antwortsignal setzt (z.B. Bestätigungsbit), der richtige Ladestrom erreicht.

Exemplary communication possibilities would be: From the sender (Trans) to the receiver the following are possible, also in combinations:

• - The transmitter (Trans) operates at a constant RF carrier frequency. By changing the on and off times of the LF pulses, the information / bits (eg current and voltage level) are forwarded to the receiver (Rec) (CW).
• - The transmitter (Trans) transmits with a constant pulse pause ratio of the NF (low frequency). By changing the NF, the information is forwarded to the receiver Rec. The frequency at the output of its (demodulator) demodulator Demod changes (eg as Frequency Shift Keying, FSK).
• The information is coded both in a variable pulse pause ratio and in a variable frequency (both upper cases at the same time).
• - Finally, the transmitter (Trans) with constant frequency and constant pulse-pause ratio already change the transmission amplitude, whereby the amplitude of the receiver is affected (AM).
• - In addition, the information can also be transmitted in this application as Manchester code (phase modulation).
• - The transmission of information takes place in a fixed protocol, the logical values 1 and 0 are used as information carrier. For this purpose, a protocol similar to an RS232 protocol would be conceivable. (eg start bit, bit order and check bit).
• Alternatively, in order to simplify the bilateral signal exchange, instead of a fixed protocol, the transmitter (Trans) can start an up or down counter, starting at the lowest or most significant defined counter reading. The meter reading would correspond, for example, to the desired and / or determined charge current. For example, at the point in time at which the receiver Rec sets a response signal (eg confirmation bit), the correct charging current is reached.

Communication from the receiver Rec to the transmitter Trans:
By changing the switchable resistors (Rra, Rrb, Rrc), different states of charge can be signaled to the motor vehicle.

If a protocol is used, resistor connections of switchable resistors (Rra, Rrb, Rrc) and / or switches of switchable resistors (Rra, Rrb, Rrc), ie the amplitude changes, could also serve as an acknowledge (acknowledgment of receipt / acceptance signal).

According to one embodiment of the invention, it is provided that the Trans transmitter is located in the motor vehicle and the receiver Rec of the block diagram in the (bottom) coil 2 the charging station 1 located. However, this principle can also be reversed.

In some o.g. Information transmissions may make sense to avoid values near zero or "full scale" (100%) in order to better distinguish the actual information from a missing information or malfunction, because a continuous / continuous signal, which could also be 100%, would not be distinguished from a non-functioning modulation. For example, one uses only values between 5 and 95%.

Possible further features and advantages can also be the following:
A bidirectional, inductive data transmission, wherein the inductive interface L1-L2 is independent (non-conducting) from the power transmission interface 2-4, but in this (such as in 7 . 8th ) may be mechanically integrated, wherein as in 7 a control and evaluation ECU behind a shield (Absch, eg shielding plate and / or ferrite plate Ferr and / or carrier plate Pla) of the respective energy-transmitting primary coil ( 2 ) and / or secondary coil ( 4 ) or (as in 8th ) side of the coils 2 . 4 and / or L1, L2 can be attached to them in front of the high magnetic field (of particular 2 . 4 ) to protect.

It may be particularly advantageous to combine this communication electronics ECU with that of an air gap monitoring and / or together in the energy-transmitting main coils 2 . 4 to integrate so that a vehicle loading unit is created. The charging management electronics and HF (WLAN) transmission electronics could also be integrated here (s. 7 - 9 ) Embodiments of the invention can secure transmission (eg due to short range (eg 0.5 m, which can be difficult to disturb) on signaling coils L1, L2 allow, for example, possibly by radio 7a . 7b redundant charging data transmission. This can be ensured, for example, that only a properly over the bottom coil standing, released motor vehicle vehicle is charged.

9 shows a block diagram of an embodiment of components on the part of a motor vehicle motor vehicle and a charging station 1 which components may be involved, between a transmitter (and / or receiver) Trans by a motor vehicle motor vehicle and a transmitter (and / or receiver) Rec by a charging station 1 signals (eg Sig0 or Sig1 or Sig2 or Sig3 or Sig4) to transfer energy and energy from the charging station 1 to the vehicle vehicle to transfer. For example, energy originating from a public network, for example, (U network) is supplied by a power electronics Pow from the charging station 1 it transforms, and it becomes energy energ of a primary coil 2 the charging station 1 as a field 3 to a secondary coil 4 of the motor vehicle (ie in one direction) and transmitted as energy (reference U-HV), for example for charging a battery 6 of the motor vehicle motor vehicle provided. Through an inductive exchange of information between one with a receiver / transceiver Rec by the charging station 1 connected signal coil L1 and one connected to a transmitter / transceiver Trans by the motor vehicle motor vehicle signal coil L2 signals S0, S1, S2, S3, S4 (in both directions) transmitted.

• F1 eine unterschiedliche Anzahl von Bits zu einer aktiven Ruhephase,
• F2 acht Bits von der Ladestation SE, 1 in einer Synchronisierungsphase,
• F3 ein Bit vom Elektrofahrzeug EV, Kfz zu einem Kommunikationstyp LLC/MMC,
• F4 drei Bits von der Ladestation SE betreffend ein Ramp-Up (Ansteigen) eines Stroms,
• F5 drei Bits vom Elektrofahrzeug EV betreffend eine Fortführung eines Leistungstransfers (3),
• F6 ein Bit betreffend eine Parity (z.B. zur Fehlersicherung im Code)
• F7 zwei Bits betreffend einen Stop.

10 shows an embodiment of a construction of a between a charging station 1 and a motor vehicle transmitted signal (eg Sig0 or Sig1 or Sig2 or Sig3 or Sig4) with eg seven fields in the signal, wherein the field numbers (Fldnr) of F1-F7 are numbered consecutively. For example, the fields (EV = sent by the electric vehicle, SE = sent by the charging station) concern:

• F1 a different number of bits to an active rest phase,
• F2 eight bits from the charging station SE, 1 in a synchronization phase,
• F3 one bit from the electric vehicle EV, automotive to a communication type LLC / MMC,
• F4 three bits from the charging station SE concerning a ramp-up (rise) of a current,
• F5 three bits of the electric vehicle EV regarding a continuation of a power transfer ( 3 )
• F6 a bit concerning a parity (eg for error protection in the code)
• F7 two bits concerning a stop.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 2014207412 [0002]

Cited non-patent literature

• ISO 61851 [0021]

Claims (17)

Signaling device (L1, L2; 7a . 7b ) of signals (S0, Sig1, Sig2, Sig3, Sig4) concerning inductive charging ( 2 . 4 ; 3 ) of a battery ( 6 ) of a motor vehicle (motor vehicle), with a primary coil ( 2 ) battery charging station ( 1 ) and / or a secondary coil ( 4 ) having motor vehicle (motor vehicle), characterized in that the device moreover ( 2 . 4 ) for signaling ( 7a . 7b ; 2 . 4 ) of signals (Sig1, Sig2, Sig3, Sig4) at the battery charging station ( 1 . 7b ) and / or on the motor vehicle (motor vehicle, 7a ) each having at least one respective signaling coil (L1, L2). Device according to claim 1, characterized in that at least one respective signaling coil (L2) in the battery charging station ( 1 . 7b ) and / or signaling coil (L1) in the motor vehicle (motor vehicle, 7a ) and / or transmitting unit (Trans) and / or receiving unit (Rec) are designed to signal at least one signal (Sig1, Sig2, Sig3, Sig4) (L1, L2), which signal contains: - a transaction code (Sig0- Sig4) concerning a planned, ongoing or terminated battery charging transaction ( 4 ), and / or - an identification of the motor vehicle (motor vehicle), and / or - an identification of the charging station ( 1 ), and / or - (Sig0) a parking space allocation, and / or - (Sig1) a parking lot number, and / or - (Sig2) one from the motor vehicle (motor vehicle) and / or a charging station ( 1 ) permitted maximum charging current, and / or - (Sig3) one of the motor vehicle (motor vehicle) and / or a charging station ( 1 ) desired charging current, and / or - (Sig4) a desired by the motor vehicle (motor vehicle) charge end voltage and / or current voltage on the motor vehicle (motor vehicle). Device according to one of the preceding claims, characterized in that it is designed so that as soon as a signaling coil (L1, L2) of the battery charging station ( 1 . 7b ) in the magnetic near field of a motor vehicle (motor vehicle, 7a ) arranged on a demodulator (Demod) of the transmitter (Trans) a voltage dip is detectable, in particular due to at least one resonant circuit of the transmitter (Trans) loading (L1-L2) ohmic resistance (R2, Rra, Rrb, Rrc) of the receiver (Rec) and / or voltage drop in the resonant circuit of the transmitter (Trans). Device according to one of the preceding claims, characterized in that the signals (S0, Sig1, Sig2, Sig3, Sig4) at least one signal ( 1 , Sig5) concerning a correct orientation of a primary coil ( 2 ) of the charging station ( 1 ) to a secondary coil ( 4 ) of the motor vehicle (motor vehicle), in particular at 80-145 kHz and / or LF. Device according to one of the preceding claims, characterized in that it comprises at least one in particular galvanically from the secondary coil ( 4 ) separate signaling coil (L1) and / or at least one in particular galvanically from the primary coil ( 2 ) has a separate signaling coil (L2) for signaling. Device according to one of the preceding claims, characterized in that the at least one signaling coil (L2) of the battery charging station ( 1 . 7b ) and the at least one signaling coil (L1) on the motor vehicle (motor vehicle, 7a ) with one another (L1, L2) when signaling ( 7a . 7b ; 2 . 4 ) of the signals (Sig1, Sig2, Sig3, Sig4) are coupled (L1, L2, k0). Device according to one of the preceding claims, characterized in that the at least one respective signaling coil (L2) of the battery charging station ( 1 ) and / or (L1) on the motor vehicle (motor vehicle) and / or at least one transmitting unit (Trans) and receiving unit (Rec) in the battery charging station ( 1 ) and / or in the motor vehicle (motor vehicle) are designed to signal each other (L1, L2) the signals (Sig1, Sig2, Sig3, Sig4) in the frequency range of 2 or 6.7 MHz. Device according to one of the preceding claims, characterized in that the at least one signaling coil (L2) in the battery charging station ( 1 ) and / or each having at least one signaling coil (L1) in the motor vehicle (motor vehicle) each coil diameter of 0.1-0.5 meters and / or a number of turns of less than ten or less than five turns. Device according to one of the preceding claims, characterized in that the at least one signaling coil (L2) in the battery charging station ( 1 ) and / or the at least one signaling coil (L1) in the motor vehicle (motor vehicle) in each case within the primary coil ( 2 ) or secondary coil ( 4 ) and / or ( 2 ; 4 ) have a common magnetic shield and / or a common housing. Device according to one of the preceding claims, characterized in that the at least one signaling coil (L2) in the battery charging station ( 1 ) and / or the at least one signaling coil (L1) in the motor vehicle (motor vehicle) in each case in one plane with the primary coil ( 2 ) or secondary coil ( 4 ) are located. Device according to one of the preceding claims, characterized in that it comprises WLAN transmission devices ( 7a . 7b ) in the motor vehicle (motor vehicle) and / or a charging station ( 1 ) to receive a signal ( 5 , Sig0) concerning a charging of a motor vehicle (motor vehicle) by a charging station ( 1 ) via WLAN, especially from a distance ( 1 / Car) of more than one or more than ten or more than thirty meters. Device according to one of the preceding claims, characterized in that it comprises WLAN transmission devices ( 7a . 7b ) in the motor vehicle (motor vehicle) and / or the charging station ( 1 ), which are adapted to receive a signal ( 5 , Sig0) between a motor vehicle (motor vehicle) and a charging station ( 1 ) via WLAN, which signal contains: a transaction code (Sig0-Sig4) concerning a planned, ongoing or terminated battery charging transaction ( 4 ), and / or - an identification of the motor vehicle (motor vehicle), and / or - an identification of the charging station ( 1 ), and / or - (Sig0) a parking space allocation, and / or - (Sig1) a parking lot number, and / or - (Sig2) one from the motor vehicle (motor vehicle) and / or a charging station ( 1 ) permitted maximum charging current, and / or - (Sig3) one of the motor vehicle (motor vehicle) and / or a charging station ( 1 ) desired charging current, and / or - (Sig4) a desired by the motor vehicle (motor vehicle) charge end voltage and / or current voltage on the motor vehicle (motor vehicle). Device according to one of the preceding claims, characterized in that a signaling coil (L2) of a receiver (Rec) in particular the battery charging station ( 1 ) for transmitting a signal (Sig2) with one or more resistors (Ra, Rb, Rc) by switches (Tra, Trb, Trc) in parallel, in particular for changing an amplitude of a voltage (Ut) by the transmitter (Trans). Device according to one of the preceding claims, characterized in that a transmitter (Trans) is designed to determine the positioning of the secondary coil ( 4 ) relative to the primary coil ( 2 ) to detect that a voltage (Ut, Ur) on the part of the transmitter (Trans) changes if the receiver (Rec) and a transmitter (Trans), in particular because of the distance, are coupled so weakly via signal coils (k0) that the transmitter oscillation circuit of the Transmitter (Trans) is essentially only the resistor (R1) on the part of the transmitter (Trans) is charged, in comparison, if due to higher magnetic coupling (k0) in particular during a parking operation, the receiver (Rec) and a transmitter (Trans) more than signal coils are coupled (k0), so that the transmitter oscillation of the transmitter (Trans) from the resistor (R1) by the transmitter (Trans) and at least one resistor (R1) by the receiver (Rec) is charged. Device according to one of the preceding claims, characterized in that the transmitting unit (Trans) in the motor vehicle and / or and the receiving unit (Rec) in the battery charging station ( 1 . 7b ) is designed to evaluate at least one of them (Trans, Rec) received signal (Sig1, Sig2, Sig3, Sig4) in terms of amplitude and / or pulse width and / or pulse length and / or pulse duration, in particular with a demodulator (Demod). Method for signaling (L1, L2; 7a . 7b ) of signals (S0, Sig1, Sig2, Sig3, Sig4) relating to inductive charging ( 2 . 4 ; 3 ) of a battery ( 6 ) of a motor vehicle (motor vehicle), between a primary coil ( 2 ) battery charging station ( 1 ) and a secondary coil ( 4 ) having a motor vehicle (motor vehicle), in particular with a device according to one of the preceding claims, characterized in that for signaling signals (Sig1, Sig2, Sig3, Sig4) in the battery charging station ( 1 ) and / or in the motor vehicle (motor vehicle) at least one in each case in addition to the primary coil ( 2 ) or secondary coil ( 4 ) provided signaling coil (L1, L2) is used. Method according to the preceding claim, characterized in that each with a signaling coil (L2) in the battery charging station ( 1 ) and / or (L1) in the motor vehicle (motor vehicle) with in each case at least one transmitting unit (Trans) or receiving unit (Rec) a signal (Sig1, Sig2, Sig3, Sig4) signals (L1, L2, k0), which signal is the following contains: - a transaction code (Sig0-Sig4) relating to a planned, ongoing or terminated battery charging transaction ( 4 ), and or An identification of the motor vehicle (motor vehicle), and / or an identification of the charging station ( 1 ), and / or - (Sig0) a parking space allocation, and / or - (Sig1) a parking lot number, and / or - (Sig2) one from the motor vehicle (motor vehicle) and / or a charging station ( 1 ) permitted maximum charging current, and / or - (Sig3) one of the motor vehicle (motor vehicle) and / or a charging station ( 1 ) desired charging current, and / or - (Sig4) a desired by the motor vehicle (motor vehicle) charge end voltage and / or current voltage on the motor vehicle (motor vehicle).

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