A high-power liquid-cooled charging connector with non-insulated isolation cooling

Abstract

The present invention discloses a non-insulated isolated cooling high-power liquid-cooled charging connector, including a multi-strand wire DC+ and a multi-strand wire DC-, the head of the multi-strand wire DC+ is welded to the DC+ core, and the head of the multi-strand wire DC- is welded to the DC- core; the DC+ core and the DC- core are inserted into the front insulating plate, the front insulating plate is inserted into the vehicle charging port to form a connection with the vehicle battery, the tails of the multi-strand wire DC+ and the multi-strand wire DC- together form a stranded cable, the stranded cable is connected to the positive and negative poles of the charging pile to form a charging circuit; it also includes a cooling shell, and an insulating heat-conducting layer is arranged inside the cooling shell and on the inner wall of the DC core to form two coolant flow circuits. This solution takes away the heat generated during the charging process through two independently arranged and non-interfering coolant flow circuits, so that it can complete the charging smoothly and efficiently, and can achieve a power output of 800 to 1000KW, realizing the electric vehicle fast charging coolant flow circuit.

Description

Technical Field

[0001] The present invention belongs to the field of new energy, and particularly relates to a high-power liquid-cooled charging connector with non-insulated isolation cooling. Background Art

[0002] In the process of the continuous popularization of new energy vehicles, the construction of charging infrastructure has been gradually strengthened and improved. Some other problems have also emerged continuously. Among them, the cruising range, charging efficiency, and charging duration are the main reasons affecting the popularization of new energy vehicles, and they are also the most prominent problems felt by car owners during use. After several years of development, the cruising range of electric vehicles in China has been gradually increasing, from the previous cruising range of 150 km to more than 400 km today, and basically the mileage anxiety of electric vehicles has been solved. At present, the mainstream DC charging piles on the market in China have a charging power of (80 - 120) kW, while the battery energy of mainstream electric vehicle passenger cars is (60 - 90) kW, so the actual charging time is about (1 - 2) h, and most people cannot tolerate long waiting times. While refueling a fuel vehicle only takes (10 - 20) min. In terms of the convenience of refueling, electric vehicles still cannot compare with fuel vehicles. Adopting high-power charging can achieve the same experience as refueling a fuel vehicle, thus becoming one of the most effective ways to solve the problem of fast charging of electric vehicles.

[0003] The rated current-carrying capacity of existing high-power charging products on the market: The rated current of Tesla V3 gun is 425 A; the rated current-carrying capacity of V4 gun is 615 A; the current-carrying capacity of high-power charging guns (water-cooled / oil-cooled) of domestic counterparts is generally claimed to be at the level of 400 A - 600 A. According to Joule's law of heating Q = I 2 Rt, it can be known that under the same conditions, when the rated current doubles, the heat generation becomes 4 times the original. In order to meet the faster charging needs of car owners, it is necessary to continuously innovate on the basis of existing high-power charging products, improve the current-carrying capacity, and then shorten the charging time. However, to improve the current-carrying capacity, the corresponding heat dissipation problem needs to be solved, which puts higher requirements on the cooling scheme of high-power charging products. Therefore, how to more efficiently solve the heat dissipation of the charging gun and then improve the current-carrying capacity of the product has become an urgent problem to be solved. Summary of the Invention

[0004] Object of the Invention: The object of the present invention is to provide a high-power liquid-cooled charging connector with non-insulated isolation cooling. In this solution, the coolant flow circuit can fully absorb the heat generated during the charging process, enabling the charging connector to achieve a power output of 800 - 1000 KW, shortening the charging time, and realizing fast charging of electric vehicles.

[0005] Technical solution: The present invention includes multiple-strand wire DC+ and multiple-strand wire DC-. After the head of the multiple-strand wire DC+ is stripped, it is welded to the DC+ core component. After the head of the multiple-strand wire DC- is stripped, it is welded to the DC- core component. The DC+ core component and the DC- core component are inserted into the front insulating plate, and the front insulating plate is inserted into the vehicle charging port to form a connection with the in-vehicle battery. The multiple-strand wire DC+ and the multiple-strand wire DC- form a stranded cable, and the tail end of the stranded cable is connected to the positive and negative electrodes of the charging pile to form a charging circuit. It further includes a cooling housing, and the cooling housing includes two independently provided first cylinders and second cylinders. The second half of the DC+ core component and the welding area between the DC+ core component and the multiple-strand wire DC+ are located inside the first cylinder. The second half of the DC- core component and the welding area between the DC- core component and the multiple-strand wire DC- are located inside the second cylinder. A first cooling water inlet pipe channel is opened on the top surface of the first cylinder for the liquid of the first cooling water inlet pipe to pass through, and a first cooling water outlet pipe channel is opened on the bottom surface of the first cylinder for installing the first outlet pipe. The inner cavity of the DC+ core component is a first fluid space, and an insulating and heat-conducting layer is provided between the first fluid space and the DC+ core component. The insulating and heat-conducting layer isolates the first fluid space from the DC+ core component and is sealed. The first fluid space has a first water inlet and a first water outlet. Among them, the first water inlet is communicated with the first cooling water inlet pipe. The insulating and heat-conducting layer extends to the end of the first cylinder, and a sealed annular second fluid space is formed between the insulating and heat-conducting layer and the inner wall of the first cylinder. The second fluid space is communicated with the first water outlet and the first cooling water outlet pipe channel. The coolant enters from the first cooling water inlet pipe, passes through the first cooling water inlet pipe channel and then enters the first water inlet. The coolant flows in the first fluid space, sequentially passes through the inner cavity of the head of the DC+ core component, takes away the heat at the contact part between the DC+ core component and the vehicle-end socket, then enters the second fluid space from the first water outlet, takes away the heat at the welding area between the DC+ core component and the multiple-strand wire DC+, and finally enters the first outlet pipe from the first cooling water outlet pipe channel to form a first coolant flow circuit.

[0006] A first water isolation plate is vertically arranged in the first fluid space. One end of the first water isolation plate is embedded in the insulating and heat-conducting layer, and a gap is reserved between the other end and the sealing ring arranged at the head of the DC+ core component. The upper surface of the first water isolation plate corresponds to the first water inlet. The coolant enters the upper surface of the first water isolation plate from the first water inlet, flows from the upper surface of the first water isolation plate to the inner cavity of the head of the DC+ core component, takes away the heat at the contact part between the DC+ core component and the vehicle-end socket, and then flows from the lower surface of the first water isolation plate to the first water inlet. The first water isolation plate plays a role in guiding the flow.

[0007] It further includes a circular ring structure sleeved outside the DC+ core component. A circular ring channel is provided inside the circular ring structure. The outer ring surface of the circular ring structure is communicated with the first cooling water inlet pipe, and the inner ring surface of the circular ring structure is communicated with the first water inlet. By providing the circular ring structure, the coolant in the first cooling water inlet pipe is conveyed to the first water inlet.

[0008] A second coolant flow circuit is arranged inside the second cylinder, and the formation of the second coolant flow circuit is the same as that of the first coolant flow circuit. The first coolant flow circuit and the second coolant flow circuit are independent of each other, so that two inlets and two outlets of the coolant are realized, and the two channels do not interfere with each other.

[0009] A first O-ring is arranged between the first water inlet and the second fluid space, so that the coolant flowing out of the first cooling water inlet pipe can only enter the first water inlet but cannot directly enter the second fluid space.

[0010] The welding area between the DC+ core and the multi-strand conductor DC+ is surrounded by an insulating heat-conductive layer, which isolates the welding area from the second fluid space. At the same time, the heat of the welding area is transferred to the second fluid space through the insulating heat-conductive layer. The isolation and heat transfer of the welding area are achieved through the insulating heat-conductive layer, and the insulating heat-conductive layer also isolates the second fluid space from other components inside the first cylinder.

[0011] The insulating heat-conducting layer isolates the DC+ core from the first fluid space, and the heat in the inner cavity of the DC+ core head is transferred to the first fluid space through the insulating heat-conducting layer, thereby achieving isolation and heat transfer of the DC+ core.

[0012] The end of the first baffle plate is arranged as a U-shaped structure, and the cooling liquid passes through the U-shaped structure from the upper surface of the first baffle plate to the lower surface of the first baffle plate.

[0013] A second O-ring is disposed at the end of each of the first and second cylinders, and the second O-ring is used to seal the end of the first cylinder and the insulating heat-conducting layer therein, and the second O-ring is used to seal the end of the second cylinder and the insulating heat-conducting layer therein.

[0014] Temperature sensors are installed below the welding position between the DC+ core and the multi-strand wire DC+ and below the welding position between the multi-strand wire DC- and the DC- core respectively. The purpose is to monitor the position directly in contact with the heating area of the core, making the temperature monitoring more accurate.

[0015] Beneficial effects: Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0016] (1) By setting up two cooling liquid flow loops to remove the heat generated during the charging process, the charging can be completed smoothly and efficiently, so that the charging voltage of the charging connector can reach 1000V and the current can reach 800A to 1000A. The high-power liquid-cooled charging product can reach a power output of 800 to 1000KW. It only takes 5 minutes to fully charge once, realizing fast charging of new energy electric vehicles, so that they can get a similar experience as refueling fuel vehicles;

[0017] (2) The purpose (benefit) of setting the two coolant flow circuits independently and without interference is as follows: to prevent the possible occurrence of charged coolant caused by problems such as manufacturing precision. The independent and non-interfering cooling channels prevent potential safety hazards caused by the mixing of positive and negative ions, doubling the safety factor.

[0018] (3) The DC core component and the insulating and heat-conducting layer are tightly bonded together by means of internal and external rubber injection molding, completely solving the problem of water-electricity isolation during the water-cooling process. In the present invention, the cooling water circuit adopts a structure in which the DC rubber-coated component with an O-ring is directly inserted and assembled with the water circuit housing, enclosing to form an internal water circuit channel. In the second and fourth fluid spaces, the DC rubber-coated component is directly immersed in the flowing coolant, making its cooling effect better, and this installation process is very convenient and simple.

[0019] (4) Solve the high-temperature hidden danger during the charging process, reduce the aging failure rate of the equipment, and improve the service life of the equipment. Description of the Drawings

[0020] Figure 1 It is a schematic diagram of the overall structure of a high-power liquid-cooled charging connector;

[0021] Figure 2 It is a schematic diagram of the internal structure of a high-power liquid-cooled charging connector;

[0022] Figure 3 It is the front view of a high-power liquid-cooled charging connector;

[0023] Figure 4 It is Figure 3 A schematic sectional view along the E-E direction;

[0024] Figure 5 It is the top view of a high-power liquid-cooled charging connector;

[0025] Figure 6 It is Figure 5 A schematic sectional view along the D-D direction;

[0026] Figure 7 It is Figure 5 A schematic sectional view along the F-F direction;

[0027] Figure 8 It is a schematic diagram of the structure of the coolant flow circuit from the first perspective;

[0028] Figure 9 It is a schematic diagram of the structure of the coolant flow circuit from the second perspective;

[0029] Figure 10 A schematic diagram of the structure of the coolant flow circuit from the third perspective;

[0030] Figure 11Schematic structural diagram of the cooling housing from the first perspective;

[0031] Figure 12 Schematic structural diagram of the cooling housing from the second perspective;

[0032] Figure 13 Schematic structural diagram of the first water separation plate. Specific implementation manners

[0033] The technical solutions of the present invention will be introduced in detail below in combination with specific implementation manners and the accompanying drawings of the specification.

[0034] As Figure 1-13 shown, the high-power liquid-cooled charging connector of the present invention mainly consists of three parts: a cold source, a cable, and a gun head assembly. The cold source is responsible for continuously providing the coolant at the required temperature; the cable is responsible for connection, completing the transmission of electricity, coolant, and signals; the gun head is responsible for docking with the charging device. The specific components involved in this solution are as follows: front insulating plate 1, signal assembly 2, cooling housing 3, first cylinder 31, second cylinder 32, first cooling water inlet pipe 4, second cooling water inlet pipe 5, wire fixing seat 6, wire DC+ 7, first water outlet pipe 8, wire DC− 9, second water outlet pipe 10, leakage detection plate 11, plastic cap 12, sealing ring 13, DC+ core component 141, DC− core component 142, insulating and heat-conducting layer 15, first water separation plate 16, first O-ring 17, temperature sensor 18, snap ring 19, second O-ring 20, waterway rear cover 21, safety hook 22, electronic lock 23, gun housing 24, stranded cable 25, first fluid space 27, second fluid space 28, circular ring structure 29, third fluid space 33, fourth fluid space 34. The total of the multi-strand wires DC+ 7 is a 60-square cable, and the total of the multi-strand wires DC− 9 is a 60-square cable. The purpose of splitting the 60-square wire DC+ 7 and wire DC− 9 into multi-strand wires is: (1) the contact area between the water pipe and the wire in the cross-section of the cable becomes larger, which is beneficial to reducing the heat generation inside the cable and lowering the temperature of the outer sheath; (2) for the same square cable, after splitting into multi-strand wires, the space utilization rate of the cross-section increases, the outer diameter of the stranded wire will be greatly reduced, the weight is reduced, and the material cost is reduced. It improves the user experience. In this solution, the outer diameter of the 60-square cross-section of the cable is 30 mm, compared with the 35-square oil-cooled cable of our company, with a corresponding outer diameter of 38 mm. Setting the two coolant flow circuits independently and without interference can prevent the possible situation of coolant electrification caused by problems such as manufacturing accuracy. The independent and non-interfering cooling channels prevent potential safety hazards caused by the mixing of positive and negative ions, doubling the safety.

[0035] As Figure 2-4As shown, after the stripping of the heads of the multi-strand wire DC+7, it is welded to the DC+ core component 141 by ultrasonic waves. After the stripping of the heads of the multi-strand wire DC−9, it is welded to the DC− core component 142 by ultrasonic waves. The DC+ core component 141 and the DC− core component 142 are inserted into the front insulating plate 1, and the front insulating plate 1 carries the DC+ core component 141 and the DC− core component 142 and is inserted together into the vehicle charging port to form a connection with the in-vehicle battery. The multi-strand wire DC+7, the multi-strand wire DC−9 and the inlet and outlet water pipes together form a stranded cable 25. The tail end of the stranded cable 25 is connected to the positive and negative poles of the charging pile to form a charging circuit.

[0036] As Figure 4 , 11 -12 shows that the cooling housing 3 is overall in an "8" shape and includes two independently arranged first cylinders 31 and second cylinders 32. The first cylinder 31 is composed of two rings with different diameters, and the diameter of the head of the first cylinder 31 is smaller. The small-diameter end is fitted and installed with the front insulating plate 1, and the large-diameter end is used to form an annular second fluid space and accommodate the multi-strand wire DC+7. The welding area of the multi-strand wire DC+7 and the DC+ core component 141 is also inside the large-diameter end. The structure of the second cylinder 32 is the same as that of the first cylinder 31, and the internal structure is also the same. The first cylinder 31 is sleeved outside the DC+ core component 141 and the multi-strand wire DC+7. The first half of the DC+ core component 141 extends out of the first cylinder 31 and is suspended inside the front insulating plate 1. The second half of the DC+ core component 141 and the welding area 30 between the DC+ core component 141 and the multi-strand wire DC+7 are located inside the first cylinder 31. A wire fixing seat 6 is installed between the end of the first cylinder 31 and the multi-strand wire DC+7. The multi-strand wire DC+7, the multi-strand wire DC-9 and the signal wires of the temperature sensor 18 respectively pass through the wire fixing seat 6. The purpose of the existence of the wire fixing seat 6: The insulating and heat-conducting layer 15 is not in the form of part installation. It is formed by in-mold injection and forms an integral body with the core component, the wire fixing seat and the temperature sensor after ultrasonic welding. The top surface of the first cylinder 31 is provided with a first cooling water inlet channel 311 through which the first cooling water inlet pipe 4 can pass. The bottom surface of the first cylinder 31 is provided with a first cooling water outlet channel 312 for installing the first water outlet pipe 8. The inner cavity of the DC+ core component 141 is the first fluid space 27. An insulating and heat-conducting layer 15 is arranged between the first fluid space 27 and the DC+ core component 141. The insulating and heat-conducting layer 15 isolates the first fluid space 27 from the DC+ core component 141 and performs a sealing treatment. In this solution, in order to enhance the sealing performance inside the first fluid space 27, a sealing ring 13 is arranged at one end of the first fluid space 27 close to the plastic cap 12. A snap ring 19 is arranged between the sealing ring 13 and the plastic cap 12. The first fluid space 27 is reserved with a first water inlet 271 and a first water outlet 272; the insulating and heat-conducting layer 15 extends to the first water inlet 271 and the first water outlet 272. The first water inlet 271 is communicated with the first cooling water inlet pipe 4.

[0037] The insulating and heat-conducting layer 15 extends to the end of the first cylinder 31. A sealed annular second fluid space 28 is formed between the insulating and heat-conducting layer 15 and the inner wall of the first cylinder 31. The second fluid space 28 communicates with the first water outlet 272 and the first cooling water outlet pipe channel 312. In order to enable the coolant flowing out of the first cooling water inlet pipe 4 to only enter the first water inlet 271 and not enter the second fluid space 28, a first O-ring 17 is provided between the first water inlet 271 and the second fluid space 28, forcing the coolant to first pass through the first fluid space 27 and then through the second fluid space 28.

[0038] As Figure 8 and Figure 9 shown, in this embodiment, the first water inlet 271 and the first cooling water inlet pipe 4 are connected through a circular ring structure 29. The circular ring structure 29 diverts the coolant entering from the top of the first cylinder 31 to the first water inlet 271 located inside the first cylinder 31; the circular ring structure 29 is sleeved outside the DC+ core component 141; a circular ring channel is provided inside the circular ring structure 29. The outer ring surface of the circular ring structure 29 communicates with the first cooling water inlet pipe 4, and the inner ring surface of the circular ring structure 29 communicates with the first water inlet 271. The circular ring structure 29 conveys the coolant in the first cooling water inlet pipe 4 to the first water inlet 271.

[0039] As Figure 4 and Figure 8 shown, the coolant enters from the first cooling water inlet pipe 4, passes through the first cooling water inlet pipe channel 311, then enters the first water inlet 271 through the circular ring structure 29. The coolant flows in the first fluid space 27, successively passes through the inner cavity of the head of the DC+ core component 141, takes away the heat at the contact part between the DC+ core component 141 and the vehicle-end socket, then enters the second fluid space 28 from the first water outlet 272, takes away the heat at the welding area 30 between the DC+ core component 141 and the multi-strand wire DC+7, and finally enters the first water outlet pipe 8 from the first cooling water outlet pipe channel 312, forming a first coolant flow loop.

[0040] The insulating and heat-conducting layer 15 isolates the DC+ core component 141 from the first fluid space 27, and the heat in the inner cavity of the head of the DC+ core component 141 is transferred to the first fluid space 27 through the insulating and heat-conducting layer 15. The insulating and heat-conducting layer 15 fills the periphery of the welding area 30 between the DC+ core component 141 and the multi-strand wire DC+7, isolates the welding area from the second fluid space 28 through the insulating and heat-conducting layer 15, and at the same time transfers the heat of the welding area 30 to the second fluid space 28 through the insulating and heat-conducting layer 15.

[0041] As Figure 4 、 Figure 13As shown in the figure, a first water-retaining plate 16 is vertically arranged in the first fluid space 27. One end of the first water-retaining plate 16 is embedded in the insulating and heat-conducting layer 15, and a gap is reserved between the other end and the sealing ring 13 arranged at the head of the DC+ core component 141. The upper surface of the first water-retaining plate 16 corresponds to the first water inlet 271. The coolant enters the upper surface of the first water-retaining plate 16 from the first water inlet 271, flows from the upper surface of the first water-retaining plate 16 to the inner cavity of the head of the DC+ core component 141, takes away the heat at the contact part between the DC+ core component 141 and the vehicle-end socket, and then flows from the lower surface of the first water-retaining plate 16 to the first water inlet 271. In this embodiment, the end of the first water-retaining plate 16 is set as a U-shaped structure, and it can also be set into other structures as long as the coolant on the upper surface of the first water-retaining plate 16 can flow to the lower surface of the first water-retaining plate 16. Since the first water-retaining plate 16 forcibly changes the liquid flow direction, bears the fluid impact and the internal space is too small, the first water-retaining plate 16 is made of stainless steel 304 with a thickness of 0.8.

[0042] As Figure 2 , Figure 4 shown, a second coolant flow circuit is arranged inside the second cylinder 32. The formation of the second coolant flow circuit is the same as that of the first coolant flow circuit; and the first coolant flow circuit and the second coolant flow circuit are independent of each other and do not interfere with each other. The second coolant flow circuit is specifically formed as follows: The second cylinder 32 is sleeved outside the DC− core component 142 and the multi-strand wire DC−9. The front half of the DC− core component 142 extends out of the second cylinder 32 and is suspended inside the front insulating plate 1, and the rear half of the DC− core component 142 and the welding area of the multi-strand wire DC−9 are located inside the second cylinder 32. A wire fixing seat 6 is also installed between the end of the second cylinder 32 and the multi-strand wire DC−9. After the multi-strand wire DC− is gathered and positioned through the wire fixing seat 6, it is welded to enhance the connection stability. A second cooling water inlet channel 321 is opened on the top surface of the second cylinder 32, through which the second cooling water inlet pipe 5 can pass. A second cooling water outlet channel 322 is opened on the bottom surface of the second cylinder 32 for installing the second outlet pipe 10. An insulating and heat-conducting layer 15 is arranged on the inner wall of the DC− core component 142, and the internal space enclosed by the insulating and heat-conducting layer 15 is the third fluid space 33. In order to enhance the sealing performance inside the third fluid space 33, a sealing ring 13 is also arranged at one end of the third fluid space 33 close to the plastic cap 12. A snap ring 19 is also arranged between the sealing ring 13 and the plastic cap 12. The third fluid space 33 is reserved with a second water inlet 331 and a second water outlet 332; the insulating and heat-conducting layer 15 extends to the second water inlet 331 and the second water outlet 332. The second water inlet 331 is communicated with the second cooling water inlet pipe 5.

[0043] Inside the second cylinder 32, the insulating and heat-conducting layer 15 extends to the end of the second cylinder 32. A sealed annular fourth fluid space 34 is formed between the insulating and heat-conducting layer 15 and the inner wall of the second cylinder 32. The fourth fluid space 34 communicates with the second water outlet 332 and the second cooling water inlet pipe 5. In order to enable the coolant flowing out of the second cooling water inlet pipe 5 to only enter the second water inlet 331 and not enter the fourth fluid space 34, a first O-ring 17 is also provided between the second water inlet 331 and the fourth fluid space 34, forcing the coolant to first pass through the first fluid space 33 and then through the second fluid space 34.

[0044] The second water inlet 331 and the second cooling water inlet pipe 5 are also connected through a ring structure 29. The coolant entering from the top of the second cylinder 32 is diverted to the second water inlet 331 located inside the second cylinder 32 by using the ring structure 29. The ring structure 29 is sleeved outside the DC-core 142. A ring channel is provided inside the ring structure 29. The outer ring surface of the ring structure 29 communicates with the second cooling water inlet pipe 5, and the inner ring surface of the ring structure 29 communicates with the second water inlet 331. The ring structure 29 conveys the coolant in the second cooling water inlet pipe 5 to the first water inlet 271.

[0045] The coolant enters from the second cooling water inlet pipe 5, passes through the second cooling water inlet pipe channel 321, then enters the second water inlet 331 through the ring structure 29. The coolant flows in the third fluid space 33, successively passes through the head inner cavity of the DC-core 142, takes away the heat at the contact part between the DC-core 142 and the vehicle end socket, then enters the fourth fluid space 34 from the second water outlet 332, takes away the heat at the welding area between the DC-core 142 and the multi-strand wire DC-9, and finally enters the second water outlet pipe 10 from the second cooling water outlet pipe channel 322, forming a second coolant flow loop.

[0046] In order to ensure the sealing performance between the end of the first cylinder 31 and the insulating and heat-conducting layer 15 inside it, and also to ensure the sealing performance between the end of the second cylinder 32 and the insulating and heat-conducting layer 15 inside it, second O-rings 20 are provided at the ends of the first cylinder 31 and the second cylinder 32. The second O-rings 20 are located between the cooling housing 3 and the insulating and heat-conducting layer 15. The size of the first O-ring 17 is smaller than the size of the second O-ring 20.

[0047] In this embodiment, water glycol is used as the coolant. After receiving the signal, the cold source continuously supplies the coolant - water glycol as required by the program. The coolant is transferred in the stranded wire through the first cooling inlet pipe 4, the second cooling inlet pipe 5, the first outlet pipe 8, and the second outlet pipe 10 in the cable. The coolant enters the first and third fluid spaces from the two water inlets on the cooling housing 3 connected to the first cooling inlet pipe 4 and the second cooling inlet pipe 5, passes through the water channel formed by internal sealing, passes through the head inner cavities of the DC+ core component 141 and the DC− core component 142 in the DC core component, takes away the heat generated at the contact part between the DC core component and the vehicle-end socket, then flows back into the second and fourth fluid spaces of the cooling housing 3, takes away the heat generated at the welding parts between the DC+ core component 141 and the cable and between the DC− core component 142 and the cable, and enters the first outlet pipe 8 and the second outlet pipe 10 through the corresponding first cooling outlet pipe channel 312 and the second cooling outlet pipe channel 322, realizing a two-in and two-out flow loop of the coolant.

[0048] In this solution, water glycol is selected as the coolant, which meets the environmental protection requirements. More importantly, with the water glycol cooling method, the cross-sectional area of the corresponding cable will be greatly reduced, the weight of the cable will be greatly reduced, and the cost of the coolant is also cheaper than that of the oil-cooling coolant, so the overall cost will be greatly reduced. Therefore, using water glycol for cooling has good economic benefits.

[0049] Heat exchange channel 1: In this solution, the walls of the first cooling inlet pipe 4, the second cooling inlet pipe 5, the first outlet pipe 8, and the second outlet pipe 10 in the stranded cable 25 are made of heat-conductive materials. During the energization of the wire DC+7 and the multi-strand wire DC−9 in the cable, the heat generated can be transferred through their own insulation layers and the hose walls.

[0050] Heat exchange channel 2: After the multi-strand wire DC+7 in the stranded cable 25 is stripped and welded together, the welding position and the contact part between the DC+ core component 141 and the vehicle-end socket are the two points where the most heat is generated during high-power charging. In this solution, an insulating heat-conductive layer 15 is used to isolate between the welded DC+ core component 141 and the coolant. When plugging in for charging, the heat generated at the contact part between the DC+ core component 141 and the vehicle-end socket transfers the temperature to the coolant inside the DC+ core component 141 through the insulating heat-conductive layer 15, and the heat generated at the welding position between the DC+ core component 141 and the multi-strand wire DC+7 also transfers the temperature to the coolant inside the cooling housing 3 through the insulating heat-conductive layer 15, realizing heat exchange.

[0051] Heat exchange channel 3: Due to the two-in and two-out of the product and the symmetrical setting on the left and right sides, the heat exchange of the multi-strand wire DC−9 and the DC− core component 142 on the left side is the same as that of heat exchange channel 2.

[0052] The coolant flow circuit in the present invention can cool the contact part between the DC core component and the vehicle-end socket. At the same time, a temperature sensor 18 is respectively installed below the welding position of the DC+ core component 141 and the stranded wire DC+7, and below the welding position of the stranded wire DC−9 and the DC− core component 142, as Figure 4 shown. The temperature sensor 18 is directly encapsulated in the core component and is in direct contact with the ultrasonic welding part. The space between the cables is filled by encapsulation to achieve water and electricity isolation. It can more accurately monitor the temperature inside the core component and transmit it to the control end to achieve the purpose of precise prevention and control. The charging pile can perform corresponding control on the liquid cooling source based on the temperature feedback, and at the same time, the flow sensor and pressure sensor on the cooling source detect the flow and pressure in the cooling system. Through the data of the sensors, the purpose of real-time monitoring is achieved to ensure safety during the charging process.

[0053] Since the coolant water glycol used in this solution has electrical conductivity, water and electricity separation is carried out for both coolant flow circuits. The insulating and heat-conducting layer 15 is used for insulation inside the charging gun and is sealed by cooperating with its corresponding grooves with the first O-ring 17, the second O-ring 20, and the cooling housing 3 to prevent the coolant from contacting the DC+ core component 141 and the DC− core component 142 and avoid the danger caused by water and electricity contact.

[0054] The installation process is as follows: The stranded wire DC+7, like the stranded wire DC−9, first passes through the wire fixing seat 6 and then is ultrasonically welded to the DC+ core component 141 and the DC− core component 142; then the temperature sensor 18 is installed, the insulating and heat-conducting layer 15 is injection-molded, and then the second O-ring 20, the first O-ring 17, the first water separation plate 16, the sealing ring 13, the snap ring 19, and the plastic cap 12 are respectively installed to complete the assembly of the core component; and it is inserted into the cooling housing 3 and fixed by the buckle of the waterway rear cover 21. The cooling inlet and outlet pipe channels are correspondingly installed, the signal component 2 is fixed on the cooling housing 3 with screws, and the signal line connection is completed. Then the whole is inserted into the front insulating plate 1 and fixed with self-tapping screws. Thus, a coolant flow circuit is formed from the first cooling inlet pipe channel 311 to the first cooling outlet pipe channel 312 of the cooling housing 3, and a coolant flow circuit is formed from the second cooling inlet pipe channel 321 to the second cooling outlet pipe channel 322 of the cooling housing 3. These two channels do not change due to the assembly angle between the welded and encapsulated core component assembly and the cooling housing 3, and the two channels sequentially pass through the positions with the most serious heat generation: the contact part between the core component and the socket, and the ultrasonic welding part between the core component and the wire, meeting the cooling requirements required by the design;

[0055] In the stranded cable 25, the first cooling water inlet pipe 4, the second cooling water inlet pipe 5, the first water outlet pipe 8, and the second water outlet pipe 10 are respectively sleeved on the cooling water inlet and outlet pipe channels at the corresponding positions, and are fixed with heat-shrinkable tubes with glue. Then, the water leakage detection plate 11 is inserted into the front insulating plate 1, and is fixed and clamped by screwing the gun housing 24 and the front insulating plate 1; the electronic lock 23, the safety hook 22, etc. are installed and fixed on the gun housing, and then the upper cover is slid into the gun housing from the back to the front and fixed by screws. Thus, the assembly of the entire power liquid-cooled charging connector is completed.

Claims

1. A high-power liquid-cooled charging connector with non-insulated isolation cooling, comprising a multi-strand wire DC+ (7) and a multi-strand wire DC− (9). After the head of the multi-strand wire DC+ (7) is stripped, it is welded to the DC+ core component (141). After the head of the multi-strand wire DC− (9) is stripped, it is welded to the DC− core component (142). The DC+ core component (141) and the DC− core component (142) are inserted into the front insulating plate (1). The front insulating plate (1) is inserted into the vehicle charging port to form a connection with the in-vehicle battery. The multi-strand wire DC+ (7) and the multi-strand wire DC− (9) form a stranded cable (25). The tail end of the stranded cable (25) is connected to the positive and negative poles of the charging pile to form a charging circuit. It is characterized in that: It further includes a cooling housing (3). The cooling housing (3) includes two independently provided first cylinders (31) and second cylinders (32). The second half of the DC+ core component (141) and the welding area (30) between the DC+ core component (141) and the multi-strand wire DC+ (7) are located inside the first cylinder (31). The second half of the DC− core component (142) and the welding area between the DC− core component (142) and the multi-strand wire DC− (9) are located inside the second cylinder (32). The top surface of the first cylinder (31) is provided with a first cooling water inlet pipe channel (311) for the first cooling water inlet pipe (4) to pass through. The bottom surface of the first cylinder (31) is provided with a first cooling water outlet pipe channel (312) for installing the first outlet pipe (8). The inner cavity of the DC+ core component (141) is a first fluid space (27). An insulating and heat-conducting layer (15) is provided between the first fluid space (27) and the DC+ core component (141). The insulating and heat-conducting layer (15) isolates the first fluid space (27) from the DC+ core component (141) and performs a sealing treatment. The first fluid space (27) is provided with a first water inlet (271) and a first water outlet (272). The insulating and heat-conducting layer (15) extends to the first water inlet (271) and the first water outlet (272). Among them, the first water inlet (271) is communicated with the first cooling water inlet pipe (4). The insulating and heat-conducting layer (15) extends to the end of the first cylinder (31). A sealed annular second fluid space (28) is formed between the insulating and heat-conducting layer (15) and the inner wall of the first cylinder (31). The second fluid space (28) is communicated with the first water outlet (272) and the first cooling water outlet pipe channel (312). Coolant enters from the first cooling water inlet pipe (4), passes through the first cooling water inlet pipe channel (311) and then enters the first water inlet (271). The coolant flows in the first fluid space (27), successively passes through the inner cavity of the head of the DC+ core component (141), takes away the heat at the contact part between the DC+ core component (141) and the vehicle-end socket, then enters the second fluid space (28) from the first water outlet (272), takes away the heat of the welding area (30) between the DC+ core component (141) and the multi-strand wire DC+ (7), and finally enters the first outlet pipe (8) from the first cooling water outlet pipe channel (312) to form a first coolant flow loop.

2. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 1, wherein: A first water isolation plate (16) is vertically arranged in the first fluid space (27). One end of the first water isolation plate (16) is embedded in the insulating and heat-conducting layer (15), and a gap is reserved between the other end and the sealing ring (13) arranged at the head of the DC+ core component (141). The upper surface of the first water isolation plate (16) corresponds to the first water inlet (271). Coolant enters the upper surface of the first water isolation plate (16) from the first water inlet (271), flows from the upper surface of the first water isolation plate (16) to the inner cavity of the head of the DC+ core component (141), takes away the heat at the contact part between the DC+ core component (141) and the vehicle-end socket, and then flows from the lower surface of the first water isolation plate (16) to the first water inlet (271).

3. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 1, wherein: It further includes an annular structure (29) sleeved outside the DC+ core component (141); an annular channel is arranged inside the annular structure (29), the outer ring surface of the annular structure (29) is communicated with the first cooling water inlet pipe (4), and the inner ring surface of the annular structure (29) is communicated with the first water inlet (271).

4. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 2, wherein: A second coolant flow circuit is arranged inside the second cylinder (32), and the formation of the second coolant flow circuit is the same as that of the first coolant flow circuit.

5. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 4, characterized in that: The first coolant flow circuit and the second coolant flow circuit are independent of each other.

6. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 1, characterized in that: A first O-ring (17) is arranged between the first water inlet (271) and the second fluid space (28); second O-rings (20) are arranged at the ends of the first cylinder (31) and the second cylinder (32).

7. The high-power liquid-cooled charging connector with non-insulating isolation cooling according to claim 1, characterized in that: The insulating and heat-conducting layer (15) fills the area around the welding area (30) between the DC+ core component (141) and the multi-strand wire DC+ (7), isolates the welding area from the second fluid space (28) through the insulating and heat-conducting layer (15), and at the same time transfers the heat of the welding area to the second fluid space (28) through the insulating and heat-conducting layer (15).

8. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 1, wherein: The insulating and heat-conducting layer (15) isolates the DC+ core component (141) from the first fluid space (27), and the heat in the inner cavity of the head of the DC+ core component (141) is transferred to the first fluid space (27) through the insulating and heat-conducting layer (15).

9. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 2, wherein: The end of the first water isolation plate (16) is set as a U-shaped structure.

10. The high-power liquid-cooled charging connector with non-insulated isolation cooling according to claim 1, characterized in that: Temperature sensors (18) are respectively installed below the welding position between the DC+ core component (141) and the multi-strand wire DC+ (7) and below the welding position between the multi-strand wire DC− (9) and the DC− core component (142).

Images