Mixed structure connector for electric control system of electric vehicle

Abstract

The invention relates to the technical field of electric automobile connectors and the like, and provides a mixed structure connector for an electric control system of an electric automobile, which is provided with a mixed structure connector shell, a plurality of large-current connectors, a plurality of small-signal current connectors, at least one group of high-frequency signal connectors and two mounting fastening heads. The large-current connector is used for providing a main electric energy path between a high-voltage battery pack and a traction inverter of an electric vehicle, the small-signal current connector is used for transmitting low-voltage analog quantity and digital quantity signals of a vehicle control unit, and the high-frequency signal connector is used for transmitting high-speed vehicle-mounted Ethernet or millimeter-wave radar radio-frequency signals; the installation fastening head is used for providing anti-loosening locking force in the whole vehicle vibration environment, the integrated metal shielding frame is arranged in the shell of the mixed installation structure connector so as to separate a large-current connector area and a high-frequency signal connector area, and therefore wire harness complexity is reduced, crosstalk is reduced, a heat conduction channel is provided, it is ensured that the vibration environment is not loosened, and the service life of the connector is prolonged. The maintenance cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical fields of electrical signal processing, electric vehicle connectors, etc., and in particular to a mixed - structure connector for an electric vehicle electronic control system. Background Art

[0002] With the continuous development of the electric vehicle power platform towards high voltage and large current, the vehicle electronic control system (including high - voltage battery packs, traction inverters, in - vehicle Ethernet, and multi - mode sensors) poses more stringent requirements for the reliability of wire harness connections and space utilization. The existing technology usually adopts the method of using multiple independent connectors and segmental wiring of wire harnesses: a large - current connector is used for the high - voltage main circuit; a small - signal connector is used for low - voltage control and diagnostic signals; another shielded coaxial or differential high - speed connector is used for radar or camera or high - speed Ethernet. This separate design has the following technical problems: Multiple independent wire harnesses need to be cross - laid between the battery pack, the inverter, and the integrated controller, which not only increases the manual assembly man - hours, but also makes the space occupied by the wire harness and the wire diameter relatively large, making it difficult to meet the layout requirements of a highly integrated electric drive compartment; The magnetic field generated by the large - current circuit during acceleration or rapid charging will cause inductive crosstalk to adjacent high - speed and low - voltage signal lines; The separate connectors lack system - level shielding planning, which is likely to cause Ethernet packet errors, radar echo noise, or control signal glitches; Multiple connectors are distributed and installed at different positions on the outer shell of the electric drive assembly, and the vibration during vehicle driving causes the contact pairs to become loose; After the contact resistance increases, it further induces local temperature rise, coating ablation, and even sintering adhesion, reducing the reliability of the whole vehicle.

[0003] In summary, there are technical problems in the connector technology of existing electric vehicles, such as complex wire harnesses and long assembly time, insufficient electromagnetic interference and signal integrity, risks of vibration and thermal coupling failure, as well as high maintenance costs and poor scalability. Summary of the Invention

[0004] Aiming at the deficiencies of the above - mentioned existing technology, the present invention provides a mixed - structure connector for an electric vehicle electronic control system to reduce the complexity of the wire harness, reduce crosstalk, provide a heat conduction channel, ensure non - loosening in a vibration environment, inhibit thermal fatigue, and reduce maintenance costs.

[0005] The mixed - structure connector for an electric vehicle electronic control system provided by the present invention includes: A mixed - structure connector housing, which is integrally injection - molded from an engineering plastic with high temperature resistance, flame retardancy, and anti - vibration properties. A number of mounting holes are sequentially formed longitudinally in the mixed - structure connector housing. A number of high-current connectors, which are arranged at one longitudinal end of the hybrid structure connector housing, are fixed in corresponding mounting holes by riveting and extend to form pins. The rated continuous current-carrying capacity of the high-current connectors is ≥60A, and they are used to provide a main power path between the high-voltage battery pack of an electric vehicle and the traction inverter; A number of small-signal current connectors, which are fixed in corresponding mounting holes by riveting and extend to form pins, and are arranged on one side of the high-current connectors. The rated current of the small-signal current connectors is ≤2A, and they are used to transmit low-voltage analog and digital signals of the vehicle control unit; At least one group of high-frequency signal connectors, which are fixed in corresponding mounting holes by riveting and extend to form pins, are located on one side of the number of small-signal current connectors, and are separated from the high-current connectors by the number of small-signal current connectors; The high-frequency signal connectors adopt a coaxial shielding structure and are used to transmit high-speed in-vehicle Ethernet or millimeter-wave radar radio frequency signals of ≥1Gbps; Two mounting fastening heads are respectively fixed at both ends of the hybrid structure connector housing and are detachably threadedly connected to the vehicle body frame, and are used to provide anti-loosening locking force in the vehicle vibration environment; Among them, the inside of the hybrid structure connector housing contains an integrated metal shielding frame to separate the high-current connector area and the high-frequency signal connector area.

[0006] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention provides a mixed - structure connector for an electric - vehicle electronic control system. By providing a mixed - structure connector housing, a number of large - current connectors, a number of small - signal current connectors, at least one set of high - frequency signal connectors, and two mounting fastening heads, the mixed - structure connector housing is integrally injection - molded from an engineering plastic that is heat - resistant, flame - retardant, and vibration - resistant. A number of mounting holes are sequentially formed longitudinally inside the mixed - structure connector housing. The number of large - current connectors is arranged at one end of the longitudinal direction of the mixed - structure connector housing, fixed to the corresponding mounting holes by riveting and extending to form pins. The rated continuous current - carrying capacity of the large - current connectors is ≥60A, which is used to provide a main power path between the high - voltage battery pack of the electric vehicle and the traction inverter. A number of small - signal current connectors are fixed to the corresponding mounting holes by riveting and extending to form pins, and are arranged on one side of the large - current connectors. The rated current of the small - signal current connectors is ≤2A, which is used to transmit low - voltage analog and digital signals of the vehicle control unit. At least one set of high - frequency signal connectors is fixed to the corresponding mounting holes by riveting and extending to form pins, located on one side of the number of small - signal current connectors, and is separated from the area of the number of small - signal current connectors and large - current connectors; the high - frequency signal connectors adopt a coaxial shielding structure, which is used to transmit high - speed in - vehicle Ethernet with a speed ≥1Gbps or millimeter - wave radar radio - frequency signals. The two mounting fastening heads are respectively fixed at both ends of the mixed - structure connector housing and are detachably thread - connected to the vehicle body frame, which is used to provide anti - loosening locking force in the vehicle's vibration environment. The inside of the mixed - structure connector housing contains an integrated metal shielding frame to separate the large - current connector area from the high - frequency signal connector area, thereby reducing the complexity of the wiring harness, reducing crosstalk, providing a heat - conduction channel, ensuring no loosening in the vibration environment, suppressing thermal fatigue, and reducing maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The drawings described herein are used to provide a further understanding of the present invention and form a part of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. Some specific embodiments of the present invention will be described in detail later with reference to the drawings in an exemplary rather than restrictive manner. The same reference numerals in the drawings denote the same or similar components or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings: Figure 1 is an exploded - view schematic diagram of a mixed - structure connector for an electric - vehicle electronic control system according to an embodiment of the present invention; Figure 2 is an assembled - view schematic diagram of a mixed - structure connector for an electric - vehicle electronic control system according to an embodiment of the present invention.

[0008] 1. Mixed - structure connector housing; 2. Large - current connector; 3. Small signal current connector; 4. High-frequency signal connector; 5. Two-piece mounting fastening head. Detailed implementation manner

[0009] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

[0010] See Figure 1 - Figure 2 , the embodiment of the present invention provides a mixed structure connector for an electric vehicle electronic control system, including: The mixed structure connector housing 1, the mixed structure connector housing is integrally injection molded with a high-temperature resistant, flame retardant and vibration-resistant engineering plastic, and a plurality of mounting holes are sequentially opened longitudinally in the mixed structure connector housing; A plurality of large current connectors 2, the plurality of large current connectors are arranged at one end of the longitudinal direction of the mixed structure connector housing, fixed to the corresponding mounting holes by riveting and extending to form pins, and the rated continuous current carrying capacity of the large current connectors ≥60A, used to provide a main power path between the high-voltage battery pack of the electric vehicle and the traction inverter; A plurality of small signal current connectors 3, fixed to the corresponding mounting holes by riveting and extending to form pins, and arranged on one side of the large current connectors, and the rated current of the small signal current connectors ≤2A, used to transmit low-voltage analog and digital signals of the vehicle control unit; At least one group of high-frequency signal connectors 4, fixed to the corresponding mounting holes by riveting and extending to form pins, located on one side of the plurality of small signal current connectors, and separated from the large current connector area by the plurality of small signal current connectors; the high-frequency signal connectors adopt a coaxial shielding structure, used to transmit high-speed in-vehicle Ethernet or millimeter-wave radar radio frequency signals ≥1Gbps; Two mounting fastening heads 5, respectively fixed at both ends of the mixed structure connector housing and detachably threadedly connected to the vehicle body frame, used to provide anti-loosening locking force in the vehicle vibration environment; wherein, the inside of the mixed structure connector housing contains an integrated metal shielding frame to separate the large current connector area and the high-frequency signal connector area.

[0011] It should be noted that in this embodiment, by using engineering plastics with high temperature resistance (meeting the temperature rise of high voltage and large current), flame retardancy (meeting UL94 V-0 level), and anti-vibration properties (such as PA66+30%GF), the problems of vibration loosening and thermal failure caused by insufficient material properties of the separable connector are solved. The integral molding of the housing can reduce the assembly interfaces and lower the risks of insufficient sealing and stiffness caused by the splicing of multiple components. Additionally, in this embodiment, the large current connectors (≥60A), small signal connectors (≤2A), and high-frequency connectors (≥1Gbps) are longitudinally arranged according to the current levels, and the large current connector area and the high-frequency signal connector area are physically isolated by an internal metal shielding frame (such as nickel-plated aluminum alloy), suppressing the inductive interference of the large current magnetic field on sensitive signals. Moreover, in this embodiment, the coaxial shielding structure (such as FAKRA coaxial terminals) and the metal frame form a double shielding, reducing the attenuation of Ethernet signals and radar noise, thereby effectively solving the problems of packet errors and echo noise. Furthermore, in this embodiment, all connectors are fixed by a riveting process (such as AMP crimping technology) to ensure high-reliability connection of the terminals and avoid the influence of welding thermal stress. The pin extension design enables modular docking and simplifies the wiring harness assembly. Additionally, in this embodiment, mounting fastening heads (such as M6 stainless steel threaded posts) are provided at both ends of the housing, and are rigidly connected to the vehicle body skeleton through torque control (such as 5-8 N·m) to disperse the vibration energy and prevent fretting wear of the contact pair, thereby effectively solving the problem of increased contact resistance caused by vibration.

[0012] It should also be noted that the large current connectors (≥60A) will generate high-frequency magnetic fields (kHz-MHz frequency band) under transient conditions (such as acceleration / charging). If the high-frequency signal connectors (≥1Gbps) are directly arranged adjacent to the large current connectors, problems such as differential impedance mismatch of Ethernet signals (such as deviating from 100Ω to 80Ω) and a decrease in the signal-to-noise ratio of millimeter-wave radar may occur. In this embodiment, the small signal connectors are located between the large current connectors and the high-frequency signal connectors. The small signal area can serve as a buffer zone to attenuate the coupling interference of the large current magnetic field on the high-frequency signals. Through the physical arrangement of the small signal connectors, the distance between the large current and high-frequency signal connectors is forcibly increased, which can avoid the influence of the skin effect of the large current conductor on the field distribution of the high-frequency signal transmission line (such as a microstrip line). Moreover, the diameter of the small signal wiring harness is smaller, which can be flexibly filled between the large current connectors and the high-frequency signal connectors, optimizing the utilization rate of the internal space of the housing and effectively avoiding the problem of wiring harness crossing.

[0013] In some preferred embodiments, a number of large-current connectors are arranged in a convex-shaped isolation layout inside the mixed-structure connector housing through a copper alloy busbar. An epoxy resin filling layer is provided on the inner wall of the mixed-structure connector housing corresponding to the copper alloy busbar, so that the large-current connectors form a symmetric electromagnetic field when energized, shorten the heat dissipation path, reduce the skin effect and the risk of heat concentration caused by transient large-current pulses, and reduce the magnetic interference to the high-frequency signal connectors. It should be noted that in this embodiment, the convex-shaped layout of the copper alloy busbar can adopt a busbar made of a high-conductivity copper alloy (such as C18150), which is arranged in a convex-shaped staggered pattern to optimize the current distribution, reduce the skin effect (high-frequency current is concentrated on the surface of the conductor), and reduce the resistive heat loss. Filling the heat-conducting epoxy resin between the busbar and the mixed-structure connector housing can enhance the mechanical support and shorten the heat dissipation path, quickly conduct the heat to the housing, avoid local overheating, and effectively solve the problem of sintering and adhesion. In addition, an epoxy resin filling layer is provided on the inner wall of the mixed-structure connector housing corresponding to the copper alloy busbar, so that the large-current connectors form a symmetric electromagnetic field when energized and shorten the heat dissipation path, which can cancel the magnetic field interference of adjacent conductors, reduce the magnetic coupling to high-frequency signals, and effectively solve the problem of inductive crosstalk.

[0014] In some preferred embodiments, a metal plating shielding ring formed by integral injection molding is coated on the outer periphery of the coaxial outer conductor of the high-frequency signal connector. The metal plating shielding ring is electrically connected to the metal shielding frame inside the mixed-structure connector housing by laser welding and is grounded to the vehicle chassis through the mounting fastening head to provide shielding attenuation and suppress the broadband interference generated by the in-vehicle high-voltage wire. It should be noted that in this embodiment, coating a metal plating shielding ring formed by integral injection molding on the outer periphery of the coaxial outer conductor of the high-frequency signal connector can form a continuous shielding body to suppress high-frequency radiation noise. The shielding ring is connected to the metal shielding frame inside the mixed-structure connector housing by laser welding to ensure low-impedance grounding (<10 mΩ), avoid shielding failure, and effectively solve the problem of Ethernet packet errors. Grounding to the vehicle chassis through the mounting fastening head further suppresses the broadband interference of the high-voltage harness (such as IGBT switching noise).

[0015] In some preferred embodiments, an annular space is reserved between the small-signal current connector and the hybrid structure connector housing. An RC filter and TVS combined suppression component is encapsulated in the annular space. The RC filter and TVS combined suppression component includes a series-connected chip resistor and a shunt-connected transient suppression diode with a rated response time ≤ 1 ns, and is welded to the small-signal current connector through a laser soldering process, so that the residual voltage of the small-signal channel under ±8 kV ESD impact in the environment of -40°C - 125°C is limited within 30 V, improving the anti-static and anti-surge capabilities of the vehicle wiring. It should be noted that in this embodiment, an annular space is reserved between the small-signal current connector and the hybrid structure connector housing, and an RC filter and TVS combined suppression component is encapsulated in the annular space. The RC filter and TVS combined suppression component includes a series-connected chip resistor and a shunt-connected transient suppression diode, thereby forming a low-pass filter (cut-off frequency ≈ 100 MHz) and a transient voltage clamp (response time ≤ 1 ns) between the small-signal current connector and the hybrid structure connector housing, which can withstand ±8 kV ESD (IEC 61000-4-2) at -40°C - 125°C, with a residual voltage < 30 V, preventing control signal glitches and effectively solving the problem of insufficient signal integrity.

[0016] In some preferred embodiments, the hybrid structure connector housing is made of a blend material of PPS with 30% glass fiber filling and LCP, and a nickel-cobalt-phosphorus electroless deposition metal coating with a thickness of 3μm - 5μm is formed on the outer surface of the hybrid structure connector housing to maintain a dimensional change rate < 0.05% under continuous temperature cycling of -55°C - 150°C, improving the corrosion resistance of the surface of the hybrid structure connector housing to electrolyte mist and meeting the long-term reliable working requirements of the humid and hot road environment of electric vehicles. It should be noted that in this embodiment, the blend of 30% glass fiber-reinforced polyphenylene sulfide (PPS) and liquid crystal polymer (LCP) ensures dimensional stability (< 0.05% deformation) at high temperatures (150°C). In the electroless nickel-cobalt-phosphorus coating, a 3 - 5μm coating provides corrosion resistance to electrolytes (such as battery leakage) and salt spray protection (ISO 9227 standard), adapts to the humid and hot environment, effectively improves the reliability of the connector, and meets the long-term reliable working requirements of the humid and hot road environment of electric vehicles.

[0017] In some preferred embodiments, the installation fastening head adopts a stepped double-thread structure. The stepped double-thread structure includes an outer thread for connecting with the vehicle body frame, an inner thread for connecting with the inlaid copper sleeve of the hybrid structure connector housing, and a nut. The top of the nut is integrated with a torque and fracture control groove of 6 N·m ± 0.5 N·m. When the assembly torque reaches the set value, the notch of the torque and fracture control groove automatically shears and fractures to form a smooth cap surface, so as to ensure that each assembly meets the consistent locking pre-tightening force. It should be noted that in this embodiment, the outer thread (such as M6) connects to the vehicle body, and the inner thread (such as M4) fixes the copper sleeve of the housing, dispersing the vibration stress. The torque and fracture control groove of 6 N·m ± 0.5 N·m ensures the assembly consistency, prevents over-tightening (resulting in plastic cracking) or over-loosening (vibration loosening), and reduces the risk of increased contact resistance.

[0018] In some preferred embodiments, a normally open elastic reed switch is fixed on the first side of the connector housing of the mixed assembly structure. The elastic reed switch is electrically connected to the diagnostic pin of the adjacent small-signal current connector through an internal wire. A magnetic trigger block is fixed at a corresponding position in the mating connector housing of the mixed assembly structure connector. When the mixed assembly structure connector is inserted into the socket cavity of the mating connector housing along the designed insertion direction and locked to the mechanical limit position through the installation fastening head, the magnetic trigger block enters the magnetic attraction threshold range of the elastic reed switch, causing the elastic reed switch to close and output a high-level in-place signal to the vehicle-mounted controller through the diagnostic pin. The vehicle-mounted controller monitors the high-level in-place signal in real time to confirm that the two connectors are fully inserted and locked. It should be noted that in this embodiment, a normally open elastic reed switch (a high-sensitivity normally open elastic reed switch (such as HAMLIN MRPR-20) can be selected, with a magnetic attraction threshold range of 5-10 mT to ensure no false triggering under vehicle vibration (≤50 Hz)). The normally open elastic reed switch closes only under the action of a magnetic field, realizing non-contact signal triggering, with a service life > 1 million times (superior to mechanical micro switches). The magnetic trigger block (neodymium magnet) can be selected from N35-N52 grade neodymium iron boron magnets (nickel-plated on the surface for corrosion protection), with dimensions matching those of the normally open elastic reed switch (such as Φ6×3 mm), providing a stable magnetic field (> 15 mT). The mixed assembly structure connector is embedded in the socket cavity of the mating connector housing to ensure that the axial deviation from the normally open elastic reed switch is < ±0.5 mm, avoiding signal failure caused by magnetic field deviation during insertion. The elastic reed switch is electrically connected to the diagnostic pin of the adjacent small-signal current connector through an internal wire, such as connecting the normally open elastic reed switch to the diagnostic pin (such as PIN12) of the small-signal connector through an internally silver-plated wire (wire diameter ≥ 0.5 mm²). After the normally open elastic reed switch closes, the diagnostic pin outputs a 12V high level (pull-up resistor 1 kΩ), and the vehicle-mounted controller detects the voltage change through AD sampling, with the threshold set at > 9V to determine that it has been inserted. When the mixed assembly structure connector is inserted into the socket cavity of the mating connector housing along the designed insertion direction, the magnetic trigger block gradually approaches the normally open elastic reed switch. When reaching the mechanical limit position (±0.2 mm tolerance), the magnetic field strength exceeds the attraction threshold, and the normally open elastic reed switch closes. If it is not fully inserted (such as only inserted 80%), the magnetic field strength is insufficient (< 5 mT), the normally open elastic reed switch remains open, and the controller reports a "connection not in place" fault (DTC code U3000). In this embodiment, compared with traditional mechanical limits, the electrical signal feedback can be uploaded to the vehicle controller (such as VCU) in real time to trigger active warnings (such as dashboard prompts or restricted high-voltage power-on). Non-contact detection avoids mechanical wear, and the signal stability is > 99.9% under random vibration (ISO 16750-3) of 10-2000 Hz.The diagnostic pin can be reused for other functions (such as ID recognition), and different connector types are distinguished by PWM encoding. Further, the normally open leaf spring switch includes a first leaf spring switch and a second leaf spring switch arranged in parallel. The magnetic trigger block has a gradient magnetic field distribution along the insertion direction, with the magnetic field intensity at its proximal end being H1 and at its distal end being H2, and H1 > H2 > the closing threshold Hth1 of the first leaf spring switch > the closing threshold Hth2 of the second leaf spring switch; when the mixed-structure connector is inserted to 50%-80% of its stroke, the second leaf spring switch closes first and outputs a pre-insertion signal to the vehicle-mounted controller; when inserted to the mechanical limit position, the first leaf spring switch closes and outputs a full-insertion signal, and the vehicle-mounted controller determines whether the insertion process is abnormal by comparing the time sequence difference between the two signals. It should be noted that when the connector is inserted to 50%-80% of its stroke, the second leaf spring switch (with a low threshold Hth2) is triggered first and sends a pre-insertion signal to the vehicle-mounted controller. This signal can activate the assembly guidance system (such as visual / acoustic prompts) to prevent the operator from locking before the insertion is in place, effectively solving the problem of manual assembly errors. After reaching the mechanical limit, the first leaf spring switch (with a high threshold Hth1) closes and outputs a final in-place signal. The two-level signals form a handshake protocol to ensure strict synchronization of the physical and electrical states of the connector. The vehicle-mounted controller monitors the time difference Δt between the pre-insertion signal and the full-insertion signal. During normal insertion, Δt should be within a reasonable range (such as 0.2 - 0.5 s). If Δt is too short (<0.1 s), it indicates abnormal insertion speed (violent assembly), and if Δt is too long (>1 s), it indicates foreign object jamming in the guiding groove. When the first leaf spring switch closes, if the second leaf spring switch accidentally disconnects due to vibration, it can be determined as magnetic field attenuation (such as magnet demagnetization or displacement exceeding the standard), triggering a maintenance alarm. In this embodiment, the gradient magnetic field design (H1 > H2) ensures that in a vibrating environment, the second leaf spring switch will not be mis-triggered due to magnetic field fluctuations. Further, the leaf spring switch is integrated with a self-diagnosis module, and the self-diagnosis module includes: a precision resistor R connected in series in the leaf spring switch circuit; a voltage detection circuit connected across the resistor R for real-time monitoring of the circuit current I of the leaf spring switch circuit; when the leaf spring switch is theoretically closed, if it is detected that I < the set threshold Imin, it is determined that the contact is oxidized or the wire is broken, and a fault code is output to the vehicle-mounted controller through the diagnostic pin; the power supply of the self-diagnosis module is provided by the power pin of the adjacent small-signal connector. It should be noted that the precision resistor R (1Ω ± 1%) converts the contact state of the leaf spring switch into a quantifiable current signal (I = V / R). When the contact resistance increases due to contact oxidation or wire breakage, the circuit current I decreases significantly (such as from 20 mA to <5 mA). Compared with the traditional scheme that only detects on / off, this embodiment can identify potential failures in advance (such as the initial oxidation stage of the contact).Through specific codes output by the diagnostic pins (e.g., 0xE1 indicates "abnormal contact" and 0xE2 indicates "wire open circuit"), the vehicle-mounted controller can distinguish the fault types and guide the maintenance personnel to handle them quickly. It is powered by the existing power pins of the adjacent small-signal connectors, eliminating the need for new wiring harnesses and simplifying the wiring requirements.

[0019] In some preferred embodiments, negative temperature coefficient thermistors are embedded at the roots of the several large-current connectors. The thermistors are electrically connected to the adjacent small-signal current connectors through internal insulated wires so as to upload real-time temperature signals to the vehicle BMS. When it is detected that the temperature of any large-current connector exceeds the threshold, the vehicle BMS triggers power reduction or power-off protection control. It should be noted that in this embodiment, the negative temperature coefficient thermistor (NTC) can adopt epoxy-encapsulated NTC (such as MF52AT series, B value 3435K, nominal resistance 10kΩ ± 1% at 25°C), with a temperature range of -40°C - 150°C, meeting the requirements of automotive grade AEC-Q200. The negative temperature coefficient thermistor can be directly embedded at the root of the large-current connector (near the junction of the conductive copper bar and the plastic housing), which is the key point of heat accumulation and can sense the temperature rise fastest (3 - 5 seconds faster than surface temperature measurement). It is bonded with high-temperature epoxy glue (such as Hysol EE1014) to ensure that the thermal resistance of the heat conduction path with the copper bar < 1°C / W, while maintaining electrical insulation (withstand voltage > 1kV). The internal insulated wire can use Teflon silver-plated wire (such as AWG22, temperature resistance 200°C), twisted pair and wrapped with an aluminum foil shielding layer to reduce the interference of the large-current magnetic field on the temperature signal (noise < 10mV). During electrical connection, one end of the wire is welded to the NTC pin, and the other end is connected to the dedicated temperature detection pin (such as PIN8) of the adjacent small-signal connector and accesses the ADC sampling circuit (12-bit resolution, ±1°C accuracy) of the BMS through a low-voltage wiring harness. The threshold can be set according to the temperature resistance level of the terminal material (such as copper-tin plating) of the large-current connector, setting a first-level warning threshold (such as 105°C, power reduction to 50%) and a second-level protection threshold (such as 125°C, immediate power-off). In this embodiment, the NTC directly measures the temperature at the root of the terminal (not the ambient temperature), avoiding the lag of traditional external sensors and effectively solving the problem of thermal coupling failure. The BMS locates the overheating point according to multiple NTC signals (such as one for each phase), and reduces power instead of powering off the whole vehicle, improving the usability. Both the NTC and the wire adopt automotive grade materials, with a service life > 10 years in vibration (20g RMS) and humid heat (85°C / 85%RH) environments.

[0020] In some preferred embodiments, a double-seal system is provided between the hybrid structure connector housing and the docking connector housing. The first seal system is a silicone rubber O-ring, and the second seal system is a polytetrafluoroethylene lip seal. The two seals are respectively located in the outer circumference of the hybrid structure connector housing and the stepped groove of the docking connector housing to meet the requirements of water splashing and high-pressure cleaning conditions on the electric vehicle chassis. It should be noted that the silicone rubber O-ring (static seal) can be made of liquid silicone rubber (LSR, such as Shin-Etsu KE-1950), with a hardness of 50±5 Shore A and a tensile strength >8 MPa, meeting the long-term compression set rate <15% (ISO 815 standard). The silicone rubber O-ring can be embedded in the rectangular groove (groove depth 1.2 times wire diameter) on the circumference of the hybrid housing and pre-compressed by 15%-20% when not mated to form an initial sealing force (>0.3 N / mm). The silicone rubber O-ring can resist the micro-displacement (amplitude <0.1 mm) caused by vehicle vibration and meet the IP67 standard (immersed in 1 m of water for 30 minutes). The polytetrafluoroethylene lip seal can be made of modified polytetrafluoroethylene (such as DuPont Teflon® PTFE + 15% glass fiber), with a friction coefficient <0.1 and chemical corrosion resistance (pH 1-14). The lip angle can be 45° (in the same direction as the mating direction) to form a line contact in the stepped groove of the docking housing; the lip pre-tightening force can be greater than 5 N / cm, and the sealing pressure increases with the mating depth (up to >0.5 MPa). The polytetrafluoroethylene lip seal can adapt to the axial friction during the plugging and unplugging process (life >500 times) and meet the IP69K (80°C / 100 bar water impact). In this embodiment, the first seal system withstands low-pressure water vapor (<1 bar), and the second seal system blocks high-pressure water flow (>10 bar).

[0021] In some preferred embodiments, an integrated thermal conductive and flame-retardant glue groove is provided inside the connector housing of the mixed assembly structure. The thermal conductive and flame-retardant glue groove is filled with a silicon-based phase change thermal conductive gel between the large-current connector and the connector housing of the mixed assembly structure. The silicon-based phase change thermal conductive gel undergoes a phase change in the temperature range of 50°C - 90°C and absorbs a latent heat of fusion > 150 J / g to buffer and absorb transient heat under the condition of high-current high-speed charging. It should be noted that the integrated thermal conductive and flame-retardant glue groove structure can be in a honeycomb shape surrounding the large-current terminal, with a groove depth of 3 - 5 mm and a wall thickness of 1.2 mm. It is co-injected with the connector housing of the mixed assembly structure to form a continuous heat path, preventing the phase change gel from flowing and deforming (displacement < 0.1 mm under vibration conditions). The glue groove wall can contain 5% brominated flame retardant (such as TBBPA) to meet the UL94 V-0 level. Additionally, the silicon-based phase change thermal conductive gel undergoes a phase change in the temperature range of 50°C - 90°C and absorbs a latent heat of fusion > 150 J / g, which is much higher than that of traditional thermal conductive silicone grease. Preferably, when filling the silicon-based phase change thermal conductive gel, vacuum injection (pressure < 0.1 Pa) is used to ensure no air bubbles, and the volume shrinkage rate after curing is < 0.5% (to avoid de-bonding from the copper busbar). When the terminal temperature > 50°C, the gel changes from solid to liquid, absorbing 80% of the transient heat during fast charging (such as 200 J of heat within 10 seconds). The liquid gel conducts the heat to the metal frame of the housing through capillary action to assist in heat dissipation.

[0022] The above embodiments are only preferred specific embodiments of the present invention, and the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered by the protection scope of the present invention. The protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A mixed assembly structure connector for an electric vehicle electronic control system, characterized in that Comprising: A mixed - structure connector housing, which is integrally injection - molded from an engineering plastic that is heat - resistant, flame - retardant, and vibration - resistant. A number of mounting holes are sequentially formed longitudinally inside the mixed - structure connector housing; A number of high - current connectors, which are arranged at one end of the longitudinal direction of the mixed - structure connector housing, fixed to the corresponding mounting holes by riveting and extending to form pins. The rated continuous current - carrying capacity of the high - current connectors is ≥60A, and is used to provide a main power path between the high - voltage battery pack and the traction inverter of an electric vehicle; A number of small - signal current connectors, fixed to the corresponding mounting holes by riveting and extending to form pins, and arranged on one side of the high - current connectors. The rated current of the small - signal current connectors is ≤2A, and is used to transmit low - voltage analog and digital signals of the vehicle control unit; At least one group of high - frequency signal connectors, fixed to the corresponding mounting holes by riveting and extending to form pins, located on one side of the number of small - signal current connectors, and separated from the high - current connector area by the number of small - signal current connectors; The high - frequency signal connectors adopt a coaxial shielding structure and are used to transmit high - speed in - vehicle Ethernet of ≥1Gbps or millimeter - wave radar radio - frequency signals; Two mounting fastening heads, respectively fixed at both ends of the mixed - structure connector housing and detachably thread - connected to the vehicle body frame, are used to provide anti - loosening locking force in the vehicle vibration environment; Among them, the inside of the mixed - structure connector housing contains an integrated metal shielding frame to separate the high - current connector area and the high - frequency signal connector area.

2. The mixed structure connector according to claim 1, characterized in that, The number of high - current connectors are arranged in a convex - shaped isolation layout inside the mixed - structure connector housing through a copper - alloy busbar. An epoxy resin filling layer is provided on the inner wall of the mixed - structure connector housing corresponding to the copper - alloy busbar, so that the high - current connectors form a symmetric electromagnetic field when energized and shorten the heat - dissipation path, reducing the skin effect and thermal concentration risks caused by transient high - current pulses, and reducing the magnetic interference to the high - frequency signal connectors.

3. The hybrid structure connector according to claim 1, wherein A metal - plating shielding ring integrally injection - molded is coated on the outer periphery of the coaxial outer conductor of the high - frequency signal connector. The metal - plating shielding ring is electrically connected to the metal shielding frame inside the mixed - structure connector housing by laser welding and is grounded to the vehicle chassis through the mounting fastening head to provide shielding attenuation and suppress the broadband interference generated by in - vehicle high - voltage wires.

4. The mixed structure connector according to claim 1, characterized in that, An annular space is reserved between the small - signal current connector and the mixed - structure connector housing. An RC filtering and TVS combination suppression component is encapsulated in the annular space. The RC filtering and TVS combination suppression component includes a series - connected chip resistor and a parallel - connected transient suppression diode, with a rated response time ≤1ns, and is welded to the small - signal current connector by laser soldering technology, so that the residual voltage of the small - signal channel under the ±8kV ESD impact in the −40°C - 125°C environment is limited within 30V, improving the anti - static and anti - surge capabilities of the vehicle's wiring harness.

5. The mixed structure connector according to claim 1, wherein The housing of the mixed-structure connector is made of a blend of PPS filled with 30% glass fiber and LCP, and a nickel-cobalt-phosphorus chemical deposition metal coating with a thickness of 3μm - 5μm is formed on the outer surface of the housing of the mixed-structure connector, so as to maintain a dimensional change rate of <0.05% under continuous temperature cycling from -55°C to 150°C, improve the corrosion resistance of the surface of the housing of the mixed-structure connector to electrolyte mist, and meet the long-term reliable working requirements of the humid and hot road environment of electric vehicles.

6. The mixed structure connector according to claim 1, wherein The installation fastening head adopts a stepped double-thread structure. The stepped double-thread structure includes an outer thread for connecting with the vehicle body skeleton, an inner thread for connecting with the inlaid copper sleeve of the housing of the mixed-structure connector, and a nut. The top of the nut is integrated with a torque and fracture control groove of 6 N·m ± 0.5 N·m. When the assembly torque reaches the set value, the notch of the torque and fracture control groove automatically shears and fractures to form a smooth cap surface, so as to ensure that each assembly meets the consistent locking pre-tightening force.

7. The mixed structure connector according to claim 1, characterized in that A normally open elastic reed switch is fixed on the first side of the housing of the mixed-structure connector. The elastic reed switch is electrically connected to the diagnostic pin of the adjacent small-signal current connector through an internal wire; a magnetic trigger block is fixed at the corresponding position in the docking connector housing that mates with the mixed-structure connector; when the mixed-structure connector is inserted into the socket cavity of the docking connector housing along the designed mating direction and locked to the mechanical limit position through the installation fastening head, the magnetic trigger block enters the magnetic attraction threshold range of the elastic reed switch, causing the elastic reed switch to close and output a high-level in-place signal to the vehicle-mounted controller through the diagnostic pin; the vehicle-mounted controller monitors the high-level in-place signal in real time to confirm that the two connectors have been fully mated and remain locked.

8. The hybrid structure connector according to claim 1, characterized in that, Negative temperature coefficient thermistors are embedded at the roots of the several large-current connectors. The thermistors are electrically connected to the adjacent small-signal current connectors through internal insulated wires, so as to upload the real-time temperature signal to the vehicle's BMS. When it is detected that the temperature of any large-current connector exceeds the threshold, the vehicle's BMS triggers power reduction or power-off protection control.

9. The mixed structure connector according to claim 7, characterized in that, A double-seal system is provided between the housing of the mixed-structure connector and the docking connector housing. The first seal system is a silicone rubber O-ring, and the second seal system is a polytetrafluoroethylene lip seal. The two seals are respectively located in the outer circumference of the housing of the mixed-structure connector and the stepped groove of the docking connector housing to meet the working conditions of splashing water and high-pressure cleaning on the electric vehicle chassis.

10. The mixed structure connector according to any one of claims 2-9, characterized in that, An integrated heat-conducting and flame-retardant glue groove is provided in the housing of the mixed-structure connector. The heat-conducting and flame-retardant glue groove fills a silicon-based phase-change heat-conducting gel between the large-current connector and the housing of the mixed-structure connector. The silicon-based phase-change heat-conducting gel undergoes a phase change in the temperature range of 50°C - 90°C and absorbs a latent heat of fusion of >150 J / g to buffer and absorb transient heat under the condition of high-speed charging of large currents.

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