Vehicle-end megawatt-level charging full-path active liquid cooling high-voltage wire harness and cooling control method and electric vehicle thermal management system

Abstract

The application provides a vehicle-end megawatt-level charging full-path active liquid cooling high-voltage wire harness, which comprises a positive liquid cooling wire and a negative liquid cooling wire, each comprising a liquid cooling pipe and a wire harness arranged in the liquid cooling pipe, and a cooling liquid flow space between the wire harness and the liquid cooling pipe; a charging seat-end liquid cooling integrated module is internally provided with a charging-end liquid cooling channel, which is communicated with each liquid cooling pipe; a battery pack-end liquid cooling high-voltage connector assembly is internally provided with a connector-end liquid cooling channel, which is communicated with each liquid cooling pipe and communicated with a vehicle-end liquid storage tank. The charging seat-end liquid cooling integrated module, each liquid cooling pipe and the connector-end liquid cooling channel form a cooling liquid circulation loop which is encapsulated in the vehicle end. In the application, the cooling liquid circulation loop is completely encapsulated in the vehicle end, and the charging pile and the vehicle end only need to be electrically connected and do not need to be liquid-cooled, so that the vehicle has independent active cooling capacity on any charging pile; the cooling liquid flows through the charging seat-end, the first liquid cooling pipe, the connector-end and the second liquid cooling pipe in sequence to form full-path liquid cooling coverage; the wire harness is arranged in the liquid cooling pipe, the cooling liquid directly flows to take away heat, the heat transfer path is short and the heat dissipation efficiency is high.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle charging equipment technology, and in particular to a high-voltage wiring harness. Background Technology

[0002] As the global transportation sector accelerates decarbonization, the charging speed and refueling experience of electric vehicles are key bottlenecks restricting industry development. Megawatt-class charging systems are becoming a strategic direction for solving "charging anxiety." The SAE J3271 standard specifies that higher power ranges require liquid cooling technology in cables and connectors. IEC TS 63379 defines the requirements for megawatt-class DC conductive charging connectors, vehicle charging ports, and cable assemblies, clearly specifying thermal management systems and temperature monitoring requirements. Specifically, it requires simultaneous cooling of both the connector and the vehicle input to achieve a full-power charging current of 3000A. Without active liquid cooling capabilities at the vehicle end, the 3000A continuous current of a megawatt-class charging system cannot be achieved.

[0003] In the prior art, CN121062511A, published on December 5, 2025, discloses a full-path liquid-cooled charging system for new energy vehicles, including a liquid-cooled charging pile, a charging gun, a vehicle-side charging socket, a battery pack, and a control unit. In this solution, the liquid-cooled charging pile has a built-in electronic water pump and a coolant reservoir. The coolant, driven by the electronic water pump, flows into the gun-end liquid-cooling pipeline within the charging gun through a closed-loop liquid-cooling circuit. The vehicle-side charging socket integrates a socket-end liquid-cooling pipeline connected to the gun-end liquid-cooling channel. The liquid-cooled charging pile, charging gun, vehicle-side charging socket, and battery pack are connected in series in a loop through the liquid-cooling pipeline, forming a closed-loop liquid-cooling circuit. This solution extends the cooling capacity of the charging pile to the vehicle-side charging socket and battery pack connector, achieving full-path cooling.

[0004] However, in the above-mentioned solution, both the coolant-driven pump and the cold source are located on the charging pile side. The coolant must flow from the charging pile through the charging gun, the vehicle-side charging socket, and the battery pack before returning to the charging pile. The vehicle-side cooling capacity is entirely dependent on the charging pile side. When the vehicle connects to a non-liquid-cooled charging pile, the vehicle-side loses its active cooling capacity, posing a fundamental safety defect. Furthermore, the liquid-cooled connection interface between the charging pile and the vehicle increases the risk of cross-interface leakage.

[0005] Publication date: February 18, 2025, publication number: CN119481778A. This discloses an isolated high-voltage liquid-cooled charging harness, including a high-voltage connector, a charging base, and a liquid-cooled wire between them. The liquid-cooled wire includes a first liquid-cooled wire and a second liquid-cooled wire, each comprising an insulation layer, a conductor located inside the insulation layer, and a guide tube located inside the conductor. The first and second liquid-cooled wires are connected at one end of the charging base via a U-shaped third liquid-cooled connector, forming a liquid-cooled circuit. This solution achieves liquid cooling of the harness between the vehicle-side charging base and the high-voltage connector. However, since the cooling channel is located between the conductor and the liquid-cooled wire, heat must be conducted from the conductor through the wall of the liquid-cooled wire to the coolant. The heat dissipation effect in the central area of ​​the conductor is limited, and the cooling efficiency is difficult to meet the requirements for megawatt-level charging. Furthermore, its liquid-cooled circuit only forms a U-shaped connection at the charging base end and does not extend to the battery pack connector, failing to form a complete cooling path from the charging base through the wire to the battery pack end.

[0006] In Scheme 1, both the coolant-driven pump and the cold source are located on the charging pile side, meaning the vehicle's cooling capacity relies entirely on the charging pile. When the vehicle connects to a non-liquid-cooled charging pile, the vehicle loses its active cooling capability. Furthermore, the liquid-cooled connection interface between the charging pile and the vehicle increases the risk of cross-interface leakage. In Scheme 2, the cooling channel is located between the conductor and the liquid-cooling pipe, requiring heat conduction through the pipe wall, limiting heat dissipation in the conductor's central area. Additionally, its liquid-cooling circuit only forms a U-shaped connection at the charging dock end, not extending to the battery pack connector. In summary, existing technologies lack a liquid-cooled wiring harness solution that provides independent active cooling capability at the vehicle end and a cooling circuit that completely covers the entire path from the charging dock to the battery pack. Summary of the Invention

[0007] To address the aforementioned technical problems, this invention proposes a megawatt-level active liquid-cooled high-voltage wiring harness for the entire charging path at the vehicle end and an integrated thermal management system for electric vehicles. This system aims to solve the problem in the prior art of lacking a liquid-cooled wiring harness solution that has independent active cooling capability at the vehicle end and whose cooling circuit completely covers the entire path from the charging dock to the battery pack.

[0008] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0009] A megawatt-level active liquid-cooled high-voltage wiring harness for connecting the on-board charger and the power battery pack of an electric vehicle, comprising:

[0010] A positive electrode liquid-cooled lead wire and a negative electrode liquid-cooled lead wire, wherein the positive electrode liquid-cooled lead wire includes a first liquid-cooling tube and a lead wire bundle disposed within the first liquid-cooling tube; the negative electrode liquid-cooled lead wire includes a second liquid-cooling tube and a lead wire bundle disposed within the second liquid-cooling tube, wherein the lead wire bundle is formed by twisting or bundling multiple single-wire wires; wherein there is a space between the lead wire bundle and the inner wall of each liquid-cooling tube for coolant to flow.

[0011] A liquid-cooled integrated module for charging base is used to connect the positive liquid-cooled wire and the negative liquid-cooled wire to the vehicle charging base. The liquid-cooled integrated module for charging base is provided with a liquid-cooled channel for charging base, which is connected to the first liquid-cooled pipe and the second liquid-cooled pipe.

[0012] A liquid-cooled high-voltage connector assembly for the battery pack end is used to connect the positive liquid-cooled wire and the negative liquid-cooled wire to the power battery pack; the liquid-cooled high-voltage connector assembly for the battery pack end is provided with a connector end liquid-cooling channel inside, the connector end liquid-cooling channel is connected to the first liquid-cooling pipe and the second liquid-cooling pipe, and is connected to the liquid storage tank at the vehicle end;

[0013] The charging dock liquid-cooled integrated module, the first liquid-cooled pipe, the connector liquid-cooled channel, and the second liquid-cooled pipe are sequentially connected to form a coolant circulation loop encapsulated in the vehicle. This invention enables the vehicle to have independent active cooling capabilities in any charging scenario. The coolant circulation loop is completely encapsulated in the vehicle, requiring only an electrical connection between the charging pile and the vehicle, without the need for a liquid-cooling connection. The vehicle is not limited by whether the charging pile has liquid-cooling capabilities when connected to any type of charging pile. Simultaneously, the coolant flows sequentially through the charging dock liquid-cooled integrated module, the first liquid-cooled pipe, the connector liquid-cooled channel, and the second liquid-cooled pipe, forming a full-path liquid-cooled coverage extending from the charging dock to the battery pack, eliminating all critical hot spots on the vehicle side. The wire harness is located inside the liquid-cooled pipe, and the coolant flows between the wire harness and the inner wall of the liquid-cooled pipe, directly carrying away the heat generated by the conductors, resulting in a short heat transfer path and high heat dissipation efficiency.

[0014] Furthermore, to improve the sealing reliability of the charging base end, the liquid-cooled integrated module of the charging base end includes a first DC terminal connected to the wire harness of the positive liquid-cooled wire, a second DC terminal connected to the wire harness of the negative liquid-cooled wire, and a charging end liquid-cooling channel sleeved at the junction of the two DC terminals and the two wire harnesses; a portion of the first DC terminal and the second DC terminal, the charging end liquid-cooling channel, and a portion of the liquid-cooling pipes of the positive liquid-cooled wire and the negative liquid-cooled wire are sealed by an injection molding structure; after injection molding, it is inserted into the charging base body and sealed by the first charging base sealing cap and the second charging base sealing cap respectively.

[0015] Furthermore, to improve the sealing reliability of the charging base, the liquid-cooled integrated module at the charging base includes a first DC terminal connected to the wire harness of the positive liquid-cooled wire, a second DC terminal connected to the wire harness of the negative liquid-cooled wire, and a charging base liquid-cooling channel sleeved at the junction of the two DC terminals and the two wire harnesses; portions of the first DC terminal and the second DC terminal, the charging base liquid-cooling channel, and portions of the liquid-cooling pipes of the positive and negative liquid-cooled wires are sealed by an injection molding structure; after injection molding, it is inserted into the charging base body and sealed by the first and second charging base sealing caps respectively.

[0016] Furthermore, to facilitate the assembly and sealing of the liquid cooling channel at the charging end, the liquid cooling channel at the charging end is formed by fastening together the upper half and the lower half of the liquid cooling channel. After fastening, it is assembled at the connection points of the first DC terminal and the second DC terminal with the corresponding wire harnesses, respectively.

[0017] Furthermore, in order to improve the pressure resistance and insulation performance of the liquid cooling tube, both the first and second liquid cooling tubes are multi-layered structures, including an inner layer, an intermediate layer, an intermediate reinforcing layer, and an outer layer.

[0018] Furthermore, in order to improve the sealing reliability of the battery pack end, the battery pack end liquid-cooled high-voltage connector assembly includes connector terminals connected to the ends of each wire harness, connector end liquid-cooling channels, and connector bodies connected to the connector terminals; the connector end liquid-cooling channels are sleeved at the junction of the connector terminals and the wire harnesses; a portion of the connector terminals, the connector end liquid-cooling channels, and the liquid-cooling pipes are sealed by injection molding; after injection molding, they are inserted into the connector body and sealed by the connector sealing end cap.

[0019] Furthermore, in order to facilitate the assembly and sealing of the connector end liquid cooling channel, the connector end liquid cooling channel includes a first liquid cooling channel and a second liquid cooling channel. Both the first liquid cooling channel and the second liquid cooling channel include a lower half and an upper half of the liquid cooling channel. The lower half and the upper half of the liquid cooling channel are fastened together at the junction of the connector terminal and the wire harness.

[0020] Furthermore, in order to achieve a reliable connection with the liquid cooling circuit of the vehicle battery pack, the battery pack-end liquid cooling high-voltage connector assembly also includes a liquid cooling connector, which is assembled at the interface of the liquid cooling channel. The liquid cooling connector includes a liquid cooling connector body that is inserted into the interface of the connector-end liquid cooling channel. The liquid cooling connector body and the interface of the connector-end liquid cooling channel are connected by threads. A first O-ring is provided between the diameter of the liquid cooling connector body and the interface of the connector-end liquid cooling channel. A second O-ring is provided between the diameter of the liquid cooling connector body and the inner wall of the connector body. A liquid cooling plug is inserted into the liquid cooling connector body. An internal O-ring is provided between the liquid cooling connector body and the liquid cooling plug. A retaining spring is fitted at the end of the liquid cooling connector body to lock the liquid cooling plug.

[0021] A cooling control method for electric vehicle charging harnesses, applied to the megawatt-level charging full-path active liquid-cooled high-voltage harness at the vehicle end, includes: A thermal-fluid-structure interaction digital twin model of the megawatt-level active liquid-cooled high-voltage charging harness at the vehicle end is established; the input parameters of the model include charging current, ambient temperature, coolant flow rate, and initial temperature distribution. Collect at least one of the following data: DC terminal temperature of the charging dock, positive and negative terminal temperature of the connector, coolant flow rate, coolant pressure, inlet and outlet water temperature difference, charging current, and ambient temperature. Based on the digital twin model and the collected data, Kalman filtering is used to fuse the temperature data from multiple temperature measurement points, and to predict the temperature rise trend of the charging harness in the predicted time domain of the next 30-120 seconds. When the predicted temperature indicates that the temperature at any temperature measurement point will reach 65°C within the next 30 seconds, the speed of the electric water pump is increased to 100%. When the temperature at any temperature measurement point is greater than 85°C, a request is made to reduce the charging power. When the temperature is greater than 95°C, a request is made to stop charging. Based on the prediction results, a model predictive control algorithm is used to adjust the coolant flow rate in the coolant circulation loop in advance. This invention establishes a thermal-fluid-structure interaction digital twin model of the vehicle-side megawatt-level active liquid-cooled high-voltage charging harness, predicts future temperature rise trends based on real-time temperature field data, and uses a model predictive control algorithm to adjust the coolant flow rate in advance, effectively avoiding temperature shocks, achieving on-demand cooling, and reducing energy consumption.

[0022] An electric vehicle thermal management system includes the megawatt-level active liquid-cooled high-voltage wiring harness with full-path active liquid cooling at the vehicle end as described in any of the above claims; it also includes a power battery pack and a battery thermal management circuit thermally coupled to the power battery pack, the battery thermal management circuit including an electronic water pump, a radiator and a reservoir; the coolant circulation circuit of the high-voltage wiring harness and the battery thermal management circuit share the electronic water pump, radiator and reservoir, forming an integrated thermal management circuit.

[0023] An electric vehicle includes the vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness described in any of the preceding claims. This invention realizes the application of the vehicle-side liquid-cooled high-voltage wiring harness in electric vehicles, enabling them to possess megawatt-level charging capabilities in any charging scenario.

[0024] The beneficial effects of this invention are:

[0025] 1. This invention enables the vehicle to have independent active cooling capabilities in any charging scenario. The coolant-driven pump and cold source are entirely located on the vehicle side, and the vehicle shares the electronic water pump, radiator, and reservoir with the vehicle battery thermal management system. Only an electrical connection is required between the charging pile and the vehicle, without the need for a liquid cooling connection. The vehicle is not limited by whether the charging pile has liquid cooling capabilities when connected to any type of charging pile.

[0026] 2. This invention eliminates all critical hot spots on the vehicle side. The coolant flows sequentially through the charging dock power terminals, the positive liquid-cooled wire conductor, the battery pack connector, and the negative liquid-cooled wire conductor, forming a full-path liquid-cooled coverage extending from the charging dock to the battery pack, unlike existing technologies that only form a liquid-cooled circuit locally at the charging dock end.

[0027] 3. This invention significantly shortens the heat transfer path. The liquid cooling pipe is coaxially arranged inside the stranded conductor, and the wall of the liquid cooling pipe is in direct contact with the stranded conductor. The coolant flows inside the conductor, and heat is directly conducted from the conductor to the pipe wall and then to the coolant, shortening the heat transfer path by more than 70%.

[0028] 4. Under the same current carrying capacity, the cross-sectional area of ​​the liquid-cooled conductor can be reduced by about 70% compared with traditional cables, the weight of the wire harness is reduced by more than 50%, and the cable is more flexible and easy to arrange in the limited space of the vehicle.

[0029] 5. This invention realizes a shift from passive response to active prediction in control. By establishing a thermal-fluid-structure interaction digital twin model, it predicts future temperature rise trends based on real-time temperature field data, and uses a model predictive control algorithm to adjust the coolant flow rate in advance, with a response lead of no less than 30 seconds, effectively avoiding temperature shocks and achieving on-demand cooling.

[0030] 6. This invention reduces the investment in vehicle-side equipment for the thermal management system. The vehicle-side liquid cooling circuit shares the cold source and electric water pump with the vehicle battery thermal management system, eliminating the need for additional coolant pumps, radiators, and reservoirs, thus reducing system complexity and overall vehicle cost.

[0031] 7. This invention meets the vehicle-side cooling requirements of megawatt-level charging system standards. It provides a complete vehicle-side liquid cooling solution, supports a full-power charging current of 3000A, and offers a feasible technical path for the vehicle-side implementation of the IEC TS 63379 standard.

[0032] 8. This invention features multiple safety redundancies. Multiple sealing structures, including end face seals, radial seals, and O-ring combinations, are respectively installed at the charging base end, connector end, and wire end. Insulating coolant can be used as a secondary safety redundancy; even if the liquid cooling pipe leaks, the insulating coolant will not cause an electrical short circuit. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the active liquid-cooled high-voltage wiring harness of the present invention.

[0035] Figure 2 This is a schematic diagram of the exploded structure of the active liquid-cooled high-voltage wiring harness of the present invention.

[0036] Figure 3This is a schematic diagram of the wire harness structure of the present invention.

[0037] Figure 4 This is a cross-sectional view of the wire harness and liquid cooling pipe of the present invention.

[0038] Figure 5 This is a cross-sectional view of the conductor monofilament with an insulating layer according to the present invention.

[0039] Figure 6 This is an exploded structural diagram showing the cooperation between the charging end liquid cooling channel, the DC terminal, and the liquid cooling pipe of the present invention.

[0040] Figure 7 This is an exploded structural diagram illustrating the interaction between the connector end liquid cooling channel, connector terminal, liquid cooling pipe, and injection molding structure of the present invention.

[0041] Figure 8 This is a schematic diagram of the mating structure between the connector body and the liquid cooling joint of the present invention.

[0042] Figure 9 This is a partial cross-sectional view of the connection between the connector body, the liquid cooling connector, and the liquid cooling plug of the present invention.

[0043] Figure 10 This is an exploded structural diagram illustrating the cooperation between the connector end liquid cooling channel, the liquid cooling connector, and the liquid cooling plug of the present invention.

[0044] Figure 11 This is a schematic diagram of the liquid cooling circuit of the liquid cooling harness of the present invention.

[0045] Figure 12 This is a schematic diagram of the integrated circuit of the vehicle liquid cooling system of the present invention.

[0046] Figure 13 This is a block diagram of the intelligent predictive control logic of the present invention.

[0047] 1. Wire harness; 101. Conductor filament; 102. Fiber insulation layer; 201. First DC terminal; 202. Second DC terminal; 203. First charging base sealing cap; 204. Second charging base sealing cap; 205. Upper half of the liquid cooling channel at the charging end; 206. Lower half of the liquid cooling channel at the charging end; 207. Injection molding structure; 208. Charging base body; 3. First liquid cooling pipe; 301. Inner layer; 302. Intermediate layer; 303. Intermediate reinforcement layer; 304. Outer layer; 4. Battery pack end liquid-cooled high-voltage connector; 401. First connector terminal; 402. Second connector terminal; 4 03. First connector sealing tail cap; 404. Second connector sealing tail cap; 405. First injection molded structure; 406. Second injection molded structure; 407. Lower half of the first liquid cooling channel; 408. Lower half of the second liquid cooling channel; 409. Upper half of the first liquid cooling channel; 410. Upper half of the second liquid cooling channel; 411. Connector body; 5. Second liquid cooling pipe; 6. First liquid cooling connector; 601. Snap ring; 602. Internal O-ring of the liquid cooling connector; 603. Liquid cooling connector body; 604. Second O-ring in the diameter section; 605. First O-ring in the diameter section; 7. Second liquid cooling connector; 8. Liquid cooling plug. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] The vehicle-side megawatt-level charging full-path active liquid-cooled high-voltage wiring harness described in Embodiment 1 of the present invention is used to connect the on-board charging base of an electric vehicle to the power battery pack.

[0050] 1. For example Figure 1 As shown, the high-voltage wiring harness includes a positive liquid-cooled conductor and a negative liquid-cooled conductor. The positive liquid-cooled conductor includes a first liquid-cooling pipe 3 and a conductor bundle 1 disposed within the first liquid-cooling pipe 3. The negative liquid-cooled conductor includes a second liquid-cooling pipe 5 and a conductor bundle 1 disposed within the second liquid-cooling pipe 5. Figure 3 As shown, the wire bundle 1 is composed of multiple strands of monofilament wire twisted or bundled together, and each monofilament wire includes a conductor monofilament 101. Figure 4 As shown, there are spaces for coolant to flow between the conductor bundle 1 and the inner wall of the first liquid cooling pipe 3, and between the conductor bundle 1 and the inner wall of the second liquid cooling pipe 5. The coolant flows between the conductor bundle 1 and the inner wall of the liquid cooling pipe, directly carrying away the heat generated by the conductor filament 101. The coolant is an insulating coolant; the insulating coolant is selected from one or more of perfluoropolyether, hydrofluoroether, fluorinated liquid, or silicone oil.

[0051] like Figure 5 As shown, when using a non-insulating coolant, the outer surface of the conductor filament 101 is provided with a filament insulation layer 102. At both ends of the wire bundle 1, a length of 10-20 mm of the filament insulation layer 102 is removed to expose the conductor filament 101 for connection with the terminal, and the connection between the terminal and the wire is sealed with potting compound. When using an insulating coolant, the outer surface of the conductor filament 101 is not provided with a filament insulation layer 102, and the wire bundle 1 is directly formed by twisting or bundling the conductor filaments 101.

[0052] Furthermore, the high-voltage wiring harness also includes a liquid-cooled integrated module at the charging socket end. For example... Figure 2 As shown, the charging terminal liquid-cooled integrated module includes a first DC terminal 201 and a second DC terminal 202. The first DC terminal 201 is connected to the wire bundle 1 of the positive liquid-cooled wire, and the second DC terminal 202 is connected to the wire bundle 1 of the negative liquid-cooled wire. The connection method is ultrasonic welding, friction welding, electromagnetic pulse welding, or plasma welding. A charging terminal liquid-cooling channel is provided at the connection between the first DC terminal 201 and the second DC terminal 202 and the corresponding wire bundle 1. The charging terminal liquid-cooling channel is formed by the interlocking of the upper half 205 and the lower half 206 of the liquid-cooling channel. The interlocked charging terminal liquid-cooling channel includes two tubes sleeved on the DC terminal and the corresponding wire bundle 1 and a connecting channel connecting the two tubes. The front ends of the first liquid-cooling tube 3 and the second liquid-cooling tube 5 are respectively sleeved on the outer sides of the tail ends of the two tubes of the interlocked charging terminal liquid-cooling channel. The other ends of the two tubes are closed by the DC terminal. Figure 6 As shown, portions of the first DC terminal 201 and the second DC terminal 202, the upper half 205 and the lower half 206 of the liquid cooling channel, and portions of the first liquid cooling pipe 3 and the second liquid cooling pipe 5 are sealed by an injection molding structure 207. The injection molding structure 207 includes two sleeves fitted over the two pipes of the liquid cooling channel at the charging end and a connecting sleeve fitted over the connecting channel. The above-mentioned injection-molded assembly is inserted into the charging base body 208 and sealed by the first charging base sealing cap 203 fitted over the first liquid cooling pipe 3 and the second charging base sealing cap 204 fitted over the second liquid cooling pipe 5, respectively.

[0053] Furthermore, the high-voltage wiring harness also includes a battery pack-end liquid-cooled high-voltage connector assembly 4. The battery pack-end liquid-cooled high-voltage connector assembly 4 includes a first connector terminal 401, a second connector terminal 402, a connector-end liquid-cooling channel, and a connector body 411. The first connector terminal 401 is connected to the wiring harness 1 of the positive liquid-cooled wire, and the second connector terminal 402 is connected to the wiring harness 1 of the negative liquid-cooled wire. The connection method is ultrasonic welding, crimping, or electromagnetic pulse welding.

[0054] The connector end liquid cooling channel includes a first liquid cooling channel and a second liquid cooling channel. The first liquid cooling channel is fitted at the junction of the first connector terminal 401 and the corresponding wire harness 1, and the second liquid cooling channel is fitted at the junction of the second connector terminal 402 and the corresponding wire harness 1. The first liquid cooling channel is formed by the snap-fitting of the lower half 407 and the upper half 409 of the first liquid cooling channel, and the second liquid cooling channel is formed by the snap-fitting of the lower half 408 and the upper half 410 of the second liquid cooling channel. The rear ends of the first liquid cooling tube 3 and the second liquid cooling tube 5 are respectively fitted onto the outer sides of the snap-fitted ends of the first and second liquid cooling channels. The other ends of the first and second liquid cooling channels are closed by the connector terminals.

[0055] A portion of the first connector terminal 401, the lower half 407 of the first liquid cooling channel, the upper half 409 of the first liquid cooling channel, and a portion of the first liquid cooling pipe 3 are sealed by the first injection molding structure 405. A portion of the second connector terminal 402, the lower half 408 of the second liquid cooling channel, the upper half 410 of the second liquid cooling channel, and a portion of the second liquid cooling pipe 5 are sealed by the second injection molding structure 406. The first injection molding structure 405 has a hole for the interface of the upper half 409 of the first liquid cooling channel to pass through; the second injection molding structure 406 has a hole for the interface of the upper half 410 of the second liquid cooling channel to pass through. After injection molding, it is inserted into the connector body 411. Figure 8 As shown, the front end of the connector body 411 is provided with a sheath structure sleeved over the first injection-molded structure 405 and the second injection-molded structure 406. The sheath structure is provided with liquid-cooled connection ports located at the outer ends of the interfaces of the upper half 409 of the first liquid-cooling channel and the upper half 410 of the second liquid-cooling channel, respectively. The above-mentioned injection-molded assembly structure is inserted into the sheath structure at the front end of the connector body 411 and sealed by the first connector sealing cap 403 sleeved over the first liquid-cooling pipe 3 and the second connector sealing cap 404 sleeved over the second liquid-cooling pipe 5, respectively.

[0056] The second liquid cooling channel, the second liquid cooling pipe 5, the charging end liquid cooling channel, the first liquid cooling pipe 3, and the first liquid cooling channel are sequentially connected to form a liquid cooling circuit for the liquid-cooled wiring harness, such as... Figure 12 As shown.

[0057] The battery pack-side liquid-cooled high-voltage connector assembly 4 also includes a first liquid-cooled connector 6 and a second liquid-cooled connector 7. The first liquid-cooled connector 6 is fitted to the interface of the upper half 409 of the first liquid-cooling channel, and the second liquid-cooled connector 7 is fitted to the interface of the upper half 410 of the second liquid-cooling channel. Figure 10 As shown, taking the first liquid-cooled connector 6 as an example, it includes a liquid-cooled connector body 603. The liquid-cooled connector body 603 is inserted into the liquid-cooled connection port on the sheath structure and connected to the interface of the upper half 409 of the first liquid-cooled channel by a thread. Figure 9As shown, a first O-ring 605 is provided between the diameter of the liquid cooling connector body 603 and the outer end of the interface of the upper half 409 of the first liquid cooling channel, and a second O-ring 604 is provided between the diameter of the liquid cooling connector body 603 and the inner wall of the liquid cooling connection port on the sheath structure. The liquid cooling plug 8 is inserted into the liquid cooling connector body 603, and an internal O-ring 602 is provided between the liquid cooling connector body 603 and the liquid cooling plug 8. A retaining spring 601 is fitted at the end of the liquid cooling connector body 603 to lock the liquid cooling plug 8. Wherein, as... Figure 10 As shown, the liquid-cooled connector 8 has a coaxially arranged conical boss, with the small end of the conical boss facing inwards towards the liquid-cooled connection port; the large end of the conical boss transitions to the body of the liquid-cooled connector 8 via a step. The retaining spring 601 is precisely clamped onto the step to lock the liquid-cooled connector 8. The liquid-cooled connector 8 is connected to the liquid reservoir of the vehicle's battery thermal management system via a flexible hose. The vehicle battery thermal management system is a system integrated into the electric vehicle for thermal management of the power battery, including an electric water pump, radiator, and liquid reservoir. Furthermore, the structure and assembly method of the second liquid-cooled connector 7 are the same as those of the first liquid-cooled connector 6.

[0058] The charging end liquid cooling channel, the first liquid cooling pipe 3, the first liquid cooling channel, the first liquid cooling connector 6, the liquid cooling plug 8 within the battery pack end liquid cooling high-voltage connector assembly 4, the reservoir of the vehicle battery thermal management system, the second liquid cooling connector 7, and the second liquid cooling channel and second liquid cooling pipe 5 within the battery pack end liquid cooling high-voltage connector assembly 4 are sequentially connected to form a coolant circulation loop encapsulated at the vehicle end. The coolant circulation loop shares the electronic water pump, radiator, and reservoir with the vehicle battery thermal management system. Only an electrical connection is required between the charging pile and the vehicle end; no liquid cooling connection is needed.

[0059] Example 2: Based on Example 1, this example further defines the specific structure of the first liquid cooling pipe 3 and the second liquid cooling pipe 5.

[0060] Both the first liquid cooling pipe 3 and the second liquid cooling pipe 5 are made of high thermal conductivity insulating material with a temperature resistance of -40℃ to 105℃, a wall thickness of 1.8-6mm, and internal coolant flow channels, with a pressure resistance of not less than 6MPa. Modified PTFE or FEP can be selected as the high thermal conductivity insulating material.

[0061] Both the first liquid cooling pipe 3 and the second liquid cooling pipe 5 have a multi-layer structure, such as Figure 4 As shown, each layer comprises, from the inside out, an inner layer 301, a middle layer 302, a middle reinforcing layer 303, and an outer layer 304. The inner layer 301 is made of modified PA12, FEP, PFA, or PVDF to improve hydrolysis resistance. The middle layer 302 and outer layer 304 are made of flame-retardant TPU or modified PPA to improve abrasion resistance, weather resistance, and secondary insulation protection. The middle reinforcing layer 303 is made of aramid braided or high-modulus polyester braided to improve burst pressure resistance.

[0062] Example 3: Based on Example 1, this example further defines the specific parameters of the wire harness 1.

[0063] The conductor bundle 1 is composed of multiple strands of conductor monofilaments 101 twisted together, with a twist pitch of 8-12 times the outer diameter of the strand. When using a non-insulating coolant, the material of the monofilament insulation layer 102 is a polyimide (PI) composite film, modified PP, polyether polyurethane (PU), or polyether ether ketone (PEEK).

[0064] Example 4: Based on Example 1, this example further defines the cooling control method for the active liquid-cooled high-voltage wiring harness of the entire megawatt-level charging path at the vehicle end. Figure 13 A block diagram of intelligent predictive control logic based on thermal-fluid-structure interaction (TFI) digital twin is shown. The entire control logic includes the following processes:

[0065] First, a thermal-fluid-structure interaction (T-S) digital twin model of the active liquid-cooled high-voltage wiring harness for the entire megawatt-level charging path at the vehicle end is established. Through a distributed temperature sensing network, data are collected on the temperatures of the first DC terminal 201 and second DC terminal 202 of the charging dock, the temperatures of the first connector terminal 401 and second connector terminal 402, coolant flow rate, coolant pressure, inlet and outlet water temperature difference, charging current, and ambient temperature. A Kalman filter algorithm is used to fuse the temperature data from multiple measurement points, achieving a temperature estimation error of no more than 2℃.

[0066] Based on a digital twin model and fused temperature data, a model predictive control algorithm is used to predict the temperature rise trend of the charging harness within a 60-second time domain. When the charging gun is detected being inserted, the system enters charging cooling mode, increasing the electric water pump speed to 80% of its rated speed. If it is predicted that the temperature at any measuring point will reach the first temperature threshold of 65°C within the next 30 seconds, the electric water pump speed is increased to 100% in advance to avoid temperature surges. If the temperature at any measuring point exceeds the second temperature threshold of 85°C, a request to reduce the charging power is made through the battery management system. If the temperature at any measuring point exceeds the third temperature threshold of 95°C, a request to stop charging is made, and the instrument panel fault indicator light illuminates. After the temperature drops below 55°C and remains below that level for 30 seconds, the water pump speed gradually decreases to 60% or the normal distribution ratio. Charging is stopped when coolant leakage or abnormal insulation resistance is detected.

[0067] Example 5 differs from Example 4 in that it describes the entire working process.

[0068] The vehicle battery thermal management system includes an outer loop circuit and an inner loop circuit. For example... Figure 11As shown, the outer loop is sequentially connected to an electronic expansion valve, a heat exchanger, a reservoir, and a radiator / heat pump, forming an outer circulation loop. The inner loop is sequentially connected to an electronic water pump, a power battery, a charging harness, and an electronic expansion valve, forming an inner circulation loop. The inner loop and the outer loop share a heat exchanger, which is located between the electronic water pump and the electronic expansion valve in the inner loop. The charging harness is the megawatt-level active liquid-cooled high-voltage harness for the entire charging path at the vehicle end of this application. The coolant circulation loop of this high-voltage harness shares the electronic water pump, radiator, and reservoir with the vehicle battery thermal management system. The electronic water pump is located at the front end of the power battery in the inner loop, providing driving force for the coolant circulation in the inner loop. This electronic water pump is shared with or independently installed with the vehicle battery thermal management system to drive the coolant circulation in the loop.

[0069] During charging, the coolant, driven by the electronic water pump of the vehicle battery thermal management system, enters the second liquid-cooled connector 7 of the battery pack-side liquid-cooled high-voltage connector assembly 4, and then flows through the liquid-cooled plug 8 into the upper half 410 of the second liquid-cooled channel within the connector body 411. After flowing through the lower half 408 of the second liquid-cooled channel, the coolant enters the second liquid-cooled pipe 5, flowing along its interior and directly contacting the wire harness 1 for heat exchange. After exiting the second liquid-cooled pipe 5, the coolant enters the charging end liquid-cooled channel of the charging socket-side liquid-cooled integrated module, and after passing through the channel formed by the upper half 205 and the lower half 206 of the liquid-cooled channel, enters the first liquid-cooled pipe 3, flowing along its interior. After exiting the first liquid-cooled pipe 3, the coolant enters the first liquid-cooled channel of the battery pack-side liquid-cooled high-voltage connector assembly 4, passing through the lower half 407 and the upper half 409 of the first liquid-cooled channel, and then flows out from the first liquid-cooled connector 6, returning to the vehicle battery pack thermal management system, completing the coolant circulation within the vehicle. The entire circuit is completely encapsulated at the vehicle end and does not involve liquid cooling connections on the charging pile side.

[0070] In the liquid-cooled integrated module at the charging base, the first DC terminal 201 and the second DC terminal 202 are connected to the power terminals of the charging gun of the charging pile. Current flows through the first DC terminal 201 into the conductor bundle 1 of the positive electrode liquid-cooled wire, then through the first connector terminal 401 at the battery pack end into the power battery pack, and then through the second connector terminal 402 and the conductor bundle 1 of the negative electrode liquid-cooled wire back to the second DC terminal 202. Coolant flows between the conductor bundle 1 and the inner wall of the liquid-cooling pipe, directly carrying away the heat generated by the current.

[0071] Example 6 differs from Example 5 in that it provides an alternative solution. For applications where it is inconvenient to share a cooling source with the vehicle's battery pack thermal management system, a miniature coolant pump, a reservoir, and an air-cooled radiator are added at the vehicle end, specifically for cooling the charging harness. The miniature coolant pump has a power not exceeding 50W, and the reservoir capacity does not exceed 1L. A fluorinated liquid is used as the cooling medium in the independent circuit.

[0072] Example 7 differs from Example 5 in that it provides an alternative solution. A perfluoropolyether or hydrofluoroether insulating coolant is used instead of the water-glycol mixture. Even if the liquid cooling pipe leaks, the coolant will not cause an electrical short circuit, making it suitable for commercial vehicles and special vehicles with high safety redundancy requirements.

[0073] Example 8 differs from Example 5 in that it provides another alternative. Instead of a coaxial structure sleeved around the conductor bundle, the liquid cooling pipe is arranged side-by-side with the conductor bundle and shares an external sheath. This design is suitable for applications with current carrying capacity requirements of 500A-800A. While this structure has a simpler manufacturing process, its heat dissipation efficiency is lower than that of the coaxial solution.

[0074] Example 9: An electric vehicle thermal management system includes the vehicle-side megawatt-level charging full-path active liquid-cooled high-voltage wiring harness as described in any of the above embodiments; it also includes a power battery pack and a battery thermal management circuit thermally coupled to the power battery pack, the battery thermal management circuit including an electronic water pump, a radiator and a reservoir; the coolant circulation circuit of the high-voltage wiring harness shares the electronic water pump, radiator and reservoir with the battery thermal management circuit, forming an integrated thermal management circuit.

[0075] Example 10: An electric vehicle, including the vehicle-side megawatt-level charging full-path active liquid-cooled high-voltage wiring harness as described in any of the examples.

[0076] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any modifications to the technical solutions described in the foregoing embodiments, or equivalent substitutions of some or all of the technical features thereof, within the spirit and principles of the present invention, do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A megawatt-level active liquid-cooled high-voltage wiring harness for connecting the on-board charger of an electric vehicle to the power battery pack, characterized in that, include: The positive electrode liquid-cooled wire and the negative electrode liquid-cooled wire, the positive electrode liquid-cooled wire includes a first liquid-cooling tube (3) and a wire bundle (1) disposed in the first liquid-cooling tube (3); the negative electrode liquid-cooled wire includes a second liquid-cooling tube (5) and a wire bundle (1) disposed in the second liquid-cooling tube (5), the wire bundle (1) is formed by twisting or bundling multiple single wires; the wire bundle (1) and the inner wall of each liquid-cooling tube have a space for coolant to flow; The charging base liquid cooling integrated module is used to connect the positive electrode liquid cooling wire and the negative electrode liquid cooling wire to the vehicle charging base. The charging base liquid cooling integrated module is provided with a charging end liquid cooling channel, which is connected to the first liquid cooling pipe (3) and the second liquid cooling pipe (5). The battery pack end liquid-cooled high-voltage connector assembly (4) is used to connect the positive liquid-cooled wire and the negative liquid-cooled wire to the power battery pack; The battery pack end liquid-cooled high-voltage connector assembly (4) is provided with a connector end liquid-cooling channel inside. The connector end liquid-cooling channel is connected to the first liquid-cooling pipe (3) and the second liquid-cooling pipe (5), and the connector end liquid-cooling channel has an interface for connecting with the vehicle end liquid storage tank. The charging base liquid-cooled integrated module, the first liquid-cooled pipe (3), the connector liquid-cooled channel, and the second liquid-cooled pipe (5) are connected in sequence to form a coolant circulation loop encapsulated at the vehicle end; the coolant circulation loop is equipped with an electronic water pump to drive the coolant circulation flow.

2. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 1, characterized in that, The liquid-cooled integrated module at the charging base includes a first DC terminal (201) connected to the wire bundle (1) of the positive liquid-cooled wire, a second DC terminal (202) connected to the wire bundle (1) of the negative liquid-cooled wire, and a liquid-cooled channel at the junction of the two DC terminals and the two wire bundles (1); a portion of the first DC terminal (201) and the second DC terminal (202), the liquid-cooled channel at the charging base, and a portion of the liquid-cooling tubes of the positive and negative liquid-cooled wires are sealed by an injection molding structure (207); after injection molding, it is inserted into the charging base body (208) and sealed by the first charging base sealing cap (203) and the second charging base sealing cap (204) respectively.

3. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 2, characterized in that, The charging terminal liquid cooling channel is formed by fastening together the upper half (205) and the lower half (206) of the liquid cooling channel. After fastening, it is assembled at the connection points of the first DC terminal (201) and the second DC terminal (202) with the corresponding wire harness (1).

4. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 2 or 3, characterized in that, Both the first liquid cooling pipe (3) and the second liquid cooling pipe (5) are multi-layer structures, including an inner layer (301), a middle layer (302), a middle reinforcement layer (303) and an outer layer (304) arranged sequentially from the inside to the outside.

5. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 2 or 3, characterized in that, The battery pack end liquid-cooled high-voltage connector assembly (4) includes connector terminals connected to the ends of each wire harness (1), connector end liquid-cooling channels, and connector bodies (411) connected to the connector terminals; the connector end liquid-cooling channels are sleeved at the junction of the connector terminals and the wire harness (1); a portion of the connector terminals, the connector end liquid-cooling channels, and a portion of the liquid-cooling pipe are sealed by potting and injection molding; after injection molding, the connector body (411) is inserted and sealed by the connector sealing end cap.

6. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 5, characterized in that, The connector end liquid cooling channel includes a first liquid cooling channel and a second liquid cooling channel. Both the first liquid cooling channel and the second liquid cooling channel include a lower half of the liquid cooling channel and an upper half of the liquid cooling channel. The lower half of the liquid cooling channel and the upper half of the liquid cooling channel are fastened together at the junction of the connector terminal and the wire harness (1).

7. The vehicle-side megawatt-level charging end-path active liquid-cooled high-voltage wiring harness according to claim 5, characterized in that, The battery pack end liquid-cooled high-voltage connector assembly (4) further includes a liquid-cooled connector, which is assembled at the interface of the liquid-cooled channel; the liquid-cooled connector includes a liquid-cooled connector body (603) that is inserted into the interface of the connector end liquid-cooled channel, the liquid-cooled connector body (603) and the interface of the connector end liquid-cooled channel are connected by threads, a first O-ring (605) is provided between the diameter of the liquid-cooled connector body (603) and the interface of the connector end liquid-cooled channel; a second O-ring (604) is provided between the diameter of the liquid-cooled connector body (603) and the inner wall of the connector body (411); a liquid-cooled plug (8) is inserted into the liquid-cooled connector body (603), an internal O-ring (602) is provided between the liquid-cooled connector body (603) and the liquid-cooled plug (8), and a retaining ring (601) is sleeved at the end of the liquid-cooled connector body (603) for locking the liquid-cooled plug (8).

8. A cooling control method for an electric vehicle charging harness, applied to the vehicle-side megawatt-level charging full-path active liquid-cooled high-voltage harness as described in claim 1, characterized in that, include: A thermal-fluid-structure interaction digital twin model of the megawatt-level active liquid-cooled high-voltage charging harness at the vehicle end is established; the input parameters of the model include charging current, ambient temperature, coolant flow rate, and initial temperature distribution. Collect at least one of the following data: DC terminal temperature of the charging dock, positive and negative terminal temperature of the connector, coolant flow rate, coolant pressure, inlet and outlet water temperature difference, charging current, and ambient temperature. Based on the digital twin model and the collected data, Kalman filtering is used to fuse the temperature data from multiple temperature measurement points, and to predict the temperature rise trend of the charging harness in the predicted time domain of the next 30-120 seconds. When the predicted temperature indicates that the temperature at any temperature measurement point will reach 65°C within the next 30 seconds, the speed of the electric water pump is increased to 100%. When the temperature at any temperature measurement point is greater than 85°C, a request is made to reduce the charging power. When the temperature is greater than 95°C, a request is made to stop charging. Based on the prediction results, a model predictive control algorithm is used to adjust the coolant flow rate of the coolant circulation loop in advance.

9. A thermal management system for electric vehicles, characterized in that, The device includes the active liquid-cooled high-voltage wiring harness with full-path active liquid cooling at the vehicle end as described in any one of claims 1 to 7; it also includes a power battery pack and a battery thermal management circuit thermally coupled to the power battery pack, wherein the battery thermal management circuit includes an electronic water pump, a radiator and a reservoir; the coolant circulation circuit of the high-voltage wiring harness and the battery thermal management circuit share the electronic water pump, the radiator and the reservoir, forming an integrated thermal management circuit.

10. An electric vehicle, characterized in that, Including the vehicle-side megawatt-level charging full-path active liquid-cooled high-voltage wiring harness as described in any one of claims 1 to 7.

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