Ultra-high power electric vehicle charging cable
By adopting water-covered copper structure and spiral winding coolant channels in the charging cable of electric vehicle, the temperature rise problem during high-power charging is solved, and more efficient cooling and lighter cables are achieved, suitable for charging needs of high-power electric vehicles.
Patent Information
- Application Number
- CN202421303475.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-07
- Publication Date
- 2025-04-01
- Estimated Expiration
- 2034-06-07
AI Technical Summary
Existing electric vehicle charging cables have temperature rise problems when charging at high power, resulting in insufficient heat dissipation capabilities, increasing the design difficulty of equipment and cables, and also increasing costs.
The charging cable for ultra-high-power electric vehicles with a water-covered copper structure is used to set up a support structure between the conductor and the insulating layer to form a spiral winding coolant channel to improve cooling efficiency, and to avoid blockage of the coolant circuit through the distribution of the dense winding section.
It significantly improves the cooling effect of the charging cable, reduces the weight of the cable, and reduces the temperature rise. It is suitable for electric vehicle fast charging stations above 50kW, effectively cope with the temperature rise problems caused by fast charging.
Smart Images
Figure CN222705229U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of electric vehicle charging cables, in particular to a charging cable for an ultra-high power electric vehicle. Background Art
[0002] At present, the commonly used electric vehicle charging cables are divided into DC charging cables (also called fast charging cables) and AC charging cables (also called slow charging cables), which are equipped with corresponding standard charging gun heads, one end is connected to the charging pile, and the other end is inserted into the charging port of the car. At present, the battery capacity of electric vehicles is constantly increasing, the cruising range is constantly increasing, and the requirements for charging speed are also increasing. According to the physical formula P=UI, when the current (I) remains unchanged, the doubling of the system voltage (U) can double the charging power (P). Other conditions remain unchanged, and a higher charging power will cause the entire charging cable to generate a large amount of heat, and the charging pile needs better heat dissipation capacity. For example, the early fast charging power was 20-50kW, and the current fast charging station charging power has exceeded 50kW. The charging power of some super-charging stations has reached 100-360kW, which poses severe challenges to the design and temperature resistance of the equipment, cables, and charging gun heads of the site.
[0003] In order to increase driving range and shorten charging time, fast charging cables are currently the mainstream in commercial scenarios and the market. To improve their fast charging capabilities, charging cable manufacturers mainly use the following designs to improve charging capacity and efficiency:
[0004] (1) By increasing the cross-sectional area of the main line core (positive and negative electrodes), its current carrying capacity is improved; and
[0005] (2) By improving the heat dissipation effect of the cable core, the temperature rise of the cable is reduced and its current carrying capacity is improved.
[0006] For the first solution, the current carrying capacity is increased by increasing the conductor cross-section. However, this method has two main disadvantages: first, the weight of the cable itself is increased, affecting the user experience, especially for charging cables longer than 5 meters. The turning, bending and aiming of the plug are extremely inconvenient; second, it is a waste of resources. Fast charging cable conductors are generally copper conductors, which greatly increases cost pressure.
[0007] Faced with many unfavorable factors of the scheme of increasing the conductor cross-sectional area, many professional cable companies at home and abroad have focused on promoting the research and development of fast-charging cables for the second scheme. In order to achieve the "small cross-section, large current" charging capacity, two mainstream opinions are adopted: copper-clad "water" or "water"-clad copper: the copper-clad "water" structure refers to the addition of corresponding cooling pipes to the center layer during the conductor twisting process, and the flow of "water" realizes heat exchange to achieve its expected current carrying capacity; while the "water"-clad copper structure is to mix the conductor and "water" into one, and directly absorb the heat on the conductor through the flow of "water" to achieve its expected current carrying capacity. At present, from the consensus and verification of the cable industry, it can be seen that the purpose of cooling and improving the interception capacity is to reduce the temperature. Since the contact area between the coolant and the conductor in the "water"-clad copper structure is much larger than that of the copper-clad "water" structure, the heat exchange efficiency is significantly better than that of the copper-clad "water" structure. The "water"-clad copper structure has a more obvious effect and better cooling efficiency.
[0008] For the "water" copper-clad structure, the key is how to effectively separate the insulation layer from the conductor to form an effective coolant channel. The existing technology uses the casing method to achieve this, that is, after the conductor is processed, it is manually inserted into the insulating casing. However, in the production process, batch production is difficult, the processing length of the casing method is obviously limited, and in the subsequent processing process, it is easy to cause pipe flattening and pipe wall damage, which seriously affects the use effect and even causes quality accidents.
[0009] Therefore, filling a support structure between the conductor and the insulating layer is an effective means to form a coolant channel. Currently, a support structure wrapped around the outside of the conductor is usually used to support the cooling channel. However, the distribution of the support structure in the coolant channel determines the circulation efficiency and stability of the coolant. How to reasonably design the support structure is a problem that needs to be solved urgently. Utility Model Content
[0010] In view of the technical problems existing in the prior art of automobile charging cables, the first aspect of the utility model proposes a charging cable for ultra-high power electric vehicles, comprising a first conductive core, a second conductive core, a grounding core, an auxiliary power core, an oil filling tube, a signal core and a sheath, wherein:
[0011] The first conductive core and the second conductive core are arranged tangentially;
[0012] The first conductive core, the second conductive core, the grounding core, the auxiliary power core, the oil-filled tube and the signal core are covered by the sheath;
[0013] The oil filling pipe is used for conveying coolant;
[0014] Wherein, the first conductive core and the second conductive core each include a conductor, a support structure and an insulating layer, the support structure is arranged between the conductor and the insulating layer and keeps in continuous contact with the conductor and the insulating layer, at least one coolant channel is constructed between the conductor and the insulating layer, and both ends of the coolant channel are respectively located at both ends of the cable;
[0015] The support structure is constructed to be spirally wound on the conductor, and includes a first winding segment and a second winding segment spaced apart along the length direction of the conductor, the pitch of the first winding segment is larger than the pitch of the second winding segment, and the first winding segment in the first conductive core and the second winding segment in the second conductive core correspond in position.
[0016] Preferably, the support structure comprises a conductor filament structure or a polymer filament structure.
[0017] Preferably, the cross-section of the support structure is circular or ridge-shaped.
[0018] Preferably, the winding pitch of the support structure is less than 25 times the diameter of the conductor.
[0019] Preferably, the cross-sectional area of the coolant channel is 0.90 to 0.96 times the cross-sectional area of the conductor.
[0020] Preferably, the first winding section and the second winding section have the same length.
[0021] Preferably, the lengths of the first winding section and the second winding section are 10 to 20 cm.
[0022] Preferably, the pitch of the first winding section is 2 to 3 times the pitch of the second winding section.
[0023] Preferably, the conductor comprises a copper wire twisted structure, and the compression coefficient of the conductor is above 72%.
[0024] Preferably, the sheath comprises a cross-linked polyolefin insulation layer.
[0025] Compared with the prior art, the advantages of the ultra-high power electric vehicle charging cable proposed by the utility model are:
[0026] The charging cable for ultra-high-power electric vehicles of the utility model is a DC charging cable, which adopts a water-wrapped copper structure. The cross-sectional area of the coolant channel accounts for a large proportion, the resulting wire core cooling effect is good, the cable is light in weight, and the supporting structure in the coolant channel adopts a spiral variable pitch diameter winding to form a better supporting effect, and the sparse and dense winding sections of the two wire cores are relatively distributed to avoid blockage of the coolant circuit after the same position is compressed. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The accompanying drawings are not intended to be drawn to scale. In the accompanying drawings, each identical or approximately identical component shown in each figure may be represented by the same reference numeral. For clarity, not every component is labeled in each figure. Now, embodiments of various aspects of the utility model will be described by way of example and with reference to the accompanying drawings.
[0028] Figure 1 It is a structural schematic diagram of a charging cable for an ultra-high-power electric vehicle shown in the utility model;
[0029] Figure 2 It is a schematic diagram of the winding arrangement of the support structure in the first conductive wire core and the second conductive wire core shown in the present invention. DETAILED DESCRIPTION
[0030] In order to better understand the technical content of the present invention, specific embodiments are described below in conjunction with the accompanying drawings.
[0031] Combination Figure 1 The ultra-high power electric vehicle charging cable of the illustrated embodiment includes a first conductive core 1 , a second conductive core 2 , a grounding core 3 , an auxiliary power core 4 , an oil filling tube 5 , a signal core 6 and a sheath 7 .
[0032] The first conductive core 1 and the second conductive core 2 are arranged tangentially, and the first conductive core 1 , the second conductive core 2 , the grounding core 3 , the auxiliary power core 4 , the oil-filled tube 5 and the signal core 6 are covered by a sheath 7 .
[0033] It should be understood that one end of the charging cable is connected to the charging gun and the other end is connected to the charging pile. Optionally, the oil filling pipe 5 is used to transport coolant. The coolant channel 14 in the first conductive core 1 and the second conductive core 2 forms a loop. The conductor 11 is cooled by heat exchange between the coolant and the conductor 11, so as to achieve high-power charging of the cable.
[0034] The sheath 7 includes a cross-linked polyolefin insulation layer, such as a cross-linked polyvinyl chloride sheath, which protects the inner wire core.
[0035] Combination Figure 1 As shown, the first conductive core 1 and the second conductive core 2 are respectively the positive electrode core and the negative electrode core. The first conductive core 1 and the second conductive core 2 both include a conductor 11, a support structure 12 and an insulating layer 13. The support structure 12 is arranged between the conductor 11 and the insulating layer 13 and maintains continuous contact with the conductor 11 and the insulating layer 13. At least one coolant channel 14 is constructed between the conductor 11 and the insulating layer 13, and both ends of the coolant channel 14 are respectively located at the two ends of the cable.
[0036] In this way, when the coolant passes through the coolant channel 14 , a “water-wrapped copper” structure is formed, which can achieve a good cooling effect on the conductor 11 .
[0037] Furthermore, in order to ensure that the coolant channels 14 in the first conductive core 1 and the second conductive core 2 will not be squeezed and blocked at the same time when the cable is squeezed, the support structure 12 is constructed to be spirally wound on the conductor 11, and includes a first winding segment and a second winding segment spaced apart along the length direction of the conductor 11, the pitch of the first winding segment is larger than that of the second winding segment, and the positions of the first winding segment in the first conductive core 1 and the second winding segment in the second conductive core 2 correspond.
[0038] It should be understood that when the pitch of the winding section is small, the supporting capacity for the coolant channel 14 is stronger, and when the pitch of the winding section is large, the supporting capacity for the coolant channel 14 is weaker. In this way, at the same axial position, the coolant channel support of one of the first conductive core 1 and the second conductive core 2 is stronger and the other is relatively weaker. Therefore, when the cable is pressurized, the first conductive core 1 and the second conductive core 2 squeeze each other, so that the coolant channel 14 with weaker support is squeezed, which can ensure that one of the coolant channels 14 is in the conduction device to avoid blockage of the coolant circuit.
[0039] In an optional embodiment, the winding pitch of the support structure 12 is less than 25 times the diameter of the conductor 11. In this way, it can be ensured that the insulating layer 13 does not collapse and the coolant channel 14 is kept free of flow.
[0040] like Figure 2 As shown, optionally, the pitch of the first winding segment is 2 to 3 times the pitch of the second winding segment, for example, the pitch ratio of the winding segment A12a in the first conductive core 1 is 24, and the pitch ratio of the winding segment B12b in the second conductive core 2 is 12.
[0041] In an optional embodiment, the cross-sectional area of the cooling liquid channel 14 is 0.90 to 0.96 times the cross-sectional area of the conductor 11 .
[0042] Specifically, the conductor 11 is formed by twisting a plurality of copper wires in a 1+6+12 multiple twisting manner, and the compression coefficient of the conductor 11 is above 72%. The support structure 12 is one or more filamentary structures having the same diameter as the conductor copper wires and wound around the outer wall of the conductor, and the cross-sectional area of the formed coolant channel 14 is 0.96 times the cross-sectional area of the conductor 11.
[0043] Optionally, the support structure 12 is a conductor filament structure or a polymer filament structure. For example, the support structure 12 is made of thin copper wires, or the support structure 12 is made of a separate plastic strip, or is extruded together with the insulating layer 13 .
[0044] The insulating layer 13 is extruded by a tube extrusion method, so that the insulation is extruded onto the surface of the conductor or the supporting structure 12 without pressure, and is quickly cooled by a die outlet to form the cooling layer, thereby avoiding compression of the space of the coolant channel 14 .
[0045] The cross section of the support structure 12 is circular or ridge-shaped, for example, a conductor or polymer wire with a circular cross section, or a ridge-shaped structure extruded together with the insulating layer 13 and connected to the inner layer of the insulating layer 13 .
[0046] In this way, the support structure 12 forms a good support between the conductor 11 and the insulating layer 13 , thereby ensuring the flow path of the coolant channel 14 .
[0047] In an optional embodiment, the first winding section and the second winding section have the same length. In this way, the first winding section and the second winding section of the first conductive core 1 and the second conductive core 2 can maintain corresponding arrangements.
[0048] In an optional embodiment, the length of the first winding section and the second winding section is 10-20 cm. In this way, in a charging cable about 5 m long, the compression resistance of a small local area of the cable can be ensured by multiple first winding sections and second winding sections distributed at intervals.
[0049] In combination with the above embodiments, the ultra-high power electric vehicle charging cable of the utility model is designed as a DC charging cable, which adopts a water-coated copper structure, and the cross-sectional area of the coolant channel accounts for a large proportion, so the cooling effect of the wire core formed is good, the weight of the cable is light, and the supporting structure in the coolant channel adopts a spiral variable diameter winding, which can form a better support effect. At the same time, the sparse and dense winding sections of the two wire cores are relatively distributed to avoid blockage of the coolant circuit after the same position is compressed. The ultra-high power electric vehicle charging cable proposed by the utility model can be used for fast charging charging stations / charging piles for electric vehicles above 50kW, especially above 100kW, which can significantly deal with the temperature rise problem caused by fast charging and suppress excessive temperature rise.
[0050] Although the present invention has been disclosed as above with preferred embodiments, it is not intended to limit the present invention. A person with ordinary knowledge in the technical field to which the present invention belongs may make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention shall be determined by the definition of the claims.
Claims
1. A charging cable for ultra-high power electric vehicles, characterized in that: It comprises a first conductive wire core (1), a second conductive wire core (2), a grounding wire core (3), an auxiliary power wire core (4), an oil-filled tube (5), a signal wire core (6) and a sheath (7); The first conductive core (1) and the second conductive core (2) are arranged tangentially; The first conductive wire core (1), the second conductive wire core (2), the grounding wire core (3), the auxiliary power wire core (4), the oil filling tube (5) and the signal wire core (6) are covered by the sheath (7); The oil filling pipe (5) is used to transport coolant; The first conductive wire core (1) and the second conductive wire core (2) each comprise a conductor (11), a support structure (12) and an insulating layer (13); the support structure (12) is arranged between the conductor (11) and the insulating layer (13) and maintains continuous contact with the conductor (11) and the insulating layer (13); at least one coolant channel (14) is constructed between the conductor (11) and the insulating layer (13); two ends of the coolant channel (14) are respectively located at two ends of the cable; The support structure (12) is constructed to be spirally wound on the conductor (11), and comprises a first winding segment and a second winding segment that are spaced apart along the length direction of the conductor (11), the pitch of the first winding segment being greater than the pitch of the second winding segment, and the first winding segment in the first conductive core (1) and the second winding segment in the second conductive core (2) corresponding in position.
2. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The support structure (12) comprises a conductor filament structure or a polymer filament structure.
3. The ultra-high power electric vehicle charging cable according to claim 2, characterized in that: The cross section of the support structure (12) is circular or ridge-shaped.
4. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The winding pitch of the support structure (12) is less than 25 times the diameter of the conductor (11).
5. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The cross-sectional area of the cooling liquid channel (14) is 0.90 to 0.96 times the cross-sectional area of the conductor (11).
6. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The first winding section and the second winding section have the same length.
7. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The lengths of the first winding section and the second winding section are 10-20 cm.
8. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The pitch of the first winding section is 2 to 3 times the pitch of the second winding section.
9. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The conductor (11) comprises a copper wire twisted structure, and the compression coefficient of the conductor (11) is above 72%.
10. The ultra-high power electric vehicle charging cable according to claim 1, characterized in that: The sheath (7) comprises a cross-linked polyolefin insulation layer.