Connectors for electrified vehicles

Abstract

Power sharing arrangement for an electrified vehicle (20), comprising: a connector (60), wherein the connector (60) comprises a positive divider (88p) providing at least one section of a first path and at least one section of a second path, wherein the first path is for transferring power between a traction battery (24) and a first component (44), and the second path is for transferring power between the traction battery (24) and a second component (48), wherein the connector (60) is directly connected to the first component (44) and furthermore directly connected to at least one first cable (52) extending from the traction battery (24) and to at least one second cable (56) extending from the second component (48).

Description

TECHNICAL AREA This disclosure relates to a power distribution system for an electrified vehicle and, in particular, a connector of the power distribution system. BACKGROUND In general, electrified vehicles differ from conventional motor vehicles in that they are selectively powered by one or more battery-powered electric motors. These electric motors can power the vehicles instead of, or in addition to, an internal combustion engine. Examples of electrified vehicles include full hybrid electric vehicles (FHEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FVCs), and battery electric vehicles (BEVs). DE 10 2013 016 099 A1 discloses a multi-connector cable for connecting high-voltage devices of a motor vehicle. DE 10 2013 011 874 A1 discloses an electrical power distributor for an electric or hybrid vehicle. WO 2014 / 070851 A1 discloses a device and a method for splicing shielded wire cables. With reference to Fig. 1, an exemplary prior art electrified vehicle 2 comprises a first component 4, a second component 6, and a traction battery 8. At least one first cable 10 extends from the traction battery 8 to the first component 4. The traction battery 8 supplies the first component 4 with energy via the first cable 10. At least one second cable 12 extends from the traction battery 8 to the second component 6. The traction battery 8 supplies the second component 6 with energy via the second cable 12. Examples of the first component 4 and the second component 6 can include converters, electric air conditioning systems, heating elements, etc. SUMMARY A power sharing arrangement for an electrified vehicle according to an exemplary aspect of the present disclosure includes, inter alia, a connector which provides at least one section of a first path and at least one section of a second path, wherein the first path is for transferring power between a traction battery and a first component, and the second path is for transferring power between the traction battery and a second component, wherein the connector is directly connected to the first component, and furthermore directly connected to at least one first cable extending from the traction battery, and to at least one second cable extending from the second component. In another example of the preceding arrangement, the connector has a plug and a socket. The plug can be selectively inserted into the socket. In another example of one of the preceding arrangements, the socket is attached directly to the first component or the second component. In another example of one of the preceding arrangements, the connector includes a positive divider that provides a segment of both the first path and the second path, and it further includes a negative divider that provides a segment of both the first path and the second path. In another example of one of the preceding arrangements, at least one of the positive divider or the negative divider is contained within the socket. In another example of one of the preceding arrangements, at least one of the positive divider or the negative divider is contained within the plug. In another example of one of the preceding arrangements, the connector is directly connected to the first component, and it is furthermore directly connected to at least one cable extending from the traction battery and to at least one cable extending from the second component. In another example of one of the preceding arrangements, the connector is designed to transmit power at a voltage equal to or greater than 60 volts. A power distribution system for an electrified vehicle according to another exemplary aspect of the present disclosure comprises, inter alia, a traction battery, a first component, a second component and a connector which provides at least one section of a first power transmission path extending between the traction battery and the first component, and further provides at least one section of a second power transmission path extending between the traction battery and the second component. In another example of the previous power distribution system, the connector is directly connected to the first component or the second component. In another example of one of the preceding power distribution systems, the system comprises at least one first cable that electrically connects the connector to the traction battery, and at least one second cable that electrically connects the connector to the second component, the connector being directly connected to the first component. In another example of one of the previous power distribution systems, the connector has a plug and a socket. The plug can be selectively inserted into the socket. In another example of one of the previous power distribution systems, the first component is a current transformer. In another example of one of the previous power distribution systems, the first component is an electric air conditioning system for the electrified vehicle. In another example of one of the previous power distribution systems, the first component is a heating element. In another example of one of the previous power distribution systems, the first component is a charger. A method for transferring power within an electrified vehicle according to yet another exemplary aspect of the present disclosure comprises transferring power along a first current transfer path extending from a traction battery through a connector to a first component, and transferring power along a second current transfer path extending from the first component through the connector to a second component. In another example of the preceding procedure, the power has a voltage equal to or greater than 60 volts. In another example of one of the preceding methods, the connector is directly connected to the first component. In another example of one of the preceding methods, the method further comprises transferring power from the traction battery to the connector using at least one first cable and transferring power from the connector to the second component using at least one second cable. BRIEF DESCRIPTION OF THE FIGURES The various features and advantages of the disclosed examples will become apparent to those skilled in the art from the detailed description. The drawings accompanying the detailed description can be briefly described as follows: Fig. 1 illustrates a bottom view of a prior art electrified vehicle. Fig. 2 illustrates a schematic view of an electrified vehicle comprising an exemplary power distribution system of the present disclosure. Fig. 3 illustrates a bottom view of the electrified vehicle of Fig. 2 and represents the power distribution system for the electrified vehicle. Fig. 4 illustrates a schematic view of the power-sharing arrangement of the power distribution system of Fig. 3 with the connector in a disengaged position. Fig. 5 illustrates a schematic view of the power-sharing arrangement of the power distribution system of Fig. 6.3 with the connector in a recessed position. Fig. 6 illustrates an end view of a socket of the connector from Fig. 4. Fig. 7 illustrates a cross-sectional view along line 7-7 in Fig. 4. Fig. 8 illustrates a cross-sectional view along line 8-8 in Fig. 4. Fig. 9 illustrates a schematic view of a power-sharing arrangement according to another exemplary embodiment. Fig. 10 illustrates a schematic view of another exemplary power-sharing system. DETAILED DESCRIPTION This disclosure relates to a power distribution system for an electrified vehicle. The power distribution system includes a power-sharing arrangement to, among other things, reduce the use of cables within the electrified vehicle. Referring to Fig. 2, an exemplary electrified vehicle 20 has a traction battery 24, an electric motor 28 and wheels 32. The electric motor 28 receives electrical power from the battery 24 and converts the electrical power into torque to drive the wheels 32. The exemplary vehicle 20 is a battery electric vehicle (BEV). In other examples, the vehicle 20 is a different type of electrified vehicle, such as a full hybrid electric vehicle (FHEV), which selectively drives wheels using torque provided by an internal combustion engine instead of or in addition to the electric machine 28. The example battery 24 is a battery with a relatively high voltage (e.g., 40 V to 600 V). In some examples, battery 24 has a voltage of approximately 60 V. Since battery 24 is used to power vehicle 20, it is considered a traction battery. Now with reference to Fig. 3 and further reference to Fig. 2, the exemplary battery 24 is used in conjunction with a power distribution system 40 of the vehicle 20. In this example, the power distribution system 40 comprises a first component 44, a second component 48, the battery 24, at least one first cable 52, and at least one second cable 56. The power distribution system 40 also comprises a connector 60, which in this example is directly connected to the first component 44. In another example, the connector 60 is directly connected to the second component 48 or is located elsewhere within the vehicle 20. In some examples, the battery 24 selectively supplies energy to the first component 44, the second component 48, or both. Regardless of whether the battery 24 supplies energy to the electric machine 28 for driving the wheels 32, the power can be supplied from the battery 24 to the first component 44, to the second component 48, or to both. The first cable 52 and the second cable 56 are high-voltage cables, which are cables capable of transmitting power provided by the battery 24. The first cable 52 extends from the traction battery 24 to the connector 60. The second cable 56 extends from the connector 60 to the second component 48. In particular, the second cable 56 is shorter than the second cable 12 of the prior art vehicle 2 (Fig. 1). The first cable 52 and the connector 60 provide sections of a first power transmission path. For example, power flows from the battery 24 through the first cable 52 to the connector 60 and then to the first component 44. If the first component 44 can charge the battery 24, power can flow from the first component 44 along the first power transmission path from the connector 60 through the first cable 52 to the battery 24. The first cable 52, the connector 60, and the second cable 56 provide sections of a second power transmission path. For example, power flows from battery 24 through the first cable 52, to connector 60, to the second cable 56, and then to the second component 48. If the second component 48 can charge battery 24, power can flow from the second component 48 along the second power transmission path through the second cable 56, through connector 60, and through the first cable 52 to battery 24. The exemplary connector 60 provides a section of a first power transmission path extending between battery 24 and the first component 44. Connector 60 also provides a section of a second power transmission path extending between traction battery 24 and the second component 48. Examples of the first component 44 and the second component 48 include current transformers, such as GS-GS converters, chargers, heating elements and electrical air conditioning systems. Now with reference to Figs. 4, 5 to 6, the exemplary connector 60 has a plug 64 and a socket 68. The plug 64 can be selectively inserted into the socket 68. When the plug 64 is disengaged from the socket 68, as shown in Fig. 4, the battery 24 is electrically decoupled from the first component 44 and the second component 48. When the plug 64 engages in the socket 68, as shown in Fig. 5, the battery 24 is electrically coupled to the first component 44 and the second component 48. The connector 64 comprises a housing 72, a grounding plate 76, and at least one grounding shield terminal 80. The grounding shield terminal 80 grounds the protective shielding of the cable 52 against electromagnetic interference (EMI) or the EMI protective shielding of the cable 56 to the grounding plate 76 inside the housing 72. In this example, two of the first cables 52 and two of the second cables 56 are directly connected to the connector 64. One of the grounding shield terminals 80 is associated with each of the first cables 52 and each of the second cables 56. The first cables 52 extend through an interface structure 82b to establish an electrical connection with the battery. The second cables 56 extend through an interface structure 82s to establish an electrical connection with the second component 48. The first cables 52 terminate inside the housing 72 at a positive contact lug 84p or a negative contact lug 84n. The second cables 56 terminate inside the housing 72 at a positive contact lug 86p or a negative contact lug 86n. The socket 68 has a positive divider 88p and a negative divider 88n inside a housing 92. When the plug 64 engages the socket 68, the contact tabs 84p and 86p are electrically connected to the positive divider 88p. When the plug 64 engages the socket 68, the contact tabs 84n and 86n are electrically connected to the negative divider 88n. The exemplary plug 64 is electrically connected to the socket 68 by means of a plug-and-receive connection. In this example, as shown in Fig. 6, the positive divider 88p has openings 90p which allow the contact tabs 84p and 86p to engage or receive when the plug 64 is inserted into the socket 68. The negative divider 88n also has openings 90n which allow the contact tabs 84n and 86p to engage or receive when the plug 64 is inserted into the socket 68. The openings 90p and 90ns are box-shaped in this example. In another example, the plug 64 has openings that allow contact tabs to be inserted or received by the positive divider 88p, the negative divider 88n, or both. That is, a contact tab on the plug 64 can be inserted into or received in an opening on the socket 68, or a contact tab on the socket 68 can be inserted into or received in an opening on the plug 64. Techniques other than plug-in and receptacle connections for electrically coupling the plug 64 and the socket 68 are possible and fall within the scope of this disclosure. The plug 64 could have contact tabs that come into direct contact with contact tabs of the socket 68 and are not received in or inserted into an opening. Ribs 94 can extend from the socket 68 to engage in the inward-facing walls of the plug 64. When the plug 64 is positioned over the socket 68, the ribs 94 can bite into the walls of the plug 64 to help hold it in an installed position with the socket 68. In another example, the plug 64 can have some or all of the ribs 94. In this example, socket 68 is directly attached to the first component 44. When socket 68 is directly attached to the first component 44, the positive divider 88p and the negative divider 88n are electrically coupled to the contact lugs 96p and 96 of the first component 44. When plug 64 engages socket 68, the first power transmission path extends from battery 24 through cables 52 to contact lugs 84p and 84n, to dividers 88p and 88n, and then through contact lugs 96p and 96n to the first component 44. When contact lugs 96p and 96n receive power, the first component 44 is considered to be energized. Dividers 88p and 88n can be directly welded or crimped to contact lugs 96p and 96n, respectively, or to the cables of component 44. When the plug 64 engages in the socket 68, the second current transmission path extends from the battery 24 through the cables 52 to the contact tabs 84p, 84n, to the dividers 88p and 88n, through the contact tabs 86p, 86n and then through the cable 56 to the contact tabs 98p and 98 of the second component 48. Connector 60 therefore provides sections of both the first power transmission path and the second power transmission path. In a specific embodiment, the first component 44 is an electric climate control system, and the second component 48 is a positive temperature coefficient (PTC) heating element. In such an example, the heating element can add thermal energy to a cooling circuit using a relatively high-voltage direct current, thus heating a passenger compartment of the vehicle 20. In another exemplary embodiment, the first component 44 is a GS-GS converter, and the second component 48 is a charger. In another embodiment, the first component 44 is a DC-DC converter, and the second component 48 is an electric air conditioning system, and in particular a compressor of this system. For this embodiment, the expected ambient temperature from the battery to the converter is about 90 degrees Celsius, and the current flowing can be about 48 A or less. The expected ambient temperature from the converter to the electric air conditioning system is about 105 degrees Celsius, and the current flowing can drop to 26 A or less. The first cable 52 and the second cable 56 can have a conductor cross-section of 5 mm² to support current transmission in such an environment. The dividers 88p and 88n can also have a conductor cross-section of 5 to 6 mm² to support current transmission in such an environment. Now with reference to Fig. 7 and Fig. 8, the exemplary cables 52 have a conductive core 100, an inner shield 104, a braided shield 108 and an outer shield 110. In this example, the inner shield 104 and the outer shield 110 are made of a polymer material, the conductive core 100 is copper, and the braided shield 108 is metallic. When the first cables 52 and the second cables 56 are attached to a corresponding grounding-shield terminal 80 (Fig. 4), the grounding-shield terminals 80 penetrate the outer shield 110 to establish a direct electrical connection with the braided shield 108. In these examples, the sections of the first cables 52 and the second cables 56 extending from the grounding-shield terminals 80 to the corresponding contact lug 84p, 84n, 86p or 86ner lack both the outer shield 110 and the braid 108. Electrically connecting the grounding shield terminal 80, which is grounded to the grounding plate 76, to the braid 108 grounds the cables 52 and 56 to protect them against electromagnetic interference. In this example, the grounding plate 76 is grounded by the first component 44 to a chassis of the vehicle 20. Now, with reference to Fig. 9, another exemplary connector 60' houses dividers 88p' and 88n' within a plug 64' instead of a socket 68'. Contact tabs 84p' and 84n' establish an electrical connection with the dividers 88p' and 88n' when the plug 64' engages the socket 68'. The contact tabs 84p' and 84n' are in electrical communication with a first component 44'. In another example, the contact tabs 84p' and 84n' can be openings, such as openings with a box-like cross-section. With reference to Fig. 10, an exemplary power distribution system 40" is used in a plug-in hybrid vehicle. The system 40" can have a first connector 60" that helps to transfer power from a battery 24" to a PTC heating element 114 and a compressor 116 of an electric air conditioning system. The system 40" further has a second connector 120 that helps to transfer power from the battery 24" to a DC-DC converter 124 and a charger 128. The first 60" connector is directly connected to the PTC heating element 114. The second 120" connector is directly connected to the GS-GS converter 124. The cables of the 40" system can have a cross-sectional area of ​​3 mm². It is further described: A. Power sharing arrangement for an electrified vehicle, comprising: a connector providing at least one section of a first path and at least one section of a second path, wherein the first path is for transferring power between a traction battery and a first component, and the second path is for transferring power between the traction battery and a second component. B. Arrangement according to A, wherein the connector has a plug and a socket, the plug being selectively retractable into the socket. C. Arrangement according to B, wherein the socket is directly attached to the first component or the second component. D.Arrangement according to B, wherein the connector comprises a positive divider providing a segment of both the first path and the second path, and further comprises a negative divider providing a segment of both the first path and the second path. E. Arrangement according to D, wherein at least one of the positive divider or the negative divider is contained within the socket. F. Arrangement according to D, wherein at least one of the positive divider or the negative divider is contained within the plug. G. Arrangement according to A, wherein the connector is directly connected to the first component, and furthermore directly connected to at least one cable extending from the traction battery, and to at least one cable extending from the second component. H. Arrangement according to G, wherein the connector is designed to transmit power at a voltage equal to or greater than 60 volts. I.Power distribution system for an electrified vehicle, comprising: a traction battery; a first component; a second component; and a connector providing at least one section of a first power transmission path extending between the traction battery and the first component, and further providing at least one section of a second power transmission path extending between the traction battery and the second component. J. System according to I, wherein the connector is directly connected to the first component or the second component. K. System according to I, comprising at least one first cable electrically connecting the connector to the traction battery, and at least one second cable electrically connecting the connector to the second component, wherein the connector is directly connected to the first component. L.System according to I, wherein the connector has a plug and a socket, the plug being selectively engageable in the socket. M. System according to I, wherein the first component is a current transformer. N. System according to I, wherein the first component is an electric air conditioning system for the electrified vehicle. O. System according to I, wherein the first component is a heating element. P. System according to I, wherein the first component is a charger. Q. Method for transferring power within an electrified vehicle, comprising: transferring power along a first current transfer path extending from a traction battery through a connector to a first component; and transferring power along a second current transfer path extending from the first component through the connector to a second component. R. Method according to Q, wherein the power has a voltage equal to or greater than 60 volts. S.Method Q, wherein the connector is directly connected to the first component. T. Method Q, further comprising transferring power from the traction battery to the connector using at least one first cable and transferring power from the connector to the second component using at least one second cable.

Claims

Power sharing arrangement for an electrified vehicle (20), comprising: a connector (60), wherein the connector (60) comprises a positive divider (88p) providing at least one section of a first path and at least one section of a second path, wherein the first path is for transferring power between a traction battery (24) and a first component (44), and the second path is for transferring power between the traction battery (24) and a second component (48), wherein the connector (60) is directly connected to the first component (44) and furthermore directly connected to at least one first cable (52) extending from the traction battery (24) and to at least one second cable (56) extending from the second component (48). Arrangement according to claim 1, wherein the connector (60) has a plug (64) and a socket (68), wherein the plug (64) can be selectively inserted into the socket (68). Arrangement according to claim 2, wherein the positive divider (88p) provides a section of both the first path and the second path, and the connector (60) further comprises a negative divider (88n) providing a section of both the first path and the second path. Arrangement according to claim 3, wherein at least one of the positive divider (88p) or the negative divider (88n) is contained within the socket (68).

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