Electrical connector

Abstract

In an electrical connector for connecting vehicle components to be cooled of a battery-electric vehicle, in particular a traction battery (12), an inverter (11) and a drive motor (13) of the battery-electric vehicle, the electrical connector is a combined electrical-fluidic connector (1) and comprises at least one plug part (2) and at least one coupling part (3), wherein both the at least one plug part (2) and the at least one coupling part (3) each have at least one outer electrically conductive connecting part (21, 31) and at least one inner fluidic connecting part (22, 37).

Description

[0001] The invention relates to an electrical connector for connecting vehicle components to be cooled of a battery-electric vehicle, in particular a traction battery, an inverter and a drive motor of the battery-electric vehicle, a thermal management system of a battery-electric vehicle, comprising at least one such electrical connector, and a battery-electric vehicle with at least one immersion-cooled vehicle component, in particular an immersion-cooled traction battery, electrical lines for supplying electrical energy to the at least one immersion-cooled vehicle component, and fluid lines for supplying and removing cooling fluid to and from the at least one immersion-cooled vehicle component.

[0002] Battery-electric vehicles generally require regular charging of their traction battery to enable continued driving. Especially on longer journeys, fast charging of the traction battery is preferred, as otherwise the necessary breaks for charging the battery would significantly delay arrival at the destination. Therefore, fast-charging systems have been developed that allow the energy storage device, i.e., the traction battery, of a battery-electric vehicle to be charged quickly. However, such fast charging processes present the challenge that the resistance of the charging cable leads to a voltage drop and corresponding power loss during charging. The resulting heat must be dissipated for efficient charging, thus requiring cooling.Further losses also occur due to so-called on-board chargers, which are installed in the vehicle. These chargers serve to convert the alternating current arriving from an AC charging station into direct current for the traction battery.

[0003] When demanding particularly high performance during driving, significantly higher temperatures occur, so sufficient cooling capacity should be provided for the energy storage system, i.e., the traction battery of the battery-electric vehicle. To save costs, the cross-sectional area of ​​the electrical cables in a battery-electric vehicle is often reduced, which also leads to an increase in the temperature of these cables. Therefore, sufficient cooling capacity should also be provided here to prevent damage or even failure of the battery-electric vehicle's drive system.

[0004] Especially in so-called performance electric vehicles, there is a growing need for electrical connection technology with higher performance capabilities to transmit electrical power between the drive components of the battery-electric vehicle and to charge an energy storage device, i.e., the vehicle's traction battery. A first step is increasing the system voltage to 800 V; a next step is increasing the current-carrying capacity of the vehicle components, particularly the drive components, and improving their cooling efficiency. Immersion-cooled battery modules and cells are known for battery systems, in which the battery cells are in direct contact with the cooling fluid. To enable this, dielectric fluids are used to meet the insulation and safety requirements.

[0005] One way to increase charging and propulsion performance is to improve electrical wiring and connection technology. This often leads to larger conductor cross-sections for electrical cables and changes in the design of electrical connectors. Ideally, these connectors would be cooled directly, reducing the conductor material and weight. The use of high-performance connection technology and dielectric cooling fluids creates both the need for and the possibility of using directly cooled electrical connectors. Besides the advantages of material savings and optimized installation space, this also offers benefits in the system design of a thermal management system for a battery-electric vehicle, as fluidic and electrical routing can be combined.

[0006] The present invention is therefore based on the objective of further developing an electrical connector for connecting vehicle components to be cooled in a battery-electric vehicle, in particular a traction battery, an inverter and a drive motor of the battery-electric vehicle, in such a way that direct cooling of the contact point between two electrical conductors that can be connected or are connected to each other via the electrical connector is made possible.

[0007] The problem is solved for an electrical connector according to the preamble of claim 1 in that the electrical connector is a combined electrical-fluidic connector and comprises at least one plug part and at least one coupling part, wherein both the at least one plug part and the at least one coupling part each have at least one outer electrically conductive connecting part and at least one inner fluidic connecting part. The problem is further solved for a thermal management system of a battery-electric vehicle comprising immersion-cooled vehicle components in that the thermal management system comprises at least one such electrical connector for the combined electrical and fluidic connection of the immersion-cooled vehicle components.The problem is further solved for a battery-electric vehicle with at least one immersion-cooled vehicle component, in particular an immersion-cooled traction battery, electrical lines for supplying electrical energy to the at least one immersion-cooled vehicle component, and fluid lines for supplying and removing cooling fluid to and from the at least one immersion-cooled vehicle component, by the battery-electric vehicle comprising at least one such electrical connector for the combined electrical and fluidic connection of the electrical lines and fluid lines. Further developments of the invention are defined in the dependent claims.

[0008] This creates an electrical connector designed as a combined electro-fluidic connector. It comprises at least one plug part and at least one coupling part. The plug part has at least one outer electrically conductive connecting part for electrical contact and at least one inner fluidic connecting part for fluidic connection. Similarly, the coupling part has at least one outer electrically conductive connecting part for electrical connection and at least one inner fluidic connecting part for fluidic connection.When connecting at least one plug part and at least one coupling part, this contact point can be directly cooled by both within the electro-fluidic connector via the internal fluid flow through the internal fluidic connection parts of the at least one plug part and the at least one coupling part. This makes the combined electro-fluidic connector particularly suitable for high-current applications with currents well above 100 A, where vehicle components requiring cooling in a battery-electric vehicle, such as a traction battery, an inverter, and a drive motor, are electrically connected. By designing the electrical connector as a combined electro-fluidic connector, a combined connection of electrical and fluidic lines of vehicle components with fluid flow through the electrical and fluidic connection is enabled.The combined electrical-fluidic connectors are therefore particularly suitable for use in systems with dielectric cooling fluid, especially in so-called performance electric vehicles or battery-electric vehicles with immersion-cooled traction batteries.

[0009] To establish the electrical connection, the at least one plug part can have at least one contact pin as an external electrically conductive connecting element, and the at least one coupling part can have at least one contact housing as an external electrically conductive connecting element. The at least one contact pin of the at least one plug part can be inserted into the at least one contact housing of the at least one coupling part, thereby establishing electrical contact between both parts of the electro-fluidic connector. This makes it possible to reduce the current-carrying conductor cross-sections and thus provide a more compact combined electro-fluidic connector compared to electrical connectors in combination with additional fluidic connectors, and / or to enable a higher current-carrying capacity.

[0010] To enable electrical contact between the plug and socket parts of the combined electro-fluidic connector, the socket part can advantageously comprise at least one spring contact socket. In particular, the spring contact socket can be arranged in the contact housing of the socket part.

[0011] The at least one spring contact socket can further advantageously be provided with at least one venting device to allow air to escape during the plugging process of the plug part and the coupling part, in particular by providing venting slots or grooves in its longitudinal direction.

[0012] The spring-loaded contact socket can be pressed into the coupling part of the combined electro-fluidic connector. The spring-loaded contact socket is thus part of the electrically conductive connection of the coupling part. It is advantageously designed to easily compensate for the large expansion and contraction rates associated with the relatively high temperatures that occur at the electro-fluidic connector under high electrical currents. The spring-loaded contact socket therefore ensures a consistently excellent electrical connection between the plug and coupling parts of the combined electro-fluidic connector.

[0013] Advantageously, the at least one plug part and the at least one coupling part each have at least one drain stop valve to prevent fluid from escaping when the plug part and coupling part are disconnected. Disconnecting the plug connection of the at least one plug part and the at least one coupling part is thus advantageously possible without the risk of coolant leakage during initial assembly and also during servicing of vehicle components, especially immersion-cooled vehicle components, thanks to the integration of a double-sided drain stop valve, which is located on one side in the plug part and on the other side in the coupling part of the combined electro-fluidic connector. Such a disconnect point with the at least two drain stop valves, one in the at least one plug part and one in the at least one coupling part, allows the use of pre-filled vehicle components that are vented during assembly.This allows, in particular, a battery module to be removed from a battery stack without the need for subsequent venting after replacement. Furthermore, pre-filling of immersion-cooled vehicle components or modules is possible. Integrating the drain stop valves proves especially advantageous for pre-filling immersion-cooled vehicle components with coolant, such as a traction battery. This allows the battery to be filled and vented in an optimal position before installation. After connecting the fluid lines, no additional venting is required, as the inclusion of at least one drain stop valve on the at least one plug part and at least one coupling part of the combined electro-fluidic connector prevents air from entering the system.This allows the connector to be disconnected for servicing without draining any coolant and without venting the fluidic cooling system. When disconnecting the connector of at least one plug part and at least one coupling part of the combined electro-fluidic connector, virtually no fluid can escape, as this is reliably prevented by at least two drain stop valves, particularly due to the presence of a vacuum when the connector is opened.

[0014] Any residual fluid remaining inside the combined electro-fluidic connector, particularly within the coupling part, after the separation of at least one plug portion from at least one coupling part, could potentially come into contact with the electrically conductive and current-carrying parts of the combined electro-fluidic connector. The use of a dielectric fluid ensures that the electrically conductive and current-carrying parts of the combined electro-fluidic connector are inert to this dielectric fluid. Therefore, the combined electro-fluidic connector is particularly suitable for cooling applications using a dielectric coolant.

[0015] The leak-stop valve arranged in the coupling part is advantageously designed as a disc valve with a valve plunger and is advantageously sealed inside the coupling part of the connector by means of a sealing ring or other sealing element. Furthermore, the leak-stop valve advantageously comprises at least one valve spring, which is supported on the disc valve or the valve disc of the disc valve on one side and on the other side in the housing of the coupling part of the electro-fluidic connector. When the plug part is inserted into the coupling part, the valve spring is compressed, having a minimum length when the electro-fluidic connector is fully inserted and a maximum relaxed length after the plug part is removed from the coupling part or after the two leak-stop valves of the plug part and coupling part are separated from each other.The valve springs serve to prevent play between the valve components located inside the coupling part and the plug part. They also serve to move the valve components, valve tappets and valve discs, into the closed position during the disconnection process and to hold them in this closed position.

[0016] The coupling part and the plug part, or their respective leak-stop valves, advantageously each comprise a valve plunger arranged in the plug part or the coupling part via a sealing element, in particular a sealing ring such as an O-ring. The arrangement is advantageously on the front side of the plug part. The plug part also advantageously has a valve spring, which is accommodated between a retaining sleeve and the valve plunger. When the plug part and coupling part are not connected, or before the two leak-stop valves of the plug part and coupling part come into contact with each other, the valve springs of the plug part and the coupling part are in a relaxed position with their maximum length, whereas when the plug part and coupling part of the electro-fluidic connector are fully connected, they are arranged in a compressed, minimal length inside the plug part or the coupling part.

[0017] The at least one leakage stop valve on the at least one plug part and / or the at least one leakage stop valve on the at least one coupling part is / are advantageously arranged such that electrical contact between the outer electrical connection parts is established first, and only then is a fluidic connection established between the inner fluidic connection parts of the plug part and coupling part by opening the mutually actuating leakage stop valves of the plug part and coupling part. The system pressure applied to the electro-fluidic connector is usually 2 to 3 bar. This pressure is advantageously maintained via the valve elements of the two leakage stop valves of the plug part and coupling part even when the plug part and coupling part are disconnected.

[0018] The coupling part advantageously further comprises a sealing element, in particular a sealing ring such as an O-ring, for fluidically sealing the plug part within the coupling part. All sealing elements or sealing rings of the coupling part are advantageously arranged in corresponding grooves inside the coupling part.

[0019] To improve heat exchange, the fluid flow in the combined electro-fluidic connector can be designed such that the inner surfaces of at least one contact pin of at least one plug part of the combined electro-fluidic connector and of at least one contact housing of at least one coupling part of the electro-fluidic connector are or can be exposed to fluid flow. The socket wall of the spring-loaded contact socket is exposed to an electric current, while fluid flows inside the plug and coupling parts for cooling.Advantageously, a dielectric medium is used as the fluid, so that, for cooling the inner surfaces of the at least one contact pin of the at least one plug part of the electro-fluidic connector and the at least one contact housing of the at least one coupling part of the electro-fluidic connector, these inner surfaces are or can be cooled by at least one dielectric medium. In particular, turbulent fluid flow can be provided to improve cooling performance by generating turbulence or eddies in the fluid path inside the plug part and / or coupling part. At least one element, e.g., one or more springs, can be arranged in the fluid path to generate turbulence.

[0020] For electrical contacting the at least one contact pin of the at least one plug part and the at least one contact housing of the at least one coupling part, these can each be provided with at least one contact plate or at least one contact lug and at least one material- and / or form-fit connection, in particular a welded, soldered, crimped, or screwed connection, for connecting at least one electrical conductor and / or at least one busbar. For example, a connection can be made by ultrasonic welding, for example, by welding a stranded wire bundle to the at least one contact lug or the at least one contact plate. Electrical current emerges at the contact lug or the contact plate, in particular of the at least one plug part, from a conductor connected there.The current enters the electrically connected conductor(s), then flows first through a small portion of the outer electrically conductive connecting part of the connector, then through the spring contact socket with which it is in electrically conductive contact, then through the outer electrically conductive connecting part of at least one coupling part, and subsequently through the contact plate or contact tab with which it is in electrically conductive contact, before continuing into a connected electrical conductor. Naturally, the reverse flow path of the electric current is also possible. Alternatively to or in addition to an electrical conductor, at least one busbar may be provided or connected, for example, if the connector is part of an assembly or unit.

[0021] For the fluidic connection of the at least one plug part to fluid lines of a fluid system and the at least one coupling part to fluid lines of a fluid system, the at least one plug part and the at least one coupling part can each have at least one fluidic connector and / or at least one fluidic pin connection. This allows for a simple fluidic connection of the combined electrical-fluidic connector to a fluid line at each of its two ends, i.e., at the plug part and the coupling part of the combined electrical-fluidic connector. The fluidic connectors of the plug part and coupling part can be arranged and, in particular, detachably fastened at the respective ends of the plug part and coupling part of the electrical-fluidic connector by means of retaining elements, in particular detachable retaining elements.Fluid lines can be threaded onto a fluidic mandrel connector. Such a fluidic connector allows the combined electrical-fluidic connector to be connected to the fluid lines of a fluid system in a battery-electric vehicle.

[0022] The at least one plug part can advantageously be provided with at least one plug housing, and the at least one coupling part with at least one coupling housing. This allows the electrically conductive parts of the combined electro-fluidic connector, which carries electrical current, to be shielded from the outside, thus providing protection against contact with persons. This serves the safety of persons who come into contact with the combined electro-fluidic connector. Furthermore, this allows for the provision of dielectric strength protection.

[0023] To securely connect the at least one plug housing and the at least one coupling housing, the at least one plug housing of the plug part and the at least one coupling housing of the coupling part can advantageously each have at least one retaining device. In particular, such a retaining device can be designed in the form of at least one retaining bracket. Such a retaining bracket can, for example, be a hinged bracket that is arranged on the coupling housing and can be folded over a part of the plug housing to grip it and thus, in particular, to detachably hold the plug housing to the coupling housing.

[0024] The connector is advantageously located on the vehicle side. To connect the combined electro-fluidic connector to a traction battery and the other vehicle components requiring cooling, at least one fluid line is connected to the at least one coupling part. The at least one coupling part can also be part of a battery housing of a traction battery or a unit housing of a drive component, such as an inverter and / or a motor, of a battery-electric vehicle.

[0025] Electrical decoupling of the fluidic part of the electro-fluidic connector from the electrical part of the same is achieved in particular via the seals in these.

[0026] The combined electro-fluidic connector enables the coaxial flow of electrical current and fluid. Due to the coaxial arrangement of the fluid and electrical connections, electrical conductors and fluid lines can be routed together from the connector. A further advantage is the uninterrupted cooling of the electrical conductor. The combined electro-fluidic connector is particularly advantageous for connecting drive motors, inverters, and traction batteries, as well as for fluid-cooled, replaceable battery storage systems.Other applications for the combined electro-fluidic connector can include fast-charging transport systems such as industrial trucks, agricultural machinery, mining machines, drones, and separable high-current connections of mobile units, e.g., a shore connection for ships.

[0027] To explain the invention in more detail, an embodiment thereof will be described below with reference to the drawings. These show: Fig. 1 a longitudinal sectional view of an electrical connector according to the invention in the form of a combined electro-fluidic connector, comprising a plug part according to the invention with plug housing and a coupling part according to the invention with coupling housing, wherein the plug part is completely inserted / plugged into the coupling part, Fig. 2 a longitudinal sectional view of the plug part and the coupling part of the combined electro-fluidic connector according to Fig. 1 in a separate state, without showing the plug housing of the plug part and the coupling housing of the coupling part, Fig. 3 a longitudinal sectional view of the plug part and the coupling part of the combined electro-fluidic connector according to Fig. 1 in a first plug-in position, wherein the drain stop valves of the plug part and the coupling part according to the invention touch, Fig. 4 a longitudinal sectional view of the plug part and the coupling part of the combined electro-fluidic connector according to Fig. 1 in a second plug position, with the plug part fully inserted / plugged into the coupling part, Fig. 5 a longitudinal sectional view of the plug part and the coupling part of the combined electro-fluidic connector according to Fig. 1 in a second plug-in position, wherein the plug part is fully inserted / plugged into the coupling part, and wherein the fluid flow and electrical current flow through the combined electro-fluidic connector are indicated, Fig. 6 a perspective detail view of the connector part of the combined electrical-fluidic connector according to the invention Fig. 1, Fig. 7 a perspective detail view of the coupling part of the combined electrical-fluidic connector according to the invention Fig. 1, with spring contact bushing with venting device in the form of vent slots in the longitudinal direction of the spring contact bushing, which is arranged in the contact housing of the coupling part according to the invention, Fig. 8 a perspective view of plug part and coupling part according to Fig. 2, Fig. 9 a side view of plug part and coupling part according to Fig. 2, Fig. 10 a circuit diagram of a combined fluidic and electrical duct system of a thermal management system of a battery-electric vehicle with two electrical connectors according to the invention connected in series in the form of combined electro-fluidic connectors, two heat exchangers in the fluidic duct system and an electrical parallel circuit consisting of an inverter, a traction battery and a drive motor in the electrical duct system, wherein an alternative arrangement of electrical components in a unit housing, such as the illustrated inverter, traction battery and drive motor, as well as a combination of the components in a common housing is possible, and Fig. 11 a thermal management system with two electrical connectors according to the invention in the form of combined electrical-fluidic connectors which are electrically and fluidically connected to each other.

[0028] In Fig. Figure 1 shows an electrical connector as a combined electro-fluidic connector 1. This comprises a plug part 2 and a coupling part 3. On the outside, the plug part 2 is surrounded by a plug housing 20, which is advantageously made of at least one plastic material. The coupling part 3 is also surrounded on the outside by a coupling housing 30, which is likewise advantageously made of at least one plastic material. Plug part 2 and coupling part 3 are in the Fig. The parts are fully inserted or plugged into each other in the position shown in Figure 1. In this case, a protruding section 200 of the plug housing 20 rests against an inner contact surface 300 of the coupling housing 30.

[0029] The individual components of the plug part 2 and the coupling part 3 are particularly well suited to the Fig. 2 to 4 and 6 to 9 can be removed. The connector part 2 has a contact pin 21 as an external electrically conductive connecting element. The connector part 2 has an internal fluidic connecting element 22. The contact pin 21 is therefore hollow inside. A drain stop valve 23 is arranged in the inner cavity 211 of the contact pin 21. The latter comprises a valve plunger 230, a sealing ring 231, a retaining bushing 232, and a valve spring 233. The valve spring 233 is arranged between the valve plunger 230 and the retaining bushing 232 and can be compressed during a mating operation, as compared to the Fig. 2 to 4 can be removed. The valve tappet 230 is located in the closed position of the connector part 2 (see Fig. 2) in a front-facing through-opening 212 of the contact pin 21, sealed to the outside by the sealing ring 231. The retaining bushing 232 is supported in an inner retaining groove 213 of the contact pin 21 in the longitudinal direction of the pin. This allows the retaining bushing 232 to exert a counterforce against the spring force of the valve spring 233.

[0030] The connector part 2 is provided at its rear end 214, opposite the front through-opening 212, with a retaining device 24 for secure connection to a fluidic connector 25, which, in the embodiment shown in the figures, is designed as a fluidic pin connector. A pin connection can also be arranged directly at the end of the contact pin 21. The fluidic connector 25 serves to connect to a fluid line for supplying and removing fluid, in particular cooling fluid, to and from the combined electro-fluidic connector 1. A sealing ring 250 is provided and arranged between the fluidic connector 25 and the contact pin 21, as shown in the figures. Fig. 2 to 4 can also be extracted very well.

[0031] Furthermore, the connector part 2 is provided with a contact plate 26 for electrically contacting the contact pin 21. An electrical conductor (not shown) can be connected to this plate, for example by soldering, welding (such as ultrasonic welding), and / or a screw connection and / or a crimp connection. The contact pin 21 and the contact plate are made of at least one electrically conductive material, such as an electrically conductive metal.

[0032] When installing the combined electro-fluidic connector 1 in a battery-electric vehicle, the plug part is preferably arranged on the vehicle side, while the coupling part 3 is then arranged on a line leading to a traction or drive battery of the battery-electric vehicle or in a battery housing of such a traction battery of the battery-electric vehicle.

[0033] The coupling part 3 comprises a contact housing 31 in which a spring-loaded contact socket 32 ​​is arranged. The spring-loaded contact socket 32 ​​serves as an electrical contact element and as a venting element during the mating process of plug part 2 and coupling part 3, in order to expel any air trapped between them and thus prevent it from entering the fluid system. The spring-loaded contact socket 32 ​​is therefore longitudinally slotted and provided with vent slots or grooves 320, as shown in particular in the figure. Fig. 2 and Fig. 7 can be removed very well. In the longitudinal direction of the coupling part 3, the spring contact bushing 32 is supported on a shoulder 310 inside the contact housing 31.

[0034] Inside the contact housing 31, adjacent to the shoulder 310, a first groove 311 and a second groove 312 are arranged. A sealing ring 313 is arranged in the first groove 311 for fluidically sealing the contact pin 21 of the plug part 2 against the contact housing 31 of the coupling part 3. A sealing ring 314 is arranged in the second groove 312 for fluidically sealing a valve disc 330 or a poppet valve plate of a drain stop valve 33. The drain stop valve 33 further comprises a valve plunger 331, which is arranged in the valve disc 330, a retaining section 332 of the valve plunger 331, and a valve spring 333. The valve spring 333 is received between the retaining section 332 of the valve plunger 331 and the valve disc 330 and is supported by them.The retaining section 332 of the valve tappet 331 is supported in a receiving groove 315 in the axial and radial directions and against an end wall 316 of the contact housing 31 in the axial direction. An internal fluidic connection 37 of the coupling part 3 is formed between the retaining section 332 of the valve tappet 331 and the valve disc 330. The valve spring 333 can be compressed during the insertion of the plug part 2 into the coupling part 3, as shown in the comparison of the... Fig. 2 to 4 can be removed.

[0035] At the rear end 317 of the contact housing 31, opposite the arrangement of the spring contact socket 32, the housing is provided with a retaining device 34 and a fluidic connector 35. In the embodiment shown in the figures, the latter is designed as a fluidic mandrel connector. However, a mandrel connection can also be arranged directly at the end of the contact housing 31. The fluidic connector 35 serves to connect to a fluid line for supplying and removing fluid, in particular cooling fluid, to and from the combined electro-fluidic connector 1. A sealing ring 350 is provided and arranged between the fluidic connector 35 and the contact housing 31, as shown in the figures. Fig. 2 to 4 can also be extracted very well.

[0036] The coupling part 3 is also provided with a contact plate 36 for electrical contacting the contact housing 31. An electrical conductor or wires (not shown) can be connected to this plate, for example by soldering, welding (such as ultrasonic welding), and / or a screw connection and / or a crimp connection. The contact housing 31 and the contact plate are made of at least one electrically conductive material, such as an electrically conductive metal.

[0037] The contact plate is preferably first mounted externally on the plug part 2 and the coupling part 3 of the electro-fluidic connector 1, before the other components of the plug part 2 and the coupling part 3 are inserted into them. The valve plunger 230 with its sealing element 231 is then inserted into the interior of the plug part 2, followed by the valve spring 233 and the retaining bushing 232 for the valve spring 233 being inserted into the inner cavity 211 of the contact pin 21. Finally, the fluidic connector 25 and the retaining device 24 are inserted into or attached to the contact pin 21 from its rear end 214.

[0038] On the coupling part 3, the valve tappet 331 with the retaining section 332, which serves as a support element for the valve spring 333, is first inserted into the coupling part 3 or its contact housing 31. Next, the sealing rings 314 and 313 are inserted, followed by the valve spring 333 and the valve disc 330. In the next step, the sealing ring 318 is inserted onto the valve tappet 331 after the valve plate 330 has been pushed back. Finally, the spring contact bushing 32 is inserted.

[0039] The Fig. Figures 2 to 4 illustrate the sequence of a mating operation. When plug part 2 and socket part 3 of the combined electro-fluidic connector 1 are joined, electrical contact is first established between the outer electrical connection part of plug part 2 (contact pin 21) and the outer electrically conductive connection part of socket part 3 (contact housing 31). Fluidic connection is only established when plug part 2 and socket part 3 of the combined electro-fluidic connector 1 are subsequently mated. For example, the electrical connection can be established over an initial mating path of 80% of the total mating path length of plug part 2 and socket part 3, with the fluidic connection occurring over the remaining 20% ​​of the total mating path length of plug part 2 within socket part 3.The enclosed air volume in the area of ​​the first mating path for the electrical connection of plug part 2 and coupling part 3 is guided out of the connection created by the interlocking of plug part 2 and coupling part 3, or out of the combined electro-fluidic connector 1, through the vent grooves or vent slots 320 of the spring contact socket 32 ​​of the coupling part 3. As already mentioned, the spring contact socket 32, provided with the vent grooves or vent slots 320, is arranged in the coupling part 3 for electrical contact.

[0040] As the connector part 2 and coupling part 3 are further joined, the contact pin 21 of the plug part 2 initially contacts the first sealing ring 313 and the valve disc 330, with the valve tappet 230 and the valve tappet 331 simultaneously coming into contact. The arrangement of the sealing ring 313 and the geometry of the contact pin 21, particularly in its front section, which is the first part to enter the coupling part 3 or its contact housing 31, are designed such that sealing only occurs at the point of initial contact between the contact pin 21 of the plug part 2 and the valve disc 330 of the coupling part 3. This prevents air from entering the fluidic connection and thus the fluidic flow path. In this insertion position, the valve springs 233 and 331 are still relaxed. The valve springs 233, 333 are compressed when the plugging process continues, i.e. when the plug part 2 is pushed further into the coupling part 3.This is because, after the two valve tappets 230 and 331 touch, when the insertion of the plug part 2 into the coupling part 3 continues, the valve tappet 331 of the drain stop valve 33 enters the inner cavity 211 of the contact pin 21 through the front through-opening 212 of the plug part 2 due to the axial support on the end wall 316 in the contact housing 31 of the coupling part 3, while it pushes the valve tappet 230 towards the retaining bushing 232 and thereby compresses the valve spring 233. During the plugging process, the valve spring 333 of the coupling part 3 or in its contact housing 31 is also compressed at the same time, since the insertion of the plug part 2 into the coupling part 3 through its end-face contact surface 215 moves the valve disc 330 into the inner fluidic connecting part 37, i.e. the fluidic space.The fully inserted state, in which the two valve springs 233 and 333 are compressed, is in the . Fig. 1 and Fig. 4 can be seen. In this position, the valve plunger 230 is completely removed from the front through-opening 212, and the valve disc 330 is lifted or pressed down by the valve plunger 331, thus allowing fluid flow from the plug part 2 to the coupling part 3 or vice versa. The flow path through the combined electro-fluidic connector 1 is therefore completely open. This can also Fig. 5 can be taken from here, from arrow P1.

[0041] Fig. 5. Furthermore, the electrical current path can be determined when plug part 2 and socket part 3 of the combined electro-fluidic connector 1 are fully inserted. Accordingly, the electrical current can enter the contact plate 26 of the plug part 2, flow through the contact pin 21, which is made of electrically conductive material, pass from there into the spring contact socket 32, flow through this socket into the contact housing 31, and exit again via the contact plate 36. The electrical current path is in Fig. 5 marked with the arrow P2.

[0042] The leak-stop valves 23, 33 essentially prevent fluid from escaping from inside the contact pin 21 of the plug part 2 and the contact housing 30 of the coupling part 3. When plug part 2 and coupling part 3 are disconnected, only a minimal residual fluid, which remains within the functional clearances of the valve components of the valve tappet 230 of plug part 2 and the valve disc 330 and valve tappet 331 of coupling part 3, can escape through the two leak-stop valves 23, 33 of plug part 2 and coupling part 3. Capillary action largely retains the residual fluid within the functional clearances of the valve components of the valve tappet 230, the valve disc 330, and the valve tappet 331.

[0043] In Fig. Figure 10 shows a circuit diagram of a combined fluidic piping system or circuit 4 and electrical piping system or circuit 5 of a thermal management system of a battery-electric vehicle, with two combined electro-fluidic connectors 1 connected in series, each arranged on a housing assembly. The fluidic circuit 4 and the electrical circuit 5 are closed via the two combined electro-fluidic connectors 1. The fluidic circuit 4 comprises two heat exchangers 6, 7 and a pump 8 for conveying the fluid through the fluid lines 9, 10 of the fluidic circuit 4 or fluid system. The electrical circuit 5 can comprise various arrangements of electrical drive components in a power unit housing, such as an inverter 11, a traction battery 12, and a drive motor 13, which are shown by way of example in Figure 10. Fig. Figure 10 shows an alternative arrangement of electrical drive components within a single unit housing, such as the inverter, traction battery, and drive motor shown, as well as a combination of these components in a common housing. The electrical drive components can thus be part of a single unit, either individually or in combination, and can be connected to the fluidic circuit 4 via the electro-fluidic connector 1. The heat exchanger 7 is located there for temperature control or cooling of these vehicle components of the battery-electric vehicle. To illustrate the flow of very high currents, a lightning bolt P3 is shown on the electrical lines 14 and 15 connected to each of the two contact plates 26 of the two combined electro-fluidic connectors 1.

[0044] In Fig. Figure 11 shows a simplified representation of an arrangement of two units in a series circuit, with an electro-fluidic conduit and two combined electro-fluidic connectors 1 of a thermal management system 100, in particular of a battery-electric vehicle. These are connected in series both fluidically and electrically, being electrically connected to each other via an electrical line 16 through their two contact plates 26 of their connector parts 2 and fluidically connected to each other via their fluidic connectors 25 of their connector parts 2. The respective fluidic and electrical return paths are shown in Fig. 11 not shown. It takes place via the fluidic connector 35 of the coupling parts 3 of the two combined electro-fluidic connectors 1 or their contact plates 36.

[0045] In addition to the embodiments of the electrical connector described above and shown in the figures for connecting vehicle components to be cooled in a battery-electric vehicle, in particular a traction battery, an inverter and a drive motor of the battery-electric vehicle, numerous other embodiments can be provided, in particular any combinations of the aforementioned features of these, wherein the electrical connector is in each case a combined electro-fluidic connector and comprises at least one plug part and at least one coupling part, wherein both the at least one plug part and the at least one coupling part each have at least one outer electrically conductive connecting part and at least one inner fluidic connecting part. Reference symbol list 1 combined electrical-fluidic connector 2 plug part 3 Coupling part 4. Fluidic circulation 5 electrical circuit 6 heat exchangers 7 heat exchangers 8 pump 9 Fluid line 10 Fluid line 11 Inverter 12 traction batteries 13 Drive motor 14 electrical lines 15 electrical lines 16 electrical lines 20 connector housings 21 Contact pin 22 internal fluidic connecting part 23 Outlet stop valve 24 Holding device 25 fluidic connectors 26 Contact plate 30 clutch housings 31 Contact housings 32 Spring contact socket 33 Outlet stop valve 34 Holding device 35 fluidic connectors 36 Contact plate 37 internal fluidic connecting part 100 Thermal Management System 200 projecting section 211 inner cavity 212 front through-opening 213 inner retaining groove 214 rear end 215 front contact surface 230 valve tappets 231 Sealing ring 232 Retaining bushing 233 Valve spring 250 sealing rings 300 internal installation area Paragraph 310 311 first groove 312 second groove 313 Sealing ring 314 Sealing ring 315 recordings 316 end wall 317 rear end 318 Sealing ring 320 ventilation slots or grooves 330 Valve disc 331 Valve tappets 332 Stop section 333 Valve spring 350 sealing ring P1 fluidic flow path P2 electrical flow path P3 Lightning bolt / very high currents

Claims

[1] Electrical connector for connecting vehicle components to be cooled of a battery electric vehicle, in particular a traction battery (12), an inverter (11) and a drive motor (13) of the battery electric vehicle, characterized by , that the electrical connector is a combined electrical-fluidic connector (1) and comprises at least one plug part (2) and at least one coupling part (3), wherein both the at least one plug part (2) and the at least one coupling part (3) each have at least one outer electrically conductive connecting part (21, 31) and at least one inner fluidic connecting part (22, 37). [2] Electro-fluidic connector (1) according to claim 1, characterized by, that the at least one plug part (2) has at least one contact pin (21) as an external electrically conductive connecting part and the at least one coupling part (3) has at least one contact housing (31) as an external electrical connecting part. [3] Electro-fluidic connector (1) according to claim 1 or 2, characterized by , that the at least one coupling part (3) comprises at least one spring contact bushing (32), in particular that the at least one spring contact bushing (32) is arranged in at least one contact housing (31) of the coupling part (3). [4] Electro-fluidic connector (1) according to claim 3, characterized by , that the at least one spring contact socket (32) is provided with at least one venting device to allow air to escape during the plugging process of plug part (2) and coupling part (3), in particular is provided with venting slots or grooves (320) in its longitudinal direction. [5] Electro-fluidic connector (1) according to any one of the preceding claims, characterized by , that the at least one plug part (2) and the at least one coupling part (3) each have at least one drain stop valve (23, 33) to prevent fluid from escaping when the plug part (2) and coupling part (3) are separated. [6] Electro-fluidic connector (1) according to claim 5, characterized by , that the at least one outlet stop valve (23) on the at least one plug part (2) and / or the at least one outlet stop valve (33) on the at least one coupling part (3) is / are arranged such that first an electrical contact of the outer electrical connection parts and only then a fluidic contact of the inner fluidic connection parts (22, 37) takes place by opening the outlet stop valves (23, 33) of plug part (2) and coupling part (3). [7] Electro-fluidic connector (1) according to any one of claims 2 to 6, characterized by , that for improved heat exchange, inner surfaces of the at least one contact pin (21) of the at least one plug part (2) of the electro-fluidic connector (1) and of the at least one contact housing (31) of the at least one coupling part (3) of the electro-fluidic connector (1) are capable of being or are subjected to fluid flow. [8] Electro-fluidic connector (1) according to any one of claims 2 to 7, characterized by, that for electrical contacting the at least one contact pin (21) of the at least one plug part (2) and the at least one contact housing (31) of the at least one coupling part (3) these are each provided with at least one contact plate (26, 36) or at least one contact tab and at least one electrical connection device, in particular a welded, soldered, crimped or screwed connection, for connecting at least one electrical line and / or at least one busbar. [9] Electro-fluidic connector (1) according to any one of the preceding claims, characterized by , that for the fluidic connection of the at least one plug part (2) with fluid lines of a fluid system and of the at least one coupling part (3) with fluid lines of a fluid system, the at least one plug part (2) and the at least one coupling part (3) have at least one fluidic connector (25, 35) and / or a fluidic mandrel connection. [10] Electro-fluidic connector (1) according to any one of the preceding claims, characterized by , that the at least one plug part (2) is provided with at least one plug housing (20) and the at least one coupling part (3) is provided with at least one coupling housing (30), in particular that at least one of the plug housing (20) and coupling housing (30) has at least one holding device for holding the at least one plug housing (20) of the plug part (2) and the at least one coupling housing (30) of the coupling part (3), in particular at least one retaining bracket. [11] Thermal management system (100) of a battery-electric vehicle, comprising immersion-cooled vehicle components, characterized by, that the thermal management system (100) comprises at least one combined electrical-fluidic connector (1) according to one of the preceding claims for the combined electrical and fluidic connection of the immersion-cooled vehicle components (11, 12, 13). [12] Battery-electric vehicle with at least one immersion-cooled vehicle component, in particular an immersion-cooled traction battery (12), electrical lines for supplying electrical energy to the at least one immersion-cooled vehicle component and fluid lines for supplying and removing cooling fluid to and from the at least one immersion-cooled vehicle component, characterized by , that the battery-electric vehicle comprises at least one electro-fluidic connector (1) according to one of claims 1 to 10 for the combined electrical and fluidic connection of the electrical lines and fluid lines. [13] Battery-electric vehicle according to claim 12, characterized by , that in order to cool the inner surfaces of the at least one contact pin (21) of the at least one plug part (2) of the electro-fluidic connector (1) and of the at least one contact housing (31) of the at least one coupling part (3) of the electro-fluidic connector (1), these inner surfaces can be or are exposed to at least one dielectric medium.

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